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March with the “No New Runways” bloc at the
“Time to Act on Climate Change” March in London on Saturday March 7th 2015
Meet up in the north east section of Lincoln’s Inn Fields at 12.30pm.
We are joining up with other Transport campaigners, to march with them. The march will set off at about 1pm, and march to Parliament. After speeches and a mass action – set off your alarm clocks for a wake-up call! – the event will end at about 4pm.
Facebook event page at
Heathrow opposition rally shows united cross-party rejection of 3rd runway
Simply No. That was the message of a cross-party rally staged by HACAN in central London on March 3rd. MPs from across the political spectrum lined up with environmental NGOs, local authority leaders, businessmen and trade union leaders to pledge opposition to a 3rd runway at Heathrow. Hundreds of people from London and the South East, including many whose homes are threatened by a new runway, showed their determination that the runway will not be built. Twickenham MP Vince Cable made it clear that Liberal Democrat policy remained one of total opposition to a third runway. He said there was no sound economic reason why Heathrow needed to expand. John McDonnell, the Labour MP for Hayes and Harlington, thousands of whose constituents are facing the loss of their homes, predicted that any decision to go-ahead with a new runway would result in the biggest direct action environmental protest in Europe. As a reminder of the determined and successful campaign against the runway, last time around, people at the rally held up pictures of the huge “NO” spelt out on the ground in Sipson, at the May 2008 protest. HACAN chair John Stewart said: “The rally sent a loud and clear message to the next Government: build a new runway at your peril. The coalition which saw it off last time round is still alive, well and fighting.”
Committee on Climate Change writes to Sir Howard to say aviation CO2 emissions must not be over 2005 level by 2050
Lord Deben, Chairman of the Committee on Climate Change (CCC) has written to the Airports Commission (AC) in response to its consultation. The letter reiterates the Committee’s earlier recommendation that the Airports Commission’s economic analysis of the expansion options should reflect the need to restrain aviation growth in order to manage emissions from the sector. This in effect means that the costs of limiting emissions – which may be transferred to passengers or industry – are included in the cost-benefit analysis for each of the 3 runway schemes. The AC has yet to complete this assessment. The CCC is clear that the Government’s airports policy should reflect the need for aviation emissions to be no higher in 2050 than in 2005, this being the maximum level of emissions that would be compatible with the Climate Change Act. However, the ‘uncapped’ forecasts for national aviation emissions produced by the AC exceed the 2005 emissions levels under all three possible expansion options. In the absence of some unspecified policy that would limit emissions, therefore, a new runway would result in the UK failing in its legal climate commitments. The CCC letter says “Higher aviation emissions than 2005 levels in 2050 should not be planned for, since this would imply greater than 85% cuts in other sectors; there is limited confidence about the scope for this.”
Defra data on NO2 emissions show Heathrow would still breach limits by 2030, even with just 2 runways – let alone 3
Defra data showing 50 UK roads with highest nitrogen dioxide (NO2) levels suggests the A4 road, that runs along the north border of Heathrow Airport, will still exceed EU air pollution limits by 2030 – even without the addition of a 3rd runway. The Defra figures (obtained by Clean Air in London by an FoI request) show that, in 2030, after the A501 (Marylebone Road in London) the A4 will be the road with the 2nd highest NO2 concentrations in the UK – with just two runways. A 3rd runway would inevitably lead to an increase in the number of passengers and associated road traffic coming, including freight. Air pollution is therefore likely to rise, and substantially. Environmental NGO the Aviation Environment Federation (AEF) says a 3rd runway at Heathrow “now looks impossible” before 2030, due to the projections of the air quality impacts of expansion. And “Questions must be asked about the Airports Commission’s decision not to carry out detailed modelling of the air quality impact of a new runway prior to publishing its final consultation.” Heathrow produced a bland statement about “managing our environmental responsibilities” which did not address the problem – hoping to persuade passengers not to travel to/from the airport by car. And the air freight? John Stewart, chair of HACAN said, “These dramatic figures suggest once again that air pollution could be a show-stopper as far as a third runway in concerned.”
Some of the many responses that have been sent in to the Airports Commission consultation
The Airports Commission consultation on its 3 short-listed runway options closed on 3rd February 2015. Responses have been sent in from a huge number of organisations, not to mention thousands of individuals. Heathrow and Gatwick have felt it necessary to blitz the south east (and further afield) with advertising, to get people to tell the Commission they want their runway. What the Commission actually wanted in responses – other than the airports’ mass mailings – was considered comments on the 58 or so documents put out by the Commission, and comments on how they have carried out their appraisals, including things they have left out. They also ask how the runway schemes could be improved, or their negative impacts mitigated. The Commission will publish “all substantive, technical responses it has received” at the same time as it makes it recommendation on the runway some time in summer 2015. On this page, AirportWatch has put links to as many responses as possible – those which have been made public. More will follow, as we locate them …..
City Airport wants to press ahead with controversial flight changes despite only 3% support in recent consultation
London City Airport wants to press ahead with controversial plans to concentrate flight paths despite only 3% of people backing them in the recent consultation. Its consultation ended in November 2014, and the airport produced a report report on the consultation on 13th February. The report now goes to the CAA for approval. London City Airport’s consultation was widely criticized in 2014. The airport had refused to leaflet or hold meetings in the areas that would be worst affected by the new concentrated flight paths. It justified its minimal consultation on the grounds that the changes it was proposing were not significant. Despite criticism from MPs, local authorities, residents’ groups and members of the Greater London Authority, London City has defended its consultation in its report to the CAA. It is also refusing to withdraw or modify its original plans. Residents’ organisation HACAN East, which coordinated much of the opposition to the changes, believes the airport has been typically arrogant and unresponsive – and not given any consideration to the possibility of respite for various areas, at different times of day. London City Airport expresses very little concern for its neighbouring communities. HACAN East say the fight by residents will continue, and they will be pressing the CAA to order the airport to carry out a fresh consultation.
Heathrow’s improved offer of £700 million for noise compensation, if there was a 3rd runway, wouldn’t help residents in many areas
On the last day of the Airports Commission consultation about its 3 short-listed runway schemes, Heathrow Airport came up with a new, more widespread and more generous offer of compensation against aircraft noise, IF it got a new runway. However, this offer is not to be offered to residents in many affected areas, including Bracknell, Ascot or Wokingham. The £700 million that Heathrow says it would spend on noise insulation etc would only be for homes judged the worst affected by noise – with no homes south of Wraysbury included. The number of homes eligible for offered compensation will depend on the final design of flight paths from an expanded Heathrow, and those are not yet known. Residents in Bracknell and Ascot, who have been incensed by the aircraft noise to which they have been subjected this year, say that even if they were offered compensation it still would not be enough, and it would not solve the problem. Heathrow claims that flight paths and use of airspace in the area has reverted to its pre-trail state, but residents believe it has not. People are now much more aware of aircraft noise, and their tolerance for it has declined – and they know that no amount of money would be enough to keep the level of noise outside the house down, in gardens, parks, playgrounds and streets. Many believe the increased Heathrow offer, and its timing, is merely a PR stunt.
On final day of Commission consultation, Heathrow raises extent of its noise insulation offer, if it gets a 3rd runway
As part of its attempt to get acceptance for a 3rd runway, Heathrow has had to raise its offer on noise insulation. On the last day of the Airports Commission consultation, it has made a significantly better offer, saying it “could” (sic) pay around £700 million – which is £450 million more than its previous offer in May 2014. This would cover parts of the 55 Lden noise contour area. The number of people within that contour was 725,500 in 2006 and over 314,000 dwellings. Heathrow says their offer now covers about 160,000 homes, and they have included two new areas, not previously covered by their scheme (no map is published).Heathrow has now raised the quality of its noise insulation offer to match those already used in Europe – its current noise insulation offers are far below these. In its new scheme, Heathrow says homes in designated zones “stand to have” (not “will”) the ” full costs of their noise insulation covered by the airport. In addition, up to £3,000 in noise insulation would be offered to homes further away from the airport.” This would be acoustic double glazing; ceiling over-boarding in bedrooms; loft insulation and ventilation. Many noise affected homes already have double glazing and loft insulation … and still suffer noise. Gardens and parks cannot be insulated. Campaigners said the improved offer was welcome, and should be carried out even if no runway is built, as it illustrates how poor and miserly the insulation schemes have been in the past.
Advertising Standards Authority finds Heathrow advert about increased trade breaches their Code and is ‘misleading’
In October 2014 about 13 people send in official complaints to the Advertising Standards Authority, on claims being made by Heathrow in its adverts. The ASA looked at 7 different complaints, and considered that 6 passed their standards. However, on the claim by Heathrow in its ads headed:”Expand Heathrow and its’s the economy that takes off” the statement “Direct flights to long-haul destinations build twenty times more trade with them than indirect flights” was found to breach the ASA code. The ASA say the claim was not adequately substantiated and that the ad therefore breached the Code, both by being misleading and by not having proper substantiation. The ASA say the advert “must not appear again in its current form.” They have told Heathrow “to ensure that they held robust substantiation for absolute claims made in their future advertising.” The ASA ruling also says the claim was presented as objective facts rather than an educated assumption and that Heathrow’s own report “One Hub or None”itself cautioned that direct flights would not automatically lead to more trade and that multiple factors could influence the amount of bilateral trade.
Gaping holes in Airports Commission’s analysis of airport expansion conceal potential environmental disaster
The Aviation Environment Federation, in their response to the Airports Commission consultation, says there are gaping holes in the Airports Commission’s analysis of airport expansion. These conceal a potential environmental disaster. AEF says the Commission ran out of time to complete key pieces of research on greenhouse gas emissions and on air quality. AEF is calling on political parties not to accept the Commission’s recommendations until all relevant evidence has been gathered and made available for public scrutiny. The gaps in the Commission’s analysis include not completing local air quality modelling in time for the consultation, despite the Commission’s assessment objective being “to improve air quality in line with EU air quality laws”. Also not following the Committee on Climate Change’s recommendation that the economic impact assessment of expansion must include the costs associated with meeting UK aviation emissions targets (which a nrw runway would probably breach); and not providing any analysis of how noise impacts would vary if different assumptions were made about the location of flight paths.
MPs deliver letter to David Cameron to remind him to keep his “no ifs, no buts, there will be no 3rd runway” promise
On Tuesday 3rd February MPs and campaigners against Heathrow expansion staged a protest at Downing Street reminding the Prime Minister of his statement before the 2010 election, when he said “no ifs; no buts; there will be no third runway.” Conservative MPs Zac Goldsmith (Richmond Park & North Kingston) and Angie Bray MP (Ealing Central and Acton) will join the protest, with Kate Hoey MP (Vauxhall); Caroline Lucas MP (Green MP for Brighton Pavilion); Mary Macleod MP (Brentford and Isleworth); John McDonnell MP (Hayes and Harlington); John Randall MP (Uxbridge and South Ruislip); Andy Slaughter MP (Hammersmith); Adam Afriye (Windsor) and Baroness Jenny Tonge. John Stewart, chairman of HACAN, said: “We are deliberately targeting Downing Street because the decision about a new runway will be a political one. The politicians can override whatever recommendations the Airports Commission will come up with in the summer. This event once again demonstrates the cross-party nature of the opposition to a 3rd runway. It also shows the geographical spread of the current problems caused by Heathrow which can only get worse if a new runway is built. Representatives of groups from as far apart as Brockley and Teddington will be going into Downing Street.”
HACAN accuses Heathrow of abusing the Airports Commission consultation process, by swamping it with pro-forma responses
HACAN has accused Heathrow Airport of abusing the Airport Commission’s current consultation – which closes on February 3rd – by “flooding the Commission with thousands of pro-forma responses.” In a letter to Sir Howard Davies, John Stewart says that Heathrow has “strained every sinew of its advertising budget to try to persuade as many people as possible to email or write to the Commission that they want a 3rd runway.” However, in its consultation the Commission asked for comments on whether it had correctly assessed the proposals put forward for a 3rd runway at Heathrow and a 2nd runway at Gatwick, and whether information had been omitted. “This was a technical consultation. What the Commission was not looking for was a flood of responses for or against a third runway. While most of the campaign groups have stuck to making the arguments, (having spent hours reading through the extensive documentation), Heathrow, together with its sidekick Back Heathrow, have engaged in an orgy of activity. Yet Heathrow even went as far as placing post boxes in its terminals for passengers to pop in their letters of support. It is simply a side-show to the serious work the Commission is undertaking”. Gatwick has behaved in a similar manner.
Gatwick’s biggest airline, easyJet, backs new runway at Heathrow – not at Gatwick – in response to Airports Commission
In its submission to the Airports Commission consultation (closes 3rd February) easyJet, which is the major airline using Gatwick, has backed a new runway at Heathrow – rather than at Gatwick. EasyJet says a Heathrow runway would be in the best interests of passengers, as fares would be lower. Landing charges would have to rise substantially for a Gatwick runway, which does not suit easyJet or its low cost passengers. It makes on average £8 profit per passenger. Gatwick tetchily responded that easyJet’s response was just based on its own “narrow commercial interests” and that easyJet feared the extra competition a 2nd Gatwick runway would bring. (One might have thought they could dream up a slightly better retort). easyJet said: “Heathrow is in the best interests of passengers as it has the greatest demand. It is clear that long-haul airlines want to expand at Heathrow and if they can’t, they will do so not at Gatwick but at other airports such as Paris, Amsterdam and Frankfurt.” Easyjet also said: “We will respect the judgement of the Commission on [environmental] issues and our support for a runway at Heathrow is conditional on it meeting the relevant environmental conditions.” EasyJet said it wanted to launch operations from Heathrow — although it would continue to use Gatwick – and a 3rd Heathrow runway would enable easyJet to base 30 aircraft there.
Detailed critique by Hillingdon Council of the Airports Commission’s failure to cover health issues adequately
In its response to the Airports Commission consultation, Hillingdon Borough Council has been highly critical of the Commission’s failure to deal properly with health impacts of a new runway. They say a specific Health Impact Assessment (HIA) would have been the best way of addressing weaknesses on health matters. There is no proper baseline for the health and wellbeing status of local communities. They say it is inequitable that existing airport-related impacts are not considered as a key part of the overall assessment of the three schemes. “There seems to be an implicit weighting for economic development and against health evidence.” Hillingdon say “it is unclear how local stakeholder feedback would be incorporated” on health issues. And “The Department of Health and Public Health England do not seem to have been consulted” during the Commission’s work. “Aggregating positive and negative impacts is flawed and inequitable. The negative impact of noise cannot be ‘bundled’ together with the positive impact of employment, because most often the negative and positive impacts are experienced by different groups of people.” “Impacts on children are not considered as part of this assessment either qualitatively or quantitatively. This is a significant omission.” And so on. A long catalogue of failures and omissions. Response is at “Equity Focused Review Report of the Airports Commission’s Community Health Relevant Assessments“
Three new briefings ask “Can the UK build a new runway, and stay within the aviation carbon cap?”
