Scotland’s international connectivity

The discussion document set out what the Scottish Government aims to achieve for international air connectivity, based on existing strategies and commitments:

“To help airports and airlines rebuild and grow Scotland’s international air connectivity following COVID-19 to support inbound tourism and sustainable economic growth, whilst reducing the environmental impact of aviation in line with the Scottish Government’s commitment to be a net-zero nation by 2045.

This includes achieving similar levels of global connectivity as leading peer nations and regions (e.g. Ireland and Catalonia) with the ultimate aim of being able to travel between Scotland and any major city in the world either directly or with, at most, only one stop. Such improvements in international connectivity support Scottish business and stimulate new markets for inbound tourism.”

Q4. Considering future challenges and opportunities, what changes, if any, should we make to our approach to help achieve our aim for international connectivity?

Among those who answered this question, most supported proposals for improving international connectivity, especially the introduction of new international routes, and viewed that this was essential for the Scottish economy:

Good international connectivity is crucial for the economy of Scotland’s cities, with Edinburgh and Glasgow providing direct flights to a significant range of international destinations, including hub airports such as London Heathrow and Amsterdam Schiphol. Connections to these hub airports are particularly important to smaller regional airports providing a gateway to long haul destinations.”
(Transport Partnership)

A minority did not welcome proposals for more direct/international routes since they perceived that this would encourage more air travel instead of reducing demand. This group stressed that rail, bus and ferry travel as alternatives to international air travel should be encouraged, as well as exploring digital connectivity which would reduce the need for travel between countries.

Suggested changes to approach

Respondents from the aviation industry and business representative bodies put forward the view that more needed to be done to help the aviation industry recover from COVID-19 and grow Scotland’s connectivity. More general government support for the travel and tourism sector was also encouraged, to help recovery from the impact of COVID-19 (including minimising the use of new or existing COVID-19 related restrictions wherever possible). Workshop participants noted that Scottish Government support to the sector for route development had been good pre-COVID, but that there was a need to consider how the approach could change to respond to the pandemic.

Investing more meaningfully in route development and Scotland’s international connectivity was suggested and another respondent stressed that this would entail close partnership working between the Scottish Government and relevant partners, especially the business community:

It is now vital that this approach continues and that Scottish Government works in close consultation not only with the aviation sector but with the wider business community to understand their needs and re-establish the international connectivity that is so vital to Scotland’s growth.”
(Business Representative Body)

Among the delegates who attended the dedicated International Connectivity workshop, there was a consensus on the need for the Scottish Government to work with the sector to understand how support can best be targeted; intelligence on likely future trends around demand and capacity was needed, they suggested, as the strategy is developed.

As a way of further improving connectivity, suggestions were put forward to improve rail and bus networks to/from all Scottish airports, as well as between UK airports (which would benefit both tourist and freight travel):

The aim of ‘being able to travel between Scotland and any major city in the world either directly or with, at most, only one stop’ should take into consideration English airports and direct links to airports by other modes of transport, such as rail.”
(Transport Partnership)

Improving airport infrastructure, including increasing the number of electric car charging ports, offering more electric hire car options, etc. was also encouraged to improve international journeys overall. One respondent, however, cautioned that while new routes may be valuable to consider long term, the fact that new technologies and travel by electric or hydrogen means was not yet fully developed, tested and understood may make it prudent to pause route and airport expansion until the future of air travel becomes clearer. In not doing so, there was a risk of building the wrong infrastructure, they suggested.

Other suggestions included:

that the Scottish Government could allocate more resources and consider how to be more creative in its approach;
exploring with the UK Government the feasibility of establishing short term public service obligations to cover international flights to and from Scotland;
supporting communities to develop and operate their own airports;
ensuring that appropriate and affordable facilities are in place for disabled travellers and their carers; and
developing a new Air Route Development Fund to enable Scottish airports to compete effectively in the competitive market for new route slots.

While most respondents welcomed more direct routes, some caveated their support by suggesting that there was a need not to focus on Glasgow and Edinburgh alone as the two most central airports, but to consider connectivity of smaller airports too.

