* * * * main Heathrow news stories * * * *
Greg Hands (Chelsea & Fulham MP) quits government – on principle over May’s 3-line whip voting on Heathrow expansion
Junior trade minister Greg Hands (MP for Chelsea & Fulham)has resigned from the Conservative government to oppose expansion of Heathrow. The vote in Parliament on whether to build the runway will be on Monday. Greg said he had pledged to his electorate to oppose a 3rd runway, at the 2017 election, and he would keep his word and honour his pledges. The borough would be badly over-flown if Heathrow was allowed to expand. It had been thought that ministers with constituencies directly affected could have been allowed to miss the vote. However, the Government will be whipping the vote. The highest profile opponent of Heathrow expansion in the cabinet is Boris Johnson, the foreign secretary, who once pledged to lie down in front of bulldozers to stop it happening. However, in a cowardly and discreditable manner, he is shirking his responsibilities to stand up to his claims, by engineering an overseas appointment on Monday, to be out of the country. [Snout too firmly in trough, and enjoying his important high kudos job ….] Labour’s deputy leader Tom Watson suggested on Twitter that Mr Hands’ resignation should prompt the prime minister to allow her MPs a free vote. Greg has, in the past, held a range of other responsible ministerial roles.
Mayor, Sadiq Khan, ready to join legal action by Councils against 3rd runway at Heathrow
The Mayor of London, Sadiq Khan, will join the legal action brought by local councils (Hillingdon, Richmond, Wandsworth and Windsor & Maidenhead)against Heathrow expansion if Parliament votes in favour of a 3rd runway on 25th June. (Hammersmith and Fulham Council has also recently indicated they would join.) Sadiq has reiterated his opposition to the Government’s decision to back Heathrow expansion and emphasised the significant environmental and noise impacts that a third runway would have on Londoners’ lives, as well as concerns about funding necessary transport improvements. To date, TfL have provided valuable technical support to the local councils. The Government has failed to show any plans for how it will fund the billions of pounds needed to improve road and rail connections to the airport and prevent huge congestion across the transport network. TfL estimates approximately £15bn more investment will be needed when necessary new rail and road links are taken into account, and TfL (Londoners) would have to find the money. The comprehensive recommendations on the NPS by the Transport Select Committee have also not been accepted by Government.
Labour says Heathrow runway does NOT meet the 4 vital tests – calls on all parties to have a free vote on the NPS
The Labour Party has announced that the Government’s final proposal for an Airports National Policy Statement (NPS), laid before Parliament earlier this month, fails to meet Labour’s Four Tests for Heathrow expansion. Their support for a 3rd Heathrow runway has always been conditional on 4 well-established tests being met. The 4 tests are (1). That increased capacity will be delivered. (2) That we can meet our CO2 reduction commitments. (3) Minimise noise and local environmental impact. (4). Benefits of expansion felt across the regions of the UK, not just the South East and London. Labour’s analysis of the NPS finds that none of these tests have been met. Labour is therefore calling for a free vote for all parties on the issue (likely on 25th June). Andy McDonald MP, Shadow Secretary of State for Transport, said: “Heathrow expansion is incompatible with our environmental and climate change obligations and cannot be achieved without unacceptable impacts on local residents. The improved connectivity to the regions of the UK cannot be guaranteed and there are unanswered questions on the costs to the public purse and the deliverability of the project.” Some Labour MPs back the runway, as do unions like Unite, that are always in hope of any prospect of jobs.
The DfT’s own figures show a Heathrow 3rd runway plan has no effective benefit to the UK. The benefit predicted has decreased each time it is re-calculated
This is taking the “Net Present Value” which is the correct measure to use, taking into account all benefits, and subtracting all costs (figures bandied about like £74 billion etc are benefits only – no costs deducted, so highly misleading).
The NPV was allegedly £+11.8 billion (for ALL the UK, over 60 years), in the Airports Commission’s Final Report assessment (Page 147) in July 2015.
It was down to £+0.2 to £+6.1 billion, in the Further Review and Sensitivities Report by the DfT (Page 39 Table 7.1) in October 2016.
It was then down again to between £-2.2 to £+3.3 billion in the DfT document of October 2017, the Updated Appraisal Report on the NPS (P.44 Table 9.2).
And now in the final version of the NPS, that the government wants MPs to vote on shortly, the benefit (NPV) is just between £-2.5 to £+2.9 billion, in the DfT’s Addendum to the Updated Appraisal Report (Page 10 Table 3.1).
Justine Greening: Government must rethink Heathrow expansion plans, with a proper national aviation policy
Justine Greening, writing in the Yorkshire Post, says it is unacceptable for the government to be pressing ahead with the Heathrow runway, despite logic – and without a UK aviation policy. She says: “…there’s nothing national about the Airports “National Policy Statement” proposed by the DfT. The third runway proposal at Heathrow is a 20-year-old hub proposal that’s entirely unrelated to the world of direct, point to point flights we live in today.” … It’s bad for northerners. “Pay more to get to Heathrow, then pay more to get on a plane at an expensive expanded Heathrow. … It’s a triple whammy for the Northern Powerhouse and Yorkshire region, because a bigger Heathrow means smaller regional airports. …The DfT’s own analysis … shows that regional airports – Leeds Bradford, Doncaster and Manchester – will lose over 26,100 international flights every year by 2030 because of Heathrow expansion….And there’s a 4th whammy. Heathrow Airport will consume £10-15bn of transport spend” for surface transport for Heathrow. She concludes: “MPs need to look at the detail locally and nationally, ask questions to Ministers as to why this proposal so badly undermines our crucial regional airports, vote against it and then demand a proper UK-wide airports strategy that works for all of us, wherever we live.”
CCC writes to Grayling to remind him of UK’s climate commitments, expressing concern about NPS silence on allowing rising aviation CO2 emissions
The Committee on Climate Change have written to Chris Grayling to reiterate that the UK has a legally binding commitment to reduce greenhouse gas emissions under the Climate Change Act, and the Paris Agreement. They say: “We were surprised that your statement to the House of Commons on the NPS on 5 June 2018 made no mention of either of these commitments. It is essential that aviation’s place in the overall strategy for UK emissions reduction is considered and planned fully by your Department.” Under the CCC’s advice, the aviation sector would be allowed to keep its CO2 emissions at no more than their level in 2005, by 2050. That means aviation’s share of total UK CO2 emissions would already increase from about 2% to around 25%. Even that means “all other sectors must reduce emissions by more than 80%, and in many cases will likely need to reach zero….Higher levels of aviation emissions in 2050 must not be planned for, since this would place an unreasonably large burden on other sectors”. The CCC say: “We look forward to the Department’s new Aviation Strategy in 2019, which we expect will set out a plan for keeping UK aviation emissions at or below 2005 levels by 2050. To inform your work we are planning to provide further advice in spring 2019.”
DfT’s own figures, (suitably hidden in an addendum, hard to find, not in the main NPS) shows effectively ZERO Net Present Value to the UK of a 3rd Heathrow runway
From this DfT document. June 2018. Page 10.
The figure takes into account all the costs of the runway, in the proper government methodology, rather than just considering the benefits – ignoring costs (which is what the DfT does in its Heathrow promotional material, eg. the main NPS document).
DfT gives a figure of £74 billion benefit, knowing the NPV value is actually around ZERO
This kind of information is concealed, deliberately, by the DfT – as they know most politicians, business people, MPs etc will NOT have the time to read through all NPS associated documents. The figures the DfT want MPs to see are in the main June 2018 NPS document. That says (Page 23) …”total benefits (not including wider trade benefits) of up to £74 billion over 60 years for the Northwest Runway scheme.”
The details are always in subsidiary documents, that are very hard to locate, off the DfT website. Shocking.
The (June 2018) -£2.5 bn up to a maximum +£2.9 bn is even lower than the figures of -£2.2bn up to +£3.3 bn from the equivalent DfT document of October 2017. (P 44)
Government accused by Councils of ignoring Transport Select Committee recommendations in final Heathrow NPS
Hillingdon, Wandsworth, Windsor &Maidenhead, and Richmond Councils have accused the government of misleading MPs on the Heathrow runway plans (the Airports NPS). They say the government has only incorporated 3 out of 25 of the recommendations by the Transport Select Committee (TSC) recommendations into the final NPS, while trying to give the impression it has taken far more account of them. Chris Grayling told the Commons (5th June) that 24 of the 25 recommendations had been “acted upon” and that expansion at Heathrow had been agreed by the Cabinet. The 4 councils are calling on Mr Grayling to return to Parliament and explain to MPs why the TSC advice has been brushed aside. The Councils need to see a definition of an acceptable maximum number of people newly exposed to plane noise, by a 3rd runway. Among their demands, they want assurance that planning approval would only be granted if the target for no more airport-related traffic can be met. Also a more stringent interpretation of air quality compliance including ‘headroom’ to manage future increases in pollution – and clarity on how the requirement for 15% of new slots will be secured for domestic connections, rather than just warm, woolly wording.
Hammersmith & Fulham Council will join the 4 councils’ legal challenge against Heathrow 3rd runway
Hammersmith & Fulham Council has vowed to keep fighting plans for a third runway at Heathrow, even if Parliament votes in favour of it. The council has said it will seek to join any legal challenge against a decision in favour of expanding the west London airport – a move the council says would subject residents to a mire of misery and pollution. Council Leader Stephen Cowan said: “We absolutely refuse to sit back and let such a potentially catastrophic decision be made without a fight, We’ve made our stance very clear; a third runway at Heathrow would mean more noise for residents already suffering noise disturbance, more pressure on our roads and an unacceptable increase in air pollution. If we need to take legal action, we will, as the environmental cost of meekly accepting a decision in favour of expansion, would be far worse.” In 2014, H&F Council set up a resident-led commission to investigate the potential effects of expansion on residents’ lives. It reported back that the overall impact of Heathrow expansion would be negative, with any benefits unlikely to be felt by those in H&F.
Anti-Heathrow protesters stage hunger strike against Heathrow 3rd runway plans, asking people to lobby their MPs to vote against it
On Saturday 9th, campaigners from the Vote NO Heathrow campaign started a hunger strike, to draw attention to the huge risk that MPs might vote in favour of a 3rd Heathrow runway. The vote is likely in the next two weeks. Over 30 campaigners gathered outside the London HQ of the Labour party in Victoria Street, for the start of the hunger strike by 5 of them. They intend to continue not to eat for as long as their health permits, and if possible until the vote in Parliament. Earlier in the week, 8 campaigners were arrested outside the building for using chalk spray on the pavement and the glass windows, to highlight their message. The vote of the Labour party is crucial, and it is hoped that MPs will appreciate that the runway fails the 4 tests Labour has set for it, and impose a 3-line whip. The Tories may impose a 3-line whip in favour of the runway. The Vote NO Heathrow campaign wants as many people as possible to write to their MP – of whichever party – to ask them to vote against the runway. There are many important arguments, why the runway should be opposed (more details below) but these could be summarised as economic problems, UK region problems, noise, air pollution and increased carbon emissions.
FT’s Jonathan Ford on massive doubts over Heathrow’s ability to fund its runway – without huge subsidy from taxpayers
Jonathan Ford, the City Editor of the Financial Times (who knows a thing or two about finance) on the Heathrow runway scheme. It would cost at least £14 billion (probably more with inevitable over-spends), and as Heathrow is already the most expensive airport in Europe, its ability to claw back money is limited – anyway, it cannot get airlines and passengers to pay until the runway is built and operating. Despite sales of some of its airports, totalling more than £4bn, its debt was still £13.4 billion in 2017. And “Heathrow’s 2017 accounts record a dividend of £847m for shareholders last year on after-tax profits of just £516m, implying that dividends were partially funded by taking on yet more corporate debt.” Shareholders are not going to be happy to receive almost no dividend for several years. “Heathrow might try to ease the burden by discreetly pressing for public subsidy, figuring that once the state is committed to the 3rd runway it will not want to see the project come off the rails. The government should stand firm. Its decision to pick the most expensive of three runway options on the table was always predicated on the idea that all could be financed without state support.”
London Assembly reaffirms strong opposition to Heathrow 3rd runway
The London Assembly has reaffirmed its opposition to a 3rd Heathrow runway. It has agreed unanimously on a motion asserting its opposition. Caroline Pidgeon (Lib Dem) who proposed the motion said: “The case for a 3rd Heathrow runway is based on a number of false claims, … a 3rd runway will create noise disturbance for a further 300,000 people and add to higher levels of air pollution in parts of London where air pollution already exceeds illegal levels. We can ensure we retain international connections without following the foolish option of the incredibly expensive third Heathrow runway. A third Heathrow runway comes at a huge price that is simply not worth paying for.” Léonie Cooper (Labour) said the runway would “have a far-reaching impact on almost a million London households within the next 30 years….the current plans to mitigate its adverse effects on the surrounding environment and the health and social wellbeing of local communities are inadequate. It is clear that the potential costs and risks to Londoners outweigh the projected economic benefits of the expansion … the Government’s decision should be robustly opposed”. The Assembly “asks the Mayor to join with us to ensure that this threat to the health and environment of Londoners does not materialise.”
Political fight over Heathrow brewing for the SNP (35 MPs in Parliament) in Scotland
With the final vote on a 3rd Heathrow runway expected within about 2 weeks, the political fight is intensifying, as the SNP have their conference on 8th and 9th June. It is important for the Heathrow vote, as the SNP (with 35 MPs) hold a potentially critical role – if they were to vote against the runway, it might be stopped – or only won by a tiny margin. Heathrow continues to throw money and the weight of its corporate lobbying at the SNP, schmoozing them at the conference, with an invitation-only event – as it has done at the other political conferences, trying to buy support and persuade MPs. By contrast with the hospitality and honey-tongued words by Heathrow in the conference, 3 residents who would lose their homes if the expansion goes ahead, drove for 13 hours overnight from Harmondsworth – to focus on engaging with SNP party members and politicians going into the conference. They spoke to several hundred, putting the case that the SNP should not be led astray by the promises of Heathrow – and many expressed concern at the party’s position of support for the runway, due to environmental concerns and a preference to see the development of further direct air links from Scottish airports, and a dedicated air freight hub in Scotland.
Simon Jenkins on Heathrow: Government support for this polluting 3rd runway is macho folly
Characteristically brilliant and incisive article by Simon Jenkins. Well worth reading it all. Just a few snippets here: “The building of a third runway at Heathrow must be the worst decision taken by a British government in modern times. There is nothing in it but private profit for a Spanish company that appears to have the British cabinet in thrall. That a rich European city should expand rather than contract a major airport in a built-up area defies belief. … The project will further congest and pollute what is already one of the most choking parts of the capital. Its air quality is illegal. The runway will suck economic activity into London, and away from the provinces. It will cost billions in public money. It is so expensive that even Heathrow’s old ally, British Airways, now opposes it. … Air travel is overwhelmingly for leisure. Airports talk of “business use” because they are ashamed being part of the tourism industry, which Grayling never once mentioned. …Grayling promises that the new runway will not go ahead if Heathrow does not “meet the UK’s air quality commitment”. But he knows it won’t. He knows neither his department nor Heathrow has ever kept a promise of this sort. … [runway decision] resting not on its merits, but on whether Theresa May had the guts to push it through.”
Labour knows the Heathrow 3rd runway plans fail their 4 tests – so may vote against the NPS
Theresa May’s plans for Heathrow expansion are facing an unpredictable Commons vote after Labour indicated that the runway plans do not pass its four key tests. These require (1). noise issues to be addressed, (2). air quality to be protected, (3). the UK’s climate change obligations met and (4). growth across the country supported. Labour may refuse to vote for the plans when they come before MPs for a vote on the National Policy Statement (NPS) – ie. the runway – in the next 3-4 weeks. With Boris Johnson expected to be (so convenient …) “out of the country” and several Tory MPs voting against it, the government needs Labour and the SNP to vote in favour. However, Jeremy Corbyn’s office said the issues of air pollution, noise for residents, regional connections and greater capacity were crucial. The revised NPS, published on 5th June, is barely changed from the draft and does not include measures that convincingly pass the 4 tests. This suggests that Labour could either whip a vote against the 3rd runway plans or at least order its MPs not to back the Government. The SNP has not so far indicated if it will vote in favour, though they have become aware that the Heathrow runway is likely to damage Scotland and its airports. Labour and SNP MPs are concerned about yet more money being spent on London, rather than in the regions, and on the possible vast cost to taxpayers.
Heathrow expansion will mean less direct international flights for Yorkshire, analysis shows
The Government faces considerable uncertainties in trying to push through the plans for a 3rd Heathrow runway, and get enough MPs to vote for it. Labour may oppose the plans, and analysis showed northern airports will lose out on thousands of international flights if Heathrow got a 3rd runway. The government hopes they can mislead the SNP with pledges of huge benefits from the runway, based on out-of-date figures for possible economic benefit from the runway, and crazily calculated (back of envelope, starting with the wrong number) calculations about possible future jobs. It is likely that Leeds Bradford Airport would see 4,449 fewer international flights a year by 2030 if the 3rd runway went ahead. Doncaster Sheffield Airport would lose 1,413 while the North’s major hub – Manchester – would lose 20,258. Keighley MP John Grogan, who requested the figures from the Commons Transport Committee, said Heathrow expansion would mean Britain’s regions losing out. The Labour MP also questioned the Government’s pledge to ring-fence 15% per cent of slots on the new runway for domestic connections to the rest of the UK. This can only happen if they are subsidised, and these flights almost always run at a loss.
SNP “promised” 16,000 new jobs if it backs 3rd runway – but that figure is crazily inflated – as Heathrow & DfT well know
The Conservative government may need the SNP’s support if some of its MPs rebel against the new Heathrow runway – which is likely. The SNP will demand guaranteed extra slots for Scottish flights into London in return for the party’s support for the 3rd runway. Ian Blackford, the head of the SNP’s parliamentary group in London, said the party had not taken a decision on runway yet – and would only do so if Scotland stood to benefit. Their backing may not be guaranteed, though that had been assumed – particularly after Keith Brown, Scotland’s infrastructure secretary, believed there might be 16,000 Scottish jobs, created by the project. That figure of 16,000 jobs is what Heathrow has, for several years, been peddling. Along with similarly inflated claims for all the regions. The number was derived by a consultancy called Quod, in a flimsy little 4 page paper, with no methodology, no date, no author etc. It is based on the assumption that Heathrow would provide an economic benefit (NPV) to the UK, over 60 years, of £147 billion. That number is now known to actually be about £3.3 billion, at best (if not a negative number). The SNP would be very ill-advised to believe Scotland will benefit; in reality its airports would be damaged by allowing the runway. Tragic if they vote in favour of it, because they have not checked out the facts properly.
Government deal to bail out Heathrow if runway plan fails – possible massive cost to taxpayers
Back in October 2016, the government did a deal (The Statement of Principles) with Heathrow (HAL), in which there are clauses implying the government would bail out any costs to the airport, if it does not finally get government approval to expand. There is no end date for the agreement. Though the document states it is non-binding, the wording is ambiguous – a gold-mine for lawyers? Justine Greening revealed this massive risk to taxpayers in Parliament, saying Heathrow “have somehow managed to get a poisoned pill agreed by DfT that means the taxpayer has to cover all their costs if things go wrong. Isn’t this the worst kind of nationalisation? The public sector and taxpayers bearing all the Heathrow downsides and risks but the private sector owning all of the upside and financial returns.” The Statement of Principles says: “HAL reserves its rights (including but not limited to its rights to pursue any and all legal and equitable remedies (including cost recovery) available to it under law) in the event of: …. The withdrawal of the Government’s support for aviation expansion for Heathrow Airport only after the Secretary of State has stated that HAL’s Scheme is the scheme it prefers in accordance with paragraph 1 of Part 1.” This was only mentioned in passing in the NPS and Justine is seek urgent clarity of the clause, in order to give an opportunity for the issue to be discussed in the House of Commons before MPs vote on the NPS proposal – within 3 weeks.
As expected, Government approves outline plan for a 3rd Heathrow runway – which will then face legal challenge
Cabinet ministers have today given the official go-ahead for Heathrow expansion. This was never in doubt, as it is government policy. The NPS (now no longer a draft) was “laid before” Parliament, so now MPs will have to vote on them within 21 Parliamentary sitting days. ie. before Monday 9th July. Simon Dudley, leader of Windsor and Maidenhead borough council, said a coalition of four local authorities and Greenpeace would seek a legal review of the plans for a Heathrow 3rd runway, if MPs vote for the plans, as they are. approve unchanged plans. The councils (Windsor & Maidenhead, Wandsworth, Richmond and Hillingdon – some of the boroughs worst affected by Heathrow noise and other impacts) want the government to “satisfactorily address concerns” over noise and air pollution. Mr Dudley said the councils will look at the proposals to see whether their significant concerns on flight paths, “respite”, night flights and air pollution have been addressed. If they have not, there will be a legal challenge. Greenpeace and the authorities contend new evidence on the severe health impacts of air and noise pollution makes the expansion of Heathrow far less likely to pass a review.
Do listen to this remarkable bit of video – a caller to LBC Radio, from Windsor.
Cabinet economic committee set for Heathrow 3rd runway decision, followed by Cabinet decision, followed by vote in Parliament within 21 working days
Controversial plans (the draft Airports NPS) for a 3rd Heathrow runway are set to be approved by ministers today, with the Cabinet’s economic sub-committee, chaired by Theresa May, signing off the plans. These would then be approved by the full Cabinet. Then the NPS is laid before Parliament, with a vote on it within 21 working day. The timing is awkward, with Brexit issues dominant and divisions in government already, without adding this extra, deeply contentious, issue. Boris Johnson is the only Cabinet minister who is deeply opposed. But many Tory backbenchers are against it, and it is anticipated they will be complaining loudly in the coming weeks. Labour is divided on the issue, with many blindly accepting the myths of jobs and economic growth the runway (allegedly) might produce. Labour know the runway plans cannot pass the 4 tests they set for it. The government doesn’t have a majority and remember, and wants to get this plan through the Commons by the end of June. If they can, it will be a demonstration of “look, we are getting on with things, it’s not just Brexit!”
Call for the Competition & Markets Authority to investigate Heathrow, and its market power
The No 3rd Runway Coalition has written to Lord Andrew Tyrie, the new chair of the Competition and Markets Authority (CMA), asking why the proposed expansion of Heathrow has not been scrutinised by the competition authorities. Heathrow is, by far, already the largest and busiest airport in the country. And with even proponents of the scheme accepting that Heathrow expansion would impact significantly on the smaller regional airports in the market, the letter suggests that competition authorities have been inactive. This is particularly surprising because the Competition Commission (the antecedent authority of the CMA) had stated that Heathrow already enjoyed such “substantial market power” that it would require further review and regulation, in future – even without a third runway. That situation would be far worse with a 50% larger Heathrow. Back in 2008, the then BAA had to sell off airports because it was seen to have too much market power – it sold Gatwick in October 2009, Edinburgh April 2012 and Stansted in January 2013 . The current government proposal to expand Heathrow would simply recreate that monopoly position, perhaps in an even worse form.
Airlines do not want Heathrow to have control of building a 3rd runway – perhaps a “Buildco” instead?
