Equitable access for the UK's regions must be a key consideration when the case for future runway capacity in the South East is determined this summer, Lord John Shipley, Chair of the National Connectivity Task Force, will announce later today when its independent report is published.
The National Connectivity Task Force (NCTF), established in the early autumn last year to focus on the case for enhanced regional air connectivity, studied six scenarios for delivering enhanced regional air access in the context of new runway capacity. Outlining the conclusions of a comprehensive and independent study 'Air Connectivity Matters - Linking the Nations and Regions of Britain to London and the World,' stressed this is a “one-time, transformational opportunity” to change Government policy on regional air access, whichever runway scheme is selected.
Speaking to Routesonline ahead of an address to an audience of policy-makers, aviation and travel industry representatives and regional and business leaders, at the official release of the study, Lord Shipley said: “There is a chance to institute a major rethink of DfT’s policy of non-intervention, which for 20 years has de facto prioritised international air access over domestic services to London’s two largest airports. The effect of the repeated failure of Government to make strategically important decisions about runway capacity in the South East over the last quarter of a century and then see them through, is a heavily congested and impaired market which forces UK regions to rely on overseas hubs for their global connectivity.”
Respondents to the NCTF’s questionnaire included stakeholders from the aviation sector as well as business communities, and cities and regions outside London and the South East. The report will suggest that early action should be taken in advance of the new runway capacity, to prevent UK regions relying on overseas hubs while they wait for the new SE runway capacity.
The report will also suggest that air travellers should be able to accomplish four to six hours of business in London and be able to get home the same day, or reach global cities with one stop within 24 hours (with the possible exception of the Asia Pacific region).
“But our analysis indicates that Amsterdam Schiphol will have effectively reached practical operating capacity in 2017 while Paris CDG and Frankfurt Airports will be similarly full by 2030. Already the peak 07:00-09:00 am period shows Amsterdam with a 92% runway utilisation, Paris 87% and Frankfurt 95% – rendering few opportunities for the future development of new routes from the UK regions and potentially threatening, in the medium to long term, some of those that already exist”
Lord John Shipley
Chair of the National Connectivity Task Force
The Task Force’s online questionnaire survey indicated that 95 percent of those who responded agreed that it was more important to be connected to a UK hub, rather than an EU hub. The report will highlight that eighty percent of participants want to see interim measures to improve regional air access to London improved quickly – rather than waiting until a new runway is built.
Lord Shipley stated that: “New South East runway capacity must benefit the whole of the UK and not just London and the South East”.
The report will say that mechanisms practiced in Europe such as the use of Public Service Obligations (PSO) should be put in place where there are no regional air links, particularly in areas which aren’t served by high speed rail links.
The Task Force’s report is expected to identify an alternative option for additional capacity in the form of RAF Northolt serving as a regional satellite, capable of providing acceptable access to Heathrow’s long-haul network.
He went on to note that: “If the preferred choice for additional capacity is Gatwick Airport with its point to point traffic focus there will remain a strategic requirement to promote regional links to other hubs in order to meet equitable global access”.
The loss or lack of a London link, Lord Shipley noted, has challenged the long-term viability of some UK regional airports. Blackpool and Plymouth have recently temporarily or permanently ceased hosting air services, while Prestwick Airport was only saved from closure by the intervention of Scottish Government.
The report is expected to show that the NCTF reviewed the following six options in terms of runway capacity in the South East: do nothing; a second runway at Gatwick; a second runway at Gatwick but with Northolt converted into a satellite link to Heathrow; a third runway at Heathrow – Low Regional Growth and Slot Allocation; third runway at Heathrow – Base Regional Growth and Slot Allocation; and finally, a third runway at Heathrow – High Regional Growth and Slot Allocation.
The report will suggest that a third runway at Heathrow – Base Regional Growth and Slot Allocation will offer the most attractive regional outcome with regards to incremental benefits against incremental costs.
The report will say that clear political vision and leadership is now needed to grasp the once-in-a-generation opportunity that a new runway will offer to link the whole of the UK quickly and efficiently to London and the wider global community.
Related Content