Other comments

Respondents from the aviation industry criticised the consultation for not asking about Air Passenger Duty (APD) and Air Departure Tax (ADT) when considering what action the Scottish Government could take to restore and grow Scotland’s connectivity, i.e. as a means of improving connectivity and making travel more accessible and affordable:

APD should at least be recognised as a factor influencing the decisions of airlines. No credible Scottish Aviation Strategy can ignore it.”
(Aviation and associated industries (including representative bodies))

One respondent indicated that they felt this area of the discussion paper (and future strategy) needed to be refocussed as they perceived that it reflected the pre-COVID situation more than the current situation faced by aviation in Scotland.

Q5. Do you agree with the priority countries for short haul and long haul set out in the table above?

The discussion document included a proposed list of priority countries for short haul and long haul flights to help rebuild Scotland’s air connectivity to support business and tourism (see Appendix E).

Among those who provided an answer to this question, a slightly higher proportion agreed with the priority countries for short and long haul set out in the discussion document compared to those who disagreed. The valid percentage, in the table below, shows the proportion of respondents who said ‘yes’, ‘no’ or ‘don’t know’ once the non-responses were removed. This provides a more accurate account of the strength of feeling among those who answered the set question.

Table 2: Number and percentage of respondents who agreed with the priority countries for short haul and long haul set out in the consultation discussion document
Response	Number of respondents	Percentage of respondents	Valid %
Yes	28	30%	47%
No	22	24%	37%
Don't know	10	11%	16%
No response	33	35%	-
Total	93	100%	100%

While most respondents simply noted that they were generally supportive of/in agreement with the priority countries listed, a few put forward specific suggestions for inclusion, as follows:

Short haul

Austria
Denmark
Estonia
Iceland
Lithuania
Poland
Sweden

Long haul

Brazil
Chile
Ethiopia
India
New Zealand
Qatar
Russia
South Korea
UAE

Some gave less precise suggestions including:

inclusion of Scandinavia and the Baltic states in short haul;
Asia, in general, to feature on the long haul list (but the respondent did not specify which countries they intended);
addition of the Middle East and North Africa;
addition of the South African Development Community nations;
including countries from which Scotland is looking to attract workers; and
widening out Australia to Australasia (delegates at the dedicated workshop noted that direct connectivity with Australia might impact on Scotland’s global hub connectivity which was also essential).

There were few suggestions for removal or de-prioritisation, with only one or two respondents each commenting that:

Belgium and Ireland should be removed as short haul priorities;
Australia should be removed because it had shown a lack of action on climate change and was not a popular tourist or business link;
Japan as business may be limited; and
China, questioned on the basis of both business and tourism grounds, as well as its perceived lack of action on climate change.

Some respondents also questioned the priority order given and put forward different suggestions including:

that Ireland should be higher up the list of priorities;
that Norway should be given more priority/be moved above Germany; and
France, Netherlands, Norway and Belgium should all be further down as they can be reached easily by ferry and train.

Other online participants commented more generally that the rationale for the priority order in the discussion document was not clear and that a more strategic approach to identifying priority countries (especially long haul) may be needed:

A strategic approach based on access to key international hubs could be more appropriate.”
(Transport Partnership)

Long haul destinations should only be supported if there can be shown to be an existing unmet need, not based on the creation of a new need.”
(Individual)

Alternatively, it was proposed by workshop delegates that the Scottish Government could focus more on connectivity and on its desired outcomes, and demonstrate greater flexibility in its approach, rather than establishing a prescriptive list of countries. This would also entail a greater focus on hubs, which provide access to many countries. If such an approach were adopted, it was acknowledged that the Scottish Government would still require some kind of structure to govern its decisions, and that there would not be funding available to ‘do everything’.

