Representation by London East Kent Coast Airport (Manston) Limited (London East Kent Coast Airport (Manston) Limited)
- Date submitted
- 8 October 2018
- Submitted by
- Members of the public/businesses
5th October 2018
Registration as Interested Party, by Winbourne Martin French (with London East Kent Coast Airport (Manston) Limited) pursuant to Advice Notes Eight and Nine in particular
Representations supporting River Oak’s DCO, but also Airport Expansion as in earlier consultations.
Four years’ engineering research and airport planning, with Dr. W.W.Frischmann CBE and his team is concentrated onto our A3 Copyright Design Revision 31, 1 February 2018. Also our Simplified Plan, 20 September 2017 for general circulation, featuring wide boundaries and early incremental development of three full-length runways (and possibly up to six) with comparisons of Gatwick and Heathrow airports’ footprints.
Provisional black outline airport zone boundary reflects former defence perimeter embargos against civil development; also suited to outer airport double security checkpoints of customs/ border control and police.
A Defined Site, with Planning Conditions restricted to airport-related business, with affected existing owners and occupiers’ compensation. For public debate and consensus before any expansion up-to-six runways for a competitive international hub airport; equidistant between inland Heathrow, Schipol and Charles De Gaulle. Shorter Runway 4 for RAF/RN STOL; helicopter rescue; and corporate/private planes. Unprogrammed Runway 5 is best for any segregated air ferry services alongside A299 Thanet Way, for London Motorways and a new Lower -Thames Crossing.
The immediate expansion scheme is of additional Runways 2 and 3, both four kilometres long (as at Heathrow) investing (say) £2 billion and sited on the vast open marshland monoculture of Ash Level, south of the River Stour and under the Town and Country Planning jurisdiction of Dover District Council (NB Informative meeting with Charles Russell Speechlys) Monoculture can contain no rare plants and few amphibians to move.
Aviation needs protection too; from asset-stripping, or Stone Park; or housing quotas; or conflicting applications for 1000 feet telecommunications masts near flight paths; while National Grid mains can be rerouted (notified 2015) also a better routed “Saxon Shore Way”.
New coastal air routes can be shared readily with London Southend Airport and KCC-backed London Ashford (Lydd) mainly exclusive for first class Gulf passengers. Even the approving Lydd Inspector’s Report conceded Manston Airport’s superior case; but nevertheless approved Lydd’s extension on the outdated DfT Victorian criteria, of testing the Preferred Scheme’s reasonableness as such, without alternative (since overruled by the Supreme Count- Haringey-Moseley Case).
EASA, Cologne subsidiary of EU Commission, prefers Heathrow air routes to any UK coastal air corridors; for long-deprived Belfast, Glasgow, Edinburgh and Aberdeen and Newcastle business. For international routes (post- Brexit CAA) and IATA may promote air routes via the North Sea, Baltic and the Arctic for the Pacific and via the Channel for the Atlantic, Americas, Africa and Southern Europe.
Manston is complementary (for budget airlines/freight) and not conflicting with Gatwick, nor Heathrow, which has ample existing capacity “slots” to expand key hub routes, to such as Beijing or Rio and not expand point-to-point holiday flights competing with budget carriers. This philosophy shows that Manston could absorb all foreseeable airport capacity demands in the South East.
Inquiry evidence “bundles” from 2014 would cover correspondence with River Oak; three Councils; House of Commons Transport Committee; Ministers and MPs; and submission to DfT Airspace Consultation July 2017; and two articles on Manston in “Civil Engineering Surveyor”.
N.J.Winbourne FRICS, FCInst.C