SASIG November 2016 Bulletin

SASIG FUTURE MEETINGS
–       6th January: Technical Working Group: Airports, Cities & Economic Growth.
Venue: CIHT, 119, Britannia Walk, London, N1 7E.
–       27th January: Full SASIG meeting – The Palmer Room, One George Street,           Westminster.
–       1st March: Technical Working Groups: Surface Access (a.m.) and Environment,    Planning & Airspace (pm) Venue tbc.
–       7th April: Full SASIG meeting and Workshops: Venue tbc.
–       25th May: Technical Working Groups: Surface Access (am) and Environment,       Planning & Airspace (pm) Venue tbc.
–       7th June: Technical Working Group: Airports, Cities & Economic Growth. Venue tbc.
EXTERNAL MEETINGS & CONFERENCES
–       6th April 2017: Westminster Energy, Environment & Transport Forum: Regional Airports in the UK: priorities for connectivity, capacity and investment – Central Birmingham. Sessions at this seminar will focus on regional airport capacity and aviation throughout the UK, following the publication of the Airports Commission report into expansion in the South East in 2015 and the expected government decision later this year.
–       23rd-25th April 2017:  Routes Europe 2017 – Belfast Northern Ireland.
–       4th-6th July 2017: LGA Annual Conference & Exhibition: International Convention Centre, Birmingham.  This is the local Government event of the year.

PARLIAMENTARY NEWS
30th November – Dr Tania Mathias (Twickenham) (Con) presented a Motion that leave be given to bring in a Bill (Standing Order No. 23) to amend Part 3 of the Environmental Protection Act 1990 to make noise caused by aircraft a statutory nuisance; and for connected purposes.  See Motion here.
Government News
The Airspace and Noise Engagement Group (ANEG) was established following feedback from the Focus Groups on Government policy on airspace and noise which were held in a series of meetings earlier in the year and to which SASIG sent representation.  The Department for Transport has now asked for nominations for representatives from interested parties including SASIG, to join ANEG. Jamie Macrae, SASIG Chair and Chris Cain, Head of Secretariat will attend initially.
Transport Questions – House of Lords: 1st November 2016
Aviation – International Trade
Q. Baroness Randerson (LD): “To ask Her Majesty’s Government what assessment they have made of the importance of aviation to Britain’s international trade”.
A. Parliamentary Under-Secretary of State, Department for Transport, Lord Ahmad of Wimbledon (Con): “My Lords, aviation contributes to international trade by facilitating the movement of services and goods. In 2015, goods worth £155 billion were shipped by air between the UK and non-EU countries—that is over 40% of the UK’s extra-EU trade by value. This demonstrates how crucial Britain’s international trade is to aviation. Connectivity alone is insufficient to create trade, as other factors are important. However, without it, new trade opportunities would not materialise”.
Q. Baroness Randerson: “My Lords, as the Minister says, aviation makes a huge contribution to the economy. However, after the Brexit vote, this is under threat. Leaving the EU will affect rights to travel, not only between the EU and the UK, but also with the US. Priority must be given to reaching new agreements to maintain market access. Can the Minister gives us details of the steps the Government have already taken to prioritise negotiations on continued membership of the European Aviation Safety Agency and of the open skies agreement? Since Heathrow will not be completed until the 2030s, will the Government introduce a strategy for the whole of UK aviation?”
A. Lord Ahmad of Wimbledon: “On the last point the noble Baroness made—a strategy for the whole UK—the decision that the Government took last week reflects just that. I have been to Scotland and Northern Ireland, among other places. I was in Manchester only yesterday, again underlining the importance of the decision that we took last week to the whole United Kingdom. In our ongoing discussions with our current EU partners post-Brexit, we are certainly prioritising aviation. We need to ensure that what we benefit from today—in terms of the agreements the noble Baroness referred to—is sustained. Let us not forget that, bilaterally, this is not just for the benefit of the United Kingdom; it is also for the benefit of the remaining members of the European Union”.
Q. Lord Naseby (Con): “Does not the exciting news from the aviation front that the next generation of civil airliners will be 50% quieter and 30% more fuel-efficient absolutely underline the importance of the decision that Her Majesty’s Government made to have a third runway at Heathrow?”
A. Lord Ahmad of Wimbledon: “I am certain that the whole House welcomes the innovations in technology for commercial aircraft”.
Q. Lord Rosser (Lab): “Now that the Government have decided “No ifs, no buts, it’s a third runway at Heathrow”, which differs at least marginally from their previous “no ifs, no buts” pledge, what plans do they have to increase the range of international direct flights from our international airports outside London and the south-east, and in so doing to provide the opportunity for an increase in air freight traffic, including exports, from at least some of those airports—in the north in particular—direct to other parts of the world?”
A. Lord Ahmad of Wimbledon: “The noble Lord raises an important point about freight, and that was part and parcel of the decision that we took last week. He talks about international connections outside London and the south-east. I am delighted to tell him why I was in Manchester yesterday—because I was welcoming the first Singapore Airlines flight to Manchester, which, for the first time, was flying directly to Houston. That was a first for Manchester Airport, a first for Singapore Airlines and a first for the north-west, outside London and the south-east”.
Q. Baroness Janke (LD): “Can the Minister say whether the UK is planning to join the European Aviation Safety Agency after Brexit, and indeed whether the UK will be eligible to do so? If not, what other options is he considering?”
A. Lord Ahmad of Wimbledon: “As I said in my Answer, we are looking at how all the current arrangements with the European Union can be sustained and strengthened while we remain a member of the EU. After Brexit, we want to ensure the same level of connectivity and the same access regarding safety issues. As I have already said, this will be of benefit not just to the UK but to the whole of Europe, as well as globally”.
Q. Lord Spicer (Con): “Given the amount of time that it apparently takes to achieve anything at our airports at the moment, would it be an idea if we started putting down Questions on the 20 or so international airports that we have around the country?”
A. Lord Ahmad of Wimbledon: “I look forward to answering those Questions from my noble friend”.
Q. Lord Foulkes of Cumnock (Lab): “Does the Minister not think that it would be wise to await the judgment of the Supreme Court before assuming that Brexit will go ahead?”
A. Lord Ahmad of Wimbledon: “We as a Government are relying on what the people of this country decided. We promised that there would be a referendum. The British people voted and it is now our job, as a responsible Government, to respect the will of the people, as both Houses should do, and make sure that that decision is implemented”.
Q. Baroness McIntosh of Pickering (Con): “Can my noble friend estimate the time that it will take to negotiate bilateral aviation agreements with third countries when we leave the European Union, and of the cost to UK airlines of re-establishing themselves elsewhere in the European Union as well as having a base in this country?”