More general comments included that, subject to their projected economic and political situations, the priority countries could be annually reviewed. Having a flexible list of priority countries was also seen as important post-pandemic and post-Brexit, as Scotland’s economic needs may fluctuate over time:

We welcome the plan to align to Scotland’s trade, inward investment and tourism strategies to develop this priority list. We would encourage Scottish Government to revisit and revise this list on a regular basis and to remain open to opportunities not identified at the outset of the strategy. These might include opportunities presented by new Free Trade Agreements struck by the UK, for example with India and the Gulf Cooperation Council. It will also be important to consider priorities for connectivity with regional markets within countries”.
(Business Representative Body)

Several respondents again encouraged close working between the Scottish Government and businesses in taking forward the plans to ensure that maximum benefits to the economy could be realised:

Ensuring that the priority list is developed in conjunction with businesses and UK Government to support collaborative working and a strategic four-nations approach to route development and connectivity will benefit Scotland’s airports and connectivity with other parts of the UK…[Organisation] propose establishing a further sub-group to bring together business, the aviation sector and Scottish Government officials from Transport Scotland, Economic Development and International Trade Officials from both the Scottish and UK Government’s to examine the priority destinations in greater detail to ensure they provide maximum economic benefit to Scotland’s economy.”
(Business Representative Body)

Similarly, it was stressed that it would be important for the Scottish Government to work closely with the tourism industry in finalising any list of priority countries in the strategy:

It is important that the Scottish Government, working with the UK Government and other international partners, supports the role of tourism as a force for good in terms of economic development and employment, both domestically and internationally, and considers the role that tourism can play in terms of global links and soft power as part of future trade deals with partners around the world.”
(Aviation and associated industries (including representative bodies))

Two respondents indicated support for the countries listed but expressed that flights should not all originate from Glasgow, Edinburgh, Aberdeen and Inverness - regional airports should also be given direct access to some of the priority countries and other hub airports. Prioritising better connections to hub airports in Europe was also suggested:

While much international connectivity takes place from larger, hub airports in the UK, it is also important to consider the important role that regional airports play in feeding traffic to these hubs for onward international connections. Scottish Government should explore the
possibility of using mechanisms such as Public Service Obligation routes to support additional connectivity between regional airports in Scotland and key hubs for international flights.”
(Business Representative Body)

A minority of respondents again expressed the view that no flights should be prioritised and/or that air travel (especially long haul) should be minimised, wherever possible as it was incompatible with the climate requirements:

Prioritising any long haul destination means that we will struggle to reach our carbon reduction targets. At a time of climate crisis we should be reducing emissions as far as possible, and it is difficult to see how flights to Australia fit within this.”
(Environmental NGOs/representative bodies)

Q6. Which other countries should we focus on in the: Short term (next 2 years); Medium term (2-5 years); Long term? (5 years plus)

Many respondents did not provide any feedback in response to this question. Among those who did, the main theme was a focus on local/European countries in the short term, and long haul countries more medium to long term (although this was not unanimous). Respondents did not typically list countries, and instead offered more discursive responses providing reasoning for prioritisation of ‘regions’ (e.g. Europe, North America, Baltics, etc.) The specific countries and regions that were suggested included:

Short term

Amsterdam (As a key hub airport)
Austria
Baltics
Cyprus
Denmark
Eastern Europe
England
Finland
Hong Kong
Iceland
India
Middle East
New Zealand
Poland (mentioned by several)
Portugal
Scandinavia
Sweden
Turkey

Medium term

Baltics
Brazil
Canada
Caribbean
Far East
Finland
Iceland
India
Italy
Middle East
New Zealand
North Africa
Norway
Portugal
Russia
Singapore
South Korea
Spain
Taiwan
USA

Long term

Africa
Asia
Australasia
Australia
Caribbean
China
India
Far East
Hong Kong
Mediterranean
Russia
Singapore
South America
USA

In the short term, there were views that short haul flights should receive prioritisation, as well as domestic connectivity, and that this would in turn allow for better global connectivity. Regional connections to international airports within Scotland should not be overlooked it was suggested by one, and another indicated that cuts to regional connections would otherwise continue to affect travel plans and limit the connectivity of Scotland.

There were suggestions that innovative routes between international destinations with close proximity should also be prioritised in the short term as these would expedite adoption of zero-emission flight technologies.

A small number of respondents mentioned longer haul ‘seasonal’ flights as a medium term focus (mainly linked to tourism).