The Airports Commission gives the impression that the issue of carbon emissions has been fully considered, and that a new runway can be accommodated within UK carbon targets. However, that is far from the truth. It is by no means clear that the UK aviation could stay within the 37.5 MtCO2 cap that is needed, in order for the UK as a whole to meet its legal climate obligations. Indeed, the Airports Commission itself is aware of this problem, and its own figures show the carbon emissions from UK aviation far exceeding the cap, over many years. For the clearest view of this, see the Commission’s interim report, Technical Appendix, December 2013, Pages 71 & 72. Though there will be carbon efficiencies in coming decades, in CO2 per passenger kilometre, the scale of those improvements is unknown and many are just hypothetical. The widely accepted assumption has been that the matter is just which airport gets a runway – rather than whether a runway could be built at all. The carbon situation makes it clear that the debate is still very much “IF” a runway should be built, and not merely “WHERE?” Three new briefings help set out the facts, and show that building a new runway would mean UK aviation exceeds its carbon cap. Details…
1. AEF (Aviation Environment Federation)
2. Short briefing from AirportWatch
3. Longer briefing from AirportWatch
Crawley Borough Council votes by 25:11 to oppose second runway at Gatwick
A special Full Council meeting of Crawley Borough Council has voted by 25:11 against a 2nd runway at Gatwick. The meeting was held on 26th January, to discuss the content of the Council’s response to the Airports Commission consultation, and whether the Council would take no position, pro or anti the runway – or decide one way or the other. After two hours of debate, in front of a packed public gallery, a recorded vote was taken – it was a free vote, with councillors allowed to vote how they saw fit, rather than according to party lines. The suggested Cabinet wording was that “The Full Council considers that the interests of Crawley residents and businesses are best served by the Council objecting to a second runway being developed at Gatwick.” The objection will be recorded in the council’s response to the Commission. Five councillors – Stephen Joyce, Colin Moffatt, Chris Oxlade, Peter Smith and council leader Peter Lamb – felt the council should have agreed to take no specific view on the 2nd runway at this time. All five then voted not to object to the new runway. Most other local councils have also recently voted against the runway.
London leads as the world’s top airline hub by a wide margin – by number of passengers through its 5 airports
Simon Calder, writing in the Independent, says that “far from Britain declining as an aviation superpower, the capital’s global lead over every other city in the world is increasing.” Despite Heathrow being close the largest number of flights, London remains the world’s top airline hub by a wide margin (23%) – and is racing ahead of its closest rival, New York. There were a record number of air passengers using the 5 London airports (Heathrow, Gatwick, Stansted, Luton and London City airport) in 2014, and that was about 61% of all UK air passengers (same % as in 2013). Some 144.7 million passengers flew through London’s 5 commercial airports last year, which is the equivalent of 275 people – or one wide-bodied aircraft – arriving or departing every minute of every day of the year. Heathrow’s number of passengers in 2014 rose 1.7% due to using larger aircraft, and the number of passengers using the 5 London airports rose 5% in 2014 compared to 2013. While London is by far the best connected city in the world, New York comes 2nd, Tokyo 3rd and Paris the only other European city in the top 10. The pre-eminence of London indicates that the UK economy is not losing out due to any lack of airport capacity. London comfortably leads world cities, for airport capacity.
Gatwick hoping its “pledge” of £46.5 million if it gets 2nd runway will go towards a new Crawley hospital
The local Crawley press reports that Gatwick airport has said they will provide money to contribute towards the cost of a new hospital serving Crawley if they are allowed to build a 2nd runway. This is not a new offer – it was in their list of “pledges” put out in July 2014. However, last week Crawley Borough Council announced that it will tell the Airports Commission a new hospital for Crawley and Horsham must be built if Gatwick is expanded. Members of the council’s overview and scrutiny commission debated a report by council officers that the Commission had “significantly underestimated” what healthcare needs would be created by expansion. Gatwick has said it would provide a £46.5 million fund for community infrastructure projects if there is a new runway. (There is doubt whether a future owner of Gatwick would be legally held to any pledges made now by GIP). Gatwick says it would provide just £5,000 per new house needed, and it estimates that number to be 9,300. ie. £46.5 million. But that would have to cover all areas, down to the coast, not only Crawley. Other figures of the cost of building a hospital put the cost at around £330 – £430 million. Local hospital facilities in the area are already under pressure.
In 2014 Heathrow had 86,000 noise complaints in 5 months – with a 5-fold increase between 2013 and 2014
Heathrow have disclosed to Richmond Park and North Kingston MP Zac Goldsmith that they received a staggering 86,000 complaints about aircraft noise in just 5 months last year. Overall, 94,114 individual noise complaints were made to Heathrow in 2014 compared to just 18,826 in 2013. That is a 5-fold increase in the number of complaints, and a 3-fold increase in the number of people complaining. Heathrow says this is due to the airspace trails they carried out in the last half of 2014 where they tested new flight paths, both to the west and to the east of the airport. Zac Goldsmith said “the recent flight path trials offer a tiny hint of what’s to come if Heathrow is expanded. The trials affected a small part of West London, whereas a 3rd runway would bring hundreds of thousands of new people into the airport’s noise footprint. At this stage they know nothing about it. This …. demonstrates how badly affected people are by aircraft noise.” The figures also show that nearly 7,000 people complained about night and early morning flights in 2014. The All Party Parliamentary Group (APPG) on Heathrow and the Wider Economy, recently produced a report ‘Noise from Heathrow Airport’ showing how the impact of noise from Heathrow’s flight paths has been seriously underestimated.
Aviation Environment Federation sets out 3 main gaps in the Airports Commission’s assessment of CO2 from UK aviation with a new runway
In the rush to build a new runway in the south east, the vital issue of whether or not a new runway would be compatible with national climate change commitments has been largely overlooked. The Airports Commission gives the impression that the issue has been fully considered. In fact, it has not. The AEF has set out 3 simple points on which the Commission needs to answer questions – and which people writing responses to the consultation should include. These relate to the accuracy of CO2 forecasts; the lack of any policies to build a runway and still keep UK aviation CO2 down to the required level; and the lack of any assessment of how much less of an economic benefit a runway might be, if the carbon was properly factored into the calculations. AEF suggests raising these. On forecasts, the Commission should “Explain why its CO2 emissions forecasts are lower than the Government’s latest forecasts, what assumptions are made and how sensitive to the results are to them.” On policy it should: “Set out in meaningful detail what policy developments would be required in order to limit emissions to the aviation cap while building new capacity.” And on cost-benefit it should “Fully include the economy-wide cost of keeping national aviation emissions to within 37.5 Mt in its cost benefit analyses.”
West Sussex County Council votes to oppose a 2nd Gatwick runway (Kent CC has already done so too)
A second County Council has withdrawn its support for a 2nd Gatwick runway, because of the high level of local opposition – and the unconvincing case made by the airport. West Sussex County Council (WSCC) voted by 37 to 26 to reverse its (somewhat unorthodox) decision in July 2013 to support another Gatwick runway. It held today’s special meeting to debate the Gatwick issue, because the Council needed to write its response to the Airports Commission consultation, before it ends on 3rd February. Kent County Council withdrew its backing for a second runway in November, because of new flight paths. Over almost 5 hours of debate, numerous WSCC councillors put their points, displaying a sincere intention to act in the best interests of the county’s residents, as they saw them. Many expressed dissatisfaction with the Airports Commission’s documents and analysis, saying it was incomplete and often inaccurate. There was a high level of uncertainty about the inability of the county’s infrastructure to cope with the stresses of a new runway, with transport being of particular concern. Ultimately councillors felt there were likely to be huge costs and problems from a runway, with uncertain benefits. They voted against the runway. Gatwick said it was disappointed by WSCC’s decision.
Crawley councillors say Airports Commission report into impact of Gatwick 2nd runway is riddled with mistakes
Crawley councillors will vote on what the council’s position should be on a 2nd Gatwick runway on January 26. Members of the borough’s overview and scrutiny committee have delivered a scathing assessment of an Airports Commission report into the impact of the runway, saying it is inaccurate, inadequate and ill-informed. The councillors do not want the council to remain impartial on the issue. Concerns were raised about what they feel are serious shortcomings by the Commission regarding its grasp of the current infrastructure, housing issues and level of employment in Crawley, provision of schools, and the impact expansion would have on the local area. There is little confidence the Commission is even aware of some of these matters, or that it can possibly predict what sort of infrastructure will be needed to support a 2nd runway. While the Commission presumes there is available labour, the council says the current unemployment figure is only 5.3%. As it is, Crawley cannot currently meet its target of building 500 homes a year, due to a lack of available land to build on, let alone many more. There was serious concern about schools that would be demolished, and the runway’s impact on the borough’s newest school.
MPs group identify serious concerns about noise implications of Heathrow expansion
On the 18th December 2014, the All Party Parliamentary Group (APPG) on Heathrow and the Wider Economy launched its report ‘Noise from Heathrow Airport’ which sets out how the Government, Parliament and the Aviation Industry have seriously underestimated the impact of noise from Heathrow’s flight paths. The report considered the present and future noise impact of Heathrow’s flight paths, with the existing two runways, and with the proposed 3rd runway. It found a substantial list of gaps in HAL’s proposals and has produced a list of actions for the Government, Airport’s Commission and HAL that are necessary to tackle the existing problem and that are central to the consideration of any 3rd runway. These include the need for noise to be measured using the WHO formula; the need for full information about future flight paths, and respite periods, so residents are properly informed; proper estimates of numbers affected by noise in future, taking into account the anticipated growth in population in affected areas; and reduction in night flights. The APPG notes that HAL’s CEO has confirmed to the APPG that a successful 3rd runway would pave the way for a 4th runway.
Heathrow airport announces highest ever number of passengers in 2014 – 73.4 million
Heathrow airport has announced that in 2014 they had 1.4% more passengers than in 2013, with 73.4 million compared to 72.3 million. They had just 0.2% more Air Transport Movements (= flights) than in 2013, with 470,695 compared to 469,552. And they had 5.3% more air cargo than in 2013, with 1.50 million tonnes, compared to 1.42 million. The number of air passengers has risen steadily since 2010, and is now well above the pre-recession peak of 67.8 million in 2007. The number of flights is well below the highest levels, of 476,000+ in both 2007 and in 2011, due to increasing use of larger planes. Heathrow says there were 2.5% more transfer passengers in 2014 than in 2013. The figures for the month of December, also released the same day, show Heathrow only had an average load factor of 76.6% (ie. on each plane, some 23.4% of seats are unfilled). For December 2014 Heathrow said the average number of passengers per plane was 159.6. It is more like 156 for the year. By contrast, the average number of passengers per plane was 146 in 2011 (link). Larger planes are increasingly being used. There are estimates that Heathrow could accommodate 90 million passengers per year, with its current terminal capacity (link)
Gatwick airport announces highest ever number of passengers in 2014 – 38.1 million
Gatwick has announced its highest ever number of air passengers, in 2014. There were 38.1 million passengers, which is up + 7.6% compared to 2013. Gatwick had 256,350 Air Transport Movements (flights) in 2013, which was up by 4% compared to 2013. Their air cargo was down by 8.6% compared to 2013, at 88,737 tonnes. The number of passengers at Gatwick has grown steadily since 2010, and overtook the previous peak from 2007 35,165,000 in 2013. The number of flights is still slightly below its peak level in 2007, when there were around 259,000. Gatwick said the growth was driven across a range of markets, and of course, it took the opportunity to make another plug for its 2nd runway. There were approximately 149 passengers, on average, on planes using Gatwick, compared with about 156 at Heathrow. By contrast, in 2011 there were about 134 passengers, on average, per plane using Gatwick. So along with Heathrow, there is a slow increase in the size of planes, and/or the load factor – to be expected when the majority of flights are low-cost. Gatwick says it now has more long haul flights, and passengers travelling to Dubai in 2014 increased by 8.3% compared to 2013.
Expansion of Heathrow could ‘destroy Windsor’ according to councillor
Another Heathrow runway could ‘destroy Windsor’ according to a Windsor councillor and chairman of the Royal Borough’s Aviation Forum. The comments were made at a meeting of the forum,discussing the Airports Commission’s options for a new south east runway. The councillor said: “If the expansion of Heathrow Airport is given the go ahead, it will destroy Windsor and the reason why people want to come here. It will affect the ability to hold state functions at Windsor Castle and the north-western option will affect Eton….It would see an increased level of noise for our residents and will affect our world heritage sights, which the commission have seemed to overlook.” The Royal Borough of Windsor are now drafting a submission to the Airports Commission. Another councillor said: “The Airports Commission’s paper is one of the biggest things the borough has had to respond to and the implications are enormous.” Another councillor commented that the need for up to 70,800 new homes, for a 3rd runway, would created turmoil and require highly valued green belt land.
Heathrow Airport to set up a new Community Noise Forum, to help residents understand flight path issues
Heathrow Airport knows it has a real problem with aircraft noise, that could block its runway aspirations. The recent flight path changes and trials revealed a degree of anger and opposition to increased plane noise that stunned Heathrow staff. Thousands of people newly overflown, or under new concentrated flight paths, expressed their intense opposition to the noise nuisance inflicted on them. Heathrow, at its Consultative Committee meeting on 10th December, was keen to set up a new “Community Noise Forum” through which to try to defuse some of this local anger and dissatisfaction – and to try to win back some trust. For many, the repeated half truths and worse from the airport mean trust has broken down irretrievably. The minutes say: “Even the CAA had been regarded by some as not entirely independent in the process.” There is already a “Noise Forum” (which replaced the Heathrow Noise & Track Keeping Working Group (NTKWG)), but that only involves HACAN and not other community groups. The new plan is to get something started as soon as possible, to give the appropriate community members and local authorities access to the raw data on flight path dispersal and concentration. A suitable chairperson needs to be located.
The case of the mysterious post boxes appearing in Heathrow’s terminals … for pro-Heathrow consultation forms
Post boxes have started to appear in the terminals Heathrow Airport urging customers to “help us expand Heathrow”. They coincide with the final public consultation by the Airports Commission. John Stewart, chair of HACAN, said “Local people alerted us to these post boxes…… It seems as if Heathrow is using passengers as a weapon in its fight to get a third runway.” Questions are being asked by campaigners whether passengers are being handed forms as they come off their planes for them to send to Heathrow or put into the post boxes. John Stewart said he expected Heathrow may have miscalculated, as the Airports Commission is interested in solid arguments rather than simply filled in campaigning forms. It should be remembered that Gatwick and Ipsos Mori decided that consultation responses through an NGO, the Woodland Trust, should not be counted as responding that was was too easy. Neil Keveren, who chairs SHE (Stop Heathrow Expansion), says there is real anger that while local people have to campaign using their own time and resources, Heathrow is able to drum up support from passengers from around the globe who “have little interest in communities such as ours.”
