Southeast Regional Airport Study

The need to consider the airport’s future has also been provoked by the Government’s announcement to review and consult on the potential to expand airport capacity in the country and in particular, the South East, to cope with the increase in passenger numbers.

This review, known as the Southeast Regional Airport Study (SERAS), was commissioned by the (then) Department of Transport, Local Government and the Regions (DTLR). It identified Shoreham as a second tier airport. This meant that the runway and land are suitable for commercial aviation, but they are less developed than the first tier of regional airports, such as London City and Norwich.

In the related consultation papers, the existing runway at Shoreham was identified as the key constraint to any development. Consultants, Halcrow produced a Small Airports Optioneering Report in January 2002 in their work for the SERAS. Chapter 9 of their report considered some development options for Shoreham. The first was based around the existing runway and the second proposed a new 1,800m runway "allowing operations by B737 and similar aircraft".

The sketch plan that was published is shown above. However, it is somewhat confusing in that the runway length drawn is only 1,500m (inadequate for most B737 movements) and the runway to taxiway separation scales at about 93m, which implies only visual approaches (it would need to be 168m for an instrument approach runway and commercial airlines expect an instrument approach).

There is also no evaluation of the spatial requirements for obstacle surfaces, runway end safety areas and localiser aerials for the instrument landing system (ILS), although Public Safety Zones are promulgated at each end of the runway based on their anticipated runway use. The layout shows a mid-field terminal complex, including a restricted depth of apron, and a new rail station. It does not indicate any new road access route, but states that an improved access to the A27 would be required.

Airport Planning

The planning of new development at any airport is subject to numerous technical requirements to ensure the safety and regularity of international aviation. In the UK, these are mostly published by the CAA in its Licensing Standard CAP 168 and in various other CAA and ICAO operational documents. Border controls and security are the responsibility of other Government departments.

The key issues that must always be considered are the operational requirements of the types of aircraft intended to be served, the local meteorological conditions (not least, the wind pattern), the topographical conditions (e.g. high ground or structures) and the local environmental conditions (e.g. location of homes, schools, hospitals and natural areas of importance to wildlife). Issues such as site drainage, surface access and the prevalence and control of birds are also relevant considerations.

It is accepted that the development of new commercial aviation services will require a longer and wider runway than the existing surfaced main runway at Shoreham. A take-off length of at least 1,199m would be needed for regional aircraft (similar to that at London City Airport). At least 1,800m would be required for services by the most common 120 to 160 seat jets (i.e. B737 and Airbus A320 ranges). In addition, sufficient space must be provided for the safety clearances around the runway, beyond its ends and under the approaches. These are subject to a step change when the runway length is 1,200m or above. The prevailing winds are south-westerly, but can occur from almost any direction. The vast majority of movements will remain by light general aviation (GA) aircraft and these are more susceptible to cross-wind conditions. The high ground to the north and northwest and the railway embankment to the south are important technical considerations and space must also be provided for the ILS localiser aerials and approach lights beyond each end of the runway - a requirement for operations by most airlines.