London International Airport Thanet the Four Runway Plan Covering Most of Thanet

I think the word has got out that here in Thanet the majority of people are very pro airport and as they would welcome a massive air cargo hub, when in most parts of the country the vast majority of residents would be against it and the associated air, noise pollution and road congestion.

Click on the map to enlarge it.

Anyway no nimbys in Thanet and so here is the plan submitted to the transport committee, this is the link to it on the UK Parliament website http://data.parliament.uk/writtenevidence/committeeevidence.svc/evidencedocument/transport-committee/smaller-airports/written/17731.pdf

I have also copied it below:

Written evidence from Coastal Airports (Holdings Limited) (SMA0071) LONDON KENT INTERNATIONAL AIRPORT (“MANSTON”) EXPLANATORY MEMORANDUM TO THE REVISED INITIAL OUTLINE PLAN

This Explanatory Memorandum is to be read with the information and boxes on the A3 drawing. The aviation, environmental and cost-effectiveness issues are all addressed in the Written Statement. This Manston Airport redevelopment plan has been prepared for:- (1) The House of Commons Transport Select Committee Hearings on 2 nd February 2015; (2) for Thanet District Council Local Plan Consultations; (3) to indicate possible government Safeguarding Directions and local temporary Planning Restrictions to cover much wider areas; and (4) potential Outline Planning Applications. Development Phases A to E are set out for main Runways 1 and 2 and future Runways 3 and 4.

Development Phase A:- Early reopening of the currently semi-disused London Manston Airport as Runway 1 (“Manston”) with direct access from the A299 Thanet Way and the new A256 Trunk Road and use of the small old Kent International Air Terminal, initially for single runway reopening, for proposed “River Oak” air freight services (whereby some 50 local jobs may result) and our client’s proposed Air Ferry services into Europe (with some 80 more local jobs generated). Neither of those air services require the nearby Minster Station or fast main line trains to London, nor new airport hotels, nor other satellite businesses generating employment. But budget passenger airlines and air charters at Manston could bring flight numbers up to some 20% of Gatwick’s single runway use and with Air Ferry and airfreight, some 300 jobs altogether could be at or near Manston Airport. For the passengers’ airport bus relays, Minster Station has eight coach platforms, but it needs step-free access and other minor improvements, for approval by South East trains. Airport express services from St.Pancras International (initially say 1 tph) can be reversed on the adjoining Dover branch line.

A surrounding access roads corridor of an improved B2050/A28 forms a natural planning boundary; between airport areas as such and ample land areas to the North-East; suitable for hotels and business uses and residential commuter development of Margate’s hinterland.

Development Phase B:- A new full-length Runway 2 (“Minster”) and Terminal 2 (with building commencing if possible within a year of reopening Runway 1) can be sited on the Monkton Marsh flood plain, with the sensitive air terminal buildings on piled foundations and columns at podium level together with circulation and parking beneath and even protected against “300 year” floods. Runway 2, Terminal 2 and Minster Station need a new east-west highway circuit (“Richborough Road” on the plan) from a new roundabout on the A256 and along the south side of the railway and then connected to an improved A253 to Monkton Roundabout on the A299 Thanet Way. Minster Station can be extended, for full on-airport use of twelve coach trains (up to 3tph) with reversing either at additional island platforms (to allow express trains to pass) and/or at restored Richborough Sidings, with new signals for train stabling and with a reversing platform between and as a possible “Richborough Parkway” terminus, adjacent to industrial and parking land areas. An essential feature of Phase B will be twin fully-ventilated box tunnels, for “airside” traffic between Terminals 1 and 2 and for air personnel and passengers’ shuttle services (provisional indication only). The existing Kerosene Jet Fuel depot services, which are now sited near houses at Cliffs End, would be closed and moved to a new depot site nearer Runway 2.

Development Phase C:- Major enhancement of Runway 1 (“Manston”) could be completed within four years of its initial restricted reopening; by building a new full-size modern Terminal 1 (soon after Runway 2 is up-and-running and with the old KIA air terminal kept for air staff use) again so as to equal the flight capacity of Gatwick’s single runway. The larger New Terminal 1 will require new road and rail access and a new twelve coach “Manston” on-airport station (up to 3tph) with crossplatform interchange to proposed new Thanet Orbital Metro services (3tphew). This requires a short strategic rail loop (partly on an old military railway route) linking-up the main railway lines to form a circuit around Thanet. All over the world, on-airport stations are profitable and these combined rail improvements should be self-financing, from the “fares box”. The Thanet Orbital Metro will be a bonus with a very short pay-back period.

Development Phase D:- Subject to demand, a shorter Runway 3 (“Monkton”) of say 1 km in length, would be for private planes and for RAF/FAA Reserve STOL use; with a nearby helipad and its own smaller Terminal 3; again with extended “airside” connections as before, to Terminals 1 and 2.

Development Phase E:- Subject to future demand, a potential full-length Runway 4 and Terminal 4 (“Reculver”) can be built on Wades Marsh if required, similarly to Runway 2 and Terminal 2 and over a culvert extension of the eastern branch of the River Wantsum. As before, any future new Terminal 4 can be built on piled foundations and at podium level on columns, well above the flood plain. Again, with extensions of twin airside connecting tunnels and with an adjoining future Reculver Station. The B2050 would branch-off, to extend further west to join the A299 Thanet Way.

January 2015    

I will add to this once I am sure the first bit has published OK

Ok I think I had better be as clear as I can on this one, most of main Thanet politicians are very supportive of having an airfreight hub at Manston, I hasten to add that this wouldn’t be what we had before which was a small regional airport that people could book flights from, go to business and holiday destinations.

The RiverOak plans are for an airfreight hub, the cpo would be for an airfreight hub and what most of the PPCs are supporting is an airfreight hub. I would say that at every level in the aviation business where normally building an airfreight hub the local residents are perceived as the main obstacle, here in Thanet the local residents are perceived as being in the vast majority for any sort of aviation activity at Manston.

Out of all the civil aviation activities it is the large freight planes (747 variants) that produce the most noise and air pollution and out of all the civil aviation activities it is a cargo hub that would produce the least amount of local employment per flight.  

Now frankly if you have a community where the vast majority of residents and the vast majority of local politicians are behind the most undesirable aspect of having an airport, then it must follow that those people would be very much in favour of the more desirable aspects of having an airport. Holiday destinations, light aircraft, air shows, flight training and much better business connections. 

Viewing these plans objectively the worst aspect is runway 1 where the intention is to fly large amounts of freight, with Ramsgate positioned at the incoming end at the runway and Herne Bay at the outward end.