Tunbridge Wells Borough Council votes almost unanimously against a 2nd Gatwick runway
A public council meeting held by Tunbridge Wells Borough Council on 7th January ended with an almost unanimous vote by councillors against a 2nd Gatwick runway. The motion against was carried with 40 votes in favour, one abstention and one against. [Other figures say 35:1]. Council leader David Jukes said: “This is democracy in action – you don’t often see a lot of people attending a boring council meeting.” Managers from Gatwick Airport were invited to attend the meeting but declined (they have also declined to appear before MPs in Parliament). The meeting heard that residents of west Kent and East Sussex are subjected to four times the amount of night flights as residents of West London, and that economic benefits of expansion would not be seen until maybe 2050, with very little effect on the GDP of Kent. A presentation by Joe Ratcliffe, the KCC aviation policy advisor, showed that some areas had seen a drastic increase in flights overhead, rising from around 10 flights per day in 2010 to between 40 and 50 flights in 2014. There was irritation that Gatwick and the CAA persist in saying there has been no change in flights or flight paths, but people are adamant there have been substantial changes. Kent expected to see little benefit from a 2nd Gatwick runway, but to experience a considerably greater noise burden.
New briefing “Gatwick Unwrapped” by GACC provides comprehensive detail for Commission consultation responses
GACC has now had time to read the consultation documents from the Airports Commission carefully, and give consideration to the detailed impacts of a 2nd Gatwick runway. In a thorough analysis, carefully argued and fully referenced, entitled Gatwick Unwrapped, GACC has set out why the glossy promotion of Gatwick’s runway plans – at substantial cost – by the airport, is not all it seems. Looking at the details, GACC says the runway has been sold to the public gift-wrapped in a massive advertising and lobbying campaign, but when “unwrapped” it falls far short of expectations. GACC has looked at a range of issues, including the numbers of jobs to be created; the available work force within the area; transport problems for road and rail; numbers of houses required …… and so on. GACC wants everyone to respond to the current consultation (closing date 3 February) by saying ‘No’ to a new Gatwick runway. Gatwick Unwrapped provides facts and figures to help people respond. And Gatwick Unwrapped is being sent to all local councillors. Many local councils are due to vote in January on whether to support or oppose the runway. “When they see the full facts” says GACC Chairman, Brendon Sewill, “no councillor in their right mind would vote for a new runway.”
Stewart Wingate and senior Gatwick staff refuse to appear before group of local area MPs in Parliament
Sir Paul Beresford, MP for Mole Valley, has complained that Gatwick Airport Limited (GAL) has refused to appear publicly before MPs at the House of Commons to answer questions on their 2nd runway proposal. The Chairman of the “Gatwick Coordination Group”, Crispin Blunt MP, invited Stewart Wingate, and Gatwick senior management to appear before the group in a Select Committee-style hearing in January 2015. But GAL has declined the invitation, saying GAL directors “do not think that a further public meeting is necessary”. Commenting on GAL’s decision, Sir Paul said “The MPs on the Gatwick Coordination Group collectively represent over half a million people whose lives stands to be affected by the airport’s expansion. …. Gatwick have failed to answer key points on the resilience of their surface access plan. If a second runway was to be built at Gatwick access both to and from the airport would become extraordinarily difficult. …. Gatwick’s refusal to participate in an extended public scrutiny ….is an abdication of their responsibility as a corporate citizen in both Surrey and Mole Valley. However, given GAL’s inability to answer key questions on “show stopping” issues it is perhaps unsurprising they do not welcome further scrutiny.”
New Gatwick paper questioning extent of benefits to local businesses from 2nd runway
An important objective set out by the Airports Commission is: “To maximise economic benefits…..To promote employment and economic growth in the local area….To produce positive outcomes for local communities and the local economy”. A new paper by GACC (the Gatwick Area Conservation Campaign) challenges the assertion by Gatwick Airport Ltd (GAL) that a 2nd runway would be supportive of this objective. By engaging with opinion from local business communities, and taking a less selective view of the evidence, GACC concludes that the proposal would be detrimental for local businesses, the local economy and the community as a whole. The GACC paper (6 pages, easy to read) deals with a range of topics (shortage of labour, higher costs, inward migration, need for more houses, road and rail congestion and worse local environment ) and includes comments from local businesses. Two examples are the problems of wages rising due to fierce competition for labour locally, where there is very low current unemployment. Also the cost to local businesses of road and rail congestion, wasting time – as well as losses to rural businesses from a deterioration in the local environment.
MAG CEO, Charlie Cornish, says Stansted might press for a 2nd runway by the mid-2020s
Stansted aims to submit plans for a new runway some time in the next decade, according to Charlie Cornish, the CEO of parent company Manchester Airports Group. He says the present expansion rates meant that Stansted would apply to the government for the repeal of existing local council limits and then lobby for a 2nd runway to satisfy demand. Stansted hope its projected rate of growth between now and the mid -2020s will see it pass through its local authority-capped capacity of 35 million passengers per year, and hit its physical capacity on one runway of 45 million by 2030. In October 2008, the Government gave approval for Stansted to increase its permitted passenger numbers from 25 to 35 million per year, and a rise in the permitted number of annual flights from 241,000 to 264,000. Mr Cornish wants better rail connections to London and to the other airports. Having fallen for years, ever since the peak at over 23.7 million in 2007, Stansted’s number of passengers is still well down, at 17.8 million in 2013, though the number has risen significantly during 2014.
Public invited to Gatwick drop-in session with Airports Commission 6 – 8pm on Tues 16th December in Crawley
On Tuesday 16th December, the Airports Commission will be holding its second full public discussion day on airport runway proposals, about Gatwick. The first was about Heathrow, on 3rd December. The Commission has now announced there will be a public drop-in session, available to anyone who wishes to attend, from 6 – 8pm on Tuesday 16th. There is no need to have a ticket. The Commission says the purpose of this drop in session is for Commission staff to hear first-hand from people to be affected locally. Commission staff will be available to answer questions, and help people find the information they need in order to respond to the Airports Commission runway consultation, that closes on 3rd February. The main meeting during the day is by ticket only, as capacity is limited and there has been huge demand. There are no more tickets available. However, the Commission will be publishing a full transcript on their website so those unable to attend can read what was said. But everyone is invited to attend the 6 – 8pm session at the Arora Hotel, Crawley.
New Moody’s report shows Gatwick vulnerable to either its own, or a Heathrow, runway
The credit ratings agency Moody’s, have produced a new report entitled “New runway will have mixed credit implications for London’s airports”. This indicates that Gatwick would take the biggest hit if a new runway was built in London, while Heathrow stands to gain the most from a new runway. Moody’s has concluded that a new runway either at Gatwick or at Heathrow would be bad for Gatwick. With its own new runway, Gatwick would be forced to levy higher airport charges, in order to pay for it.. Adding a runway at Heathrow would also result in increasing competition for Gatwick, because it would be at risk of losing scheduled airline traffic to Heathrow, where carriers can typically earn more per passenger mile. The Moody’s analyst commented: “A runway at Heathrow would allow the airport to benefit from growth in future traffic volumes, and a new runway at Gatwick would not take significant traffic from Heathrow.” And they say Gatwick double aeronautical charges would put it at a huge competitive disadvantage to Stansted, which is its main competitor in the low-cost airlines segment.
Heathrow gets award as “Green Business of the Year” from a West London group that it sponsors
Awards ceremonies and the process of winning awards is an amazing business. Almost anything can get an award of some sort, especially if you are one of the sponsors of the award. If you want to think of any one place in the UK that is responsible for more air pollution or more carbon emissions, you will find few that beat Heathrow. But no. Heathrow has now won yet another (it has won two before) environmental award. This time it is from West London Business Awards. Heathrow was the winner in the “Green Business of the Year” category. The runner up was another sponsor of the awards, Westfield. As the local paper reports, with a tremendous Freudian slip, the Heathrow schemes were successful in ….”reduced local air quality levels.” This has all been too much for a local resident, who has “improved” on the local newspaper story, with a slight twist …. to report on the comedy awards. One of the reasons for their award was “encouraging the use of car sharing”, which is slightly spoilt by a photo, by the local writer, of a huge billboard advertising Heathrow’s new business car park.
Heathrow hopes to overcome community opposition to 3rd runway with more extensive house purchase plans
Heathrow held a consultation on compensation arrangements earlier in the year. Hacan did not take part, believing people should not have to agree to, or comment on, entirely hypothetical proposals. Now Heathrow has felt the need to improve the generosity and scope of its compensation offer, due the manifest unfairness of its previous offer. It will now extend the offer to buy houses, for pre-blight market price plus 25%, and with £7,500 for selling costs and stamp duty. This will now cover all of Harmondsworth, Sipson, Poyle, Colnbrook, Brands Hill, Harlington and Cranford Cross. There will no longer be unfair lines, with those just outside the line missing out. There would be about 3,750 people included in the scheme. The earlier offer was for only 750 properties in Sipson and Harmondsworth that would be subject to compulsory purchase orders if there was a north west runway. Realising that communities die, and their spirit is lost, as soon as many people decide to accept cash and move out, Heathrow says they will “refurbish and sound-insulate any properties it buys before putting them back up for sale” in the forlorn hope that would prevent the community from losing its heart?
Extent to which “Back Heathrow” is funded by Heathrow, and is not a true community campaign, revealed
“Back Heathrow” is an industry funded pressure group, the aim of which is to drum up support for a 3rd Heathrow runway. It was set up with at least £100,000 from Heathrow airport – maybe more. Its website just says that it had money from Heathrow to set up. Matt Gorman from Heathrow admitted at a public meeting in Putney on 27th November than Heathrow continues to fund it, but nobody will give any figures. “Back Heathrow” is a classic astroturfing campaign (ie. making out that it is community led, when it is not). Its co-ordinator is Rob Gray, was previously a director of the Aviation Foundation, another lobbying group established by the industry. Other staff working for Back Heathrow are current or former Heathrow employees. They have recently distributed hundreds of thousands of glossy newspapers to households across west London, with no mention anywhere on these that they are paid for (at least in part) by Heathrow. They try to give the impression of being independent information. Back Heathrow claim to have 50,000 people signed up, but this is largely due to scare tactics, implying Heathrow workers will lose their jobs without a 3rd runway. This has now been revealed by the Sunday Times
Air Passenger Duty to be devolved to Scotland, which wants to halve & then scrap it
The Smith Commission, to see how powers including taxation could be devolved to Scotland, says that the Scottish Parliament should be able set income tax rates and bands and Air Passenger Duty should be fully devolved. At present, APD is charged by the Treasury only because air travel is significantly under-taxed, paying no VAT and no fuel duty. There is no logical reason why air travel, which could be seen as a luxury product, for discretionary spending, should be exempt from tax. This is particularly the case when the richest sections of society do the most flying, and of the 50% or so who do not fly in any one year, many are less affluent. The Scottish Government wants to halve and then remove APD. For the UK, APD raises about £3 billion per year, and of this about £200 million is raised in Scotland. In theory cutting APD would perhaps increase the number of tourists coming to Scotland. In reality, it is likely that many more Scots travel abroad for their holidays, taking their spending money with them, than foreign tourists flow in. Cutting the tax, and losing the tax revenues from the public finances, may not be wise if it just boosts outward tourism. Airports in the north of England are concerned about losing passengers, who could fly cheaper from Scotland.
All local MPs speak out against Gatwick 2nd runway at packed protest meeting
Five MPs were on the platform, and 3 more sent messages of support, at a mass protest meeting on Saturday 22 November organised by the Gatwick Area Conservation Campaign (GACC). All of the 8 MPs from around Gatwick attended or sent messages. This helps disprove the assumption in some national newspapers that Gatwick would politically be the easiest option for a new runway. The MPs were united in expressing their concern about new flight paths and about the threat of a 2nd runway. Extracts from their speeches and messages are copied here. Up to 1,000 people crammed into the meeting in Crawley, and were welcomed by 3 racy air hostesses, and by the Mayor of Crawley, Cllr Brenda Smith who later, speaking as the local councillor, expressed her deep-felt opposition to a new runway. Some 20 national and local environmental groups set up stands around the hall and answered questions from anxious members of the public. Questions from the floor were answered by a panel of experts from a range of organisations. The participants unanimously held up large cards saying NO when asked if they were in favour of new flight paths, and held up the NO cards again when asked if they were in favour of a 2nd runway.
Standing room only at huge Gatwick protest meeting – definite “NO” to new flight paths or 2nd runway
The air hostesses & pilot who gave out the safety etc briefings to the massed audience
GACC (Gatwick Area Conservation Campaign) organised a protest meeting on 22nd November in north Crawley. It was standing room only, with a huge gynmasium with space for up to 1,000 packed. People had come from areas near Gatwick, and up to 25 miles away – to express their intense opposition both to the flight path changes that Gatwick has recently inflicted on them, and to plans for a 2nd runway. The atmosphere at the meeting was up-beat, positive, angry and determined that Gatwick will not ruin their areas and their homes, or reduce their quality of life. Five MPs addressed the meeting (Nicholas Soames, Crispin Blunt, Henry Smith, Charles Hendry and Paul Beresford) with message of support read out from Francis Maude and Sir John Stanley, neither of whom could attend. The meeting was chaired by Helyn Clack (Surrey County Council), and addressed by the Mayor of Crawley, Brenda Smith. Asked by GACC whether people backed a new runway, or backed new flight paths, the response was a loud, unanimous “NO”. The meeting ended with cheerful singing of a new song – “What Shall We Do With Gatwick Airport?” (to the tune of the similar “Drunken Sailor.”) Click here to view full story…
Gatwick’s main airline, easyJet, questions Gatwick case for 2nd runway and does not want to pay higher landing charges
Carolyn McCall, CEO of EasyJet, the largest airline at Gatwick, has said passengers want expansion at Heathrow, not at Gatwick. Ms McCall said easyJet is “quite concerned” at the prospect that Gatwick’s landing charges would rise to pay for a 2nd runway. They are having confidential talks with the airports on future charges. EasyJet makes on average £8 profit per seat. If Gatwick’s charges doubled from the current £9 to an average of £15 to £18 (or even up to £23) as predicted by the Airports Commission, this would hit EasyJet’s economics. Ms McCAll said: “This whole issue of capacity should be about where the demand is. Airlines have to want to go into that airport, and the congestion we have is predominantly around the Heathrow hub. Passengers need to really value what this infrastructure brings, and if they don’t see any benefit it’s going to struggle.” A new runway risked emulating unpopular toll roads. “It will be years and years before [passengers] see any positive effect.” As one of the UK’s largest and fastest growing airlines, EasyJet’s opinion will need to be given careful consideration by the Commission.
