User:Mangostar/Air transport in the United Kingdom

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Air transport in the United Kingdom is the commercial carriage of passengers, freight and mail by aircraft, both within the United Kingdom (UK) and between the UK and the rest of the world. In the past 25 years the industry has seen continuous growth, and the demand for passenger air travel in particular is forecast to increase from the current level of 236 million passengers to 465 million in 2030. Two airports; London Heathrow Airport and London Gatwick Airport, are amongst the top ten busiest airports in the world. More than half of all passengers travelling by air in the UK currently travel via the five London area airports, though regional airports have experienced the most growth in recent years, due to the success of 'no-frills' airlines over the last decade.

Contents

[edit] History

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The advent in the mid 1990's of ’no-frills’ carriers, such as easyJet, has had a significant impact on air travel in the UK. In 2005 these airlines carried 77.5 million passengers, up from just 4.3 million in 1996.[1] They are responsible for the growth of regional airports, operating from 35 airports in 2006 compared to 10 in 1996, and increasing the choice of international destinations, serving 150 in 2006, compared to 12 a decade earlier.[2] The annual rate of growth in the overall demand for air travel has remained stable since 1975, and current growth is being serviced by the no-frills airlines at the expense of traditional carriers which, since 2000, have experienced flat or declining traffic levels.[3][4] In response, traditional carriers have lowered costs to compete more effectively on price, leading to lower prices on the short haul routes serviced by this sector, especially in business fares.[5] They have also limited or reduced capacity and in some cases launched no-frills subsidiaries of their own.[6]

Growth in air transport movements 1981–2006
Growth in air transport movements 1981–2006

In the period 1981 to 2006 the number of terminal passengers increased by 400 per cent and air transport movements by 250 per cent.[7][8] Although the transport of freight declined slightly year on year between 2004 and 2006, in the decade since 1996 air freight has increased by 31 per cent.[9] During the period in which government policy was being formulated the number of passengers exceeded 200 million, and in 2006 the industry handled over 236 million passengers (up 3 per cent from the previous year), with nearly 2.4 million air transport movements (up 1.8 per cent).[10][11][8]

[edit] Infrastructure

Air traffic services for all UK airspace is provided by National Air Traffic Services (NATS), which also provides air traffic control at 15 airports.[12] The largest airport operator is BAA Limited, owner of seven UK airports including London Heathrow airport and London Gatwick Airport.[13] In some cases airport ownership is in the hands of local government authorities rather than private businesses, and the largest UK owned operator, Manchester Airports Group, operator of Manchester Airport, Bournemouth International Airport, East Midlands Airport, and Humberside International Airport, is owned by a consortium of 10 Manchester area local authorities.[14] Whilst the number of airports in the UK runs into hundreds, many are smaller aerodromes dealing with general aviation rather than air transport. In terms of the latter, statistics are collected from 59 main airports, and the largest concentration of services is located in the London and South East of England areas.

Largest UK airports 2006
Largest UK airports 2006

Heathrow is the largest airport in the country, handling over 67 million terminal passengers in 2006, making it the third busiest airport in the world, and the busiest if measured by the number of international passengers.[15][16] Nearly a third of all overseas residents visiting the UK enter the country via this airport, which also handles more than a fifth of all overseas visits by UK residents.[17] Even though there are no dedicated freight services operating out of Heathrow, the practise of transporting cargo in the holds of passenger aircraft means that this airport still accounts for more than half of all freight handled by UK airports.[18] Gatwick airport, with 34 million terminal passengers, is the second largest in the country, eighth busiest in the world for international passenger traffic, and lays claim to the busiest single runway airport in the world.[15][16][19] Between them the five London airports handle nearly 137 million terminal passengers, 59 per cent of the national total.[20] Stansted and East Midlands airports have both experienced large growth in freight handling over the past decade, and these two airports are the major hubs for express freight operations.[21]

Outside of London and the South East, the use of regional airports has increased dramatically in recent years, with the amount of air traffic using these facilities doubling in the period 1995 to 2005.[22] To illustrate this growth, in the five years from 2001 passenger numbers at the regional airports of Exeter International Airport, Bristol International Airport, and Newcastle Airport increased by 191 per cent, 113 per cent, and 60 per cent respectively. In the same period the largest airports experienced some of the slowest growth, with Heathrow passenger numbers increasing by 11 per cent, and those of Gatwick increasing by less than 10 per cent.[23]

