HC Deb 15 February 1951 vol 484 cc109-12W
Mr. Emrys Hughes

asked the Parliamentary Secretary to the Ministry of Civil Aviation if he will make a statement arising out of the report made on Prest-wick Airport to the Scottish Council by a Committee under chairmanship of Lord Clydesmuir.

Mr. Beswick

My noble Friend has examined the Report, in consultation with the Secretary of State for Scotland. He greatly appreciates the thorough way in which the Committee have dealt with this technically difficult and controversial subject and is grateful for the conspicuous fairness they have shown in their recommendations.

He accepts the first two recommendations of the report, that the construction of a flying boat base as an integral part of the airport would not be justified and that the alignment of runways and pro-

It is the view of my right hon. Friend the Minister of Fuel and Power that, in the present circumstances, it is not desirable that electricity should be used for continuous room heating.

posed site of new airport buildings selected by his Department are the most suitable. He also accepts the suggestion that the main runway should be extended and that it should remain the principal runway, the projected new runway becoming a subsidiary. These recommendations are in close accord with the advice he has received from the Scottish Aerodromes Board. The recommendation that the main runway should be extended by 900 feet, however, requires careful examination.

The permitted all up weight of the Stratocruiser was increased from 142,500 lb. to 145,800 lb. on 26th June last, i.e., whilst the Committee was sitting. Tests with these aircraft by the British Overseas Airways Corporation have only just been completed. As a result, it has been agreed that a runway length of 7,000 or 7,100 feet will enable the main runway to be used on 85 per cent. of occasions for Stratocruisers at full load. On 10 per cent. of occasions the crosswind component is too great to allow the main runway to be used, so that the additional 400 or 500 feet above this length recommended by the Committee would affect the use of the runway on only about 5 per cent. of occasions, even when the Stratocruiser is loaded to maximum all up weight, which is by no means always the case.

Accordingly by noble Friend proposes to take the following steps:

  1. (a) The main runway will be extended as soon as possible towards the west by about 400 feet, and part of the present boundary wall between the Ayr—Kilmarnock road and the runway will be pulled down. This will at once give a usable length of 7,000 feet for take-off to the east, the direction used on 38 per cent. of occasions.
  2. (b) The main Ayr—Kilmarnock road will be diverted. The exact extent of the diversion will require consideration, but in any event it will be sufficient to allow room for a 1,000 feet over-run with 500 feet to spare. This will permit of a 7,500 feet runway if this is required.
  3. (c) An undulation in the main runway will be removed to afford the Stratocruiser an improved take-off.

He has already given instructions for the extension of the runway to be put in hand and the diversion of the road to be discussed with the competent authorities. The work will be completed as fast as is compatible with the physical and legal processes involved. Demolition of the wall between the road and the runway has already started.

The sixth recommendation of the Committee requires careful study. A subsidiary runway is provided for those occasions when a strong cross wind renders the main runway unusuable—a condition which of itself limits the length required of the subsidiary runway.

The problems of safeguarding the approaches to the airport and the precautions required to avoid subsidence of the existing site and of further extensions are being studied with the other bodies concerned in accordance with normal practice. This examination is continuing in the light of the Committee's recommendations but no apprehension need be felt that the safeguarding plan will fail to provide for any extension likely to be required.

The Committee stress the need for feeder services and recommend in effect that the existing Renfrew services should be transferred to Prestwick, which would thenceforward supplant Renfrew as the airport for Glasgow. A certain number of feeder services between Prestwick and other centres has been approved although agreement has not yet been reached about the conditions of operation. My noble Friend hopes that the Company concerned will find itself able to operate as many of these services as possible. The larger point of the transfer from Renfrew to Prestwick raises a major issue directly concerned with the management of the British European Airways Corporation. My noble Friend has drawn the attention of the Chairman of the Corporation to this recommendation but he feels bound to point out that, with full knowledge of the characteristics, of both aerodromes and of the traffic potential in the West of Scotland, the Corporation has no hesitation in choosing Renfrew as the most appropriate terminus for their Scottish services. The Minister has complete confidence in the judgment of the Corporation on this matter.

The views put forward in the two final recommendations have been noted. Should arrangements be made whereby local authorities might own and operate aerodromes needed for scheduled air services, their application to Prestwick Airport would, of course, be considered. The detailed points concerning the terminal building and transport arrangements are receiving careful examination.