A. Lord Ahmad of Wimbledon: “I do not think that we should be alarmed about this. As I have already said, it is part and parcel of the discussions that we are having with not just European but international partners. I have already met directly airline and airport operators here in the UK and with airline operators outside the UK. All are very keen to see a seamless transition to ensure that the rights that British airlines enjoy today, and those that international airlines using UK airports enjoy, continue without any kind of interruption”.
Q. Lord Clark of Windermere (Lab): “My Lords, in his visit to Manchester Airport yesterday, did the Minister hear that more destinations are flown to from Manchester than from Heathrow?”
A. Lord Ahmad of Wimbledon: “Overall, if we look back over the last 10 years, Manchester has made some incredible progress in terms of its expansion and opening up new air connectivity. The noble Lord is right. I talked about Singapore, and in June there were new routes to China. The opportunities are immense for airports not just in the south-east but across the country”.
Lord Tebbit (Con): “My Lords, will my noble friend take a moment to remind noble Lords on both sides of the House that, before the United Kingdom became part of the European Economic Community, as it was then, we had a fine air transport industry and a safe airline industry, and licensed our own pilots? We did all those things on our own. Is it conceivable that we might be able to do that again one day?”
Lord Ahmad of Wimbledon: “It is not just conceivable, it does happen and it will happen. I assure all noble Lords that Europe looks towards the United Kingdom, especially on aviation, where we have led on much of what the EU does today. As I have already said, there will be bilateral benefit on these areas. Much of what we did in 2009 is now being repeated across the European Union, so I agree totally with my noble friend”.
Transport Questions – House of Commons: 17th November 2016
Heathrow Airport Expansion
Ian Paisley (North Antrim) (DUP): “What steps the Government are taking to ensure that air connectivity between Northern Ireland and London is improved by the proposed expansion of Heathrow airport.”
The Secretary of State for Transport: Chris Grayling: “Heathrow airport expects to add six more domestic routes across the UK when the new runway opens in the middle of the next decade. This will strengthen existing domestic links to regions such as Northern Ireland, Scotland and the north of England, and allow the development of new connections to regions such as the south-west. We expect Heathrow to meet these pledges. We will ensure that the Government hold the airport to account; that is an obligation, not a desirable”.
Ian Paisley: “I thank the Secretary of State for that excellent answer, and for the hope and expectation contained therein. Is he, like me, taken aback by the EU’s decision to block a multimillion pound aid package to United Airlines, which has effectively removed one of ​our air carriers out of Northern Ireland? Will he investigate who lodged the complaint to the EU that has effectively destroyed this business in Northern Ireland?”
Chris Grayling: “I fear it probably will not tell us, but I agree with the hon. Gentleman that the decision was deeply unwelcome. My Department spent a fair amount of time working alongside the Northern Ireland Office and the Northern Ireland Executive on trying to make sure that we sustained this route for Northern Ireland. The loss of the route because of EU action is deeply unwelcome and precisely the kind of unnecessary decision from Brussels that led this country to vote to leave the European Union”.
Nigel Huddleston (Mid Worcestershire) (Con): “Could air connectivity between Northern Ireland, Heathrow and other parts of England be improved by changes to air passenger duty, especially in response to the impending cut to APD in Scotland?”
Chris Grayling: “My right hon. Friend the Chancellor of the Exchequer is listening carefully to representations on this issue. The Scottish National party stood on a platform of getting rid of air passenger duty in Scotland, but it is now discovering that it is more difficult to make ends meet than perhaps it had previously realised. That is one of the challenges of actually having to take decisions, rather than just talking.”
Ms Margaret Ritchie (South Down) (SDLP): “What further discussions have taken place with the Treasury and the Northern Ireland Executive on lowering air passenger duty to underpin our local economy?”
Chris Grayling: “The Treasury has held detailed discussions about this, and lots of Members representing different parts of the United Kingdom have made representations, but I fear that it is a matter for the Treasury to indicate whether it plans to do anything in response.”
Danny Kinahan (South Antrim) (UUP): “Lord Empey’s Bill in the other House would have guaranteed slots to Northern Ireland. As the Secretary of State knows, air connectivity is very important to us, but the Bill fell because of EU regulation. Can we ensure that it is put back after Brexit?”
Chris Grayling: “We have to be quite careful about the mechanism. I am not personally of the view that the solution is just about slots. There are slots at inconvenient times of the day. We want connectivity at times that maximise benefits to the regions of the UK, so that Northern Ireland, Scotland, the south-west and the north of England have proper, good, effective international links. My commitment to the hon. Gentleman and to the House is that we will ensure proper protection for that connectivity, but the actual mechanism needs to await more detailed work.”
Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP): “Just to correct the Secretary of State: it is Ruth Davidson and the Tories who are trying to stop the APD cut in Scotland. Additional regional capacity is of use only if there are airlines willing to fill it. The lack of a Brexit plan has seen businesses literally in flight from the UK. For ​instance, easyJet has confirmed that it is in the process of setting up a separate airline based on the European mainland. It said: “We are not saying there will be no agreement. We just don’t know the shape or form. We don’t have the luxury of waiting”— and neither do we or those counting on these services. What is your plan?”
Mr Speaker: “I do not have any plan on this matter. The hon. Gentleman is a well-meaning fellow, but the question was too long.”
Chris Grayling: “Let me tell the hon. Gentleman who does have a plan. Bombardier has a plan: it is now investing in a major international rail hub in the UK based on the excellent work in Derby. Nissan has a plan: it is expanding its plants in the north-east. Honda has a plan: it is investing more money in Swindon. Google, Facebook and Apple have plans: they are opening new headquarters in London. In an economy that continues to grow well post-Brexit, that proves that this country will do well regardless.”
Mr Speaker: “Hoping for laser-like precision and succinctness, I call Mr Drew Hendry”.
Drew Hendry: “Instead of deflecting, will the Secretary of State at least agree to a meaningful update of route development and assistance for supporting additional services on existing routes, as well as new services, and—crucially—will he bring forward, before March 2017, firm proposals for specific airport-to-airport public service obligations?”
Chris Grayling: “The Government have not shied away from public service obligations when necessary—most recently, between Londonderry and Stansted airport. There are routes in and around the UK that are essential to the maintenance of our regional economies, and we have always been committed, and will remain committed, to ensuring that those obligations are met when necessary”.
