* * * * main Heathrow news stories * * * *
Manston airport development DCO approval ‘to be quashed’ by government – with decision for refusal, by Planning Inspectorate, to be re-examined later
A hearing in February set for the legal challenge over the government’s decision to give permission for the development of Manston airport into an air freight hub will now not take place. The Secretary of State for Transport has said they will not contest the case. The substantive hearing – which involves the lodging of evidence from the defendant, and interested party (RiverOak Strategic Partners Ltd) – was to assess whether the Government followed correct procedure in reaching the decision to approve the DCO for the landowners, even though this overturned the recommendation of the Planning Inspectorate (PI). Now the DfT has acknowledged that the decision approval letter issued from the Minister of State did not contain enough detail about why approval was given against the advice of the PI. This means the DCO approval for Manston airport will be quashed. It the development of Manston airport is to happen, it will require a new decision to be issued, after a re-examination of the Planning Inspectorate evidence. RiverOak Strategic Partners Ltd, will not be defending their claim. The Treasury Solicitor will now draft an order disposing of the case. The order will have to be approved by all parties and submitted to the Court to be sealed – this final step may take several weeks.
EASA report: aviation’s climate impact about x3 greater than previously thought
Aviation’s climate footprint could be 3 times bigger than its current estimate, according to a new study by the EU’s aviation regulator EASA, which has been sent to the European Commission. It examined the climate impact of aviation emissions other than CO2, which include nitrogen oxides, soot particles, oxidised sulphur and water vapour. The report found that after including the non-CO2 impacts “are currently warming the climate at approximately three times the rate of that associated with aviation CO2 emissions alone.” This is likely to put airlines under more pressure to clean up the industry. Aviation is responsible for about 2.5% of global CO2 emissions, but that does not reflect aviation’s true climate impact. The non-CO2 impacts have been ignored for far too long, and must be properly assessed and included in plans to limit global heating and climate breakdown. Jo Dardenne, aviation manager at green group Transport & Environment, said measures like putting a tax on jet fuel could be introduced rapidly. “The European Commission was first tasked with addressing the non-CO2 emissions of flying in 2008. It shouldn’t waste any more time in implementing the solutions that are available today.”
Boris Johnson’s hope for a zero carbon transatlantic flight dismissed as a gimmick – at best a one-off
Boris Johnson’s “jet zero” goal of a commercial transatlantic flight producing no carbon emissions by 2025 is a “gimmick”, according to experts, who say technology alone cannot solve the impact of global aviation on the climate crisis. Such a flight could only be a one-off and would encourage the view that other measures such as taxing jet fuel and frequent fliers were not needed to tackle aviation’s carbon problem. The aviation industry says more fuel efficient planes and buying millions of tonnes of carbon offsets can compensate for big future increases in passenger numbers and carbon emissions. Instead independent experts say new taxes to deter flying are vital, to reduce demand. There may be a very small contribution from alternative fuels, made using surplus renewable energy (not competing with land needed for agriculture or causing deforestation) in future decades, but that is speculative. Long-haul electric or hydrogen planes are unlikely before the middle of the century, if ever, by which time emissions should already have been cut to zero. Tim Johnsons, from AEF, said as well as taxes, regulation was needed, and the inclusion of international aviation emissions in countries’ national carbon plans submitted to the UN. Currently they are exempt.
UK cross-party group to lobby for Covid funds in areas that depend on airports
Cllr Steve Curran, the Labour leader of Hounslow council and Henry Smith, the Conservative MP for Crawley, have written an Opinion piece in the Guardian about the sorry state of their areas – with Heathrow and Gatwick areas badly hit by the collapse in demand for air travel. They say they “have the awful distinction of heading the national league tables for furloughed and unemployed workers. ...There’s little prospect of aviation returning to anything like its previous levels, not even with the advent of a vaccine, not in the short term. The damage may well prove to be permanent … In Hounslow…and Crawley … 40% of our workforces were being supported by the state at the end of the summer. This number is likely to worsen. It is similar for parts of Birmingham, Essex, Leeds, Liverpool, Manchester, Teesside, Newcastle and Glasgow and the other districts where concentrations of airport workers live.” They say it is not only the air crews and pilots but all the support workers. There will be an Aviation Communities Summit on Tuesday 24 November – to assess the economic and social harm, and to ask the government to establish an aviation communities fund to meet the immediate and longer-term needs.
Even with so few flights, due to Covid, global aviation in 2020 still exceeding its CO2 target for 2050
In 2019, emissions from the global civil aviation sector were more than 900 million tonnes of CO2. In 2016 the figure was around 814 million tonnes, and around 650 million tonnes in 2005. IATA has a target that the sector’s carbon emissions will be half their level in 2005, by 2050 ie 325 million tonnes. And that is to happen, while the industry aims for compound annual growth of 3%. This year, due to Covid, global demand for air travel has been down hugely, with airports like Heathrow having as much as 80% fewer flights than a year ago. But IATA has admitted that even with that immense reduction in flights this year, the sector will still have emitted more than 325 million tonnes of CO2. This highlights the scale of the challenge for the industry, to “square the circle” of trying to keep growing, but emitting less carbon. This issue is to be discussed at IATA’s virtual AGM on 24 November. The industry body ATAG is anticipating that demand for air travel, and hence carbon emissions by 2050, might be 16% lower than pre-Covid forecasts, as there has been behaviour change and social change, caused by the pandemic.
To save money, Heathrow to put its staff onto furlough for a month each, between 1st December and 31st March 2021
Heathrow is now to furlough its entire senior management team apart from its chief executive, John Holland-Kaye. It will also pave the way for more permanent job losses, as it is very unlikely that the 2019 level of demand for air travel will return for years, if ever. Sky News reports that it has seen emails sent by Heathrow executives which detail plans for a new voluntary redundancy scheme and a requirement for staff to be placed on furlough for at least four weeks between 1st December and 31st March. Sky says: “Sources said the furlough requirement would apply to every Heathrow employee other than John Holland-Kaye.” Not only senior management. The airport is estimated to have lost £1.5bn since the start of the Covid pandemic. It is losing about £5m every day while it remains open, with so few passengers or flights. The number of passengers was down 82% in October, compared to a year earlier. There have been talks with the trade unions, about job cuts, big pay cuts, worse pension terms and worse employment terms for many of the 5,700 people who work for the airport. There will be a 4 day strike in December, and unions say Heathrow “will grind to a halt”.
Airport groups write to the Prime Minister to say the taxpayer should not have to pay for the decarbonisation of aviation
A number of airport community groups have written to the Prime Minister, in response to a letter that he has been sent by the lobbying body, “Sustainable Aviation. The UK aviation industry leaders are asking the Government to co-finance the sector’s decarbonisation. The community groups are pleased the industry is starting to realise that it must address its climate change effects and other adverse environmental impacts. Instead of yet more aspirational words, the industry should now start taking decisive and long-overdue action. Regrettably, however, its willingness to do so appears to be conditional on the taxpayer bearing the cost of the transition it needs to make. That should not happen: there is no economic or social case for public investment in aviation’s decarbonisation. Most flights are for leisure purposes; a high proportion are by frequent flyers; in any one year, about half the UK population does not get into a plane. The sector already receives an effective subsidy, by not paying VAT or fuel duty. Government’s role should be to regulate the industry’s emissions and other adverse environmental and health impacts properly, by setting and enforcing challenging targets and defined timescales. Aviation’s decarbonisation should be paid for by the industry, not by the taxpayer.
