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6.7 At the level of airports
6.7.1 Privatized, commercialized and/or autonomous airport entities should be aware that their charging practices should comply with ICAO policies and practices and, as far as possible, provide airport access to all users without discrimination.
6.7.2 Airports should consider the optimum use or development of dedicated or reliever runways, where feasible, to meet the needs of international general and business aviation.  Such runways would accommodate business aircraft and other aircraft with take-off and landing performances that allow the use of such (shorter) runways when such development would result in improved overall capacity for the airport. Similarly, the use of dedicated airport areas should be encouraged, where feasible, for the handling of this particular type of traffic.
6.7.3 Airport entities operating several airports in a metropolitan area should encourage the use of reliever airports by general and business aviation. The relevant authorities concerned could also consider joint use of military facilities.
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APPENDIX 1 ─ LIST OF REPORTED RESTRICTIONS (NOT EXHAUSTIVE) 
Introductory Notes
The following three tables contain examples of airport access restrictions affecting business aviation which have been compiled by the International Business Aviation Council (IBAC) and collate information provided by IBAC Member Associations. The information was submitted to IBAC during 2004.
Some four years have elapsed since the Conference on the Economics of Airports and Air Navigation Services was convened.  The Conference adopted a Recommendation calling for a study of airport access restrictions impacting general aviation, notably business aviation.  In the interregnum, the 9/11 terrorist attacks in the USA and, thereafter, the SARS epidemic successively resulted in a major downturn in the demand for scheduled air services. Indeed demand is only now returning to the levels of the year 2000. As a consequence, there has been an easing of many of the previously existing access restrictions affecting business aviation. This clearly emerges in some of the reports, e.g. in the case of Brazil.  This is also reflected in the content and by the number of other reports.  It may therefore be argued that the time frame for the data collection has had the effect of ‘distorting’ the significance of the access restrictions.
However, with the expected resumption of growth in scheduled passenger services airport access restrictions affecting business aviation will undoubtedly reappear.
Historically one of the key catalysts for the establishment of national and regional business aviation associations was the need for a representative body to preserve access to airspace and airports. This is well documented by the cases of the National Business Aviation Association (NBAA), British Business & General Aviation Association (BBGA, formerly BAUA), European Business Aviation Association (EBAA), EBAA-France and Japan Business Aviation Association (JBAA). These and other IBAC Member Associations, such as the Brazilian Association of General Aviation (ABAG) and the Canadian Business Aviation Association (CBAA) report that they continue to devote a considerable amount of time and resources annually to preserving airport access for business aviation.
It is to be noted that slot allocation and slot allocation mechanisms particularly, but not exclusively, in Europe features significantly in the information provided. What the information provided fails to reveal is the insidious overall nature of the effect on business aviation of these restrictions. Examples are:
1.  
arrival and departure slots at the same airport not being coordinated may result in that availability of a departure slot may be many hours (and in some cases a day or more) after the required time of departure, alternatively there may be no departure slot available.
　
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