British Airways and other airlines are hoping to take over building the possible 3rd Heathrow runway from the airport’s owner, because they do not want costs to escalate. They do not think the government or CAA has enough control over Heathrow to ensure it controls the costs of the massive expansion project. Passenger charges and investor returns are based on the total value of Heathrow’s assets, (RAB) and this gives the perverse incentive for the airport not to keep its spending low. The more it spends, the more its owners can earn. An investigation by The Sunday Times in March highlighted widespread concerns over Heathrow’s bloated spending. Willie Walsh (CEO of IAG) told the Transport Committee’s inquiry in February that he had “zero” confidence that Heathrow’s operating company would deliver the project on time and on budget. He said it would be foolish to sign a “blank cheque”. To try to calm the airlines’ fears, and get them behind the runway plans, the airlines are proposing a special-purpose company, known as a “Buildco”, to deliver the project; Heathrow and the airlines would buy stakes in it. The government is trying to reassure the airlines by slightly increasing the CAA’s remit and powers.
Heathrow expansion will increase landing charges. See these short video clip extracts from evidence given to the Commons Transport Committee on the draft Airports NPS (ie. Heathrow 3rd runway plans). Heathrow admits it is likely to put up costs.
More details of the evidence session at http://www.airportwatch.org.uk/2018/02/airlines-tell-transport-committee-of-their-alarm-over-blank-cheque-for-heathrow-3rd-runway/
Conservative MPs including Boris Johnson & Justine Greening are threatening to rebel over Heathrow 3rd runway – with draft NPS laid before Parliament by mid-June
The Times has published a list, by Justine Greening MP, of 8 key reasons why there should NOT be a 3rd Heathrow runway. Times journalists also comment that it is likely the government will present the revised draft Airports NPS (ie. Heathrow runway proposal) to Parliament within two weeks. MPs then have to vote on the NPS within 21 sitting days – so in order to get all this through Parliament before the summer recess (starts 20th July) they have to start soon… Once the NPS has been approved, and adopted, the legal challenges against it can start. Only if Heathrow wins those can it start on details of planning its expansion. Justine Greening has been a long-term vociferous opponent of the runway. Boris Johnson has also been deeply opposed to it, but has not dared say anything publicly since being elevated to being Foreign Secretary. When there is a vote, Theresa May might be forced to rely on opposition parties to pass the runway plan, though Labour is also threatening to withhold support. The vote will come soon after a series of bruising debates over the EU Withdrawal Bill, with Downing Street reluctant to expend political capital on anything other than Brexit.
A 3rd Heathrow runway would benefit the few, not the many: Labour should oppose it
The government has apparently committed itself to backing the Heathrow 3rd runway, which will destroy local communities and make Heathrow far and away the largest single source of greenhouse gas emissions in the UK. Labour has prevaricated and not yet taken a position on the runway issue. But it is now high time Labour took a stand against it. A hangover from the New Labour era is that there remain a number of Labour MPs who see backing a third runway as party policy. They support the runway for historic reasons and are reluctant to listen to the increasingly disparaging analysis of the project. Due to the huge rise in UK aviation CO2 emissions the runway would help generate, and its disproportionate social impacts, Labour should be opposing it. The runway cannot satisfy Labour’s four tests which the party has stipulated as the necessary basis for any support – so Labour should be obliged to oppose Heathrow expansion. The party should stick by its values, looking after citizens, rather than being driven by financial profit and more holidays for a privileged few.
People are encouraged to write to their MP and ask them to oppose Heathrow expansion at the vote in June. Everyone is welcome to the Vote No Heathrow open meeting on 12 June in London to learn more.
Heathrow expansion under more scrutiny as Grayling broadens CAA’s oversight, trying to reassure airlines on runway costs
The Government has put more pressure on Heathrow to limit its expansion costs after broadening powers which enable the Civil Aviation Authority (CAA), the aviation industry regulator, to more closely scrutinise the airport’s plans. The airlines, and IAG in particular, are deeply sceptical about the cost of the 3rd runway, and how expensive it will be for them. They have no faith in Heathrow to be able to build its runway etc, for a reasonable price. Transport Secretary Chris Grayling said the CAA would now be able to seek views on the expansion of Heathrow from a wider range of stakeholders, and would also be able to benchmark the price of the project against international comparisons. The CAA’s oversight powers will see the regulator able to get the views of airlines which don’t yet operate from Heathrow, but hope to do so in future. Heathrow has already tried to make £2.5 billion savings in its plans, as the airlines refuse to stomach the £17 billion price. Willie Walsh (CEO of IAG) said: “Heathrow is a monopoly with a history of gold-plating facilities and very high airport charges …. Benchmarking its cost proposals against similar schemes is critical and very welcome. It is imperative that Heathrow provides a full, detailed cost breakdown for expansion before Parliament votes on it this summer.”
Heathrow and Grayling get business to lobby Theresa May (yet again) for fast decision in favour of 3rd runway
A number of business lobby groups have signed a letter to Theresa May, saying the government needs to “get on with expanding the UK’s airport capacity”. The letter has only been sent, due to Heathrow – and Chris Grayling – lobbying the companies to send it. The same business groups have lobbied many times before, in favour of the 3rd runway. The claim is that, (despite all the financial uncertainties, the fact Heathrow is in the wrong location, and its immensely damaging environmental impacts) the runway will somehow help Britain cope with the problems Brexit will cause. The groups that put their name to the letter were the Confederation of British Industry, the British Chambers of Commerce, the Institute of Directors, the Federation of Small Businesses, the EEF – The Manufacturers’ Organisation, the London Chamber of Commerce and Industry, and airport expansion lobby group London First. The timing of the letter, which has been published by Heathrow, is particularly important, because Heathrow wants the required vote to approve the draft Airports NPS (ie. the Heathrow 3rd runway) to go ahead as planned before September because then MPs will be more pre-occupied with Brexit. .
Consultancy AvGen finds, yet again, Heathrow’s “Fly Quiet & Green” programme comes up with weird, incorrect, results
Heathrow has published the results from its Fly Quiet & Green programme for 2018 Quarter1. Unfortunately it seems determined to persist with the flaky arithmetic and absence of logic and common sense that characterised the results for previous quarters (which remain unaltered). For Q1, as with previous quarters, league table scores have again been inflated, this time by an average of around 44% compared to the results that are produced when Heathrow’s own published methodology and performance rankings are used. Once again that increase has not been applied uniformly across all 50 airlines (a number of them have been awarded more than double the number of points that they merit), with the result that the relative league table positions are significantly altered. Below are some examples, from consultancy, AvGen, showing the arbitrary results – which do not appear to be based on much logic – of airlines being put into higher and lower rankings, based on their noise and emissions. By contrast with the Heathrow figures, those from AvGen show the greenest airline is Aer Lingus – not Scandinavian. The second greenest is Finnair, not LOT Polish Airlines. Curious that Heathrow does such odd things with the data ….
Stansted long-haul flights could quadruple as airlines decide against waiting for slots at Heathrow
Stansted is planning to quadruple the number of long-haul flights it offers, as delays and uncertainty continue on whether there will be a Heathrow’s 3rd runway. Stansted, as London’s 3rd largest airport, is already expanding the number of long-haul services it offers, as it begins to shift away from being a traditional hub for short-haul tourist flights. Fly Emirates will start a daily service from the airport to Dubai next week, and Primera air has also announced four new transatlantic routes from Stansted to New York, Boston, Toronto and Washington that will start this year. Stansted wants others too and its Chief Executive Ken O’Toole said that up to 25 long-haul routes had been earmarked that eventually might take the total to 33 direct long-haul destinations. It is building a new £130 million arrivals terminal, which will be complete in 2021. It is also applying to Uttlesford district council to lift the existing cap on passenger numbers from 35 million to 43 million per year – about the same size as Gatwick. Stansted airport, owned by Manchester Airports Group, believes that airlines were being attracted to Stansted due to becoming frustrated with constraints at both Heathrow and Gatwick.
Ofsted monitoring report highly critical of apprenticeship provider, Mooreskills, at Heathrow and apprenticeship quality
Heathrow has tried hard to persuade MPs that its 3rd runway would almost eradicate youth unemployment, and its scheme for more apprenticeships would be fantastically effective. One of Heathrow’s most often repeated claims as benefits for a 3rd runway is taking on 5,000 more apprentices, taking the number up to 10,000, by 2030. Now an assessment of its apprenticeship programme by Ofsted shows that its apprenticeships were “not fit for purpose”. Inspectors found “insufficient progress” had been made in establishing and maintaining high-quality apprenticeship provision. The report said progress of the vast majority of current apprentices is slow, and many who should have started in February had still not begun. Leaders had failed to ensure “they have sufficient training staff” with the “required competencies and skills to deliver the programmes”….“Far too many of the apprentices” at Heathrow were adversely affected by this shortage of qualified training staff. Many apprenticeships were in retailing and wholesaling. Many were found to be “not fit for purpose”, and most received “a poor standard of training”.
Beyond ICAO’s CORSIA: It will NOT deliver the necessary aviation CO2 cuts, and more ambition is needed for it to be effective
In a useful paper, Chris Lyle (with a long, impressive academic and industry pedigree) writes of how the ICAO’S CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation) – that rather implausibly aims for “carbon-neutral growth” from 2020 onward – cannot produce a reduction in global aviation CO2 emissions. He instead suggests ways in which CORSIA needs to be modified, in order to more more ambitious – and achieve carbon reduction cuts from the sector. He suggests that the legal and governance framework and the implementation process of CORSIA should require the aviation CO2 emissions of each country to be part of their obligations under the Paris Agreement, and there should be a more a direct role for the UNFCCC in determining eligibility of emission units and alternative fuels. Much more ambition is needed, and even if the aviation industry manages to find “alternative” fuels that are genuinely environmentally sustainable (doubtful at any scale ….) they will not provide the carbon emission cuts required. Aviation should not be one of the only industries allowed to continue to increase its CO2 emissions, year after year. [Unfortunately, the UK is trying to claim it need not be concerned about aviation CO2, as it is all being adequately dealt with by the CORSIA scheme. It is not.]
Heathrow Hub wants Grayling to make changes to Airports NPS to include their extended north runway scheme
Heathrow Hub is not giving up, and keeps pressing for the government to approve its concept of an “Extended Northern Runway” (ENR). It has now submitted amended draft legislation to Chris Grayling, Secretary of State for Transport, so that its ENR proposal can be implemented instead of Heathrow Airport’s north-west runway (NWR). The backers of the Hub (who stand to make a lot of money, if their scheme was chosen) say the ENR scheme would be cheaper, simpler and “quieter” than the NWR. And they say it can be built in phases. Phase 1, costing £3.9bn and delivering 70,000 additional aircraft movements annually, would begin operations as soon as 2026, possibly 4 years ahead of the NWR scheme. There are differences in the numbers of homes needing to be demolished, and the number of people who would be forced to leave their homes. The amount of plane noise would be much worse for those currently under flight paths, but there would probably be fewer people newly exposed to aircraft noise. Heathrow Hub’s lawyers have drafted suggested amendments to the National Policy Statement (NPS), due to be considered by Parliament in the summer.
Guardian letter on costs of Heathrow runway to taxpayer
Letter in today’s Guardian from Christina Smyth, of Hammersmith & Fulham No 3rd Runway group https://handfnothirdrunway.org/@handfno3runway: Government is about to pour maybe £10 billion into the south east if Parliament supports Heathrow expansion, whilst projects in the north of England are cancelled.
European Commission takes action to protect citizens from air pollution – referring UK to the European Court of Justice
The European Commission is stepping up its enforcement against 7 Member States who have breached agreed EU rules on air pollution limits. It has now referred France, Germany, Hungary, Italy, Romania and the UK to the Court of Justice of the EU for failing to respect agreed air quality limit values and for failing to take appropriate measures to keep exceedance periods as short as possible. The Commission is also issuing additional letters of formal notice to Germany, Italy, Luxembourg, and the United Kingdom on the grounds that they have disregarded EU vehicle type approval rules. On NO2 pollution the UK, in 16 air quality zones, among them London, Birmingham, Leeds, and Glasgow air pollution limits were exceeded (with annual concentrations reported in 2016 as high as 102 µg/m3 in London). In total, there are 13 NO2 level infringement cases pending against Austria, Belgium, the Czech Republic, Germany, Denmark, France, Spain, Hungary, Italy, Luxembourg, Poland, Portugal, and the UK. Today’s decision on Germany, France and the UK are the first ones to be referred to the Court. Suggestions to improve air quality are air quality standards, national emission reduction targets, and emission standards for key sources of pollution such as vehicles and industry. Heathrow’s expansion would inevitably lead to worsened air pollution for miles around …
Edinburgh airport overtakes Heathrow on number of domestic air passengers, though numbers falling overall for both
Heathrow has been trying to curry favour with regional airports, implying that they will get links to Heathrow if there is a 3rd runway. The reality is that many domestic flights are not profitable, and can only be maintained if subsidised by the industry or by government. Now figures show that Heathrow no longer has the largest number of domestic air passengers, having fallen behind Edinburgh. In the past 12 years the number of passengers on domestic flights, to or from Heathrow, has fallen by 28% – while overall passenger numbers rose by 26% (Heathrow and the airlines prefer to use the slots for more profitable flights). In 2017 it handled just over 13,000 domestic passengers per day, compared with over 18,000 in 2005. It now subsidises domestic passengers by £15 per trip. There has been a fall in domestic passengers using Edinburgh too, but only of 14% – so it has overtaken Heathrow. Eight domestic airports are currently served from Heathrow. The only route to have been lost since 2005 is Durham Tees Valley, though frequency has dropped on many routes. Edinburgh airport says with its 12 direct long haul destinations, more passengers can avoid having to travel via Heathrow. Edinburgh airport (owned by GIP) is opposed to a Heathrow 3rd runway.
Sonia Sodha: A radical way to cut aviation CO2 emissions – ration everyone’s flights, and if people want more they have to buy an allocation not being used by someone else
As people get richer, and the pull of cheap flights and increasing numbers of holidays and short breaks gets ever stronger, we need some way to curb the growth in demand for air travel. People will never voluntarily cut their trips. Sonia Sodha, knowing she and others need to be forced to do so, suggests an individual flights limit, that people can trade with others – along the lines of trading carbon allowances. She says “‘We’re only going to make a dent in climate change by doing something pretty radical.” … “Everyone could be given an air mile allowance – say enough for one long-haul return flight a year, or three short-haul flights, so people with families on the other side of the world could see them once a year. If you don’t want to use your allowance, you could sell it off in a government-regulated online marketplace. If you’re keen to do a holiday a month, you’ll have to buy your allowance from someone else.” Mind you, the amount she suggests per person is very high (far beyond what the climate could tolerate, and far beyond the ambition of keeping global average temperature rise to below 2 degrees C. But at least it is getting this concept discussed ….
Gordon Dewar (CEO of Edinburgh airport): MSPs mistaken to back Heathrow ‘monopoly’ that harms Scottish airports
Gordon Dewar (CEO of Edinburgh airport, with same owners – GIP – as Gatwick, so not a fan of Heathrow expansion) says the Scottish Government made a mistake when it supported Heathrow’s third runway, which will create a “huge monopoly” in the South East and undermine Scotland’s airports. He says while Heathrow is spending a lot of time and money trying to get Scottish backing for its 3rd runway, the reality is that allowing Heathrow to become bigger would be “to the detriment of Scotland’s airports and Scottish travellers, and those around the UK for that matter.” He says while – in order to secure the Scottish Government’s support – Heathrow’s CEO John Holland-Kaye made a number of promises “about the appointment of Scottish suppliers and the use of Prestwick Airport as a logistics hub. He also promised 16,000 jobs, £200m of construction spend and £10m of cash to support route development in and out of Scotland.” ….Dewar says those backing Heathrow’s runway should “ask how those promises are being delivered and what safeguards are in place to ensure that they are.” (None?)
Boss of Dubai Airports shows just how callous his industry is: wants Heathrow open 24/7 regardless of noise…
Heathrow and its airlines are extremely unwilling to get rid of night flights, regardless of how much health damage (and reduction in quality of life) they cause to people overflown. Now Paul Griffiths, chief executive of Dubai Airports, shows clearly just how little the industry cares about the welfare of residents, or the opinions of those negatively affected by his industry. Talking to the Independent, he asked: “Why is the UK persisting with all these restrictions on operating hours? …. imagine all that investment, all that amazing infrastructure sitting idle for a third of the day [which, of course, it is not – flights operate till after 11pm and start at 4.30am…] “ He seems to want people to believe that new “quieter” aircraft (only marginally less noisy than those now) will make all the difference … He also wants Heathrow to work in “mixed mode” for both runways, to get the maximum number of flights. The naked, uncaring, unreconstructed capitalism is stark. MPs take note – this is the sort of man who runs airlines, and wants Heathrow to do their bidding, at the expense of Londoners etc. [Akbar Al Baker, Heathrow board member and CEO of Qatar Airways, did the same in 2014 – to Heathrow’s embarrassment…]
German study shows link between aircraft noise (day or night) and atrial fibrillation
With an increasing level of noise, the incidence of atrial fibrillation also increases dramatically. From a study of 15,000 men and women aged 35 to 74 in Germany, scientists found that the incidence of atrial fibrillation in subjects who reacted to noise with extreme annoyance increased to 23%, compared to 15% without the noise. Looking at the proportion of sources of extreme noise pollution, aircraft noise came first with 84% during the day and 69% during sleep. The results were published recently in the International Journal of Cardiology. Other studies have shown the link between noise (that may be causing anger, disturbed sleep, exhaustion or stress) that impairs wellbeing, health (including cardiovascular disease), and the quality of life. There is probably a link between cardiac impacts and noise, even when the person is not aware of being made irritated or angry by the noise. The increase in atrial fibrillation may be the reason why there is a connection between noise and strokes. The ban in night flights at Frankfurt from 11pm to 5am did not lead to less noise annoyance, but more – as the overall number of flights did not reduce. Noise was worse than before between 10-11pm and 5-6am.
Election candidates line up to support campaign against Heathrow expansion
150 candidates standing for the local elections on Thursday 3 May have lined up to back the campaign opposing expansion Heathrow. The election pledge issued by No 3rd Runway Coalition, to candidates, called for their support for the campaign against Heathrow expansion – if they are elected later this week. 81 candidates from Hillingdon and 65 candidates from Hounslow have had their pictures taken with the anti-expansion pledge. Support is strong across all the political parties, including the Conservatives and Labour in both boroughs. The Liberal Democrats and Green parties are national, long-standing opponents of the expansion plans. According to campaigners, the keenness of the large number of election candidates to have their picture taken with the pledge echoes the recent referendum on Heathrow expansion held in Richmond and Hillingdon, which saw voters reject the plans by 72%, with just 28% in favour. Election candidates realise there is low support for a 3rd runway in their boroughs, and not only in Hillingdon and Hounslow but far more widely – in boroughs such as Wandsworth, Hammersmith & Fulham, Kingston and well beyond.
Hillingdon Conservative candidates photographed with the pledge.
Heathrow now claiming (!!?) its 3rd runway would cut number of suicides in the regions, (due to a few short term jobs…)
Heathrow somewhat “scraping the bottom of the barrel” here. Heathrow is trying to make out that providing a little work for people, currently with insecure jobs, in the regions, will reduce the suicide risk. Heathrow says components will (sic) be assembled off-site at one of the hubs before being transported in consolidated loads to Heathrow as they are needed. Heathrow Airport expansion delivery director Rob Ewen told the New Civil Engineer Airport’s conference that rebalancing workers’ quality of life could address the industry’s suicide rates, which are higher than any other trade…. Bit of a long shot ….. ? Heathrow has dangled the carrot of four “manufacturing hubs” in the regions, where some materials for the expansion of the airport, would be made or assembled etc. To do this, the regions trying to be chosen for the hub sites have to support Heathrow expansion, be uncritical of it etc. Out of all the dozens of applicants, probably only four will be chosen – with no decision made any time soon. Fair enough, a few short term jobs would be created. But does this really justify a claim about suicides? Would the jobs be secure, long-term, well paid, with a career structure? Time will tell. Just another of the claims made about jobs …. which often fall far short of what is anticipated …
Drivers for miles around Heathrow could face £15 congestion charge, to TRY and keep to legal air pollution limits
Holidaymakers who drive to Heathrow could soon be hit with a congestion charge, as the airport needs to try to persuade tourists – those going on holiday or visiting friends and family – to leave their cars at home, in order not to make local air pollution any worse. Critics have said the proposed move is unfair because as much as 80 miles of roads, in the Heathrow vicinity, could be impacted. This would inevitably have a very negative impact on road users who are not associated with the airport, going about their usual activities. The level of the proposed charge is unknown – it would have to be quite high in order to sufficiently deter travellers, (up to £15 perhaps?) for whom air travel demand is “inelastic” ie. not much affected by price. Reacting to this proposal, Robert Barnstone, Coordinator of the No 3rd Runway Coalition, said: “This latest additional Heathrow charge simply highlights a critical problem with expanding Heathrow: air pollution targets would be so difficult to meet that the airport will have to whack travellers and families with a £15 charge for accessing the airport by car.” Without drastic measures to restrict road traffic in the areas, significantly worsened air pollution is likely – where limits are already regularly beached.
The true aircraft noise impacts of an expanded Heathrow means at least 973,000 households, or 2.2million people, would be impacted.
Chris Grayling dodged these facts presented by @RuthCadbury & @AdamAfriyie at transport questions in Parliament on 19th April. https://www.parliamentlive.tv/…/32239dd3-409c-4e11-a7f2-4e7…… (9.47 mins in till 9.51 )
Grayling merely gave a response, written for him ?? by the DfT, with the usual stuff. He admits there will be more noise “for a few years” after the 3rd runway would open, before a new generation of “quieter” planes come into service. He seems to believe they will all be new “quiet” planes by the early 2030s. (But new planes take years to come into service, and older planes have at least a 30 year lifespan …)_
And these new “quieter” planes are only a few decibels less noisy than older generation ones. To the person hearing them, living below flight paths, it is still a very noisy plane going overhead (even if a fraction less than planes a decade or more earlier). Grayling, Sugg etc really seem not to understand the issues. They badly want NOT to understand the problem!
Stop Stansted Expansion raises night flights and ‘noise nightmare’ concerns over airport’s expansion plans
Stop Stansted Expansion (SSE) says the airport wants to change conditions which have prevented it from lobbying government for more night flights. The plans were “buried” within its planning application to expand its annual throughput of passengers from 35 million to up to 43m. It claimed it was “a clandestine attempt to betray the community”, as it raised concerns about sleep disturbance and adverse health impacts caused by night flights. “For years SSE has been calling for tougher controls to bear down on the impacts night flights have on sleep disturbance and the quality of life and wellbeing of people across the region,” said SSE noise adviser Martin Peachey. “Stansted is already allowed more than twice as many night flights as Heathrow, and night flights are set to be completely banned at Heathrow within the next 10 years as a condition of expansion.” The airport says it is not seeking any change to current night flight limits, [as the limit is already set above current usage.] SSE are also concerned that the long haul and freight aircraft which airport owners Manchester Airports Group (MAG) is hoping to attract to Stansted are “typically larger and noisier than most aircraft types currently based there” and with less stringent night noise controls, these could become a serious noise problem for local residents.