Transport Questions – House of Commons: 23rd November 2016
Exiting the EU and Transport (excerpt)
Chris Grayling: “I want to focus on two particular areas, which will be the priorities for my Department in the coming months. At the top of the list is aviation. Our aviation industry is world class, and our airports service the third largest aviation network in the world. UK airlines have seized opportunities globally, including those offered by the European open skies agreement. I am focused on securing the right arrangements for the future so that our airlines can continue to thrive and our passengers have opportunities, choice and attractive prices. When I met the aviation industry, I found that one of its priorities was and remains the effective regulation of safety and air traffic management. That is also a priority for me as we approach the negotiations.
Our connections with Europe are, of course, important, but we need to widen our horizons, too, and we need to make sure that we have continuity for the aviation industry internationally. Leaving the EU gives us more freedom to make our own aviation agreements with other countries beyond Europe, and ensuring that we have that continuity when we leave is an imperative for me and my Department.
I have already had positive discussions with my current US opposite number about the arrangements that we will need after Brexit for the vitally important transatlantic routes. There will, of course, be a new counterpart in office in America in the new year, and I intend to reprise those discussions when the new US Transportation Secretary is in post. Both sides have an interest in reaching an early agreement and I am confident that we will achieve that.
Looking the other way, last month we signed a deal with China that will more than double the number of flights that are able to operate between our two countries, thereby boosting trade and tourism. This country is open for business and open to the rest of the world, and ​aviation has a big role to play in making that happen. Whether through new agreements or our support for a third runway at Heathrow, I will do whatever is necessary for our industry, businesses and the public. I shall have talks with other countries, such as Canada, where there is an interest in ensuring that we have good arrangements post-Brexit. There is a job to be done to make sure that that happens, but I am in absolutely no doubt that we will secure in good time and effectively the agreements that our aviation sector needs to continue to fly around the world and within the European Union. Not doing so is in no one’s interests. Many parts of the EU depend economically on the contribution made by British airlines flying to regional airports. It is in all our interests that that continues”.
Stephen Gethins (North East Fife) (SNP): “Given that the Secretary of State campaigned for leave, will he tell us how much preparation regarding this issue the Government of which he was a member carried out before the referendum?”
Chris Grayling: “The hon. Gentleman mentions preparation, but the objective is very straightforward. It is in the interests of the different regions and countries of the European Union that we continue to trade and to have good transport links between us. I see no logical reason for anybody to stand in the way of that. We now have to work out what the best precise arrangements will be. When it comes to aviation, however, the objective is business as usual. That is what is in everyone’s interests”.
Mark Hendrick (Preston) (Lab/Co-op): “The Secretary of State refers to business as usual, but he will know that aviation emissions are now included in the EU emissions trading scheme. Is it his view that we should remain in a trading scheme once we leave the EU?”
Chris Grayling: “The world has moved on somewhat. The International Civil Aviation Organisation agreement that was reached in Montreal six weeks ago provides a global framework to tackle emissions in the aviation industry. All of us, both inside and outside the European Union, will be part of that as we ensure that the economies of the developed and the developing world can continue to benefit from improved aviation links while, at the same time, we meet our obligations to control carbon emissions”.
Transport Questions – House of Commons: 25th November 2016
Leaving the EU and Aviation Sector
Mr Gavin Shuker (Luton South) (Labour/Co-op): “The last time we sat back in our airline seats we might have asked ourselves several questions. How does this big metal tube stay in the air? Will I have to show my awful passport photo? How many gins and tonics is too many to ask for without feeling an abiding and deep sense of shame? One question we almost certainly did not ask, unless we were a Government lawyer perhaps, is whether we would even be able to go on that plane after Britain leaves the European Union.
In my constituency of Luton South that is not an academic question, as tens of thousands of local jobs depend on a successful and thriving aviation sector. Luton airport serves in excess of 14 million passengers each year and is growing at double-digit rates every year. Almost all of those people are travelling to other EU destinations. TUI Travel has a significant base in Luton and through its brand, Thomson Airways, drives a huge amount of traffic through UK airports, and easyJet, of course, is the UK’s largest airline today: a FTSE 100 company that has changed the way we fly and, indeed, think about flying. In the words of its current chief executive, it simply would not exist if it were not for the EU.
Aviation is a permissive regime, not a free-for-all. That means there must be an agreement in place between the countries we wish to fly from and to to get off the ground in the first place. The UK has agreements with some 155 countries, which vary in both their scope and specificity. Some are extremely restrictive, governing down to individual flight slots and specified airlines. Far and away the most permissive that we are signatories to are the 42 air service agreements in place through our continued membership of the EU. To make an obvious point explicit, they account for, and enable, the largest share of UK aviation traffic.
Twenty-five years ago, the deals we participated in across Europe were at the restrictive end of the scale. But, largely at the UK’s behest, these liberalised massively through the 1990s. Today, any British airline can fly anywhere it likes in the EU—that is anywhere, at any time. The EU single aviation market is separate from the single market in goods, services, capital and labour, but is no less significant in terms of the freedom it has enabled. A UK airline can sell tickets to anyone across the 28 member states without restriction; it can fly between member states, or even within another member state.
Let us consider what that means for easyJet, for example. Luton-based, it can operate flights from, say, France to Germany all day long without the aircraft ever touching down wheels at a British airport. It can operate between Milan and Naples, both of which are in Italy—I know that because I did a fact check just before the debate—with no problem whatever. As well as benefiting the local economies through direct employment, enabling connectivity and all the other benefits that aviation brings, that company’s profit today flows back into the United Kingdom.​
The single market in aviation does not just benefit UK airlines; it has transformed our everyday experience of flight. Fares across Europe are down by around 40% in real terms, with greater choice and competition and new routes across the EU opening up all the time. Britain has done particularly well under this regime, with about 1 million people in work today because of aviation. We are a world-leading nation in aviation services, and we represent a quarter, by nationality, of all European passengers. Should the Prime Minister stick to her original Brexit timetable, in a little over two years the UK will be out not just of the EU but of the European single aviation market. With no automatic fall-back for the governance of aviation rights, and no World Trade Organisation framework, there will be no legal right to operate flights to Madrid, Munich, Malaga or anywhere else in the 42 countries covered by the current EU-level framework.
It is true that we retain an experienced and capable air services negotiation team at the Department for Transport, but I must point out to any Brexiteers who are still in denial and saying, “Don’t worry about Europe; our future lies elsewhere” that the end of our membership of the EU will have a knock-on effect on many other nations as well. What could be more Brexity than leaving old Europe behind and traversing the jet stream on a flight to the United States? Well, even Concorde as she was in her heyday could not get us there after we exit the EU. Our agreement with the US is in place—yes, you guessed it—through our relationship with the rest of Europe.