A small number of respondents indicated that they were reluctant to put forward suggestions because they felt that there were too many uncertainties, especially in the medium and long term, around both business and tourism travel. Focussing on consolidating and strengthening existing connections was instead proposed:

Given the current international situation and the uncertainties associated with Brexit and post-COVID scenarios it is challenging to make realistic predictions as to any changes in the short, medium and longer term. Change will probably evolve rather than move forward in a predictable manner. Perhaps the need to maintain existing connections particularly as regards key global hubs should also be focussed on.”
(Transport Partnership)

A small number again also stressed that international travel and new routes must be demand led and felt that demand was difficult to predict, especially post-pandemic. Consolidating, re-establishing and enhancing existing hub-connectivity was mentioned for the short term with expansion seen as a more long term aspiration once the sector had had a chance to recover from the impacts of COVID-19:

[Organisation] believe that the short term development should look to re-establish any European and North American links that have been lost during the course of the pandemic, whilst also examining the potential for enhanced Hub connectivity that has the potential to attract customers and drive economic growth.”
(Business Representative Body)

Again, a minority put forward no suggestions instead stressing that the focus should be on alternative travel options, rather than aviation. A handful of respondents again indicated that long haul routes in particular should not be prioritised due to their negative environmental impact.

Q7. How do we incentivise the use of more efficient aircraft, whilst still ensuring that we secure the routes Scotland needs?

Many respondents simply reiterated answers to earlier questions, including suggestions for financial penalties for operators who do not use sustainable approaches (including higher taxes for non-sustainable fuels), as well financially supporting or rewarding those who commit to SAF and the use of more sustainable aircraft (including tax breaks for hydrogen/electric aircraft):

A clear incentive would be to address airport, Air Traffic and Navigation Charges for Operators…An alternative would be to introduce some form of charging mechanism for operators who do not embrace the available technologies or meet the [Scottish Government] goals to offset against a discount for those that do.”
(Aviation and associated industries (including representative bodies))

Again, some suggested a lower rate of APD should be charged for more fuel-efficient aircraft and higher rates for conventional high-emissions flights. The need to ensure affordable connectivity for rural and remote communities was again stressed.

Workshop delegates suggested that, in providing route development support to the sector, the Scottish Government could seek to incentivise cleaner aircraft. However, the potential difficulty of turning away a request for support because the aircraft being used was not the latest, cleanest model available would need to be acknowledged.

Others, again, reiterated the development and use of new electric, hydrogen and hybrid aircraft to ensure that Scotland remains globally well connected and competitive.

Auditing and removing non-sustainable fleet was suggested by a handful of respondents, as well as offering direct support to those air carriers that have modernised their fleet. Reducing airport landing fees for more fuel efficient aircraft was also suggested by a small number of respondents.

Focussing on developing and maximising the use of regional airports was again suggested:

Encourage airlines - by providing incentives - to adopt shorter routes in smaller aircraft out of more regional airports to appropriate destinations.”
(Individual)

Other suggestions put forward by just one or two respondents each included the Scottish Government subsidising routes, as well as sponsoring next generation aircraft and providing funding for new technology research and development. Subsidies and loans to start-up and legacy companies to invest in electric aircraft was also posited.

Workshop delegates suggested that route development business cases should include a description of the airline’s environmental commitments to aid decision making. In any case, it was suggested that the market was already driving environmental improvements to aircraft without the Scottish Government necessarily having to develop any new policy or commit further resources to encourage this process. Encouraging the use of sustainable aviation fuel may be a far more productive and useful role for Scottish Government.

Several also indicated that clear communication and target setting was needed, setting out the standards required by the aviation industry:

In negotiations, and the formation of partnerships, the Scottish Government could set requirements or targets around reducing the environmental impact and the use of more efficient aircraft, sustainable aviation fuels, etc.” (Transport Partnership)

A minority voiced views that international travel should be viewed as a luxury whilst the climate emergency is a necessity and, as such, securing new routes should not be prioritised (with alternative modes being promoted instead). Overall, however, the main theme in response to this question appeared to be calls for financial incentives to stimulate low and zero emission flight and penalise carbon fuelled flight as the way forward, building on existing good practice and developments already underway:

The Scottish Government in this strategy should acknowledge and welcome the significant progress the market is already making in terms of driving forward environmental improvements to aircraft and offer ongoing assistance to support this work.”
(Business Representative Body)

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