1. 1 Airport of the future Spatial planning and airport development Schiphol, 30 March 2006 Mariëlle Prins, Prins Development Consultants

2. 2 Spatial planning and airport development 1. Public policies, spatial effects and airports 2. An illustration of EU-wide planning practices: The INECO-study 3. Using the airport as engine for regional growth? Planning tools and the regional economic reality

3. 3 1. Public policy and airports; Spatial impacts from many regulatory sources 1. The air transport sector is governed by multilateral, international agreements that determine the operations at an airport site 2. EU and (inter-)national regulations on environment, transport, safety etc. have a determining spatial effect 3. Finally; spatial plans themselves, developed at local or regional level set the frame for future development

4. 4 Planning an airport in a region or incorporating an airport in a spatial plan Spatial planning: policy-making whereby the most binding plans are, across the EU, produced by local governments Airport planning: the planning of a technical facility (with economic spin-off effects) operated by an airport authority

5. 5 2. An illustration: The study on the functioning of the internal market commissioned by DG TREN Carried out by INECO – Irish Aviation Authority – Aviasolutions The full report can be consulted at: http:/europa.eu.int/comm/transport/air/single_sky/studies /finalised_en.htm

6. 6 EU policy making and spatial planning There is no Community competence in spatial planning. The only common initiative has been the European Spatial Development Perspective (ESDP) Sector EU-regulations do have a major impact: environmental, internal market, competition, transport…

7. 7 INECO study Look at present land-use planning practices in each Member State Identify the bottle-necks in each Member State Take stock of what benefits Member States would expect from a common approach or policy to the issue Identify on what (common) parameters the EU could focus as a first step e.g. environment, capacity development and compliance with the competition rules

8. 8 Observation 1: Variety in planning systems No harmonisation, but individual national or regional systems In many countries the local land-use plan is the most important plan, although not always binding to private parties

9. 9 Observation 2: Building and regulation All countries require some sort of permit for the construction or operating of airports, in most countries permits must conform to plan Not all countries have a strategic airport plan, airport effects are simply translated into a set of planning restrictions

10. 10 Observation 3: The total airport footprint The total airport footprint exceeds by far the airport area This total area is visible in the planning restrictions that are applicable in a larger area. In most cases spatial plans foresee safeguarded areas, noise zones and/or reserve areas Third party risk areas are hardly ever included, but the number of cases will rise

11. 11 INECO findings: Airport planning Long term development: 22 countries have an airport plan, 2 have a spatial plan Spatial impact: Noise is considered: 4 Safeguarded areas: 2 Both: 7 None: 11 Participation: Public: 4 Local/regional involvement: 3 Both: 2 None: 15

12. 12 INECO action lines Action lines are proposed to the Commission. 1. Improve airport planning 2. Improve integration with spatial planning 3. Require air quality monitoring and reporting 4. Promote public debate and confidence building measures No decision has been taken by the Commission to follow up this study nor does the Commission intend so far to use the findings for a new legislative instrument

13. 13 Using the airport as engine for regional growth Observation: Is the airport regarded as a technical facility, or is the airport itself instrumentalised and used to obtain equally social and economic targets?

14. 14 The regional economic impact of airports Source: IAURIF/ADP, 2000:46

15. 15 Using the airport as engine for regional growth Observation: The end of splendid isolation? The case of CDG : from state-planned, state operated national flagship to a more open approach and back

16. 16 Hub-airports: change of era? Airport size Time airtraffic growth in pax per year (%) employment growth per million pax acceptance level health/environmental risks Now ? Expansion period Maturity

17. 17 3.Using the airport as driver for regional growth Observations: Planning or changing the use of an airport entail all kinds of changes in the spatial effects, in terms of necessary restrictions and land reserves. Is there a forward looking longer term perspective? Does this exceed the business plan terms of airport authorities? Do local and regional planners have the necessary technical information?

18. 18 The bottleneck: territorial insertion