1.0 Introduction
A new airport for London and the South East – MARINAIR
Background
In the late 1980's the MARINAIR concept was created to identify practical solutions for the critical problem of UK airport capacity.
The Thames Estuary Airport Company Limited ("TEACO") was formed in 1990 to develop the MARINAIR concept which shall provide for the creation and development of a new hub airport on an artificial island in the Thames Estuary, and which has been the subject of numerous, albeit consistent, submissions to government since the RUCATSE Inquiry in 1993.
The Company's proposal for such a solution still remains the most innovative, best balanced and objective solution to the mounting airport crises in the South East. Hitherto, it has also been the most disregarded by Government.
In December 2006, the sad demise of the then Chairman, Lord Mowbray and Stourton CBE, not only left a gap on the Board of Directors, but took from us a man with outstanding leadership qualities backed by a lifetime of service to the community. He is greatly missed and will always be remembered with respect and affection.
In February 2007 the then Chairman of the Steering Committee Mr. RJ Crocker was appointed to the Board of Directors and elected Chairman to take the Company forward through the next and critical stage of the MARINAIR development. Mr. Crocker has been associated with MARINAIR since its inception almost twenty years ago, and has represented the Company consistently throughout that period including appearances before The Parliamentary Transport Committee and others.
The MARINAIR website was last posted in 2003. This revision brings that presentation up to date and explains why progress has been blocked and what is hoped can be achieved.
Update
There have been endless papers, studies and reviews all seeking to provide a solution to the conundrum of providing adequate runway capacity in the South East. In December 2003 after a lengthy consultation, The Government published their airport white paper that sought to draw a line under all previous dissention and set policy for the Future Development of Air Transport in the United Kingdom including the South East. Sadly, it has done nothing of the sort. Within the White paper the Government's definition of an estuary airport was one abutting the Kent foreshore, disrupting the salt-marsh floodplains and virtually destroying the internationally valued bird migration sanctuary. It came as no surprise that this carefully defined ‘Aunt Sally' of an estuary airport option was so swiftly dismissed. Other studies were undertaken; some backing documents published, but the detailed engineering assessment of a true estuary airport, equivalent to MARINAIR, was deemed confidential and withheld. In essence the Government's adopted policies simply enlarged the status quo, proposing:
- A second runway at Stansted to be operational around 2011/2012.
- Development of Heathrow including a third runway provided strict environmental standards could be met.
- Safeguarding of a second runway at Gatwick recognising that no new such runway can be provided before 2019.
- Support for extra air passenger use of Luton, London City and other regional airports.
No Non-BAA alternative location for a NEW AIRPORT was supported or even envisaged.
- These Air Transport proposals were not unexpected, indeed they conformed to the pattern expected; demonstrating the on going penchant for piecemeal and incremental investment. Any completely new facility had little chance of support. In addition there was a seemingly bland disregard for the massive impact that enlarging airports have on an existing and developed surrounding urban settlement and transport infrastructure. There is ample publicity produced by others across the entire spectrum of the transport industry which suggests that the Government White Paper policies read as a BAA charter to increase its monopolistic hold on air travel into and out of the country.
Three years on from the White paper
By the end of 2006, the Government undertook to report on progress generally, but no such report has been published. Instead, in the last three years:
- The proposals for Stansted are increasingly seen as damaging and wasteful and there are strong reasons for abandoning its expansion; but it is unlikely there can be an unbiased planning enquiry/ the Government has already pronounced. Also, under current planning consultations and procedures it is unlikely a new runway can be in place by 2011, as proposed and now needed to meet the spur in demand that will be created by the Olympic Games.
- Heathrow is a byword for poor, unpleasant and overcrowded air transport; a prime example of transport cramming both within and outside the terminal boundary. Terminal 5 and the new rail link will offer an extremely limited alleviation of the Heathrow travel misery. The proposal for Heathrow's third runway has been published; it involves destruction of an existing urban landscape and cannot be said to be linked to a satisfactory supporting infrastructure. Heathrow will continue to be a poor, scruffy, congested gateway to the new Britain. It is recognised that a solution to the airport needs of the South East must be achieved before 2019, which rules out development at Gatwick.
Now new factors have emerged:
- British Airports Authority is now under new ownership.
- The Thames Gateway Development has gathered pace, and is now the significant urban regeneration influence in the development of the South East. It changes London's centre of gravity and no airport, save the limited City Airport, is properly located to serve this 21st Century Capital City regeneration.
- The Channel Tunnel Rail Link starts operation in November 2007 pinpointing Ebbsfleet as a centre of operation within the Thames Gateway. CTLR provides fast rail links both to London and the capital cities of Europe. Ebbsfleet becomes a critical focal point in this new travel pattern; it fits in with MARINAIR proposal.
- Flood Barrier concerns are growing; it is well documented that greater protection than that now provided by the existing Thames Barrier is becoming essential. It is part of TEACO's ongoing development plans to integrate flood protection measures as part of the MARINAIR proposal.
- For some considerable time now the almost daily intense media coverage highlighting the sorry state of affairs at Heathrow in particular, and with the air transport facilities of this country in general, publicises the damage resulting from the Government's steadfast adherence to a policy of patch and mend and piecemeal development. MARINAIR embraces the vision and radical approach to redress the situation for the benefit of our country, the people who live here and the myriad of annual visitors to our country.
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