HC Deb 02 April 2003 vol 402 cc702-3W
Mr. Heald

To ask the Secretary of State for Transport what proportion of air travel from Stansted airport was accounted for by(a) residents of the south east of England, (b) residents of other parts of the UK and (c) overseas residents, in the last year for which figures are available; and if he will make a statement. [106218]

Mr. Jamieson

[holding answer 1 April 2003]

Distribution of passengers1 at Stanstead airport by area of residence: 2001
South East2 (including London) 30
East of England3 23
Rest of the United Kingdom 19
Overseas 28
In 2001, 81 per cent. of all passengers at Stansted Airport started or ended their journey in the South East, or East of England GORs.
1 Arrivals and departures
2 Government Office Region (GOR)
3 Including Essex and the rest of the East of England GOR

Mr. Prisk

To ask the Secretary of State for Transport how the noise preferential routes for Stansted airport under the option of three additional runways as outlined in The Future of Air Transport in the South were determined. [106502]

Mr. Jamieson

No noise preferential routes have been determined for any of the possible additional runways in the consultation document. Aircraft arrival and departure routes were developed for various airport locations to assist with the modelling of noise exposure and local air quality, so that the relative impacts of the many runway development options could be compared.

Routes to and from new runways in all the airport options were derived in essentially the same manner. Routes to and from existing runways were left unchanged wherever practical, and routes for new runways were based on the existing airspace structure of airways, waypoints, holding areas etc.

Arrival routes to all runways were assumed to be straight in on the runway heading. Departure tracks for new runways at an airport, and existing runways where necessary, were based on existing departure routes as far as practical.

In practice, the development of one or more new runways in the south east would require substantial changes to the region's airspace structure which could affect thefinal configuration of routes. It was not feasible to predict in detail how airspace in the south east might need to be reorganised in the long term to cater for increased activity. As part of the SERAS study, CAA and NATS did carry out a high level assessment of the overall pressures on airspace of sample combinations of new airport capacity up to 2030 and concluded that the increase in air traffic could be accommodated.

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