Policy paper

2010 to 2015 government policy: aviation and airports

Updated 8 May 2015

This was published under the 2010 to 2015 Conservative and Liberal Democrat coalition government

This policy paper was withdrawn on

See the latest aviation and airports policies.

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This publication is available at https://www.gov.uk/government/publications/2010-to-2015-government-policy-aviation-and-airports/2010-to-2015-government-policy-aviation-and-airports

This is a copy of a document that stated a policy of the 2010 to 2015 Conservative and Liberal Democrat coalition government. The previous URL of this page was https://www.gov.uk/government/policies/making-sure-uk-airports-and-airlines-are-safe-secure-and-competitive-while-reducing-their-impacts-on-the-environment-and-communities. Current policies can be found at the GOV.UK policies list.

Issue

UK airports carry more than 200 million passengers and over 2 million tonnes of freight every year. These numbers are forecast to increase in the future.

We need to make sure that airports and airlines provide the domestic and international connections the UK needs to grow and prosper. We will take into account the climate change impacts of air travel and the impact of noise on people living near our airports. We will continue to make sure that air travel is safe and secure.

Actions

Improving our airports

To meet the aviation needs of the UK, we:

  • published our aviation policy framework which balances the economic benefits of air travel with its impact on the environment and local communities
  • set up an independent commission to look at what extra capacity we’ll need in the short, medium and long term
  • are investing in a new rail link from Heathrow to the west of England and south Wales by 2021
  • are allowing foreign airlines to pick up passengers at Gatwick or Stansted when flying to other destinations, leading to more new routes
  • promote the role regional airports play in UK aviation connectivity
  • published our guidance on the protection of regional air access to London
  • target new carriers, particularly those in emerging markets such as Latin America, India and south-east Asia

Reforming aviation regulation

We’ve removed old and unnecessary regulations by:

Air traffic services

To improve air traffic services in the UK, we’re:

  • working with the National Air Traffic Services (NATS) to bring the public and private sectors together to plan how to manage increasing demand for air traffic services
  • using air traffic forecasts to predict demand for air travel up to the year 2020, so that government departments, the CAA, airports and airlines can plan their services

International aviation

Air services beyond the EU are subject to bilateral and multilateral Air Services Agreements (ASAs). These determine how often and on what basis international air services operate. The government wants to make these agreements less restrictive so that airlines can operate freely and competitively. To do this we seek to liberalise the ASAs that the UK is a party to and remove unnecessary restrictions.

Aviation security and safety

We work with the CAA to monitor the safety and security of passengers and freight. To do this we:

  • publicly list aircraft that are banned from operating in the UK
  • require operators to have effective quality assurance and safety management arrangements
  • research health issues regarding aeroplane cabins, deep vein thrombosis, disruptive behaviour and air quality

We’re also modernising the regulatory regime for aviation security to promote innovation and efficiency, ensure the best possible passenger experience and bring it into line with better regulation principles.

Building on a similar and successful approach in aviation safety, we’re moving to a more outcome focused risk based (OFRB) method for security regulation. We will introduce security management systems (SeMS) – a systematic way of managing security.

We’re running a series of pilot schemes in which industry operators will develop the SeMS approach. Once we’re satisfied that SeMS is sufficiently robust and beneficial, we’ll begin to roll it out. This will give us a sound basis for the development and piloting of the OFRB approach.

Background

In August 2011 we published our response to the advice from the Committee on Climate Change to the previous administration on options to reduce the CO₂ emissions from aviation below 2005 levels by 2050. Alongside this response we published new aviation demand forecasts and an assessment of the relative cost-effectiveness and abatement potential of different measures for reducing UK aviation CO₂ emissions to 2050.

To shape this policy, we used economic and statistical analysis, appraisal, evaluation, modelling and research.

Who we’ve consulted

Aviation policy

Between March and October 2011 we engaged with the devolved administrations, aviation industry, business community, environmental groups, local authorities, local residents’ groups and stakeholders in the English regions as part of the developing a sustainable framework for UK aviation: scoping document. Between July and October 2012 we consulted the same groups on the draft aviation policy framework.

Aviation security

The consultation document Better regulation for aviation security set out proposals to modernise the regulatory regime for aviation security. The intention is to bring it into line with better regulation principles, promote innovation and efficiency and improve passenger experience.

Airport capacity

The independent Airport Commission regularly consults as part of its investigation into options for short, medium and long term extra airport capacity.

Bills and legislation

The Civil Aviation Act 2012 sets out the government’s plans to reform the regulatory framework for civil aviation in the United Kingdom. It enables the CAA to modernise the way it operates and meet the needs of customers more effectively.

Appendix 1: air traffic management

This was a supporting detail page of the main policy document.

National Air Traffic Services (NATS) manages air traffic management services in the UK and is a public-private partnership regulated by the CAA. The government is one of two principal shareholders. The Airline Group, a group of the 7 main UK airlines, is the controlling shareholder.

In July 2011, we ran a call for evidence to explore the options for the future of the government’s 49% shareholding in NATS.

In September 2011, we asked airline operators and aviation industry organisations if NATS should extend its air traffic services licence by 25 years to allow it to finance itself more efficiently.

Appendix 2: international aviation

This was a supporting detail page of the main policy document.

There are few areas in aviation, apart from airport development, in which the UK is free to – or can effectively – make policy in isolation from other countries. Most new aviation laws are made by the EU, and air traffic management rules are made by EUROCONTROL, the European Organisation for the Safety of Air Navigation.

In Europe, we work closely with the 40 other countries in the European Civil Aviation Conference. Globally, we cooperate with the 188 signatories to the Chicago Convention, working through the International Civil Aviation Organization.

Treaties with other countries

Air services to countries outside the EU are subject to bilateral treaties known as Air Services Agreements (ASAs). ASAs set down the number and type of services that can be operated. The government is responsible for managing existing ASAs and negotiating new ones. The UK generally seeks to open up and liberalise these agreements to enable airlines to operate freely and competitively.

The International Aviation, Safety and Environment Division of the Department for Transport negotiates ASAs, discussing aims with industry stakeholders. This involves negotiating traffic rights from more airports in the UK to more destinations abroad, gaining access for more airlines to compete on routes which are already served and allowing airlines to compete on price. In general, the UK aims to remove as many economic restrictions as possible on airlines’ ability to operate freely.

The International air services in the UK overseas territories document, published 9 June 2010, provides more detail.

Appendix 3: developing an evidence-based aviation policy

This was a supporting detail page of the main policy document.

To ensure that transport systems are effective, transport decisions and policies made by government are informed by economic and statistical analysis, appraisal, evaluation, modelling, and research.

To provide the best evidence base for planning transport policies and schemes, mathematical models are used to analyse complex transport patterns.

Analysis

Guidance on transport modelling and appraisal

To take into account developments in modelling practice the department continually undertakes research to improve guidance.

  • guidance on modelling and forecasting for major transport schemes requiring government funding is available through WebTAG, DfT’s Transport Analysis Guidance.

Research reports

Statistics

Further information

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