Spelthorne sets out list of demands for Heathrow to protect its residents – if there was a 3rd runway
Spelthorne Council has been a backer of Heathrow expansion for some time, as has its MP, Kwasi Kwateng. Now the council has set out a list of 10 demands from Heathrow, if there is a 3rd runway, n its response to its recent consultation. These include a requirement that residents in Stanwell Moor and Stanwell join the Wider Property Offer Zone (WPOZ) and that no immigration centre is built in the borough. They want to “secure the best possible outcomes for our residents and businesses, in particular those most affected in Stanwell Moor and Stanwell.” Some of the demands are that residents will be able to either stay in the area or sell their homes to Heathrow for 125% their market value. Also that Heathrow will pay for the introduction of a Controlled Parking Zone across Stanwell and Stanwell Moor, so residents would not have to pay for a fee for their annual parking permit. The Council wants community legacy benefits so Heathrow will “fully mitigate and compensate for the disruption, loss of open space, additional traffic, air quality and noise impacts, and removal of community buildings.” They want Heathrow to build an “enhanced multi-purpose community hall” and a new leisure centre for the community. And demands on surface access, noise, air quality, Staines Moor and much else besides.
AEF comment on the DfT’s Aviation Strategy – environmental impacts must be central to policy, not an add-on
The AEF (Aviation Environment Federation) has commented on the Government’s Aviation Strategy, produced on 7th. They say that while the UK aspires “to be a world leader in aviation when it comes to facilities and services, the same cannot be said for environmental protection, at least when it comes to climate change. A world-class package of environmental protection doesn’t currently seem to be on the agenda.” They say “The Aviation Strategy objectives should include an environmental objective that is not wrapped up in a commitment to growth, and the implications of this objective should be considered from the start.” AEF reiterate that aviation’s “unlimited growth is incompatible with achieving environmental commitments” and the DfT is not even questioning whether aviation growth was a positive outcome to aim for. Instead of the 3 separate consultations on aspects of UK aviation policy over the next 18 months, (with environment at the end) there will be a single Green Paper this autumn. The AEF hopes this allows for environmental impacts to be considered throughout the period of policy development and not as an afterthought (as it originally appeared). The DfT policy is focused on airline passengers and improving the service to them, but it should instead be in the interest of the whole population, including those affected by airports and aircraft.
IMO: Shipping sector agrees to tackle its CO2 but faster action needed to meet Paris climate goals (aviation still avoiding real CO2 cuts)
International shipping and international aviation are the two sectors omitted from the Paris Agreement. But now the International Maritime Organisation (IMO) has agreed on an initial strategy to decarbonise international shipping and reduce CO2 emissions from ships by at least 50% by 2050. The agreement keeps a window open for the sector to help meet the Paris climate goals. Though a welcome first step, the IMO must now build on the agreed minimum target of 50% reductions in subsequent reviews to comply with its fair share of emissions under the Paris Agreement. Aviation still only intends to offset the carbon emissions from its anticipated fast future growth, rather than actually reduce them. Kelsey Perlman, speaking for the International Coalition for Sustainable Aviation (ICSA) said: “Today’s outcome puts international shipping ahead of aviation … [it] should light a fire under ICAO, which has been dragging its feet for over a decade on a vision for long-term decarbonization, arriving only at the mid-term emissions target of carbon neutral growth from 2020 levels. The agreement on shipping emissions today should make people question whether aviation’s emissions should be allowed to grow with no concrete plan to decarbonize.”
CAA data, only obtained through FoI request, shows about 2.2 million people would be affected by noise from a 3 runway Heathrow
Over 2 million people could be affected by noise from an expanded Heathrow according to secret documents obtained by campaigners. Transport Secretary Chris Grayling had previously claimed in October 2016 that an expanded Heathrow (up to 50% more flights) would be quieter in 2030 than today. This claim (obviously ludicrous) was not repeated in the revised draft consultation on the Airports National Policy statement (NPS) published in October 2017. This predicted that 92,700 additional people in the area around Heathrow would be exposed to noise by 2030 as a consequence of the 3rd runway. Now, following an FOI request for the noise data contained in the CAA’s economic analysis, a new figure emerges of 972,957 households who would experience greater noise by 2060. This is the time frame for the full introduction of ‘quieter’ (= slightly less noisy) planes. Based on CAA assumptions on household size this figure is equivalent to 2.2 million people. The third runway, if approved, is expected to be fully open by 2028. At this point it is claimed that a maximum of 90% of the aircraft fleet would have been updated. This excludes many of the noisier four-engine planes. It is likely therefore that at this point the numbers of people experiencing increased noise would be significantly higher.
Reality Check: Why politicians should reject the Heathrow 3rd runway. Excellent 2 page summary by Sally Cairns and Carey Newson
For a masterful summary (2 pages with all references) of the reasons why the UK government should not be persuaded into allowing a 3rd Heathrow runway, see this briefing by Sally Cairns and Carey Newson, from Transport for Quality of Life. They sum up all the ways in which the business case for the runway is flawed and the environmental case rests on hugely optimistic assumptions. They list these as: “planes will get cleaner and quieter at a faster rate than has previously been expected; cars and vans will also get dramatically cleaner; freight movements will somehow be optimised; the latest National Air Quality Plan will deliver all anticipated air quality improvements; the fledgling international aviation carbon offsetting scheme will generate a high enough carbon price; the national Aviation Strategy (not yet written) will come up with cost-effective mechanisms for constraining aviation emissions further; the new Independent Commission on Civil Aviation Noise will prove effective; a review of airspace (that has not taken place for over 40 years, as it is so controversial) will take place soon; HS2, Crossrail and the Piccadilly line upgrades will attract air passengers and airport staff in sufficiently large numbers; funding will be found for Western and Southern rail access; etc. It seems very unlikely that all of these will fall into place.”
Government Aviation Strategy put back from “end of 2018” to “first half of 2019”
The Government’s Aviation Strategy will now not be presented to Parliament until summer 2019 despite the initial consultation in July 2017 promising the full strategy to be presented to Parliament “before the end of 2018”. The reason for the delay is unclear but campaigners say the strategy could in fact be put in jeopardy because of its reliance on Heathrow expansion – a project which has major parliamentary and legal hurdles to overcome. Rob Barnstone, Coordinator of the No 3rd Runway Coalition, said: “This strategy is written on the basis that Heathrow expansion is a done deal. It is in fact very uncertain with parliamentary and legal hurdles which it will struggle to overcome. The Government seems hell-bent on expanding Heathrow, despite evidence that alternative options for growth in the sector would bring a greater benefit to regions across the UK and not just in the south east, as usual.” It has always been profoundly unsatisfactory, and illogical, for a key part of the UK aviation sector – Heathrow airport – being decided upon BEFORE the UK aviation policy for the whole sector. Rationally, it would be the other way round – aviation policy first, and then decide on whether Heathrow should expand.
DfT publishes Aviation Strategy, with focus on growth and helping passengers – little on environmental impacts
The government has published its Aviation Strategy, which the DfT says “will set out the longterm direction for aviation policy to 2050 and beyond.” The first phase of its development was the publication of a call for evidence in July 2017. The Aviation Strategy says it will now “pursue 6 objectives, which are unchanged following the consultation.” It is very much focused on the passenger, the passenger experience, helping the aviation industry, expanding aviation and “building a global and connected Britain.” The Strategy “sets out further detail on the challenges associated with these objectives and some of the action that the government is considering and which will form part of further consultation later in the year.” The DfT says: “The government will continue the dialogue that has already begun on these issues. The next step will be the publication of detailed policy proposals in a green paper in the autumn of 2018. This will be followed by the final Aviation Strategy document in early 2019.” There is mention of the environmental problems (carbon, noise, air pollution) but they are given scant attention, and it is presumed they can all be reduced – even while the sector has huge growth. A new runway at Heathrow is assumed to happen.
New study shows dramatic increase in Heathrow flight numbers (= noise) over parts of SE London
A new study Corridors of Concentration, published by HACAN and Plane Hell Action, reveals a dramatic increase in the number of flights over many areas of South East London in recent years. It also found that flight paths have become more concentrated. The study was carried out to highlight the current impact of aircraft noise on south east London and to influence the policy debate by feeding into Heathrow’s recent consultation on future flight path design. Over a dozen areas from Clapham Common to Greenwich were surveyed, and the number of aircraft audible from each location recorded. The study found that the area is heavily overflown, with typically 38 planes an hour audible to many communities. This could rise to over 40 during busy periods. Due to increasing concentration, some communities are especially badly hit. The study concluded many more planes are joining their final approach corridors further east than before and are more concentrated within those corridors. People living south of the Thames are experiencing an increased density of turning aircraft over their homes. The study recommends that flight paths need to be varied more, and the practice of concentrating night flights over particular communities should be avoided. See the whole study for details.
Andy Slaughter: The case against Heathrow expansion keeps getting stronger – but will the government listen?
The publication of the Transport Select Committee (TSC) report into the Airports National Policy Statement (NPS) has been interpreted by the government and Heathrow as a green light for expansion to proceed. Whilst the TSC recognised the strategic case for a third runway, the real story is the significant shift in position from a select committee that has long been supportive of a expansion to one that is highly critical of the lack of detail in the plans. The robust list of recommendations in the TSC report highlights areas where significant work is still required before the government bring the final NPS to parliament for a vote. The TSC report also includes several additional conditions of approval to be included in the final version of the NPS on air quality, surface access, connectivity, costs and charges, noise, community impacts, resource and waste management. The NPS is the document against which the Heathrow planning application will be judged, and if it lacks sufficient detail on these key issues then it will not be strong enough to hold the airport to account. There is little evidence to suggest that parliament can have confidence in simply trusting Heathrow. I “urge my parliamentary colleagues to read the TSC report. Those who do will understand why they should vote against the NPS when it is brought to parliament.”
CAGNE writes to Chief Medical officer on health dangers of approx 14,000 annual Gatwick night flights
CAGNE, (Communities Against Gatwick Noise and Emissions), has written to the Chief Medical Officer Health of the Department of Health and Social Care, Professor Dame Sally Davies, asking for research to be undertaken to the true cost to health of night flights on communities surrounding Gatwick. Gatwick currently has permission to fly 14,250 flights at night per year with no restrictions on the number of arrivals and departures they are permitted to fly over sleeping rural communities of Sussex, Surrey and Kent during the hours of 11.30pm and 6am. CAGNE said: “There has been international research into the health impacts of night flights and the conclusions have shown that aircraft night movements have serious ramifications on the wellbeing of communities. And yet Gatwick is allowed to fly the most night flights of any airport in the UK today with no cost evaluation to the NHS budgets or wellbeing of people who suffer sleep deprivation due to aircraft movements at night.” Gatwick has the most night flights of any UK airport. It has only made token gestures to reduce the night noise over rural communities that surround it. Residents have a normal expectation of having a full night’s sleep of 8 hours sleep as recommended by Sleep Foundation, but for too many this is not possible.
“Deliberately misleading” on Heathrow economics. It’s not NEF but the Dept for Transport…
The New Economics Foundation (NEF) has published a report on the economics of the Heathrow 3rd runway. They looked at the DfT’s figures (all publicly available material) and have concluded that the runway is a very bad bet economically for the UK. Using the Government’s own formula for assessing transport schemes, Heathrow expansion along proposed lines would be rated as either ‘poor’ or ‘low’ value for money. At best, in net present value (NPV) terms, building the North West Runway (NWR) at Heathrow would yield an economic benefit of £3.3 billion. At worst, in net terms there would not only be no economic benefit whatsoever, but a significant financial cost of up to £2.2 billion, to be borne either by the airport, its investors, airlines, passengers or perhaps even government (ie. then taxpayers). Andrew Pendleton, one of the authors of the report, commented: “it is not us that now forecast a worst-case scenario for Heathrow expansion of £2.2 billion of net costs, but the DfT. Similarly, it isn’t NEF that has thrown out a whole set of models produced for the 2015 Airports Commission, but the Government’s own analysts at the DfT.” If Heathrow has to satisfy the caveats required in the Transport Committee report, the costs of the runway would be even higher (and net benefit even lower). The DfT and the government continue to push for the runway – but NEF says they should think again.
The report – “Flying Low – the true costs of Heathrow’s runway”
Negative impacts of Heathrow expansion to economy and the regions highlighted in new report
A report on Heathrow’s third runway plans has revealed that the impact on the economy is likely to be negative with significant concerns about potential costs falling on taxpayers. Indeed, using the Government’s own methodology the scheme would be rated as either ‘poor’ or ‘low’ value. The report “Flying Low: The True Cost of Heathrow’s Third Runway”, by the New Economics Foundation, was commissioned by the No Third Runway Coalition to examine the Government’s own data and analysis that has been used to justify their position of support for the north west runway at Heathrow. It found that airports outside London would experience a reduction in aviation traffic which would, in turn, at the very least lead to “grow more slowly” and could in fact lead to lead to a reduction in jobs at airports in regions across the UK, through displacing of jobs from other (regional) airports, as well as from other sectors. The report also identified that a ‘more targeted’ approach was needed to support a UK-wide air freight strategy. Chair of the Coalition, Paul McGuinness commented: “Further, it must be unacceptable for Heathrow to claim their proposals will be privately financed whilst seeking protections from the public purse for potential delays in construction and inaccuracies in passenger demand forecasts.”
Heathrow 3rd runway: CO2 emissions still the elephant in the room, which MPs should not ignore
The Transport Select Committee (TSC) recently released their report on the government’s plans to build a 3rd runway at Heathrow. It shows how the plan is completely incompatible with the UK’s climate obligations. Yet the carbon emissions from a 50% larger Heathrow were given the briefest of mentions in the summary, and crucial issues are tucked away in the final annex of the TSC report. The Campaign Against Climate Change has explained some of the dubious assumptions being made by the DfT, in order to imply carbon is not a key limiter of the scheme. One assumption is that CO2 emissions from air travel can be excluded from calculations of economic impact – but the CO2 from flights is over 96% of emissions resulting from aviation. Then there is the assumption that carbon trading is an effective way of compensating for the increase in aviation emissions. The DfT hopes – unjustifiably – that aviation CO2 can be ignored, since they will be completely removed through carbon trading. The Committee on Climate Change has consistently warned against relying on carbon trading. And there is the assumption that biofuels could be used to reduce aviation CO2. The only economically viable fuel would be palm oil, with devastating environmental impacts. MPs voting on the NPS need to be aware of these facts.
How Heathrow is happy to pay way over the odds, to increase its RAB, allowing more revenue
The City Editor of the Financial Times, Jonathan Ford, has written about how the reasons for Heathrow’s anticipated costs for its possible 3rd runway. The cost of £17 billion, or now £15 billion are exceptional. But Jonathan explains how Heathrow’s investors seem happy to spend so much. It is because of the curious incentives that operate in the topsy-turvy world of utility financing. As with most ventures that have monopolistic aspects, Heathrow is not subject to ordinary restraints on capital expenditure. The principal check is the willingness of the airport’s regulator, the Civil Aviation Authority, to sign off on the mechanism by which these costs can be recovered from captive airline customers through passenger charges. Heathrow often pays far above the going rate for building, new technology etc, because this adds to the airport’s regulated asset base (RAB) on which it gets an allowed return, and thus permits it predictably to expand its own revenues. Since taking over BAA in 2006, Ferrovial has been extremely active, tripling Heathrow’s RAB to £15bn. It is a system that has allowed the airport’s owners to finance these expansions with vanishingly little equity capital. Heathrow is encouraged to fund everything with debt by a regulatory system that allows it to keep the gains from financial engineering. Heathrow’s owners hope to shrug off the risks of completion, but transfer them on to customers.
Transport Committee demands serious changes to Government’s Heathrow case before any vote in Parliament
The Commons Transport Committee has produced the report on its inquiry into the Draft Airports NPS (ie. on the proposal for a 3rd Heathrow runway). The report states: “Once costs are considered, the net economic benefits for the NWR [North West Runway] scheme are relatively small at a maximum of £3.3 billion over 60 years and in fact, may be negative if future demand falls.” It highlights the absence of a large amount of necessary material from the Government’s draft NPS; it demands that evidence must be presented to show that the scheme is both affordable and deliverable – before any vote is put to MPs. The report contains a highly critical assessment of the cost to the taxpayers, passengers and airlines of expansion. There was also expression of major concerns about the lack of clarity on surface access proposals and costs on the rerouting of the M25, the methodology of calculating air pollution impacts and a considerably more radical approach on noise impacts. Though a NPS was expected to be put to Parliament before the summer recess in July, there must be evidence clarifying the number of areas of concern before MPs should be asked to vote. It is unlikely the necessary information could be obtained in time for an early summer vote – or even one in 2018.
Mayor of London Transport Strategy opposes Heathrow runway, unless there are firm assurances on air pollution, noise and surface access
The Mayor of London has published the Transport Strategy for London, which sets out the Mayor’s policies and proposals to reshape transport in London over the next two decades. The Strategy is firmly opposed to a 3rd Heathrow runway. Its section on Heathrow states: “The demand generated by the current airport combined with local traffic already place considerable strain on the roads and railways serving the airport and contribute to levels of NO2 that are well in exceedance of legal limits. The Mayor considers that, as a result of the additional flights and associated traffic, any expansion at Heathrow would significantly impair London’s ability to meet international air quality obligations in the shortest possible timescale and would contribute to an overall worsening of air quality relative to the situation without expansion. Heathrow already exposes more people to significant aircraft noise than its five main European rivals combined, and the proposed increase in flights cannot avoid many people being newly exposed to significant noise. Moreover, it would be unacceptable if the air quality gains secured by the Mayor and the potential noise improvements as a result of new technologies were not allowed to accrue to local communities to improve public health, but were instead used to enable expansion of Heathrow airport.”
Stop Stansted Expansion asks Government to call in the airport’s expansion plans, or face a JR
Stop Stansted Expansion (SSE) have written a 36-page letter to the Secretary for Housing, Communities and Local Government, Sajiv Javid MP, asking formally for call-in of the application by Stansted for expansion. They include District Council incompetence, bias and a series of statutory planning grounds, as reasons why the airport’s expansion plans should be determined nationally – rather than locally by Uttlesford District Council (UDC). SSE has also made clear that refusal by the Secretary of State to call-in the application will trigger an application for Judicial Review in the High Court. SSE is concerned that UDC has taken a blinkered approach to the rules for considering the application in its desire to do the airport’s bidding. UDC sees potential gain for itself, even though the planned expansion would be at the expense of not only the Uttlesford villages and market towns it is meant to serve, but communities further afield in Essex, Hertfordshire, Suffolk and Cambridgeshire. SSE’s barrister, a planning expert Paul Stinchcombe QC of 39 Essex Chambers has identified that UDC has erred in law in its interpretation of the rules by not recognising the application as a Nationally Significant Infrastructure Project. If the Stansted application was approved, it would mean a 66% increase in passengers and a 44% increase in flights compared to 2017.
“If the government wishes to get serious on clean air, by adopting stronger measures … a 3rd Heathrow runway simply can’t proceed”
The Cross-Parliamentary EFRA Committee report on Improving Air Quality, released on 15th March, calls on the Government to bring forward legislative proposals on clean air that unify and update existing laws in a new Clean Air Act. This includes whether to adopt WHO air quality guidelines for all pollutants. The report also states that the latest air quality plan will not “deliver improvements at a pace and scale proportionate to the size of the challenge.” The High Court agrees. Significant improvements to the plan, and to the Government’s wider approach to air quality, are needed to protect the public from toxic air and that the Government’s forthcoming action plan “must ensure air quality policies are properly aligned with public health and climate change goals.” Reacting, Paul McGuinness, Chair of the No 3rd Runway Coalition said: “If the government wishes to get serious on clean air, by adopting stronger measures … a 3rd runway at Heathrow simply can’t proceed. As it is, Heathrow already regularly exceeds Nox and particulates targets. And even the government’s best-case scenario for an expanded Heathrow expects there to be a “high risk” that air quality targets will be breached. If the government wishes to signal a purer intent on air quality, abandonment of this project would at least represent a meaningful start.”
Heathrow owners urged to stop huge payouts to investors – and strengthen its own finances instead
The Sunday Times says in 2017 Heathrow’s debt totalled £13.7 billion, and it is under pressure to cut its huge dividends for its shareholders, if it was allowed to build a £14bn? (£17bn?) 3rd runway. Ministers and airlines are demanding that Heathrow keeps landing charges down, which would mean the regulator, the CAA, capping dividends. Instead the airport would have to use spare funds for the runway project, and to strengthen its finances. Heathrow paid over £3bn in dividends since its buyout in 2006. Combined with a huge building projects, including two terminals, this has increased its debt to £13.7bn. Last year Heathrow paid more than £560m in interest, plus £525m in dividends, and it approved another £114m payout to shareholders last month. The Sunday Times says that could leave its balance sheet vulnerable if the runway project hits difficulties or the aviation industry suffers a downturn. The runway would almost double the size of Heathrow’s £15.8bn asset base. The shareholders gain from take-off and landing charges, which add about £20 to each passenger’s ticket. A cap by the CAA on Heathrow’s gearing (a measure of debt as a proportion of the value of assets) would ban dividends if borrowings went above a certain level. Heathrow’s gearing is now 87% (far higher than similar businesses) and it wants to increase this ratio up to 93%.
Sunday Times commentary on Heathrow: the cash machine with an airport attached
The Sunday Times reports that under a complex (perverse) incentive system, Heathrow is encouraged to spend as much as it can on developing the site. Heathrow’s investors earn returns based on the size of its “regulatory asset base” (RAB), under a formula set by the CAA. So the more the airport spends, the more its owners can earn. It gives an example of £74,000 to cut down 3 trees, which is at least 20 times the normal price. These costs of developing the airport are recouped through passenger charges, and also set off against UK tax. The Sunday Times questions the efficiency, governance and transparency of the management of Heathrow. It says the airport is demanding an insurance policy against the risk that the project goes wrong, and wants the CAA to ensure it will be compensated by airlines and passengers if there are unanticipated difficulties (eg. construction delays, or lower than anticipated passenger numbers or revenue). Scrutiny of Heathrow’s spending has been inadequate, there is no audit of the RAB, to show how the figure of £15.8bn for the expansion project is calculated, and Heathrow has not provided a detailed cost breakdown for the runway plans. There are past examples of excessive costs eg. the T2 car park at £61,000 per place, or a smoking shelter at T2 that which was priced at £450,000, but finally cost £1m.
True cost of Heathrow 3rd runway to the public purse must be revealed, say MPs
The true cost to the taxpayer of building a 3rd Heathrow runway at Heathrow has not been spelled out to the public, according to a cross-party group of MPs, who warn that domestic flight connections and other transport spending will be jeopardised. Justine Greening and Vince Cable are among those saying the plan would jeopardise spending elsewhere, who are calling on the government to clarify the costs to the public purse. They also want clarity on what benefits the runway would actually bring. In a letter to the Guardian, MPs and councils around Heathrow warn that promised unprofitable domestic flight connections to an expanded Heathrow would only work with state subsidies, that could not be guaranteed in perpetuity. Additionally, more than £10 billion in additional rail and road spending to support a bigger airport would have to be funded by taxpayers, not Heathrow. Having muted her opposition to Heathrow while in the cabinet, Greening, the MP for Putney and a former transport secretary, told the Guardian that Scottish support for the third runway was misplaced. “The SNP need to wake up to the threat that an expanded Heathrow poses to Scotland … A more expensive Heathrow means fewer connections. People in Scotland won’t understand why the Scottish government think that’s a good idea to support.”
