Stansted Airport Interim Master Plan...2 Stansted Airport interim master plan | May 2006...

Stansted AirportInterim Master Plan

May 2006

Stansted Airport interim master plan | May 2006 1

Contents

Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Executive summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Economic and social considerations . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Statutory, regulatory and policy context . . . . . . . . . . . . . . . . . . . . . . 134 The Airport in 2006 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 Land use plans for a single runway airport . . . . . . . . . . . . . . . . . . . . 247 Surface access (2015) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 The Environment (2015) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Provision of a second runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4010 Next steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Drawings1 2006 land use2 2006 layout3 2015 single runway, indicative land use4 2015 single runway, illustrative terminal area layout5 2015 single runway, air noise contours6 2015 single runway, air quality contours (NO2) 7 2015 single runway, air quality contours (NOx)8 Two runway airport options

This Interim master plan focuses on greater use of the existing single runway airport, ratherthan the development of the second runway for which a draft final master plan will beprepared for consultation late 2006/early 2007.

2 Stansted Airport interim master plan | May 2006

Increasingly, Stansted is proving itself to be an essential partof the lifestyles of millions of people, as well as central tothe economic wellbeing of our growing region. Morepeople are travelling through the airport to moredestinations than ever before; we have more destinationsto Europe than any other airport in the World, and ourinternational route network is growing fast.

Set against this background of growth in demand for airtravel, we are proud of our success, but we know too thatit should not come at any price. A balance must beachieved between the economic benefits of growth, andthe environmental effects of more air travel.

This continues to be the background to all our thinking onplans for growth and development, and has been at theheart of our consultation on this Interim master plan. Mythanks go to all those who have taken part.

Here, we set out the strategic direction for Stansted as asingle runway airport up to 2015 by which time we expectto be serving some 35 million passengers. We also considerthe wide range of social, environmental and economicissues that will all be a part of Stansted.

The Government has allowed us to publish the airportmaster plan in two distinct phases. This Interim master plandeals with growth on our existing single runway; andwithin the next few months a draft Final master plan willbe the published for consultation, and this will takeaccount of our plans for a second runway development.

This document sets out a clear vision for the future, and assuch further encourages us to achieve the right balance ofinterests that will shape Stansted, fit to serve a moderneconomy and deserving of it’s place as a responsiblebusiness in the local community.

Terry Morgan Managing Director Stansted Airport Limited May 2006

Foreword


Executive Summary

The character of StanstedS1. Stansted some facts:� Stansted is in the top 60 of the world’s leading airports

and in terms of passengers is the third busiest in the UKafter Heathrow and Gatwick.

� In the 12 months ending March 2006 the airport servedover 22.2 million passengers.

� In summer 2006 there are 45 scheduled and charterpassenger airlines flying to over 151 destinations in 34countries.

� Stansted serves a catchment area of over 12 millionpeople in the East of England, London and the widerSouth East.

� 180 companies and agencies are located on-airport;employing over 11,600 people, three-quarters of whomlive in Essex and Hertfordshire.

� The employment supported by the airport contributesover £400 million to the regional economy in wages andsalaries alone.

� The airport is a key driver for economic development inthe East of England’s £80 billion economy.

� In 2005/06 the airport’s cargo operation transported239,000 tonnes of goods with an estimated value ofover £15 billion.

� In 2004 nearly 28 million tourists visited the UK spendingsome £13 billion. International tourists spent over 14million visitor nights in the East of England spending£609 million. For the International tourists to the UK, 20million arrived by air (72%) and over 3 million arrivedthrough Stansted (12%).

Stansted – leading the low-cost air travelrevolutionS2 Flights through Stansted, along with Heathrow andGatwick, have made London the world’s most accessiblecapital city for international air travellers. With the airtransport market expected to grow substantially in thecoming years, low-cost airlines are integral to this growth.In Europe, the low-cost sector has expanded from 8 millionpassengers a year in 1998, to over 150 million today.

S3 With around 50 airlines across Europe offering low-cost services, the aviation industry is responding to thedemand for more affordable independent travel, to a widerrange of destinations and to suit changing patterns ofleisure and business travel.

S4 Stansted is at the forefront of meeting the needs oflow-cost airlines and future passenger demand is drivingforward plans for growth and development.

The Future of Air Transport White Paper (2003)S5 The Future of Air Transport White Paper sets out a

clear strategic policy framework for the development ofairport capacity in the UK up to 2030. With runwaycapacity fast running out at airports in the South East, theWhite Paper set out two clear priorities for Stansted:� To make full use of the existing runway.� To bring forward plans for a second runway – the first in

the South East for over 30 years.

S6 The White Paper also asks the airport operator toprepare an airport master plan setting out how it intends tobring forward its plans for growth and development in theperiods to 2015 and to 2030.

Interim master plan S7 This Interim master plan focuses primarily on BAA’splans for development of the airport on the existingrunway, and the likely social, environmental and economicimpact this will have.

S8 The growth of the airport is currently constrained byPlanning Conditions which were imposed by the LocalPlanning Authority, Uttlesford District Council, as part ofthe 2003 planning permission to grow beyond 15 millionpassengers per annum (mppa). These planning conditionsinclude limits on: annual passengers, air transportmovements and the area of the 57 LAeq noise footprint.

S9 For the purposes of this Interim master plan we havechosen to consider and describe what a single runwayairport could look like in the year 2015, and to give someindications of its character in 2030. This work has beenundertaken on the basis that current planning conditionswill be lifted. Indeed in April 2006 BAA submitted aplanning application, known as Generation 1, to UttlesfordDistrict Council seeking planning permission to lift theplanning condition limits of the 2003 planning permission.If granted it will enable Stansted to grow to serve about35mppa from the existing runway, which is the passengerthroughput expected to be reached in 2015. Theenvironmental impact assessment studies provided in theEnvironmental Statement that accompanies the planningapplication have been used in this master plan to identifythe likely social, economic and environmental impacts ofthe airport in 2015.

S10 Whilst we are working to deliver the second runwayat the earliest date possible, around 2015, it is not thepurpose of this Interim master plan to set out thoseproposals. It does, however, report in section 9 on progressto date with plans for a second runway.

Master plan – next stepsS11 In late 2006/early 2007, when more detailed


Executive Summary

information is available about the second runway project, adraft final master plan showing the two runway airport willbe published for public consultation. This will includematerial which will be emerging from our studies into thesocial, environmental and economic impact of a tworunway development.

Air traffic forecastsS12 Whilst we are focused on delivering Stansted’ssecond runway at the earliest date possible, around2015/16, Stansted could with its existing single runway behandling some 264,000 air transport movements(comprising 243,000 passenger air transport movementsand 21,000 cargo air transport movements) and servingabout 35 million passengers per year in 2015. At Stanstedthe majority of traffic is likely to continue to be short haul,low cost. With future constraints on runway capacity atHeathrow and Gatwick, the gradual development of longhaul services to Stansted is anticipated. We also anticipategrowth in Stansted’s cargo throughput to some 600,000tonnes per annum in 2015.

Impacts of Stansted in 2014/15S13 Studies which have been carried out to understandthe effects of the airport in 2014/15 confirm that Stanstedcontinues to make a significant contribution to theeconomic activity in the East of England, London and theSouth East.

S14 Employment associated directly with the airport isforecast to grow from the level of today. However,continued productivity increases in the aviation industrymean that the number of employees will almost certainlybe lower than estimates made at the time of the originalplanning application to develop the airport in the early1980’s and more recently in the phase 2 application madein 1998 . Consequently, requirements to provide housingand other infrastructure in the local area to support airportdevelopment are now correspondingly lower than at thetime of these applications.

S15 Improvements to aircraft technology, public transportprovision and more efficient energy use means that theforecast environmental impacts (such as air noise, airquality, energy use and road traffic) are little different fromthose assessed in 2001 for a 25 mppa airport in 2010.

S16 A summary of the impacts of the airport is asfollows:

Economic� 16,800 directly related jobs at the airport in 2015 (nearly

6,200 more than 2003) and supporting some 6,400

related jobs off airport.� Forecast 23,200 total employment in 2015.

Surface Access� Based on current trends, 11 million passengers a year will

travel to and from the airport by public transport. Thiswould be 5 million more than in 2004.

� The impact of the airport on the highway network atpeak hours and the distribution of airport related vehicletrips are likely to be similar to that previously assumed inthe transport assessment for the 25mppa airport in the2001 planning application, with no material increases inpeak hour traffic levels.

� The studies have also indicated that airport related trafficforms no more than 15-20% of the peak directionalflows on any of the motorway and trunk roads near theairport in 2015.

� Longer trains may be required to provide additional railcapacity towards the end of the period to 2015.

Land use� Growth will be accommodated within the existing airport

boundary.� There is no requirement to extend the passenger terminal

beyond the planning permissions already granted.� A new satellite 4 will be linked to the passenger terminal. � There will be no increase in the size of the airfield but

some additional stands will be required as well asenhancements to links between the runway and thetaxiway system.

� There will be no increase in the numbers of passengerand staff car park spaces to that which already haveplanning permission.

Air noise� The area of the current 57LAeq contour cap would not

be exceeded.

Ground Noise� There will be some small increases in ground noise. The

adopted benchmark values would be exceeded at 3locations around the airport for the day and eveningperiod and at 5 locations at night.

Air Quality� Our studies indicate that air quality beyond the airport

boundary will not exceed EU and UK standards forspecified pollutants.

Nature Conservation� The further development at the airport would not directly

impact any highly valued or designated habitats.


Executive Summary

Landscape and Visual� Mitigation measures already implemented and planned,

together with further landscaping on proposeddevelopment sites, will ensure the landscape and visualimpacts of further development are minimised.

Archaeology� As development at the airport progresses, further

investigation will be undertaken.

Water Resources� Growth will not have a detrimental effect on foul

drainage, surface water disposal or water consumptionrequirements.

Waste� In 2015 waste generation is predicted to increase but

more will be recycled.

Energy� Energy requirements will increase but be less than that

previously assumed in the impact assessment in 2001 forthe 25mppa planning application.

Provision of the second runwayS17 The studies into the second runway at Stansted arecontinuing and consultation on the two runway masterplan options ended on 24th March 2006. BAA expects tobe able to announce which option we intend to takethrough the planning process in summer 2006.


1.1 During the past 40 years, air travel has increasinglybecome a feature of our lives. It has created theopportunity for fast international travel at affordable pricesfor both leisure and business purposes. Civil aviation hasthus become a vehicle for social inclusion through itstransformation of the affordability of travel. It is expectedto remain a growth industry for the foreseeable future.

1.2 Stansted Airport’s origins date back to the SecondWorld War when the airport was built to provide an airfieldbase for the United States army.

1.3 Stansted is now at the heart of the continent’s lowcost travel revolution and currently serves over 22 mppa.

1.4 The airport is operated by Stansted Airport Limited(STAL) , a wholly owned subsidiary of BAA plc.

1.5 Planning permission was granted in 1985 for themodern airport and the new terminal and support facilitiesopened in 1991. The permission was granted with theinitial phase for 8 million passengers per annum (mppa)and a second for up to about 15 mppa. In 2001 a furtherapplication for development beyond 15 mppa was madeand this assessed 25 mppa being reached in 2010.Planning permission for this phase of growth was grantedplanning permission in 2003 subject to a number ofconditions including:� a limit on the number of passenger numbers of 25mppa� an annual limit on the number of air transport

movements of 241,000.

1.6 Stansted therefore currently has planning permissionto serve 25mppa and handle 241,000 ATMs each year. Yetpeople want to fly, and a modern regional and nationaleconomy requires access to European and global marketsthat only aviation can provide. There is therefore an urgentneed to plan for additional growth and development whichis forecast to arise in coming years.

The Future of Air Transport White Paper1.7 The publication in December 2003 of theGovernment’s White Paper - The Future of Air Transport -was a significant event for Stansted. It set out the strategicframework for the development of airport capacity in theUK for the period up to 2030, and placed Stansted at theforefront of the need to provide additional runway capacity.

1.8 The Government, through the White Paper, invitesairport operators to bring forward plans for increasedairport capacity in the light of the policies it sets out.

1.9 For Stansted the key policy objectives are:� Firstly to make full use of the existing runway; and� Secondly to bring forward the development of a new

second runway as soon as possible.

1.10 The White Paper also asks the airport operator toprepare an airport master plan setting out how it intends totake forward its plans for growth and development in theperiod to 2030.

1.11 In April 2006 a planning application – called the‘Stansted Generation 1’ (‘Generation 1’) application - wassubmitted to Uttlesford District Council seeking planningpermission to lift the planning condition limits onpassengers and air transport movements of the 2003planning permission. If granted it will enable Stansted togrow to handle 264,000 ATMs and to serve about 35mppafrom the existing runway which is the passengerthroughput forecast to be reached in 2015. This increase ofabout a further 10mppa on the 2003 planning permissionlimit of 25mppa represents the next phase of the proposeddevelopment of the Airport, and is consistent with thepolicies set out in the Future of Air Transport White Paper.

How BAA is progressing master plans at Stansted1.12 Given the scale and complexity of our developmentplans at Stansted, the Department for Transport has agreedthat we can publish the airport master plan in two phases. � First the preparation of an Interim master plan, to

address the immediate priority – making best use of theexisting runway.

� Secondly the preparation of the final master plan –addressing the proposals for a two runway airport.

1.13 Each of the master plans will provide the latestinformation available at key points in the developmenttimetable.

1.14 Although BAA has indicated that it expects theproposed second runway to be in place by 2015/16, for thepurposes of this Interim master plan BAA has chosen todescribe the plans for the single runway airport in 2015(when the airport would be serving about 35 mppa) and toprovide some information about what a single runwayairport might be like in 2030.

1.15 The reason for this approach is two-fold. First wewish to comply with the terms of the White Paper and theDepartment for Transport’s guidelines on master planswhich asks airport operators to produce master plans forthe years 2015 and 2030. Second, we are not able toconfirm plans for the second runway because consultation

1 Introduction


1 Introduction

has only recently closed and our studies are not sufficientlyprogressed.

1.16 The following chapters of this Interim master plantherefore:� set out BAA’s expectations as to the scale of the growth

in activity at the airport with its single runway, � explain the extent to which we believe the airport’s

facilities would need to be developed in order toaccommodate that growth; and

� consider the associated economic, social andenvironmental dimensions of the airport in 2015.

1.17 The compilation of this information has beenprepared by drawing on the environmental impactassessment studies provided in the EnvironmentalStatement that accompanies the Generation 1 planningapplication.

1.18 We are leaving consideration of the airport with asecond runway, and the preparation of the final masterplan, to a later date when more information about the tworunway airport will be available. In order, however, to be ashelpful as possible, the latest information about the secondrunway project is provided in Chapter 9.

Consultation and a Summary of the responsesfrom the Public1.19 The draft Interim master plan was published in July2005 and this coincided with an extensive pre applicationpublic consultation on the proposed Generation 1 planningapplication. The combined consultation period ran from27th July to 31st October 2005. The draft Interim masterplan document in hardback and CD format was distributedto 228 organisations and individuals. A dedicated freetelephone number and, a unique email address andfreepost address were provided for people to requestcopies of the document free of charge. The document wasalso put on the stanstedairport.com website.

1.20 BAA regularly uses a newsletter ‘Plane Talk’ to keepthe community informed about the airport. To support theconsultation a special edition of Plane Talk was producedand sent to 170,000 households within a 15 mile radius ofthe airport.

1.21 The draft Interim master plan also featured at thepublic exhibitions for the consultation on the proposedGeneration 1 application. The exhibitions were held on 34days at 27 venues within a 15 mile radius of the airport.

1.22 Overall 13 organisations and 6 individuals replied to

the draft Interim master plan, while a further 46 of therespondents to the Generation 1 pre applicationconsultation also commented specifically on the draftInterim master plan.

1.23 The draft Interim master plan Report of Consultationsets out in detail all the issues raised during theconsultation. The main issues and Stansted’s approach todealing with them in the Interim master plan aresummarised below:

� Preference for a full Master Plan including details ofthe second runway. We have updated the chapter onthe provision of second runway since the draft Interimmaster plan was issued. This includes some informationon the short listed two runway master plans, the processof consultation, surface access and the overallprogramme.

� The level and breadth of information contained inthe draft Interim master plan. When the draft Interimmaster plan was published we reported the preliminaryfindings from our studies for the single runway airport in2015. Since then our studies are concluded and the finalresults have been included. Where possible we haveincluded greater detail in this document.

