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The passenger flow in and out of Heathrow in 1970 was 15,509,056. This was an increase
of nearly 1,300,000 (8.4%) over 1969. Aircraft movements totalled 270,169. No fatal accidents
were recorded.
STAFF
There was no change to record in the establishment of medical officers. Dr. F. D. Hanham
resigned in January and Dr. N. D. Walker was appointed in his place in August. During the interval
and at other times when medical officers were on annual leave, "locum" medical officers were
engaged to help out. Towards the latter part of the year, there was a greater response to advertisements
for vacancies for clerk/receptionists and on December 31st the establishment of sixty-five
was only short by five.
It was indeed fortunate that the new Pier 7 was not required to be staffed, since no "747"
aircraft arriving there originated from countries in Africa, Asia or South America. Significant changes
affecting the level of staffing will be necessary with the introduction of these larger aircraft.
One important innovation was the appointment of five shift leaders—the establishment
allows for six—with effect from December 1st. Shift Leaders became necessary with the considerable
increase in the staff and one purpose of these appointments was to relieve the pressure
upon the Senior Receptionist.
ACCOMMODATION
Terminal 1—There were no significant changes during the year.
Terminal 2—The entire accommodation was redecorated during the year, and new furnishings
and equipment replaced old and worn-out items.
Terminal 3—On June 2nd the new arrivals building in Terminal 3 became operational and
the Unit moved from the old Terminal 3 building—which has since become entirely a Departure
building—into new premises. Difficulties in negotiating the tenancy agreement were only resolved
just prior to the move. There were inevitable teething troubles associated with moving into new
accommodation, but gradually major and minor defects were corrected.
Earlier in the year in March, the staff situation allowed for flight clearance at the fingers of
Pier 6, and after the move in June and the completion of the alterations to the North Coach Station,
flight clearance was undertaken both at the Coach Station and at the fingers of Pier 5. The change
from the system of central to peripheral clearance proved to be less complicated than was anticipated,
despite the distance separating the Piers and Coach Station from the main unit and on the
whole few difficulties have arisen. Largely this was due to the improvement which took place in
recruitment of staff.
Piers 5 and 6 and North Coach Station
Acts of vandalism in the early part of the year to the desks on Piers 5 and 6 caused much
concern to the authorities. Lamps were unscrewed and removed; stools, bulbs and plugs were
taken and even knee-heaters were damaged. After much discussion, agreement was reached that
the stools should be chained to the desks, that the desks themselves should be rendered static
by screwing them to the floor, that the lamps should be replaced by overhead strip lighting and
that the flexes to the knee-heaters should be inserted directly into the floor wiring system. At the
end of the year, this work was in hand.
It is inevitable from their very location that these check-points tend to become overbearingly
hot in heat waves and correspondingly cold and draughty in the winter, but everything possible
is being done to alleviate these situations.
Pier 7
When Pier 7 was nearing completion, it became quite clear that the access to the Health
Control accommodation on the mezzanine level was entirely unsuitable. The occupation of the
rooms was accordingly not taken up and negotiations are now taking place for a more suitable
alternative site on the main level of the Pier. Such a site, adjacent to a central gate-room, has been
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