Letter from MPs & Council Leaders: 3rd Heathrow runway would be bad for the UK
A long list of MPs, Council leaders and senior political figures have an open letter, published in the Guardian, on how taxpayers right across the UK, including those living hundreds of miles away from the south-east, would pay for the expansion of Heathrow. They say lots of promises have been made to lots of people in different parts of the country about the extra domestic routes they can expect if a third Heathrow runway is built. It’s all part of a divide-and-rule strategy which glosses over the health impacts of worsening noise and air pollution in south and west London while cheerily talking up the prospects of improved internal connections from an expanded hub airport. They say the Transport Secretary has a duty to spell out the true costs for taxpayers – and to be realistic about the benefits. On more regional flights, the letter points out that it is airlines, not airports, which decide which routes to fly, and no minister can guarantee in perpetuity the taxpayer subsidies that would be needed to keep “unprofitable” routes open. If the airport is “full” within a few years, it is likely the unprofitable domestic routes would be the first to be cut, so airlines can focus on more profitable point-to-point operations. None of today’s “promises” or assurances can be relied on.
Chris Grayling challenged by 4 Councils to spell out Heathrow 3rd runway noise impacts
Leaders of some of the Councils worse affected by Heathrow have now called on the Transport Secretary, Chris Grayling, to say how many years of extra noise he expects local communities to suffer, if a 3rd Heathrow runway is built. The Government has so far refused to release updated noise assessments for the 4 years following the new runway’s expected opening in 2026, to 2030. These were prepared for the revised draft National Planning Statement (NPS) but not included as part of the October 2017 consultation. Chris Grayling told the Transport Select Committee in February that there would be a “short period of time” when the airport would have an expanded noise footprint. If less noisy planes come into service, to help Heathrow deal with its massive noise problem, that will not be until 2030. The Government has previously stated that a 3 runway Heathrow would (implausibly) be “quieter than today.” People who will be overflown have a right to know what these increased noise levels would be, how long they would last and how many people’s lives would be affected. The councils have highlighted the lack of detail on noise in a further submission to the Transport Select Committee’s inquiry into Heathrow expansion. The Committee’s report to Parliament is expected shortly.
Hounslow reiterates its belief that Heathrow needs to be better (noise, air pollution, traffic) – not bigger
Hounslow Council submitted its response to the two current Heathrow consultations (they are just by the airport, not official). Hounslow insists that it wants a better, not a bigger, Heathrow – and it is concerned about the noise, air quality and transport access issues. Hounslow say that while they want the airport to be successful, as it is important to the borough, they are opposed to a bigger Heathrow, either by additional flights, addition of a third runway or a relaxation on runway operations and night flights. The Council would like to see a complete ban on night flights across an 8-hour period between 11pm and 7am. Heathrow is only willing to accept a 6.5 hour ban on scheduled night flights (so unscheduled flights could continue). Hounslow have called into question the credibility of the surface access strategy put forward by Heathrow and in particular to its ‘no more traffic pledge’, given that no additional public transport is proposed to achieve this. They say this raises important questions about whether air quality can be improved to meet legal limits if expansion happens. The council say they are also extremely disappointed that its proposal for a link to the South Western Railway network from Feltham station, including the addition of a new station at Bedfont is not alluded to in any way in the proposals.
Company has plan for high speed rail, linking HS1 with HS2, via Gatwick and Heathrow
An engineering consultancy, called Expedition, has proposed a new high-speed railway passing both Gatwick and Heathrow, starting at the HS2 line near Denham north of Heathrow, and ending at Ashford in Kent. Expedition says it is called HS4Air and the plan has been developed to enhance other major infrastructure projects for the south east. It would cost £10 billion and would connect the existing HS1 rail line with the planned HS2 along a route that passes via London’s biggest airports. Alistair Lenczner, director at Expedition leading the development of the HS4Air proposal, said discussions are currently ongoing with a number of interested parties, spanning both national and regional bodies. The line would be 140km long, and about 20% of it would run in tunnels – to avoid too big an environmental impact. Around 40% of the route re-uses the existing Network Rail railway between Tonbridge and Ashford. Expedition hopes that HS4Air would allow rail and aviation infrastructure projects in south east England that are currently unconnected to become joined-up, and mean rail passengers would be able to travel to both airports on “fast regular services” from cities such as Birmingham, Manchester, Leeds and Cardiff without needing to switch trains.
No 3rd Runway Coalition evidence to Transport Committee on hugely underestimated noise impacts in NPS
The No 3rd Runway Coalition gave oral and written evidence to the Commons Transport Committee. The written submission, with all the details, is published on the Committee’s website. The Coalition has explained to the MPs that, contrary to the Government’s claim in the National Policy Statement (NPS), but taking the Government’s own figures, if the NPS was approved and there was a 3rd Heathrow runway, some 2.2 million people – and possibly up to 3 million people – would experience more plane noise. Over half a million people would receive double the number of overflights. The NPS says no more than an extra 92,700 people will be significantly affected by noise (i.e. falling within the 54 dBLAeq contour) in 2030 if the Heathrow NWR scheme is developed. However, the NPS does not represent the CAA’s economic analysis, which uses the DfT’s webTAG appraisal model (which was made available on 31.1.2018 following a FoI request). This shows that more than 420,000 people, who are already impacted over the 54 dB LAeq ‘significance threshold’, will receive 3 dB of extra noise – equivalent to doubling of the number of flights experienced daily. In addition, there is no detail on flight paths or the strategies under which they will be decided, so there is no clarity or certainty on how much people will be affected. Parliament should not vote for a development where such key details are unknown. The Coalition says: “Against this background the NPS should be withdrawn pending comprehensive independent review or alternatively rejected entirely.”
Grayling emissions omission admission: Heathrow air quality costs 2-4 times higher than previously thought
The Commons Transport Committee is currently assessing the Heathrow proposals for a 3rd runway. One of the issues in which they have taken a particular interest is whether the right numbers have been used for the cost to human health of air pollution, and if the costs of pollution beyond a 2km band around the airport have been properly considered. Chris Grayling, Transport Secretary, has now written to the Committee to clarify the government position, and has confirmed that the DfT omitted (in error) to consider the emissions beyond 2km. By contrast the DfT’s own impact appraisal had noted impacts well beyond this 2km boundary, in terms of additional vehicle traffic. The total figure for the extra cost to health, from Grayling’s admission, is now thought to be 2 to 4 times higher than the one published in the official appraisal document. That means the “net present value” of the scheme, previously assessed as minus £-2.2 to plus £3.3 billion over 60 years (so already potentially negative) could drop to as low as minus £-2.6 to plus £2.9 billion under the new estimate. The cost of the damage to human health from additional air pollution, associated with a new runway, is one of the two ways the DfT assesses the cost-benefit analysis of the proposal.
Heathrow Villages residents shocked by details of number of local sites to be destroyed for 3rd runway plans
Two public meetings (one in Harmondsworth, the other in Yiewsley) held in the Heathrow villages raised concerns about the number and location of sites that could be destroyed for the 3rd runway development. Until now, many residents in surrounding areas have not realised just how damaging another runway would be to their lives. Despite awful weather, snow and intense cold, the meetings were packed and constituency MP, John McDonnell, and Hillingdon leader, Ray Puddifoot, managed to attend. Last month Ray announced that Hillingdon Council has budgeted £200,000 for the fund to launch a legal challenge against the runway. Justine Bayley of SHE (Stop Heathrow Expansion) gave a presentation with local maps from Heathrow’s consultation documents. These show the huge number of development sites that Heathrow have their eye on. She explained the individual parcels of land under threat, and their possible intended purpose. Many at the meetings had not know about these threats. There is real concern that most residents who will not be forced to leave their homes (as they are not due for demolition) have no idea that they will have to suffer severe negative impacts from a third runway, due to their proximity to it – and associated building. John McDonnell MP said it was vital to ensure that the information is spread as widely as possible.
John McDonnell: Heathrow expansion will never happen – it cannot meet 4 vital tests
Shadow chancellor John McDonnell believes a 3rd runway at Heathrow will never get built because of the serious environmental issues the expansion would cause. McDonnell, MP for Hayes & Harlington, and a close ally of Labour leader Jeremy Corbyn has been a longstanding campaigner against the runway, due to the devastating impact it would have on his constituency. He does not believe Heathrow can get round the problem of air pollution from the runway and associated road traffic. At a local meeting about Heathrow’s expansion plans, John said: “As soon as any decision is made, Hillingdon and the other boroughs will be straight back in court again”. …“I just don’t think Heathrow is the runner that it might have been with the governments in the past.” There is due to be a vote in Parliament in the summer on the runway; as things stand, the government would win backing for the runway. However, though many Labour MPs are keen supporters, there is a real possibility that Labour may be able to block it – especially if it won a general election. Labour set out 4 tests the runway would have to meet, and currently it cannot pass them. The tests require (1). noise issues to be addressed, (2). air quality to be protected, (3). the UK’s climate change obligations met and (4). growth across the country supported.
Residents at the meeting, seriously determined to fight the 3rd runway proposals
UK Chief Medical Officer says people’s health is being damaged by exposure to too much air, noise and light pollution
The Chief Medical Officer for England, Professor Dame Sally Davies, has said people in the UK are being exposed to a daily cocktail of pollution – from noise pollution, air pollution and light pollution) that may be having a significant impact on their health, and on the NHS. Dame Sally said major industries should take more responsibility for the pollution they cause, and that there was enough evidence to suggest action had to be taken. Her report “Health Impacts of All Pollution – what do we know?” says: “Major infrastructure projects are making construction noise a semi-permanent feature of the urban sound environment” … “Noise acts as a psychosocial stressor, and the psychological reaction to it is influenced strongly by a number of personal, situational and environmental factors.” The section by Professor Stephen Stansfield says: “In 2012, 83% of a survey sample in the UK reported they heard road traffic noise, 72% aircraft noise and 48% noise from building, construction and road works at home in the last 12 months. 48% reported that their home life was “spoiled to some extent” by environmental noise.” …”Short term effects of noise on sleep include impaired mood, increased daytime sleepiness, and impaired cognitive performance.”
Heathrow retail is 23% of total revenue, up 7.7% in 2017 (cf. 2016) – car parking is 18% of retail income
Heathrow has reported a retail revenue increase of 7.7% to £659 million in the year ended 31 November 2017 compared to a year earlier. (Aeronautical revenue rose by just 1%. Total revenue in the period rose 2.7% to £2.9 billion. Retail is almost 23% of that. It was 22% in 2016). Retail revenue per passenger grew 4.5% to £8.45 in 2017 compared to £8.09 in 2016. Heathrow says growth in retail income was due to increased passenger traffic in the period to 78 million (+3.1%) combined with more spending airside (up 2% compared to 2016.) Retail concessions grew 10.5%, with growth in business by duty and tax free and airside speciality shops. This reflects the depreciation of Sterling since June 2016, making products cheaper for foreigners. The redevelopment of Terminal Four’s luxury retail offering completed in late 2016, also contributed to this growth. There is also a new Gucci store.Retail concessions made up 46% of retail income, at £304 million in 2017. The amount of income from car parking, which is included in retail, was £120 million in 2017 (up 5.3% and making up 18% of total retail income), £114 million in 2016 and £107 million in 2015. Heathrow says: “Car parking rose 5.3% driven by increased passenger numbers and a more 12 dynamic pricing strategy. Higher car rental revenue from a change in arriving passenger mix and increased volumes in VIP services drove other services income up 9.4%.”
Stansted applies to UDC to raise the current passenger number cap from 35 mppa to 43 mppa
Stansted airport has submitted a planning application to Uttlesford District Council to raise the current cap on the number of passengers it is permitted to handle from 35 million passengers per annum (mppa) to 43mppa, while committing to remain within current approved limits on aircraft noise and flight numbers. This is to make best use of the airport’s existing single runway over the next decade (with the usual claims of economic benefits, jobs etc etc). Stansted say their expansion, from 35 mppa, would ease pressure on the London airport system when Heathrow and Gatwick are capacity constrained. However, local group Stop Stansted Expansion (SSE), says the airport handled about 25 mppa in 2017, and has permission to grow to 35 mppa, granted after a 5-month public inquiry in 2007. Despite this, in summer 2017 the airport’s owners, MAG, said they “urgently” needed permission to expand to a massive 44.5 million passenger airport over the next 12 years. They claim there will be no more noise, but in practice the gap between planes on average would reduce from about 135 seconds now, to about 85 seconds. SSE says the changes in the current application are “almost entirely presentational.”
UK Government loses 3rd air pollution case brought by ClientEarth, as judge rules air pollution plans ‘unlawful’
Environmental lawyers ClientEarth have won a 3rd case against the UK government over the country’s illegal and harmful levels of air pollution. In a ruling handed down at the High Court in London, Judge Mr Justice Garnham declared the government’s failure to require action from 45 local authorities with illegal levels of air pollution in their area is unlawful. He ordered ministers to require local authorities to investigate and identify measures to tackle illegal levels of pollution in 33 towns and cities as soon as possible – as 12 of the 45 are projected to have legal levels by the end of 2018. He said: “The Environment Secretary must ensure that, in each of the 45 areas, steps are taken to achieve compliance as soon as possible, by the quickest route possible and by a means that makes that outcome likely.” This will be of great embarrassment to ministers, as it is the third time that they have lost an air pollution court battle. ClientEarth commented: “The problem was supposed to be cleaned up over 8 years ago, and yet successive governments have failed to do enough … government must now do all it can to make that happen quickly.” The area around Heathrow has high NO2 pollution levels, often over the legal limit, and it is unlikely that there could be a 3rd runway without a serious risk of air quality deteriorating.
Airlines tell Transport Committee of their alarm over ‘blank cheque’ for Heathrow 3rd runway
At the final oral evidence session by the Commons Transport Committee, looking at the Airports NPS (ie. plans for a 3rd Heathrow runway) airline representatives and the CAA were questioned. Key people from British Airways, Virgin and easyJet urged MPs to secure details from Heathrow on costs before voting to approve a runway. Willie Walsh, CEO of IAG, told MPs that the true cost of Heathrow expansion is likely to be “grossly” higher than the £14.3bn the airport has cited, and there is no clarity or transparency on the plans. Airlines do not want higher landing charges, and it is unclear how Heathrow could pay for its expansion without higher charges. The airlines want guarantees on costs. MPs commented that it was hard for MPs to vote for (or against) the runway, when vital details on costs and financing are not available – and even the main airlines don’t know if they back the scheme. Willie Walsh said parliament should not trust Heathrow; he had “zero confidence” that a third runway would be delivered on time and within budget – there were not even any clear plans for what is to be built yet, nor for the M25. Walsh added: “When we’ve asked for disclosure … what they are saying is ‘trust us. Give us your approval and support’. I don’t trust them and you shouldn’t, either.” And higher charges risked making an expanded Heathrow too expensive and a “white elephant”.
Heathrow study on “respite” shows there is no clear definition, and no clarity on what it means, or whether it helps
Heathrow, and the supporters of its plans for a 3rd runway (increasing the number of planes using the airport by up to 50%) has been enthusiastic about the concept of “respite” from plane noise. This is the idea that people will be less unhappy about the amount of plane noise, if they get some predictable times when they are spared the noise. During those times, the noise is over other people (and vice versa). Heathrow has a Respite Working Group (RWG), set up in October 2014, and it commissioned research to show if respite would be effective. The long awaited report has been published (though it was finished in May 2017 …) and it merely confirms the vagueness of the concept, and therefore how little confidence anyone has in it reducing the upset, distress and annoyance caused by unwanted plane noise. The study might have been expected to a). define what respite actually is (in terms of amount of noise, duration, time of day). b). what amount of respite is actually valued by overflown communities. Instead we have no certainty of when someone is getting “respite.” Does it mean no plane noise at all? Or a bit less plane noise than usual, if the plane is a mile or two away rather than overhead? Does it mean half an hour without planes, or 8 hours without planes? And so on. The RWG just wants more research ….
“If we’re going to offset airplanes’ CO2 emissions, we should at least do it right” – blog by Andrew Murphy (from T&E)
The global aviation industry hopes to be able to be able to continue growing, fast, and emitting ever more carbon – while claiming this is all “offset” by carbon credits from elsewhere. In an excellent article, Andrew Murphy from T&E explains some of the problems, and why what is currently on offer is not even near to being effective. The UN scheme for aviation CO2 is called CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation) is already very weak, as it only aims to offset CO2 above 2020 levels . That is far short of what the Paris agreement requires. And because participation in CORSIA is voluntary, the scheme will fall short of this 2020 target. Offsets are so cheap and the target is so weak that the resulting cost will also do nothing to incentivise greater efficiencies from within the aviation sector. But offsetting itself has huge problems: 1). There is no proper way ICAO can enforce CORSIA and ensure airlines and states abide by the rules. 2). There is little guarantee with many sorts of offsets, the cheapest in particular, that they deliver any real CO2 reductions. And 3). There are serious questions about the use of alternative fuels, as if airlines are allowed to count the use them against any offsetting obligation. So the sustainability rules for alternative fuels need to be as tight as they are for offsets. ICAO is consulting on its standards till the 5th March.
Transport for London may join legal challenge against Heathrow runway, due to lack of clarity on surface transport
Transport for London (TfL) are the expert body on transport issues for London. They have long been very concerned about the surface access problems a 3rd Heathrow runway would cause. They now say the government could face a legal challenge, if there is no better clarity on the matter. TfL would join the legal challenge of the 4 councils. TfL director of city planning, Alex Williams, said he had not seen evidence from the DfT or Heathrow to support the airport’s claim that the public transport mode share of its passengers of 50% by 2030 would be achieved, or how airport traffic could be kept at current levels. By contrast, the analysis by TfL on the matter is completely transparent. Alex said: “If no-one’s prepared to share information or substantiate their case about how you can deliver those mode share targets…then you’re just heading straight for a court hearing, because we’re at loggerheads and no-one’s prepared to share that information or have that technical discussion about the merits of the case.” About 40% of Heathrow passenger trips are now on public transport, and TfL estimates this number would need to rise to 69% by 2030, for Heathrow to meet its pledge of no extra traffic on roads near the airport. TfL says the Southern and Western Rail Access schemes rail schemes are “essential” if there is a 3rd runway.
Extra costs to local authorities, and huge doubt about chance of relocating Lakeside incinerator, if 3rd runway went ahead
If the 3rd Heathrow runway was to go ahead, the Lakeside incinerator would have to be demolished. The Lakeside Energy from Waste (EfW), a joint venture between Grundon Waste Management and Viridor, processes non-recyclable waste from more than 12 local authorities including Kingston, Croydon, Merton, Sutton and Richmond. It produces 37MW of low carbon energy, which is enough to provide power for around 56,000 homes, a town roughly the size of Slough. Richmond Park MP Zac Goldsmith said the cost of moving the incinerator “would be many hundreds of millions of pounds. No one will want it in their backyard so the planning process will be complex and lengthy, and in the absence of a replacement, local authorities will be forking out around £50m a year in extra landfill taxes. This is yet another huge and unplanned cost associated with Heathrow expansion, a project that is already deeply uneconomic and anticompetitive.” On February 5, before the Commons Transport Committee, Heathrow’s CEO John Holland-Kaye said it needed to be dealt with “sooner rather than later” but gave no further information. It has no plans, and no alternative site has been found. The No 3rd Runway Coalition said the estimated cost of relocation is £500million or more than £700million should the plant be forced to close.
Non-CO2 climate impacts of aviation mean it is 2 – 3 times more damaging than the industry claims
While IATA considers global aviation accounts for about 2% of man-made CO2 emissions, this is a serious underestimate of the sector’s impact on climate change. According to Professor Dr Volker Grewe, a researcher on atmospheric physics at Delft in Holland, air transport’s contribution to climate change is roughly 5%. This is because in addition to emitting CO2, aircraft flying at altitude impact the atmosphere in various ways which have a large, albeit transient, additional warming effect. The main contributors of aviation-induced radiative forcing are: CO2, nitrogen oxides (NOx) and contrail/cirrus cloud formation. As are the contrails and resultant cloud formation which trap radiation escaping from the Earth, and the effect is very significant. However, the effect is smaller in some parts of the globe than others, so small reductions in the non-CO2 impact could be achieved from a bit of re-routing. Optimising the speed and cruise altitude also help a bit. However, the EU emissions trading system for aviation ignores non-CO2 impacts. Brussels NGO T&E says the non-CO2 impacts should be included. “When aviation was included in the ETS in 2008 the directive in fact called on the European Commission to assess the non-CO2 impacts and propose action. Nothing transpired but this call was renewed in the revisions to the directive agreed last year requesting the Commission to assess and propose by 2020. The time to act is well overdue.”
Economic advisors, Prof Peter Mackie & Brian Pearce respond to Heathrow questions by Transport Select Cttee
As part of their inquiry into the plans for a Heathrow 3rd runway, in the Airports NPS, the Transport Select Committee wrote on 16th January – with a list of questions – to two economic experts, Professor Peter Mackie, (Institute for Transport Studies, Leeds University) and Brian Pearce (Chief Economist, IATA UK) who advised the Airports Commission (and who were critical of the way the Commission worked out alleged future economic benefits of a Heathrow runway). Mackie & Price have replied in some detail, and some of their comments can be seen below. Asked about the economic impact of the airport not being full in 2 -3 years, but (as John Holland-Kaye has said) over 10 – 15 years, they say: “…that ought to be reflected in the capacity model and profile of shadow costs over time.” Asked about carbon costs, they say: “… we cannot comment either on the probability of a fully effective international carbon trading scheme being in place in the timeframe, nor on the striking price of carbon and its trend over time.” And on Heathrow landing charges they say the DfT’s main case assumes “the benefit of the reduced shadow cost will be fully passed through to travellers while increases in landing charges to fund the infrastructure will be absorbed by airlines. This particular combination seems a bit unlikely.”
Grayling makes key admissions on serious problems with a 3rd Heathrow runway, at Transport Committee hearing
Chris Grayling, Secretary of State for Transport, made several assertions when he appeared before the inquiry on the Airports National Policy Statement, held by the Transport Select Committee on 7th February. When questioned about Heathrow’s regional connectivity, he confirmed that many of the domestic routes, promised by Heathrow, would not be commercially viable and would require taxpayer funded Public Service Obligation (PSO) subsidy orders, if they were to ever materialise. Grayling also confirmed that, although up to 121,000 residents around the airport would be expected to suffer the impact of the further air pollution concentrations, likely to flow from the extra flights required to meet the DfT’s own recently updated passenger demand forecasts, the government was yet to undertake any work to assess those impacts. Mr Grayling also confirmed that there would be a ‘real risk’ of non-compliance on air quality, were Heathrow to expand, and that the Government’s own analysis expects that risk to be heightened in the years 2026 – 2030. He also confirmed that the 3rd runway would mean a reduction in respite from noise, for adversely impacted residents. Details with extracts on these points from transcripts at the link below. Paul McGuinness, Chair of the No 3rd Runway coalition commented on the NPS that “To proceed on the basis of evidence that unravels, on scrutiny, would simply be unacceptable”.
