HC Deb 25 January 1968 vol 757 cc165-6W
64. Mr. Stodart

asked 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. Mallalieu

Following 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 case 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. Stodart

asked 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. Mallalieu

A 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.

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