The 2008 open skies agreement enables any EU or US-based carrier to fly any transatlantic route it likes. This has opened up new destinations and enhanced regional economies here in the United Kingdom. We have done particularly well under this arrangement, given our fortunate geographical location to the west of the continent. Should we be forced to fall back on our previous agreement, Bermuda II, which dates back to 1946 and was last amended more than 25 years ago, we would be lumbered with a document that considered it necessary to make regulation about flights into London airports alone. And that is not the only deficiency in that agreement or the others that are in place as back-stop provisions to the current EU agreements.
So before we even begin to think about the additional complicating issues, the effect of Brexit on UK airlines and export revenue alone should make us realise that we have a real headache here. Additional issues include: the need to reconfigure immigration reception at UK airports, where e-passport gates can be used only by EEA nationals; the replacement of a soft border regime by a more restrictive one; and the lengthening of process times, resulting in the need to expand Border Force staff numbers significantly. We also need to consider the role of freight. Heathrow is currently the UK’s largest port, and the customs code will add complexity and cost. Similarly, airports such as East Midlands derive much of their revenue from goods travelling on a just-in-time basis.
The UK is a leading and active member of the European Aviation Safety Agency, the rule-setting body that deals with the safe operation of civil aviation. That body has reduced costs to UK airlines, and indeed to the taxpayer, and enabled interoperability across the continent. We must also consider the significant implications ​for UK aerospace engineering and manufacturing. Airbus is our national project and it is showcasing some of the best that Britain can do, but it could now face uncertainty about the wings we manufacture in Wales. It certainly faces additional cost and complexity.
Let me say a word about why singling out aviation among the myriad small disasters wrought by Brexit is not special pleading, but a necessary task. Aviation agreements are different. They have always been treated separately from other trade agreements, even within the EU, because they are a prerequisite for getting such deals done in the first place. An aviation deal is a necessary first piece of the puzzle that is the process of negotiation with the rest of Europe, and needs to be done ahead of any final settlement. The freedoms that the single aviation market have brought us are an enabler of negotiations and of trade and co-operation. This issue not only affects our relationship with the EU 27, but shapes our air routes, customers and markets in the rest of the world.
In 2015, UK airlines transported 250 million passengers to destinations around the globe and contributed £50 million to the British economy. The Government say they do not wish to pick winners, but we are first-class at this. As I mentioned earlier, easyJet is not only the biggest UK airline, but the fourth biggest EU airline. Just consider that for a moment: from Luton to the world. EasyJet’s chief executive, Dame Carolyn McCall, has said: “We are not saying there will be no agreement”, and for the record, I take the same view. Nevertheless, she went on to say: “We just don’t know the shape or form. We don’t have the luxury of waiting…we have to take control of our own future.”
EasyJet will never leave Luton as an operational base, but it is in the process of establishing a new and separate operation outside the UK to ensure that it can continue to fly as it does now. That is entirely understandable, and its commitment to the UK is laudable, but the uncertainty is having an effect right now.
What is to be done? First, the Government must take action, and rapidly. Aviation should be at the head of our negotiations. We have very little to fall back on, and the uncertainty is affecting us today. An agreement on the air services market should be reached early in the two-year window for article 50 negotiations, with the aim of securing maximum continuity for both UK and EU operators when we exit the European Union in spring 2019. To do so would benefit us and the remaining 27 states. It is not about cherry-picking from the single market, and it is not a trade issue that should be entangled with the wider negotiations. The deal I am describing is exactly the kind of thing the EU tries to achieve with third countries—in effect, an open skies agreement that maintains the continuity of access and equality across the UK and the EU 27.
Secondly, we need to push for a deal that is as close as possible to the one we have today, and it should include the right for UK airlines to operate between and within member states. The package we negotiated in the 1990s worked well because we worked together. The balance of rights has enriched us all, so we should be clear about the impact on UK airlines should we not achieve the aim of maintaining it.​
Thirdly, we should seek to retain not only membership but influence of those bodies, such as the European Aviation Safety Agency, that set the rules and regulations for safe flying. Absolutely no one has a problem with one common set of standards across Europe when it comes to aviation safety. The EASA has benefited considerably from the UK’s expertise; we are a strong voice that should not be lost.
There are a couple of ways to achieve the aims I have set out, and I hope the Minister will be forthcoming about his negotiating stance when he responds. The first step would be to become part of the European common aviation area, which extends the liberalised aviation market beyond the EU and covers 36 countries, including our friends in Iceland and Norway. The other step would be a bilateral air transport agreement, as, indeed, Switzerland has negotiated, but such an agreement would necessarily take longer to negotiate and carry its own complexities. It is essential, however, to avoid slipping back with no deal at all and having to rely on age-old agreements that are no longer fit for the times that we fly in. A series of bilateral agreements would be bad, but falling back on past agreements would not be desirable either.
Exiting the EU cannot be done without some cost to us. The price of doing business will inevitably be a loss of influence over the rules and direction of the single market, but that should be minimised to the maximum degree. Certainty is the most important thing. The Government must not use aviation as a bargaining chip; they should come out and say that a separate agreement is required and that they will seek one out on the existing terms. Whatever the reason for the UK’s voting to leave the EU, it was not to make flying more restrictive, with greater red tape and at a higher price, or with less choice for the passenger. For all our sakes, with our future now dependent on being able to trade with the whole world, we need the first deal of the post-Brexit universe to be a good one.
The Parliamentary Under-Secretary of State for Transport (Paul Maynard): “It is a pleasure to be here today. I congratulate the hon. Member for Luton South (Mr Shuker) on securing this debate and on speaking so passionately and strongly on the behalf of Luton airport, which is in his constituency. This is a particular pleasure because we started our parliamentary careers together on the Transport Committee and here we are today discussing transport almost seven years on.