Aviation points, mainly on future “Sustainable Aviation Fuels” from Boris’ 10-point plan for a “Green Industrial Revolution”
The Government has produced a new 10-point plan, “for a Green Industrial Revolution – Building back better, supporting green jobs, and accelerating our path to net zero.” Much is aimed at creating new jobs in new sectors. There is little about aviation, and nothing of much substance, except hopes for “sustainable aviation fuels” (SAF) for future use. It says government will put £15m into FlyZero – a 12-month study, delivered through the Aerospace Technology Institute (ATI), into the strategic, technical and commercial issues in designing and developing zero-emission aircraft that could enter service in 2030. Also a £15m competition to support Sustainable Aviation Fuels production. They will establish a Sustainable Aviation Fuels clearing house to enable the UK to certify new fuels, driving innovation in this space. There will be a consultation in 2021 on a Sustainable Aviation Fuel mandate to blend “greener” fuels into kerosene, which will create a market-led demand for these alternative fuels. The mandate would start in 2025. Government will invest in R&D for the infrastructure upgrades required at UK airports to move to battery and hydrogen aircraft. And there will be a consultation on an Aviation Decarbonisation Strategy in 2021.
New study shows that 1% of people cause half of global aviation emissions
Just 1% of the world’s population caused 50% of aviation’s carbon emissions. (2018)
About 70% of UK flights are taken by 15% of the people. UK Data (2014)
1% of English frequent flyers took nearly 20% of all flights abroad. (2018)
The 10% most frequent flyers in England took over 50% of all international flights. (2018)
48% of the UK population did not fly at all. (2018)
A study by Linnaeus University in Sweden found that frequent-flyers who represent just 1% of the world’s population caused 50% of aviation’s carbon emissions in 2018. They also said that only 11% of the world’s population took a flight in 2018; of those only 4% flew abroad rather than within their own country. The carbon emissions of US air passengers are bigger than those of the next 10 countries combined, including the UK, Japan, Germany and Australia. The lead author of the study, Stefan Gössling, said: “If you want to resolve climate change and we need to redesign [aviation], then we should start at the top, where a few ‘super emitters’ contribute massively to global warming.” Aviation in 2019 emitted around 1 billion tonnes of CO2 and benefited from a $100bn (£75bn) subsidy by not paying for the climate damage they cause, with most not paying fuel duty, or VAT in Europe. In a typical year, like 2018, 48% of people in the UK did not fly at all; the figure was 53% in the US; and 65% in Germany.
Other data shows in the UK that about 70% of flights are taken by 15% of the people. Also just 1% of English residents are responsible for nearly 20% of all flights abroad; and the 10% most frequent flyers in England took more than 50% of all international flights in 2018.
Leeds Bradford Airport expansion could COST region £3.1bn over 26 years, claims think tank, the New Economics Foundation
The think-tank, the New Economics Foundation (NEF), has worked out that the proposed expansion of Leeds Bradford Airport could cost the region up to £3.1billion in lost economic activity by 2050. The plans would enable the airport to handle 7 million annual passengers, up from around 4 million in 2019. Most passengers will be on low cost leisure flights. The claims by the airport ignore the huge loss to the UK because people who fly abroad on holiday do not spend that money in the UK. The airport also claims (as all airports always do) that the expansion will create many new jobs. In fact, the aviation sector becomes increasingly automated, with fewer and fewer jobs per 1,000 passengers – and this has accelerated through the Covid-19 crisis. NEF says: “The predicted business benefits are overstated, because businesses are making less and less use of air travel, especially in the fallout from coronavirus.” Also that: “With the leisure and hospitality industries on their knees, this expansion would damage the local recovery from the Covid pandemic.”
Local campaign groups oppose Luton Airport expansion plans and flight path changes, due to noise
Two campaign groups dedicated to reducing noise from Luton Airport have hit out at its latest plans for expansion. LADACAN (Luton And District Association for the Control of Aircraft Noise) and STAQS (St Albans Quieter Skies) have rejected the airport’s plans as “both unjustified and unmerited” in a series of responses to the consultation (ends 5th Feb 2021). LADACAN said: “Airport growth going forward has to be more responsibly managed than in the past. The industry is innately carbon-inefficient at present due to outdated airspace design, which forces planes into holding stacks and causes Luton departures to be held low sometimes for 15-20 miles. This is very wasteful of fuel and causes far more widespread noise than necessary.” They also say the latest aircraft introduced into the Luton fleet, the Airbus A321-neo was meant to be a bit less noisy than the A321, but it is not. STAQS said claims of a 2dB noise benefit from the A321-neo in the Airport’s noise reduction strategy are ‘wishful thinking’. “Luton Council needs to send Luton Airport a really clear signal that noise conditions are there for a purpose, which might focus some effort on growth balanced by mitigation, as the government requires.”
Suspension of airport “80/20” slot usage rule to last till end of March 2021 – Gatwick not happy
Gatwick airport wants the UK and European regulators to reinstate rules that force airlines to use 80% of their lucrative take-off and landing rights, or lose them, before summer 2021. Wingate wants airlines to give back slots they cannot use, so other airlines such as Wizz Air can come to Gatwick, driving down air fares and getting more bums on airline seats (helping Gatwick survive). The European regulations insisting 80% of landing slots are used were suspended for 6 months, from March, due to the decimation in air travel demand caused by Covid. This was done so airlines would not fly empty planes, just to say the slot has been used. The restriction has been extended for another 6 months, to 27th March 2021, as air travel demand will remain very low. There is discussion within the industry if this should continue into next summer, and even industry lobby body, Airlines UK, is in favour of not wasting fuel and generating CO2, with flights by empty planes. Gatwick’s Stewart Wingate wants the UK to do its own thing on the “80/20” slot rule, after it leaves the EU. Several airlines have said they will leave Gatwick, some going instead to Heathrow.
Covid tests for returning air passengers will be needed for years, even with Covid vaccine
Airline passengers will need to take Covid-19 tests before flying long after a vaccine for the viral infection is introduced. This has been admitted by the CEO of Heathrow Airport, John Holland-Kaye. The time required for a global vaccine roll-out means testing must go hand-in-hand with inoculation if there is to be much international travel in the next few years. “Even with the UK getting early access to a vaccine it’ll take a year and a half to vaccinate the entire country,” Holland-Kaye told Bloomberg TV. “It’s going to take much longer before even the fastest vaccine can really have a massive impact around the world.” Though there is now optimism that the first vaccine might come in to use in the next few months, it’s not clear how air-transport regulators will respond and how quickly people will be allowed to fly (or want to). People would still need to be tested before their arrival, on arrival, and perhaps 5 and 7 days after arrival – with quarantine before given a final clear test. It will depend how other countries are dealing with immunisation and infection reduction. And young people are not going to get the vaccine quickly.
