§ 64. Mr. Stodartasked the President of the Board of Trade if he will name the airports in the United Kingdom which are equipped with surveillance radar and those that are not, together with the number of aircraft movements at each.
§ Mr. J. P. W. MallalieuFollowing is a list of the principal aerodromes available for public use, divided into those equipped and not equipped with surveillance radar, and showing in each case166W total Movements of aircraft, and total Air Transport Movements, in the year 1966.
(1) AERODROMES EQUIPPED WITH SURVEILLANCE RADAR Total Movements Air Transport Movements Aerodrome 1966 1966 Belfast (Aldergrove) 28,911 25,071 Birmingham (Elmdon)* 45,744 13,621 Bournemouth (Hurn)* 26,895 2,473 Glamorgan (Rhoose)* 22,384 7,198 Glasgow (Abbotsinch) 37,253 30,907 London (Heathrow) 224,099 209,306 London (Gatwick) 65,248 33,239 Manchester (Ringway)* 49,875 35,463 Prestwick 24,479 12,872 Southend 35,553 29,076 *Radars at these aerodromes also serve other aerodromes.
(2) AERODROMES NOT EQUIPPED WITH SURVEILLANCE RADAR Aberdeen (Dyce) 16,858 3,628 Blackpool 43,126 7,854 Bristol (Lulsgate)† 27,563 9,670 Cambridge 59,846 701 Coventry† 24,265 941 East Midlands Airport (Castle Donington) 18,557 4,973 Edinburgh (Turnhouse) 50,257 10,383 Leeds/Bradford 42,010 10,215 Liverpool (Speke)t 34,715 19,655 Luton 41,120 6,033 Lydd 23,523 22,962 Newcastle (Woolsington) 17,116 7,234 Portsmouth 9,195 2,376 Southampton† 16,403 11,733 Stansted 28,091 206 Tees-side (Middleton) 23,444 2,706 †These aerodromes receive service from radars at other aerodromes.
§ 65. Mr. Stodartasked the President of the Board of Trade what estimate he has made of the cost to commercial aircraft using Turnhouse Airport, Edinburgh, in 1966 and 1967, respectively, through delays caused by the absence of suveillance radar equipment.
§ Mr. J. P. W. MallalieuA detailed analysis has been made of the possible savings in flight time which might have been achieved by air transport using Turnhouse aerodrome in May and June, 1967 if radar separation had been available. Estimates of the corresponding savings in airline costs necessarily contain a large element of judgment. In my judgment the direct saving in airline costs would not at present equal the cost of providing a radar service, namely, about £30,000 p.a.