Although the number of airports in the UK runs into hundreds, many are smaller aerodromes dealing with general aviation rather than air transport. In terms of the latter, statistics are collected from 59 main airports, and the largest concentration of services is located in the London and South East of England areas. Heathrow is the largest airport in the country, handling over 67 million terminal passengers in 2006, making it the third busiest airport in the world, and the busiest if measured by the number of international passengers.[15][16] Nearly a third of all overseas residents visiting the UK enter the country via this airport, which also handles more than a fifth of all overseas visits by UK residents.[24]. Heathrow is also a cargo gateway and usually has up to 20 dedicated cargo aircraft using its facilities every day. The largest of which is DHL who also lease cargo aircraft to British Airways for weekend operations. [25] Gatwick airport, with 34 million terminal passengers, is the second largest in the country, eighth busiest in the world and lays claim to the busiest single runway airport in the world.[15][16][26] Between them the five London airports handle nearly 137 million terminal passengers, 59 per cent of the national total.[27] As far as dedicated cargo services are concerned, Stansted and East Midlands airports have both experienced large growth in freight handling over the past decade, and these two airports are the major hubs for express freight operations.[28] Outside of London and the South East, the use of regional airports has increased dramatically in recent years, with the amount of air traffic using these facilities doubling in the period 1995 to 2005.[29] To illustrate this growth, in the five years from 2001 passenger numbers at the regional airports of Exeter International Airport, Bristol International Airport, and Newcastle Airport increased by 191 per cent, 113 per cent, and 60 per cent respectively. In the same period the largest airports experienced some of the slowest growth, with Heathrow passenger numbers increasing by 11 per cent, and those of Gatwick increasing by less than 10 per cent.[30]

The availability of airport capacity has been identified as an important constraint on the ability to meet the increasing demand for air travel. In many cases airport capacity is already fully used in meeting current demand. At Heathrow and Gatwick airports the runways are full for "… virtually the whole day". In 2003 the runway at Birmingham airport was expected to reach full capacity by 2009 at the latest, whilst terminal capacity at Edinburgh airport had reached its limit.[31] Government forecasts that year predicted that by 2030 the number of passengers could rise to between 400 million passengers per annum (mppa) and 600 mppa, representing a two to threefold increase, and a figure of 500 mppa by 2030 was regarded by the government as robust.[10][32] In 2006 the government reported that at 228 mppa the demand for air travel the previous year was in line with the 2003 forecast, but also revised the forecast demand for 2030 downwards to 465 mppa as a result of capacity constraints, even taking into account proposed airport developments.[33]

[edit] Airlines

Largest UK airlines 2006
Largest UK airlines 2006

The majority of all passengers travelling by air to or from the UK are carried by UK airlines, of which there are around forty, and at the end of 2006 the UK air transport fleet numbered 963 aircraft, flying just under 1.2 million flights and averaging over eight hours of flying daily.[34][35] Together the two largest airlines as measured by passenger numbers; British Airways and easyJet, account for nearly half of the 127 million passengers flown on UK airlines. In terms of capacity, both available and used, British Airways is again the largest airline, whilst easyJet is pushed into third place by Virgin Atlantic Airways. British Airways passenger flights also account for over 50 per cent of all cargo carried by UK airlines, and when combined with its cargo operations the airline carries over 60 per cent of all cargo carried by UK airlines.[36]

The advent in the mid-1990s of ’no-frills’ carriers, such as easyJet, has had a significant impact on air travel in the UK. In 2005 these airlines carried 77.5 million passengers, up from just 4.3 million in 1996.[37] They are responsible for the growth of regional airports, operating from 35 airports in 2006 compared to 10 in 1996, and increasing the choice of international destinations, serving 150 in 2006, compared to 12 a decade earlier.[38][39] The annual rate of growth in the overall demand for air travel has remained stable since 1975, averaging 5.8 per cent annually.[40] Recent growth is being serviced by the no-frills airlines at the expense of traditional carriers which, since 2000, have experienced flat or declining traffic levels.[41][42] In response, traditional carriers have lowered costs to compete more effectively on price, leading to lower prices on the short haul routes serviced by this sector, especially in business fares.[43] They have also limited or reduced capacity and in some cases launched no-frills subsidiaries of their own.[44]