Manchester airport infuriated by Holland-Kaye claim that Manchester area “needs” Heathrow for business
Giving evidence to MPs at the Transport Select Committee, on the proposed 3rd runway, Heathrow chief executive John Holland-Kaye claimed those living in areas like Greater Manchester ‘needed Heathrow’ to sustain business links with the world. But Andrew Cowan, CEO of Manchester Airport, has accused him of making ‘misleading claims’ about its importance to Manchester passengers – and the UK economy. Holland-Kaye also claimed that the services Manchester had won – like Cathay Pacific’s direct route to Hong Kong – were thanks to Heathrow trail-blazing the route first. He tried to make out that Heathrow has a ‘unique’ position in providing long haul routes to countries like China, despite Manchester’s existing Beijing route along with Guangzhou and Shanghai services in the pipeline. Heathrow clams these are vital for business, despite admitting most passengers are not on business – they just facilitate more flights to destinations where business might be done. Heathrow always says, as its mantra, that “only” Heathrow can provide “connectivity” to world destinations. Andrew Cowan said Heathrow continues to make misleading claims about its benefit to the UK economy, and Heathrow “is far from being unique in connecting UK businesses to global markets.” Manchester is important for the Northern Powerhouse, jobs in the north and rebalancing UK economic growth.
John Holland-Kaye appears before Commons Transport Committee for grilling on 3rd runway problems
Heathrow’s chief executive, John Holland-Kaye, appeared before the Commons Transport Select Committee to give evidence for their inquiry into the proposed 3rd runway (the Airports NPS inquiry). He tried to defend claims that the runway, and 50% more flights, would result in a cut in road traffic connected with the airport. He tried to insist the airport’s pedges on air quality levels would be met if a 3rd runway went ahead. The comments came after Tory MP and committee member Huw Merriman said that a number of airport commitments had “somewhat unravelled”. Heathrow are trying to persuade MPs etc that they have a “triple lock” on the problem of air pollution, and it had a “strong plan” to deal with traffic levels. He blames road vehicles, nothing to do with Heathrow, for local air pollution – and gave confusing evidence about whether Heathrow could, or could not, count the number of vehicle journeys associated with the airport. (If they cannot count them, then cannot confirm they have not increased …). Asked if he could make a “firm commitment” that landing charges would not increase, Mr Holland-Kaye told MPs: “At this stage I couldn’t….” And he blathered when asked by Lilian Greenwood about the financial benefits of Heathrow, if it only reached a 50% increase in flights over 10 – 15 years, not just a few.
British Airways owner IAG wants break up of Heathrow monopoly, with separate companies managing terminals
British Airways’ owner IAG (Willie Walsh) has called on government to break up Heathrow’s “monopoly” of infrastructure, suggesting to the CAA that other companies could run the different terminals to create competition and cheaper flights for consumers. IAG, which is Heathrow’s largest customer, said the airport’s planned expansion could allow independent firms to create and run new terminals more effectively than Heathrow’s current owners, with lower costs to airlines – and better cost control. IAG is desperate for charges by Heathrow not to rise, to pay for its runway etc. Walsh said: “Heathrow’s had it too good for too long and the government must confirm the CAA’s powers to introduce this type of competition. … This would cut costs, diversify funding and ensure developments are completed on time, leading to a win-win for customers.” BA runs a terminal at JFK airport in New York and there are European examples at Frankfurt and Munich airports. Heathrow has a real problem, becoming ever more clear, with funding for its expansion plans. Chris Grayling has said Heathrow landing charges (already some of the world’s highest) “should be kept as close as possible to current levels.” A vote is due to be held this summer in the Commons on the Airports National Policy Statement (NPS).
European Environment Agency: Reducing CO2 emissions from aviation ‘requires systemic change’ to cut demand
The EEA (European Environment Agency) says reducing CO2 emissions from Europe’s aviation and shipping industries requires systemic change, rather than simply improving efficiency. In a new report they say a massive shift in innovation, consumer behaviour and the take up of more ambitious green technologies to power aircraft and cargo ships are crucial. Both aviation and shipping have grown fast in recent years, and by 2050, the two are anticipated to contribute almost 40% of global CO2 emissions unless further mitigation is taken. Incremental small improvements in fuel efficiency will not be enough. For air travel, changes in lifestyle and culture are needed eg. more shift to rail and less demand for material imported material goods. Governments have a key role to play. The role of continuing subsidies to the aviation industry is important in maintaining high demand for air travel. There needs to be a change to the “attitude-action gap” whereby expressed “environmental awareness by individuals does not translate into reductions in flight demand.” … “there will be a need for wider conversations around the types of lifestyle that will help enable sustainable mobility”. They are not convinced aviation biofuels will be anything more than minimal. Not just expanding the sector with new runways etc.
PCS union reiterates its view that Heathrow job claims cannot be trusted, and 3rd runway would be too damaging
Tahir Latif, of the PCS (Commercial and Public Services Union) had a letter in the Evening Standard, reiterating his union’s view on Heathrow. Responding to a letter from Sam Gurney, of the TUC, backing the runway because of potential job gains, Tahir said: “Sam Gurney’s support of a 3rd runway at Heathrow glosses over many issues. There are serious doubts over the jobs claims in terms of the number, quality, duration and conditions, and similar concerns about where and to whom the economic benefits would accrue. Unions that oppose the runway are as keen to protect their members’ jobs as the TUC but recognise the massive environmental impact that will result from 250,000-plus additional flights per year. Instead of inflicting large-scale environmental damage, we need to demand job creation that retrieves the UK and London from its wretched environmental performance — not worsens it.” In the past the PCS has said they oppose the 3rd runway as there is little real evidence supporting the extravagant promises made about jobs. Although the PCS wants to “protect Heathrow jobs whether or not the airport expands, the environmental impact of a 3rd runway would be too serious. PCS advocates sustainable transport and the creation of new jobs in that growing sector.”
Crossrail (Elizabeth Line) has problems and may go over-budget, not helped by Heathrow only paying £70m (not £230m)
The management of Crossrail have issued a major alert that the £14.8 billion line (the Elizabeth Line) might not open on time and is at risk of blowing its budget. London Mayor Sadiq Khan said problems with software on new trains and an electrical explosion in east London, when engineers tried to switch on the high-voltage power, have caused “real, serious challenges.” Stations such as Bond Street, Paddington, Liverpool Street, Woolwich and Whitechapel — where there have been major construction problems — are behind schedule. Crossrail chairman Sir Terry Morgan admitted the line was “very close” to exceeding its budget. Costs are increasing rapidly in the rush to try and open on time. The line will link Reading and Heathrow with Shenfield and Abbey Wood once fully opened by the end of 2019. The central section of the line, between Paddington and Abbey Wood via two new tunnels under central London, is due to open in December 2018. Heathrow was initially asked to contribute £230 million. But it managed to argue that it would only derive small additional benefit as it was “full” so is only paying £70 million. In reality, Heathrow has a lot of extra terminal capacity and its number of passengers rises annually, even with no 3rd runway. Heathrow had 75.7m passengers in 2017 compared to 72.3m in 2013.). So the taxpayer is having to shoulder the financial costs, which Heathrow should have paid.
TfL Surface Access Analysis of Heathrow possible 3rd runway warns of congestion and over-crowding that would be caused to surface transport
Transport for London (TfL) has raised concerns over the impact Heathrow expansion will have on the capital’s transport network, warning over significant crowding. In its surface access analysis (Jan 2018) TfL says a 3 runway Heathrow is expected to result in an extra 170,000 daily passenger and staff trips compared to now. While Heathrow has “pledged” that there would be no new airport related traffic on the roads compared to today, that can only mean a higher % of passengers using public transport. TfL has raised concerns over the feasibility of this – and what it will mean for London’s public transport. In order to achieve no rise in highway trips, TfL says around 65-70% of trips would need to be on public transport. That would work out as a 210% increase on journeys at present. TfL believes a 3-runway Heathrow would probably generate 90,000 extra vehicle trips along with another 100,000 extra public transport trips each day. That is likely to mean bad over-crowding of roads for non-airport users. In the morning peak for travel, there would be a 3 – 5% rise in average highway journey times across west London as far in as Westminster. For rail passengers it would mean “significant levels of crowding” on the Elizabeth Line, Piccadilly Line and Windsor lines.
Heathrow criticised by key London councils for jumping the gun, with its inadequate consultation, on Government 3rd runway decision
The latest consultation from Heathrow is ‘jumping the gun’ – according to Richmond, Wandsworth and Windsor & Maidenhead councils. The Leaders of 3 councils have slammed Heathrow for holding a consultation when the Government are yet to make a decision on whether or not the airport should be expanded at all. Parliamentary scrutiny on the Governments proposals is still underway, with a vote by MPs due later this year. As part of this process, tens of thousands of people have already had their say, making it clear that expansion at Heathrow is not deliverable. The Leaders argue that any expansion of the airport would have a devastating impact on West London – causing immense damage to the environment and people’s health, tear communities apart, see an unacceptable rise in noise and air pollution, and potentially cost taxpayers £15bn. The latest Heathrow consultation fails to recognise any of this well documented feedback. Confusingly, this latest consultation is also seeking residents’ initial views on how airspace and flight paths should be designed in the future (concentrated or less concentrated…) The councils view is that the noise burden is too high now and all efforts should be made to minimise the number of people impacted by noise. Cllr Ravi Govindia, Leader of Wandsworth Council, said: “I find the fact that Heathrow seem to think this is a done deal absolutely appalling.”
Important points demonstrating how the Heathrow 3rd runway is far from certain, at Westminster Hall debate
On Wednesday 24th January, Vince Cable MP secured a debate in Westminster Hall, on the issue of the 3rd Heathrow runway plans and Heathrow’s current consultation on their expansion hopes. Some of the MPs who spoke were Ruth Cadbury, Zac Goldsmith, Andy Slaughter, Karl Turner and Stephen Pound. They expressed serious reservations on issues of cost to the taxpayer, cost of surface access transport improvements, increased noise, uncertain air pollution, uncertain CO2 emissions, uncertain economic benefits and uncertain links to regional airports. Quotes from the MP contributions are shown below. Just a couple include: Zac Goldsmith (Richmond Park) (Con) – “one problem with the consultation is that we know that hundreds of thousands of new people will be affected by noise, but we do not know which hundreds of thousands, because the Government and Heathrow have yet to tell us where the new flight paths will be, which renders the entire consultation process entirely disingenuous, if not dishonest? It is a bit like saying, “We’re going to put a new incinerator in your constituency, and we’d like to ask people their opinion, but we’re not going to say where it’ll be put.” Surely the entire basis of the consultation’s legitimacy has a question mark hanging over it.” And Andy Slaughter – “Getting these glossy pamphlets through the door, as one does on a regular basis from Heathrow, sends the subliminal message, “This is a done deal. Get used to it. Get what you can out of it by way of mitigation.” It simply is not good enough.”
Heathrow premature “consultation” demonstrates NOT how inevitable the 3rd runway is, but just how absent any details are
The Heathrow consultation (17th January to 28th March) is vague in the extreme. It purports to be a consultation about how the airport should expand with a 3rd runway. But no government permissions for this has even been given yet, with a vote in Parliament and several legal challenges to be undergone before there is any certainty there will be any 3rd Heathrow runway. The consultation’s main purpose appears to be to give the impression to politicians, business people, the public, the affected communities etc that the runway is a “done deal” and is definitely going ahead; Heathrow is just sorting out some details. That is NOT the case. As the consultation makes manifestly clear, rather than sticking to details of the recommendations of the Airports Commission (on noise increases, night flight curfew periods, location of runway, means of getting over the M25 and so much else) Heathrow is not sticking to this, but trying out other options – which were never part of the Commission’s scrutiny. Far from making the runway look inevitable, the numerous areas in which there is no certainty of Heathrow’s plans demonstrate immense weaknesses. The consultation is aimed at trying to make the runway planning appear sensitive to public opinion. It is in fact far more underhand than that, and highly unlikely that consultation responses – other than endorsing what Heathrow wants – would even be given more than passing consideration.
Glasgow airport consultation on flight path changes, modernising for satellite navigation
Glasgow airport has a consultation currently (ends on Friday 13th April) on changes in future to its flight paths. The airport says: “… it is our intention to request permission from the CAA to implement these new procedures which will minimise the amount of time aircraft queue, both in the air and on the ground,” and make some minimal fuel (CO2) savings. It is claimed changes are needed to cope with increased passenger numbers and airspace congestion, and are part of the UK Future Airspace Strategy (FAS) driven by the CAA, due to the change to satellite based navigation. Ground navigation aids currently used by Glasgow Airport will be decommissioned in 2019. There will be a number of drop-in sessions for the public. Feedback will be presented to the CAA before the necessary approval can be granted. The Scottish Green Party commented that the proposals would see an increase in flights over areas including parts of Kilbarchan, resulting in more noise pollution for local residents. They are urging people to respond. “The projections show that parts of Renfrewshire will see the biggest increase in noise. Edinburgh Airport’s recent attempt to ignore the views of communities backfired spectacularly, so Glasgow Airport would be wise to listen to the concerns of those living in Renfrewshire carefully.” New flight paths were strenuously opposed at Edinburgh airport.
Heathrow consultation: their suggestions of how to deal with M25, tunnel, bridge, altered junctions etc
As part of its consultation on its proposed 3rd runway, Heathrow has a section on what it hopes is done with the M25, so the runway can go over it. This is a very expensive and complicate operation, and Heathrow is keen to cut the cost. The proposed runway will cross the M25 between Junctions 14 and 15 (J14 and J15) and will affect the operation of J14 and J14a, but not J15. Other than moving the motorway a long way west, the options are tunnelling or bridging. Heathrow says: “Our current thinking is to re-position the M25 carriageway approximately 150 metres to the west, lower it by approximately 7 metres into a tunnel and raise the runway height by 3 to 5 metres so that it passes over the M25 between J14a and J15. The motorway will then re-join its current route. ...We believe this approach is the most deliverable as it would allow construction to proceed while the existing M25 motorway remains in operation. This minimises impacts to road users and has the least overall impacts on communities during construction and long-term operation.” And they say the 3rd runway will mean more traffic will want to pass through junctions 14 and 14A, so they will need to be expanded. Illustrations show some different options.
Rival “Heathrow Hub” expansion scheme considers legal action against Government, on altered Heathrow airport plans
The backers of the “Heathrow Hub” rival Heathrow expansion scheme are considering legal action against the Government in the wake of the airport’s move to propose potential revisions to its plans. Heathrow Hub, fronted by former Concorde pilot Jock Lowe, has criticised the Government for allowing Heathrow to now consult on new ideas for its 3re runway because this could change the eventual scheme from what was originally submitted and considered by the Airports Commission. Heathrow’s consultation (started 17th Jan, ends 28th March) is considering 3 different runway options, two of them for a 3,200 metres and one at 3,500 metres, slightly differently sited. This is in spite of the Government’s own documents on the expansion stipulating the need for a runway of “at least 3,500 metres”. Heathrow has to try to keep costs down, as its airlines are bitterly opposed to the cost of its proposals. The consultation also outlined potential plans for how to deal with the runway crossing the M25 motorway. Heathrow Hub said if it did launch legal proceedings, it would aim to get the money it spent submitting its proposals for expansion to the Government refunded. Heathrow airport said it thought that “providing some flexibility on the specification of the precise runway length would not undermine the NPS and its objectives”.
After 50 year battle, French government abandons plans for new Nantes airport at Notre-Dame-des-Landes. Victory!
It has finally been announced, by Edouard Philippe (Prime Minister of France) that the proposed new airport for Nantes, at Notre-Dame-des-Landes (NDDL), has been abandoned. President Emmanuel Macron and Edouard Philippe have buried the project, which has been seriously criticised for its cost and its environmental consequences. The leaders see the airport as impossible to build because of the fierce opposition by around half the population, so it just a constant source of division. Instead the executive backs re-development of the current Nantes-Atlantique airport, south of the city of Nantes, which will be modernised and have its runway lengthened. That would help a bit to lessen the noise from the flight path that goes over part of the city. The Prime Minister has also announced an expansion of the airport of Rennes-Saint-Jacques and a development of high-speed rail lines between the West and Paris airports. Opponents of the NDDL scheme are jubilant – the battle has lasted almost 50 years, and they almost lost on several occasions. But Edouard Philippe said the “zone to defend” (ZAD) will be cleared, so it is no longer a lawless area with blocked roads etc. Those occupying it will have to leave this spring, and the land be returned to agricultural use
Heathrow begins public consultation on general topics relating to its 3rd runway plans
Heathrow has launched its public consultation on some aspects of its hoped-for 3rd runway. https://www.heathrowconsultation.com/ It runs till the 28th March, and the airport will be putting on a number of public information events. Details of those are at https://www.heathrowconsultation.com/events/ The consultation is very vague and general, and is looking initially at a range of topics, on which is has produced “information papers”. These topics are: Airspace Principles https://www.heathrowconsultation.com/documents-resources/airspace-principles-consultation-document/ the Development Consent Order process https://www.heathrowconsultation.com/documents-resources/development-consent-order-process-information-paper/ the Environmental Impact Assessment https://www.heathrowconsultation.com/documents-resources/environmental-impact-assessment-information-paper/ Property Policies https://www.heathrowconsultation.com/documents-resources/property-policies-information-paper/ and generally their Emerging Plans https://www.heathrowconsultation.com/documents-resources/our-emerging-plans/
There is little to reassure those horrified by the implications of a 3rd runway, whether in terms of its social, economic or environmental impact. There is nothing, for example, to give any certainty on air pollution. AEF Deputy Director Cait Hewitt commented: “The key environmental barriers to expansion will need to be addressed by Government. On air quality, the scale of the problem means that any measures that Heathrow may be proposing will be pretty much irrelevant.”
Committee on Climate Change – reiterates its need for aviation demand increase to be 60% at most (cf. 2005 level)
The Committee on Climate Change has produced its assessment of the UK’s Clean Growth Strategy. Its key findings are that thought the Government has made a strong commitment to achieving the UK’s climate change targets, policies and proposals set out in the Clean Growth Strategy will need to be firmed up, and gaps to meeting the 4th and 5th carbon budgets must be closed. The CCC says, on aviation: “The government should plan to limit UK aviation emissions to the level assumed when the fifth carbon budget was set (i.e. around 2005 levels by 2050), supported by strong international policies. Emissions at this level could be achieved through a combination of fuel and operational efficiency improvement, use of sustainable biofuels, and by limiting demand growth to around 60% above 2005 levels by 2050.” And while their recommendation was “A plan to limit UK aviation emissions to the level assumed when the fifth carbon budget was set: around 2005 levels by 2050, implying around a 60% potential increase in demand, supported by strong international policies” there has been NO progress made. They also say: The Government have committed to publish a new Aviation Strategy by the end of 2018. This will need to include a plan to limit UK aviation emissions to the level assumed when the fifth carbon budget was set (i.e. around 2005 levels by 2050, likely to imply around a 60% potential increase in demand), supported by strong international policies.”
Evidence of falling numbers of Heathrow passengers on domestic flights casts further doubt on 3rd runway promises
The case for expanding Heathrow was dealt yet another blow this week as figures reveal the number of domestic passengers using the airport falling by 9% – almost half a million. Data from the CAA shows 471,000 fewer domestic passengers travelling through Heathrow Airport in 2016 compared to 2015. This compares to growth in domestic passenger at every other London airport, including 272,000 (8%) at Gatwick in the same period. The Government’s backing for plans to expand Heathrow was given on the basis of “support new connections to the UK’s regions, as well as safeguarding existing domestic routes”. The 8 existing domestic routes offered by Heathrow now are: Edinburgh, Glasgow, Inverness, Aberdeen, Belfast City, Manchester, Newcastle and Leeds Bradford. Heathrow proposed a further 6 new routes to Belfast, Liverpool, Newquay, Humberside, Prestwick and Durham Tees Valley to be added – but only if it gets a 3rd runway. It is likely that the survival of so many new domestic routes, despite a marginal decrease in passenger charge which the airport announced recently, would be put into serious doubt without a form of Government subsidy. No proposals to provide financial assistance to these routes currently exist.
BEIS minister admits UK aviation CO2 emissions will not be kept below necessary 37.5MtCO2 level
Replying to a parliamentary question from Zac Goldsmith, BEIS minister Claire Perry revealed that there is no government intention to stick to the limit of 37.5MtCO2 by 2050, as recommended by the government’s advisors, the Committee on Climate Change. Zac Goldsmith’s question: “To ask the Secretary of State for Business, Energy and Industrial Strategy, with reference to page 85 of the Government’s Clean Growth Strategy, what estimate he has made of the actual and projected emissions for the aviation sector for (a) 2030, (b) 2040 and (c) 2050; and what estimate he has made of the required level of aviation emissions if emissions from transport need to be as low as 3 Mt by 2050.” Claire Perry’s reply: “Latest BEIS data shows that carbon dioxide emissions from UK departing flights in 2015 were 34.5 Mt. DfT’s October 2017 aviation forecasts give CO2 emissions from UK departing flights of between 36.6 and 45.7Mt in 2030; between 36.3 and 45.1Mt in 2040; and between 35.0 and 44.3Mt in 2050, depending on demand scenario and airport capacity options. The Government will set out its strategic approach to the aviation sector in a series of consultations leading to the publication of a new Aviation Strategy for the UK. The Strategy will consider what the best approach and combination of policy measures are to ensure we effectively address carbon emissions from aviation.”
Jo Johnson (Boris’ brother) moved to DfT as Transport Minister – role re. Heathrow not yet clear
Jo Johnson (MP for Orpington) has been moved from his job as universities minister following a row over the appointment of Toby Young to the new universities regulator. Theresa May’s decision to appoint Jo Johnson as a transport minister at the DfT also sets up a potential conflict between him and his brother, Foreign Secretary Boris Johnson, over the expansion of Heathrow. Jo Johnson has replaced John Hayes as Transport Minister, so it is possible he will have responsibility for expanding Heathrow. Jo Johnson expressed his opposition to a 3rd Heathrow runway in 2011. John Hayes was expert in avoiding giving answers to any question on Heathrow. The DfT website just says: “Jo Johnson was appointed Minister of State at the Department for Transport and Minister for London on 9 January 2018. Jo was Minister of State for Universities, Science, Research and Innovation from July 2016 to January 2018. He was elected Conservative MP for Orpington in May 2010 and re-elected in May 2015.” Boris Johnson has been a longtime vocal critic of a 3rd Heathrow runway. Jo Johnson has also been appointed minister for London ahead of what could be tough local elections in the capital in May this year for the Tories.
BA to cut flights between Heathrow and Leeds Bradford from 20 to 10 per week – they are not profitable. …
So much for “carrot” of increasing domestic air links …. to get 3rd runway support …
British Airways says its flights from Leeds Bradford Airport to Heathrow are being cut by 50% “to match demand”. The changes are due to start in summer 2018. BA has not been making money on these flights. A spokesman for Leeds Bradford Airport said the cut in BA flights from 20 to 10 per week was a blow to their hopes that Heathrow’s ongoing runway expansion plans would have attracted more people to Yorkshire. “As the international gateway for Yorkshire and given our continued support for a 3rd runway at Heathrow, this news is disappointing for the largest region in the UK. …. “We hope the people of Yorkshire will still fully support the route, enabling us to prove to British Airways that the largest region in the UK can support a viable and profitable service going forward.” The Chair of the No 3rd Runway Coalition, Paul McGuinness commented that the pledges Heathrow had made to increase its number of domestic links are not credible. It is not in the gift of an airport to determine which air links exist – that is up to airlines, which will only fly routes that are profitable, unless they receive continuing subsidies to run routes at a loss. “It also reminds us of the short-sightedness of those who have been lulled into supporting Heathrow’s campaign to concentrate (yet again) all the best tax payer funded infrastructure in the already, disproportionately well endowed South East of the country.”