Taming Aviation petition presented to European Parliament: 250,000 demand end to scandal of Europe’s airline subsidies, tax exemptions and night flights
A ground-breaking coalition of 140 groups representing 250,000 citizens from 10 European countries has, for the first time, called on the EU to end commercial airlines’ tax exemptions and subsidies – and phase out night flights. The Taming Aviation coalition formally presented its demands in a petition to the European Parliament in Brussels on 18th November. The petition calls for an end to the absurd situation where European governments miss out on €40 billion every year because commercial airlines pay no tax on fuel and are exempt from VAT. Cash-strapped EU governments are missing out on this important revenue source, so European taxpayers must step in to fill the deficit. The subsidies are fuelling air traffic growth, with aviation’s greenhouse gas emissions expected to increase 300% by 2050. The petition also demands action to reduce aircraft noise, which poses serious health risks to people living under flight paths including increasing the risk of dying of a heart attack by up to 50%. 25 national delegates from Austria, Belgium, France, Germany, Italy, The Netherlands and the UK were present at the event.
Launch of SHE – Stop Heathrow Expansion – fighting to save much-loved village of Harmondsworth and its neighbours from 3rd runway
More than 80 people attended the inaugural Stop Heathrow Expansion (SHE) meeting to bring together the opposition locally in the Harmondsworth area against Heathrow’s plans to destroy their villages. Politicians, campaigners and members of the public came together for the launch of the new action group against a north-west 3rd runway, in the beautiful and historic St Mary’s Church in Harmondsworth’s High Street. Local MP, John McDonnell called on political parties to ‘come clean’ about their positions regarding the airport’s expansion before the general election in 2015. He also urged those affected by the proposals to ‘mobilise’ and demonstrate ‘people power’. He said: “The one thing we can rely on is our own power – people power – because that’s how we won it last time.” The meeting heard that a 3rd runway would mean an extra 260,000 Heathrow flights per year as well as around 750 homes being destroyed, and hundreds more made almost uninhabitable – but with minimal compensation. SHE is not opposed to Heathrow as it is, just to its expansion. The meeting ended with heart-felt singing of the No 3rd Runway song, with the chorus:
“This is our home, and we will stay; No Third Runway.”
Heathrow adverts on the Underground subvertised
It was just too tempting for someone to resist. The Underground is plastered with adverts from Heathrow airport, promoting their new runway. And promoting the idea that their runway is of vital importance to not only the travellers who fly, using their airport, but the whole UK economy. And not just now – one ad proclaims that a small child needs a new Heathrow runway for her future welfare. And now many posters have been subvertised. The exaggerated claims of benefits from Heathrow have been substituted by more realistic text, illustrating that the carbon emissions from an expanded Heathrow would be more than any other carbon source in the UK. Larger even than the emissions of many more moderate countries, less addicted than we are to hypermobility. The advert with the small girl, which can be seen on a huge number of Tube trains, is still being investigated (for the past 2 months or so) by the Advertising Standards Authority, which is assessing the credibilty of the advert’s claims.
Airports Commission consultation launched – on its assessments of Heathrow and Gatwick runway plans
The Commission launched its consultation on the runway hopes of Heathrow (the airport’s north west runway scheme, and the Heathrow Hub extension of the northern runway), and Gatwick. The consultation runs till 3rd February. Apart from one main consultation document, there is a main document on Heathrow, Heathrow Hub and Gatwick. There are also over 50 technical documents giving more detail. A great deal to read through and take in. Sir Howard Davies’ introduction says: ” It is particularly important for local residents and their representatives to understand more clearly what the proposals entail, and what their consequences might be for the local environment.” The Commission wants to know if people have any comments on how it has carried out its appraisals, including methodology, and if are there any relevant factors that have not been fully addressed by the Commission to date. It is also interested in evidence and ideas about how any or all of the short-listed options might be improved, or ideas for mitigation measures to address specific impacts.
Aviation Environment Federation asks: “Air Passenger Duty – what is it good for?”
A great analysis of APD, by James Lees of AEF, shows aviation as a whole enjoys significant tax exemptions, including paying no VAT or fuel duty. For an industry with a very significant environmental impact – only car travel comes close as a transport mode in emissions per km – this is an anomaly. If UK aviation paid VAT and fuel duty at the same rate as motorists then around £10 billion could be raised for public finances. APD by comparison raises £3 billion annually. When modelling how future UK passenger demand could be restrained to the level compatible with climate targets if a new runway was built, the Airports Commission assumed the cost of emitting a tonne of CO2 increased from £3 today to £600. This would add £43 on to a shorthaul flight compared to £13 for the basic rate of APD (to anywhere in Europe). The industry likes to claim £13 of APD is ‘pricing families out of the skies.’ In reality an average family (of 4) holiday in Europe is over £2,000. Of that APD is under 3%. AEF says: “We are yet to see evidence that indicates the 52% of the UK population who don’t take a flight each year view APD as the main financial hurdle.”
Packed public meeting in Wanstead calls on London City airport to reconsult over flight path changes
There is growing anger in areas affected by London City Airport flight paths, because of the inadequate consultation they have launched – it ends on 27th November. On 3rd November, there was a packed meeting in Wanstead, which called on the airport to re-consult. Over 200 people crammed into Wanstead Library and gave London City Airport a very tough time over its failure to consult local people, and even their local councillors, over its plans. The airport wants to concentrate departing flights in a narrow band over Bow, Leyton, Leytonstone, Wanstead, Collier Row and Havering. Planes arriving over South London will also be concentrated. Most councillors knew nothing about the plans until contacted by HACAN East. The plans are on the airport website, but the airport has not put out leaflets or held any public information sessions. Roger Evans, the GLA member for Redbridge and Havering said, “The decent thing to do is to re-run this consultation.” The CAA has been criticised for allowing this poor consultation. People have been encouraged to write to the CAA and the Government calling for a fresh consultation, and sign a petition against concentrated flight paths.
Divisions at top of Tory party over 3rd Heathrow runway as Hammond, Johnson and others won’t accept it
The Foreign Secretary Philip Hammond (MP for Runnymede & Weybridge), and the London mayor, Boris Johnson, will refuse to support their own party’s policy on airport expansion at the next election, potentially opening a rift at the top of the Conservative party. They are among a batch of Tories of cabinet or equivalent rank who are expected to rebel against the official party line, which is that no decision on a new runway would be taken before the Airports Commission gives its recommendation in summer 2015. Boris continues to push for an estuary airport. Other leading Tories with south-eastern constituencies who have spoken out against a 3rd Heathrow runway include the Home Secretary, Theresa May (MP for Maidenhead); the international development secretary, Justine Greening (MP for Putney); and the Northern Ireland secretary, Theresa Villiers (MP for Chipping Barnet). The pressure for a new south east runway has come from George Osborne. Gatwick becomes more vulnerable, the more senior Tories oppose a Heathrow runway, though a Gatwick runway makes little economic or aviation sense.
Willie Walsh says there is no business case for a 2nd Gatwick runway – BA has Gatwick’s 2nd largest number of passengers
Willie Walsh, the head of IAG, will not support a 2nd Gatwick runway, even if it is chosen by the Airports Commission or backed by the next government. He does not believe there is a business case to support its expansion, and there is insufficient demand from airlines for extra capacity at Gatwick. Mr Walsh campaigned heavily for a 3rd Heathrow runway before 2010, but has made frequent comments indicating he does not believe UK politicians will have the “courage” to build that. Willie Walsh says British Airways would resist higher landing charges, which would be necessary to fund a runway – either at Heathrow or Gatwick. (EasyJet has also said in the past they don’t want a new runway, if it means substantially higher charges – their model is low cost). BA would want lower costs, not higher costs, from a new runway. IAG’s shares have now risen as it has now made a profit at last, and will be paying its first dividend (and maybe some UK tax). Gatwick’s main airline is EasyJet with around 37% of passengers, and British Airways 2nd largest at around 14%.
CAA 2013 Air Passenger Survey shows only 23% UK air passengers on business (30% at Heathrow, 14% at Gatwick)
The CAA has now released the data from its 2013 Air Passenger Survey. The survey asked 230,000 departing travellers at 13 of the main UK airports to fill in their surveys. The CAA carries out the annual survey (since 1968) to improve its understanding of the people who use the UK’s airports. This year the airports were: Aberdeen; Birmingham; East Midlands; Edinburgh; Gatwick; Glasgow; Heathrow; Inverness; London City; Luton; Manchester; Newcastle and Stansted. They found that • London City has the highest proportion of passengers travelling for business (55%), with the next highest being Heathrow (30%). • Airports with the highest proportion of leisure passengers were East Midlands (92%), followed by Gatwick and Luton (both 87%). • Heathrow had the highest proportion (37%) of connecting passengers, the same proportion as 2012, Gatwick had 9%. Though the aviation industry PR implies that air travel is vital for links to emerging economies for business, the reality is that only about 23% of air journeys in the UK are for business; about 30% business at Heathrow, and only about 14% at Gatwick (declining).
Keith Taylor MEP: “We don’t need a new runway at Gatwick – or Heathrow, or Stansted or anywhere else for that matter”
Keith Taylor, the Green Party MEP, has set out clearly why no new runway is needed. The Airports Commission will shortly publish their consultation options, for runway plans at Heathrow and Gatwick. Keith says the extensive evidence against there being a need for a new south east runway is being ignored. The massive advertising and PR budgets by the airports are attempting to persuade that a new runway is vital is described as a con. While in theory the Commission was set up to establish if there was a need for a runway, in reality it has just been a process of making the decision where to build one more politically acceptable. It has not been an issue of “whether” as it should have been – but just “where.” Keith comments: “… it seems the Commission’s sole purpose has become to choose where expansion will go despite the very strong existing evidence against all airport expansion.” People in the UK already fly more than almost any other nation. Economic claims of the benefits of a new runway and claims about jobs created are also grossly exaggerated. The aviation industry is perpetrating a massive hoax, for their own purposes.
MPs in areas affected by Gatwick say its expansion is a ‘disaster waiting to happen’
Crispin Blunt and other local MPs in the areas around Gatwick have written to Stewart Wingate to tell him that his runway proposals are a “pipe dream. ” The MPs say Gatwick’s runway application is “a developmental disaster waiting to happen”, and local communities are not large enough to support the planned expansion. They warn that planned upgrades to transport links, to deal with the current crowding, will not be sufficient for a possible trebling of current passenger numbers. Adding a runway will result in gridlocked traffic on the M23 and train problems, as more air passengers want to travel with large luggage items. Gatwick claims it can meet local air quality targets, which Heathrow cannot, but if Gatwick grows to approach the size Heathrow is now, it will have the same air quality problems. The MPs say: “The sooner this damaging pipe dream is abandoned, the better for its neighbours.” Also that there is very low local unemployment, and already a “desperate” shortage of housing. “Gatwick’s blithe assumption that the additional housing need would be met by local authorities’ existing development plans is wholly incredible”.
Road and rail chaos, with congestion and over-crowding, predicted if new Gatwick runway built
A new research paper prepared by author and environmental expert Jeremy Early, on Surface access to Gatwick Airport predicts that a new runway at Gatwick would bring road and rail chaos. He points out that the existing road structure is nearly full, with serious delays occurring on many routes, especially on the M23 and A23 into London. Planned improvements will only be sufficient to deal with the forecast growth in traffic – without a new runway. A new runway, operating at full capacity of 95 million passengers a year, would mean an a massive increase in road traffic movements each day. It would probably reduce the M25 and M23 to a standstill – all day not just occasionally. On rail, the report shows that already between 2010 and 2014 rail journeys in the South-East increased more than 20%. The extra trains that Gatwick airport boasts of are in reality already just to cope with the expected increase in demand – with no new runway. With a new runway Gatwick predict a three-fold increase in the number of air passengers using Gatwick station. It could be standing room only, with no spare capacity on parts of the network.
Margaret Hodge: Gatwick runway appeal ‘is hypocritical when it avoids corporation tax’
Gatwick has been accused of “hypocrisy” for avoiding corporation tax while campaigning to build a new runway, allegedly for the benefit of the UK economy. Margaret Hodge, head of Parliament’s Public Accounts Committee, said the airport should pay its “fair share” if it wants its runway campaign to be credible. She also criticised Heathrow which has not paid corporation tax for several years. But she particularly criticised Gatwick. Its Guernsey-based parent company Ivy Mid Co LP has invested in a £437 million “Eurobond” which charges the airport 12% interest, thus avoiding tax. Gatwick says this sort of bond is often used by other infrastructure companies. Companies in the UK should pay 21% corporation tax on profits, but by spending £1 billion on upgrading the airport, Gatwick has made no profit recently. Despite pre-tax loses in recent years, it has paid dividends to its overseas shareholders of £436 million. Heathrow has also avoided profits by investing in new buildings etc. Mrs Hodge said the companies “made a fortune” from their UK activities, which relied on public services, adding: “For them to pretend they are only in it for the benefit of the UK economy is a touch hypocritical.”
Over 1,000 attend packed Ascot protest meeting against Heathrow flight path trials
The meeting clearly demonstrated to Heathrow just how angry and upset residents in the Ascot area at being subjected to a flight path trial, of a concentrated route. It seems Heathrow were left in no doubt whatsoever about the strength of the determination not to suffer the misery that a 3rd runway would bring. John Stewart tweeted: “@ascotflightpath sometimes the anger of the audience overcame coherency of argument but the meeting could turn out to be a game-changer.” When the audience were asked ”Does this community want a 3rd runway” the residents shouted back ”NO!’
Open letter to London City Airport asking that they consult properly on flight path changes, and treat people fairly
London City Airport is proposing to concentrate flight paths, in the same way that other airports have been doing recently. This is how air traffic controllers, NATS and the CAA want airspace to be used in future, in order to fit more aircraft into our already very crowded skies. However, London City Airport decided not go give any prior notice to anyone about the changes, except their Consultative Committee, or any warning about the substantial increase in aircraft noise for those unlucky enough to be under one of the new concentrated routes. It seems even local councils were not notified. Local community group, HACAN East, have now written an open letter to the airport, to complain. HACAN East says the flight path proposals will have a profound effect – for the worse – on the lives of tens of thousands of Londoners. This is deeply inequitable. While the airport makes out that the proposed changes are not significant as the planned flight paths are not noticeably different from the current routes. That is incorrect. There is now a concentrated line. Thousands living in Bow, Leytonstone, Wansted, Catford, Brixton and Vauxhall are very well aware there is a significant change. And that these are seen as unfair.
LibDems vote against new runways in south east, keeping existing policy. NO to new Gatwick runway.