The majority of all passengers travelling by air to or from the UK are carried by UK airlines, of which there are around forty, and at the end of 2006 the UK air transport fleet numbered 963 aircraft, flying just under 1.2 million flights and averaging over eight hours of flying daily.[45][46] Together the two largest airlines as measured by passenger numbers; British Airways and easyJet, account for nearly half of the 127 million passengers flown on UK airlines. In terms of capacity, both available and used, British Airways is again the largest airline, whilst easyJet is pushed into third place by Virgin Atlantic Airways. British Airways passenger flights also account for over 50 per cent of all cargo carried by UK airlines, and when combined with its cargo operations the airline carries over 60 per cent of all cargo carried by UK airlines.[47]

[edit] Passengers and destinations

Passenger numbers 1981–2006
Passenger numbers 1981–2006

Just over a fifth of all terminal passengers are travelling on domestic routes only, whilst half are travelling between the UK and the rest of the European Union (EU).[48][49] Of the latter, travel between the UK and Spain, France, Germany and Italy account for around half, with Spain almost matching the other three combined in terms of passenger numbers. Outside of the EU, the USA, the Far East, Switzerland and the Middle East together account for just over half of all passengers flying between the UK and the rest of the world, with the USA exceeding the other three combined in terms of passenger numbers.[50] Air travel is the most popular mode of transport for visitors both to and from the UK. In 2005 it was used for 80 per cent of all visits by UK residents travelling overseas and by 74 per cent of all inbound visits.[51] Just over a quarter of all passengers are travelling on business.[52] The advent of no-frills carriers has had a significant effect on passenger travel profiles, with strong growth in business travel from regional airports, and increasing inbound traffic generated for the purposes of non-UK residents visiting friends and relatives based in the UK. Whilst these carriers have been perceived to democratise air travel, providing the opportunity for lower income groups to travel more often, the main result is actually that middle and higher income groups travel more often, and often for shorter trips.[53]

Scheduled and Seasonal Direct US Desinations Served by UK Airports

Just over a fifth of all terminal passengers are travelling on domestic routes only, whilst half are travelling between the UK and the rest of the European Union (EU).[54][55] Of the latter, travel between the UK and Spain, France, Germany and Italy account for around half, with Spain almost matching the other three combined in terms of passenger numbers. Outside of the EU, the USA, the Far East, Switzerland and the Middle East together account for just over half of all passengers flying between the UK and the rest of the world, with the USA exceeding the other three combined in terms of passenger numbers.[56] Air travel is the most popular mode of transport for visitors both to and from the UK. In 2005 it was used for 80 per cent of all visits by UK residents travelling overseas and by 74 per cent of all inbound visits.[57] Just over a quarter of all passengers are travelling on business.[58] The advent of no-frills carriers has had significant a significant effect on passenger travel profiles, with strong growth in business travel from regional airports, and a significant increase in inbound traffic generated for the purposes of non-UK residents visiting friends and relatives based in the UK. Whilst these carriers have been perceived to democratise air travel, providing the opportunity for lower income groups to travel more often, the main result is actually that middle and higher income groups travel more often, and often for shorter trips.[59]

[edit] Government regulation and policy

The law governing aviation in the UK is defined by the Civil Aviation Act 1982, which is updated periodically with amendments, the latest being the Civil Aviation Act 2006.[60] The government department responsible for legislating changes in national policy and long term strategy relating to aviation is the Department for Transport (DfT). At the operational level the independently run Civil Aviation Authority (CAA) regulates economic, safety, and consumer protection aspects, as well as airspace policy, although these responsibilities are being increasingly ceded to the European Aviation Safety Agency (EASA).[61] International aspects of air transport are regulated by agreements made within the International Civil Aviation Organisation (ICAO) as established by the Chicago Convention, whilst most new legislation is now made at the European level through the European Civil Aviation Conference (ECAC). As a consequence, other than in airport development, there are few aspects of the air transport industry in which the government can act in isolation.[62]

In December 2003 the Government published The Future of Air Transport White Paper which detailed the Government's approach to the future development of air transport. The White Paper does not in itself authorise or preclude any development, but seeks instead to define a "national strategic framework for the future development of airport capacity" over the next 30 years.[63] The principal conclusion is that the two extremes of failing to provide additional airport capacity, and encouraging growth without regard for the wider impacts, are equally unacceptable options. Instead a "balanced and measured approach" to the future of air transport in the UK is adopted.[64] The Government's approach is designed to cater for the forecast growth in demand, thus supporting economic prosperity nationally and enabling ordinary people to travel at reasonable cost, whilst at the same time managing and mitigating the environmental impacts of aviation and ensuring that the costs associated with them are reflected in the price of air travel (see detailed sections below).[65] In December 2006 the Government published the Air Transport White Paper Progress Report 2006 to report on progress made in "… delivering a sustainable future for aviation."[66] The report re-iterates the Government’s commitment to the strategy defined in the original White Paper, stating that it "… strikes the right balance between economic, social and environmental goals."[67]