Let me start by reiterating the Prime Minister’s views on the issue. She made it clear that Members of this House will have the opportunity thoroughly to discuss how we leave the EU, and in a way that respects the decision taken by the people on 23 June. This debate is an important part of that process, as was the opportunity the House had to discuss the implications of Brexit for transport on Wednesday, when many of the themes to which the hon. Gentleman referred came up. It is also important to realise that aviation is one of the Secretary of State’s top priorities and will play a huge role in fulfilling our wider aspirations around leaving the EU: being stronger and more ambitious as a country and more outward looking and open for business. Aviation will play an even more important role in strengthening existing links with countries near and far and in building fresh links across the world.​
As the hon. Gentleman pointed out, our aviation industry is world class. It underpins the UK economy and international trade. Our airports, including Luton, are our gateways to the world. We are a big global player. We have the largest aviation network in Europe and the third largest in the world. In 2015, goods worth £155 billion were shipped by air between the UK and non-EU countries—over 40% of the UK’s extra-EU trade by value. The UK’s location and extensive aviation network make us an attractive location for global business. Some 73% of visitors to the UK come here by air. The aviation sector is a significant industrial actor in its own right, directly contributing around £20 billion to the economy in 2014, including the wider aerospace sector. The CBI rightly points out that, if the UK retains its aviation market share, air traffic growth in Asia alone will create an extra £4.7 billion in exports over the next 10 years and 20,000 high-value jobs.
As the hon. Gentleman knows, we have taken the significant decision to support a new north-west runway at Heathrow, which is a clear sign of the importance that the Government place on the aviation sector and of our commitment to improving global connections. With room for an extra 260,000 aircraft movements a year, the new runway will deliver more flights, more destinations and more growth. The benefits to passengers and the economy will be worth up to £61 billion. It will bring more business and tourism to Britain and offer more long-haul flights to new markets. By expanding Heathrow, we will show that we are open for business, confident about who we are as a country and ready to trade with the rest of the world. It will also provide a key hub for connections across the UK, improving domestic connectivity, but there is more to the story than Heathrow.
In October, we announced the go-ahead for a brand new £344 million expansion programme at London City airport. That, too, will increase connections within the UK and Europe, and support business opportunities and investment, as well as improving passengers’ journeys. Furthermore, regional airports such as Manchester and Bristol have each been spending £1 billion on improvements for passengers, with the Government supporting surface transport connectivity on road and rail around those airports. Then there is Newcastle, with a £14 million redevelopment of its departure lounge, transforming facilities for passengers before they take off on their journeys.
Last month, my noble Friend Lord Ahmad, the aviation Minister, signed a deal with China that will more than double the number of flights able to operate between our two countries, boosting trade and tourism. He was also recently in Manchester, welcoming Singapore Airlines to the city—the airline is operating its first connecting route to Manchester and onwards to Houston, Texas.
Looking wider than aviation for a moment, there are also extremely positive signs for investment in the wider transport industry in the UK. Since the referendum, we have seen several major companies announce major investments. In August, Bombardier in Derby received an order for 665 new pieces of rolling stock, delivered for Greater Anglia, which is great news for jobs and skills in the east midlands—as rail Minister, that gives me particular pleasure. Siemens, too, has committed itself to railway rolling stock manufacturing in the UK, ​as has Spain’s tram manufacturer CAF. In addition, Hitachi Rail’s new rolling stock manufacturing and assembly plant in Newton Aycliffe will create 730 new jobs. We also have Nissan’s commitment to investment, which is great news for not just the north-east but the British economy and the automotive sector as a whole.
I can understand that the referendum outcome has caused some uncertainty in the aviation industry, but the future of aviation does look bright for the UK. By expanding Heathrow, we will open up new opportunities at airports throughout the country. We should be incredibly proud of our UK airlines; they are among the best and most innovative in the world. More people fly with British airlines each year than fly with carriers from any other country, outside the US and China.
Other countries want to do business with us, our airlines and our airports, and I do not believe that that will change after we have left the EU. We must not lose sight of the momentous opportunities there will be for aviation. Aviation remains the top priority for the Department for Transport in the negotiations that will now ensue.
We are working hard across Government to ensure that our exit strategy addresses the priorities of the aviation industry. To do that we have been engaging proactively with our aviation industry to fully understand its views. Just last week, Lord Ahmad and the Secretary of State for Exiting the European Union had a very constructive roundtable with the aviation industry, including senior representatives from airports, airlines, industry bodies and regulators. That was part of a series of roundtables to allow our industry to express its views directly to Ministers and to discuss the risks, but also the opportunities, that Brexit has created.
We have released a joint statement with Airlines UK that reinforces just how important the aviation sector is in the upcoming negotiations—a point reiterated by the Secretary of State for Transport when he attended and spoke at the Airport Operators Association conference earlier this week. We remain focused on securing the right arrangements for the future, including with Europe, so that our airlines can continue to thrive and so that passengers will continue to have opportunities, choice and attractive prices.
Other areas of critical importance are the efficient regulation of safety, security measures and a seamless air traffic management system. We are considering the implications for our continued participation in the European Aviation Safety Agency system, to which the hon. Gentleman referred, and the single European sky. However, until we leave the EU, it is worth bearing in mind that EU law will continue to apply, alongside national rules.
Leaving the EU will give us more freedom to make our own aviation agreements with other countries far beyond Europe. It is vital that we seek to quickly replace or amend our EU agreements with countries such as the US and Canada. The Secretary of State for Transport has already held positive discussions with his counterpart in the US, and the aviation Minister has met numerous airlines that already operate into the UK from outside the EU. We are confident of reaching an early agreement and we will continue to engage with the industry on those issues throughout the coming months.
Alongside our preparations for Brexit, we are developing a national aviation strategy to address industrial concerns. The strategy will seek to champion the benefits that the ​third largest aviation market in the world already brings to this country. It is a long-term framework, covering airports, safety, security, competitiveness, consumers, regulation and capacity, and it will help to maximise the opportunities presented by our exit from the EU, along with the benefits of emerging technologies. Although it is at an early stage, we will look to have full, frank and constructive engagement with the industry and other partners in the aviation sector.
As Members know, the Government are not going to give a running commentary on aviation negotiations with our European partners, however tempting that prospect might occasionally be to Opposition Members. I can assure the House, however, that our negotiating position will be informed by our continued engagement ​with the aviation sector, as well as with colleagues who have an interest in it. The hon. Member for Luton South said that aviation has always been treated differently in such negotiations, and I see no reason for that to change in the immediate future. I assure him and the House that the views of all Members will be taken very seriously—not just on aviation, but across all sectors—for ultimately we are working hard to achieve the best possible outcome for our aviation industry and for Britain as a whole.
Parliamentary Questions
Q.1. Question (907129) asked by Fiona MacTaggart (Slough) on 2nd November 2016: “To ask the Secretary of State for Transport what assessment he has made of the potential effect on business of airport expansion in the South East”.