� Regeneration opportunities in north and eastLondon and Harlow. The nearby London Boroughs andHarlow see Stansted as an important centre foremployment and business which can assist with theregeneration of areas of social and economic deprivation.Updated information on the economic and employmentaspects of the airport has been included.

� The overall sustainability of further development.The Interim master plan has not been the subject of asustainability appraisal. However as proposals are broughtforward for planning permission BAA will as appropriateundertake sustainability appraisals of developments.

� The road and rail capacity and infrastructurerequired for 35mppa. The Surface Access chapter hasbeen revised and greater detail included for PublicTransport and road implications.

� The use of Leq for air noise measurement.Respondents questioned the use of the Leq metric and itsthreshold value. They wished to see alternativeapproaches to the assessment of noise to be used. BAAhas considered these views but as the use of LAeq is thegovernments chosen metric for assessment of air noisewe have continued to use this metric in presenting thelikely air noise impacts of the airport.

� Climate change. Respondents expressed concern aboutthe effects of growth on the contribution made byaviation to climate change. We have included a newsection within the Environment chapter setting out our


approach to climate change.� Hatfield Forest. Concern was expressed about the

overall reduction in general enjoyment, including noiseand air quality, of the forest. These concerns alsoincluded the effects on flora and fauna. BAA hasincluded reference to Hatfield Forest within theEnvironment chapter and addresses noise and air quality.

1.24 BAA has taken account of all representations and has had regard to these main issues and incorporatedfurther explanation within the text of this Interim masterplan. Specifically, greater detail of the emerging proposalsfor a second runway are included and now that ourtransport and environment studies for further growth onthe existing runway are completed further information isprovided.

1.25 The purpose of the Interim master plan is to set outthe overall scale of the airport and the effects in 2015.Whilst the principal issues raised during consultation areaddressed it is not the purpose of this document to reporton every specific issues raised during the consultation.

Plan implementation and review1.26 We will continue to place great importance onhaving an open, honest and constructive dialogue withstakeholders, including the public, local authorities, airlinesand Government agencies. Indeed this is an essentialelement in finding the best ways to operate and grow theairport responsibly. Regular opportunities for discussion willbe important, notably at the Stansted Airport ConsultativeCommittee (STACC), through meetings with airlines andthrough meetings with local authorities at both memberand officer level.

1 Introduction


2.1 Aviation is one of the UK’s success stories, creatingemployment and spending millions each year oninvestment. It plays a crucial role in promoting growth inthe productivity and competitiveness of the economy of theUK at both regional and national level.

2.2 Overall Stansted’s direct contribution to the regionaleconomy is estimated to be in excess of £400 million perannum, and this is forecast to rise as the airport continuesto grow.

2.3 Stansted also provides a range of economic benefits for the local economy and the wider economies ofthe East of England, London and the South East. Thesebenefits include:� Providing employment opportunities across a range of

job types and skills;� Providing opportunities for businesses in the East of

England, London and the South East to access a growingrange of destinations, and through them a wide range ofpotential markets;

� Increased attractiveness of the East of England region forbusinesses wishing to locate in the area through thepresence of and connections provided by a majorinternational airport;

� Tourism opportunities for in-bound and out-boundtravellers; and

� Cargo facilities, particularly catering for express and nextday deliveries.

Airport employment2.4 Airport related employment covers a number ofcategories including: � Direct on-airport employment: employees of businesses

whose activity is related to Stansted, whose jobs arebased within the airport boundary;

� Direct off-airport employment: as above, but with jobsbased outside the airport boundary;

� Indirect employment: employment in firms supplyinggoods and services to the businesses at the airport; and

� Induced employment: employment supported by theexpenditure of those employees in the previous threecategories.

Surveys of airport employment are undertaken at Stanstedby way of annual counts and more comprehensive surveysevery 5-6 years – the last two being in 1997 and 2003.

2.5 There are now some 180 companies operating at theairport. These provide a range of employment opportunitiesacross a number of different sectors and skill levels.Analysis of the latest data indicates that whilst there is alower proportion of employment at the highest skill level

(Level 4) compared to the Study Area1

as a whole, theAirport still has 17% of its workforce at that skill level. Atthe other skill levels the Airport has a higher proportion ofemployment than the study area as a whole. Similarlyaverage earnings across the Airport are comparable withthose in the Study Area1 and the East of England.

2.6 Between 1998 and 2005/06 there was a substantialgrowth in passengers at Stansted (from 6.8 mppa to 22.2mppa), driven mainly by the development of the low costcarrier market. The growth in passengers at Stansted hasnot, however, been accompanied by a proportionateincrease in employment. Whilst passenger numbersincreased by an average rate of over 18% each year, theaverage annual increase in employment was less than 6%.

2.7 At Stansted, in 2005, there were 1,900 passengersfor every airport employee, compared to 860 passengersfor every employee in 1998. This increase represents a verysignificant increase in productivity of the order of 12% perannum over 1998 to 2005.

2.8 The improvements in productivity arise from anumber of factors including:� Technological innovation and more efficient working

practices, particularly in the low cost sector;� Low cost airline supply chains being simpler and leaner

e.g. provision of less catering than full cost carriers; and� Consolidation amongst low cost carriers.

2.9 The results of the last comprehensive employmentsurvey of 2003 show that the majority of the airport’s directemployment was taken up by people living within thedefined employment Study Area1, with 24% of the airport’sdirect employees living in Uttlesford and 18% in East Herts.In 2003, total Stansted employment was estimated toaccount for 2.4% of the workforce in the Study Area.

2.10 Stansted has also been working in partnership withvarious organisations on initiatives focussed on providingemployment opportunities to a number of north and eastLondon boroughs, where unemployment rates are abovethe London and UK average. Supported by trainingprogrammes and the introduction of the airport travelcard,which offers discounted public transport fares to airportemployees, both the absolute number and the proportionof employees from a number of these boroughs isincreasing.

2 Economic and Social Considerations

1 This is defined as the local authorities of Uttlesford, East Herts,Braintree, Harlow, Chlemsford, Epping Forest, Colchester, StEdmundsbury, South Cambridgeshire and Cambridge


2.11 Whilst the north and east London boroughscontributed some 2.2% of the airport’s direct on airportemployees in 1997 this had risen to nearly 4% by 2003and is expected to continue to rise.

2.12 In addition to the direct on-airport employment,there is a very small amount of direct off-airportemployment. Local planning policies have sought toconcentrate direct airport related businesses within theairport boundary and these policies have been largelysuccessful. There are, however, a number of businesses inUttlesford and East Hertfordshire, such as hotels, which areused predominantly by airport passengers, which could beclassed as providing direct off-airport employment. Thelevel of direct off-airport employment is very modest and in2003 was estimated to be of the order of 300 people.

2.13 The operation of Stansted supports some indirectemployment in the local economy through the companiesbased at the airport buying goods and services in the localeconomy. Indirect employment in 2003 was estimated tobe of the order of 1,100 jobs.

2.14 There is also further induced employment supportedby the spending of the direct and indirect employees.Induced employment was of the order of 2,900 jobs in2003.

Future employment opportunities2.15 As the airport grows to about 35 mppa in 2015there will be further employment opportunities.

2.16 Direct employment will continue to have the mostsignificant impact at local level. Given the changes whichhave taken place within the low cost carrier sector, we donot believe that the direct on-airport employment requiredto handle 35 mppa will be very much more than thepreviously forecast requirement supporting the proposalsfor growth to 25mppa carried out in August 2001. This isdue to continuing productivity growth. The table sets outthe estimates made in 2001 of employment for 25mppa in2010 and our current forecasts for 35 mppa in 2015 andcompares these with the 2003 survey data.

2.17 We estimate that some 16,800 direct on-airportemployees will be required at Stansted for a passengerthroughput of 35 mppa in 2015. This is an increase of6,200 employees over the 2003 level. However, it shouldbe noted these forecasts suggest an increase of only 800above the number forecast in 2001 to handle 25 mppa by2010.

2.18 In total, we estimate that a 35 mppa airport willsupport some 23,200 jobs in the local economy in 2015,which compares to the previous estimate of 21,240 for 25mppa in 2010. These results remain lower than the originalestimates presented to the Airports Inquiries of 1981–1983which forecast that Stansted’s total airport relatedemployment at 15 mppa would be about 29,000.

2.19 The forecast 23,200 total direct, indirect and inducedemployment is estimated to account for 3.3% of the studyarea workforce.

2.20 Even though the local economy is already relativelybuoyant with very low rates of unemployment, we believethe additional employment generated will not result in overheating in the local economy. The study area labour marketis also forecast to move away from a position of excessdemand to one of balance or excess supply.

Housing2.21 The original planning permission for Stansted, givenin 1985, included a requirement for four local authorities, -Uttlesford, East Herts, Braintree and Harlow - to provideadditional housing allocations in the expectation that at15mppa 24,000 people would be directly employed on-airport. The local authorities have, to date, included suchadditional phased allocations within their developmentplans.


AirportEmployment

Forecasts

2003 Actual(rounded)

25mppaforecast for

2010 (asestimated inAugust 2001

35 mppaForecast for

2015

Direct On-Airport

Employment10,600 16,000 16,800

Direct Off-Airport

Employment300 - 400

IndirectEmployment 1,100 1,130 1,700

InducedEmployment 2,900 4,110 4,300

Total 14,800 21,240 23,200

2 These are industries where expenditure on air servicesaccounts for a higher than average proportion of either totaldomestic expenditure or total output.3 Accenture survey of 451 UK business travellers representingcompanies with a turnover of up to £1 Billion.4 The importance of Transport in Business Location DecisionMcQuaird R, Greig M, Smyth A, Cooper J, for the Departmentof Transport, 2004.


2.22 Sufficient housing provision has been made withinthe draft East of England Plan (RSS14) for the nowpredicted 16,800 direct employees at 2015. This situation isfurther supported by the increasing trend to recruitemployment from north and east London.

Business opportunities 2.23 Businesses both in the East of England, London andthe South East benefit from low cost flights and from therange of destinations served by carriers from Stansted. Theuse of low cost carriers by the business community isdeveloping at a very fast pace with the number of businesspassengers travelling on low cost flights increasing by over40% between 2001 and 2004. Cost of air travel is animportant factor in the consideration of expenditure bysmall and medium sized enterprises. Many of thesebusinesses trade in Europe, especially in the markets of thenewly emerging countries of the EU, to which Stanstedprovides a good range and frequency of air services.

2.24 Analysis of characteristics of business passengersusing Stansted in 2004 found that 65% of passengerswere from industries which use air travel intensively2.Approximately 30% of business passengers using Stanstedwere from the banking and financial services sector. Thesesectors are very well represented in the Stansted catchmentarea and are expected to support future employmentgrowth in the regional economy.

2.25 In the year to June 2004, a little over 3 million non-transferring passengers travelled through Stansted onbusiness. A recent survey3 found that 35% of businesstravellers choose low-cost flights where possible; and athird of those questioned believed that they would travelmore on business in the next six months than they hadsince autumn 2004. Therefore, the availability of low costcarrier services is clearly important and beneficial forbusiness as well as leisure travellers.

2.26 The ability to access low cost flights to a broad rangeof destinations will increase the competitiveness of the Eastof England as a location for business investment.

Inward Investment2.27 The factors affecting location decisions of businessactivity are well documented4 and include amongst others� Existing clusters of activity;

� Availability and skills of the workforce;� Good transport links;� Corporate tax rates;� Proximity to markets.

2.28 Decisions are made on the basis of a range of criteriawhich satisfy individual business requirements. Althoughthe presence of a major international airport is not the soleor overriding factor influencing location decisions, it is anecessary factor in the attraction of foreign inwardinvestment.

Tourism opportunities 2.29 Tourism is amongst the largest industries in the UK.In 2004 it accounted for around 3.4% of the UK economyin Gross Value Added terms and was worth approximately£74 billion. An estimated 2.1 million people work in thetourism sector, over 7% of the working population of theUK. Domestic tourism accounted for 108 million trips forholidays or visiting friends and relations in 2004; a further18 million trips were generated by business travellersrequiring an overnight stay. In total, domestic tourismgenerated expenditure of £24.3 billion.

2.30 In 2004 the UK ranked sixth in international tourismbehind USA, Spain, France, Italy and Germany; nearly 28million overseas visitors spent over £13 billion with anadditional £3.2 billion being spent on air fares with UKcarriers. Over the period 1999 to 2004 the number ofoverseas visitors to the UK has risen by 10%. The aviationindustry is an important facilitator of the UK tourismindustry with over 72% of overseas tourists travelling tothe UK by air.

2.31 On a regional scale there were a total of 12 millionvisitors to the East of England in 2004, generatingexpenditure of some £2.3 billion. Approximately 2 millionof these were overseas visitors generating expenditure of£609 million in the region. Thus some 16% of visitorsgenerated 27% of tourist expenditure. Almost 80% ofthese visitors travelled by air – a higher proportion thannationally.

2.32 The distribution of overseas visits throughout theregion in 2004 was

Source: Travel Trends 2004. Figures may be rounded


CountyVisits (000)

Expenditure(£m)

Bedfordshire 230 65Cambridgeshire 460 170Essex 570 126Hertfordshire 350 121Norfolk 190 70Suffolk 210 57Total 2010 609


2.33 Overseas visitors not only spend on average moreper person per visit than domestic visitors they also providemore potential to redress the very seasonal nature of theregion’s tourist industry where domestic visits areconcentrated during the spring and summer months.Continued expansion of low cost carriers, especially bynon-Stansted-based foreign operators, provide potential tomarket the region for second holidays during off peakperiods, particularly to residents of north west Europe.

Cargo2.34 International trade is an important aspect in theeconomic health of the UK and East of England. In 2005the value of UK exports was £208.8 billion of which theEast of England accounted for some 9.1% (almost £19billion; the fourth largest nationally). Imports accounted forsome £269 billion of which the region’s share was 13% -the third largest nationally. Over the period 2001 to 2005the value of goods exported from the region has risen by18%, compared to a growth rate of 10% seen across theUK as a whole.

2.35 Air cargo plays an important role in facilitatinginternational trade in goods to and from the UK. Detaileddata for ports, including airports, is available only forexports and imports to and from non-EU countries. In 2004the value of UK exports to non-EU destinations through allports was around £82.5 billion of which total air cargocontributed some 45% by value. Stansted handled some3.7% by value of total exports. In terms of volume thisequated to 0.05% of total tonnage. Total UK imports fromnon-EU origins through all ports amounted to around£119.3 billion of which air cargo accounted for 41% of thetotal and Stansted 3% (by volume 0.01%). It can be seenthat the importance of air cargo is not in terms of thevolume carried but its high value to low weightrelationship. This relationship is reflected in the use of aircargo for the transport of high-value-added /low weight/high tech finished goods and materials. Air cargo alsoplays an important role in the modern “just in time”logistics operated by many economic sectors, many ofwhich are represented in the East of England region. Overthe period 1999 to 2005 the value of non EU trade carriedthrough Stansted grew by 56% compared to a 4%increase for all UK airports.

2.36 The airport currently handles some 240,000 tonnesof cargo each year with an estimated value of over £15billion. Stansted is the 3rd largest airport handler of airfreight in the UK. As the airport grows this is expected toincrease to about 600,000 tonnes in 2015. In 2004 99.5%of all air cargo through the airport was carried ondedicated cargo flights. Although this percentage is likelyto fall to some 89% by 2015, reflecting an increase in theuse of “belly hold” capacity on passenger aircraft, the

importance of dedicated cargo operations remains asignificant operation which will continue to benefit the region.

Social effects2.37 Reference has already been made to partnershipworking with various organisations on employmentinitiatives. Commencing on an ad hoc basis in 1999, thisapproach has been formalised by the adoption of aregularly reviewed Employment Strategy, the creation of theAirport Employers Group with airport companyrepresentatives, and an Airport Employment Forum whichbrings together cross-sector representation.

2.25 Within this framework the Airport has provided ajoint airport training/Learn Direct centre; initiated, inconjunction with a local college, an accredited Airport Skillsprogramme; continued to work with relevant partnershipsto provide employment opportunities; and, more generally,make information about airport job opportunities availableover a wide area. The Airport’s introduction of anEmployment Strategy was recognised as “best practice” ina report to the Airport Regions Conference5. In a report toUttlesford District Council in 2002 on the Employment andEconomic Impacts of the Expansion of Stansted Airport6 itwas stated that

“Stansted Airport performs well against a set of goodpractice criteria in relation to labour market andeconomic development initiatives. We are not awareof another airport in Europe that is as advanced asStansted on these issues”.