Letter to the newspapers, from the No 3rd Runway Coalition, on the news of the cuts to flights between Heathrow and Leeds Bradford airport:
Amongst other unrealistic pledges to win backing for their third
runway campaign, Heathrow’s “promise” to increase the number of
domestic routes, from 6 to 14, has been primarily designed to win the
support of regional airports, businesses and politicians.
And although some of these regional figures do appear to have fallen
for it, the snag is that such a promise can never be in Heathrow’s
gift. Because – as has been amply demonstrated by BA’s announcement
that it will reduce its Leeds Bradford to Heathrow connection by 10
flights a week – regional connectivity can only be determined by
airlines, and not by the airports which they use.
Regional businesses which contributed to the CBI’s 2016 report
“Unlocking Regional Growth” would seem to understand this. For, while
recognising the need for better links to international markets, they
also stated that flights need to fly directly to centres of trade and
commerce (rather than relying on a transfer at a hub, such as
Heathrow, before reaching their destination).
BA’s decision on its Leeds Bradford/Heathrow service doesn’t only
demonstrate this truth. It also reminds us of the short-sightedness of
those who have been lulled into supporting Heathrow’s campaign to
concentrate (yet again) all the best tax payer funded infrastructure in
the already, disproportionately well endowed South East of the country.
Chair, No 3rd Runway Coalition
Luton airport now hoping not only for 18 million annual passengers, but up to 38 million
Luton airport is planning to increase its annual number of passengers to 18 million, from around 15 million at present. Work is under way to achieve this, with new buildings, new taxiways etc. However, the airport is now saying it plans to take advantage of an apparent shortage of runway capacity in the south east, in the coming decade, to try to grow to 36 – 38 million annual passengers. This has come as a surprise to many. Only two weeks earlier an airport senior manager was asked what happens when Luton reaches 18mppa, and he said they would flat-line as the terminal could not cope with any more people. The Chairman of LLACC (the Consultative Committee) did not about it either. Also, LLAL (the arm of Luton BC that owns the airport) recently purchased a huge tract of land nearby (Wigmore Park) and said it would not be used to expand the airport but to diversify business-land investment. However it appears that the airport may be planning a new terminal on the land, as the only way to achieve new growth aspirations. Hertfordshire County Council are doubtful about the expansion, raising many possible negative impacts for the area, including surface access traffic.
Speculation grows that GIP and the consortium of Gatwick owners will sell the airport soon
Gatwick’s private equity owners have had a £175 million dividend as speculation mounts over a sale of the airport. The dividend, paid in October 2017, was up from £125m a year earlier and followed 6 months of rising passenger numbers and profits. Gatwick is owned by Global Infrastructure Partners (GIP) and a consortium of investors, who bought it for £1.5 billion in 2009 from the former airports monopoly BAA. They have improved the airport, attracting more airlines, and now have 44 million annual air passengers. That has increased the value of the airport to an estimated £6 – £8 billion. GIP also owned London City airport, which they sold almost 2 years ago for over £2 billion, making a huge profit. City experts believe GIP is now looking to sell one or both of its 2 remaining UK airports, Gatwick and Edinburgh – or at least reduce its stake. A sale of Gatwick would be a vast profit. There is speculation that GIP would have sold Edinburgh earlier, but held back due to the German election and complications of Brexit. Gatwick is still keen to build a 2nd runway, but the government prefers a 3rd Heathrow runway. Consultations on that will continue in 2018, and Gatwick continues to press for its runway – as that would raise the selling price.
Four important councils say DfT’s Heathrow 3rd runway inquiry “illegal because ministers are biased”
Four Conservative-run councils (Windsor & Maidenhead, Hillingdon, Richmond & Wandsworth) say pro-Heathrow statements made by Conservative ministers including Chris Grayling (Transport Secretary) could mean that the current DfT consultation on adding a 3rd Heathrow runway is unlawful. They say that “A consultation, to be lawful, must be approached with an open mind”. The intervention by the councils will increase and prolong uncertainty over the expansion of Heathrow – or any other new runway. The second consultation by the DfT (itself highly biased in favour of adding a 3rd Heathrow runway) on the expansion of Heathrow (the Airports National Policy Statement consultation) ended before Christmas. The four boroughs questioned the legality of the inquiry in their responses. Their submissions cite pro-Heathrow comments from Mr Grayling and Lord Callanan, the former aviation minister. The transport secretary said in October that the government was “aiming to give [the third runway] the formal go-ahead in the first half of next year” and that the expansion would “make a difference right across this country”. The boroughs are members of the No 3rd Runway Coalition, which has long argued that expansion should be stopped.
Transport Secretary, Chris Grayling, gets home visit from carolling anti-3rd-runway campaigners
A group of residents facing the misery that would result from a 3rd Heathrow runway made a light-hearted festive protest outside the home of the Secretary of State for Transport, Chris Grayling by singing re-worded Christmas carols -on the last night of the government Draft Airports NPS consultation. Only a couple of the campaigners knew the destination in advance so it wasn’t until leaving Harmondsworth that everyone discovered they would be singing outside Grayling’s house, his retreat from the daily grind of plotting the destruction of other people’s homes. Grayling himself was in Parliament at the time, and no family members appeared to be at home. The protesters drank mulled wine and festive drinks, and sang their own renditions of well-known carols, with suitably altered, anti-runway, words. A Stop Heathrow Expansion spokesperson commented “Looking down the drive from the road and seeing the sprawling detached house with it’s huge Christmas tree displayed in the un-curtained front window, it is easy to see why our Secretary State has no comprehension of the misery he will inflict on others with a third runway.” And they hoped Grayling would “spare a thought for people who face another Christmas under threat and reflect on their situation.”
One carol adaption went (to the tune of Ding-Dong Merrily on High): “Sir Howard Davies [Airports Commission] was a lie/And no way independent/Fingers in the Heathrow pie/And property development/No-ooooo-oooooo-oooooo/ Ifs and buts/There will be no third runway.”
Heathrow says it will cut costs of 3rd runway by £2.5 bn – not adding a new terminal
Heathrow has said it has identified options which could reduce overall cost of its 3rd runway expansion plans by £2.5 billion, so the overall cost would be £14 billion. The reduced cost options, developed with input from airlines which want a lower overall cost, will be consulted on in January 2018. Savings would be by three things: (1). Repositioning new buildings over existing public transport and baggage infrastructure. This includes building additional capacity at both Terminals 2 and 5 rather than a dedicated terminal or satellite building between today’s northern runway and the new northwest runway. (2). Technological advancements which reduce the amount of terminal space required to process passengers “without compromising” the passenger experience. (3). More efficient phasing of capacity construction – incrementally increasing terminal capacity in blocks to better match growing demand. That means more planes would have to cross the northern runway, to get to the new runway. Heathrow will be launching a 10-week public planning consultation which will run from 17th January to 28th March 2018. The consultation will be in 2 parts – the first on infrastructure design options, and the second on the future design principles for airspace around Heathrow.
Heathrow seeks Chair for new “independent Community Engagement Board” – applications till 14th January
Heathrow and the Heathrow Airport Consultative Committee (HACC), have launched a campaign to recruit a high-profile Chair to head a new “independent Community Engagement Board (CEB).” Heathrow says the “CEB will take on the role of the current consultative committee and was a recommendation by the Airports Commission, drawing on best practice from European hub airports. … The influential Chair will lead the CEB which will play an important role in building trust between the airport and its communities making sure that Heathrow delivers its commitments today and in the future. It will also play a crucial role during the planning process for the proposed expansion of Heathrow to check that communities are meaningfully engaged in Heathrow’s public consultations over the coming months and years.” The CEB is not only for local communities – it is to “play a key role in ensuring airport stakeholders, local authorities, communities, passengers and interest groups.” Applications for the role are through Gatenby Sanderson, with the deadline for applications the 14th January 2018. “The Chair will be appointed by a panel representative of the existing HACC, government, Heathrow and a nominated community representative” … The job of Chair will be two days per week, working for and paid by Heathrow, salary to be agreed. The Chair will lead the “CEB through its formative stages, setting strategic direction and overseeing the delivery of a work programme as well as creating a diverse board.” Details at link below.
10 years after Heathrow 3rd runway was built ….. all great ! (watch the film ..)
Guidance from the No 3rd Runway Coalition on how to respond to the DfT 2nd Heathrow NPS consultation. Ends Tues 19th Dec.
The DfT is consulting on its revised draft Airports National Policy Statement (NPS). This second consultation comes after an earlier one in February. The deadline for the revised draft NPS consultation is Tuesday 19th December. The No 3rd Runway Coalition (NoR3Coalition) has put together some simple guidance for people trying to respond. There are dozens of documents in the consultation, most hard to locate, making responses very hard indeed for non-expert laypeople. The consultation only in fact asks one question: “Do you have any comments on the revised draft Airports NPS or any of the documents set out in the table on pages 7 and 8?” In reality, there is a great deal more that people should respond to. The NoR3Coalition has set out some key points on the issues of air quality, noise, economics, surface access, regional connectivity, health and climate change. People are encouraged to submit a response, in their own words. This need not be long or complicated, but just express key concerns. Responses can be by the online form at https://runwayconsultation.dialoguebydesign.com/ or by email to RunwayConsultation@dft.gsi.gov.uk
Heathrow have announced two ‘consultations’ starting 17th January 2018, which they label as the ‘next step in delivering expansion.’
Heathrow have announced two ‘consultations’ which they labelled as the ‘next step in delivering expansion.’ These will be launched on 17th January 2018, and will run for 10 weeks until 28th March.This is a separate consultation to the Government’s Airports National Policy Statement consultation, the second part of which closes on 19th December. The consultation will have two parts: the first will be on “infrastructure design options” and mitigation measures, while the second will focus on the future design principles for airspace around Heathrow. There will be around 35 consultation events – details of these will be published after 17th January. Paul McGuinness, chair of the No Third Runway Coalition, said the announcement was “disingenuous” and “To claim that the public are being consulted, when the only subjects up for discussion exclude the matters on which the public is most concerned, is little more than a charade.” Mr McGuinness added that locals want to be consulted on “the flight paths for the extra 250,000 extra flights each year, and to learn which communities will start to be adversely impacted by aircraft noise for the very first time”. Heathrow is trying to find ways to build the 3rd runway scheme, but at lower cost. It says part of the consultation will be about options like the “reconfiguration of the M25”.
Huge cost to many local authorities if Heathrow does not relocate Lakeside waste incinerator
The proposed Heathrow 3rd runway would require the demolition of the Lakeside waste incinerator. Heathrow has made no effort so far to ensure this is relocated. If there is a period without an incinerator, local authorities would have to spend many millions of £s on landfill tax (£86.10 per tonne) to dispose of waste that the Lakeside plant would have dealt with. In their submission to the Transport Committee, Grundon and Viridor say: “The revised draft NPS fails to address the planning policy vacuum that businesses like Lakeside face in trying to relocate in advance of Heathrow securing consent. This vacuum needs to be filled for the benefit of all of those businesses threatened by the new runway … the draft NPS still fails to provide any explicit support for the relocation of the Lakeside EfW or the associated complex. Indeed, if the Lakeside EfW and the waste complex as a whole were not replaced, given the lack of acceptable alternatives, the direct consequences would be disruptive and financially harmful to the local authorities that rely upon the services provided. … the revised NPS should state: The Government recognises the role of the Lakeside Energy from Waste plant in local waste management plans. The applicant should make all reasonable endeavours to replace the Lakeside Energy from Waste plant.”
Labour Shadow Transport Secretary Andy McDonald: “Heathrow is not a silver bullet for solving our air capacity constraints”
Andy McDonald said: “Following the decision to leave the EU, supporting UK aviation has become more, not less, critical if the UK is to remain a global, outward-looking trading nation. A third runway at Heathrow remains subject to a Commons vote and, even if given the final go-ahead, it will not be completed for at least another 10-15 years. Heathrow is not a silver bullet for solving our air capacity constraints. We face capacity challenges here and now. That’s why more needs to be done to support connectivity into and out of other airports across the UK to unlock existing unused capacity, and develop the huge potential they have.” Airports like Luton are keen to capitalise on the years before any new runway was built, if it ever happens. The CEO of Luton hopes of fast rising air passenger demand for years, and that the aviation industry “must be granted the conditions to help it capitalise on this growth potential … If the UK is to fully realise the economic potential of the aviation industry, airports must be supported by better transport links.” The East of England CBI says the “re-letting of the new East Midlands Rail franchise offers the opportunity to deliver more fast trains to Luton Airport by simply stopping trains that already pass through the station every day”, which would help Luton serve more passengers.
Heathrow may back 3rd runway play by Arora, destroying even more homes than NW runway scheme
Heathrow have backed a new plan for a 3rd runway, which appears to cut construction costs for the scheme at the expense of the loss of even more homes and communities, in an attempt to persuade politicians to vote through the scheme in 2018. The scheme, proposed by the Arora Group is for a 500 metre shorter runway, a bit further east. It might cost £6.7 billion less than Heathrow Airport’s own North West Runway plan. John Holland-Kaye, Heathrow’s CEO, said : “it would not surprise us if we do something with him [Arora] as we expand the airport.” The Arora plan would bring parts of Harlington inside the new airport boundary, along with the whole of Sipson. It would also leave Longford village boxed in and sandwiched metres between two runways. The total number of homes that would be set for demolition would be much closer to a thousand, even higher than Heathrow’s own proposal of 783 homes lost. The plan would bring the new airport boundary closer to the original scheme put forward by BAA in 2009, which was successfully defeated in the High Court. That plan proposed a 2,200-metre runway across Sipson and Harlington. Residents in the Heathrow villages are upset, as this causes yet more uncertainty, worry and fear about their future.
Arora scheme below:
Heathrow NW runway scheme below:
Holland-Kaye not ruling out Heathrow working with rival bid, by Arora, on building 3rd runway scheme
Heathrow CEO John Holland Kaye has said he is not ruling out some form of collaboration with the team behind the Arora group bid to build a 3rd Heathrow runway. Surinder Arora, a rich businessman who owns 16 hotels, a golf course and his own private airfield, is the largest single landowner on the site marked for Heathrow expansion. In July he put forward a plan, with US engineering firm Bechtel, in which he claimed the expansion could be done for £12.4 billion (shorter runway, bit further east) – roughly £5 billion cheaper than Heathrow’s initial estimate. Heathrow has since altered its plans to bring down construction costs, as airlines and investors are opposed to the sky-high costs. Now Heathrow may also try to work with Mr Arora’s company in some way. Holland-Kaye said: “It would not surprise us if we do something with him …” but would not speculate on what. Heathrow and the Arora Group are currently working on two Heathrow hotels. The 2nd DfT consultation on the Airports NPS (for the 3rd Heathrow runway) welcomed competing bids for the work and stated the Government did not have a preference for who constructed the 3rd runway as long as it met the specifications outlined by the Airports Commission. Jock Lowe is still promoting his “Heathrow Hub” scheme, for an extended northern runway, which is claimed to cost around £10 billion.
Safety report by consultants Ebeni says Heathrow 3rd runway could only be used part of the time, due to taxiway location
A report from engineering safety consultants, Ebeni, says Heathrow will not be able to expand to its promised 740,000 flights a year because of safety flaws involving its proposed 3rd runway. Heathrow needs to get the number of flights up, to pay for the massive cost of the runway and associated building, but Ebeni believes there could not be more than 700,000 flights per year, because the new taxiway (linking the 3rd runway to the terminals) at the end of the northern runway could interfere with departures. Ebeni’s aviation experts think the tail fins of large planes like the A380 or 747 are so high that they would infringe on the clearance space needed by planes taking off over them. Therefore that taxiway could be used only between departures on the northern runway, reducing the number of flights by 15 per hour. The Ebeni report was commissioned by Heathrow Hub, that wants to build a 3rd runway, but as a western extension of the current northern runway. Ebeni also expect the Heathrow north-west runway scheme would would have a much worse noise impact on homes than Heathrow has suggested. The full report is not available to the public, but Heathrow Hub’s Jack Lowe is giving oral evidence to the Transport Committee on 4th December.
Moody’s expects a slowdown in traffic growth at UK airports as airlines move capacity elsewhere
Moody’s report on European airports in 2018 expects “strong” growth at most, though “significant event risks around Brexit could slow the pace of growth in passenger numbers in the UK.” This is the first time Moody’s has assigned a separate outlook to the European airport sector. Previously, the rating agency had assigned an outlook to the overall European transport infrastructure sector, comprising the toll road, airport and sea port sectors. For air travel Moody’s sees an improved economic environment, continued low fuel costs, relatively contained airfare inflation and growing airline capacity – so increasing the demand. They expect traffic growth of 5%-7% for continental airports but 3%-6% at UK airports. “This reflects the UK’s more subdued macro prospects, as well as the decision by some airlines to move some capacity away from the UK to more profitable markets, such as Germany, resulting in lower capacity increases than those experienced in recent years.” While Moody’s base case is for new aviation agreements to be put in place post-Brexit, in the most extreme case, if no new aviation agreements are reached, UK airports would be exposed to a sudden loss of air traffic rights covering around 80% of current passenger traffic volumes. [But the DfT is anticipating rapidly rising air travel demand, to justify building a new runway at Heathrow … now in question?]
Mayor’s Draft London Plan, out to consultation, adamant that aviation’s noise, CO2 and air pollution stay within limits
The Mayor of London has put out for consultation the New Draft London Plan (ends 2 March 2018). There is an extensive section on aviation, with the Mayor adamant that the aviation sector, and any airport expansion, must stay within environmental limits. The Policy T8 Aviation (P 433 of the consultation document) sets out core principles. These include:
D. The Mayor will oppose the expansion of Heathrow Airport unless it can be shown that no additional noise or air quality harm would result, and that the benefits of future regulatory and technology improvements would be fairly shared with affected communities.
E. All airport expansion proposals should demonstrate how public transport and other surface access networks would accommodate resulting increases in demand alongside forecast background growth; this should include credible plans by the airport for funding and delivery of the required infrastructure.
F. Proposals that would lead to changes in airport operations or air traffic movements must take full account of their environmental impacts and the views of affected communities. Any changes to London’s airspace must treat London’s major airports equitably when airspace is allocated.
And C – the environmental impacts of aviation must be fully acknowledged and the aviation industry should fully meet its external and environmental costs particularly in respect of noise, air quality and climate change …
CAA invite anyone affected by aircraft noise to complete their survey – ends 5th January 2018
The CAA has a current consultation on aircraft noise, for those affected by it. The consultation started on 6th July and ends on 5th January. It is a short survey that is easy for individuals to complete on the basis of their own personal noise experience. The CAA says it is “looking at how we can influence the aviation industry’s noise performance, and we would like to hear from people impacted by aviation noise to get a better understanding of what you would like us to do about noise.” (Anything other than not allow more and more flights ….) The CAA says: “Answering these questions will help us to understand which areas people who are affected by aviation noise would like us to focus on, and therefore help to define our work programme. However, we will not always be able to act, and at the moment we are looking at how we use our existing powers to improve noise.” … “We intend to use this information to inform how we use our existing powers to improve noise performance in the coming years. If we believe that we, or another organisation, need more powers to influence the things that matter most to people, we will explain why this is the case when we publish a response.”
No 3rd Runway Coalition letter in Yorkshire Post: “Few benefits for regions if Heathrow is allowed to expand”
In a letter by the No 3rd Runway Coalition (NoR3) in the Yorkshire Post, they explain how Heathrow has been conducting a variety of lavishly funded public relations exercises to counter the widely held perception that its expansion would be yet another South-East-centric project, which can only further entrench the UK’s economic divisions. So Heathrow has claimed that a number of regions will become “logistic” hubs for the 3rd runway’s construction. Just 4 of these “hubs” will be chosen, but 65 regions are invited to bid – building up their hopes (and driving support for the runway). The NoR3 coalition say “By the time the 61 losers learn who they are, it is hoped that their regional leaders will have sold their souls, speaking up Heathrow expansion, to curry favour with the airport. Clever. But cynical. Equally contemptuous is the way in which Heathrow is using this stunt to claim economic benefits for the country, which is knows is not supported by the latest figures.” The correct figures for economic benefits for the UK from the runway are tiny (NPV – when costs are taken into account – of just £3.3 billion, for all the UK over 60 years, or even a negative figure…) and it is likely any possible benefits will be for the South East. Not the regions. Regional business people need to ask serious questions of Heathrow (and the DfT) on the reality of purported jobs and investment.
Autumn Budget: short haul APD unchanged. Slight rises for long haul from April 2018, especially premium classes + private jets
APD since 1st April 2017 for standard class tickets to destinations under 2,000 miles away is just £13. It will stay at £13 for any return flight (adults over the age of 18 only) of under 2,000 miles, (ie. all Europe etc) for the foreseeable future. The rate of APD for trips under 2,000 miles now is £26 for premium classes, and £78 for private jet. These rates for short haul trips will all remain unchanged. For almost four in five air passengers, APD will have increased by just £3 between 1997 and 2020 – a period of 23 years. There will be very slight increases in APD, after 1st April 2018, for trips of over 2,000 miles. The increase for standard class will go from £75 now to £78. The rate for premium class tickets will go from £150 now to £156 from April 2018, up to £172 from April 2019. The APD for business jets, for trips over 2,000 miles, will go from £450 now, to £468 from April 2018 and to £515 from April 2019. So while Philip Hammond’s Spring Statement on 7th March 2017 said: “Air Passenger Duty for 2018-19 will be uprated in line with RPI” there has been no change on flights to Europe. There are instead to be rises of about 10% in the APD for premium and private jet flights over 2,000 miles after April 2019. Overall the amount of APD expected to be raised by the Treasury are slightly higher than earlier estimates, with the amount being 3.3 billion in 2017-18; 3.5 bn in 2018-19; 3.6 bn in 2019-20; 3.8 bn in 2020-21;3.9 bn in 2021-22; and 4.0 bn in 2022-23.
Heathrow promises it makes at its “Business Summits” – next in East Midlands – exaggerated & based on flawed projections
Heathrow is holding another of its “Business Summits” on 23rd November, in Derby. The aim of these is to excite regional businesses about how much they could benefit from the building of a 3rd runway. However, while Heathrow claims there would be huge financial benefits for the whole country – using wildly exaggerated figures, the reality is very different. Heathrow persists in using a crazy figure of “up to £211 billion” economic benefits, even the DfT’s own reports indicate at most about £3.3 billion. That would be the “Net Present Value” over 60 years, for the whole of the UK, after taking off costs. The figure could be as low as minus (yes, a negative number) 2.2 billion. These are government figures, not numbers from anti-Heathrow campaigners. The 3.3 bn figure translates to under 50p UK resident per year. (ie. £3.3 bn divided by 70 million). It is difficult to see how such paltry benefits could “play a major role in boosting jobs and growth in the regions” outside of the South East, as Heathrow claims. The CBI’s 2016 report “Unlocking Regional Growth” identified that businesses want direct flights to centres of trade and commerce (i.e. without transfer before reaching their destination); in other words, that it will be through direct flights to the closest airports that the Midlands will become better connected. Not via Heathrow.