The LibDem conference has voted against an amendment, by Lorely Burt (Solihull) and Stephen Gilbert (St Austell and Newquay), to reverse Lib Dem policy of no new net runways. Party policy remains opposed to a new SE runway. The amendment proposed continuing opposition to Heathrow, but backing Gatwick expansion (Gatwick helped with conference expenses – and lobbied relentlessly). It was supported by Nick Clegg, Danny Alexander, Vince Cable, Ed Davey and Susan Kramer. However, no cabinet minister spoke in favour of it during the debate. Ed Davey and others made rather poorly informed comments about aviation becoming “cleaner and quieter” in future, meaning a new runway could be built without breaching environmental limits. “According to one party source, Clegg was also worried about going through an election campaign saying the Lib Dems would block a new runway, only for it to be agreed by parliament soon after the election.” LibDems will not back a new runway if in coalition after 2015. Julian Huppert played a central role in defeating the amendment. Caroline Pidgeon spoke strongly against it, and tweeted that “softening on airports is bad for environment, for London and for the LibDems‘ credibility.” What this does to voters’ faith in LibDems not selling out to big business, at the expense of the environment, in future is not clear.
New AEF Policy Briefing setting out how a new south east runway is not compatible with UK climate policy
The Aviation Environment Federation (AEF), a policy-focused UK NGO, is producing a series of policy briefings, to inform the airport expansion/runway debate. The issue remains whether to build a new runway, not merely where. AEF’s new briefing “AIRPORT EXPANSION AND CLIMATE CHANGE – Is a new runway compatible with climate policy?” is a concise, easy to read, document setting out the facts very clearly. A key point is that a new runway would have very significant climate implications that fall outside the remit of the Airports Commission to address. AEF explains how both the Committee on Climate Change and Airports Commission have stated that demand for flights in the UK will have to be restricted to prevent CO2 emissions from the aviation sector overshooting the level consistent with the Climate Change Act. However, neither has identified how this can be achieved if a new runway is built, leaving a policy gap. That gap would result in the UK’s climate targets being compromised. The options are to dramatically increase the cost of flying (by the UK acting alone), restrict capacity available at regional and other South East airports to below today’s levels – or better and more acceptable – make optimum use of existing airport capacity.
Lib Dems hoping to get more votes by dropping opposition to Gatwick runway
The Liberal Democrats voted at the 2012 conference, exactly two years ago, against any new runway at Heathrow, Gatwick, Stansted or the Thames estuary. But just a short time later, they have apparently abandoned their environmental principles, and decided to change policy, in the hope of saving some of their declining vote. Their pre-manifesto put out only on 9th September, reiterated the No New Runways message, though by June there were indications that they were wavering. Not there will be an amendment at the conference for a change to this policy, and for the Lib Dems to only oppose a runway at Heathrow. They are thus effectively discussing backing a Gatwick runway. Looking at the map showing location of Lib Dem constituencies, this is quite a cynical move. It seems the party has been led to believe that planes will become substantially “quieter” and “cleaner” and so a new runway would be environmentally acceptable. The problem is that there are no step changes in either aircraft carbon emissions or noise expected for decades. There will be a debate at the Lib Dem conference on Tuesday, and the industry will be there in force, lobbying hard.
Heathrow bows to extent of flight path fury by bringing end of trails forward to 12th November
On 28th August Heathrow started flight path trials, testing if flight paths could be concentrated, over flying slightly fewer people – but creating far more noise for those now under the narrow flight paths, used by more planes. As soon as the trials began people were upset, disturbed and annoyed at the noise misery that had been perpetrated upon them. Protests rapidly sprang up in the Ascot, Windlesham, Lightwater, Bagshot, Teddington, Twickenham and other areas. Heathrow has been stunned by, and swamped by, the number of complaints, and has not been able to cope. Now, as a damage-limitation exercise, Heathrow has announced it will cut its trials short, ending on 12th November, rather than the original end date of 26th January 2015. In addition, trials due to start on 28th October will be postponed till autumn 2015. This is good news for those who have been suffering. However, it is not a decision to stop growth in Heathrow flights – or noise. Cynics might say that these decisions are to ensure there is less protest about flight paths between now and the May 2015 election, and the Airports Commission decision on a new runway, expected after the election, next summer.
“We didn’t think you’d notice”: Heathrow ‘apologises’ for not informing residents of new flight paths
Matt Gorman, the sustainability director of Heathrow airport, has told people in the Bracknell and Ascot areas why they were not given notice of the flight path trials overhead. He said: “We didn’t go as far as sending letters out to all the people that would be affected as we did not feel people would notice any change.” This is scarcely credible, unless Heathrow does not follow the news about rival Gatwick at all. The flight path trials at Gatwick have provoked massive opposition, with thousands highly angry and upset. Gatwick also decided not to give the public prior warning of their trial. At a Gatwick Consultative Committee meeting in January 2014, Gatwick’s Head of Corporate Responsibility, said: “If people were aware of the trial it was possible that they would be more alert to changes and feel obliged to comment.” That backfired spectacularly. Another classic Heathrow comment recently, from Nigel Milton, to a meeting in Stanwell on 15th September, when asked why past Heathrow promises were allowed to be broken said: “The people who made those promises weren’t in a position to make these promises.” But the comment was made by the then BAA chairman, Sir John Egan. So Heathrow chairmen’s promises should not be taken seriously?
Gatwick admits defeat and is postponing new flight paths in the face of vocal opposition
Gatwick is postponing the planned introduction of new flight paths, as a result of massive opposition. A proposed new departure flight path to the west, outlined in a recent consultation, has been postponed. This will set an important precedent for similar new flight paths proposed at Heathrow and at Birmingham. A new procedure for arriving aircraft – the point-merge system – proposed by NATS has also been postponed, in the face of widespread concern expressed across East and West Sussex, and Kent. A new flight path recently introduced over Beare Green, Holmwood, Reigate and Redhill is currently under review by the CAA. But other new concentrated departure tracks – which have resulted in a wave of agonised complaints, and vocal new anti-noise groups, up to 20 miles around the airport – remain in position. Brendon Sewill, chairman of the GACC Gatwick’s Big Enough campaign, wants not only a postponement, but all new routes cancelled. It is thought that Gatwick may have ordered the postponement as they realise the protests were undermining their case for a new runway. A new runway, with twice as many aircraft as now, would be far worse than the present situation. Determined opposition will continue, for as long as it takes.
Heathrow lodges appeal with Planning Inspectorate over protection of Cranford against take-offs
Heathrow has lodged an appeal with the Planning Inspectorate over the London Borough of Hillingdon’s refusal, in March, to grant permission for taxiway infrastructure. If the government inspector approves the appeal, it would allow Heathrow to alternate the use of both its runways, regardless of wind direction. At present, due to the “Cranford Agreement”, made in the 1950s, planes cannot take off from the northern runway, to the east, except in exceptional circumstances. When there are easterly winds, planes therefore have to land from the west, on the northern runway, but take off from the southern runway. Ending the Cranford Agreement would give Windsor residents more respite, with up to 50% cut in the number of planes currently landing from the west of Windsor. The Cranford Agreement was formally ended in 2010, but to operate on easterly operations, Heathrow says the taxiways are required. But ending the Cranford Agreement will mean more noise, on easterly operations, for those in Old Windsor, Horton and Wraysbury, while residents in Windsor would get a better deal.
GACC assesses Gatwick’s economic claims, and find them to be flimsy, at best
In May 2014 Gatwick submitted to the Airports Commission their case for building a new runway, but this document has not been published. In July Gatwick published a document “Connecting Britain to the Future. Faster” which was said to be a summary of their case. On examination, however, it appears to be a collection of assertions chosen for their publicity value but with virtually no supporting evidence. That is particularly true for the claims that a new runway would create substantial economic benefits. GACC (Gatwick Area Conservation Campaign) has assessed the claims made. Many are shaky, at best. On the issue of the alleged benefit to the wider UK economy of £28 billion, from more trade, inward investment and inbound tourism, GACC points out that it is illogical to count the benefits of inbound tourism but not the cost of outbound. Official forecasts show that Gatwick in 2050 will handle around three outbound tourists for every one inbound. The main effect of building a new runway would be a net increase in tourist expenditure abroad, thus having a negative effect, not a positive benefit, for the UK economy. GACC: “If Gatwick Airport Ltd were using this document as a basis for a contract they could be sued for misrepresentation.”
GACC confirms that Gatwick’s Noise Action Plan is just a regurgitation of the old one, barely changed
The Gatwick Area Conservation Campaign, (GACC) has checked through the Noise Action Plan that the airport has put out, as a revised plan. The prospect of a better plan may have raised the hopes of thousands of people affected by aircraft noise that there would be some significant changes,. But those hopes have been quickly dashed. The plan is little more than the Noise Action Plan which was published in November 2013 and, after a rushed consultation, submitted to the Government in February 2014. It is still dated Nov 2013. A significant failing of the Plan is that it was submitted to the Government before the introduction of new concentrated departure routes and before the recent consultations on departure and arrival routes, so there are now many more people with an interest than when it was written. Many of the promised actions have already taken place – and people find them disappointing. The promised “respite” has not yet materialised. Contrary to what is said in the Noise Action Plan, Gatwick is encouraging airlines to fly more night flights. And so on.
Heathrow flight path trials branded an “omnishambles” by councillor, given no prior warning (and then asked to back 3rd runway)
During a full Bracknell Forest Council meeting on 17th a motion put forward by Councillor Marc Brunel-Walker to ensure the borough’s residents views are considered by the airport was unanimously carried. The motion came after councillors received complaints from people in Winkfield, Warfield, Binfield and Ascot who noticed a large amount of planes flying over their homes in July. Local MP Adam Afriye, who himself lives in Old Windsor, knows the problem. He has said he will continue his 10-year campaign to fight any changes in flights which expose residents to higher levels of aircraft noise. He has received extensive correspondence from distressed residents who feel the aircraft noise pattern has changed and is now unbearable. Bracknell councillors are very angry they were not consulted by Heathrow in advance of the trials. One councillor said he was disgusted to receive no information about the trial, but at the same time get a letter asking him to back Heathrow’s campaign for a 3rd runway. He said: “This has been an own goal in PR terms, the only way to describe it is an omnishambles….The irony of neighbours receiving this letter should not escape any of us.”
Anger as Heathrow’s latest flight path trials subject thousands to unacceptable noise levels
Heathrow is conducting trials of new flight paths, both to the west and to the east of the airport. Since the easterly trial started (28th July) and the westerly trial started (25th August) the airport has been swamped with complaints. The complaints line can no longer cope. For many people, there has been a sudden and unacceptable increase in noise. The changed, concentrated, routes have been blamed for the “unacceptable and intolerable” noise above a number of Surrey villages. Some of the worse affected areas to the west are Englefield Green, Egham, Thorpe, Virginia Water, Windlesham, Bagshot, Lightwater, Sunninghill and Ascot. Petitions to the airport have been set up in Ascot, Lightwater and now in Englefield Green, asking that the trials be stopped. People feel that even after the end of the trials that ended in June, the increased noise from them has continued. People living under the new, concentrated, routes are now subjected to more, louder, aircraft noise as late as 11.50pm and as early as 6am. The purpose of all this is to get more flights off Heathrow’s runways, so the airport can be more profitable for its foreign owners.
Heathrow claim 60% of MPs back 3rd runway. Survey actually reveals it was only 55 MPs out of 95 interviewed. Not 650.
Heathrow airport has commissioned a survey by highly respected polling company, Ipsos Mori. They wanted to see how many MPs back a 3rd Heathrow runway. There are 650 MPs in the House of Commons. Heathrow is proudly claiming that “58% of MPs back a third runway at Heathrow”. So that means the survey found that 390 MPs thought that ? Really? Amazing! But that is NOT the case at all. The Ipsos Mori survey only in fact interviewed 95 MPs. They say they interviewed 143, but then cut the number back to 95. These were, in theory, “interviewed to closely represent the profile of the House of Commons” – quite how is not explained. What the survey actually found was that just 55 MPs (58% of 95 MPs) said they backed a 3rd Heathrow runway. And when only these 55 MPs – not the whole 95 – were asked if they thought a 3rd Heathrow runway would get parliamentary approval, only 44 thought it was likely (of these only 18 thought it was very likely). This really is taking liberties with polling. Heathrow’s rather extravagantly claim that the poll “explodes the myth that Heathrow is politically undeliverable” looks frankly threadbare … and a bit desperate?
HACAN to distribute 50,000 copies of newspaper “Third Runway News” setting out reasons against it
September 6, 2014
HACAN has proudly launched a new local newspaper, called “Third Runway News,” a new publication which provides residents of west London, east Berkshire and north Surrey with the facts about what an expanded Heathrow Airport would mean for them. It is 4 pages in full colour, illustrated – link at Third Runway News. HACAN is a residents-led campaign, and by contrast with the millions of ££s that Heathrow airport has for its publicity, benefits from the work of local volunteers. The new newspaper has been designed by a local HACAN member, not by a hugely expensive professional design company. The paper asks people to get in touch to say which of the many impacts of a 3rd runway they are most concerned about. These include noise pollution, air pollution, increased car traffic, loss of their home – or loss of the value of their home, or impacts on children and schools from aircraft noise. Meanwhile Heathrow airport have massive adverts, containing extravagant claims for “benefits” of a 3rd runway, (with no supporting evidence), such as “120,000 more jobs” and “£100 billion of economic benefits (not time-scale indicated)” and “loss of £125 billion per month in last trade” for every month without the new runway. Really??
HACAN East calls on CAA to suspend London City Airport consultation on flight paths – it fails to make the noise implications for thousands clear enough
Campaign group HACAN East has written to the Civil Aviation Authority (CAA) to ask it to suspend the current consultation being carried out by London City Airport into flight path changes in East London. HACAN East argues that the tens of thousands of residents who are in line to get more planes over-head if the flight path changes go ahead are not being told about them. London City is proposing to concentrate the flights taking off from the airport in a narrow corridor, but its location is not being made clear enough. Areas directly under the favoured flight path will be Bow, Hackney Wick, Leyton Midland Road, Leytonstone, Barkingside and Colliers Row – but the airport is not leafleting these areas. People will just not realise the full impact till it is too late. New computer technology can now guide aircraft much more accurately [like satnav for planes, enabling an aircraft to fly a very exact route] when landing and taking off. It gives airports the option of varying the routes the planes use in order to give all residents some respite from the noise or of concentrating all the planes on one route. London City has chosen to concentrate the aircraft.
