Review of existing Section 106 Agreement - Thanet District Council
Review of existing Section 106 Agreement - Thanet District Council Review of existing Section 106 Agreement - Thanet District Council
6.14 Third partiesIt is important that the airport owner/manager ensures that the obligations andcommitments set out in any agreement are recognised and acknowledged byall organisations or parties based at or using the airport, nor simplyimplemented by the management company alone. Lease arrangements,involvement in Green Travel Plans and adherence to environmentalregulations, as examples, should be fundamental to the relationship betweenall those at the airport and in the surrounding communities.6.15 Airport Master PlanThe lack of a comprehensive Master Plan supported by environmental andtransport evaluations is a major issue at this point, in the process betweenKent International Airport and Thanet Council.At the larger UK airports, both in London and in the Regions, Governmentintroduced in July 2004 the DfT Guidance on the Preparation of Airport MarketPlanswhjich set out requirements for the submission and preparation ofMaster Plans looking some 25 years ahead, for agreement with nationalstrategy. There is the likelihood that Master Plans so approved could then beformally integrated in to the formal Development and Spatial Plans process.The criteria for this formal requirement is that the airports so designated havebeen identified in the White Paper for significant development, or are forecastto have a minimum of 20,000 Air Transport Movements in 2030. Without anyfirm long term forecasts for even the immediate future, it is difficult to estimatewhen KIA might achieve the latter criteria and so be formally required toformulate a Master Plan for DfT approval. However in view of the statedambitions of the airport, and the lack of any clear existing picture of growthplans for the airport, the early preparation of a Strategic Growth Plan thatfollows the principles within the DfT Guidance is considered essential.In respect of KIA, a Master Plan with a forward view of 30 years is unrealistic,although one giving a statement of intentions for the next 5 to 10 years is anurgently needed first step.Thereby, a clear picture would be set for the neighbouring communities, forsome time ahead, of the likely nature and extent of the airport’s operationsand ambitions. For the airport, there would be benefits from recognition aspart of the future formal landuse strategy for the area, which should easecertain problems of plan implementation that can be experienced at present.6.16 EnforcementTo properly manage noise and environmental matters related to the operationand future growth of the airport, it will be essential to have in place a rigorousand comprehensive monitoring process. This needs to be adequatelyresourced, in terms of equipment and staff, and have in place clear andmeasurable targets and standards which have been mutually agreed, withrelated penalties for non-compliance.EU00142:FINAL REPORT PAGE 31
Demonstrable monitoring and enforcement is essential, also, in regard to theconfidence within the surrounding communities that the airport’s activities aretaking place under the influence and control of the Council.6.17 Second Draft – Night Flying PolicyThe second draft derives from the requirement in the Second Schedule,addressed above, for the Airport to prepare a Night Flying Policy at least sixmonths ahead of start of any such operations. However for the Summerseason of 2005, on an exceptional basis, the Council agreed to the latesubmission of such proposals. The agreement by the Council to this latesubmission by PlaneStation in no way committed the Council that any furtherproposals for future periods would be accepted or agreed. The followingparagraphs review and comment on this Second Draft.6.18 Purpose of Night Flying PolicyThe requirement for night time movements results from the schedulingproblems that EUjet, as a new airline, has experienced in obtaining departureslots from continental airports that allow a takeoff time sufficiently early for theaircraft to arrive at KIA before the start of the Night Time Period. It would beexpected that in future years the airline will be able to become involved in theinternational process whereby slots at airports worldwide are bid for againstother airlines, and therefore anticipate obtaining more favourable departureslot timings to satisfy restrictions at KIA.6.19 Aircraft TypeThe EUjet fleet of Fokker F100 aircraft are Noise Score QC 0.5. Howevermaintenance and other operational issues with these aircraft may require theairline to hire replacement aircraft in order to carry out its services. Theseaircraft could be of other types, such as the Boeing 737. Depending on thespecific model, of the 737 for example, some earlier versions do not satisfyQC 0.5 criteria, whilst newer versions can. Therefore, should suchsubstitution occur, evidence must be provided on each occasion of the specificaircraft and its sub-type used in order to verify the QC Rating with thepublished CAA Schedule of Aircraft.6.20 Landing Direction and RouteAs addressed above in principle in Section 6.5, any non compliance to thedesired policy of all night landings all being from the West on Runway 10 mustbe justified with appropriate data.6.21 Monitoring and ReportingThe process of regular and early reporting set out in Section 6.1 is to beencouraged.In Section 6.2, whilst the reporting of the individual maximum noise level isuseful, it is unclear how this will be achieved with the current and any futuremonitoring procedures on a consistent basis. Neither is it clear how “nightEU00142:FINAL REPORT PAGE 32
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Demonstrable monitoring and enforcement is essential, also, in regard to theconfidence within the surrounding communities that the airport’s activities aretaking place under the influence and control <strong>of</strong> the <strong>Council</strong>.6.17 Second Draft – Night Flying PolicyThe second draft derives from the requirement in the Second Schedule,addressed above, for the Airport to prepare a Night Flying Policy at least sixmonths ahead <strong>of</strong> start <strong>of</strong> any such operations. However for the Summerseason <strong>of</strong> 2005, on an exceptional basis, the <strong>Council</strong> agreed to the latesubmission <strong>of</strong> such proposals. The agreement by the <strong>Council</strong> to this latesubmission by PlaneStation in no way committed the <strong>Council</strong> that any furtherproposals for future periods would be accepted or agreed. The followingparagraphs review and comment on this Second Draft.6.18 Purpose <strong>of</strong> Night Flying PolicyThe requirement for night time movements results from the schedulingproblems that EUjet, as a new airline, has experienced in obtaining departureslots from continental airports that allow a take<strong>of</strong>f time sufficiently early for theaircraft to arrive at KIA before the start <strong>of</strong> the Night Time Period. It would beexpected that in future years the airline will be able to become involved in theinternational process whereby slots at airports worldwide are bid for againstother airlines, and therefore anticipate obtaining more favourable departureslot timings to satisfy restrictions at KIA.6.19 Aircraft TypeThe EUjet fleet <strong>of</strong> Fokker F100 aircraft are Noise Score QC 0.5. Howevermaintenance and other operational issues with these aircraft may require theairline to hire replacement aircraft in order to carry out its services. Theseaircraft could be <strong>of</strong> other types, such as the Boeing 737. Depending on thespecific model, <strong>of</strong> the 737 for example, some earlier versions do not satisfyQC 0.5 criteria, whilst newer versions can. Therefore, should suchsubstitution occur, evidence must be provided on each occasion <strong>of</strong> the specificaircraft and its sub-type used in order to verify the QC Rating with thepublished CAA Schedule <strong>of</strong> Aircraft.6.20 Landing Direction and RouteAs addressed above in principle in <strong>Section</strong> 6.5, any non compliance to thedesired policy <strong>of</strong> all night landings all being from the West on Runway 10 mustbe justified with appropriate data.6.21 Monitoring and ReportingThe process <strong>of</strong> regular and early reporting set out in <strong>Section</strong> 6.1 is to beencouraged.In <strong>Section</strong> 6.2, whilst the reporting <strong>of</strong> the individual maximum noise level isuseful, it is unclear how this will be achieved with the current and any futuremonitoring procedures on a consistent basis. Neither is it clear how “nightEU00142:FINAL REPORT PAGE 32
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