A.  John Hayes on 8th November 2016: “Expansion at Heathrow will enable businesses to take advantage of new destinations, extra seats and more frequent services. It is expected that in 2040 alone, businesses from all over the UK will make an extra 6 million trips through an expanded Heathrow. Making use of this greater international connectivity would help boost trade and productivity, and the UK economy. Not only will greater connectivity enable business travel, the significant increase in flights, especially to long haul destinations, represents a big increase in the capacity available to the air freight industry, helping to lower costs and increase trade. An additional runway at Heathrow will also deliver a significant boost in local employment and opportunities for businesses. Analysis suggests that an additional runway at Heathrow would deliver up to 77,000 local jobs by 2030. Expansion is also expected to benefit businesses located around the expanded airport, further boosting productivity”.
Q.2. Question (52309) asked by Craig Whittaker (Calder Valley) on 8th November 2016: “To ask the Secretary of State for Transport, what recent assessment he has made of the effect of noise from flights approaching Manchester Airport on people living in Calder Valley constituency”.
A. John Hayes on 18th November 2016: “Manchester Airport publishes a range of noise information on its website which can be accessed at the address below:
http://www.manchesterairport.co.uk/community/environment/what-are-we-doing/aircraft-operations/
This also includes a link to the airport’s noise action plan. As well as detailing its current measures to address aircraft noise, section 13 of this document provides an overview of the airport’s current noise monitoring. As stated in the Government’s 2013 Aviation Policy Framework, the Government expects airports to help local communities understand the noise impacts they are affected by, through the monitoring and provision of information. It is the responsibility of the airport to determine what monitoring is appropriate, and to carry out such monitoring”.
Q.3. Question (52392) asked by Karen Lumley (Redditch) on 8th November 2016: “To ask the Secretary of State for Transport, what assessment his Department has made of the effect on the capacity of Birmingham International Airport when examining the question of London airport capacity”.
A. John Hayes on 18th November 2016: “The capacity of Birmingham Airport is taken into account in the Airports Commission’s demand forecasts. The capacities for all modelled airports can be found in Table 3.2 of the Airport Commission’s Strategic Fit: Updated Forecasts report”.
Q.4. Question (HL2759) asked by Lord Beecham on 27th October 2016: “To ask Her Majesty’s Government which elements of the future surface transport needs required for the proposed third runway at Heathrow would be state funded or guaranteed”.
A. Lord Ahmad of Wimbledon on 7th November 2016: “Heathrow Airport Limited, will meet the cost of the surface access improvements necessary to allow expansion of the airport, including re-alignment of the M25, the A4 and A3044, as well as airport and terminal access roads. Where projects have wider beneficiaries, such as Western Rail Access and Southern Rail Access, the Government will expect Heathrow to fund an appropriate proportion of the costs based on the direct benefits for the airport”.
Q.5. Question (51031) asked by Karen Lumley (Redditch) on 31st October 2016: “To ask the Secretary of State for Transport, what estimate his Department has made of the potential proportion of High Speed 2 journeys that will be taken by passengers who plan to fly through Birmingham International Airport”.
A. Andrew Jones on 7th November 2016: “The Department has not made a specific estimate of the proportion of High Speed 2 journeys that will be taken by passengers planning to fly through Birmingham International Airport. Modelling has estimated the number of passengers that will board HS2 trains at Birmingham Interchange in the future but does not specify what proportion of these will come from Birmingham Airport, the National Exhibition Centre or the existing rail station”.
Q.6. Question (HL2892) asked by Lord Hunt of Chesterton on 1st November 2016:  “To ask Her Majesty’s Government what is their estimate of the extra road traffic and motor vehicle pollution likely to be generated near the expanded Heathrow airport and whether they intend to widen the M25 in order to accommodate the extra traffic near Heathrow”.
A. Lord Ahmad of Wimbledon on 7th November 2016: “The Airports Commission published, alongside its final report in July 2015, analysis of the traffic and environmental impacts from each of the three short-listed proposals for airport expansion in the South East. In addition, alongside the preference for a new northwest runway at Heathrow Airport announced on 25 October 2016, the Department for Transport published two reports – Air quality re-analysis: impact of new pollution climate mapping projections and national air quality plan and Further review and sensitivities report: airport capacity in the south-east which provide further analysis in relation to the assessment of air quality impacts and economic impacts of the proposals.
Both documents contain some assessment of future road traffic and its impact. The analysis was published on the Department’s website and copies of the reports are available from the libraries of both Houses. The Heathrow northwest runway scheme will be expected to implement an extensive package of air quality mitigation measures. The precise details of the package will be determined through the planning process, according to the framework set out in a draft Airports National Policy Statement (NPS), which will be subject to public consultation.
Additionally, the airport promoter has committed to specific targets for increasing levels of public transport use by airport passengers and employees and has pledged to there being no increase in road traffic due to airport expansion. As part of the Department for Transport’s road investment planning process the future investment needs for the M25 between junctions 10 to 16 are being considered as part of the M25 South West Quadrant Strategic Study, which will take into account the Government’s preference for airport expansion at Heathrow Airport.
Q.7. Question (52171) asked by Matthew Pennycook (Greenwich & Woolwich) on 7th November 2016: “To ask the Secretary of State for Transport, what recent assessment he has made of the effect of noise from flights approaching Heathrow Airport on people living in Greenwich and Woolwich constituency”.
A. John Hayes on 18th November 2016: “As stated in the Government’s 2013 Aviation Policy Framework, the Government expects airports to help local communities understand the noise impacts they are affected by, through monitoring and provision of information. It is the responsibility of the airport to determine what monitoring is appropriate, and to carry out such monitoring. Heathrow publishes a range of noise information on its website. The Government appreciates that noise issues are important to communities and is therefore currently reviewing several aspects of national airspace and noise policies, and will consult on these in due course. My ministerial colleague, Lord Ahmad, the Minister for Aviation and officials at the Department for Transport have been engaging with stakeholders, including representatives of communities around airports, to ensure that any changes to existing policies balance the interests of communities with those of passengers and the industry.
Q.8. Question (50682) asked by Justin Tomlinson (North Swindon) on 27th October 2016: “To ask the Secretary of State for Transport, whether his Department has made an assessment of the potential (a) economic merits and (b) benefits to passengers of a western rail link to Heathrow Airport”.
A. Paul Maynard on 4th November 2016: “Network Rail’s own data details that a Western Rail Link to Heathrow will involve over £800 million of UK economic activity, including additional economic benefits for the region. Passengers will benefit from new journey opportunities, improving access to Heathrow from the South Coast, South West, South Wales and West Midlands via a simple change of train at Reading. This will spare passengers the frustration of passing Heathrow on the way to Paddington, before having to turn around and do the last part of the journey in reverse – significantly reducing rail journey times between Reading and Heathrow”.