European Investment Bank (EIB) may ban cash for airport expansion or conventionally‐fuelled aircraft
The European Investment Bank (EIB) could withdraw support for new airports, according to a draft climate roadmap seen by EURACTIV. However, the bank is set to keep funding motorways, as well as approving investments under the old rules until 2022. According to the EIB’s leadership and European Commission President Ursula von der Leyen, the bank should become “the EU’s climate bank” and a new strategy seeks to align the lender’s investment planning with the Paris Agreement by the end of 2020. It aims to stop lending to fossil fuel companies, and instead lend to renewable energy and other low-carbon projects. Half of the bank’s lending will be for climate projects by 2025 but the other 50% will need to be “Paris-proofed”. On 11 November, its directors will consider adopting the new climate plan. An EIB draft says “support will be withdrawn from airport capacity expansion and conventionally‐fuelled aircraft”; this is something that has been requested by civil society groups. They might instead invest in improving the efficiency and environmental footprints of existing airports. Over the last 3 years, €4 billion was invested in airports.
Groups write to Aviation Minister, asking for new limits on night flights – including need for an 8-hour night period
A long list of organisations and groups have signed a letter to the Transport Minister, Robert Courts, asking for action to limit night flights. It is understood that the government intends to publish a consultation and call for evidence on night flights later this year. The groups hope the DfT will take their views into consideration, and not (as in 2017) decide policy on night flights BEFORE consulting. They say that all night flights, other than for emergency and humanitarian purposes, should be banned at all UK airports. The period defined as night should be an eight hour period. If any night flights are to be permitted, their number and impacts should be regulated far more robustly than they are now, at all airports. In the past, the government has argued that the economic benefits of allowing planes to fly at night outweigh the health and quality of life costs of those negatively affected. This can no longer withstand scrutiny, as many flights are just to perpetuate a low-cost carrier business model that generates unsustainable levels of leisure flights. The demand for business flights is increasingly replaced by internet communications, and most air freight does not need to arrive the next day.
IATA says airlines unable to cut costs enough to save jobs – even if pay is reduced
IATA says the airline industry cannot cut costs sufficiently to prevent severe “cash burn” to avoid bankruptcies and preserve jobs in 2021. IATA wants governments to provide money for airlines, to keep them going and avoid redundancies. At a time of increasing Covid in many countries, including Europe, IATA is (rather bizarrely, but for self interest of the airlines) asking for relaxed measures on Covid. They want more people flying, with less comprehensive quarantine for passengers, which risks increasing infections. IATA says the airline industry’s revenues will be down about 66% this year, compared to 2019, and down perhaps 46% in 2021, compared to 2019. IATA says without additional government financial relief, the median airline has 8.5 months of cash remaining at current burn rates. The airlines are not able to cut fixed costs in line with reduced income. Around 50% of airlines’ costs are fixed or semi-fixed, at least in the short-term. The cost per passenger flown, or per available plane seat, have risen – as planes are not full.” It considers cutting labour costs by about 50%, and even then airlines would be making a loss.
Nine years late and x3 over budget due to problems, Berlin’s Brandenburg Airport finally opens (during a pandemic)
Berlin’s ‘laughing stock’ airport to finally opens, nine years late and three times over budget (nearly €6 billion) – after years of problems. Its timing, during the Covid pandemic, is bad. The opening of Berlin-Brandenburg Willy Brandt Airport (BER) as it is known, was meant to be a moment of triumph for Berlin, as a gleaming new interconnected hub that suited its status as the capital of Europe’s biggest economy. Critics say it now has the look and feel of a costly white elephant, a throwback to a bygone era of mass tourism and global mobility that Covid-19 has ended. With all its design and structural problems, BER had become a “laughing stock”, of which many German engineers were ashamed. There will be no opening party, as the airport will have few passengers. BER has four times more space than the tiny Tegel city airport it replaces. BER was meant to start making a profit from 2025 and pay off its outstanding €3.5bn in loans over 10 years. But now it needs additional financing of over €300m this year, with some €50m-€60m raised from internal cost-cutting measures and €260m from the airport’s shareholders — the German federal government and the authorities in Berlin and Brandenburg.
After decades, Heathrow no longer Europe’s busiest airport; now it’s Paris Charles de Gaulle
Heathrow has lost its place as Europe’s busiest airport for the first time after being overtaken by Paris’s Charles de Gaulle. In the 9 months to September, Heathrow had about 18.976 million passengers; Charles de Gaulle had 19.27m; Amsterdam’s Schiphol had 17.6m and Frankfurt had 16.16m, according to Heathrow. Heathrow said it lost £1.5 billion in the first 9 months of 2020. While Heathrow has for decades boasted about being the busiest airport in Europe, it is now trying to put pressure on the government, to relax Covid testing and quarantine restrictions, to allow Heathrow to make money again. Heathrow wants people to be able to avoid 14 days quarantine, on arrival in the UK – at a time when Covid is rising again, rapidly, across Europe and elsewhere. Heathrow makes out that increasing its number of air passengers is for the good of the UK; it often conflates what is good for Heathrow (and some jobs locally) with what is good for the UK. Heathrow’s revenue in the third quarter of the year fell 72% compared with 2019, to £239m. Now, with Covid returning for a second wave, Heathrow anticipates 22.6m passengers in 2020 and 37.1m in 2021, compared to 81m in 2019.
ACI estimates that 193 out of Europe’s 740 commercial airports in UK and Europe could go bust due to Covid collapse in air travel
Airports Council International Europe (ACI Europe) has said that due to the decline in demand for air travel caused by Covid, some 193 airports across Europe and the UK face insolvency in the coming months if air passenger traffic does not increase by the year end. The most vulnerable are small regional airports. There are claims for the number of jobs that could be lost, and the amount of GDP (for many European countries, aviation brings in money and tourists – while for the UK it takes both out). The airports and airlines want more government finance, to keep them going. ACI estimates that there were around 1.29 billion fewer air passengers, using European airports in the first 9 months of this year. It does not appear likely that winter tourism will provide much airline demand, with Covid restrictions in so many countries. Many airlines have slashed their capacity plans for the reminder of the year and into 2021. The larger airports have been cutting costs to the bone and resorted to the financial markets to shore up balance sheets. Airports are burning through cash to remain open. The increase in debt – an additional €16 billion for the top 20 European airports – is equivalent to nearly 60% of their revenues in a normal year.
AEF’s excellent “Airports Expansions Guide” updated – useful summaries of all UK airport expansion plans
Airports with formal applications to expand:
Leeds Bradford Airport
Airports planning for significant growth in future:
London City Airport
The Aviation Environment Federation (AEF) has produced a very useful webpage of information, to show – at a glance – which English airports are planning to expand, which have already submitted applications, and what stage they have reached so far. Surprisingly, with the dramatic fall in the demand for flights due to Covid, airports still seem to be hoping to – not only get back to 2019 levels of flying – but expand further. AEF lists those with formal applications to expand: Bristol, Heathrow, Leeds Bradford, Manston, Southampton and Stansted. The airports also planning for significant growth in future are: Gatwick, London City and Luton airports. All these expansion plans would cause increased noise problems for people living under or near flight paths in future, and other negative local impacts. But all would add significantly to the UK’s aviation carbon emissions. The judgement by the Supreme Court on the Airports NPS (especially affecting Heathrow) is expected, perhaps by January 2021, which will give clarity on whether UK aviation could expand, if the country is to meet obligations to cut carbon emissions.
