| Aviation
– frequently asked questions
Q.
What did you want to see from the Government’s
White Paper?
We
want the Government to commit to sustainable
growth that provides the express industry with
the aviation capacity to meet the needs of its
customers. In essence:
•
Recognition of the role and importance of the
express segment of the airfreight sector.
• Sufficient aviation capacity, including
at night.
• Sufficient ground infrastructure
Government
should utilise the potential for new capacity
at existing locations.
Why?
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Significant
investment has been made at these airports
providing new infrastructure and operational
facilities. Furthermore, complex logistical
arrangements have been developed to meet
our customer’s needs based on using
these locations. |
Q.
What does this mean in respect of new runways?
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Increased
capacity at Heathrow and Stansted, including
at least 2 new runways. |
| •
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Development
of East Midlands Airport as a regional hub
of significant strategic importance to UK
plc. |
| •
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The
development of Edinburgh as the express
parcel and airmail hub for Scotland, as
long as this does not rule out any future
operations at Glasgow |
Q.
Do you believe there will be increased demand
for Express services?
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The
Government’s consultation papers rightly
recognises that the express industry has
enjoyed significant levels of growth in
recent years – estimated at an annual
rate of over 20% between 1991 and 2001. |
| •
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This
growth is expected to continue at around
7% over the next 10 years – three
times the anticipated rate of GDP growth
(OEF Report). |
Q.
Are there sufficient slots available at existing
airports
| •
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Yes,
but AICES would like the Government to ensure
that airport operators cannot continue the
trend of shutting out express and freight
operators in favour of more fruitful (because
of revenues from terminal facilities) passenger
services. This is something that has concerned
AICES members for some time and must addressed
if they are to invest with any certainty
in the future. |
| •
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Economic
research shows that a typical passenger
flight has a catalytic economic benefit
of just £20,000 whilst an average
cargo aircraft slot is estimated to be £58,000
(OEF Report) – the Government must
ensure that such economically beneficial
slots are allowed to be maintained by express
operators. |
Q.
Do you want express only airports?
| •
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We
do not believe that freight only airports
are a viable option despite the proposition
appearing attractive. |
| •
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At
present 90% of freight is moved by commercial
passenger aircraft, thus there would not
be enough critical mass to make freighter
only airports a viable commercial proposition.
|
| •
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We
would prefer to see existing airports ensure
that freight operators have sufficient facilities
and capacity at night and that the Government
ensures a “freighter friendly”
environment at key airports used by the
express industry.
|
NIGHFLIGHTS & NOISE
Q.
Why do express operators need to fly at night?
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The
ability to fly at night is particularly
important for express operators to meet
the time sensitive needs of customers that
range from manufacturers to hospitals (BE
PREPARED TO GIVE EXAMPLES FROM THE OEF REPORT).
This usually requires goods to be picked
up at the end of the working day, for delivery
early the following day. This reduction
of "daylight" in-transit time
is how companies generally perceive delivery
lead times so as to provide competitive
advantage. |
| •
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Express
services are used primarily by UK business
to achieve the next business day delivery
of goods and documents to customers throughout
Europe and North America. The only way to
achieve such a delivery schedule is by the
operation of aircraft outside of normal
business hours, including those defined
as night, between 11pm and 6am. Nightflights
are only used when no other alternatives
are available |
Q.
How many nightflights are there a year?
•
AICES members operate around 14,500 night
flights in the UK each year. This accounts for
48% of all their flights.
Q.
What would happen if next day delivery service
were no longer available?
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Reduced
competitiveness - Two-thirds of UK companies
consider next-day express delivery services
as very important to meeting their commitments
to clients and good access to markets is
the most important factor influencing international
location decisions. |
| •
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In
a recent CBI survey, one in six (16%) companies
said they would consider re locating outside
the UK if express companies could no longer
guarantee next day deliveries by the operation
of night flights. |
| •
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This
figure is far higher for new economy firms
where 80% said they might have to relocate.
Overall, 60% of firms said they would be
badly affected. |
Q.
How would business be affected?
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Increased
investment costs (warehouses and stocks). |
| •
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Ongoing
expense due to having to revert to less
cost-efficient processes. |
| •
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Loss
of competitiveness. |
| •
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Inability
to satisfy customer demand or expectations
– 32% of SMEs expect that they would
lose orders if next-day international delivery
were no longer available. |
| •
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All
this would force companies to consider relocation
overseas. |
Q.
Couldn’t you change your flight times?
| •
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No.
This would require the changing of working
practices that include pick up, sortation
and delivery across many market places.
It would also mean securing new slots in
destination airports. The business and environmental
economies of scale would also be lost. |
| •
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The
reality is that the reason why flights are
at night is because they need to be. |
Q.
Is the industry concerned about noise from nightflights?
| •
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Yes.
We accept that aircraft operating at night
may be perceived by communities close to
airports as a disturbance and nuisance.
The express courier industry takes this
issue of noise extremely seriously. |
| •
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The
UK is certainly already a leader in environmental
regulation and has tough noise regimes in
place for Heathrow, Gatwick and Stansted.
AICES agrees with others in the aviation
world that the most appropriate way to address
the environmental consequences of aviation
should be by controlling and reducing the
scale of adverse impacts; taking mitigation
measures against remaining impacts; and
providing compensation for impacts remaining
after mitigation measures.
|
Q.
What steps has the industry taken?
•
Members of AICES have taken numerous voluntary
initiatives to reduce the impact of night operations:
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Investment
in new aircraft - To reduce noise and emissions,
the express industry is investing over 3,300
million euros in quieter and cleaner aircraft
for use in Europe. |
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Adaptation
of operational and flight procedures to
minimise noise impact - Express operators
co-operate with airport authorities to develop
flight procedures which have the least impact
on the environment, while respecting safety
requirements. |
| o |
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Divert the transport of shipments from air
to road or rail - Whenever possible, express
operators divert from air to road and raito
transport their shipments. |
| •
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At
East Midlands Airport, for example, the
package of measures developed by the Airport
Authority imposes operational restrictions,
less flexibility and increased costs on
our members. This was approved by Aviation
minister, David Jamieson who said: “The
Secretary of State is satisfied that these
controls are sufficient in all the circumstances
of the case, including the broad long-standing
policy that noise controls should be settled
locally where possible, such that designation
is not appropriate for the present.” |
Q.
Who does AICES believe should be responsible
for noise mitigation measures?
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AICES
supports and advocates sensible noise regulation,
but believes that such regulation is best
achieved within an international framework.
AICES is of the opinion that ICAO is the
most appropriate organisation responsible
for managing the environmental effects of
the global aviation system. |
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