Albanese delivers election speech to aviation forum

At this week’s Aviation Summit in Sydney, Minister for Infrastructure etc Albanese declared that the Labor Government has “a long-term year vision for the industry with over 130 policy initiatives” some of which it has already started to implement.

Albanese was in electioneering mode as he went on to list key initiatives:

• improving aviation safety through significant investment in the Civil Aviation Safety Authority, new fire stations at airports, and improved tower services;

• improved air traffic control services, including the rollout of future satellite-based technology;

• enhancing aviation security through a A$200 million package included in this year’s budget;

• pursuing further liberalisation with key international aviation markets in Europe, China, Asia and the Pacific;

• improved airport planning and better integration with land transport planning; and

• putting in place mechanisms to ensure proper consultation and engagement with communities about airport operations and development.

Here’s some of the detail, as delivered by Albanese on Tuesday:

In this year’s Budget, the Government provided additional funding of $89.9 million for the Civil Aviation Safety Authority. This funding will mean the nation's independent aviation safety watchdog can recruit and retain 97 additional safety specialists, safety analysts and airworthiness inspectors.

This funding will allow CASA to expand its surveillance activities and fulfill its increasingly complex regulatory responsibilities. It will assist CASA to respond to challenges such as increasing activity of low-cost carriers, increasing helicopter operations, and the introduction of new aircraft types such as the Boeing 777 and the Airbus A380. And it will ensure CASA is vigilant in relation to foreign carriers operating into Australia or overseas conduct of maintenance.

The Government also understands the importance of supporting vital investments in infrastructure. Airservices' is investing nearly $900 million over five years to maintain, upgrade and replace our air traffic control and rescue and fire fighting infrastructure network…

In May 2009, I requested a report on the safety of air traffic services at 10 regional airports. I received CASA’s final report this month and have asked Airservices to work with CASA to implement the recommendations contained in the report for enhanced air traffic surveillance and services at these regional airports...

Australia does have a world class aviation security system, however we need to remain vigilant. In February, the Government announced a comprehensive $200 million aviation security package. The package includes investment in new technologies and strengthened security procedures.

Full body scanners will be introduced progressively at screening points servicing international passengers next year. Australia will increase the number of sniffer and explosives detection dogs by 50 percent at Australia’s major international airports…

To progress the development of screening equipment for liquid-based explosives, we will be conducting joint trials with the United States and the United Kingdom later this year…

We have expanded our regime of visits, inspections and security assessments at last ports of call airports for flights coming to Australia …

In the White Paper, the Government confirmed our commitment to continue to take a liberal approach to the negotiation of international air services rights. Our aim is to balance the economic, trade and tourism benefits that flow from opening up markets, whilst ensuring Australia’s national interest is protected.

We recognise that our airlines have benefited from international competition. Australia has one of the most open and liberal aviation markets in the world. Today, three of Australia’s domestic airlines are owned by foreign investors: Tiger, Regional Express, and Skywest. Virgin Blue, our second largest domestic airline, began life owned by foreign investors, but is now majority owned by Australians. Opening up our domestic aviation market has delivered lower fares and a greater range of services for consumers. Today, half of all passengers travelling to and from Australia do so under open skies agreements or open capacity agreements.

The negotiation of Open Skies is not an end in itself. With any agreement, the national interest must be served before Australia will sign up. In saying that, we do regard the general trend towards liberalisation as beneficial not just for national economies but also the global economy. In all cases, we seek to negotiate arrangements which keep available capacity and traffic rights ahead of current airline demand. This enables airlines to make commercial decisions about where to fly and how often to fly, free from government interference, and to plan for future growth.

However, it is essential that liberalisation of the international market is fair and balanced. Opening up third and fourth freedom capacity, while retaining outdated ownership restrictions, and prohibitions on fifth freedom services, does not deliver a balanced playing field. Our geographical position means we are an end point market - that is just a fact of life. A range of important destinations - Europe, the east coast of North America - cannot be reached non-stop from Australia.