2.38 The continuation of the Forum and Strategy is now aBAA commitment.

2.39 In respect of the areas of north and east London andof Harlow, all of which have been recognised as requiringregeneration, the results of employment initiatives havebeen to increase the contribution from these areas to theairport workforce.

2.40 Whilst the development of low cost carriers hasenabled a wider cross section of the population to travelfor leisure and business purposes it also provides increasedopportunities of travel for study and education reasons. In2003 nearly 1.3% of Stansted’s passengers were travellingfor these purposes and this had increased by nearly 10%over the period 2001 to 2004. The East of England,London and South East regions provide extensive academicfacilities catering for not only UK resident but also overseasstudents.


5 Airport Regions Conference Business and EmploymentWorking Group – Future Trends in Airport-RelatedEmployment, December 2000.6 York Consulting, April 2002.


3.1 BAA Stansted operates within a detailed statutory,regulatory and policy context. This chapter outlines theprincipal controls and influences of relevance to Stansted’soperation and future development.

Sustainable development 3.2 Stansted’s operation is and will continue to bemanaged and developed in the context of theGovernment’s strategy for sustainable development - ABetter Quality of Life. This identified four objectives forsustainable development:� Social progress which recognises the needs of everyone;� Effective protection of the environment;� Prudent use of natural resources; and� Maintenance of high and stable levels of economic

growth and employment.

3.3 On 7 March 2005 The Government published a newstrategy – Securing the Future. The new strategy’s purposeshows how the Government will evolve its sustainabledevelopment policy - developing the earlier strategy, notdeparting from it. Five guiding principles are to form thebasis of policy in the UK:� Living within environmental limits;� Ensuring a strong, healthy and just society;� Achieving a sustainable economy;� Promoting good governance; and� Using sound science responsibly.

3.4 The new strategy also specifies four priority areas for action:� Sustainable consumption and production;� Climate change and energy;� Natural resource protection and environmental

enhancement; and� Sustainable communities.

Airports policy3.5 The Future of Air Transport White Paper is theprincipal airports policy document relating to the growth ofStansted. The White Paper, published in December 2003,sets out a strategic framework for the development ofairport capacity in the UK over the period to 2030. Threekey policy principles from the White Paper relate directly tothe further development of Stansted:� The first priority in the South East is to make best use of

the existing runways including the remaining capacity atStansted;

� Provision should be made for two new runways in thesouth east by 2030, with the first to be at Stansted, tobe delivered as soon as possible (and the second atHeathrow subject to stringent environmental limits beingmet); and

� Options considered for two or three additional runwaysat Stansted are not supported.

3.6 The Government’s airports policy will need to bereflected within the emerging new hierarchy of planningpolicy documents at regional and local level.

3.7 Referring to airport master plans, the White Paperstates that:

“The appropriate planning and transport bodies willneed to take these into account, along with thepolicies set out in this White Paper, in their guidance,strategies and decisions, together with the need toprotect any land required for future airport expansionand to provide the necessary airspace.”

3.8 BAA Stansted will closely scrutinise any policydocuments relevant to the airport published by regionalbodies, local authorities and other agencies. We will seekto ensure that they respect, and make reasonable provisionfor, the interests of the airport, its suppliers and its users,consistent with the Government’s airports policy.

Regional planning guidance3.9 The East of England region is a relatively new regioncomprising the counties of Bedfordshire, Essex andHertfordshire and all of East Anglia (comprising theCounties of Cambridgeshire, Norfolk and Suffolk). It waspreviously divided between two regions – the South Eastand East Anglia. The current context for local authorityplans in the vicinity of Stansted is therefore set by relevantparts of previous Regional Planning Guidance for the SouthEast (RPG 9), published in March 2001, and for East Anglia(RPG6), published in November 2000.

3.10 Under the Planning and Compulsory Purchase Act2004 Regional Planning Guidance (RPG) is replaced by aRegional Spatial Strategy (RSS) forming part of thestatutory development plan framework. Within the recentlyestablished East of England region the East of EnglandRegional Assembly (EERA) is now responsible for thepreparation of the new RSS. EERA published its draft Eastof England Plan (RSS14) for public consultation inDecember 2004 which revised an “interim” RSS comprisingrelevant parts of RPG6 and RPG9. The revised RSS has beenthe subject of an Examination in Public and final approval isexpected during the early part of 2007.

3.11 The East of England Plan therefore provides theemerging regional policy framework within which Stanstedoperates. When it is adopted it will provide a statutoryframework of regional and sub-regional policies to guidethe preparation of local authorities’ Local Development

3 Statutory, regulatory and policy context


Documents. Studies associated with examination of theLondon / Stansted / Cambridge corridor have informed therevision of RSS14, which further divides the corridor into anumber of sub-regions – the Stansted / M11 sub-regionforming one such sub-region.

3.12 The RSS indicates that: “The vision for the Stansted/M11 sub-region is tocreate a sustainable employment-led growth corridor,conserving and delivering a high quality environmentby capitalising on its role as a key aviation gateway,realising its potential for sustainable growth andregeneration, and capitalising on its potential as afocus for hi-tech, knowledge based employmentrelated to the Cambridge clusters and London”(RSS14, para.5.122).

3.13 Amongst delivery actions for the Stansted/M11 sub-region set out in Policy ST1 of the strategy is:

“the expansion of London Stansted Airport up to themaximum capacity of its existing runway”

3.14 More specifically Policy ST5 states that:“Expansion of Stansted Airport up to the full capacityof its existing single runway is accepted.All development for operational and directlyassociated airport employment will be located withinthe site of London Stansted Airport itself, and landwithin the airport’s boundaries will be safeguardedfor that purpose only. Employment developmentunrelated to the airport’s operation will be located onemployment and commercial sites at Harlow andnearby towns identified in local developmentdocuments in accordance with the general RSS spatialstrategy”

3.15 Policy E14 of RSS14 goes on to indicate that:“Airports have an important role as drivers in theregional economy and local economy, as well ashaving significant potential to contribute to meetingregeneration needs…….”

Local authority policies3.16 Several local authority documents contain policiesand statements applicable to Stansted and its environs. TheLocal Planning Authorities (LPAs) responsible fordetermining applications for development at StanstedAirport are Uttlesford District Council and, for certainapplications, Essex County Council.

3.17 The Essex County Council Replacement Structure Plan1996-2011 will remain in force until the East of EnglandPlan is approved. Policies BIW7 and BIW9 of the StructurePlan are of direct relevance to Stansted, and are reproducedhere.

Policy BIW7 Provision is made for all development directly related to, orassociated with, the airport to be located on the site ofStansted Airport itself. Industrial and commercialdevelopment unrelated to the airport will not be permittedon the Airport site, but will be directed to otheremployment sites within nearby towns identified inadopted local plans.

Policy BIW9Proposals for new development relating to any existingoperational airport or airfield, or proposals to establish anew flying site, will be considered having regard to theneed for an appropriate hierarchy of aerodrome andaviation sites and determined in relation to the followingcriteria:� General Planning policies for the area;� Air travel needs of residents , business and air sports

users;� Economic benefits to local and regional businesses;� Impact upon public health and safety, noise, pollution

levels, environmental conditions, visual amenity andresidential and urban areas affected by the proposal;

� Requirement for new housing, commercial developmentand associated community facilities arising from theproposal;

� Demand for the establishment of airport-related facilitiesoutside the airport site itself to serve both it and its users;

� Adequacy of the arrangements for surface access to thesite by all means of transport.

3.18 The Uttlesford Local Plan, adopted in 2005, containsa variety of more detailed airport policies, relating toStansted. Policy S4 concerns the boundary of the airport. Itstates:

“The boundary of Stansted Airport is defined on theProposals Map. Provision is made for developmentdirectly related to or associated with Stansted Airportto be located within the boundaries of the airport.Industrial and commercial development unrelated tothe airport will not be permitted on the site.”

3.19 Other relevant policies associated with developmentat the airport contained within the Uttlesford Local Plancover a number of subjects and areas, including theidentification of various land use zones within the airportfor developments such as cargo handling and maintenance,terminal support facilities, ancillary developments and carparking.

3.20 Transport planning is the responsibility of countycouncils and in Essex is addressed in a Local Transport Plan(LTP) for the years 2000 to 2005. The final LTP for 2006 –2011 is currently awaited.



Development control3.21 Airport development proposals are subject to thenormal processes of development control, as set out intown and country planning legislation, circulars andguidance. BAA Stansted is allowed to carry out certain‘permitted development’ on operational land at the airportsubject to prior consultation with the LPA. The scope ofthese works is limited to development in connection withthe provision of airport related services and facilities and bythe scale of such facilities7. In broad terms these rightsexclude:� The construction or extension of a runway;� The construction of a passenger terminal with a floor

space greater than 500m2, or the extension of existingterminal(s);

� Development falling within the scope of theEnvironmental Assessment Regulations;

� Development of non-operational buildings (i.e. onesunrelated to the movement or maintenance of aircraft, orthe embarking, disembarking, loading, discharge ortransport of passengers, livestock or goods); and

� Development on non-operational land.

3.22 In cases where development does not qualify as‘permitted development’ it is of course necessary to applyfor planning permission.

Airport design criteria3.23 Stansted Airport must operate in accordance withthe terms of a licence issued by Civil Aviation Authority(CAA). To obtain and retain that licence, Stansted needs tosatisfy and continually adhere to the CAA’s exacting safety-related standards.

3.24 Safety related standards affecting the design andlayout of the airport are set out in CAP168. They coversuch matters as:� The layout, separation and widths of runways and

taxiways;� Aircraft stand sizes and apron layouts;� Airport fire service facilities; and� The height and design of buildings and structures.

3.25 These are subject to revision in the light of ongoingmonitoring and review, including international co-operationto consider developments such as the introduction of newaircraft, for example the Airbus A380.

3.26 Stansted’s facilities meet the CAA’s requirements,and future development will continue to do so. Indeed,some development may be an obligatory response to the

introduction of new or revised CAA standards.Airport security3.27 Airport security requirements are separately thesubject of regulatory control by the Department forTransport (DfT). Under Section 14 of the Aviation SecurityAct 1982, the Secretary of State may issue directions to anairport operator in respect of security. Such directions mayrelate to for example baggage search, segregation ofarriving from departing passengers and perimeter fencing.These too can be a defining influence on the need fordevelopment, as well as on the form and character of theairport facilities at Stansted.

Aerodrome safeguarding3.28 Stansted, in common with other major airports, issituated at the centre of a series of obstacle limitationsurfaces which define, relative to the runway, maximumacceptable heights for buildings and other structures, suchas telecommunications masts. The protection of thesesurfaces is undertaken as part of the aerodromesafeguarding process.

3.29 Safeguarding of aerodromes occurs through theplanning process by a process of consultation between theLPA, the CAA, airport operators and the applicant of aproposed development. The process is intended to:� Ensure that an airport’s operation is not inhibited by

developments, buildings or structures which mightinfringe the aerodrome’s8 obstacle limitation surfaces;

� Protect visual flight paths, e.g. by ensuring that runwayapproach lighting is not obscured by development, andthat lights elsewhere cannot be a cause of confusion;

� Protect the accuracy of radar and other electronic aids toair navigation; and

� Reduce the hazard from bird strikes to aircraft, associatedwith such land uses as waste disposal and sewagetreatment, and areas of water (e.g. fishing lakes) whichmay attract flocking birds.

3.30 LPAs are issued with safeguarding maps whichenable them to identify those planning applications onwhich there must be consultation.

3.31 As a consequence of this consultation process BAAmay object to the proposal, not object, or not objectsubject to the application of appropriate conditions.

Public Safety Zones 3.32 The risk of air accidents occurring within and in closeproximity to airports has long been the subject ofGovernment policy, through the definition of Public Safety


7 The Town and Country Planning (General Permitted Development)Order 1995, Article 2 and Schedule 2 Part 18.

8 The Town and Country Planning (Safeguarded Aerodromes,Technical Sites and Military Explosives Storage Areas) Direction 2002


Zones (PSZs). PSZs are the means of identifying the areawhere the risk of an aircraft accident, while extremely low,may be such as to merit restrictions on the use of land.

3.33 The current PSZs date from 2002, and were definedfollowing a thorough Government study of the risk ofdeath or injury to people on the ground in the event of anaircraft accident on take-off or landing at the UK’s busiestairports . The basic policy objective9 is that there should beno increase in the number of people living, working orcongregating in PSZs and that, over time, the numbershould be reduced as circumstances allow.

3.34 The areas of Stansted’s PSZs are based on the 1 in100,000 individual risk contours for the airport. The PSZsrepresent a simplified form of the risk contours, close inshape to an isosceles triangle. The DfT intends to reviewthe PSZ periodically at all airports and this may commenceat Stansted in late 2006/early 2007. Studies carried out byBAA show that the PSZ for 35 mppa in 2015 will be littledifferent than that currently published.

3.35 Legislation requires, and empowers, airport operatorsto purchase occupied residential properties and certaincommercial and industrial premises that are within the 1 in10,000 contour.

Airspace3.36 The directorate of Airspace Policy (DAP) hasresponsibility for ensuring the safe design and use ofairspace in the UK. The DAP is a division of the CAA.

3.37 National Air Traffic Services (NATS) provides AirTraffic Control Services for Stansted, the major London andScottish Airports and all en route civil aircraft in UKairspace. Under the terms of its licence from the CivilAviation Authority, NATS is required to develop UK airspacecapacity to meet forecast increases in air traffic demand.

3.38 NATS has a rolling programme of airspace changesacross the UK in order to best accommodate current andfuture demand and to improve safety and environmentalconditions. It is currently conducting discussions, in linewith the Civil Aviation Authority’s requirements, on changesto the airspace arrangements in the North East part of theLondon Terminal Manoeuvring Area (LTMA), which includesLondon Stansted, London Luton and London City Airports,and London Heathrow departures to the east.

3.39 Within this process, recommendations in theGovernment’s “Future of Air Transport” White Paper, whichinclude making full use of existing airport infrastructure (including the remaining capacity at Stansted and Luton),will also be considered.

3.40 Airspace changes are progressed according to theAirspace Change Proposal process set out by the CAADirectorate of Airspace Policy (DAP). This process isseparate from that which airport operators are required tofollow in order to gain planning permission for proposeddevelopments, but does require extensive consultation andenvironmental assessment prior to DAP approval.

3.41 As part of this environmental assessment, the NATSdesign process includes evaluation of population impact,track distances and fuel burn/emissions of design options,as well as any possible noise impacts.

3.42 NATS expects the LTMA North East sector airspacechange to be implemented in Winter 2008/9. This changeis designed to address regional issues and needs to betaken forward irrespective of individual airport growth. Itwill deliver large scale regional airspace benefits not onlywithin the North East LTMA region but also across theLTMA as a whole.

Environmental regulation3.44 Stansted operates within the context of a variety ofnational regulations and policies relating to theenvironment. A number are described in greater detail inChapter 8 of this plan.

3.45 In respect of noise Stansted is designated undersection 78 of the Civil Aviation Act 1982, and in order toroute departing aircraft away from the most populatedareas around the airport the Secretary of State has requiredthat aircraft taking off shall follow specified routes (noisepreferential routes). Track keeping of aircraft on theseroutes is also monitored.

3.46 Noise limits have been set by the government fordeparting aircraft and noise measurement equipment hasbeen installed to monitor noise levels. Noise insulationschemes have been introduced to improve sound insulationof dwellings closest to the ends of the runway.

3.47 The Secretary of State has also imposed a system tolimit the number of night flights through a system of nightquotas and limits on night movements.

3.48 The airport’s operation and development also needsto address such matters as:Air quality, which is subject to a variety of national limits forvarious sorts of emissions;The water environment, which is the subject of discharge


9 DfT Circular 1/2002 – Control of development in airport PublicSafety Zones


consents relating to airport drainage into the local watercourses set by the Environment Agency; andNature Conservation – including the protection ofdesignated habitats and nationally and internationallyprotected species.

3.49 In paragraph 3.21 of the Future of Air TransportWhite Paper the Government requested airport operatorsto develop and implement a noise mitigation scheme forthose households subject to high noise levels (69dBA Leqor more) and for noise sensitive buildings exposed tomedium to high noise levels (63dBA Leq or more).

3.50 BAA undertook a consultation on a proposed noisemitigation scheme with affected parties during the courseof summer 2004. Following the evaluation of theresponses, a home relocation assistance scheme and acommunity buildings noise insulation scheme has comeinto effect and applications are being processed.