Manston airport judicial review: permission granted for legal challenge
A judge has granted permission for a legal challenge against the government’s decision to reopen Manston airport. The crowdfunder set up to help pay for a judicial review has now reached more than £80,000. Now the application for the review has been granted, the Secretary of State’s decision in July to approve a development consent order to open Manston as a freight cargo air hub will be challenged in court. The legal battle was launched by Jenny Dawes, the chair of Ramsgate Coastal Community Team. Solicitors Kate Harrison and Susan Ring of Harrison Grant are acting for her, and instructing barristers Richard Wald QC and Gethin Thomas. The reasons for opposing the reopening of the airport for freight are partly due to the noise, as the arrival flight path is directly over Ramsgate, near the airport. There are also strong arguments on air pollution and the UK’s climate targets. The advice of the Planning Inspectorate was to refuse permission for DCO. Jenny said: “According to the government’s own experts, re-opening the airport will damage the local economy and impact negatively on the UK’s carbon budget and our commitments to the Paris climate agreement.”
Local campaign GACC sets out the actions needed for Gatwick to “build back better”
The local campaign group, GACC (Gatwick Area Conservation Campaign) has set out the steps that need to be taken to ensure Gatwick does “build back better.” Gatwick’s operations and the flights it facilitates need to become compatible with climate change imperatives and the airport must reduce its noise and other environmental impacts, in contrast to what has been happening at the airport during the past decade. At a meeting of the airport’s statutory consultative committee, GATCOM, on 15th October, GACC laid out a series of national and local measures needed to build Gatwick back better. GACC’s full statement The measures include setting legally enforceable zero carbon targets for aviation; ensuring aviation pays a higher, fairer, contribution towards public finances through more equitable taxes, focused particularly on frequent flyers; phasing out of public subsidies that distort the industry’s economics; putting in place effective noise regulation; and ending night flights, that negatively impact people’s health and welfare. There also needs to be diversification around Gatwick, so the area is no longer so economically dependent on one sector. Gatwick should not be allowed to even to return to its 2019 size, let alone expand.
Pressure in Norway and Netherlands for a minimum air ticket price – Austria may get a €40 minimum
The Norwegian Pilots’ Association believes it may be sensible to set a minimum price for airline tickets in Norway. This has been prompted by the low-cost airline Wizz Air setting up of new domestic routes within Norway. In Austria, a minimum price of EUR €40 has been set for a plane ticket, as ultra-cheap tickets undermine both climate policy and liveable wage standards. When airlines lower the price of a flight to about the price of a cup of coffee and a bun, “something is not as it should be.” The very cheap flight prices by Wizz Air are to beat competition from SAS and Norwegian, with tickets as cheap as Norwegian Kroner NOK 199 [about £16.40] per ticket from November 5. Currently within Europe airlines can determine their ticket prices. In June in the Netherlands, it was proposed that there should be a minimum air ticket price of €34 for plane tickets. The concern in the Dutch House of Representatives was that there would be a major competitive battle at Schiphol due to Covid, for the preservation of air rights. So airlines would try to fill their planes, to keep their routes, by lowering the prices hugely. A minimum ticket price may get support in Holland from parties on the left.
UK Government undecided on how to price carbon after leaving the EU ETS
Until the end of December 2020, the carbon emissions from key sectors of the UK economy come under the European Emissions Trading System (ETS). From January 2021, a new system has to be put in place. The options are either for the UK to have its own ETS, or alternatively to tax carbon. The Treasury is keen on the economy-wide carbon tax. The BEIS is keen on a new ETS. There might also be a hybrid scheme. A decision is expected by early December, but this lack of charity is very late for business etc that need to plan now for what they will be doing in 2021. Some companies would end up paying less with an ETS than with a carbon tax, if the price of carbon allowances is too low. The current EU ETS carbon price is about £24 per tonne, but the UK ETS price could be around £15. Within the EU ETS, only flights within the EU are included – not flights outside Europe, so the scope is very limited. It is important that aviation pays tax on its carbon, and it is also important that the system is in place from January 2021, not a year or two later. The Aviation Environment Federation says: “In the event that the UK does not develop its own emissions trading system, there is a risk that UK aviation will not be subject to any carbon pricing from 1 January 2020. This would be a backward step, and send the wrong message…”
Green Party calls for end of adverts for “high carbon” goods & services – eg. SUVs and long-haul flights
At their party conference, members of the Green Party of England & Wales backed an ambitious climate motion to ban advertising for high carbon goods and services, eg. SUVs and long haul flights. This brings it into official Party policy. They want advertising rules to be brought into the 21st century. “This will spark a long overdue conversation about the role of advertising in our lives” says Green Party peer Natalie Bennett. There are already many restrictions on advertising on products which are socially and physically harmful, such as tobacco which was banned from being advertised and promoted in the UK since 2003. There is good evidence that this tobacco advert ban was effective, awareness about smoking rose, and levels of smoking fell. In August 2020, the ‘Badvertising’ campaign called for adverts for SUVs to be banned, noting that such vehicles make up more than 40% of new cars now sold in the UK, while fully electric vehicles count for less than 2%. We need to stop adverts for products that trash the planet, needlessly encouraging the sale of more of them.
‘SNP must review policy and reject Heathrow expansion’, former minister says – need SNP conference debate on it
The SNP has been asked to change its policy, to now oppose the expansion of Heathrow Airport, due to carbon emissions. Marco Biagi was communities minister until he stood down from the Scottish Parliament in 2016. He wants the SNP to adopt “a presumption against any major airport expansion” at next month’s SNP Conference, which is to be held virtually on 28th to 30th November. After intense lobbying from Heathrow, and suggestions of more routes and more jobs for Scotland if there was a 3rd runway, since 2016 the Scottish Government has officially backed the runway plans. But the SNP finally abstained in the Commons from voting for the Airports National Policy Statement (ANPS) in June 2018. Mr Biagi said the SNP’s support for the 3rd runway had never been debated at a SNP conference. Aviation CO2 emissions are rising, and this is against Scottish policies on climate. He said: “Across Europe there is a growing realisation of the need for alternatives to ever-expanding air travel, especially on short-haul routes like those between Scotland and London. On this issue, do we want to follow the climate-wrecking Conservatives or be part of the European mainstream?”