To compete effectively in the global aviation industry, our airlines require usable fifth freedom rights if they are to compete with the geographically advantaged carriers who operate from mid hemisphere hubs. For an airline from Asia or the Middle East, every flight from Australia to its home base is also a flight to London, Paris, Berlin or Rome. Without usable fifth freedom rights Australian carriers cannot compete on a fair and equal playing field.

That is why it is a key element of how Australia approaches air services negotiations. We are also committed to negotiating bilateral agreements that provide for designation on the grounds of “incorporation and principle place of business”, to lay the groundwork for future liberalisation of the bilateral system. But this is a long-term process.

Going further than open skies agreements, the creation of the Single Aviation Market between Australia and New Zealand demonstrates what is possible. When combined with arrangements between safety regulators for Mutual Recognition of Air Operators Certificates, an airline from New Zealand can provide domestic services within Australia as if it were part of New Zealand, and vice-versa…

While our major airports are on Commonwealth land and subject to Commonwealth planning decisions, they do not operate in isolation from other businesses and the communities around them.

A key policy announced in the White Paper was to improve the integration of on- and off-airport development and to improve coordination across federal state and local planning as it affects airports. It is vital that our airports are well-connected with land transport infrastructure, whether it is road or rail. Better planning and better consultation makes for better airports.

The Government has introduced legislation to strengthen the master planning process for federal airports. The legislation will require airport master plans to include four key planning elements.

Firstly, a ground transport plan showing how the airport’s facilities, including its internal roads, connect with the road and public transport system outside the airport.

Secondly, details on proposed use of the land within the next five years, particularly non-aeronautical developments such as retail centres.

Thirdly, information on the likely economic impact of any proposed developments including on employment.

And fourthly, analysis of how the master plan aligns with state, territory and local planning laws.

At the same time, we are providing greater leverage for the airports to engage the state planning authorities about developments and transport links around the airport. Planning coordination forums will be established at in capital city airports to manage an ongoing dialogue involving senior representatives of the airport, commonwealth and state governments. The intention of these reforms is not to constrain development, but to ensure that airport and government planners work together more constructively than they have in the past.

The Government places great emphasis on improving the relationship between the industry, airports and their surrounding communities. Community aviation consultation groups will be established at federal airports, building on existing arrangements where appropriate…

There is clearly a need to address Sydney’s future aviation capacity. The cap and the curfew are, on my watch untouchable. Sydney airport is approaching its practical capacity. Options for slots for new services are diminishing as the morning and evening peaks spread.

The simple fact is Sydney does need a second airport, and we need to plan for it now.

The Government has taken the lead in establishing a joint taskforce with the NSW government to develop a strategic plan for meeting the future aviation needs for the Sydney region. This year’s Budget committed $8.5 million to the taskforce. For the first time, planning for airport capacity will be integrated with broader land use and transport planning, including options for public transport…

Aircraft noise remains a major cause for concern in the communities near airports. It is important that the community can be confident of a fair assessment of any complaints they make.

In the White Paper, the Government announced the establishment of an Aircraft Noise Ombudsman, to give residents a better way to follow up issues and complaints about aircraft noise and improve the flow of public information.

I am pleased to announce the first appointment to the new position of Aircraft Noise Ombudsman. Mr Ron Brent, currently Deputy Ombudsman in the office of the Commonwealth Ombudsman, will take up the new position from 1 September 2010.

As Aircraft Noise Ombudsman he will oversee the handling of aircraft noise enquiries and complaints by Airservices, independently review noise complaint handling and make recommendations for improvements where necessary.

The Aircraft Noise Ombudsman will also monitor and review Airservices’ consultation arrangements. The Ombudsman will provide regular reports to the Airservices Board and the Minister, and produce a detailed annual report for publication…

 

There’s a not a lot that’s new and fresh in all of that. It’s largely a summary of the policy directions the Rudd (and basically that’s what it’s been) has taken on aviation issues over the last (almost) three years.

Are you encouraged by it? Or disappointed? Your comments are welcome below.