Prime Economics: “Out of thin air – the economic case for a 3rd Heathrow runway” – picks apart Heathrow claims
Prime Economics, a group of independent economic thinkers, has taken a look at Heathrow’s claims about the economic case for a 3rd runway. They are not impressed. While Heathrow (see its latest advert) says: “If we want Britain’s economy to keep growing, we need to grow Heathrow”, the reality is very different. Among Heathrow’s dodgy 3rd runway economic claims, they say: “• It will bring economic benefits of £100bn • It will bring 120,000 new jobs • Every month the problem goes unresolved is costing the British economy £1.25bn through lost trade”. Prime Economics says “the evidence for each of these is very thin and hypothetical …. The link between trade and airport capacity is at best indirect, and certainly opaque. At a macroeconomic level, the impact is simply invisible.” They say “Economies depend on many factors, and hub capacity is one of the least significant, at least once you reach a decent threshold of scale.” They pick to pieces the £1.25 billion figure; the idea that the UK needs flights to every destination in every country; and the hub competition between EU countries. “The current debate assumes exponential growth both of our economies and of our travel into the indefinite future. This will not happen … Airports …are not the main drivers of economic success nor of national well-being.” Well worth reading.
Woodland Trust asking Gatwick respondents to send a photo of themselves, to prove to Gatwick they are real people
Gatwick carried out a consultation, that ended on 16th May) about its 2nd runway plans. There were some 7,700 responses (the vast majority against a new runway) and of those, 4,092 came through a campaign by the Woodland Trust. However, in its analysis of the consultation responses, Ipsos Mori decided to discount these responses, as they had been generated by a campaign and were sent in electronically. It is too convenient for the airport to discount over half the responses in this way. The Woodland Trust is now asking everyone who backs their campaign against Gatwick destroying areas of ancient woodland for its runway, to send in photos and details of themselves, in order to prove to the powers-that-be that they are real people, their opinions are real, and there is no reason for their consultation responses to be invalidated.You can add your photo, and a brief comment, on the Woodland Trust website here. The Trust is rightly appalled at suggestions by Gatwick that they can justify destroying ancient woodland by just offsetting it, through planting 3 new saplings to replace each ancient tree – or translocating woodland soil to new locations for new saplings. Neither even partly replace the richness, quality and diversity of true ancient woods.
Airports Commission gives comprehensive & unambiguous decision not to short-list a Thames estuary airport
As widely leaked, the Airports Commission has decided against short listing an inner Thames estuary airport scheme, for further consideration. The Commission had intended not to short list the scheme back in December 2013, but were persuaded to give the concept further thought. The Commission’s report wording is unambiguous. They say, to take a few direct quotes: ” we are not persuaded that a very large airport in the Thames Estuary is the right answer to London’s and the UK’s connectivity needs.” “To roll the dice on a very risky project, where delays and overruns are highly likely, would be reckless.” “…Commission has concluded that the proposal for a new ITE airport has substantial disadvantages that collectively outweigh its potential benefits. Cumulative obstacles to delivery, high costs and uncertainties in relation to its economic and strategic benefits contribute to an assessment that an ITE airport proposal does not represent a credible option for short-listing.” And “…if UK carbon emissions are to be kept within the overall cap, concentrating a very high number of flights in one location could limit the scope for growth elsewhere and hence reduce the overall diversity of the UK airports system.” So a very definite NO. Link to the report
Stansted publishes consultation on draft plan for future development, staying a one runway airport
Stansted Airport has published its draft Sustainable Development Plan (SDP), for consultation until 7th November. The plan sets out the airport’s ambition to grow (it is always thus in this industry – perpetual growth….) But at least the airport is not planning on a second runway. It anticipates getting up to 45 million passengers per year on one runway, while it had about 17.8 million passengers in 2013, and has planning permission for up to 35 million. The timing of the consultation is apt, being the same day as the Airports Commission rejected an estuary airport. Stansted says its “important role has already been recognised by the Airports Commission, and the plan will help inform its final recommendations to Government on the vital contribution that Stansted’s existing capacity will make to meeting demand over the next 10-15 years.” Local group, SSE (Stop Stansted Expansion) commented on the SDP that they welcomed the plan being only for a single runway airport; they want a gradual phasing out of night flights; and they want the approximately 270 properties near the airport, bought by BAA, to be returned to private ownership.
Holland-Kaye open letter to Boris asking him to back Heathrow runway if estuary plan rejected by Airports Commission
Heathrow’s chief executive, John Holland-Kaye, has appealed to the London mayor, Boris Johnson, to back its campaign for a 3rd runway, ahead of the possible dismissal of his own Thames estuary scheme from consideration by the Airports Commission. In an open letter to Boris, Holland-Kaye says he and Boris share the same belief that only a large, hub airport can (allegedly) provide the scale and range of global flights that – they claim – the economy needs. Neither of them believe a new runway at Gatwick would give what they claim the UK “needs.” Holland-Kaye’s letter says: “We have nothing against Gatwick but you have rightly identified that its claim that it can deliver the same benefits as a hub airport is ‘a sham, a snare and a delusion’.” Boris said, of Heathrow’s 3rd runway plans, last year: “Anyone who believes there would be the space to do that at Heathrow, which already blights the lives of hundreds of thousands of Londoners, is quite simply crackers.” The situation has been complicated by Boris’ decision to apply to become MP for Uxbridge. He said in May: “I will respect the findings of the Davies Commission but I will not abide by them.”
Feedback from Farnborough Airport airspace consultation released – 98% said change unjustified
TAG Farnborough Airport has released a feedback report following its 3 month consultation (ended 12th May) on controversial plans to chance its airspace. Farnborough wants the changes to be approved by the CAA, so it can have a “more predictable flow of traffic around the airport” which it claims could mean fewer flights at low altitude and aircraft flying fewer miles. TAG has now published a feedback document on the responses. This shows there were 13,000 comments, including around 2,500 from stakeholders. They are overwhelmingly negative, with 99% of responses from general aviation negative; 98% of responses to the justification of the changes negative; and 99% negative on the alleged environmental benefits. There was a high level of concern about the proposals, and the results they would have on non-Farnborough air traffic, having to re-route. There were also concerns about the environmental impact and safety. Many also fear the plans will facilitate an increase in number of flights. A 2nd feedback report is due to be published in early 2015, before an application is submitted to the CAA, after TAG has considered whether the objections and suggested alternatives can be incorporated into a refined airspace design.
Responses from councils and parish councils to the Gatwick airspace consultation – many asking for it to be considered void
On 23rd May Gatwick launched a consultation on airspace changes it proposes. This is part of the airspace change programme to “modernise” flight paths, in line with the UK Future Airspace Strategy published by the CAA. The consultation was widely regarded as inadequate, badly written and presented, and effectively almost impossible for ordinary people – unused to the jargon and the technicalities – to either understand or respond to. The consultation finally ended on 16th August. Many organisations, and MPs, have asked for the consultation to be considered void, due to its deficiencies, and re-done to include maps, showing all proposed flight paths at Gatwick for arrivals and departures up to 10,000 feet. These were not included before, making responses difficult. These are some of the consultation responses sent in from local councils and parishes, representing their members. They all comment negatively on the quality of the consultation. One comments: “The air travel industry appears to be in total denial of the collateral damage which would be caused by these proposals”
Carlisle CIty Council gives go-ahead to Carlisle airport overhaul – largely to be a freight centre
Plans for the £20 million overhaul of Carlisle Airport have been given the go ahead – again. A special meeting of Carlisle City Council took place on 18th August, with councillors asked to approved Stobart Group’s proposals for a massive freight distribution centre and revamped runway. One councillor expressed concerns over potential traffic congestion but no councillor voted against the motion to approve officers’ recommendations. The Stobart Group chief executive Andrew Tinkler said that work could begin within “a couple of months” – provided there are no legal challenges. The decision came despite the High Court quashing a previous planning permission decision, as new case law has since emerged which means that the need to take into account the viability of the airport is no longer relevant. However, opponents of the plans are questioning the legality of the council decision. Local people are asking for this decision to be called in. This freight depot proposal is deeply opposed by a large proportion of the local community. There is concern that the proposal was permitted because Tinkler showed a film, of Stobart employees begging for consent to be granted, at the planning meeting.
“Grow Heathrow” squatters in Sipson pledge ‘peaceful’ resistance to bailiffs, due to evict them
The remarkable “Grow Heathrow”squatter community, occupying land near Heathrow in protest at the airport’s expansion, are expected to be evicted by bailiffs today – or soon. They say they will “peacefully” resist, but a range of non-violent means, including digging tunnels and locking themselves onto items. Grow Heathrow, which includes some 15 families, moved onto a derelict site near Sipson in 2010. The privately owned land had been a wasteland, and an area for anti-social activities. Grow Heathrow cleared rubbish from the site, and created a garden, as well as being as self sufficient in food as possible. They also ran creative and artistic workshops, and a positive and productive community. However, the land owner wants the land back, perhaps for sale to Heathrow airport (their 3rd runway plans would make most of Sipson impossible to live in). Many local people in Sipson have been delighted to have Grow Heathrow as neighbours, rather than a derelict site. The local MP, John McDonnell said he “wholeheartedly” supported the activists. “These are people who not only helped us fight off the third runway, they’ve actually occupied a site which would have been the sixth terminal for the expanded Heathrow Airport.”
“Scrap new flight paths,” says GACC in their response to Gatwick’s airspace consultation
Gatwick Airport’s consultation on new flight paths ends on Thursday, 14th August. GACC (the Gatwick Area Conservation Campaign, the well regarded main environmental body concerned with Gatwick, with nearly 100 Borough, District and Parish Councils and environmental groups in the area as members) has submitted a powerful response (GACC AIRSPACE RESPONSE). The consultation has been highly inadequate, giving no flight path detail, and GACC is therefore asking the CAA to declare it void. GACC is demanding that all the new routes should be scrapped. They are asking that Gatwick and NATS should issue a new joint consultation, with detailed maps, showing all proposed flight paths at Gatwick for arrivals and departures up to 10,000 feet. GACC is also asking that the CAA should refuse permission for any new route outside existing NPRs until Gatwick agree to a scheme for compensation. Where flight paths are now concentrated on a single narrow line GACC is calling for compensation to be given to people whose houses are devalued. According to Brendon Sewill: “The law says that, when a new motorway is built, people with houses nearby must receive fair compensation. The same should apply to new motorways in the sky.”
Heathrow campaign, HACAN, will not be taking part in the consultation on noise compensation, for a 3rd runway
On 21st July Heathrow published a consultation on how it hopes to persuade thousands of people, who would be badly affected by increased aircraft noise from its operations, to accept money as compensation. It is offering £550 million, if it is allowed to build a 3rd runway, in various schemes. The £550 million is a one-off, not an annual sum. The aim is to buy off opposition. The existence of the consultation aims to convey the impression that a 3rd runway is inevitable, and that Heathrow is being stunningly generous. Neither is true. The community group dealing in particular with noise due to Heathrow, HACAN, has had numerous complaints from residents who are furious about the assumptions being made in the Heathrow consultation. They do not like being steamrollered into discussions about compensation for something they deeply oppose. HACAN will not be taking any part in the consultation, and not encouraging its members to do so. They feel the compensation discussion “puts the cart before the horse”. Providing Heathrow with assistance in how best to win over residents, whose quality of life will be reduced by a new runway, is not in the interests of those overflown, now or in the future.
Court orders end to 2 flight paths over Brussels, which have been strongly opposed since February
In response to the heated opposition by thousands of Francophone residents of Brussels, and the successful “Pas Question” campaign, a court in Brussels has ordered that two of the new flight paths over the city should be stopped. These are a flight path called “Canal” and one called “turn left” from the airport. These flight paths came into operation on 6th February this year, under the “Plan Wathelet” and reflect the complicated politics of Belgium. The judgement, by the Brussels Court of First Instance, must be applied within 3 months or otherwise there is a penalty of a fine of €50,000 per day. The ordinance imposes in effect a return to the situation prior to February 6th. The association “Pas Question” describes the judgement as an “immense relief” that what they describe as a nightmare of living with the aircraft noise for 175 days has ended. They expect the Prime Minister and Secretary of State for Mobility to take “immediate” measures required to implement the court decision and change flight paths away from heavily populated routes. There need to be impact assessment studies, and consultation, before flight paths are changed – a broader solution for all residents affected by the airport.
Caroline Spelman MP calls for end to Birmingham flight path trials
Meriden MP Caroline Spelman has demanded the Transport Secretary, Patrick McLoughlin, calls a halt to Birmingham Airport’s flight path trials across her borough, since 1st May, after being handed a petition with over 1,500 signatures. The petition, which has been signed by a number of local action groups, calls on Transport Secretary to intervene in the trial following complaints over noise. The airport has been trialling two options for new flight paths for the past 6 months as part of the new runway extension. But residents claim the aircraft are not sticking to the routes accurately, causing planes to fly closer to their homes. Caroline Spelman says the fact the planes are not flying the accurate routes has invalidated the trial, and a review is needed of what has gone wrong. “. If the airport plumps for a compromise route which is different from the original two options there would need to be a further consultation.” The airport claims its new runway extension, as well as creating distressing noise and disruption for several thousand people, will ” deliver global connectivity and thousands of new jobs in the future for local people.” The CAA will finally decide on the flight paths.
Gatwick’s consultation shows some 85% of respondents oppose a 2nd Gatwick runway
Gatwick Airport held a consultation over April and May 2014, to try to get backing for its plans for a 2nd runway, and the option the airport wants – the wide spaced option with the runway used for both arrivals and departures. This has always been what the airport wanted, and the proposal the Airports Commission short listed. The consultation gave two options, that the airport did not want and has no interest in. The consultation also initially had no means for any respondent to express their opposition to any new Gatwick runway, but eventually a “none of these options” box was added – difficult to locate, far into the document. The survey results are now out. They are deeply irritating to the airport, as they show huge opposition to any runway. Of about 7,700 respondents, well over 80% said NO. Of the 7,700 or so, only 733 backed Option 3 ( the runway option Gatwick wants) and 2,165 did not want a runway at all. 4,003 responses came through the Woodland Trust and these are being discounted, unjustifiably, as though part of an e-campaign, many contained specific comments made by the respondents. Taking all the responses for no runway, they amount to some 85% of the total. Even discounting the Woodland Trust responses, 66% opposed a new runway.
CCC confirm UK air passenger rise of 60% by 2050 only possible if carbon intensify of flying improves by one third
The Committee on Climate Change has reported to Parliament on progress on the UK’s carbon budgets. They say: “Under the current rate of progress future budgets will not all be met.” Carbon budgets do not currently include emissions from international aviation and shipping, but these are included in the 2050 carbon target. The government will review aviation’s inclusion in carbon budgets in 2016. In 2012 the UK’s international aviation emitted 32 MtCO2, and domestic aviation 1.6 MtCO2. The CCC and the Airports Commission say a new runway can fit within climate targets, but their own figures show aviation growth exceeding the target for decades. Growth in passengers of “around” 60% above 2005 levels could only fit within the carbon target if there is an improvement in the carbon intensity of aviation of around one-third by 2050. The Airports Commission’s own interim report says there can only be 36% growth in flights by 2050, to stay within targets. They say any more growth than that should not happen, “unless and until” there are the necessary technology improvements, cutting aviation emissions. But neither the government, nor the CCC, nor the Airports Commission can pin down what these will be, or when they will happen. UK aviation emissions remain the highest in Europe.