CAA likely to prevent Heathrow increasing its airport charges to cover Covid losses of £1.7bn
Heathrow wanted to increase charges to compensate for the economic fallout of the coronavirus pandemic. But its regulators, the CAA, have rejected its request to increase airport charges by £1.7bn to Covid losses. The CAA said Heathrow’s demands were not “proportionate”. Heathrow operates under a regulatory mechanism that allows it to increase airport charges based on the costs it incurs, but this has to be agreed by the CAA. Separately, Heathrow is waiting on a final decision from the CAA on whether it can recharge airlines £500m for costs it has built up, prematurely, in (unwise)preparation for the building of a 3rd runway – even before all legal and planning hurdles were overcome. Heathrow said revenue losses in 2020 and 2021 would be more than £2.2bn – ie. the £1.7billion + the £500 million. The CAA now has a consultation (ends 5th Nov) on Heathrow’s request for RAB adjustment. IAG, said “Heathrow is a wealthy, privately owned company which should seek funds from its shareholders as many other businesses in our industry have done to weather this pandemic. We look forward to participating in the CAA’s consultation process.”
Heathrow Airport expansion: Supreme Court Appeal hearing on the ANPS. Briefing by Friends of the Earth
The hearing at the Supreme Court of the appeal by Heathrow against the judgement of the Appeal Court, in February took place on 7th and 8th October. The case is whether the Airports NPS (ANPS) is illegal, because it did not properly consider carbon emissions and the UK’s commitments under the Paris Agreement. Friends of the Earth have explained their arguments, against those of Heathrow. (It is complicated legal stuff …) There is no onward appeal from the Supreme Court. If any one of the grounds that won in the Court of Appeal remains, and the Supreme Court agrees that the Order made by the Appeal Court should still stand, then the ANPS will remain of no legal effect [ie. not valid or legal] until reviewed. [So the runway cannot go ahead]. The Secretary of State (SoS) for Transport must then consider if the government wish to leave it at that, or review the ANPS policy framework, to amend it. If the SoS does that, s/he will probably need to make changes that materially alter what the ANPS says. Such changes will need to be approved by Parliament following consultation, before the new ANPS can come into force. And if the FoE Strategic Environmental Assessment (SEA) challenge wins, there would need to be a new SEA and a new public consultation.
Weds 7th and Thurs 8th October – Supreme Court Heathrow hearing
Supreme Court hearing of the appeal by Heathrow against the ruling by the Appeal Court in February, that the Airports National Policy Statement (ANPS) was illegal, because it did not take the UK’s commitments under the Paris Agreement properly into account.
Case details from the Supreme Court: https://www.supremecourt.uk/cases/uksc-2020-0042.html
The Appellant is Heathrow Airport Ltd.
The Respondents are (1) Friends of the Earth Ltd, (2) Plan B Earth
The hearing will take place online, not in person. It can be followed online at https://supremecourt.uk/live/court-01.html
Tune in from 10.30am on Wednesday 7th to hear Heathrow’s case and from 3.30pm to hear the response by Friends of the Earth. Plan B Earth will respond on Thursday.
The ruling is not anticipated for several months.
Plan B Earth info document (2 pages) about the Supreme Court hearing is here
The Plan B Earth case for the hearing is set out here
France proposes much higher air ticket taxes, of €30 for <2,000km and €60 for longer (€180 and €400 for business class)
The French government is considering introducing much more tax on flying. Air travel pays no fuel duty and also pays no VAT in the EU. Currently the UK has some of the highest flight taxes, of just £13 for a short haul flight, and £80 on long haul (rising to £82 from April 2021). This tax is to compensate for the lack of income to the Treasury for the absence of fuel duty or VAT. Now France is considering (it is not agreed) taxing economy flights of under 2,000km, €30 and €180 for business class. The tax is only for a departure, not for an arrival. For flights of over 2,000 km the tax would be €60 for economy class, and €400 for business class. And €2,400 for private jet flights. Earlier this year, France introduced a tiny “air passenger solidarity tax,” which starts at €1.50 for a short haul economy ticket, and at the most is €18 for a long haul business class ticket. That level of tax is not enough to have any effect on achieving any environmental offset, or deterring flying. The higher levels of tax just might … France’s Ministry of Ecological Transition is having a final meeting about the suggested changes on Saturday, and a bill is expected to be introduced in parliament by the end of October.
IATA now expects full-year 2020 traffic to be down 66% compared to 2019; previous estimate was for a 63% fall
IATA downgraded its traffic forecast for 2020 to reflect a weaker-than-expected recovery, with little demand for air travel. They now expect full-year 2020 traffic to be down 66% compared to 2019. The previous estimate was for a 63% decline. In August demand, expressed as revenue passenger kilometres (RPKs) down 75.3% compared to August 2019. It had been down 79.5% in July. The falls were less for domestic air passengers than international August capacity overall (available seat kilometres or ASKs) was down 63.8% compared to a year ago, and load factor was down -27.2% to an all-time low for August of 58.5%. (ie. planes are much less full). The fall in international passengers in August was down -88.3% compared to August 2019, and it had been – 91.8% in July. The load factor fell 37.0% to 48.7%. In June, IATA was relatively confident of a recovery in air passenger demand by late summer. Due to Covid restrictions by most countries, it did not happen. In June IATA expected airlines to lose $84.3 billion in 2020 for a net profit margin of -20.1%. They expected revenues to fall 50% to $419 billion from $838 billion in 2019. And for 2021, losses were expected to be cut to $15.8 billion with revenues rising to $598 billion. Now it is worse than that.
APD to rise on long-haul only (>2,000 miles) from £80 to £82 from April 2021 – no change in short haul £13 APD
Air Passenger Duty (APD) – the UK duty on flights – is set to increase for flights of over 2,000 miles, in April 2021. The APD will rise from £80 now to £82, for a return flight – APD is only charged on departures. For premium class air tickets of over 2,000 miles, the APD will rise by £4 from £176 to £180. There will be no increase in APD for flights under 2,000 miles, which means any flight in Europe, which will continue to pay just £13 for a return trip (£26 premium class). The rate for long-haul private jet etc rises from £528 to £541. (The distance is measured from London to the capital city of the destination country.) This tiny APD rise is not doing to deter anyone flying. The increase come despite calls from the aviation industry to freeze or even scrap APD due to the problems the sector has because of the Covid pandemic. There have been many calls for APD on domestic return flights to be scrapped, (as the APD is £26, not the £13 for a European flight) but there is no mention of those in the government announcement. Perhaps the government appreciates that airlines take money out of the UK, and passengers to foreign leisure trips, o a far greater extent than they bring money in.