Q.9. Question (51319) asked by Dr. Tania Mathias (Twickenham) on 1st November 2016: “To ask the Secretary of State for Transport, what estimate he has made of the proportion of potential capacity at Heathrow Airport which will be unfilled when a new third runway is operational”.
A. John Hayes on 4th November 2016: “A third runway at Heathrow is expected to become operational in 2026 subject to the Government’s consultation on a draft National Policy Statement and the planning process. In its Strategic Fit: Forecasts report, the Airports Commission (AC) published its assessment of how much capacity at the expanded Heathrow could be used. Capacity is dependent on the level of future aviation demand. The AC therefore considered five alternate demand scenarios. Across these scenarios, Heathrow could reach full capacity by 2035, but in the lowest demand scenario, capacity may not be fully used until 2042”.
Q.10. Question (52047) asked by Karen Lumley (Redditch) on 7th November 2016: “To ask the Secretary of State for Transport, if his Department will estimate the potential effect on the number of flights to be taken from Birmingham Airport as a result of High Speed 2”.
A. Andrew Jones on 18th November 2016: “The Department does not currently have plans to estimate the number of flights to be taken from Birmingham Airport as a result of High Speed 2 and has no existing forecasts of the effect of HS2 at specific airports. HS2 is included in all the Department’s existing capacity constrained airport forecasts as a baseline scheme and this assumption was also adopted by the Airports Commission in their forecasting”.
Q.11. Question (52564) asked by Stephen Timms (East Ham) on 11th November 2016: “To ask the Secretary of State for Transport, what plans he has to improve connections between existing airports in the period before the proposed new runway at Heathrow Airport opens”.
A. John Hayes on 16th November 2016: “Airports and airlines operate in the private sector, it is therefore for airlines to determine which routes they operate. However Government recognises the importance of protecting existing domestic air routes to London that are in danger of being lost. Where appropriate Government will look to protect these routes through public service obligations. The Government’s current road and rail investment programmes are seeing huge levels of investment in our transport network which will provide improved rail and road links to and between our country’s cities and airports. The Government plans to develop a new Aviation strategy to replace the 2013 Aviation Policy Framework next year. As part of developing the strategy Government will consider the role of connections between existing airports, and Government’s use of public service obligations”.
Q.12. Question (52805) asked by George Kerevan (East Lothian) on 14th November 2016: “To ask the Secretary of State for Transport, what assessment he has made of the potential merits of establishing an Independent Aviation Noise Authority”.
A. John Hayes on 21st November 2016: “The government is considering recommendations put forward by the Airports Commission for an independent aviation noise body and will consult on these matters shortly”.
Q.13. Question (51752) asked by Justin Tomlinson (North Swindon) on 3rd November 2016: “To ask the Secretary of State for Business, Energy and Industrial Strategy, what steps his Department is taking at international level to reduce carbon dioxide emissions from aircraft”.
A. Jesse Norman on 11th November 2016: “The Government believes that international aviation emissions, given their global nature, are best tackled at the global level. The Department for Transport leads on this issue, working closely with the Department for Business, Energy and Industrial Strategy. In October the UK and the 190 other States agreed to introduce a global measure to address CO₂ emissions from international aviation in the UN’s International Civil Aviation Organisation (ICAO). Under the deal, which is a major step to ensure international aviation contributes to the Paris Agreement’s wider climate objective of keeping the global temperature rise below 2°C, airlines will offset their emissions with reductions from other sectors and activities, with the aim of delivering carbon-neutral growth of international aviation from 2020. The UK’s focus will now be on ensuring the measure is implemented successfully across the world”.
Q.14. Question (51427) asked by Richard Burden (Birmingham, Northfield) on 1st November 2016: “To ask the Secretary of State for Transport, whether he has the power to enforce landing slot requirements at Heathrow Airport to ensure (a) access for domestic flights and (b) the use of cleaner aircraft by airlines in the event of a third runway being built at that airport”.
A. John Hayes on 9th November 2016: “Under European Union regulations airport slot allocation in the UK is managed by a designated co-ordinator independently of the Government, the Civil Aviation Authority and other interested parties. However, the Secretary of State for Transport made clear in his recent statement on airport capacity that the Government will take all necessary steps to enhance the UK’s domestic air connectivity including, where appropriate, ring-fencing a proportion of new slots for routes supported by public service obligations”.
Q.15. Question (51322) asked by Ian C. Lucas (Wrexham) on 1st November 2016: “To ask the Secretary of State for Transport, what the runway capacity was for each UK airport in each of the last 10 years”.
A. John Hayes on 4th November 2016: “UK Aviation Forecasts (Department for Transport, January 2013), Table 3.10 gave estimates of annual runway and passenger capacities for the 31 principal UK airports in 2008. See: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/223839/aviation-forecasts.pdf.
Strategic Fit Forecasts (Airports Commission, July 2015), Table 3.2 gave estimates of annual runway and passenger capacities for the 31 principal UK airports in 2011. See
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/439687/strategic-fit-updated-forecasts.pdf.

LONDON AND SOUTH EAST NEWS
1st November – Heathrow Chairman says airport expansion will be a success story. Lord was Deighton making his first speech since Government’s runway decision.
1st November – Gatwick’s waste-plant short-listed for Sustainability Leaders Award. Gatwick is also one of the first global airports to sign new Airports Sustainability Declaration.
2nd November – Second cargo-only service set to operate out of Heathrow. The service will offer 100 tonnes of additional cargo capacity a week to Heathrow and starts tomorrow.
3rd November – KLM is returning to London City airport in 2017. Airline is returning after 8 years absence and will offer up to 4 services a day to Amsterdam Schiphol.
7th November – Flybe will continue service between London City Airport and Cardiff. It was originally introduced as an alternative to get to London whilst Severn Tunnel was closed.
9th November – Gatwick is one of top 5 fastest growing airports in Europe. The news came from ACI this week.
9th November – 1st phase of major overhaul to London City departures area now open. A £19m project is now over halfway complete, following the opening of 5 transformed gates.
10th November – Heathrow cargo surges 7% in wake of Government 3rd runway announcement.  The airport also welcomed 6.5 million passengers in October.
11th November – Booming passenger numbers highlight Luton Airport’s call to Government for improved rail connectivity.  October figures up nearly 19% from same period last year.
15th November – Heathrow publishes Fly Quiet League table. British Airway’s short-haul fleet are the quietest flying to the airport.
15th November – Easyjet committed to keeping its base at Luton Airport.  CE announces its HQ will remain in Luton and the carrier had faced a year of ‘significant challenges’.