From DfT data (Oct 2017) showing minimal Heathrow economic benefits to the UK, over 60 years ( P 44 of DfT Updated Appraisal Report)
Judge rejects 3 legal challenges against proposed new 2nd runway at Dublin Airport
The High Court in Ireland has thrown out three challenges against plans for a 3,100 metre 2nd runway at Dublin airport. Mr Justice Max Barrett dismissed actions that arose over the runway plans, which Dublin Airport (DAA) wants so it can become an international hub, rivalling Heathrow. The judge dismissed an action by Friends of the Irish Environment, which claimed that the decision to grant planning permission was not in compliance with EU directives or the 2000 Planning and Development Act. The group also argued that the proposed runway would result in additional greenhouse gas emissions, which will increase the pace of climate change. He also dismissed another claim on certain pre-construction works. The judge’s ruling said “laws matter, rules matter but mistakes happen” and in this case he was not exercising the court’s discretion to find in favour of the residents. The judge also dismissed an action brought by 22 residents, who said local Fingal council failed to consider or address their concerns about the 2nd runway’s effect on their homes and land – though he said he respected the fighting spirit of the residents and “sympathised” with them in the predicament they found themselves in. The cases have been adjourned for a week to allow the various parties to consider the rulings, or if any will appeal.
Rival Heathrow expansion consortium, Arora, upbeat as Government opens door to competition on building 3rd runway etc
The Telegraph reports that the government has said it welcomes competition in the construction of the nation’s airports. Hotel owner Surinder Arora had earlier this year proposed a cheaper way to build a Heathrow 3rd runway, cutting about £5 billion off the price. Government documents related to the expansion had previously assumed Heathrow would be in charge of the construction project and choose which contractors it wanted to help it fulfil the scheme. But the DfT says in the revised consultation on its Airports NPS (National Policy Statement) that it would welcome competing bids for the work. The NPS consultation (p7) says: “For the avoidance of doubt, the Airports NPS does not identify any statutory undertaker as the appropriate person or appropriate persons to carry out the preferred scheme.” And there could be “more than one application for development consent, dealing with different components individually”. The Telegraph believes a key difference, if a body other than Heathrow did the building, would be that the party behind the construction would receive the associated income it generates from passenger and airline charges, as well as retail rental payments. But there could be more risks, more costs etc.
Blog by Canadian IRPP political studies academic: Rising air travel emissions “the policy options are limited”
“Unlike the shift towards electrification of automobiles and the growth of renewables, there are no good policy options on the table for adequately reducing emissions from aviation. Sadly, the only genuine way to reduce our collective carbon footprint from long-distance transport – given available technologies – is to significantly cut down on passenger and cargo flights. … Cut out air travel or continue contributing to the ongoing climate emergency faced by our home planet — this is the inconvenient juncture at which we have arrived. … The number of air travellers globally has more than doubled in the last two decades, and forecasts expect demand for air travel to double again in the next two decades. The same story is true of world air cargo … Not only are global regulatory “solutions” like CORSIA a non-starter, but new technologies are also impractical or unlikely to work at the level of the jumbo plane. …In the end, the only practical way to reduce our society’s emissions from long-distance air transport (while admittedly giving rise to social costs elsewhere) is to restrict the growth in demand for air transport. … It’s going to take some political guts” [with any effective measure – like higher tax or capping growth in flight numbers- unpopular] so politicians are unlikely to try. But “Relying on technological innovation, other market forces, and a global system of carbon offsets will not solve the serious problem of growing GHG emissions from aviation”
Clear message from residents at the Stop Heathrow Expansion (SHE) AGM: NO 3rd Runway
At a packed meeting in Harmondsworth, there were great contributions by local MP John McDonnell and Cait Hewitt, Deputy Director of the AEF (Aviation Environment Federation). John reiterated his certainty that the runway will not go ahead. He went through the many reasons, including air pollution, noise, carbon emissions and economics. And he emphasised the difficulties the government has with the politics, as so many constituencies are now marginal and so local issues (such as Heathrow airport impacts) would be key in a future election. John McDonnell said: “I’m into Parliamentary democracy, but I cannot allow this to happen to this area. The Government has responsibility to protect people and this project cannot happen”. Cait Hewitt spoke about the insuperable problem of air pollution that a 3rd Heathrow runway would cause: “Government’s own recent forecasts show there is a high risk of a breach to air quality targets” … “The Government is prepared to gamble on air quality to build a third runway.” The AGM also heard about problems of Heathrow withholding payments to those who have already sold up, and not paying all estate agent and moving costs. Residents do not trust Heathrow’s pledges on compensation payments, in the event that they were forced from their homes.
Obscure aviation climate deal – ICAO’s CORSIA – could undermine the Paris Agreement
A new Columbia Law School report reveals major shortcomings in how the UN aviation agency (ICAO) interprets transparency and public participation requirements. The 36 member countries of ICAO met for closed talks in Montreal to discuss rules on its carbon offsetting scheme – known as CORSIA. Established in October 2016, the new carbon market is intended to compensate for the industry’s emissions growth above 2020 levels. But in addition tot he Columbia Law School report, new Carbon Market Watch analysis warns that a careful design of the rules is necessary to avoid undermining the goals of the Paris Agreement. The ICAO process needs to allow proper public scrutiny, to avoid being of low quality and trying to use illegitimate offsets. So far a lack of public scrutiny has allowed ICAO to develop climate policy in isolation, and this has serious and direct implications for the Paris Agreement. Unless there are clear rules for how CO2 reductions purchased by airline operators are accounted for, it is likely that there will be double counting of these cuts – risking the Paris goals. So far ICAO has kept the outcome of political meetings and important documents relating to the development of the CORSIA locked away from the public domain. By contrast, the IMP and UNFCCC generally provide engagement opportunities to the public
No 3rd Runway Coalition letter to Chris Grayling, asking him to ensure adherence to Civil Service Code, correcting Heathrow factual errors
The No 3rd Runway Coalition have written the Transport Secretary, Chris Grayling, to point out that civil servants and Ministers need to adhere to the Civil Service and Ministerial Codes of behaviour. These require correction of factual errors. The Coalition understand that, at Heathrow’s recent Business Summits, the airport’s publicity material about the estimated economic benefits of a 3rd runway has been misleading, claiming benefits far higher than the official Government figures published by the DfT. Heathrow claims benefits, generated by the runway, of £211 billion for the UK over 60 years. However, the figures from the DfT indicated that the maximum gross benefit could be £74 billion, over 60 years, with a Net Present Valuation (i.e. after all costs have been accounted for) of somewhere between £3 bn and a LOSS of £2.2bn, over 60 years. The Coalition understands that civil servants have attended the Heathrow summits, and failed to point out this inaccuracy. Also that DfT civil servants (and possibly Ministers) will be attending the Heathrow Business Summits of 8th November (at Heathrow) and 23rd November (in Derby). The Coalition is asking for assurance from Mr Grayling that any civil servants and Ministers attending will identify Heathrow’s erroneous claims and correct them, by spelling out to summit attendees the Government’s own figures.
Stop Stansted Expansion say Government’s Aviation Forecast figures undermine Stansted’s claims on need for expansion
Claims by Stansted’s management that the airport’s growth potential over the next decade is being severely limited by the present cap on numbers at 35 mppa are being called into question by local campaign, Stop Stansted Expansion (SSE) following the publication of new Government figures. These numbers are in the DfT’s forecasts, published as part of the 2nd consultation on the Airports NPS (ie. Heathrow runway). Stansted’s owners, MAG, predict that it will be completely full by 2023 – and it therefore needs an increase in permitted numbers to be able to accommodate 43 million passengers in 2028. But SSE show that in the new DfT UK Aviation Forecasts, reveal this is wrong. The DfT central forecast for Stansted is that it should expect to handle just 31 million passengers annually by 2030, and 35 million by 2033. Not by 2023. Stansted airport has been talking up the need for further growth – in anticipation of its application for planning permission from Uttlesford District Council in early 2018. And if there was a 3rd Heathrow runway, the DfT projects a decline in the number of Stansted passengers – from 24mppa in 2016 to 22mppa in 2030, and just 32 mppa by 2040. SSE say: “MAG’s overstatement of potential demand to secure support for expansion is nothing more than an opportunistic ploy.”
Andy McDonald (Shadow Transport Sec) speech – more clarity needed from government on aviation policy
Some comments by Andy McDonnell, to the AOA conference: “None of the Brexit policy papers covered transport – which doesn’t reflect well on the government’s priorities. … Labour’s view is that any new agreements for aviation following Brexit should replicate the status quo as far as possible including retention of access to the Single European Skies system and full membership of the European Aviation Safety Agency. … Last month’s revised public consultation into proposals for a third runway at Heathrow once again highlighted the urgent need for clarity on the future of airport capacity. … Labour supports expansion provided our tests on capacity, emissions and regional benefits are met. In addition, expansion must be premised upon making better use of our existing capacity and developing a strategy to support smaller airports. … we regret that aviation is not more prominent in either the air quality plan or clean growth strategy. Labour believes the Department for Transport needs to set out in more detail how it will deliver the provisions of the Climate Change Act within aviation. … We believe that any changes [to airspace] should be made on the basis of noise impact and in full consultation with affected communities.”
Airports NPS (Heathrow runway) – new inquiry launched by Parliament’s Transport Committee
The Transport Committee is to carry out an inquiry into the DfT’s revised proposal for an Airports National Policy Statement (NPS) – tabled by the Government on 24 October. The DfT consultation is to end on 19th December, after just 8 weeks. The NPS must receive Parliamentary approval before Heathrow Airport can submit a development consent application to the Planning Inspectorate, which then makes a recommendation to the Secretary of State on whether planning consent should be granted. The Transport Committee (Chair is Lilian Greenwood) will run this second inquiry, as the work of the previous committee was cut short by the general election in June. Some members of the committee have changed since before the election – and the previous Chair was Louise Ellman. This inquiry will specifically look at, and want submissions on, “whether the DfT’s revised passenger demand forecasts and air quality assessments have been satisfactorily completed and are represented accurately in the final version of the NPS and Appraisal of Sustainability” – and on “whether any other changes to the NPS based on clarity intention and/or Government policy since February 2017 are suitable.” The deadline for submissions to the Transport committee is Thursday 30 November 2017.
Leader of Richmond Council: Government aviation strategy ignores Heathrow health impacts
The Leader of Richmond Council, commenting on the DfT’s consultation on the draft aviation strategy (closed 13th October), says it tries to shut down any discussion on expansion at Heathrow and puts the demand for additional flights ahead of the health impact on communities affected by increased noise and worsening air quality. Leader Paul Hodgins, speaking on behalf of Wandsworth, Richmond, Hillingdon and Windsor and Maidenhead councils, said: “It is difficult to see what purpose the draft aviation strategy serves when, in it, the government is ignoring the problem of Heathrow. First we had a pro-Heathrow airport draft national policy statement with no details on flightpaths, out of date passenger demand figures, an economic case which doesn’t stand up and unattainable pollution limits. Now we have a national strategy that leaves out Heathrow. Any serious attempt at a UK-wide policy must come before any policy on individual airports, including Heathrow.” He also said: “The Government should withdraw this partial and disingenuous strategy document, abandon its unjustified policy support for Heathrow and begin again with an approach that people can trust.”
Airlines & ICAO: “stop dodging the Paris Agreement”
Great short film from FERN (an NGO that works on trade, investment and forests). It shows the utter idiocy and danger of allowing the global aviation sector to continue expanding its carbon emissions every year, while other sectors must make huge carbon cuts. The alternative is that humanity does NOT manage to cut carbon emissions, and has instead to deal with devastating climate change and its unknown (but inevitably dire) consequences. ICAO should not be helping to perpetuate the situation in which aviation is permitted to indefinitely increase its emissions.
MPs on BBC “Sunday Politics” on huge Heathrow uncertainties – including on economic benefit
Zac Goldsmith, speaking on the BBC’s ‘Sunday Politics’: “A lot has changed since the Airports Commission produced its report and that, don’t forget, was the bedrock of the government’s decision and the reason supposedly why the government made the decision that it made. But most of the assumptions made in that report have been undermined since by data on passenger numbers, on economic benefits and most of all, on pollution.” and “In the free vote we could have had up to 60 MPs voting against Heathrow expansion. That’s the number that’s normally used and I think it’s right. In the circumstances where it requires an active rebellion, the numbers would be fewer. I can’t tell you what the number would be but I can tell you that there are people right the way through the party, from the back-benches to the heart of government, who will vote against Heathrow expansion.” And Theresa Villiers said: “At the heart of that private at private finance is passengers in the future but also the cost of the surface access is phenomenal. I mean, TfL estimates vary between £10 and 15 billion and there is no suggestion that those private backers are going to meet those costs, so this is a hugely expensive project and one that will create significant economic damage.”
— BBC Daily Politics and Sunday Politics (@daily_politics) October 29, 2017
Airports’ climate programme relies on offsets excluded under EU laws – CORSIA must exclude “dodgy” offsets
Transport & Environment has found that airports are relying on offsets excluded under EU climate laws to help achieve their voluntary target of “carbon neutrality.” Airports’ efforts to reduce their CO2 emissions are welcome, but not worth much if the offset project types being used are highly unlikely to deliver promised emission reductions – and don’t qualify for the EU’s emissions trading system (EU ETS). The claims of carbon neutrality therefore cannot be credibly maintained without serious reforms to this programme. Many of the offset types being used (cheap) were long ago ruled inadmissible by the EU due to concerns over their environmental integrity. Airports are not required to publicly disclose which offsets they purchase. Athens airport relied on wind farm offsets originating in China – offsets which are unlikely to deliver additional emissions reductions (a necessary criterion) and are banned from the EU ETS. Andrew Murphy said: “Flawed programmes such as this are giving a green light to airport expansion and the resulting surge in aircraft emissions.” The ICAO CORSIA programme will approve its offset rules later in November. These must exclude aviation use of the dodgy offset projects.
HACAN East presents London City Airport with a 30th Birthday cake – it’s time for it to clean up its act
Campaigners at local group HACAN East want London City airport to stop growing, cap the number of annual flights & end concentrated flight paths, to protect residents from the noise and the pollution. Today was London City Airport’s 30th birthday. Campaigners – dressed up as bakers – presented the airport will a beautiful cake. They say that now it is 30 years old, it should CLEAN UP ITS ACT. The campaign wants London City to be a better neighbour – the airport is in a totally inappropriate location, surrounded by such densely populated areas that are home to so many people. The airport should NOT be allowed to grow further, as it affects too many people. There is a moving film, with people affected by the airport speaking out. One lady says: “We have lived in our house in Mottingham, SE 9, for over 35 years, Then last year without any consultation or warning we suddenly found we had low flying, noisy planes coming over our house from early morning till late at night. These flights are devastating to me. I sometimes hate living in my house and I want to move. But the thought of moving away from family and friends at this stage in our life is just too hard to do.” A sad reflection on how aviation impacts people’s lives.
Cross-party MPs express opposition to 3rd Heathrow runway – and short debate in Parliament questioning its economic and environmental impact (by Ruth Cadbury MP)
Cross-party group of MPs today, opposed to the Heathrow 3rd runway, outside Parliament. Included Zac Goldsmith, Rupa Huq, Andy Slaughter, Ruth Cadbury, Vince Cable, Adam Afriye, Tom Brake and John McDonnell. They are not letting the government get away with blandishments about Heathrow’s environmental impact, nor the cost to the taxpayers – or many of the other deeply questionable arguments put forward by the DfT and the airport to justify its 3rd runway plans. And the Labour group is solid in its opposition. Photo organised by the No 3rd Runway Coalition. There was a short debate in Parliament, on the Economic and environmental impacts of airport expansion (on Parliament TV starting 11.00.50 and endng 11.30.25 )
Residents across many areas negatively affected by Heathrow protest against 700 MORE planes per day, if 3rd runway was allowed
A number of areas already badly affected by Heathrow plane noise held photo shoots early today, to provide a graphic visual reminder of just how much worse the noise problem would be, if a Heathrow 3rd runway was built. Links to photos of some of the actions below. It is likely that a 3rd runway would enable about 50% more flights per year. That translates to around 700 more planes, every day (350 more landings, 350 more take offs) with the runway. Though not all would go over the same areas, it means more planes and more noise for those under existing flight paths, and new intense noise pollution to many areas (details are not yet known) not currently overflown. The groups in areas already overflown, especially in areas near Heathrow, used 700 red cardboard planes, at their different locations – getting their message across “loud and clear” just one day after the DfT announced its second phase of consultation on the Airports NPS (National Policy Statement), which aims to press through the Heathrow 3rd runway. This consultation deals with air pollution, noise and passenger forecast data – none of which was properly available during the earlier NPS consultation that closed in May. The need for the 2nd consultation demonstrates just how weak the case for the Heathrow runway is, and the enormity of the hurdles it faces, including those on environmental issues.
DfT publishes another 8 week consultation on the Heathrow NPS, showing further weaknesses
As stated in September, the Government has now published a second part of its consultation on the “Airports NPS”, on building a 3rd Heathrow runway. The 8 week consultation ends on 19th December. This consultation contains updated air passenger forecasts which were not produced for the earlier NPS consultation (which ended in May). It also looks at air pollution issues, which were not covered properly before, and also noise. This consultation comes exactly one year since the Government announced it favoured a 3rd Heathrow runway. The DfT is very aware of the problem Heathrow has with air pollution saying the runway means “there remains, however, a risk that the options could delay or worsen compliance with limit values, albeit decreasing over time.” Since the report by the Airports Commission, in July 2015, the arguments it put forward for the 3rd Heathrow runway have been seriously undermined – on economics, air pollution, carbon emission, noise, cost to the taxpayer etc. Yet Government tries to push on with it. Zac Goldsmith, MP for Richmond Park, commented: “It is as if our politicians have been collectively hypnotised, but sooner or later reality will click and the project will be shelved once again.” Consultation link
Lancet Commission prompts critical Heathrow air pollution question
With the Lancet Commission on Pollution and Health reporting that air pollution is responsible for 8% of all deaths in the UK (50,000 annually, and an increase of 25% on previous estimates), the poor air quality surrounding Heathrow has again been cast into focus. Importantly, it is not just the existence of pollutants, but the proximity of their source to populations that damages health. Heathrow, which sits within the UK’s most densely populated residential region, not only has the highest level of aircraft emissions. It is close to the M3, M4 and M25 (motorways, much of whose traffic services the airport), and regularly fails to meet Air Quality legal limits for NO2. Meanwhile there is growing evidence that London exceeds WHO recommended limits for Particulate Matter, thought to be responsible for 45% of air pollution related deaths. Studies have identified higher risks of stroke, respiratory and cardiovascular disease (for both hospital admissions and mortality) in areas close to Heathrow. Paul McGuinness, Chair of the No 3rd Runway Coalition said: “This report highlights yet again one of the many reasons why expanding Heathrow can’t happen. Its proximity to people. There could be no worse place to concentrate yet more pollution.”
Stansted Airport lowers growth target from 44.5 million to 43 million per year
Stansted Airport has scaled-back its expansion plans, saying it will achieve is growth ambitions without seeking any increase in the number of flights it is allowed to handle. Stansted current has permission for 35 million passengers per year, while it currently has about 25 million. But the airport said in June that it ‘urgently’ needs the cap to be raised to 44.5 million. Stansted is now saying it wants the cap raised to 43 million, not 44.5 million – and they can accommodate that growth by use of larger planes. They say they can get to 43 million passengers without increasing the noise “footprint” that is already authorised under the current capping arrangements. Stansted is hoping to get a lot of growth in passenger numbers, in the time before (if it ever happens) a 3rd Heathrow runway is built. Stansted hoped to get the growth to 44.5 million passengers, about 9 million more than now, through on a regular planning application – rather than having to go through the more rigorous National Infrastructure process, that would be needed for a 10 million passenger increase. Local campaign Stop Stansted Expansion said: “People shouldn’t be hoodwinked by Stansted Airport’s spin doctors. The new planning application would still mean an extra 1,800 flights a week compared to today’s levels.” There will now be more feedback sessions by Stansted during November, before a final planning application to Uttlesford Council early in 2018.
Aviation biofuels plan would use palm oil and ‘destroy rainforests’ – warn 200+ environmental organisations
A new plan to accelerate production of biofuels for passenger planes has drawn stinging criticism from environmentalists who argue that most of the world’s rainforests might have to be cleared to produce the necessary crops. Aviation is one of the fastest growing sources of greenhouse gas emissions, with an 8% leap reported in Europe last year and a global fourfold increase in CO2 pollution expected by 2050. To rein this back, the industry is hoping for what it (unrealistically) calls “carbon neutral growth” by 2020 – to be met by biofuels, and offsets. The “green jet fuel” plan would increase the use of aviation biofuels to 5m tonnes per year by 2025, and 285m tonnes by 2050 – enough to cover half of overall demand for international aviation fuel. This is three times more biofuels than the world currently produces, and advanced biofuels are still at too early a stage of development to make up the difference. Environmentalists say that the most credible alternative fuel source would be hydrotreated vegetable oil (HVO), even though this would probably trigger a boom in palm oil plantations and a corresponding spike in deforestation. The vast use of palm oil for aviation biofuels would destroy the world’s rainforests, vital to life for local people and the habitats of endangered species such as orangutans. Over 200 environmental organisations are urging ICAO to scrap its misguided biofuels plan.
Willie Walsh, CEO of IAG (with over half Heathrow’s slots) again says its expensive 3rd runway plans are “a ridiculous glory project”
Willie Walsh, the boss of British Airways’ parent company, IAG, has again lambasted Heathrow’s expansion plans as a “ridiculous glory project”. He said the £17.6bn plan to build the 3rd runway (just £200 million for the runway itself – not counting the M25 problem) could lead to a “completely unjustified” increase in airport charges, which airlines would have to charge to passengers, denting demand etc. IAG (which owns Iberia and Aer Lingus) have over 50% of Heathrow landing slots. IAG wants a 3rd runway, though it would increase its competition, but they want a cheap no-frills scheme – and have backed the £7 billion cheaper scheme promoted by Surinder Arora. The Heathrow scheme requires the demolition of the BA HQ at Waterside in Harmondsworth and IAG could end up effectively paying its own compensation through increased charges levied by Heathrow. Willie Walsh also said IAG’s new long-haul, low-cost brand Level might one day fly from Heathrow. At present, the subsidiary operates just two aircraft from its base in Barcelona. He hopes it will have 30 planes by 2022, and fly to destinations currently off the BA route map, like secondary cities in China.
BEIS “Clean Growth Strategy” admits aviation CO2 cannot be kept below 37.5MtCO2 – it has no plan on aviation carbon
The government’s long-awaited Clean Growth Strategy has been published by BEIS setting out how it plans to deliver the carbon reductions needed by the Climate Change Act. BEIS claims that “This strategy sets out our proposals for decarbonising all sectors of the UK economy through the 2020s.” But there’s a huge hole in the strategy – there is no plan for aviation CO2. Despite the Committee on Climate Change repeatedly asking for details of how the sector will keep to within is recommended cap of 37.5MtCO2 pear year, BEIS has been unable to provide any. The Clean Growth Strategy now gives up on the 37.5MtCO2 target, and anticipates the aviation sector emitting 44 MtCO2. Worse than that, in its calculations it lumps in shipping with aviation in that 44 MtCO2 – which presumably is simply an error. The strategy document just says the government “has not reached a final view on the appropriate level of aviation emissions in 2050.” There is not only no policy to limit aviation carbon to the 37.5MtCO2 level, but also no clue how all other sectors could make even greater carbon cuts, to allow for the higher aviation emissions. Cait Hewitt, of AEF, commented that as the government has no proposals or answers on limiting aviation CO2, and there should not be a new Heathrow runway until or unless these are clear.