Reading to Heathrow train line delayed by two years – at least
The Great Western rail link between Reading to Heathrow will be delayed by up to two years. A DCO application to construct the new line was expected this year but has now been delayed until winter 2021/2022 – at the earliest. A spokesman for Network Rail said the Reading to Heathrow line has been delayed due to the court of appeal’s ruling against plans to expand Heathrow and the impact of Covid-19 on the aviation industry. The Supreme Court will hear Heathrow’s appeal against the Appeal Court decision, on 7th and 8th October. If Heathrow was to win the case (a massive IF) then the rail link – to speed passengers getting to the airport – a new tunnel would be created connecting Reading to Heathrow in around 20-30 minutes, with passengers from Reading currently having to use the 50-minute Rail Air bus or go into London to get to the airport. Reading Station and Heathrow Airport both already have terminus platforms built for the line in anticipation of the scheme. The Department for Transport (DfT) is looking to fund the project with help from Heathrow Airport on the basis of expansion, apparently. (Though Heathrow is struggling financially to survive now …)
Airbus – in dire financial problems – talks of plans for hydrogen fuelled future planes
Airbus has been publicising its hopes to have hydrogen-fuelled passenger planes in service within 20 years. Apart from the technical problems of how to store liquid or compressed hydrogen on a plane, and how to transport it etc, there is the massive problem of the energy it would take to generate the vast amount of hydrogen that would be needed. Currently there is “blue” hydrogen, which is generated from fossil fuels, and the production of which emits carbon (unless and until there is CCS to store that CO2 underground) or “green” hydrogen, which would be produced using low carbon electricity, from wind farms etc. Currently there is almost no “green” hydrogen. There are claims that burning hydrogen at high altitude would not cause the emission of soot particles, so contrails might form less than conventional jet kerosene. It would certainly produce water vapour. The necessary atmospheric research studies probably have not been done, at scale. Hydrogen, like electric planes and wonderful zero carbon fuels, are the magical hopes of the sector – that their climate problem can be (improbably) solved. Meanwhile Airbus’ CEO announced it is in danger of collapse, due to Covid, and it needs to cut 15,000 jobs, or more than 11% of the group’s workforce.
CAA review finds Heathrow ‘wasted’ money and was “inefficient” as costs of 2 tunnel refurb projects costs spiral
The CAA’s economic performance review concludes that Heathrow has “wasted” money on two ongoing tunnel refurbishment schemes and acted inefficiently. The cost overrun of both schemes combined is estimated at £212.4M, although the CAA suggests that those costs could be inflated further by the time work is completed. Costs on the cargo tunnel job between Terminal 4 and the Central Terminal Area have soared by £152M, from its approved £44.9M budget to the current final cost of £197M, the report reveals. The cost of upgrading the main vehicular tunnel to Terminals 1, 2 & 3 has risen by £60.3M from an approved budget of £86M to £146.3M. On the cargo tunnel, the CAA states that “there is clear evidence that the actions of HAL may have directly contributed to wasted spending or lost benefits”. The delays have lead to a loss of benefits to consumers. Heathrow could have been more efficient in managing its work contractors. The CAA will now assess whether to remove costs associated with the tunnel refurbishments from HAL’s Regulated Asset Base (RAB) – which effectively means HAL would have to pay for cost overruns, rather than charging airlines.
Dodgy economics behind plans to expand our airports – they won’t tackle unemployment, or bring more money to the UK
A useful article from the New Economics Foundation looks at the reality of claims about the economic benefits of expanding airports. Traditionally airports have said they are vital for business travel; the reality is that a small proportion of air passengers are on any sort of business trip, and that is especially the case at regional airports. Most air passengers are British people flying on leisure trips abroad (to spend their money there). Regional airports claim that they merely take passengers who would otherwise have flown from the larger airports, such as Heathrow and Gatwick. The reality is more people take cheap leisure flights from a convenient local airport. There is always a lot of hype about the number of jobs that airport expansion will create, but in fact the sector has been automating as much as it can, and the number of jobs – the “job intensity” – is lower than it was in 2007, while the number of passengers has risen significantly. Airports have also reduced squeezed the working conditions of some airport workers, to gain “efficiencies.” NEF says: “Despite what airport executives say, expanding our airports won’t tackle unemployment or bring more money to the UK.”
Plan B Earth case for Supreme Court appeal by Heathrow, against Appeal Court ruling that ANPS was illegal, due to Paris Agreement
On 7th and 8th October, there will be a Supreme Court hearing of the appeal, by Heathrow airport, against the ruling by the Appeal Court in February 2020 that the Government’s Airports National Policy Statement (ANPS) was illegal. Heathrow cannot proceed with plans for a 3rd runway, without a legal ANPS. The government itself decided not to challenge the Appeal Court decision – it is only Heathrow. Friends of the Earth and Plan B Earth are defending the case. The decision of the Appeal Court was due to the failure of the ANPS to properly take into account the UK’s commitment to the Paris Agreement (aiming to keep global climate warming to 1.5C) and thus its duty to keep carbon emissions from rising. Plan B Earth has published its response, challenging the Heathrow claim that the Paris Agreement is “not” government policy. It is a 29 page document, but the conclusion is copied here. It states that: “At the time of the designation of the ANPS in June 2018, the Secretary of State (SST) [Chris Grayling] knew, or ought to have known, that the Government had: a) rejected the 2˚C temperature limit as creating intolerable risks, in the UK and beyond b) committed instead to the Paris Agreement and the Paris Temperature Limit, and that it had c) committed to introducing a new net zero target in accordance with the Paris Agreement. These matters were fundamental to Government policy relating to climate change and it was irrational for the SST to treat them as irrelevant.
Academic study suggests post-Covid re-think of size of airline sector, its costs and impacts
In a new paper, published in Science Direct, Professor Stefan Gossling looks at the future of the airline industry, especially after the set-back it has had from Covid. He says it is important to “think the unthinkable”, and not only what is possible for aviation, but what is desirable for society … most stakeholders in industry and policymakers would agree that it is desirable for aviation to become more resilient financially and more sustainable climatically … COVID-19 has forced many airlines to reduce their fleets, retire old aircraft, or stop serving long-haul destinations … As a result, air transport capacity is diminished. Further reductions in capacity may be achieved by reducing subsidies ... A scenario for a resilient aviation system should have a starting point in the question of how much air transport is needed …where risks are accounted for, and where their cost is part of the price paid for air travel. In a situation of reduced supply, there should be an opportunity for airlines to increase profitability … Many questions need to be asked, such as those addressing volume growth, the sector’s reliance on State aid, its unresolved environmental impacts, and hence the basic assumptions on which aviation operates.
Heathrow urged by 5 councils to end 3rd runway ‘fantasy’ – instead focus on cutting CO2 and noise
Councils have called on Heathrow to abandon once and for all its bid for a third runway and concentrate instead on working with the aviation industry to achieve zero carbon emissions and reduce noise impacts for overflown communities. Heathrow is due to challenge February’s Court of Appeal ruling against the expansion plan in October (7th and 8th) at the Supreme Court. The 5 councils, (Hillingdon, Wandsworth, Richmond upon Thames, Hammersmith and Fulham, and Windsor and Maidenhead) say there is no logic in the airport persisting with its runway fantasy. Cllr Gareth Roberts, Leader of Richmond Council, said: “COVID-19 has changed everything. This is a unique period when we are all rethinking traditional assumptions about how we work, travel and grow our economies. As local councils we want the industry to get back on its feet. But this won’t work without a fundamental rethink about the place of aviation in our society – and indeed where future capacity is most needed. Even Heathrow’s chief executive has admitted that a new runway would not be needed for years due to the pandemic. Yet still the airport and its shareholders press on with the process and the prize of a planning permission for a runway that will never be built.”
