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In addition to the information provided previously
and which has been summarised within CAP1004, further actions have been undertaken to
improve the interfaces as set out below:
TC Centre:
o Established ‘Interface Agreements’, covering safety, service,
communications and customer interfaces, between NERL and
Birmingham, Southampton, Stansted, Luton, London City, Farnborough,
Gatwick, Heathrow and Stobart Southend (Non-NSL) airports
o Established operational managers with responsibility for relationships
with airports
AC Centre:
o Established operational managers with responsibility for relationships
with airports
o Held the first AC/Airport interface meeting, in early 2014, at GM/Senior
Air Traffic Control Officer level, with all airports within the area of
responsibility invited
o Proposes to continue these meetings bi-annually, with the next
scheduled for 6th November where a draft Service Level Agreement will
be presented initially covering safety issues
Last updated: 18 November 2021
The relevant circumstances at Gatwick
include:
1‘Review of price and service quality regulation at
Heathrow, Gatwick and Stansted airports: Setting the
scene for Q6’
http://www.caa.co.uk/docs/5/Q6SettingScene.pdf
• CAA’s initial views on SMP and regulatory
design2
• airline and airport views about the needs
of future passengers;
at the airport;
• the variety of business models at the
airport;
The document also covers:
• CAA objectives for CE
• legal context for the review
• scope of airports activities under review
• strategic questions for discussion
• duties of the Regulator – division of
responsibilities
• CAA expectations of participants’
behaviour;
• CAA use of Constructive Engagement
material
• consent to consult
The CAA will retain overall responsibility for
economic regulation, which may include
setting price controls, and for instigating the
processes leading up to and informing
Last updated: 02 November 2021
, Gatwick, Stansted, Luton, and London City airports.
Last updated: 08 November 2023
CAA
had a choice as to whether to include Heathrow in the market but not providing a constraint
to Gatwick, or to exclude Heathrow from the market.
Last updated: 03 November 2021
The modernisation of the
LTMA airspace, through a singular design, is a critical prerequisite to expansion at London
Heathrow and is further heightened in importance when other London airport expansion
plans are considered for their effects on traffic growth within the LTMA.
Last updated: 24 February 2026
The airport
had a commercial incentive to increase the hourly throughput, airlines would
apply for the resulting slots rather than see their competitors secure them, and
there was no overall movement cap to act as a constraint, unlike at Heathrow, for
example.
Last updated: 15 October 2021
To that end, activity to develop national targets
for TANS will be conducted separately to this process and the NERL
Customer Consultation Mandate.
12 The International Civil Aviation Organisation.
13 Based on 2011 Eurocontrol data, the following UK airports are within scope of the 70,000IFR air
transport movements threshold: Heathrow, Gatwick, Manchester, Stansted, Edinburgh, Luton and
Birmingham.
Last updated: 01 April 2013
Additional appointments included visits to Belfast City and International Airports and a
roundtable discussion with Howard Davies, Chair of the Airports Commission.
Last updated: 15 October 2021
Our separate note on indexation and the cost of debt provides a workable approach to indexation which,
we believe, would be appropriate for airports.
Last updated: 02 November 2021
In the case of Heathrow, Gatwick and Stansted the policy is given effect by the
Secretary of State’s requirement for most departing aircraft to follow the noise preferential
routes (NPRs) which form the initial part of the Standard Instrument Departures (SIDs).
Last updated: 27 January 2002