3.51 The Government is also currently undertaking a twostage consultation on changes to the night flight regime atHeathrow, Gatwick and Stansted Airports. When finalised,the new scheme will set seasonal controls on night flightsmovements and noise quota limits, as well as generalarrangements, such as the length of the night quotaperiod. BAA responded to the Stage 1 consultation inOctober 2004, stating that it is not seeking a relaxation inthe night flights regime, and that the Government needs tomore fully understand the impacts of night noise in orderto achieve the most appropriate balance between socialcosts and economic benefits. Subsequently theGovernment published its Stage 2 consultation with aclosing date for comments of 16th September 2005. BAAis now awaiting the publication of a new night flightsregime.

Economic regulation3.52 Airport charges at BAA’s three London airports areregulated by the CAA, and are normally reviewed at five-year intervals. The current regime covers the period until 31March 2008 and at Stansted, permits BAA in each of fiveyears to increase the airport charges yield in line with theRetail Prices Index. The formula is set by the CAA,following detailed investigation and consultation withinterested parties (primarily the airlines and BAA), to enablethe airports to operate efficiently and profitably and toencourage a programme of timely capital investment. Theexisting and potential profit from each airport company’sother sources of revenue, notably retailing, is taken intoaccount by the CAA when it decides the formula forsetting the charges to be paid by airlines.

3.53 The CAA set the allowable yield for airports chargesat Stansted for 2003/04 at £4.89 per passenger (passengeronly flights, 2003/04 prices).

3.54 In 2005/06 the regulated charges paid by airlinesaveraged around £3.30 per passenger, which reflectsdiscounts currently being enjoyed by some airlines whichare due to expire in 2007.

3.55 Airlines also pay for the air traffic control services ofthe authorities responsible for the airspace through whichthey fly. In the UK this is NATS.

3.56 A government tax, Air Passenger Duty, is paiddirectly to the UK Treasury and currently ranges between£5 and £40 per departing passenger.



4.1 This chapter describes Stansted’s current operationand the general scale, character and disposition of itsexisting facilities, to set the context for future airportdevelopment.

Stansted’s role and current scale of activity4.2 Since the opening of the current passenger terminalin 1991, Stansted Airport has grown rapidly. In 2005/06 theairport served 22.2 million passengers.

4.3 Stansted is the top European airport for low-costcarriers. Low-cost air transport makes experiencing othercultures and visiting friends and family possible for nearlyeveryone. Not surprisingly, Stansted is at the heart of thelow-cost revolution.

4.4 Stansted is served by rail, road, bus and coach linksincluding the M11 motorway, the A120 trunk road, anddirect rail links to London’s Liverpool Street Station,Cambridge and the Midlands.

4.5 As the UK’s third busiest airport, Stansted is a keycomponent of the country’s civil aviation infrastructure.

4.6 The general characteristics of Stansted’s passengertraffic in 2005 are noted below:� 88% travelled on international and 12% on domestic

services;� 96% travelled on scheduled services and 4% on charters;� 19% were travelling on business and 81% for leisure

purposes (CAA provisional data);� 63% were resident in the UK and 37% overseas (CAA

provisional data).� 11% of passengers changed planes at the airport (CAA

provisional data);

4.7 The 2005/06 total of 193,509 aircraft movementscomprised: � 169,099 civil aviation flights for passengers (termed

passenger air transport movements – PATMs), with anaverage aircraft load of 132 passengers;

� 11,630 civil aviation flights wholly for air freight (termedcargo air transport movements – CATMs); these were amixture of long-haul flights typically by B747 aircraft andshort-haul feeder flights mostly using small aircraft;

� 8,993 flights by private (general aviation) aircraft and airtaxis; and

� 6,472 other flights, e.g. empty civil aircraft (positioningflights).

4.8 Overall 107 different aircraft types served the airportin 2005 with the overwhelming types being twin engine,medium sized, narrow bodied aircraft such as Boeing 737and Airbus A319. The number of flights categorised by size

and the proportion they represented of flights at Stansted,is shown below.

The existing airport layout - overview4.9 The existing airport layout is shown on Drawings 1and 2, the former illustrating eight broad categories of landuse, and the latter showing the disposition of facilities inmore detail.

4.10 The overall area of the airport is approximately 957hectares. Most of this land is already developed. There are,however, four areas which are not yet fully utilised: � The area to the north east of Satellite 3 is reserved for a

further satellite and aircraft parking;� On the south side of the airport the sites known as

Taylors End and South Gate are currently partiallydeveloped. The remaining land at Taylors End is reservedfor ancillary facilities e.g. Flight Catering, and land atSouth Gate is for hotels and a roadside service facility;

� Also on the south side, the aircraft maintenance andcargo zone, which already contains a major hangar, twocargo processing buildings and the associated aircraftapron areas, also has further land available fordevelopment; and

� The area to the north of the runway. This includes longterm-car parking, business aviation and ancillary facilities,but there are also areas where aircraft were manoeuvredand parked, dating back to when the airport wasoriginally constructed, which can now be redeveloped.

4.11 The remaining subsections of this chapter focus onthe eight land use categories indicated on Drawing 1.

Airfield facilities4.12 Stansted’s airfield contains the airport’s runway, thesouth side twin parallel taxiways and the north side paralleltaxiway, and aircraft holding points. The developed area issurrounded by extensive grassland. It is home to a varietyof navigational and landing aids and also includes theairport’s fire training area.

4 The airport in 2006

Aircraft Numbers %

Jumbo e.g.Boeing 747

4,850 2.5

Large e.g. Airbus A300

2,935 1.5

Medium/Small e.g.Airbus A319, Boeing 737

185,724 96


4.13 The airfield’s layout and extent is very much areflection of the airfield design criteria and licensingrequirements referred to in Chapter 3 of this plan. Whenthe airfield layout was planned very large aircraft wereanticipated. Subject to some possible minor modifications,the airfield could therefore accommodate the new AirbusA380 aircraft when it comes into service.

Passenger terminal4.14 Stansted’s main terminal building processes allarriving and departing passengers on commercial flights.Within the building passengers are processed on a singlelevel. The building opened in 1991 and has won manyawards for its architecture and innovative design. Fordeparting passengers facilities include check-in, security,lounge areas, shops and catering facilities, and access tothe tracked transit system for travel to the satellites. Onarrival passenger facilities include immigration, baggagereclaim, and customs control and arrivals concourse withonward travel information areas.

4.15 The lower levels of the terminal are primarily usedfor baggage processing and other activities including plantrooms, offices, storage and deliveries.

Aprons and satellites4.16 There are currently three satellite buildings atStansted. These provide departing passengers with gateroom areas prior to boarding the aircraft and for arrivingpassengers a route to the terminal: � Satellite 1 is used by international passengers and is

served by the tracked transit system;� Satellite 2 is used by both domestic and international

passengers who directly walk and use the tracked transitsystem respectively; and

� Satellite 3 is used by international passengers who walkto and from the terminal.

4.17 At Stansted the vast majority of passengers usethese facilities to access aircraft. Occasionally, passengersare taken by bus to remote aircraft parking stands.

4.18 The aircraft stands at Stansted are designed so as tobe able to be used flexibly for a range of different aircraftsizes. Excluding the ‘Alpha’ (west) and ‘Zulu’ stands whichare predominantly used for cargo operations, but which canalso be used for the remote parking of passenger aircraft,the maximum number of passenger stands is as follows.

4.19 The Alpha (west) stands provide an additional 3jumbo-wide (JW) and 3 large stands. The Zulu cul-de-sacprovides a further 4 JW stands (but these could beconfigured to provide 8 medium stands).

Cargo facilities4.20 The airport’s Cargo Centre comprises two mainprocessing buildings. Overall there is some 41,000 m2 ofcargo shed floor space, complemented by officeaccommodation, areas for HGV loading / unloading andopen areas for equipment storage and parking.

Aircraft maintenance4.21 Stansted has maintenance facilities on both thenorth and south sides of the airport. The majormaintenance base, which is occupied by S R Technics, islocated on the south side of the airport. This nowcomprises a major hangar and two noise pens. The hangarcan accommodate all common types of aircraft used atStansted up to B747 size. The maintenance activities whichtypically occur at the base are scheduled servicing,overnight maintenance and repair work.

Ancillary activities4.22 Stansted’s operation creates a need for a variety ofoffice, hotel, industrial and other functions to beestablished at the airport, to support the airport’soperations.

4.23 There are three hotels at the airport which have arange of facilities and services thus offering choice topassengers. These hotels are situated near to the airportmain entrance by the M11, at the South Gate site close theA120 entrance, and adjacent to the terminal building.

4.24 There are two principal stand-alone officedevelopments. Enterprise House close to the terminal isprimarily used by companies needing close access to theairport operations and here activities including crewreporting take place. Endeavour House is further away fromthe terminal and meets the needs of a variety of aviationcompanies.

4.25 The Taylors End site accommodates a flight cateringbase and a number of industrial type activities.

4.26 On the north side of the airport is Stansted BusinessPark. Located on this site are offices, airport vehiclemaintenance, aviation fuel storage and staff car parking. Italso accommodates Stansted’s general aviation operationswhich include two large fixed based operators – Harrodsand Inflite.

Surface transport facilities and car parks 4.27 The key components of Stansted’s surface accessinfrastructure are its rail links, rail station, bus and coach


Current Stand Supply

Small 3

Medium 58

Large 3

Jumbo 0

Total 64


station, road network, car parks, hire car and taxi facilities,and pedestrian and cycle facilities.

4.28 The railway enters the airport from the north via atunnel beneath the runway. The rail station, with its threeplatforms, is located beneath the terminal building andforecourt. The bus and coach station which includes awaiting area for passengers has 40 bays for scheduled busand coach services, internal hotel shuttle buses and chartercoaches. There are a further 20 bays in an adjacent bus andcoach layover area. The bus and coach station togetherwith the rail station form the Public Transport Interchange(PTI).

4.29 Car parks comprise the most extensive surface accessuse of landside areas. Public spaces are designated asShort, Mid or Long Stay with a range of prices to providecustomer choice. The number of spaces are shown below:

4.30 Staff parking is provided for airport workers bothwithin tenants leased areas (e.g. Maintenance Hangar) andin general car parks provided by BAA. (e.g. alongsideEnterprise House)

4.31 Facilities are also provided for other road based usersincluding car rental companies and taxis.

4.32 The Stansted Area Cycling Strategy was produced in2005. This identified a number of routes both on and offairport that could be adapted to remove barriers to cyclingand walking and provide a comprehensive network. Routeslink Bishops Stortford, Stansted Mountfitchet andBirchanger with the airport.

Strategic landscaping4.33 Landscaping at the airport has been established inaccordance with a landscape master plan. The strategiclandscaping along the entire length of the airport boundaryeffectively screens the development from the adjacentcountryside. Much of the landscaping was planted in thelate 1980s and now provides attractive woodland.Elsewhere existing established woodland has been retainedwithin the airport as development has taken place. Alandscaped earth buffer mound located at the northernend of the passenger apron is provided to protect thevillage of Molehill Green from visual and noise intrusion. Inaddition to the strategic landscaping, significant plantingwithin the development zones has been undertaken.


Public Short Stay 2,700

Public Mid Stay 5,300

Public Long Stay 18,800

Total on Airport 26,800


Introduction5.1 Air travel is accessible and readily available to thevast majority of the population. In recent years the demandfor air travel has continued to grow. The predictions forfuture air travel in the Future of Air Transport White Paperdo not see this trend reversing. BAA supports this view andthis chapter sets out BAA forecasts for Stansted up to2015.

5.2 To forecast aggregate passenger demand BAA usesan econometric framework to establish the relationshipbetween growth in demand for air travel, and keyeconomic drivers and other important factors that influencedemand. These include growth in UK and World GDP, theprospects for international trade, future trends in air fares,the degree of market maturity, the effects of railcompetition, of telecommunications competition and of thedevelopment of air services in the regions.

5.3 The econometric framework segments futurepassenger demand by geographical market, country ofresidence (whether UK or non-UK), and travel purpose(business/leisure, transfer/non-transfer). Informed byhistoric relationships and expectations about future trends,BAA takes a view on the sensitivity of each passengersegment to changes in the main factors influencingdemand for air travel over the forecasting period.

5.4 Combining BAA’s view on the future trends of thesekey influencing factors with its judgement on therelationship between each of them, and the growth indemand for air travel in each market segment, BAAproduces a projection of demand for the London Area.

5.5 An important area of judgement is the expectedcourse of oil prices. OECD statistics demonstrate asubstantial increase in oil prices between 1998 (an averageover the year of $13 per barrel) to 2005 (an average of$55). Looking forward BAA has assumed oil prices slightlylower (in today’s prices) than the current high levels for thenext decade or so, followed by a period of moderateincrease.

5.6 BAA’s current forecasts do not currently make anyexplicit assumption on higher levels of cost reflectingenvironmental impacts. Given the interest in extending theEU emissions trading scheme to cover aviation, somethingBAA strongly supports, BAA is embarking on a study toassess the potential impacts of such a step on BAA’s airportforecasts. However, it is helpful to refer to the conclusions,set out in the 2003 White Paper, of UK Government studiesin this area. These suggested that a notional 100% fuel taxwould have the effect of reducing demand by ten per cent.

5.7 In the case of Stansted, the expected demand fortravel is a result of assessing the share of the aggregatedemand for air travel in the London area (as describedabove) likely to be attracted to Stansted. This takesaccount of both the effects of capacity constraints atHeathrow and Gatwick and of competition from otherairports in the region (notably Luton and City). Thisincorporates an assessment of the catchment area forStansted and the likely share of this catchment demand tobe served at Stansted, and allows also for a degree of flow-over from passengers deterred from using Heathrow orGatwick as a result of capacity constraints at those airports.

5.8 Growth at the airport is currently restricted byplanning conditions. These conditions limit passengernumbers to 25 mppa and air transport movements to241,000. These conditions are being addressed in theplanning application ‘Generation 1’. The forecastspresented in this chapter assume these constraints arelifted.

5.9 BAA forecasts that annual passenger volumes atStansted, operating with its single runway, will rise to about35 mppa in 2015 (from the 22.2 mppa that used theairport in 2005/06).

5.10 Forecasts for aircraft movements, air passengers andair cargo tonnage at Stansted in 2015 are summarisedbelow, and explored in more detail in the followingsubsections of this chapter.

* rounded

Aircraft movements5.11 The capacity of Stansted’s single runway will be themost significant overall constraint on the ultimate scale ofactivity at the airport. At present the average daytime(06:00 – 23:30) hourly declared capacity is 42 - 43movements. The volume of night flights (23:30 – 06:00) iscontrolled by Government night quota restrictions.

5.12 By 2015 we envisage increases in the amount ofcapacity available on the single runway, with average

5 Forecasts

Forecast Summary*

2005/06 actual

2015forecast

Passenger ATMs 169,000 243,000

Total Aircraft Movements

196,000 274,000

Passengers 22 million 35 million

Cargo tonnage 239,000 600,000


daytime hourly declared capacity growing towards 48movements per hour. Assuming the same controls on thevolume of night flights as today this would give a‘theoretical’ annual runway capacity of about 315,000movements. However the airline demand for runway slotswill never be a perfect match for the capacity available (e.g.because there is less demand for air travel in winter than insummer and some hours of the day are less commerciallyattractive to airlines than others). The forecast throughputof 274,000 movements therefore represents the maximumeffective use of the single runway in 2015.

5.13 The majority of movements will be Passenger ATMs.However, Stansted is also the leading airport in the SouthEast for cargo flights. Further increases in Cargo ATMactivity are assumed between now and 2015.

5.14 Our forecast of runway use in 2015, compared withactual use in 2005, is as follows:

* rounded

5.15 Over the ten year period, we also predict there willbe an upwards trend in the average number of passengerscarried on aircraft from 132 in 2005, to 144 by 2015. Themedium sized aircraft used by the low cost carriers will,however, continue to be predominant.

Air passengers5.16 The forecast growth in passenger numbers atStansted reflects the following assumptions:

a) The continuing development of the low cost market

b) The development of runway and taxiway infrastructureand airspace management to enable peak hourlymovement limits (currently 50) to be offered in more hoursthan at present; and

c) The attraction of new airlines to Stansted as the runwaysat Heathrow and Gatwick reach capacity. This will includethe gradual emergence of long haul services at Stansted.

