Thanks for the link .
House of Commons - Transport Committee - Written Evidence
The NATS evidence includes :
8.3 The industry will need to be prepared, and the CAA will need to be flexible and responsive on a tactical basis throughout the Olympics period to the various types of disruption risk, particularly if more than one of these risks was to be coincident.
8.4 NATS has facilitated two cross industry workshops with airports, airlines, business jet operators, ACL, CAA, DfT and MoD to highlight risks and discuss an industry response. At these
workshops, airports and airlines suggested mitigations that could be provided by the Government on a temporary basis which would significantly improve resilience or recovery from disruption, such as:
Additional measures to ensure effective management and policing of additional airport slots
Increased availability of military airspace
Limited easing of the night jet ban restrictions
Early vectoring off departure routes to enable increased runway capacity during recovery from disruption
Prioritisation of certain aircraft types or flights over others.
8.5 The CAA has acknowledged the risks that various stakeholders raised, primarily around lack of resilience of
London’s airspace today and the forecast additional Olympics traffic, combined with heightened security considerations, which meant there was a real and significant risk of widespread disruption. The CAA confirmed in February 2012, that it will progress, with industry, the risks identified which NATS does not have the authority to progress, including some of the items listed in 8.4 above.
8.6 The CAA and NATS have held discussions recently to establish the extent to which the restrictions on NATS imposed by its Licence and the Transport Act, might limit NATS’ ability to exercise the full range of operational decisions that its customers might desire, across a range of situations in which the resilience of the network was adversely affected.
8.7 The overriding principle established by the Licence is that any operational decisions must not unduly favour any particular aircraft or class of aircraft user. However, some reasonable latitude is allowed to deviate from that principle, taking into account a need to operate the route network as a whole, as efficiently as practicable.
8.8 The result from those recent meetings is that NATS is preparing a range of possible operational responses to
potential scenarios designed to respond to customer needs, balanced with network efficiency. These will be discussed further with the CAA such that the CAA will be able to give clear guidance as to the limits of latitude NATS will be able to exercise.
So if those five measures mentioned in the letter are the ones in 8.4, it adds military airspace and vectoring off NPRs to your three.