Plans to fit a new south east runway within UK climate targets are based on a ‘wing and a prayer’ – rather than reality
Two new reports have been produced, which seriously challenge the Airports Commission’s claim that it is possible to build a new runway and still meet the UK Government’s climate change targets. The reports also argue that building a new runway in the south east would worsen the north/south divide, as growth at the regional airports would need to be constrained in order to ensure CO2 emissions from aviation fall to their 2005 levels by 2050. The RSPB report, “Aviation, climate change and sharing the load” and the WWF report, by the AEF “The implications of a new South East runway on regional airport expansion” demonstrate that if a new runway is built, commitments under the Climate Change Act cannot be met unless significant constraints are imposed on the level of activity at regional airports. Both reports illustrate that if aviation emissions were allowed to soar, that would impose costs on the rest of the economy rising to perhaps between £1 billion and £8.4 billion per year by 2050 as non-aviation sectors would need to make even deeper emissions cuts. The regulatory regime for aviation carbon emissions is still just aspirational. Contrary to the impression given by the government and the Airports Commission, the issue of climate in relation to airport expansion has not been resolved.
Residents in Chicago, fed up with O’Hare airport jet noise, take to the streets to fight it
O’Hare airport in Chicago has been upsetting residents to the northwest of the city, by changing flight paths, so some people are being over flown a great deal than before. This is the result of the O’Hare Modernization Project that took effect in October 2013. The changes mean that 85% of O’Hare arrivals and departures between 11 pm and 6am will fly over homes in certain suburbs. Those living under these flight paths face not only the noise, the annoyance, the potential impacts on their health and the loss of sleep, but also a decrease in their property prices. The local community campaign, FAiR (Fair Allocation in Runways) has been touring affected neighbourhoods giving out door hanger signs encouraging people to get active and fight the flight paths, or else “kiss your property values goodbye.” They plan to hand out door hangers to well over 30,000 homes. They also have “yard signs” (placards to stick in the front garden) for the campaign, selling these to raise campaign funds. Just as in London and near other UK airports, people are devastated by the new noise pollution. One commented that even with noise insulation, it was impossible to avoid the noise in the neighbourhood, even by going shopping, going swimming, going to the park. It cannot be avoided.
Four Inner Thames estuary airport studies for Airports Commission finally kill off “Boris Island”
The Airports Commission has now published all four of the studies it has commissioned on an Inner Thames Estuary (ITE) airport. These reports are on environmental impacts, operational feasibility and attitudes to moving to an estuary airport, socio-economic impacts, and surface access. The first report, on environmental impacts was utterly damning, confirming the massive extent of the harm done to highly conserved habitats and their wildlife, and the near impossibility of successfully moving the wildlife elsewhere. Now the report on the feasibility of moving the airport shows the problems of flood risk, fog, wind direction, bird strike, explosives on the SS Montgomery and the Isle of Grain gas terminal – with many practically insurmountable. The report on socio-economic impacts demonstrates that aeronautical charges would have to be very high to pay for the airport, and be too high to compete with Dubai etc. Heathrow would have to close, at immense cost. The surface access report shows the cost of even minimal rail services to get most passengers to the airport would be £10 billion and more like £27 billion for a good service. The cost of road improvements would be £10 to £17 billion. The reports’ conclusions now make it nearly inconceivable that a Thames Estuary Airport will ever be constructed.
Battle of Balsall Common’ over plane noise, from Birmingham flight path trial, goes to Parliament
The Battle of Balsall Common – which has triggered waves of complaints of noise nuisance from planes taking off at Birmingham Airport – is to go to Parliament. Angry residents are raising a protest petition to be sent to Transport Secretary Patrick McLoughlin, to ask him to look at this trial, and call it in. People affected say their lives are being made a misery by trials launched in May in advance of new flight paths being made permanent. This has happened because of the runway extension. People are deeply angry and anxious, because these flight paths are away from the NPR routes (Noise Preferential Routes), which everyone has known about for years. People have checked, in the past, to ensure they have not chosen to live near an NPR. Now, areas which nobody could have guessed would be overflow have planes overhead every few minutes. Campaigners took to the streets of Balsall Common last weekend to get signatures, in a bid to force a Government rethink of the new flight path. David Ellis, of the Balsall Common Action Group, said: ““We are told they are over 3,000 feet but that is not the point – the noise is the problem.” There will be a public meeting on July 16th on the problem.
Around 20,000 attended a damp but determined weekend at Notre Dame des Landes, against planned Nantes airport
Up to 20,000 or so people (estimates vary) gathered at Notre Dame des Landes over the weekend of 5th and 6th July, from across France, to support the campaign against the planned airport, and show their solidarity. Though dampened by almost continuous rain on the first day, spirits were not dimmed, and some 50 talks and debates went on – under canvas. There were also concerts by popular French singers, as well as stalls and activities for all ages. Some of those taking part in the weekend are opposing other Large Unnecessary Imposed Projects (Les Grands Projets Inutiles Imposés) across France, with a sincere desire to stop mega-projects that do great environmental harm, for dubious economic benefit. Work on the airport project has been frozen since 2012, largely due to legal obstructions. The last large protest by the Nantes opponents, organised by ACIPA, was on 22 February 2014, attended by between 20 000 and 50 000 people in streets of Nantes, which was severely policed, and from which there were injuries and some public damage.This weekend’s event was peaceful, and once the sun came out, the sky was filled with protest kites.
Improving its passenger service would undercut Heathrow’s case for a 3rd runway
In much the same way as landowners, especially in the Green Belt, tend to try to let their land get into such bad condition that planners allow planning permission on it, so it is with Heathrow. A comment piece by Philip Stephens, an associate editor of the Financial Times, reflects how Heathrow has a vested interest in managing to make the service they provide inadequate. The more passengers are inconvenienced – and told it is because the airport is so full – the stronger Heathrow hopes its case becomes to be allowed to expand. Philip says: “Absolute genius…….[Heathrow wants passengers to believe that] … If the government gave the go-ahead for expansion – specifically a 3rd runway – all would be well. Try that again: the only way to improve the dismal lot of passengers is guarantee Heathrow still higher profits. As I said, brilliant!” And “Heathrow dominates London’s air traffic and the two companies [Heathrow and BA] have a quasi-monopoly. They are extracting large rents. This is how monopolists behave, the more so when overseen by a weak regulator. Most importantly, a half-decent level of passenger service would be counter-productive because it would undercut the case for that 3rd runway.”
Report for Airports Commission on environmental impact sinks Boris’s estuary airport plans
Boris Johnson’s dreams of a massive airport in the Thames Estuary have had a major setback, from the new report produced for the Airports Commission, looking at the environmental impacts. The study shows it would cause huge environmental, financial and safety risks and would cause “large scale direct habitat loss” to hundreds of thousands of migrating birds. The cost of creating replacement habitats could exceed £2 billion and may not even be possible. Even if replacement habitat could be found, planes using the airport would still be at a “high risk” of lethal bird strike. In order to counter this risk, even larger areas of habitat would need to be destroyed to secure the airport. The report also found huge regulatory hurdles to any potential estuary airport going ahead. Under environmental regulations,the airport’s backers would have to prove there were “imperative reasons of overriding public interest (IROPI)” for placing the airport in such an environmentally sensitive area. Even if that could be proven, they would also need to demonstrate that all of the habitat displaced by the airport could be placed elsewhere. The report found that while this was “technically possible,” it was highly uncertain, as such a large scale displacement had never been attempted before.
Heathrow 3rd runway would mean demolishing Colnbrook incinerator and relocating it – maybe to Stanwell?
The Heathrow airport plan for a 3rd runway to the north-west of the airport, demolishing most of Harmondsworth and making Sipson impossible to live in, also demolishes the current incinerator at Colnbrook, run by Grundon. In Heathrow’s expansion plans they propose that a new incinerator should be built just south of the airport, in Stanwell -between Long Lane and Stanwell Farm. This is, at best, controversial. Residents are concerned about the prospect of an incinerator so close to their homes and with the spectre of the eco-park in Shepperton also looming, questions of just how much Spelthorne can take are being asked. The hope it, by advocates of locating a new incinerator there, that the prevailaing wind from the west would blow any pollution away from Stanwell, and towards the east or north east. Incinerators are unpopular in most areas, as people fear not only dioxins in air pollution, but also the associated heavy traffic from lorries. People in Spelthorne are not convinced they want to host two large incinerators.
Holland-Kaye wants raised Heathrow landing charge, and public subsidy by cutting APD, to pay for runway
John Holland-Kaye has now taken over as CEO of Heathrow, from Colin Matthews. He has already angered airlines by saying he wants to give an adequate return to foreign investors in a 3rd runway, by raising the landing charges at Heathrow. Mr Holland-Kaye wants the landing charge to rise – in real terms – from £20 now, per passenger, to £24 within a few years, and it might rise to £27 by around 2040 (though predictions that far ahead are futile). Heathrow has been battling with its regulator, the CAA, for years on the level of its aeronautical charges. The CAA recently cut its cost of capital to 5.35% in the 5 years to 2019, though Heathrow says its weighted average cost of capital needs to be 6% in the period between 2019 and 2048, to repay its investors. Mr Holland-Kaye also let slip that he wants a cut in Air Passenger Duty (APD) on long haul flights, which would effectively be a loss to the Treasury, and thus be the equivalent of a public subsidy, for a 3rd Heathrow runway. The level of APD on the longest flights was cut this year in the budget, combining the two top distance bands, effectively giving them a government subsidy. He also said he “could not rule out the case for a 4th one in the future.”
Heathrow’s noise claims do not stack up, according to new reports
Heathrow’s claims that a third runway will improve the overall noise climate for residents do not stack up, according to analysis done by HACAN. Their new briefing, “Do Heathrow’s noise claims stack up?” has compared Heathrow’s arguments with the findings of 2 recently-published reports (by the CAA and by the Mayor of London) and concludes that “Heathrow’s claims are unravelling in the face of the independent evidence.” The most damning indictment of Heathrow is in the Atkins report showing their claim that a 3rd runway will mean “at least 30% noise reduction” by 2030 is based on the assumption that the new runway will be only operating at one-third capacity. Both reports challenge Heathrow’s prediction that 90% of the planes using the airport in 2026, when any new runway is expected to open, will be the quieter ‘new generation’ aircraft. They are dubious of steeper landings, and believe people under the current flight paths will get shorter respite periods in order to give people under the new flight paths some respite too. HACAN chair John Stewart said the 2 new independent reports illustrate the near-impossibility of sorting out noise at Heathrow.
Gatwick airport announces first profits for years and returns for its investors … UK tax?
Gatwick airport has announced its results for the year to 31st March 2014. It has made a profit, for the first time in 4 years. Gatwick says its passenger numbers reached 35.9 million in 2013/14 (4.8% up on 2012/13). Their turnover is up 10.2% to £593.7 million and EBITDA is up 14.2% to £259.4 million, with a resulting profit of £57.5 million. This compared to a loss in the financial year ending 31 March 2013 of £29.1 million. The airport has spent a great deal improving the airport, and so made losses – and paid no tax to the UK government for years. Gatwick says their investments and more marketing is being effective in attracting more passengers. It now has more aircraft movements at peak times (a cause of the noise nuisance being caused from new flight paths). Gatwick now claims 20% are travelling on business, largely on EasyJet. The figure was 17.5% in 2012. Gatwick says it will now be paying dividends to its investors, though it has not in recent years. It expects to pay £125m to investors in the current financial year, £65m return in the 2015/16 financial year and £60m in 2016/17. [Maybe also pay some UK tax?]
Heathrow film competition presents 15 impressive anti-3rd-runway campaigning films
At a packed event held in Richmond Theatre, organised by MP Zac Goldsmith, with some 800 people present (free seats), Hugh Grant, Holly Willoughby and Rachel Johnson were the celebrities judging the competition for short films, of 2 minutes or less, opposing a 3rd Heathrow runway. The evening was ably and entertainingly compered by Giles Brandreth. The first prize was £10,000, the second prize £3,000 and the 3rd prize £2,000. Some 50 short films were entered into the competition. The 15 considered the best were shown at the gala event, for the judges to select the top three. The audience then voted on these three. All the 15 films shown were of a very high quality; any one of the 15 films could have been the winner. They all showed a high level of film expertise; there was a wide range of styles and approaches; all showed great originality and creativity, and put the message across powerfully. Anyone present at the gala event would be left in no doubt about just how determinedly people in the areas badly affected by Heathrow will do whatever it takes to ensure no new Heathrow runway gets built.
1. “Heathrow Won’t Listen” http://t.co/zVLEimwmZv
2. “Say NO” http://t.co/AAE881fkGU
3. “Life under the Flightpath” http://t.co/h5G2Ddr20w
MPs initiate “Gatwick Coordination Group” – saying 2nd runway is not in the local or national interest
MPs Crispin Blunt, Sir Paul Beresford, Rt Hon Sir Nicholas Soames, Rt Hon Sir John Stanley, and Charles Hendry have formed the Gatwick Coordination Group. The Group is established to represent the serious local concern at the plan for a 2nd runway. The MPs’ group released a statement saying they believe a 2nd Gatwick runway would be a disaster for the surrounding communities and environment. They say the level of development, associated with an airport serving nearly three times as many passengers as it does now, would devastate the local environment and leave the UK with its major airport in the wrong place. Also that there is no adequate plan yet presented to provide the necessary infrastructure, of all types, to support this development. “The size of the Gatwick site only lends itself to a single runway airport, serving as a sensible, competitive alternate to London’s main hub airport. While they pursue that objective, Gatwick Airport Limited will have our support, but this proposal is not in the local interest, nor is it in the national interest, and this group will work to prove that case.”
Level playing field on transport costs vital to proper assessment of runway options – says TfL
The issue of surface access to airports was the subject of the RunwaysUK conference on 2nd June. Michèle Dix, planning director of Transport for London, said that the costs for surface access for each of the runway options must be assessed against a level playing field of criteria. Michèle said it was vital that estimates by runway promoters reflected that actual needs of transport in the capital. “You need to compare like with like. What are the true and full costs of accommodating this additional demand? If airports are placing a greater demand on the network then we need a greater transport provision.” The Thames estuary proposal had not compared the surface access needs, like for like. She estimated that comparable “optimal” investment level of investment needed – the total package of transport schemes required to deliver an optimal level of surface transport access – for Heathrow was £17.6bn, Gatwick £12.4bn and an Inner Thames Estuary airport £19.1bn. Even just “high” provision, rather than “optimal”, would need £7 billion for Heathrow, £11.6 billion for Gatwick; and £10.9 billion for the Inner Thames Estuary option.