5.17 Stansted is expected to maintain its bias towardsleisure travel, and to be the starting or finishing airport forthe great majority of its users’ air journeys. As a result the

proportion of transfer air passengers in 2015 is likely to berelatively low, at about 16%. The following passenger mixfor non transfer passengers underlies our forecasts.

* provisional results

Air cargo5.18 Stansted handled 239,000 tonnes of air cargo in2005/06, with over 99% of this being carried on Cargo AirTransport Movements (CATMs). Of this total, 40% wascarried by integrator cargo carriers (such as FedEx), 46% byother scheduled freighter airlines, and 14% by othercharter freighters.

5.19 Continuing growth in the cargo market, Stansted’sposition as the premier cargo freighter airport in the SouthEast, and the scarcity of spare runway slots at Heathrowand Gatwick will, together, generate an increase in thenumber of CATMs using Stansted. We consider that thiswill result in growth in the volume of air cargo carried byCATMs at Stansted to over 530,000 tonnes per annum by2015 (see below for total cargo tonnage).

5.20 At present a negligible amount of air cargo is carriedin passenger aircraft ‘belly holds’ at Stansted. However theexpected development of long haul services along withnon-low cost European routes should facilitatedevelopment of belly hold cargo. This is likely to accountfor some 70,000 tonnes by 2015.

5.21 In total Stansted is expected to be handling about600,000 tonnes of air cargo by 2015.

Forecasts for 2030 (assuming single runway)5.22 As explained earlier, the White Paper sets out theGovernment’s policies for the South East airports. Theyinclude the need to make full use of existing runways andthe provision of a second runway at Stansted as soon aspossible. Whilst we have made clear our intention toprogress the second runway as quickly as possible, thissection considers briefly, in order to comply with theGovernment’s master plan guidelines, what the airport

5 Forecasts

Aircraft Movements*2005/06 actual 2015 forecast

Passenger ATMs 169,000 243,000Cargo ATMs 12,000 21,000Total ATMs 181,000 264,000

Other movements 15,000 11,000

Total movements 196,000 274,000

Passenger Mix

Country of residence / journey purpose

2005*actual (%)

2015 forecast (%)

UK business 14 14

UK leisure 53 57

Foreign business 6 5

Foreign leisure 28 24

Total (rounded) 100% 100%


could be like if it were to continue to operate on a singlerunway beyond 2015 without any passenger or aircraftmovement limits restricting growth.

5.23 The likely future role of important airports likeHeathrow and Gatwick, but also regional and emergingsecondary airports throughout the South East, is animportant factor in this assessment.

5.24 Growth in passenger numbers would increaseprimarily by the rate at which aircraft passenger loads couldincrease. Overall, given the constraints of the singlerunway, Stansted’s passenger numbers could be able togrow slowly beyond 35mppa in 2015, up to around 40mppa at some future date.

5.25 In respect of cargo we have assumed that therecould be a small increase in the number of cargo flightsbeyond 2015 up to the current limit of 22,500. This wouldfacilitate a continuing growth in air cargo tonnages atStansted. Air cargo tonnage could then be some 820,000tonnes with some 715,000 tonnes being carried on cargo-only ATMs and 105,000 tonnes being carried in the bellyholds of passenger aircraft.

5 Forecasts


6.1 This chapter primarily sets out BAA’s current thinkingon the future use of land at Stansted with one runway to2015. However guidance is given in outline for furtherdevelopment to 2030 should Stansted remain a singlerunway airport.

6.2 Associated with land use, surface access andenvironmental issues are respectively addressed in Chapters7 and 8. These chapters assume that the growth atStansted has occurred on the basis that the Generation 1application has been determined favourably.

6.3 The various land uses associated with a singlerunway at Stansted in 2015 will largely be predeterminedby the airport’s existing layout. The current land usesafeguards for future development and further facilities willbe built within the zones already identified and referred toin Chapter 4.

6.4 BAA’s primary objectives are to:� Ensure that the proposed facilities meet the forecast

demand;� Contain development within the existing airport

boundary and adhere where possible to the establishedland use zoning plans;

� Maintain a single terminal operation able to adapt readilyin response to the changing regulatory, airline andtraveller requirements and expectations;

� Provide an apron layout which provides passengers,airlines and handling agents with a relatively simplejourney between the terminal and their aircraft;

� Make adequate provision for Cargo and Maintenanceactivities;

� Ensure that surface access infrastructure, notably roads,on-airport car parks and facilities for buses and coaches,accommodate user needs safely and efficiently and tosupport a strategy to encourage increased use of publictransport by both passengers and staff; and

� Ensure that airport development is planned andimplemented with regard to its local communities, tooptimise economic and social benefits and so far aspossible reduce its environmental impacts.

6.5 The land use plan for 2015 is shown on Drawing 3,whilst Drawing 4 includes an illustrative (but not definitive)layout of apron/passenger terminal facilities. The remainderof this chapter provides a more detailed commentary onthe potential facilities within each area.

The airfield – 20156.6 The airfield is a fixed component in future land useplanning. It cannot be materially reduced in size, givenrequirements on the extent of the space needed around

and distances between the runway and taxiways.Conversely, the airport’s growth will be achieved withoutany increase in the area of the airfield, as its layout isalready well suited to future operational needs. BAA will,however, need to make some enhancements to the linksbetween the runway and the parallel taxiway system atboth ends of the runway. For departing aircraft these willfacilitate queuing and re-sequencing prior to take off andfor arriving aircraft new links will enable larger aircrafttypes to exit the runway more efficiently. Permission existsfor a standby runway to be constructed which would serveas a contingency should the main runway not be availablefor use. The need for the standby runway will be keptunder review.

Passenger terminal - 20156.7 The overall airport including the passenger terminalhas been developed since 1991 in a series of phases. Inorder to meet demand BAA expect the terminal to beexpanded first at the northern (arrivals) end, and then laterin the plan period at the southern (departures) end. Besidespassenger demand, BAA also need to be able to respond toindividual airlines’ particular requirements for facilities.Changing passenger expectations and the need to supportthe optimal capacity available from Stansted’s singlerunway operation will also justify a variety of internalalterations to terminal facilities. In addition, increasing useof new technologies, notably in the realm of check-in andsecurity, could alter the character of parts of the terminal,and mean changes in the use of some floor space.

Passenger aprons and satellites – 20156.8 Forecasts of the number and sizes of passengerstands which are expected to be required in 2015 areshown below. The forecast allows for enough stands foraircraft that have recently landed and/or are being preparedfor departure and also for those aircraft which are homebased and overnight at the airport. In addition to theforecast stand demand a further allowances of about 10%has to be provided for in the apron layout on the ground,so that outages due for example to maintenance of standsand for other eventualities, in order that the airport cancontinue to operate effectively.

6 Land use plans for a single runway airport

Stand Demand2006

Stand supply2015

Forecast

Small 3 0

Medium 58 59

Large 3 0

Jumbo 0 12

Total 64 71


6.9 This table shows that there is an increase in standsrequired from 2006 to 2015 as the airport grows. Therewill also be a requirement for bigger stands toaccommodate Jumbo size aircraft. The next tranche ofstands is currently under construction to the north east ofthe current passenger apron on the area reserved for ‘Echo’apron. Associated with apron development will be theneed to extend the taxiway system in order to provideaccess for aircraft.

6.10 As the Echo apron develops it is likely that Satellite 4will be built to provide passenger access to aircraft.

Cargo area - 20156.11 As noted in Chapter 5, Stansted’s cargo tonnage andcargo aircraft movements are forecast to grow substantially.The stand forecasts for cargo are tabulated below.

6.12 There is likely to be a need, therefore, for furtherdevelopment of cargo aircraft parking on ‘Zulu’ apron tothe south-west of the Federal Express cargo building.Additional cargo processing building space is likely to beneeded and this will be provided on a safeguarded site,which already has permission, to the south east of theexisting Federal Express building.

6.13 Further aircraft parking for passenger and cargoservices may need to provided and this can beaccommodated on the proposed ‘Yankee’ apron to belocated between ‘Zulu’ and the aircraft maintenance area.This apron will also be used for long stay aircraft whichcurrently use the northside aprons but which will bedisplaced by the construction of further long stay carparking.

Aircraft maintenance - 20156.14 The forecast increase in numbers of passenger andcargo aircraft and the greater use of larger aircraft types,particularly for long haul routes, would indicate a likelyrequirement for further maintenance facilities. It is possiblethat the need may arise for a further hangar similar in sizeto the diamond hangar occupied by SR Technics. Thiswould be located within the zone safeguarded for aircraftmaintenance to the east of the existing facility.

Ancillary activities - 20156.15 Stansted’s growth will be accompanied by anincrease in ancillary activities supporting the day to dayoperation of the airport. In the context of regional andlocal planning policies, which require all aviation relateddevelopment to be on-airport, it is important that land issafeguarded for such uses. Accordingly, the furtherdevelopment of some sites is to be expected. This couldinclude:� Two additional hotels at South Gate and an associated

service area restaurant;� Two additional offices developments on sites adjacent to

Endeavour House and Enterprise House respectively;� Additional industrial type development including

warehousing, transit sheds, flight catering and lightmaintenance on land at Taylors End;

� Additional Fuel storage tanks within the fuel farm on theairport’s north side; and

� Utility infrastructure such as electricity sub stations.

Surface transport uses - 20156.16 Construction has now commenced to improve thepassenger transport interchange (PTI)/ bus and coachstation. In line with the introduction of this new facilityBAA will also continue to review the vertical circulation toand from the terminal and the way in which bus bays andlayover space are allocated within the existing PTI.

6.17 As the airport is developed and new public transportservices are introduced additional and improved waitingfacilities for airport staff will be provided. These will be atemployment locations on the airport served by the localbus network or by the airport shuttle buses.

6.18 A new rail timetable was introduced in December2005 and this is operated by ONE the rail franchisecompany.

6.19 With an 8 car train formation passenger demands ator around 2015 become close to train capacity in thebusiest period with or without airport growth. If at thistime longer (12 car trains) were provided then there maybe the requirement to lengthen the platforms at theairport’s rail station.

6.20 BAA Stansted is proposing to enter into anagreement with the DfT and Network Rail for the purposesof determining arrangements for the delivery of rail worksthat may be required in connection with an increase inpassengers to around 35 mppa.

6.21 A number of road infrastructure projects arecurrently being designed and these are:� Improvements to the Terminal Forecourt;� A direct link from the southbound off slip road off the

M11 J8 to the A120 (eastbound); and


Cargo Stand Demand 2015 Forecast

Small 2

Medium 0

Large 2

Jumbo 6

JX (A380) 1

Total 11


� A direct link from the eastbound off-slip roads off theA120/M11 slip roads to Priory Wood Roundabout.

6.21 Two further schemes, could be progressed if needed: � Thremhall Avenue dual carriageway; and� Grade Separation of Bassingbourn Roundabout.

6.22 In addition, it is likely that minor modifications to theairport roads and junctions may be made to addresslocalised problems of congestion or safety. These couldinclude link improvements to existing roads, theintroduction of new junction controls and associated trafficmanagement measures.

6.23 Car parks comprise the most extensive use oflandside land. In 2003 planning permission was grantedfor the provision of on-site parking for passengers totalling42,700 spaces. BAA now anticipate that with the growthto about 35mppa in 2015 a lower figure will be needed.The actual provision will be linked to BAA’s desire toachieve greater use of public transport by air passengersand staff. Forecasts of the required scale of car parkingprovision will be subject to ongoing review to reflect anymaterial changes in air passenger characteristics or ouremployment forecasts and the ability of public transportservices to meet the demands that occur.

6.24 Compared with current supply, the demand forpublic car parking at 35 mppa is estimated to be:

6.25 A number of schemes are being considered for short/ mid stay parking which include the provision of a layeredcar park at low level in front of the terminal (for which aplanning consent has already been granted) and anextension to Zone G beyond the terminal hotel. For longstay car parking provision some infill work at the existingnorth side location together with the provision of areas ofnew parking on the east side of Bury Lodge Lane wouldmeet demand.

6.26 The demand for staff car parking at 35 mppa withinBAA managed areas is estimated to be 3000 spaces. Inaddition there will be demands for car parking withintenants leased areas.

6.27 A further extension to the main Enterprise House carpark and additional staff car parking on the north side ofthe airport would meet the likely demand for BAAmanaged spaces.

6.28 New facilities for the car rental companies haverecently been provided on the Coopers End site, and thesemay be further expanded on adjoining land to the west tomeet demand during the plan period.

6.29 The current Airport Surface Access Strategy will bereviewed on a two yearly basis with the next review in2007. A new strategy document will be published throughthe Transport Forum.

Landscaping - 20156.30 The strategic landscaping located around the airportperimeter will further mature during the plan period. Thiswill, in 2015, remain a key feature of the perimeter andmost publicly accessible areas of the airport. As eachdevelopment zone is further built out, landscape schemeswill be identified and implemented appropriate to thelocation for each new building.

2030 land use for the existing single runwayoperation at Stansted6.31 In Chapter 5 we described how the airport could,with its single runway grow to serve up to around 40mppabeyond 2015. This section briefly sets out one way thefacilities at Stansted might develop in this scenario.

6.32 BAA’s primary objectives would be the same as thoseidentified in para 6.4.

6.33 Beyond 35 mppa we would still expect there to besome vacant sites which could accommodate futurefacilities.

6.34 The terminal building is designed on a modular basisand since its opening has been extended by two structuralbays at the departures end. Further extensions have beengranted planning permission and are planned for both thearrivals and the departures ends to serve about 35mppa.Further land is available at the ends of the terminal forfurther extension, if necessary, but it is considered unlikelythat any further extension would need to be undertakenfor a throughput of up to 40mppa.

6.35 The apron for passenger aircraft when first plannedenvisaged four satellite buildings serving as forward gatelounges for departing passengers and giving access to/fromaircraft. These facilities are expected to be fully utilised for35 mppa and beyond that aircraft would need to park atother locations. Additional stands could be provided withinthe maintenance and cargo zone to the west of the‘Yankee’ stands and east of the maintenance area. There


2005Supply

2015(35mppa)forecastdemand

Public Short Stay 2,700 2,950

Public Mid Stay 5,300 6,950

Public Long Stay 18,800 28,900

Total public spaces 26,800 38,800


would still be further land here for maintenance buildingsand cargo transit sheds should this be required.

6.36 The landside ancillary zones incorporating TaylorsEnd, Coopers End and South Gate, will be furtherdeveloped towards 2015, and beyond that any remainingunder-utilised land could be provided for transit sheds,flight catering, office or hotel uses. During this time-frameit is possible that some rebuilding of existing facilities mightoccur to provide greater intensity of development.

6.37 The north side of the airport currently compriseslong stay car parking and the Stansted Business Park. Ifdemand for car parking grows post 2015 further spacescould be provided at this location. Depending on demand,some of the airfield activities and aviation supportbusinesses at this location would need to be discontinuedor consolidated elsewhere at the airport.

6.39 Outline studies suggest that on-airport transportinfrastructure would be able to cater for some 40mppa.



National policy context7.1 The importance of improving public transportaccessibility to airports was recognised in the July 1998Integrated Transport White Paper - A New Deal forTransport: Better for Everyone, which required major UKairports, such as Stansted, to set up an Airport TransportForum and to produce a Surface Access Strategy.

7.2 The Future of Air Transport White Paper, in settingout its strategic framework for the development of airportcapacity over the next 30 years, identifies as a key factor:

“ensuring easy and reliable access for passengers,which minimises environmental, congestion and otherlocal impacts”.

It also reaffirms the message that: “increasing the proportion of passengers who get toairports by public transport can help to reduce roadcongestion and air pollution. Government expectairport operators to share this objective, and todemonstrate how they will achieve it in puttingforward their proposals for developing new capacity.”

7.3 It also recognises the importance of airports as keycomponents of the UK’s transport infrastructure and theneed to ensure they are served by good quality, wellintegrated surface access. As part of bringing forwardproposals we will continue working closely with the DfT,Network Rail, the Highways Agency, and regional, countyand local bodies.

7.4 It also states that in taking forward proposals forsurface access this will require:

“…development of detailed design, costing,environmental impact assessment, value for moneyappraisal and funding plans...”.

Stansted Area Transport Forum7.5 The Stansted Area Transport Forum is, and willremain, an integral part of the process of considering waysin which to increase the use of public transport by both airpassengers and employees.

7.6 Public transport operators, together withrepresentatives from the local authorities, airlinerepresentatives, businesses and other interested parties,have a role to play and they contribute significantly to thework of the Transport Forum.