[edit] Economic impact

Main article: User:Mangostar/Economic impact of air transport in the United Kingdom

The aviation industry and the government have together commissioned two significant studies into the economic impact of air transport, both undertaken by the consultancy Oxford Economic Forecasting (OEF). The first; The Contribution of the Aviation Industry to the UK Economy, was published in 1999 and was used as a source of economic information in The Future of Air Transport White Paper.[68][69] The second study; The Economic Contribution of the Aviation Industry in the UK, co-sponsored by the national tourist agency VisitBritain, was published in October 2006 to extend and update the earlier report, and was used as a source in the Air Transport White Paper Progress Report 2006.[70][69] Both studies concluded that whilst aviation is an important industry in its own right, the most important contribution is as "… a facilitator of growth for the economy as a whole."[71][72]

Environmental groups dispute the economic benefits that are claimed for air transport, and the OEF reports have been specifically challenged. The Aviation Environment Federation (AEF), publishing the Rebuttal of Oxford Economic Forecasting Report, has labelled the 2006 OEF report "biased and misleading".[73] AirportWatch, an umbrella movement for national environmental organisations and airport community groups opposed to aviation expansion, has produced a critique of the 2006 OEF report and the DfT’s reliance on economic research that has been "… sponsored by the aviation industry."[74] In response to government policy supporting further growth in aviation, Friends of the Earth (FoE) published Pie in the Sky in September 2006. This study concludes that the economic benefits of aviation have been exaggerated, and that the costs arising from environmental damage, as well as to other sectors of the economy, are ignored.[75] Also published in 2006, the Environmental Change Institute study Predict and decide - Aviation, climate change and UK policy re-examined the economic arguments made in favour of aviation, concluding that restricting future growth would not necessarily be detrimental to the economy, and could potentially result in some economic benefits.[76]

[edit] Environmental impact

Main article: User:Mangostar/Environmental impact of air transport in the United Kingdom

Whilst carbon emissions from all UK activities other than aviation had declined by 9 per cent in the 10 years between 1990 and 2000, carbon emissions from aviation activities doubled in the same period.[77] Air transport in the UK accounted for 6.3 per cent of all UK carbon emissions in 2006.[78] When the radiative forcing impact of other emissions are taken into account the total impact of emissions attributable to aviation is estimated to be twice that of its carbon emissions alone.[79] Although the Government has committed to reducing total UK carbon emissions by 60 per cent from existing levels by 2050, its policy is based on the use of "… economic instruments to ensure that growing industries are catered for within a reducing total."[80] Even if this reduction in total carbon emissions is achieved, research published in February 2006 concluded that aviation could account for between 24 per cent and 50 per cent of the UK's carbon budget by 2050.[81] The strategy adopted in the White Paper seeks to mitigate the global impact of air transport primarily through emissions trading schemes. Although the Kyoto Protocol implemented emissions trading as a means to reduce emissions at national levels, the global nature of air transport means that international (but not domestic) air travel is excluded from this mechanism. The Government is seeking to redress this through the International Civil Aviation Organisation (ICAO), but progress is slow. In the meantime efforts are being made to include aviation in the EU Emission Trading Scheme with an original target to implement this by 2008.[82] In 2006 the Government re-affirmed this policy as the best approach for addressing the climate change impacts of aviation, and current proposals aim at accomplishing this for all flights within the EU by 2011, with the scheme being extended to include all flights to and from the EU the following year.[83][84] Critics of the Government's policy advocate addressing climate change impacts by constraining demand for air travel. The study Predict and Decide - Aviation, climate change and UK policy concludes that the Government should seek an alternative aviation policy based on managing demand rather than providing for it.[85] This would be accomplished via a strategy that presumes "… against the expansion of UK airport capacity" and restrains demand by the use of economic instruments to price air travel less attractively.[86]