Gatwick claims that with better public transport it will be “road & rail ready” for 2nd runway by 2021
Gatwick has produced a glossy document setting out how it will have fantastic road and rail links in place by 2021, that there will be no road or rail congestion, and everyone will have smoother and easier journeys. And at no cost to anyone. There are some stunning omissions. Most things that are inconvenient are just left out. They say “Gatwick will increase the cost efficiency in the rail industry by filling off-peak trains as well as providing passengers for trains operating in the opposite direction to peak commuter services. While it is estimated that, on the busiest trains, only 5% of travellers will be air passengers, the overall benefit they will bring will be around £3 billion in additional fare income.” Gatwick says: “Junction 9 of the M23 … will need to be upgraded to cater for expansion. Gatwick has committed to funding a doubling of this motorway junction capacity.” The only thing Gatwick has said it will pay for. Also: “we have re-designed the local road network to be no busier than it is today, even after a general increase in demand, which will lessen local noise and air quality effects of background traffic, benefit economic activity and the quality of life of those using and living along the affected roads.” ……….Really?
GACC calls on all councils around Gatwick to hold public meetings on flight path plans
Gatwick airport is consulting on future changes to flight paths. The consultation is long, complicated and almost incomprehensible to the average lay person. It is very hard indeed for those to be over flown, with no experience of aircraft noise, to understand. The proposals could have a serious impact on many towns and villages around the airport, and potentially affect an area from Guildford to Tunbridge Wells and from Petworth to Sevenoaks. Now GACC has called on all parish councils and town councils around Gatwick airport to hold public meetings to enable residents to understand and discuss the new flight paths proposed by the airport. If the parish or town is not affected by the new flight paths, then GACC suggest that a meeting should be held to discuss the proposals for a new runway. John Byng, Vice chairman of GACC, said: ‘Many people are telling us that the flight path document is difficult to understand. The proposals affect each area differently, so we believe that local meetings are the best answer.’ GACC will be asking for a simpler version of the consultation to be sent to all those under the new flight path, and for maps showing the full length of the new flight paths, not merely below 4,000 feet.
American FoI documents show USA is barring John Stewart from the country on allegations it admits are unfounded
On 29th September 2011 John Stewart set off for the USA for a speaking tour. He was arrested and taken off the plane by armed US police at New York JFK airport, under suspicion – in theory – of threatening Barak Obama. But he was held for lengthy questioning. He remains barred from entering the US. Now the Telegraph’s David Millward reports that official US documents obtained by The Telegraph under American FoI legislation have raised fresh questions over John’s treatment. John spearheaded the campaign to block a 3rd Heathrow runway in 2010, and continues to lead the anti-runway campaign. Documents now show that less than an hour before John’s Delta Airlines flight landed at JFK – it received reports that he had made a threat against the president. The source of this incorrect information remains unknown. It is now clear that the US authorities knew as early as 4.29pm that: “previous reports were unsubstantiated”. But the questioning by the American secret service and FBI continued until around 9.15pm. The authorities decided to deport John, with no reason given, and with no redress.
CAA urges UK aviation to improve noise performance & engage communities better, so it can continue to grow
The CAA have produced a new report about aircraft noise in the context of airport expansion. They realise that airports and airlines should do all they can to reduce noise. Some of their recommendations are that when looking to expand, airports should do more to ensure local residents see benefits from additional capacity – whether through funding community schemes, direct payments, or tax breaks. Also that airports seeking expansion should significantly increase spending on noise mitigation schemes to get closer to international competitors – including full insulation for those most affected. Airlines should focus on noise performance when purchasing new aircraft, and airports should structure their landing charges to incentivise airlines to operate so called “cleaner” (lower carbon emissions?), and less noisy flights. The CAA also propose creating a new Airport Community Engagement Forum, bringing together local residents, the aviation industry, policy makers and planners focussed on how (not whether) new airport capacity can be developed and operated with least annoyance, or complaint, from those over flown.
Gatwick flight path changes revealed as 12 week airspace consultation launched
Gatwick airport has started another consultation on changes to its flight paths. This will last for 12 weeks and end on 15th August. The earlier “consultation” done by Gatwick, that ended on 15th May did not include any flight path details, which many who attended the exhibitions found frustrating. Gatwick’s consultation is complex and not intended to be easy for a non-expert to understand. It is rich in acronyms and jargon, that is not properly explained. One could conjecture that making the consultation so hard to understand is deliberate. At its heart the consultation is about Gatwick managing to get more planes using its current flight paths, with changes to get planes taking off separating earlier, so more planes can use the runway with shorter intervals between them. There remains the issue of whether the noise should be concentrated down narrow routes, or dispersed in “swathes” of several kilometres. The Noise Preferential Routes, for planes below 3,000 feet or 4,000 feet, are meant to be routes where the least noise nuisance is caused. However, planes above 4,000 feet are still a real noise irritation. Gatwick’s proposals for more planes on more routes will mean many more people being exposed to a lot more plane noise, either way.
Airports Commission data shows the UK has NO urgent airport capacity crisis
While the endlessly repeated publicity from the airports and airlines, and their lobbyists, has succeeded in getting most people in the UK to believe there is some sort of airport capacity crisis, the reality is different. The Airports Commission has been given the task of looking at this alleged shortage of airport capacity, and understanding it in detail. While the Commission’s interim report in December said the “UK requires one net additional runway in south east by 2030″ they add that the “UK does not have a connectivity crisis today.” The Commission has produced several charts to illustrate this, and says many more could be produced showing how well served the UK is, by different measures. Their charts illustrating short haul destinations by country show the UK far ahead of European rivals; UK 2nd only to Germany on long haul destinations; UK first in Europe for long haul services (now overtaken by Dubai); London far ahead of European rivals by destination for both cities and countries. The UK really is better connected than its rivals, and the Commission say there is “Little evidence of a significant downward trend in UK/London connectivity.”
Survey by Medway Council & Kent County Council shows 84% against Thames Estuary airport
Five out of six people would oppose building a new airport in the Thames Estuary if it meant closing Heathrow and other airports, a survey has found. An estuary airport on the Isle of Grain and the closure of Heathrow has been proposed by London Mayor Boris Johnson. The online survey of 2,000 adults from across the UK was commissioned by Medway Council and Kent County Council, which oppose a new Thames Estuary airport. They say that financially, geographically and environmentally the estuary airport project is wrong – and it would be a huge waste of public money. The survey found 38% of those asked supported an estuary airport. But when they were told Heathrow, City and Southend airports could close as a result, (which they would probably have to) the support dropped to 16%, or just over one in six. Boris is due to submit final plans for the estuary airport to the Airports Commission today. The cost of the airport has now risen to £148bn for the Isle of Grain option. Boris wants a city of 190,000 homes on the Heathrow site, if the airport shuts [which is utterly unlikely].
Over 4,000 take part in Frankfurt’s 100th protest evening – including supporters from Heathrow and Gatwick
May 20, 2014 Many more photos, and video links The 4th runway at Frankfurt airport was opened in October 2011. The flightpaths for this runway overfly thousands of residents in the Frankfurt, many of whom had not previously been overflown. They suddenly found the noise of aircraft overhead every few minutes, relentlessly (day after day, week after week) for most of the day intolerable. Other areas were also affected by changes to flight paths. Ever since the opening, the people of Frankfurt have absolutely refused to accept this, and have campaigned continuously and relentlessly. They hold unique and remarkable protests, almost every Monday night, in the airport terminal. These are attended by well over 1,000 people, every time. On 19th May, the 100th airport terminal protest was held, with around 4,000 (maybe more) protesters. Some campaigners from the Heathrow and Gatwick campaigns went out (by train) to show solidarity and share this remarkable achievement with their German friends. John Stewart, Chair of HACAN and of AirportWatch, addressed the protest, saying they were making aviation history, and the tenacity, persistence and determination of the opposition to Frankfurt flights is increasingly a matter of concern to the aviation industry.
GACC says the public misled by Gatwick’s “consultation” – with far higher figures in airport’s submission to Airports Commission
GACC (the Gatwick Area Conservation Campaign) has now studied the new runway plans announced by Gatwick Airport Ltd on 13 May. Brendon Sewill, chairman of GACC said: “They are horrendous – much larger in scale than in the recent consultation. The proposals will so infuriate local people that they will be determined to oppose the runway scheme at every stage. Any hopes that the airport may have had of building a new runway on time will have disappeared.” The new plans are set out in a 3,200 page document that has been sent to the Airports Commission but which has not been published. The Gatwick press summary shows that the new airport would be bigger than anything previously envisaged. The maximum number of passengers per year has gone up to 97 million compared to a maximum of 87 million in the consultation. That would make Gatwick much bigger than Heathrow today (72 million in 2013), and nearly three times as big as Gatwick today (35 million). The new plans show utter disdain for the 6,000 people who have visited the runway exhibitions during the past months “consultation”, and for the thousands more who have responded online. It is clear that Gatwick’s owners had already decided on their preferred option. GACC has been proved 100% correct it was a phoney consultation.
Gatwick submits its 2nd runway plans to Airports Commission – little detail published, but loads of spin
Gatwick is submitting its proposal for a 2nd runway to the Airports Commission. Unlike Heathrow it has not produced a glossy version for the public, but says it has produced a 3,200 page “evidence-based” report. They claim it would produce more economic benefit to the UK and not cost the taxpayer anything. By contrast the KPMG report done in December for the Airports Commission said it might cost the taxpayer up to £17.7 billion. Gatwick claims: “The economic benefit to the UK of this enhanced competition will be £40 billion more than Heathrow’s 3rd runway.” Gatwick tries to make out their runway is an obvious choice, and say of their rival Heathrow: “Why tunnel part of the busiest motorway in Europe – the M25 – causing serious traffic disruption, when you can build on land already set aside for expansion?” They say: “The Gatwick proposal is best placed to align with key future trends – including continued market share gains by Low Cost Carriers, the spread of new technology hub-busting aircraft such as the Boeing 787 and Airbus A350, and the rapid rise of new hubs in the Middle East and Far East.” Loads of positive spin, absolutely ignoring all the negatives associated with building an airport the size of Heathrow in semi-rural Sussex.
Heathrow publishes glossy 48 page document promoting its north-west 3rd runway plans
Heathrow airport has released a glossy 48 page document, for the public, promoting its north-west runway option. The document is very high on spin, aspiration, laudable future hopes and intentions of all sorts – but very thin on any detail of how these might realistically happen. Wishful thinking, writ large. For instance, on carbon emission, there are hopes of huge cuts through aircraft not yet invented, fuels also not yet in existence, and carbon trading – not yet in existence. Heathrow makes 10 commitments, but gives no detail about time-scale or who would enforce these commitments, or what would be the penalty for failing to deliver them. There are hopes of better air quality near the airport, 100,000 new jobs, £100 billion (no time scale given – probably over years ….) to the UK economy, and a lot on listening to the public. There are some very carefully chosen sentences about the increase in aircraft noise and numbers affected. Heathrow says it will reduce aircraft noise etc ….”by encouraging the world’s quietest aircraft to use Heathrow, routing aircraft higher over London, delivering periods with no aircraft overhead and allocating £250m to provide noise insulation.” The airport will submit its plans to the Airports Commission on 14th May.
Heathrow hopes to buy off Harmondsworth with about £320,000 per property demolished
Heathrow is to spend hundreds of millions of pounds in an attempt to buy off local opposition to a proposed 3rd runway, with plans to use a massive new fund to compensate homeowners and insulate homes and public buildings against aircraft noise. Heathrow knows noise is a key reason why its runway is politically toxic. It also knows the bad publicity of destroying Harmondsworth and Sipson, and making other areas un-liveable. Now – publicising its runway plan tomorrow – Heathrow is proposing to pay the market price, unblighted, of homes plus 25% and the costs of legal fees, moving costs and stamp duty of buying a new home. For a £250,000 property, homeowners would receive £312,500 compensation, plus £7,500 stamp duty costs and legal fees. [About £320,000 each – for a £250,000 house. ie £304 million for the 950 houses Heathrow would demolish]. This of course does not cover homes nearby, where life would become unpleasant. Heathrow is planning another public consultation in July to decide how the money should be divided up. There might also be more money for noise insulation in areas beyond the usual”noise contour” (57dB) and help for schools.
Green organisations tell Sir Howard Davies that allowing another runway jeopardises UK climate goals
November 1, 2013 Eight of the key environmental organisations in the UK have written an open letter to Sir Howard Davies, Chairman of the Airports Commission, to express their concern about the Commission’s “emerging thinking” that more runway capacity is needed for the south east, as expressed in Sir Howard’s speech on 7th October. They have serious concerns about how adding a new runway could be compatible with UK climate targets, and they call on the Commission to demonstrate how its recommendations will avoid gambling on our future ability to meet the UK climate target. The NGOs say the Committee on Climate Change’s analysis concluded that stabilising UK aviation’s emissions at their 2005 level could translate to a maximum 60% growth in the number of passengers at UK airports. They set out 4 key arguments why no new runway capacity is needed even if passenger numbers are permitted to grow by up to 60%. They also urge the Commission to retain a “no new runways” option in its deliberations as the best way of achieving the targets set in the UK Climate Change Act. The eight green NGOs which have signed the letter are: Aviation Environment Federation; Campaign for Better Transport; Friends of the Earth; Greenpeace; RSPB; Stop Climate Chaos; The Woodland Trust; WWF-UK. Click here to view full story…
Aviation now contributes 4.9% of climate change worldwide
Work by the IPCC now estimates that aviation accounted for 4.9% of man-made climate impacts in 2005. This contrasts with the 2% figure that is constantly quoted by aviation lobbyists, and 3% which the same authors quoted two years ago. They have now revised their estimates with 2 important changes: including for the first time estimates of cirrus cloud formation and allowing for aviation growth between 2000 and 2005. The effect of these is to increase aviation’s impacts to 3.5% without cirrus and 4.9% including cirrus. 23.5.2009 More …
Committee on Climate Change.
4th Carbon Budget UK should commit to a 60% cut in emissions by 2030 as a contribution to global efforts to combat climate change.
Aviation emissions must be no higher in 2050 than in 2005, and to do this, all other sectors must cut by 85% by 2050 to allow aviation to grow by 60%
The Committee on Climate Change today recommended a Carbon Budget for 2023-27 and a target for emissions reductions in 2030 – halfway between now and 2050. The recommended target for 2030, to cut emissions by 60% relative to 1990 levels (46% relative to current levels), would then require a 62% emissions reduction from 2030 to meet the 2050 target in the Climate Change Act. The Carbon Budget says international aviation and shipping should be included, and it is vital that UK aviation emissions in 2050 are no higher than in 2005. Also that, as technologies to cut aviation emissions are not readily available, other sectors of the economy will need to cut by 85% in 2050 in order to let aviation grow by 60%. 7.12.2010 More ….. . . .