Existing Stansted Airport Transport Strategy7.7 The Stansted Airport Transport Strategy was firstpublished, following consultation, in June 2000. It wasreplaced in 2004 by an updated strategy – Ensuring Easyand Reliable Access- A Surface Access Strategy for

Stansted. This was reviewed in November 2005 when -Progress through Partnership - A Surface Access Strategyfor Stansted was published.

7.8 Our existing Transport Strategy promotes thesustainable development of the airport whilst reflectingwider business, social and environmental considerations.Specific strategies include:� Setting targets for increased use of public transport by air

passengers;� Providing customer-focused facilities that encourage use

of public transport;� Reducing single car-occupancy by staff;� Ensuring that service providers are encouraged to provide

more services through innovative financing anddevelopment schemes;

� Pursuing an inter-modal approach that integrates allforms of transport; and

� Maintaining an effective partnership with local planningauthorities and operators, the local business communityand others to develop area-wide, cost effective andmutually beneficial strategies.

7.9 Targets for use of public transport (bus, coach andrail) for the surface access trips associated with non-transferair passengers at Stansted were established whenpermission was granted for the airport to grow to serve 25mppa. These targets were for 37% public transport modeshare by 2010 with a longer term goal of achieving a 40 %mode share. These will be reviewed as part of our studiesfor future growth.

7.10 The latest data provided by the CAA for 2005, asshown below, indicates that this first target has alreadybeen achieved with 39% of non-transfer air passengerscurrently using public transport for their surface journeys toand from the airport:48 % by private car;4 % by hire car;9 % by taxi;14 % by bus or coach; and 25 % by rail.

7.11 Much of this success is a result of enhanced bus andcoach services which have seen a mode share increase fromabout 7% in 2000 to about 14% in 2005.

7.12 The number of rail passengers has also grown overthis period with rail now carrying some 25% of thegrowing number of non-transfer airport passengers.

7.13 The percentage of air passengers arriving by privatecar has now fallen to below 50% and the challenge for the

7 Surface access (2015)


developing strategy will be to ensure that this achievementis maintained.

7.14 A target for the maximum level of single car-occupancy airport employee vehicles was also established in2002 and this was not to exceed 80% by 2010. Muchhas been done in the form of travel planning to encouragedrivers out of their cars. The developing strategy for 35mppa will continue in these endeavours.

7.15 Data from a number of sources, including the lateststaff travel survey, undertaken in 2005, indicates acontinuing trend towards achieving the target of 80% ofstaff driving to work in 2010.

7.16 The future challenge, however, will be to maintainand then increase further our public transport mode shareas passenger and employee numbers increase.

Future Stansted Airport Transport Strategy7.17 Our developing strategy recognises the aims of theIntegrated Transport White Paper and is being developed inaccordance with Government guidelines. This follows anincremental approach which considers:� Measures to reduce motorised travel, especially by car;� Measures to increase use of alternatives to the car;� Measures to make best use of available road capacity;and as a last resort� Infrastructure schemes to provide new road capacity.

7.18 Our studies indicate that the longer term goal ofachieving a 40% air passenger public transport mode sharemay prove achievable by 2015 and we predict that a figureof 43% could be reached by the development of the busand coach network serving the airport. Bus and coachservices can be introduced relatively quickly and grown byproviding realistic funding and strong marketing. Routeflexibility also means that they can penetrate areas whererail cannot.

7.19 As indicated in Chapter 6, a new railway timetablewas introduced in December 2005. BAA will continue tomonitor the operation of this timetable to ensure thatairport, and other rail users, demands are met in the bestpossible way.

7.20 Our consultants’ studies indicate that future raildemand at 35 mppa can be accommodated by theprovision of eight car Stansted Express trains. Taking intoaccount, however, additional commuter demand that maywell be generated as a result of further development in theregion (as currently set out in the draft regional spatialstrategy), then the DfT may require train operators to havesome selective enhancement to twelve car train operationsby 2015.

7.21 The Central Train service, which operates to andfrom Stansted to Cambridge, Ely, Peterborough theMidlands and beyond, has already been enhanced, withsome services moving from two car to three car trains. Thisis likely to continue to 2015 to meet non airport relateddemand north of Cambridge as it arises.

7.22 BAA’s studies indicate that the airport staff singlecar-occupancy target of 80% in 2010 could also beachieved and maintained to 2015 through a combinationof measures including:� Implementation of the November 2005 Stansted Area

Cycling Strategy and linkage to the airport cycle networkespecially from Bishops Stortford;

� Further roll-out of the site based travel plan andpromotion of travel planning initiatives;

� Continued development of the local bus networkthrough a collaborative approach between BAA,operators and Transport Authorities; and

� The relocation and provision of additional employee carparking on the airport’s Northside

7.23 The anticipated pattern of air traffic growth, as setout in chapter 5, will spread highway demand over longerperiods of the day. Early morning departures and lateevening arrivals will continue to be a defining feature andindications are that there will be a small but not materialincrease in airport related traffic during the traditionalhighway peak hours (0800-0900 and 1700-1800) over andabove the levels assumed in the transport assessment in2001 for 25mppa. Forecasts for am and pm peak hourtraffic flows are shown below.

7.24 The studies have also indicated that airport relatedtraffic forms no more than 15-20% of the peak directionalflows on any of the motorway and trunk roads near theairport in 2015.

Airport Related Road Traffic Forecasts

* These figures have been updated since the draft Interimmaster plan to account for miscellaneous trips

7 Surface access (2015)

Time2004*

observed

25 mppa(in 2010 as predicted in

August 2001)

35mppaforecasts

Arrive Depart Arrive Depart Arrive Depart

ampeak

1640 765 3100 1300 2850 1430

pmpeak

1160 1720 1300 2400 1400 2710


8.1 This chapter of the plan considers the environmentalimpacts of Stansted Airport growing to serve about35mppa in 2015.

8.2 In particular it considers:� Air noise;� Ground noise;� Air quality;� Landscape and visual impacts;� Biodiversity;� Archaeology;� Water management;� Waste management; � Climate change; and � Energy use

Air noise 8.3 The term ‘air noise’ refers to noise from aircraft thatare either airborne or on an airport runway during take offor after landing.

8.4 The Department for Transport (DfT) is primarilyresponsible for the control of air noise around Stansted as aconsequence of the airport being designated under Section78 of the Civil Aviation Act 1982. The DfT decides thelocation of Noise Preferential Routes (NPRs) for aircraftdepartures (which seek to avoid flying over areas ofgreatest population concentration), and sets departuresnoise limits and the night movements limit and night noisequotas for the airport.

8.5 National Air Traffic Services (NATS) is responsible forair traffic control in the UK and at Stansted; they also directaircraft activity on the ground. NATS and the CAA are, asset out in Chapter 3, the Government’s principal advisorson the use of UK airspace.

8.6 Aircraft normally take-off and land into wind. AtStansted the prevailing winds come from the south west. A20 year average based on a 92 day period during thesummer shows that for 74% of the time the runway isused in a south-westerly mode (i.e. aircraft taking off to thesouth-west and landing from the north-east)10 .

Assessment of air noise impact8.7 The air noise to which local communities areexposed over a given period depends on the noise emittedby individual aircraft and the total number of aircraftmovements (arrivals and departures) in that period.

8.8 An assessment has been undertaken of air noiseimpacts from aircraft take-offs and landings and changes inthe aircraft fleet mix predicted to occur with the airportserving 35mppa in 2015.

8.9 Exposure to air noise is normally depicted by noisecontours. There is an established method, developed byGovernment, which utilises LAeq11 noise contours to assessair noise. This method has been applied to predict noisecontours and quantify changes in the areas, populationsand households expected within them. Contours for theaverage 16hr summer day (0700-2300h local time), havebeen generated for 57 to 72 LAeq at 3dB intervals for theforecast traffic levels. Large-scale aircraft noise and socialsurveys carried out in the UK in the 1980s (andsubsequently supported by more recent work) have linkedthe 57 LAeq to the onset of ‘low’ significant communityannoyance12.

8.10 Night time noise is restricted by the DfT through thenight noise quota system. The system imposes a movementlimit and a noise limit quota on all movements during theperiod 2330-0600h.

8.11 In granting planning permission in 2003 for furthergrowth at the airport, Uttlesford District Council imposed aplanning condition by limiting the airport’s operation so asto ensure that the area within the 57 LAeq contour doesnot exceed 43.6 sq.km.

8.12 The forecast noise impacts at 35mppa are comparedwith the DfT’s most recently published contours for summer2004 and for the predicted effect at 25mppa produced in2001 as part of the planning application seeking furtherdevelopment of the airport. The contours for 35 mppa areshown in Drawing 5.

8 The Environment (2015)

10 From 2003 Stansted Noise Contour Report as published by DfT.

11 LAeq is the Government’s chosen noise metric for describingaircraft noise. It is the level of the hypothetical steady sound overa defined period that contains the same sound energy as thefluctuating sound of interest - in this case the intermittent overflying of aircraft.

12 In the UK, aircraft noise assessment is based on the findings ofthe 1982 ‘Aircraft Noise Index Study” (ANIS) study . Subsequentto this study, the validity of the LAeq as an indicator of typicalcommunity annoyance was tested and the index was formallyadopted by the DfT. From the results of the ANIS study, theGovernment considers 57 LAeq as the potential onset ofsignificant annoyance. In addition, 63 LAeq is equated tomoderate annoyance and 69 LAeq to high annoyance.


8.13 The area, households and populations within thevarious contour areas are tabulated below.

Evaluation of effects8.14 The 2001 traffic forecasts expected noisier aircraftoperating at Stansted at 25mppa than is now expected tobe the case. Improvements in aircraft engine technologyand changes to fleet forecasts have resulted in predictionsfor smaller contours and fewer people affected at trafficlevels for 35mppa than was envisaged in 2001 for trafficlevels of 25mppa.These results show that the planningcondition relating to the size of area within the 57 LAeqcontour is not predicted to be exceeded at 35mppa.

Ground noise8.18 Noise generated other than by aircraft in flight ortaking off or landing is termed ground noise. The mainsources of airport ground noise are:� Aircraft taxiing between the runway and aircraft parking

stands. This includes all holding on the taxiways and allengine start-up and shut-down procedures on stands;

� Aircraft mounted auxiliary power units (APUs) for airconditioning the aircraft cabin while on stand, forsupplying electrical power and other aircraft serviceswhen the main engines are not operating, and forstarting the main engines;

� Testing (ground running) of aircraft engines;� Mobile equipment such as ground power units (GPUs)

which provide power supplies to aircraft on stand whenfixed electrical ground power cannot be used for anyreason;

� Road vehicles, both within the airport boundary andthose travelling to and from the airport;

� Trains travelling to and from the airport railway station;and

� Construction activity.

8.19 Airport ground noise exists in the context of off-airport noise sources, termed background noise. Aircrafttaxiing may be audible from time to time as a continuousbut mainly secondary noise source in residential areas closeto the airport boundary but relatively distant from othersources of noise such as the M11 motorway and the A120Takeley bypass. APU noise can also make a smallcontribution, but is normally only audible when othersources of noise are largely absent. Engine tests at powersettings above idle power can generate much higher noiselevels than taxiing, but it is of limited duration and occursrelatively infrequently now that most tests take place in oneof the two noise pens provided for that specific purpose.Airport related road and rail traffic noise can of course besignificant at times, but only in residential areas close to therelevant roads and rail lines.

Noise controls8.20 BAA Stansted seeks to minimise unnecessary noiseas far as possible13. For example, an efficient taxiway layoutcan reduce the amount of taxiway queuing required withconsequent noise benefits. APU noise is minimised byproviding fixed electrical ground power supplies, and theengine testing facilities at the airport have recently beenupgraded. Mobile ground equipment is strictly controlled tominimise noise nuisance and construction noise is alwaysminimised as far as possible.


13 BAA’s ground noise objectives and procedures are detailed inStansted’s Ground Noise Management Strategy document, whichwas published in September 2005.

LAeq Contour

(dBA)Area (km_)

Summer2004

25 mppa(in 2010 aspredicted in

August 2001)

35 mppa(2015)

>57>60>63>66>69>72

29.717.49.95.42.71.4

42.925.615.48.84.82.5

33.919.311.06.03.11.6

LAeq Contour

(dBA)Population

Summer2004


August 2001)

35 mppa(2015)

>57>60>63>66>69>72

27001000300100<50<50

48501600850300100<50

35501250400150<50<50

LAeq Contour

(dBA)Households

Summer2004


August 2001)

35 mppa(2015)

>57>60>63>66>69>72

105040010050

<50<50

200065035010050

<50

145050015050

<50<50


Noise monitoring8.21 Background noise level surveys have been carried outat a number of residential locations around the airport inAugust and September 1999 and again in October andNovember 2004. The results showed small increases inbackground noise at many of the monitoring sites betweenthese dates. These increases were mainly attributed toincreases in the amount of road traffic on the M11motorway and on the new A120. There was no evidencefrom the measurements of any increases in the separatecontributions made by taxiing and APU noise from 1999 to2004. Overall ambient noise levels reduced in most areasand this was attributed to the phasing out of the older andnoisier aircraft types which took place between 1999 and2004.

Modelled ground noise levels8.22 Because aircraft ground noise such as taxiing andAPU noise is often either completely or partially masked byother sources such as road traffic noise, it is not generallypossible to quantify aircraft ground noise by measurementalone. For this reason, the relative contributions made bytaxiing and APU noise are assessed by a method ofcalculation based on the amount and distribution of aircrafttraffic around the airport and on mathematical models ofacoustic propagation from the aircraft sources to receiversites outside the airport.

8.23 These calculations show that aircraft ground noisegenerally makes a smaller contribution to overall ambientsound levels at most receiver sites outside the airportboundary than other sources present such as road trafficand over flying aircraft.

8.24 An assessment of future ground noise levels (taxiingand APU noise combined) has been undertaken for theairport in 2015 serving 35mppa with a total of 274,000total aircraft movements.

8.25 A comparison against the daytime and evening 55LAeq benchmark value adopted by BAA for ground noiseassessment indicates some areas where ground noise levelswould exceed the benchmark values� Tye Green� Gaunts End� Burton End

8.26 At night, the adopted 45 LAeq benchmark valuewould be exceeded at:� Tye Green� Gaunts End� Molehill Green� Coopers Villas, Takeley� Burton End

8.27 These increases would be caused by small differencesin the type and amount of traffic predicted to use thevarious aprons around the airport.

Air quality8.28 Air quality is affected by emissions of chemicals andparticles arising from both human activity and naturalsources. In the UK, emissions are predominantly a result ofcombustion of fossil fuels. Road traffic is the single largestcontributor of fine particles (PM10) and nitrogen oxides(NOx), although other sources e.g. power generators,domestic industrial boilers and industrial processes, alsoproduce these pollutants. NOx emissions from thecombustion of fossil fuels are converted to nitrogen dioxide(NO2) by a complex series of atmospheric reactions. It is theresultant NO2 which is of concern due to its potentiallyadverse health effects. Because of this the Government hasset a series of objectives for atmospheric pollutants. Theseare set out in the UK National Air Quality Strategy (NAQS)and are based on the principle that polluting emissions andambient air must not cause harm to human health or theenvironment.

8.29 Airports are a complex source of air emissions,consisting of many mobile and stationary sources. The twocategories of emissions of most concern with respect toairports are:� Nitrogen oxides (NOx) (including nitrogen dioxide NO2,

and nitric oxide NO); and� Particulate matter (broadly speaking particulate matter of

less than 10 microns diameter, PM10).

8.30 The Government’s current air quality objectives forthese pollutants are set out below with, in brackets, theobjectives that are expected to be in place in 2010.

8.31 The main emissions of nitrogen oxides andparticulate matter from airports are aircraft operations,road vehicles and miscellaneous activities such as boilerhouses and fire training exercises.