[edit] Notes

  1. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, pp.4–5, figs. 2.4 & 2.5
  2. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, p.1, section 2.1
  3. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, pp.1–3 & pp.7–10
  4. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, p.3, section 3.13 & ch.3, p.6, section 3.25
  5. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, pp.3–4 & ch.4, pp.12–13
  6. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, p.4
  7. ^ CAA Statistics 2006 - Foreword pp. 4–5. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03. Definitions: Air transport movements are landings or take-offs of aircraft engaged on the transport of passengers, cargo or mail on commercial terms. A terminal passenger is a passenger joining or leaving an aircraft at the reporting airport. A passenger travelling between two reporting airports is counted twice, once at each airport. A passenger who changes from one aircraft to another, carrying the same flight number (change of gauge) is treated as a terminal passenger, as is an interlining passenger. A transit passenger is a passenger who arrives at and departs from a reporting airport on the same aircraft which is transiting the airport. Each transit passenger is counted once only and not both on arrival and on departure.
  8. ^ a b CAA Statistics 2006 - Use of UK Airports 1981–2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  9. ^ CAA Statistics 2006 - Freight 1996–2006 Tonnes. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  10. ^ a b The Future of Air Transport, para. 2.8, p. 23
  11. ^ CAA Statistics 2006 - Terminal and Transit Passengers 2006 – Comparison with the Previous Year. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  12. ^ About Us - NATS. National Air Traffic Services. Retrieved on 2007-10-29.
  13. ^ BAA at a glance. BAA Limited. Retrieved on 2007-10-27.
  14. ^ Manchester Airport: About Us & Our Group. Manchester Airport PLC. Retrieved on 2007-10-27.
  15. ^ a b c d CAA Statistics 2006 - Size of UK Airports 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  16. ^ a b c d ACI Information Brief – July 2007. Airports Council International. Retrieved on 2007-10-03.
  17. ^ Travel Trends – International Passenger Travel Survey 2005 News Release. Office for National Statistics. Retrieved on 2007-10-03.
  18. ^ The Economic Contribution of the Aviation Industry in the UK, p. 33
  19. ^ About BAA Gatwick. BAA Limited. Retrieved on 2007-10-03.
  20. ^ Heathrow, Gatwick, Stansted, Luton and London City. CAA Statistics 2006 - Size of UK Airports 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  21. ^ The Economic Contribution of the Aviation Industry in the UK, p. 34
  22. ^ No-Frills Carriers: Revolution or Evolution?, ch.1, p.8, section 1.32
  23. ^ CAA Statistics 2006 - Size of UK Airports 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03. Exeter and Bristol airports changed their names to became 'International' airports in 2000 and 1997 respectively.
  24. ^ Travel Trends – International Passenger Travel Survey 2005 News Release. Office for National Statistics. Retrieved on 2007-10-03.
  25. ^ The Economic Contribution of the Aviation Industry in the UK, p33
  26. ^ About BAA Gatwick. BAA Limited. Retrieved on 2007-10-03.
  27. ^ Heathrow, Gatwick, Stansted, Luton and London City. CAA Statistics 2006 - Size of UK Airports 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  28. ^ The Economic Contribution of the Aviation Industry in the UK, p34
  29. ^ No-Frills Carriers: Revolution or Evolution?, ch.1, p.8, section 1.32
  30. ^ CAA Statistics 2006 - Size of UK Airports 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03. Exeter and Bristol airports changed their names to became 'International' airports in 2000 and 1997 respectively.
  31. ^ The Future of Air Transport, para. 2.11–2.12, p. 24
  32. ^ The Future of Air Transport, para. 25, p. 154
  33. ^ Air Transport White Paper Progress Report 2006, paras. 4.4 & 4.11
  34. ^ CAA Statistics 2006 - Air Passengers by Type and Nationality of Operator 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  35. ^ CAA Statistics 2006 - All Services 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  36. ^ CAA Statistics 2006 - All Services 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03. Capacity is measured in 'seat kilometres', i.e. the number of seats available/used multiplied by the distance flown.
  37. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, pp.4–5, figs. 2.4 & 2.5
  38. ^ No-Frills Carriers: Revolution or Evolution?, Executive Summary, p.2, "The impact of no-frills carriers on airports and in the UK regions" para.1
  39. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, p.1, section 2.1
  40. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, p.8, section 2.15
  41. ^ No-Frills Carriers: Revolution or Evolution?, ch.2, pp.1–3 & pp.7–10