Tax-free sales by airports, ports etc for overseas visitors to end by 1st Jan 2021, with lower duty-free import allowances
The UK government is set to end tax-free sales at airports, ports and Eurostar stations from 1 January 2021. As the Brexit transition period comes to an end, the UK government cited “concerns over how the benefit is passed on to passengers and in some instances, the relief is not consistent with international tax principles.” The VAT retail export scheme, which currently enables EU visitors to claim refunds on goods purchased in the UK, will also be withdrawn from the same date. The airports are unhappy about this, as it will cut their income, and some jobs would be lost. The Treasury said: “Overseas visitors – including in the EU – will still be able to buy items VAT-free in store and have them sent direct to their overseas addresses, while the costly system of claiming VAT refunds on items they take home in their luggage will be ended.” It described the scheme as “a costly relief, which does not benefit the whole of Britain equally”, adding that the current use is mostly centred in London. Visitors arriving from EU and non-EU countries will be allowed 42 litres of beer, 18 litres of still wine and 9 litres of sparkling wine duty free from 1.1.2021 (much lower than currently).
Heathrow area risks fate of 1980s mining towns, says airport boss – area too dependent on the airport
Perhaps even more than other airports like Gatwick and Luton, a large part of the economy around Heathrow has become over-dependent on the airport. Now the CEO of Heathrow, John Holland-Kaye has said boroughs like Hounslow risk becoming like “a mining town in the 1980s” with the collapse in air traffic putting tens of thousands of jobs at risk. Many more people work in businesses associated with Heathrow, than directly for the airport itself. In August, Heathrow had around 1.4 million passengers, which is less than 20% of its “normal” amount. People are not flying for leisure, due to the risk of Covid itself, or the need to quarantine. There are few business trips, as they are being replaced by Zoom etc. Many in the aviation sector do not think levels of flying will return to their 2019 levels for 2-3 years, or more – if ever. Heathrow had losses of £1.1bn in the first half of 2020. Recently Heathrow issued formal section 188 notices, allowing it to potentially fire and rehire some 4,700 employees, after months of negotiations with unions representing its directly employed ground staff failed to produce an agreement. Section 188 means the airport can bypass negotiations after a 45-day period has elapsed. There might overall be 25,000 Heathrow-related job losses.
Climate Assembly report: members aware future aviation CO2 has to be limited
The Climate Assembly was set up by the UK government in 2019. It consisted of 108 citizens, selected to be representative of the population and its views. They met over 6 weekends, with expert guidance and information, to discuss how the UK could get to net zero carbon by 2050. One of the many issues discussed was air travel. Overall there was wide support among the Assembly for limiting the growth of the sector, to some extent. The anticipated growth of about 65% (from 2018 to 2050) was seen as too much. Many believed there would be advances in technology that would allow for increased numbers of passengers, but keeping to 30 MtCO2 aviation emissions by 2050 (the CCC’s scenario). There was support for increasing the price of flying for frequent fliers, and those who flew long distances. Assembly members wanted to see the airline industry invest in greenhouse gas removals, and in lower carbon technologies (which would make flying more expensive). Members wanted more engagement with the UK population, to understand the necessary changes. They wanted more parity between the cost of rail and flying, where flying is now often hugely cheaper. The committees behind the report have asked Prime Minister Boris Johnson to respond before the end of the year.
BA hits out over £500m bill for Heathrow failed 3rd runway plans that it wants to pass on to airlines
A row has erupted between Heathrow and British Airways, its largest airline, over the plans to get airlines to pay the £500m bill relating to the airport’s third runway expenses so far. A regulatory consultation by the CAA recommends allowing Heathrow to charge carriers for expansion costs incurred until February this year. These are called “Category B” (£500m) and early “Category C” costs, associated with getting planning consent. CAA regulations allow Heathrow to increase charges in line with costs incurred. Willie Walsh, the outgoing boss of IAG, that owns BA, has repeatedly clashed with Heathrow over the framework, which he has said encourages the airport to “spend recklessly.” IAG has never wanted to pay for Heathrow’s costs in developing the runway (partly as the extra capacity at Heathrow would increase competition with BA by other airlines). CAA director Richard Stephenson said it was reviewing responses to the consultation (held in summer 2019) and had yet to make a decision. Heathrow has pressed ahead, spending a great deal on its runway plans, even before legal obstacles had been cleared. The restriction of early spending by the CAA meant a delay in the runway timetable of 2-3 years.
Council’s £60m loan to Luton Airport company set for approval ‘in private’
Luton Council owns the airport. A £60m loan by Luton Borough Council to its airport company is set for approval, in private, by the executive later this month. The first of two emergency loans – together totalling £83m – has gained the support of Luton Council’s scrutiny finance review group, at the second attempt. The second loan worth £23m to London Luton Airport Limited (LLAL) is scheduled for the 2021/22 financial year, after the council’s emergency budget in July. The Labour controlled council were forced by the Liberal Democrats to discuss the loan report in public. But officers asked for the council to take legal advice and defer the issue. It seems that 5 five Labour councillors recommended the council’s executive approve the £60m loan deal, with the 3 Liberal Democrats in opposition. The executive will formally decide upon the loan at its meeting on Monday, September 14th. The Liberal Democrats said the almost £400m in loans are secured against the assets of the company. “But, the council already owns all of LLAL’s assets by virtue of its 100% ownership of the company. It follows that for all practical and accounting purposes the £400m loans are unsecured.”
New study indicates non-CO2 impacts of aviation are twice as large as the CO2 alone
A new study trying to elucidate the various non-CO2 impacts of aviation has been published. There is very complicated science about the positive radiative forcing (ie. extra impact on increasing global temperature) of the water vapour, NOx and other gases, and particles emitted from jet engines at altitude. This study concludes that the non-CO2 impacts of “aviation emissions are currently warming the climate at approximately three times the rate of that associated with aviation CO2 emissions alone.” They have looked in detail at the various effects and interactions. There are numerous non-CO2 impacts, some of which cause more radiation to be reflected back out to space, and some cause heat to be trapped, warming the earth. These effects include the contrails, ice cloud changes, sulphate and soot particles from jet engines, water vapour from jet engines, NOx emissions and production of ozone. The effects of contrails and extra cloud formation are perhaps easier to study, and more research is needed on the impacts of soot and sulphate particles. The confirmation of the large contribution to warming, from the non-CO2 impacts of aviation is important. The climate impact of aviation, including non-CO2 effects, has to be fully taken into account in how the sector fits into the UK’s climate targets, and reaching “net zero”. Currently the DfT ignores non-CO2 impacts, though the CCC has recommended that they should be included.