Current air quality around Stansted8.32 The local air quality at Stansted is influenced bylocal, regional and more distant emission sources. In areasaround the airport the main emission sources will be theairport, major transport routes (M11, A120, A1060, A1250and A1184) and population centres (Bishop Stortford,Stansted Mountfitchet, Great Dunmow andSawbridgeworth). Air quality in Uttlesford and around theairport has been characterised through a number of


NO2 Annual mean40 µg/m3

(40µg/m3; 2010)

PM10 Annual mean40 µg/m3

(20µg/m3 ; 2010)


modelling and monitoring studies commissioned by UDCand BAA Stansted. The most recent study (by UDC)14 statesthat

“Having considered each pollutant and presentedevidence to support the assessment of each, it isconcluded that all air quality objectives will be met.There will be no requirement for UDC to undertake adetailed assessment”

Results of the assessment8.33 Drawing 6 shows the predicted annual-mean NO2concentration contours for 35 mppa in 2015, with thecontour in blue corresponding to 40mg/m3, the Air QualityEU Limit Value applicable from 2010. Clearly, the contourencloses areas that are tightly confined to the immediatevicinity of the principal ground-level aircraft sources of NOx,on the runways and around apron areas15. The greaterintensity of concentrations at the north-east end of therunway is consistent with the predominance of winds fromthe south-west. The contour does not extend beyond thecurrent airport perimeter. The red line represents thecurrent airport boundary.

8.34 Drawing 7 shows the predicted annual-mean NOxconcentration contour for 30mg/m3, which is the relevantlimit value for the protection of vegetation. The contour liesclose to Eastend Wood and the north-west corner ofHatfield Forest. In any event the EU limit value for theprotection of vegetation does not to apply within 5 km of amotorway, which would remove its application from bothEastend Wood and Hatfield Forest.

8.35 Based on existing information, no exceedences arepredicted of the Government’s objectives for PM10 for theairport serving about 35mppa in 2015.

Landscape and visual impacts 8.36 A landscape assessment has been undertaken whichincludes a review of the effectiveness of the existinglandscape master plan, implemented in phases since 1987,and the effects of the proposed developments.

8.37 The approved landscape master plan has beenlargely successful in achieving its original aims for thecreation of a rural setting for the airport whilst minimisingvisual impacts. Features of the Essex landscape, such as

woodlands, copses, hedgerows and wildflower grasslandsare an integral part of the airport and extend along theroad and rail approaches right up to the terminal building.Planting along the mound adjacent to Molehill Green hasalso matured well and now wholly screens all buildings andground level activities within the airport. In general termsthe ground-shaping and planting proposals have becomewell established and significantly reduce the overall level ofvisual impact.

8.38 As anticipated, some of the original landscape workswere disturbed to accommodate the A120 bypass and M11slip roads but new ground shaping and planting associatedwith the new scheme will, in time, help integrate the newroad corridor into the local setting.

8.39 The approved landscape master plan was designedto mitigate not only the airport buildings in use today butalso future developments granted permission within theairport boundary. Therefore it is a considerable advantagein landscape and visual terms that the proposed expansionof the airport to about 35mppa can be accommodatedwithin the existing footprint of the airport. Mitigationmeasures already implemented and planned, together withfurther landscaping on proposed development sites, willconsiderably reduce the landscape and visual impacts offurther development.

8.40 A further issue of local importance is the visualimpact of airport lighting, particularly the effects of night-time glow. There are a number of light sources on theairport, such as the terminal and other buildings, airfieldand apron lighting and the car parks. Whilst measuressuch as specific directional lighting on the aprons are inplace to keep light spill to a minimum, lighting is requiredfor both safety and security reasons and therefore light spillcannot be eliminated.

8.41 Further work, as individual developments areprogressed will be undertaken to consider light spill effectsand to consider measures which help to contain the effectsof lighting within the airport perimeter.

8.42 Although landscaping is well established around theairport perimeter, this planting will continue to grow andmature during the Plan period and will therefore helpfurther to reduce both visual and lighting effects.

Biodiversity 8.43 BAA Stansted continues to actively manage theairport to enhance its ecological and nature conservationvalue. The airport contains a range of habitats that aretypical of the surrounding Essex Claylands Natural Area.These comprise: � Small ancient woodlands; � Ancient and other hedges;


14 Uttlesford District Council (2003); Local Air Quality ManagementUpdating and Screening Assessment

15 The jagged nature of the contour around runway sources is anartefact of the interpolation procedure used to generate thecontours from results produced on a 100 m receptor grid. Theresolution was chosen to give smooth contours off airport butnot necessarily close to the major sources.


� A small fen; � A few fragments of species-rich grassland;� Land set aside as a Wildlife Area and Habitat creation;

and� A number of ponds; several streams and ditches.

8.44 In addition, extensive areas of wildflower grasslandand of new copse, woodland and hedge planting havebeen established as part of the landscape strategy.

8.45 Species of significance which occur at the airportand which are identified either under current legislation orthe UK and / or Essex Biodiversity Action Plans (BAPs)include:� Great Crested Newts and other invertebrates and

amphibia; � Brown Hares;� Birds;� Plants;� Deer; and� Badgers.

BAA Biodiversity Strategy8.46 BAA Stansted’s Biodiversity Action Plan supports theGovernment in its objective to reverse the current decline inbiodiversity.

8.47 The key biodiversity management objective is tomanage the effects of the airport’s activities on biodiversity.This is achieved through:� Managing and maintaining ecologically rich habitats to

sustain biodiversity;� During airport and project development, maximising

efficient land use and seeking where possible to avoidconflict with biodiversity;

� Where there is no viable alternative to conflict, to seek tomitigate and/or compensate for any negative biodiversityeffects through species translocation, habitat restorationor habitat creation;

� Taking action to reduce indirect effects on biodiversitythrough the supply chain and through other airportenvironmental aspects; and

� Species and Habitat Management Plans.

8.48 The Scheme for the Management and Maintenanceof Stansted Airport’s Biodiversity produced in 2004 containsa number of general biodiversity targets. For each of theidentified habitat types, Habitat and Species ManagementPlans have been formulated. The plans outline specificactivities for enhancing the habitat and ensuring theprotection of the species. The activities are designed toensure that the Biodiversity Action and Management planobjectives are achieved, and targets are set to fulfil legaland other requirements such as planning conditions.

Future Growth8.49 Most of the development proposals assumed for theairport serving 35mppa would be on areas that have beenset aside for airport-related uses, and occupy areas oftemporary or abandoned grassland that have naturallycolonised over the last 15 years. These are not high valuehabitats, although some support valuable species such asskylark and brown hare and a wide variety of plants havenow established. Elsewhere there are invertebrates onveteran trees.

8.50 A mitigation strategy is being developed and this willaddress the range and value of the species and habitatsaffected, the extent to which designs can be modified toaccommodate important features or species and the scopeof any replacement habitat that might be justified.

8.51 Beyond the airport boundary there are two sites ofparticular importance: East End Wood, owned andmanaged by BAA; and Hatfield Forest, owned andmanaged by the National Trust. East End Wood isdesignated as a Site of Special Scientific Interest (SSSI).Hatfield Forest is designated a National Nature Reserve(NNR) and part is also a SSSI. The forest has an area ofabout 420 Ha and attracts some 250,000 visitors each year.Currently a small part of the forest in the North West lieswithin the 57 and 60 LAeq noise contours. Noise contoursfor 2015 within the forest are predicted to remain largelyas today. The most recent air quality modelling study showsthat neither East End Wood or Hatfield Forest is exposed toexceedences of air quality limit values relevant to eitherecosystems or vegetation.

8.52 BAA has an on-going programme of monitoring andresearch work focusing on air quality and vegetationconditions in both East End Wood and Hatfield Forest andat a control site remote from the airport at Hales Woodnear Saffron Walden. This work is carried out by BAA withEnglish Nature and the National Trust.

Archaeology8.53 Since the development of the airport in the mid1980s, BAA has commissioned extensive archaeologicalinvestigation during the various phases of the airport’sdevelopment. Much of this work is presented in thedocument Stansted Airport – Strategic Cultural HeritageAudit, which collates all current information on the culturalheritage within the airport and considers it within a localcontext. It also identifies areas of potential archaeologicalremains and sets out how proposed development affectingthe cultural heritage can be mitigated, either throughpreservation in situ or by excavation and record.Working with English Heritage and curatorial bodies, BAA’sapproach to archaeology is based on investigation whichseeks to relate findings with the change in lifestyle throughtime. By following this approach, archaeologists have had



the opportunity to undertake research into the culturalheritage of the Stansted area from 150,000BC to thepresent day and to present the results of this research tothe public.

Cultural heritage at Stansted Airport8.54 The Airport is situated on a flat plateau of glacialboulder clay known as the Walden Uplands. Prior todevelopment of the airport the assumption was that theheavy clay soils had discouraged agriculture, and thatsettlement was concentrated on the lighter soils of the rivervalleys. However, archaeological field survey andsubsequent excavation has identified prehistoric and Romanfarmsteads and the remains of medieval homes, providing abetter understanding of the historic landscape. Evidence ofhouses and settlements have been recovered fromnumerous archaeology excavations, with the best exampleat the Bassingbourn mid term car park, where fences andbanks enclosed seven or eight circular timber houses.Waterholes and wells filled with rubbish have also providedvaluable clues to the crops grown and eaten by the peopleof this settlement.

8.55 The historic landscape of the area surrounding thecurrent airport is relatively well preserved. Although theshape of the landscape that we can see today has itsorigins primarily in the late Medieval and post-Medievalperiods, it may include earlier elements, such as late Saxonboundaries or settlement sites that have evolved intocurrent land divisions and settlements. This landscapeconsists of a network of small roads and historic lanesconnecting a number of small nucleated settlements andscattered historic farms, with some dwellings strung outalong the roads. This dispersed settlement pattern istypical of the area and typical of the process of colonisationof what was once a heavily wooded landscape in the Saxonperiod. This process has led to the dispersed settlementpattern linked to roadside commons and surrounded by anirregular patchwork of fields, pockets of retained woodlandand dense woody hedgerows seen today.

Cultural heritage and further development8.56 As development at the Airport progresses, furtheranalysis of the existing heritage information will beundertaken. This will identify specific risks from proposeddevelopment and will allow:� An analysis of the nature and significance of the sites

affected;� An understanding of the specific impacts upon them;

and,� The subsequent identification of the significance of the

effects of those impacts on a particular resource.

8.57 Prior to any site being developed a series of optionsfor further evaluation can be considered. In terms ofarchaeology this may include geophysical survey, artefact

scatter surveys, and the excavation of trial trenches. Interms of upstanding features such as listed buildings, orhistoric landscape features such as hedgerows, green lanesor woodland, the effects will be assessed in terms ofpotential changes to their settings or local environment.

8.58 These investigations will then inform the need forfurther mitigation if required. Mitigation can take manyforms and will be considered carefully during thedevelopment process.

8.59 The results of all the work on the cultural heritage,whether research or fieldwork, will be integrated with thearchaeological information previously obtained from theairport, thereby increasing our knowledge on theinteraction of past peoples within, and between, theircommunities and with the context of the naturalenvironment.

Water management

Surface water8.60 The term water environment refers to all aspects ofnatural watercourses at Stansted, and covers their physicalcharacteristics and the chemical and biological quality ofthe water.

8.61 In general, the volume of surface water dischargedinto local water courses is governed by rainfall and theporous surface of the ground. The airport has largeimpermeable surface areas notably the airfield areas andcar parks, and the rainfall tends to run off at a fast,uncontrolled speed, rather than gradually sinking into thesoil and either recharging groundwater or percolatingslowly into rivers and streams.

8.62 To mitigate the risk of deluge at times of heavyrainfall, Stansted’s surface water drainage systemincorporates a number of balancing ponds. These regulatethe volume of rainwater being discharged into the localrivers or other water courses, thereby preventingdownstream flooding. Studies have been carried out for theproposed future development of the Airport to 35mppaand assessed the effects for surface water discharge. Thestudy results show, despite increased surface water runoffacross the airport and additional storm water loading uponthe surface water disposal systems, existing balancingponds have sufficient capacity to comply with the currentEnvironment Agency discharge consents. In this respect, thefuture proposals will have no change or detrimental effectupon local watercourses.

8.63 Stansted’s surface drainage system and balancingponds are also used to ensure water quality is maintained.

8.64 Surface water discharges from operational areas



have the potential to collect harmful pollutants that cannotbe released in their natural state into the local watercourses. These could be:� De-icing agents for aircraft and pavement areas;� Vehicle and aircraft washing;� Particles and dirt and oil from car, coach and bus parking;� Aircraft and vehicle maintenance fluids;� Run-off from construction sites;� Spills of aviation fuel during aircraft refuelling;� Waste and cargo handling; and� Foam from fire training.

8.65 Control of harmful surface pollutants is partlymanaged by passing the rainwater through oil traps andinterceptors to remove impurities. Controlling quality andquantity of surface water, prior to the release into the localwater courses, ensures Stansted Airport complies with theEnvironment Agency water discharge consents.

8.66 Where pollutants cannot be removed on site (forexample, aircraft de-icing fluids containing glycol, wherehigh concentrations will not naturally breakdownsufficiently before release to a watercourse ), then thedischarge is taken by piped supply to the Thames Watersewage treatment works at Rye Meads, near Hoddeson.This process is controlled automatically by in-line chemicalanalysis, with separation either to the ‘clean’ balancingpond (where the Environment Agency discharge consentsare met) for eventual discharge to the local water courses;or, where the Environment Agency discharge consentswould not be met, to the ‘dirty’ holding pond, fordischarge to Thames Water’s sewage works.

8.67 In 2004, a new system was introduced to minimisethe volume of de-icant applied to aircraft pavements,taxiways and stands. This significantly reduced the amountapplied by improving the process of application.

8.68 The airport has an aircraft hydrant refuelling systemsupplied direct by an underground pipeline. This minimisesthe risk of aviation fuel spillage and reduces the need totransport by tanker. The system automatically detects anyloss of pressure (indicating a potential fuel spill) and shutsdown, curtailing the risk.

8.69 In 2004, quality control was enhanced with theintroduction of supplementary monitoring. With theagreement of the Environment Agency, the four airportdischarge points are spot sampled each month by collectingup and downstream local water from courses/rivers.Samples are analysed by an external accredited laboratory,reports are jointly reviewed with the Environment Agency.This biological monitoring programme helps to maintainhigh standards of water quality management on airportleading to a healthy environment off airport.

Foul Drainage8.70 Airport and aircraft sewage and other trade effluentsincluding contaminated surface water (see above) arecontrolled by discharge consents issued by Thames Water.

8.71 There are two foul piped effluent systems atStansted dealing with facilities north of the runway in theoriginal part of the airport and a separate arrangement forthe newer facilities south of the runway. For both systemsflows are collected and then transferred by Thames Waterpumping stations to the Bishops Stortford Waste WaterTreatment Works for processing.

Potable water8.72 The airport has a self contained water distributionsystem, including an underground reservoir which has astorage capacity of up to four days. The systemincorporates a local pumping station and piped distributionnetwork capable of meeting demand for all drinking, fire,aircraft on-board services and process water consumed bythe airport.

8.73 Three Valleys Water company supplies potable waterto the airport’s reservoir system from its Zone Five region.The airport consumes just over 2% of Zone Five capacity.Three Valleys satisfies the local demand (east Hertfordshireand west Essex) on their zone five by local boreholeextraction, supplemented, when necessary, by transfer ofwater from other resource zones through the Three ValleysWater company strategic water distribution network.Stansted Airport’s impact on the total region is about0.2%.

8.74 The combination of the two systems (on airport byBAA Stansted and off airport by Three Valleys Water)provides for an efficient performance, which allows ThreeValleys to maintain adequate pressure to serve all theircustomers in their region.

8.75 Annual water consumption is currently 618,000cubic metres. In terms of water consumed per passenger,however, this has reduced from 135 litres per passenger in1993 to around 30 in 2004/05.

Future growth8.76 Studies have been carried out for the futurerequirements for potable water supply, surface water andfoul drainage for growth to 35mppa in 2015. Assessmentsindicate there may be a need to improve parts of the onairport infrastructure as developments proceed. Thereshould not, however, be a material impact on off airportsupplies and infrastructure, and existing discharge consentsto the EA and Thames Water will be maintained withoutchange.



Waste management8.77 Waste is generated from a number of sources atStansted, notably from aircraft arriving at the airport;terminal waste particularly from catering outlets and shops;office waste; maintenance waste from vehicles, buildingsand equipment; waste arising from cargo operations;construction waste; obsolete electrical and electronicequipment and organic waste from landscaping andground maintenance. Such sources generate sevencategories of waste:� Inert (soils, hardcore, concrete, glass);� General non-putrescible (paper, cardboard, plastic etc);� Scrap metal;� End of life vehicles;� Electrical and electronic equipment;� General putrescible (food waste, vegetable matter, trees

and bushes); and� Hazardous waste (including lamps and fluorescent tubes,

used oils, flammable liquids, batteries).