  42. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, p.3, section 3.13 & ch.3, p.6, section 3.25
  43. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, pp.3–4 & ch.4, pp.12–13
  44. ^ No-Frills Carriers: Revolution or Evolution?, ch.3, p.4
  45. ^ CAA Statistics 2006 - Air Passengers by Type and Nationality of Operator 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  46. ^ CAA Statistics 2006 - All Services 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  47. ^ CAA Statistics 2006 - All Services 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03. Capacity is measured in 'seat kilometres', i.e. the number of seats available/used multiplied by the distance flown.
  48. ^ CAA Statistics 2006 - Domestic Terminal Passenger Traffic 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  49. ^ CAA Statistics 2006 - EU and Other International Terminal Passenger Traffic 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  50. ^ CAA Statistics 2006 - International Passenger Traffic to and from UK Reporting Airports (in Thousands) by Country 1996–2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  51. ^ Travel Trends – International Passenger Travel Survey 2005. Office for National Statistics. Retrieved on 2007-10-03.
  52. ^ CAA Passenger Survey Report 2006 Table 4b, p. 18. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-27.
  53. ^ No-Frills Carriers: Revolution or Evolution?, Executive Summary pp.4–6 & ch.4, p.11, section 4.18
  54. ^ CAA Statistics 2006 - Domestic Terminal Passenger Traffic 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  55. ^ CAA Statistics 2006 - EU and Other International Terminal Passenger Traffic 2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  56. ^ CAA Statistics 2006 - International Passenger Traffic to and from UK Reporting Airports (in Thousands) by Country 1996-2006. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-03.
  57. ^ Travel Trends – International Passenger Travel Survey 2005. Office for National Statistics. Retrieved on 2007-10-03.
  58. ^ CAA Passenger Survey Report 2006 Table 4b, p18. United Kingdom Civil Aviation Authority. Retrieved on 2007-10-27.
  59. ^ No-Frills Carriers: Revolution or Evolution?, Executive Summary pp.4–6 & ch.4, p.11, section 4.18
  60. ^ Civil Aviation Bill. Department for Transport. Retrieved on 2007-10-26.
  61. ^ Frequently Asked Questions - What does the Agency do?. European Aviation Safety Agency. Retrieved on 2008-01-25.
  62. ^ An introduction to air. Department for Transport. Retrieved on 2007-10-26.
  63. ^ The Future of Air Transport, para. 1.6, p17
  64. ^ The Future of Air Transport, para. 2.172.18, p26
  65. ^ The Future of Air Transport, Executive Summary Conclusions & para. 2.18, p26
  66. ^ Air Transport White Paper Progress Report 2006
  67. ^ Air Transport White Paper Progress Report 2006, para. 1.2
  68. ^ The Contribution of the Aviation Industry to the UK Economy , p. 1
  69. ^ a b Alexander’s Ragtime Band, p. 1
  70. ^ The Economic Contribution of the Aviation Industry in the UK, p. 9
  71. ^ The Economic Contribution of the Aviation Industry in the UK, p. 11
  72. ^ The Contribution of the Aviation Industry to the UK Economy , p. 5
  73. ^ OEF - another misleading economics report. Aviation Environment Federation (9 January 2006). Retrieved on 2008-01-25.
  74. ^ AirportWatch Briefing Sheets. AirportWatch (September 2006). Retrieved on 2007-10-09. Word document titled: AirportWatch study on OEF report (Feb 2007)
  75. ^ Pie in the sky, pp. 3–5
  76. ^ Predict and decide - Aviation, climate change and UK policy, pp. 51–52
  77. ^ Predict and decide - Aviation, climate change and UK policy, p4
  78. ^ Soaring future for cheap flights?. BBC (11 June 2007). Retrieved on 2007-09-10.
  79. ^ Air Transport White Paper Progress Report 2006, para. 2.25
  80. ^ The Future of Air Transport, paras. 3.36 & 3.37, pp39 & 40
  81. ^ Contraction & Convergence: UK carbon emissions and the implications for UK air traffic p4. Tyndall Centre for Climate Change Research (February 2006). Retrieved on 2007-09-10. There is some debate about whether the government's target of a 60% reduction, which would stabilise carbon emissions at 550ppmv, is sufficient to mitigate against climate change, and a more stringent target of 450ppmv has been suggested. Under this scenario aviation would account for between 50 and 100 per cent of the UK's carbon budget by 2050.
  82. ^ The Future of Air Transport, paras. 3.39–3.40, p.40
  83. ^ Air Transport White Paper Progress Report 2006, paras 2.5 – 2.11
  84. ^ Press release - Climate change: Commission proposes bringing air transport into EU Emissions Trading Scheme. European Union (20 December 2006). Retrieved on 2007-10-20.
  85. ^ Predict and decide - Aviation, climate change and UK policy, p96, section 11.9
  86. ^ Predict and decide - Aviation, climate change and UK policy, p4

[edit] References