Philip Hammond admits, to Treasury Cttee, that no deal on Brexit could have serious impacts on flights to and from UK
Chancellor Philip Hammond has become the first Cabinet minister to admit leaving the EU without an agreement could ground all flights from the UK to Europe. Giving evidence to MPs on the Commons Treasury Committee, the Chancellor said that was “theoretically possible” and a failure to reach agreement with the EU would halt air traffic between Britain and the 27 member states on March 29, 2019. However, he did not believe that would happen, and a deal on air travel would be struct regardless as it would be in the mutual interest of both sides. It would be necessary to make decisions so there is no interim period with no deal. He said: “What I am not proposing to do is allocate funds to departments in advance of the need to spend it.” All flights within the EU for the last 25 years have been governed by the “EU Internal Market for Aviation” – known as “open skies”. This allows any EU airline to fly between any two EU airports, subject to slots being available, and has worked since 1992. When the UK leaves the EU, there are no WTO rules to fall back on, and the UK would need to negotiate an entirely new treaty with the EU for any flights. All flights from the UK to the US are governed by the Air Transport Agreement between the EU and USA, and this would also need to be re-negotiated.
[So it is especially inadvisable for the UK government to be planning future aviation expansion, with absolutely no idea of future bilateral aviation deals, with US, EU etc]
Britain’s toxic air – especially PM2.5 particulates – ‘could cause dementia and diabetes’
The Commons health committee has warned toxic air could contribute towards dementia and even diabetes, as well as lung and cardiovascular effects. A new Inquiry by 4 parliamentary select committees, in to UK air pollution, has been started. Dr Sarah Wollaston MP, chair of the health committee, said: “…. new evidence suggests that they [particulates] could also contribute to diseases as disparate as dementia and diabetes.” The 4 committees launched a similar Inquiry in March, ending on 12th May. However, the General Election was called, and finally committees were re-constituted in September, with different membership. The Chair of the Transport Committee was Louise Ellman, and is now Lilian Greenwood. She commented that “Real change is possible if Government leads from the front to co-ordinate an effective response to one of the biggest issues of our time.” The mechanism by which PM2.5 particles could increase dementia may be through a critical Alzheimer’s risk gene, APOE4, interacts with air particles to accelerate brain ageing but the science is unclear. The mechanisms by which diabetes risk is raised are also unclear. Heathrow hopes to overcome its major air pollution difficulties by a switch to electric vehicles. However, these still produce particulates from tyre and brake wear, so do not solve Heathrow’s problem.
4 Commons Committees (Health, Transport, EFRA and Environment) re-launch joint inquiry on UK air pollution
Four Parliamentary Committees have re-launched their joint inquiry into improving UK air quality – for one month. The Committees are Environment Food and Rural Affairs, Environmental Audit, Health, and Transport. They started a similar inquiry in March, which ended on 12th May. In July 2017, after UK courts twice ruled that the Government’s plans to cut air pollution were inadequate, the Government released a new air quality plan. The new cross-party inquiry will examine whether this new plan goes far enough, and fast enough to both meet legal limits and to deliver the maximum environmental and health benefits. The Chair of the Health committee, Dr Sarah Wollaston MP, said there are concerns that air pollution may not only cause lung and heart problems, but possibly dementia and diabetes too. Mary Creagh MP, Chair of the Environmental Audit Committee, said local authorities do not believe the Government’s plans for air pollution are adequate. Air pollution needs to be tackled by m any government departments across Whitehall working together. The joint Inquiry will hold Ministers from key Departments to account, on the effectiveness of plans to reduce air pollution. The huge role of road transport in lowering air quality is recognised. The Inquiry ends on 9th November.
Heathrow consultation on its plans delayed as CAA hopes to reassure airlines on lower 3rd runway costs
The Times says Heathrow’s plans for a 3rd runway have been delayed until at least December, or early 2018, as the airport tries to cut £6 billion from the cost. A report by the CAA said that Heathrow’s proposals would be published for consultation “no earlier” than December. This had been expected by August. The CAA report was distributed to airlines, and said that Heathrow was working on revised proposals designed to cut £6 billion from the previous £17.6 billion budget. Heathrow’s attempts to cut the cost is to reassure airlines like British Airways and Virgin Atlantic over “gold-plated” facilities planned for Heathrow expansion – that airlines fear they would have to pay for. Airlines fear higher landing charges, leading to higher fares, knocking their profits and even driving some airlines out of Heathrow. Heathrow has already publicised cuts to its plans, like delaying Terminal 6 and an underground passenger transit system to limit the expense. The problem of how to get the runway over the M25 has not been resolved, but it would be cheaper to do a bridge over the motorway rather than a proper tunnel, as the Airports Commission had expected. The airlines want Heathrow to “make available more mature information/data on costs and benchmarking before [the consultation].”
The Times article adds:
“In a further disclosure, the report confirmed that airlines operating from Heathrow were being required to sign gagging clauses — non-disclosure agreements — preventing them sharing information about the third runway.”
Monarch failure: Government to pay bulk of repatriation costs – perhaps £60 million
The government will pick up the cost of repatriating the majority of Monarch Airlines’ passengers following the collapse of the airline and its sister Monarch Travel Group. Flights returning 110,000 passengers from overseas will cost about £60m, according to the CAA. [ie. yet more cost to taxpayers from the aviation industry]. The CAA confirmed the Air Travel Trust fund will pay only the cost of repatriating and refunding Atol-protected customers. CAA deputy director of consumer protection David Moesli said: “The government will pay. The Air Travel Trust is only covering the Atol-protected customers. However, the government has said it intends to recover the money from other parties.” The operation will bring home passengers, using aircraft from 16 different carriers, including British, North American and Qatari. The CAA insisted it had not sent Monarch into bankruptcy by refusing to renew its Atol licence. The CAA expects debit card issuers to join credit card issuers in refunding customers’ bookings, although there is no legal requirement for them to do so. The closure of Monarch will lead to nearly 1,900 job losses and is the largest ever closure of a UK airline. The reasons for its collapse are “depressed prices” in the short-haul travel market, fewer tourist trips due to terror attacks in Tunisia, Turkey and Egypt, increased competition, and the weak pound meaning many costs eg. fuel were higher.
EasyJet hoping to fly electric planes within a decade – reality is very limited, and a long time ahead
EasyJet has announced that it is hoping to fly planes powered by batteries rather than kerosene to destinations including Paris and Amsterdam within a decade. EasyJet has formed a partnership with US firm Wright Electric, which is developing a battery-propelled aircraft for flights under two hours. It has all sorts of hype about the difference this will make to carbon emissions etc. However, the weight problem of batteries imposes limits on distance a plane could fly. Jet fuel is around 50 times more energy dense than the best lithium batteries we have now. It seems extremely unlikely they could get a fully electric passenger aircraft carrying 120 passengers on 300 mile journeys in service in 10 years? It is more likely that the aircraft will use some kind of hybrid power system, using batteries to provide a boost on take-off, but then running engines using power from an on-board generator during flight (or vice versa). And it will take a lot more than 10 years for them to be in regular service. The short flights on which these could be used would be precisely those where rail (especially high speed rail) is a good alternative. Routes without a rail option might be Southampton to Dublin or Bristol to Paris. It is likely to be the kind of fake ‘aspiration’ to allow an uninformed public to believe that there is, or could be a green version of aviation. It is peddling false dreams, to let the industry continue with “business as usual” avoiding real cuts to CO2 emissions.
Packed Labour fringe meeting hears from John McDonnell, Andy Slaughter and Leonie Cooper on Heathrow runway air pollution problem
While Heathrow airport continued shmoozing any Labour party MP it could, with its corporate hospitality at the Labour Conference in Brighton this week, anti-runway campaigners raised concerns about high air pollution levels from Heathrow. A packed fringe meeting, standing room only, organised by the NO 3rd Runway Coalition, was addressed by John McDonnell, MP for Hayes and Harlington. John was extremely busy during the Conference but had found time to open the meeting on a subject close to his heart. Aside from his long-standing and determined opposition to a 3rd Heathrow runway, to protect his constituents, he was emphatic that the runway could and would never meet the 4 tests Labour have set. These tests refer to environment and economic aspects of the expansion. On air quality alone, the airport already generates high pollution levels, and these could only worsen with another 50% more flights. Hammersmith MP Andy Slaughter also spoke convincingly on the low chance the runway would even actually be built, because of the catalogue of serious problems. Leonie Cooper, Chair of the GLA Environment Committee reiterated the seriousness of the air pollution problems around London, the harmful impacts on childrens’ lungs, and the determination of Mayor Sadiq Khan to get improvements.
Frustration as Gatwick continues to blight communities with noise – new independent noise survey for residents
The Chair of CAGNE, representing communities affected by Gatwick noise in West Sussex and Surrey, has met senior members at the DfT to raise concerns about the continuing problems. A year on from the formation of the Gatwick Noise Management Board (NMB), Gatwick continues to ignore the people most impacted by aircraft noise, day and night 7 days a week – with no respite. CAGNE says Gatwick airport continues to focus on areas that already have respite from plane noise, with some seeing a decline in aircraft movements according to data from the CAA. To get a better picture of the problem, CAGNE has now launched an independent survey questionnaire for residents. It is being circulated to CAGNE members, parish and town councils via the CAGNE Council Aviation Forum. It is also being sent to MP in affected constituencies, asking them to encourage residents to take part in the survey. It is a huge concern for those already affected by the airport that Gatwick continues to push for a 2nd runway, (even if there is a 3rd Heathrow runway) and CAGNE will be attending the Conservative Party Conference to ensure that the community’s voice of frustration at Gatwick’s continued blight is heard.
CAA rejects Edinburgh Airport’s application for flight path change due to “Technical and Coordination” issues
Edinburgh airport’s planned new flight path has been put on hold after the CAA announced it was halting the process. The CAA’s decision – which is very unusual – is understood to relate to technical aspects of the proposal, as well as a delay in receiving elements of the submission. It is not yet clear what this means for local communities that are affected by the airport and its noise, but the CAA decision is welcomed by local noise campaigners. This was the first Airspace Change proposal, by Edinburgh airport, which anticipates many more. Local group, Edinburgh Airport Watch (EAW) said that during the 2 year consultation process, multiple flaws and errors by the airport were identified at every stage. It remains to be seen whether the CAA will require a new application by Edinburgh airport to be determined under the CAA’s new rules for Airspace Change, rather than the old ones. Many people under newly concentrated flight paths have been experiencing much worse plane noise, in the past few years. EAW says the airport now has fewer aircraft movements than 10 years ago, and new routes are not needed. They want the airport to “learn from their past mistakes, and start a proper, meaningful and respectful dialogue with Communities that leads to substantial improvements.”
Criticism that Government’s Heathrow NPS leaflet was “mere propaganda” justified, says judge
The comms team at the DfT has been criticised over a promotional leaflet extolling the virtues of a 3rd runway at Heathrow, which has been branded as a “hard sell”. The retired judge, Sir Jeremy Sullivan, asked to assess and oversee the quality of the DfT consultation said criticisms of propaganda in the DfT’s NPS Heathrow consultation leaflet were justified, but the consultation was otherwise well run. Sir Jeremy was critical of the mass-produced leaflet, which went to about 1.5 million homes. There was inadequate information in the leaflet about consultation events, and it was unduly biased in favour of the runway. He said that it “fell short” of best practice and criticisms that it was “mere propaganda” on behalf of Heathrow were justified. “The headline points, as presented in the leaflet, did give the impression of a ‘hard sell’ for Heathrow.” … “It would have been much better if a more neutral leaflet had been distributed, giving more information about the addresses of the local events.” The DfT said they were analysing over 70,000 responses, which “will be fully considered” before the NPS is presented to Parliament for a vote next year.
Excellent AEF analysis: Why Heathrow’s sustainability strategy “Heathrow 2.0” doesn’t quite cut it on carbon emissions
Heathrow produced a plan it calls “Heathrow 2.0” in an attempt to persuade MPs that its hoped for 3rd runway would be environmentally “sustainable” and its carbon emissions would all be offset, producing a “carbon neutral” runway. In a masterful rebuttal of the Heathrow 2.0 document, the AEF (Aviation Environment Federation) sets out clearly why this plan falls very far short of its ambition. It is likely that Heathrow hopes its document will be enough to give MPs who are poorly informed on UK carbon emissions the assurance they need, to vote for a 3rd runway. However, AEF points out that even if the airport itself tries to be “zero carbon”, that is only around 3% of the total carbon emitted by all Heathrow flights – so a sideshow. AEF explains how offsetting CO2 emissions by Heathrow planes is not an acceptable way or effective way to deal with the problem. Indeed, this is the advice given consistently by the government’s climate advisors, the CCC. Offsets will just not be available in future decades. The Heathrow 2.0 document pins its hopes on the UK plan, CORSIA, but this does not achieve actual cuts in aviation carbon and Heathrow has no plans to do anything practical to cut emissions. The key problem is that the UK has no strategy for limiting aviation emissions to a level consistent with our obligations on climate change, though the CCC and the EAC have repeatedly asked for one.
Blast from the past … January 2009 … from Theresa May’s own website
“Theresa speaks out against government’s decision to approve a third runway at Heathrow
16 January 2009
Theresa May has spoken out against the Government’s plans to build a third runway at Heathrow Airport, which were approved by the Transport Secretary yesterday. The plans will result in an increase in flights over the local area, affecting thousands of people in Maidenhead and the surrounding area.
The Transport Secretary, Geoff Hoon, has stated that an additional 125,000 flights would be allowed each year but failed to rule out even bigger increases. Speaking in the House of Commons, Theresa questioned Mr Hoon, saying:
“As a result of today’s announcements, my constituents face the prospect of a reduction in their quality of life with more planes flying overhead, restriction in driving their cars locally and a far worse train service in Crossrail. I hope that the Secretary of State recognises that as a result of today’s announcement, nobody will take this Government seriously on the environment again. On a very specific point, when terminal 5 was announced, the then Secretary of State promised us a cap on the number of flights a year of 480,000. The Government have now broken their word, and this Secretary of State is playing the same game. In today’s statement he says: ‘I want there to be a limit on the initial use of the third runway so that the increase in aircraft movements does not exceed 125,000 a year’. That is an aspiration, not a commitment. Will he now say that it is a commitment, how it will be put in place and why my constituents should believe him today any more than they believed the previous Transport Secretary who put a cap on flights?”
Commenting afterwards, Theresa said: “I know from all the letters and emails I get that many local people will be devastated by the Government’s decision. A third runway will result in thousands of additional flights, increased noise and more pollution for thousands of people. The Government’s promises on the environmental impact of this are not worth the paper they are written on – there are no planes currently on the market that would allow them to meet their noise and carbon dioxide targets.”
“As I suspected all along, the Government paid no attention to the opinions expressed by members of the public and have decided to push ahead with expansion despite all the environmental warnings. We need a better Heathrow, not a bigger Heathrow.”
Theresa welcomed the Government’s decision not to proceed with ‘mixed mode’ operations at Heathrow, which would have increased the number of flights even before a third runway is built. She said, “Although this decision is welcome there are no guarantees as to how long the Government’s commitment will last, particularly given the way in which previous promises have been broken.” ”
EAC REPORT Environmental Audit Committee says government should not permit Heathrow runway without strict conditions
The EAC report’s conclusions say: “The Government should not approve Heathrow expansion until Heathrow Ltd. can demonstrate that it accepts and will comply with the Airports Commission conditions, including a night flight ban, that it is committed to covering the costs of surface transport improvements; that it is possible to reconcile Heathrow expansion with legal air pollution limits, and that an expanded Heathrow would be less noisy than a two runway Heathrow. In each case – climate change, air quality and noise – it needs to set out concrete proposals for mitigation alongside clear responsibilities and milestones against which performance can be measured. It should report regularly to Parliament, through this Committee and others, on progress. The Government should not avoid or defer these issues. To do so would increase the risks of the project: delay through legal challenge, unquantifiable costs resulting from unclear responsibilities, economic risks through constraint of other sectors to meet increased aviation emissions and longterm costs to public health from the impact of air pollution and noise.”
EAC on PAYING FOR SURFACE ACCESS Environmental Audit Committee says Heathrow must fund the infrastructure improvements necessary
One of the conditions that the Airports Commission suggested should imposed on a Heathrow runway was that the airport should pay most of the cost of the additional surface transport infrastructure. Heathrow has repeatedly said it is not willing to pay more than about £1 billion, though the costs are estimated by Transport for London to be £15 – 20 billion. The Environmental Audit Committee report says: “Before the Government decides to go ahead with Heathrow expansion it should set out its assessment of what would be required in terms of infrastructure improvements, agreed responsibilities for funding and milestones for completion. This should be part of a wider transport strategy for West London to minimise the risk of unintended consequences. The Government must make a binding commitment that Heathrow will fund the infrastructure improvements necessary to accommodate an expanded Heathrow.” The government has said it will not pay, with Richard Goodwill stating in October that: “…. the Government has been clear that it expects the scheme promoter to meet the costs of any surface access proposals that are required as a direct result of airport expansion and from which they will directly benefit.”
EAC on NOISE Environmental Audit Committee says Government must ensure a 3-runway Heathrow is genuinely no noisier than with 2 runways
The Environmental Audit Committee report looked at noise, as one of the issues that need to be revolved, if the Government wants to approve a Heathrow runway. The EAC says the current metrics that average noise are inadequate. They do not account for peak noise events, and may “ignore a swathe of people who are overflown infrequently but loudly.” “These metrics need to be measured against international standards such as WHO recommendations and inform a change in Government policy on aviation noise.” A new Independent Aviation Noise Authority will “need a more up to date understanding of people’s attitudes to noise if it is to be credible. One of the first tasks of such a body should be to undertake a survey of people’s attitudes to aviation noise.” The EAC says the government has to show “whether an expanded Heathrow would be noisier or less noisy than a two runway Heathrow at the same point in time.” On night flights the EAC says: “The Government should publish a plan, including a series of binding milestones, to deliver the proposed ban as part of any announcement to proceed with expansion at Heathrow…” And even if there is no 3rd runway, an Independent Aviation Noise Authority and a Community Engagement Board should be set up, to address the rock-bottom level of trust local people have in the airport.
EAC on AIR QUALITY Environmental Audit Committee says Government must ensure legal air pollution limits can be met and maintained
The Environmental Audit Committee report on a Heathrow runway, says in relation to air pollution: “Before the Government makes its decision, it should make its own assessment of the likely costs of preventing an adverse impact on health from expansion at Heathrow and publish it.” Also that the government should not consider a new runway merely if air quality could be worse elsewhere in London than in the Heathrow area. The government will need to demonstrate that legal air pollution limits can be met and maintained “even when the expanded airport is operating at full capacity. Heathrow’s existing air quality strategy should also be revised to meet the new targets. Failing this, Heathrow should not be allowed to expand.” As for not using the new runway if air quality is too poor: “The Government should not approve expansion at Heathrow until it has developed a robust framework for delivery and accountability. This should have binding, real-world milestones and balance the need for investor certainty with assurances that a successor Government cannot set the conditions aside if they become inconvenient.” In distinguishing pollution from the airport, or from other sources: “The Government must establish clearly delineated responsibilities for meeting air quality limits before deciding to go ahead with the scheme” to avoid future legal and commercial risks.
EAC on CARBON Environmental Audit Committee says Government must act by 2016 to ensure aviation carbon cap is met
The Environmental Audit Committee report says the Airports Commission said the CCC (Committee on Climate Change) was the expert in this area, not it. Therefore the EAC says: “The Government cannot credibly rely on the Commission’s analysis as evidence that Heathrow expansion can be delivered within the limits set by the 2008 Act …..We recommend that the Government give the CCC the opportunity to comment on the Commission’s forecasting of aviation emissions and the feasibility of its possible carbon policy scenarios. The Government should act on any recommendations they make. … Before making any decision on Heathrow expansion, the Government should publish an assessment of the likely impact on the aviation industry – particularly regional airports – and wider economy of measures to mitigate the likely level of additional emissions from Heathrow. …any Government decision on airport expansion should be accompanied by a package of measures to demonstrate a commitment to bringing emissions from international aviation within the economy-wide target set by the 2008 Act. They should also, as a minimum, commit to accepting the CCC’s advice on aviation in relation to the 5th carbon budget, introducing an effective policy framework to bring aviation emissions to 2005 levels by 2050 no later than autumn 2016….”
TfL confirms extent to which Airports Commission underestimated Heathrow runway impact on surface access
On 10th November, the GLA Transport Committee had a session looking at the implications for surface access – road, rail and Tube – if there was a 3rd Heathrow runway. There was a presentation by Richard De Cani (Transport for London’s Managing Director – Planning). The meeting was described as a “well mannered mugging” of the Airports Commission’s (AC) analysis of the situation. The AC did not assess the impact of a fully utilised 3rd runway, with 148 mppa; instead they only looked at the situation in 2030 with 125mppa. That might mean 70,000 more trips per day than estimated by the AC.They also did not take into account how recent employment forecasts will increase demand even further, or increased vehicles needed for expanded air freight capacity. TfL estimates it would cost between £15 and £20 billion to improve the transport infrastructure needed to get all passengers to and from Heathrow, with a 3rd runway. Unless this is spent, the road congestion and the rail congestion even by 2030 would be “some of the worst that we currently see in London.” It would “impact quite significantly on the whole performance of the transport network across west and south west London.” If there was a congestion charge, the impact on public transport would be even higher (perhaps 90,000 more trips per day than estimated by the AC). See the full presentation.
Forget “vital business connectivity” – Air travel makes you happy, says the Airports Commission. That’s why we need another runway
The Airport Commission (AC) changed its arguments sharply between its 2013 interim report and the final document. Initially the idea was that there was a need for a runway because of a rising need for business air travel, and vital business routes. Interestingly, in its final report, the AC – realising that the demand for business flights is not growing – has switched to saying it is good for leisure travellers. At Heathrow only at most 30% of passengers are on business, the majority are on holiday, and the rest visiting friends and relatives (VFR). The AC says because air travel and holidays make people happy, put them in a better of mind and give a feeling of well-being, a runway is needed so we can fly even more than we already do. This runway if ever built would, unavoidably, be mainly used for ever more leisure trips. Nothing to do with emerging economies or connectivity, unless the business people help make fares cheaper for the tourists, and vice versa. Having an annual holiday is associated with greater happiness. Whether taken by plane or other modes of travel. Nobody will be surprised. People who are able to take holidays tend to be happier than those that do not. (People involuntarily living with the adverse impacts of an airport may have lower well-being and be less happy).
Supreme irony of the hottest July day on record at Heathrow
Hottest July day on record as temperatures reach 36.7C at Heathrow. The previous record was 36.5 °C on 19th July 2006 in Wisley, Surrey. Roads melted and trains were cancelled. Urgent health warnings were issued and paramedics dealt with a surge in calls amid fears the hot weather could result in deaths. Wimbledon recorded the hottest day in its history as players sweltered in the searing heat of Centre Court. The London Ambulance Service said it had seen call-outs to people fainting increase by more than a third (35%) compared to the same day last week. Britain’s trains were blighted by delays and cancellations as Network Rail imposed speed restrictions on some lines amid fears the metal tracks could buckle under the searing heat.
And yet, as a supreme irony, this was the day the Airports Commission advocated building a 3rd runway at Heathrow, knowing the extra carbon emissions this will generate will mean putting the UK’s climate targets at risk. The heat wave is the sort of weather that scientists expect would be come increasingly common, as global CO2 levels rise.
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.
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 ….. . . .