17th November – Plane approaching Heathrow Airport had near miss with drone. Report just published says the incident happened near the Shard on 18th July.
17th November – Four councils threaten legal action if Government does not withdraw support for Heathrow expansion. Government says it will strongly defend any challenge.
20th November – Huge fire breaks out near Heathrow Airport. A cordon was put in place but flights in and out of the UK’s largest airport were not affected.
20th November – Heathrow protest: 15 charged over demonstration on motorway. Small group laid down on M4 spur road in front of oncoming traffic yesterday, causing disruption.
24th November – Gatwick announces biggest-ever annual investment in development projects. £250 million investment for the forthcoming financial year is part of the airport’s £1.2 billion transformative capital investment plan to be spent over five years.
25th November – Heathrow expansion plans may ‘break Government climate change laws’. The Committee on Climate Change said it had “concerns” over how the DfT had presented its case for expanding the hub in relation to greenhouse gas emissions.

REGIONAL NEWS
2nd November – ASQ ranks Bristol Airport UK No 1 for customer satisfaction. Airport Service Quality (ASQ) is the industry standard for airports across the world, and is managed by ACI.
2nd November – Belfast Airport makes aviation history. For the first time in its 53 years as a commercial airport, it saw launch of 6 new routes by one airline, Ryanair, within a 4-day period.
3rd November – New flight from Liverpool Airport to Eastern Europe will start next year. Wizz Air will fly three times a week to the southern Romanian city of Craiova.
3rd November – Flybe expands winter schedule from Southampton Airport. It includes two new routes to Lyon and Munich.
4th November – Welsh businesses want increase in Cardiff domestic flights. 22% surveyed in 2016 CBI Infrastructure Survey, says it is critical to improve domestic flight connections.
4th November – EU decision ‘abysmal’ says Belfast Airport. It says ruling to block funding package to protect Northern Ireland’s only scheduled trans-Atlantic service, defies logic.
5th November – Weekend closures begin for runway work at East Midlands. Airport will shut for first of 7 consecutive weekends to resurface the runway – a first for a UK airport.
7th November – US pre-clearance hope for Edinburgh Airport.  It has been selected by US officials as one of 11 possible new sites for expansion of their pre-clearance operations.
8th November – October passenger numbers continue to rise for Cardiff Airport. The rolling total number of passengers from November 15 to October 16 is up by 19%.
9th November – First Ryanair flights to Bristol to Bucharest begin.  It is the first ever scheduled service between the UK South West and Romania.
11th November – Doncaster Sheffield Airport centred project selected for Northern Powerhouse Investment Portfolio. Sheffield City Region backed investment project was unveiled by Northern Powerhouse Minister Andrew Percy.
14th November – Edinburgh Airport launches Masterplan public consultation. The airport has launched a six week public consultation on its Masterplan 2016 – 2040.
16th November – Busiest October in Dublin’s 76 year history. Passenger numbers reached almost 25 million last month.
16th November – Shannon Airport will have new Lufthansa Frankfurt route next year. New weekly service will run on Saturdays from April to October.
17th November – Upgrade for Bristol Airport car parks. £20m is being invested across the Silver Zone, staff and long-stay car parks, with a new reception building for customers.
18th November – Dublin Airport welcomes 11 new services this winter. New services include Flybe route to Doncaster and Ryanair to Hamburg, Germany and Sofia, Bulgaria.
23rd November – Southend Airport voted Best Airport in UK (under 3 million passengers) by AOA. This is the second year in a row that the airport has scooped this award.
24th November – Direct rail link between Glasgow Airport, Paisley and city centre is to be built. Council leaders’ decision is based on securing Glasgow’s long term economic future.
24th November – Logan Air announce more flights between Norwich Airport and Jersey. Increase in flights will form part of Summer 2017 schedule.
24th November – Jersey Airport passenger figures increase. October figures are 4% up on the same period last year.
28th November – Liverpool Airport embarks on terminal improvement works. About £4m is being invested in a refurbishment/upgrade of part of upper floor of the Departure Lounge.
28th November – Jet.com will fly year round from Leeds Bradford to Berlin. The twice weekly flights will run on Mondays and Fridays.

NATIONAL AND OTHER INDUSTRY NEWS
7th November – British Air Transport Association (BATA), changes its name.  The trade body for UK-registered airlines is now ‘Airlines UK – the association of UK airlines’.  Further information can be seen here and here.
9th November – Fall in profit for Flybe. Exeter-based airline Flybe has warned that the weak pound following the Brexit vote poses a challenge to the airline industry.
14th November – Aer Lingus has its lowest share of Dublin capacity in 10 years. Airline is however, flying more seats than ever.
16th November – Skyscanner study reveals UK’s fastest airports. Birmingham tops poll of UK’s 5 fastest airports, followed by Edinburgh, Glasgow, Bristol and Heathrow in that order.
16th November – Only one UK carrier makes it into world’s top ten airlines. Virgin Atlantic made it into 6th place in list compiled by AirHelp a flights delay compensation company.
17th November – Gatwick Airport and Boeing propose building new hangar. They announce they’ve begun discussions to build a commercial maintenance hangar at the airport.
22nd November – What the airport of the future may look like. The concept, produced by Airport Parking and Hotels, suggests the check-in process will become “an automated doddle” by the year 2040.
22nd November – AOA hands out awards during annual conference. Belfast wins Best Environmental Initiative whilst Luton Airport was highly commended in the same category.
23rd November – Ryanair could introduce free flights in 5 years’ time. CEO Michael O’Leary says it can be achieved by no APD and gaining revenue through airport outlets.
23rd November – Heathrow holding times reduced due to new technology. Efforts are paying off according to new statistics from NATS.
24th November – First flight for the Airbus 350-1000 is undertaken. It successfully completed its first flight on November 24 with a round trip from Toulouse-Blagnac Airport.
24th November – Dronezone created following spate of near misses with aircraft. The CAA guidance for drone users can be found at dronesafe.uk

EUROPEAN NEWS
8th November – European partners wish to integrate drones into European airspace. European Commission’s services (DG MOVE), European Defence Agency (EDA), European Aviation Safety Agency (EASA) and SESAR Joint Undertaking (SJU) are stepping up efforts to address integration of drones into European aviation/ATM system.
18th November – NATS will get EU funding. NATS and INEA, the European Commission Innovation and Networks Executive Agency, today signed grant agreements totalling €26 million of EU funding to help the UK accelerate the upgrading of its air traffic management systems in support of delivering a Single European Sky.

SASIG LIBRARY ADDITIONS
2016 Norwich Airport Framework Agreement can be seen here.