8.78 Stansted uses a waste contractor to collect andrecover/dispose of waste from the terminal, aircraftoperations, engineering and property accommodation(95% of airport companies use BAA’s contracted wasteservice). Currently waste is segregated on-site. Thosematerials that can be re-cycled are then taken to the wastecontractors waste transfer facility for further processing.Waste that cannot be re-cycled is taken directly to land-fill.Currently all aircraft food waste is subject to specialhandling, storage, transport and disposal requirements andis transported to Edmonton for treatment. Green waste, i.e.grass clippings, that is generated on-site from landscapemaintenance is composted at the airport for re-use on-site.

8.79 In 2004/05 about 6000 tonnes of waste wasgenerated at the airport and in 2015 waste generation ispredicted to reach around 10,500 tonnes per annum. This

figure is based on the current amount of waste generatedper passenger and an assumption that the fleet carrier mixmay change to some extent.

8.80 BAA Stansted has produced a Waste ManagementStrategy (2004) for the airport, which is based on theprinciples of BAA’s Group Waste Strategy. The GroupStrategy has an overall objective of mitigating the growthin cost of waste management to the business by ensuring aresponsible approach to airport waste management,reflecting national and local UK Government sustainabilityobjectives. The Group Waste Strategy is itself informed bythe Government’s four objectives for sustainabledevelopment as stated in Chapter 3. Group Waste Strategytargets for the UK airports are:� To 2005, to achieve a reduction in the current rate of

growth in waste production per passenger and to recycleand/or compost 20% of airport waste contract arisings;

� To 2010, to achieve a 0% growth in waste productionper passenger and to recycle and/or compost 40% ofairport waste contract arisings; and

� To 2020 to achieve a reduction in waste arising perpassenger and to recycle and/or compost 80% of airportwaste contract arisings.

8.81 Consequently with the targets being met by 2015 itcan be expected that about 60% of total waste generatedat the airports will be recycled. BAA Stansted has animportant role to play in meeting these objectives and hasalready achieved a considerable increase in the recyclingrate of waste generated at the airport since 2000. From2003 a monthly total recycling rate of over 20% has beenachieved. Nonetheless the changes to the airline fleet mixforecast at Stansted, with increasing numbers of long haulfull service airlines, will prove to be a challenge in deliveringthese targets and is the principal reason why the increase inwaste between 2004/05 and 2015 is proportionately higherthan the increase in the number of passengers.

Climate change 8.82 There is broad international scientific agreement thatemissions of greenhouse gases from human activity areexceeding the earth’s capacity to absorb them. This is likelyto have a noticeable impact on climate, with potentiallysignificant effects on global temperatures and weatherpatterns.

8.83 BAA recognises that climate change is a significantissue and we support the leading role that the UKGovernment has played in relation to it.

8.84 The aviation industry contributes to climate changein a number of ways. It is the burning of fossil fuel in flightthat is the industry’s biggest contribution, but greenhousegas emissions are also generated by the production of theenergy used in airport buildings. Finally, ground emissions


2004/05

25 mppa in2010 (as

predicted inAugust 2001)

2015(35 mppa)

AverageDaily Flow(Million litres per day)

1.69 3.1 2.83

Litres perpassenger

29.5 45.24 29.5

Total Annualusage (cubicM per year)

618,500 1,131,000 1,032,950

Potable water usage


from airport vehicles and the vehicles used by passengersand staff also contribute. We have taken a proactiveapproach to addressing our contribution to climate changein each of these areas.

Aircraft and climate change8.85 Emissions trading – whereby industries which cannotreduce their own emissions can buy permits from industrieswhich can, within an overall cap – has been identified asthe most effective mechanism to meet reductions targets,as resources are directed to where cuts can be achievedmost quickly and at the lowest cost. It does not matterwho generates the emissions, as long as the total volumeof emissions which is generated does not breach the cap.

8.86 BAA believes that an open emissions trading schemerepresents the most economically efficient andenvironmentally effective way of addressing emissions fromaircraft. BAA is strongly in favour of incorporating aviationinto such a scheme at an international level. However, BAArecognises that this will take time, so we support regionalaction as an interim step.

8.87 As such, BAA have been strong supporters of the UKGovernment’s policy of including intra-EU air services in theEU Emissions Trading Scheme (ETS) from 2008, or as soonas possible thereafter. BAA also welcomes the EuropeanCommission’s recent Communication supporting emissionstrading as the best way forward. The Commission isplanning to bring forward a formal legislative proposal onthis by the end of 2006.

8.88 BAA has played a leading role within EU aviation insupporting aviation’s inclusion in the ETS. In particular wehave worked through ACI-Europe, our trade association,which represents over 450 airports in 40 countries, to buildsupport. ACI-Europe issued two policy positions in 2005 insupport of this approach.

8.89 BAA has also worked with airlines, aircraftmanufacturers and other airports in the UK to develop theSustainable Aviation strategy, published in June 2005. Thisincludes a number of voluntary commitments by theaviation industry, including the assistance to policymakers indeveloping practical solutions for inclusion of aircraft CO2emissions in the EU ETS.

8.90 The long-term goal is for aviation’s emissions to bemainstreamed within the global policy framework toaddress climate change. The International Civil AviationOrganisation (ICAO) has endorsed the development of anopen emissions trading scheme including internationalaviation and has established an Emissions Trading Taskforceto produce guidance on this issue. BAA has been activelyinvolved in those discussions through our internationaltrade association, ACI World.

8.91 BAA recognises that aviation’s impacts on theclimate are complex, and that emissions trading may not bethe right solution for all of them. In addition to CO2 thereare three other impacts from aviation: oxides of nitrogen(NOx) in the cruise phase of a flight, the creation ofcondensation trails (contrails) and the potential impact ofcontrails on cirrus cloud. The Intergovernmental Panel onClimate Change has estimated that aviation’s total climateimpact resulting from these effects is some 2.7 times thatdue to CO2 alone. However, there is a range of uncertaintyaround this estimate, particularly in relation to the impactof contrails on cirrus clouds, and wide agreement thatfurther research is needed to fully understand the natureand scale of aviation’s total climate change impacts.

8.92 BAA acknowledges the importance of addressingaviation’s other impacts. We are committed to work with allstakeholders to discuss other possible policies tocomplement emissions trading, and have called ongovernments to establish a roadmap for addressing theseimpacts, with clear policy milestones.

The contribution of energy use at airports8.93 At Stansted the main emphasis in addressing theissue of climate change relates to the ground levelemissions attributable to the operation of airport facilities.These are emissions from the burning of fossil fuels thatprovide space heating at the airport and emissions fromelectricity generation at power stations which supplyStansted.

8.94 BAA is one of the UK’s top 20 industrial consumersof energy and BAA has set a target to reduce our absoluteCO2 emissions from energy use by 15% over 1990 levelsby 2010. We are on track to meet that target, throughimprovements in energy efficiency and conservation andthrough increasing the use of renewable energy sources.BAA is also already a participant in the EU ETS. BAA arecurrently undertaking work to develop our emissionsreduction target for the period beyond 2010.

8.95 Since January 2005, we have registered threecombustion plants at our airports to participate in the EUEmissions Trading Scheme (ETS) (the Heathrow centralboiler house and the heating plants for each of the twoterminals at Gatwick). BAA are also planning to register afourth site – Terminal 5 - for inclusion. BAA’s ownexperience in the scheme has reinforced the view that itprovides a solid foundation for expansion to other sectors,including aviation.

8.96 Stansted has an important role to play in ensuringthe BAA target is met and has put a range of measures inplace (see section on Energy use).



The contribution of surface transport8.97 Stansted has a surface transport strategy, informedby national, regional and local transport policies. BAA willbe updating those strategies during the plan period, andsetting challenging but realistic targets for passenger andemployee use of public transport, supported by a series ofBAA policies for travel to our airports using rail, bus &coach, and road. Those strategies, discussed in chapter 7 ofthis document will play an important role in addressing ourtransport-related emissions.

Energy use of airport facilities8.98 An assessment of the energy use and the carbondioxide emissions from the burning of fossil fuels in boilersthat provide space heating at the airport and, moresignificantly, emissions elsewhere that are attributable tothe generation of electricity consumed at the airport hasbeen carried out.

8.99 Annual energy consumption at Stansted for 2004/5,is presented below:

8.100 BAA Stansted will make a positive contribution tothe Group target through a variety of initiatives over thenext five years, primarily based on the Sustainable EnergyManagement Strategy agreed with Uttlesford DistrictCouncil in 2004. As such, our approach is predicated onthe integration of three key areas: � behaviour of people who influence energy consumption;� information and tools which enable people to make a

positive contribution; and� investment to deliver benefits at an acceptable financial

return.

Future growth8.101 Energy growth forecasts are contained in the tablebelow for a 35 mppa Stansted in 2015. The table alsocompares the previous forecast for 25mppa in 2010, the2015 forecast shows a reduction of circa 16 %. Facilitieshave been assessed at concept design stage and thegrowth forecast is therefore indicative based onapportionment of existing facilities at Stansted. Althoughmost recent actual metered energy consumption has beenused for the assessment the forecast should be viewed as

worst case effect; at detailed design stage opportunitieswill be taken in line with Stansted’s Sustainable EnergyManagement Strategy to make further efficiencyimprovements.


Utility Consumption Consumption

Megawatt Hours (Tonnes CO2)

Electricity 85,824 36,904

Natural Gas 19,000 3,610

Total 104,824 40,514

Energy Consumption at Stansted 2004/5

25 mppa in 2010(as predicted inAugust 2001)

2015 35 mppa

Absolute tonnesC02

72,100 60,200

C02 kg/passenger 2.88 1.72

Megawatt /hrs 190,000 160,000


9.1 This chapter of the plan describes what BAA hasdone since the draft Interim master plan was published onthe proposals to take forward Government policy for thedevelopment of a second runway at Stansted. It alsoupdates BAA’s current thinking on how these proposals willbe taken through the planning process.

9.2 The draft Interim master plan explained the workwhich BAA had done since the White Paper was publishedin December 2003 and said how BAA hoped that theprocess to identify, assess and select possible runwayoptions for a new runway development would beconcluded towards the end of 2005 when BAA wouldexpect to consult a range of stakeholders for their views.

9.3 BAA met the timetable which it had outlined. BAApublished on 9 December 2005 a consultation documentwhich described seven short-listed two-runway master planoptions.

Short listed two runway master plans9.4 The short-listed runway master plans show anadditional runway in four different locations, each parallelto the existing runway. Three are to the east of the existingrunway and each one is far enough away from that runway(between 1800m and 2450m) to allow aircraft to operatein either mixed mode or segregated mode. The fourthrunway location is to the north west of the existing runway,but its close proximity to the existing runway (477.5m)means that it could only operate in segregated mode.

9.5 In mixed mode, both runways can be operated fullyindependently of each other, allowing both take-offs andlandings on each. In segregated mode, one runway is usedonly for take-offs whilst the other is used only for landings.

9.6 All master plan options provide the same range ofairport and operational facilities. However, the extent ofthose facilities depends on whether operations are in mixedor segregated mode. Mixed mode provides more overallcapacity (some 76 million passengers a year) thansegregated mode (some 63 million passengers a year) andfor this reason mixed mode layouts require more land.

9.7 The four segregated mode master plan options takebetween an additional 480 and 604 hectares of land. Thethree mixed mode master plan options take between 627and 704 hectares. In addition to the new runway, each ofthe seven master plan options contains, among otherthings, a new passenger terminal, road and rail links,aircraft taxiways and parking stands, car parking andancillary facilities such as hotels, offices, car rental and taxifacilities, catering and distribution facilities and

miscellaneous support items such as a fuel farm andfacilities for meeting the airport’s energy requirements.

9.8 In each of the master plans the runway is 3048mlong, the same length as the existing runway.

Consultation9.9 The consultation document set out the costs of eachof the options, as well as the airport operationalperformance of each master plan. An appraisal of theenvironmental effects of each of the master plan optionswas also reported.

9.10 The consultation document explained the factorsBAA took into account when conducting our overallappraisal of the options, and gave reasons for BAA’spreference for an eastern central parallel runway masterplan (Option A) operated in mixed mode.

9.11 The process of consultation which BAA began on 9December 2005 ended on 24 March 2006. BAA distributedcopies of Plane Talk, the community newsletter, to some180,000 residents within a 15 mile radius of the airport.About 43,000 residents received a letter and a CD Romversion of the consultation document in December,followed by a copy of a questionnaire in February. Around2,700 key stakeholders - comprising the planning,environment, business, social and political communitiesboth locally and nationally - also received copies of the CDRom. BAA held eleven public exhibitions at locationsaround the airport which were attended by some 1,200people. The call centre BAA established received some1,200 calls as well as nearly 700 letters and emails; andBAA’s website had over 12,000 visitors. Nearly 3,500completed questionnaires were received, as well as some500 letters and other responses to the consultationdocument from key planning and environmentalstakeholders, from airport users and from others with local,regional and national interests.

9.12 BAA are now considering what has been heard andwhat has been learnt from the consultation process - aswell as continuing to make design development changes -in order that BAA can announce the option which it wishesto take through the planning process later this summer.BAA will publish at around the same time a detailedanalysis of the responses received to the consultationdocument, as well as the results of the questionnaires thathave been completed.

Surface access9.13 BAA’s studies of surface access schemes to serve atwo-runway airport are making significant progress. In April

9 Provision of a Second Runway


2006, BAA announced that studies on the DfT’s SERASoptions and possible southern strategies for airport accessfrom the M11 had been dropped. Also discontinued arestudies of options for increasing capacity on the M11between the M25 and the airport by means of parallel,separate and adjacent motorway schemes.

9.14 This means that BAA’s ongoing highway studies arenow focussing on improved airport access arrangementsfrom the M11 north of Junction 8 and via the A120 and,for the M11 itself, on options for widening to dual fourlane standard between the M25 and the airport. Proposalsfor such improvements, which would need to be promotedby the Highways Agency, would be the subject of publicconsultation likely to occur later this year.

9.15 BAA’s rail studies continue and include detailedconsideration of the issues set out in the Eastern RegionalFuture Railway Planning Assessment published by the DfTin February 2006.

9.16 BAA have now also completed a series ofconsultations with local stakeholder groups potentiallyaffected by severances of local roads, bridleways andfootpaths, with a view to determining an appropriatestrategy for the reconnection of severed routes. BAA arenow considering the advice received and will be developingschemes which will also be put forward for publicconsultation later this year.

Blight9.17 At the same time as BAA announce which option totake through the planning system BAA expect also topublish the revised boundaries for both the Home ValueGuarantee Scheme (HVGS) for property owners whosehomes fall within the proposed extended airport boundaryand the Home Owner Support Scheme (HOSS) to helpthose who own property beyond the proposed extendedairport boundary.

The Generation 2 programme9.18 Once BAA have decided this summer which optionwe should take through the planning system BAA willbegin the process of scoping and then undertaking theenvironmental assessment of our proposals. As BAA hassaid, BAA expects that any planning application for a newrunway at Stansted would be ‘called-in’ by the Secretary ofState for his determination following a local planninginquiry.

9.19 BAA are still planning to make an application in thesummer of 2007. This would probably mean an inquirystarting in the first half of 2008. The programme after thatwould be in the hands of the Secretary of State and theInquiry Inspector he appoints. Should the new runway begranted planning permission, then BAA’s current view is

that the first phase of the development, which wouldinclude the new runway itself and some other passengerand aircraft handling facilities, could be open in 2015/16.

9 Provision of a Second Runway


10.1 The publication of this Interim master plan givesguidance on the likely development of the airport using theexisting runway and outline some information aboutprogressing BAA’s plans for the second runway.

10.2 Hence the wider context of the proposed increaseduse of the existing airport single runway, for which theGeneration 1 planning application now seeks planningpermission, can be seen against emerging proposals for asecond runway.

10.3 BAA will continue to maintain a regular dialoguewith principal stakeholders, including local authorities,STACC, airlines and other consultees in order to keep theminformed of progress on the plan and ensure that BAA arefamiliar with their perspective on matters.

10.4 In late 2006/early 2007, when more detailedinformation is available about the second runway project, adraft final master plan showing the two runway airport willbe published for public consultation.

10 Next steps

Planning DepartmentBAA Stansted3rd FloorEnterprise HouseStansted AirportCM24 1QWFreephone: 0800 783 1764Email: [email protected] www.stanstedairport.com/future

If you would like this documentin an alternative format, such aslarge print, Braille or audiocassette, please call us on0800 783 1764.

Alternatively, a fully accessibleversion of this document can befound on our website:1 www.stanstedairport.com

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