Heathrow has lost £1 billion since start of March, is cutting staff pay, and could cut 1,200 jobs
Heathrow says that it has lost £1 billion since the start of March, due to the Covid pandemic. There could be 1,200 Heathrow jobs lost. The airport served a formal notice to staff yesterday, triggering a 45-day consultation period over compulsory job losses. The airport and unions have failed to agree to a deal over the future of its frontline workforce after months of talks. Heathrow is proposing salary cuts of between 15-20% for some affected staff, with a phased reduction in salaries over 2 years. A voluntary redundancy scheme has been offered. The airport claims there might be few compulsorily redundancies, but only if the unions agree a deal. About 4,700 frontline staff are affected, including engineers, security and airside operations. Heathrow has already lost 450 out of 1,000 head-office managerial staff. The airport had indicated previously that as many as a quarter of staff could be made redundant, so up to 1,200 jobs may go. Heathrow said its proposals “guarantee a job” for anyone who wants to remain with the business. The Unite union is not happy with the airport’s offers. Gatwick is losing about 600 jobs, a quarter of its workforce.
Draft Climate and Ecological Emergency Bill calls for international aviation to be fully included in the UK’s Net Zero target
The proposed Climate and Ecological Emergency Bill (CEE bill) which is to be tabled as a private member’s bill by Caroline Lucas MP on 2nd September, would see international aviation, shipping, and consumption included properly within the UK’s 2050 net zero target. These are necessary in closing the gaps in the UK’s Climate Change Act (CCA), where they have been excluded in the past. The CEE bill has support from the minority parties and Labour, as well as scientists, business figures and Extinction Rebellion. Currently when the UK claims its carbon emissions have fallen, the drop is largely from switching electricity generation from coal to gas, and the arrival of more renewables. Over recent decades, carbon emissions embodied in imports have grown, as have carbon emissions from international aviation and shipping. But those are not considered under the CCA. The CEE Bill proposes legislation to address the biodiversity crisis, by placing a stronger legal requirement for the government to protect and restore forests, soils, and ecosystems so then can provider a natural means of absorbing CO2. Despite Covid, bold government action is needed in the UK, now, especially before the postponed COP26 meeting in November 2021 in Glasgow.
Letter to Kelly Tolhurst (Aviation Minister) from airport groups, about the need for aviation noise policies
Many airport campaigns have written to Aviation Minister, Kelly Tolhurst, asking her to provide details of the government’s intentions about policies on aircraft noise. The organisations remind her of some of their key points. They want government to “put in place policies, processes and institutions which can together achieve outcomes that all parties accept are fair and balanced, a goal that the policies of the past two decades have failed to achieve”. The aviation industry needs to be sufficiently incentivised to reduce noise, and it is not good enough to merely “limit, and where possible, reduce total adverse effects on health and quality of life from aviation noise”. Those are just meaningless in terms of cutting the plane noise experienced by people overflown. The groups fear that proposals for the Aviation 2050 document are in fact even weaker than the extant 2013 Aviation Policy Framework which says “the industry must continue to reduce and mitigate noise as airport capacity grows” . The campaigners want noise impacts to be “as low as reasonably practical”, and any increase in noise in future, from more flights, to be balanced by reductions in noise and other environmental impacts – with compensation for those negatively affected. See the full letter.
Gatwick could lose 600 jobs, and it could take 4-5 years for passengers to return to 2019 levels
Gawick plans to cut a quarter of its workforce due to the impact of coronavirus. So about 600 jobs could be lost following an 80% reduction in the 2019 number of passengers in August. It only has the North Terminal working. CEO Stewart Wingate said the cuts were a result of the “devastating impacts” coronavirus had on the airline and travel industries. In March, Gatwick announced 200 jobs would be lost, and it later took out a £300m bank loan. With the collapse in passenger numbers, the company said it was looking to further reduce costs. About 75% of staff are currently on the government’s furlough scheme, which is due to end in October. The DfT says: “If people need financial support quickly they may be able to claim Universal Credit and new style Jobseekers Allowance.” Many staff belong to the union, Unite, which will fight to minimise redundancies. The airport has said it will take “four to five years” for passenger numbers to return to pre-pandemic levels. Its revenue fell by 61% in the half year, January to June, compared to 2019. While Covid remains a very real issue, and levels are slowly rising in many countries, air passengers have no certainty about from which countries they would need to quarantine themselves for 14 days, on their return.
Challenge to Manston airport DCO – barristers from 39 Essex Chambers, and Harrison Grant solicitors
Paul Stinchcombe QC, Richard Wald QC and Gethin Thomas are instructed by Kate Harrison and Susan Ring of Harrison Grant LLP in a judicial review of the Secretary of State for Transport’s decision to approve the re-opening of Manston Airport, as a dedicated freight airport. In so deciding, the Secretary of State overturned the recommendation of the Examining Authority [the Planning Inspectorate] to refuse development consent. They act on behalf of Jenny Dawes, a local resident who participated in the examination. Manston Airport has been disused since it was formally closed in 2014. The claim, issued on 19th August, contends that the Secretary of State’s analysis of the need for the development was flawed, and that moreover, the Secretary of State failed to discharge his duty to ensure that the net UK carbon account for the year 2050 is at least 100% lower than the 1990 baseline (“Net Zero”), under section 1 of the Climate Change Act 2008.
Heathrow “to slash staff pay by up to a third” becoming a “low cost employer”after collapse in air travel
Heathrow staff are being asked to accept pay cuts of up to 37% and will lose their final salary pension scheme. It will also end paid breaks and allowances, worsen redundancy terms, and refuse to honour a pay rise. The airport wants to slash pay and conditions for its 7,000 workers in a bid to become a low-cost employer, according to union chiefs – an allegation denied by management. Air travel demand is currently low, (88% lower in July 2020 than in July 2019) and not expected to rise much in the short term. The aviation sector cannot afford to pay so many staff, when it has little income. Heathrow said it has been forced to take action now to protect jobs. But the union Unite (which has always been an enthusiastic backer of Heathrow and its expansion plans) has told its members that the airport is acting out of “greed, not need” and said it was using the pandemic as a smokescreen to cut pay and conditions. It added that Heathrow paid £100m in dividends in April. Unite says John Holland-Kaye told unions that he wanted to make the business a “low-cost employer” during a meeting on July 30th. Many staff working around Heathrow are not directly employed by the airport, but associated businesses. There could be over 20,000 job losses in these companies.
London City Airport to put terminal expansion plan on ice, due to Covid recession
London City Airport has put its plan to quadruple the size of its terminal on ice, as the Covid pandemic has decimated demand for air travel. City Airport is shelving £170 million of expansion work, which will mean loss of jobs. But it plans to continue with around £330 million of improvements this year, including eight new aircraft stands and a new parallel taxiway that will allow more arrivals and departures. The airport had been intending to finish the work on the terminal by 2023, and it could then cater for 6.5 million annual passengers. By contrast, in 2019 it had 5.1 million passengers. The airport said the recovery in air travel demand had been slower than expected, and its recovery (if it ever returns to 2019 levels) will take more years than thought earlier. The airport is owned by a consortium of investors including AIMCo, OMERS, Ontario Teachers’ Pension Plan and Wren House Infrastructure Management.
Dismay that Bristol Airport will appeal against Council refusal of its plans to expand for more passengers
Members of XR Bristol Airport Action Network (BAAN) are very disappointed that Bristol Airport is seeking to appeal against the decision ratified in March which rejected their application to increase passenger numbers per annum to 12 million by 2026. The decision made by the North Somerset Council’s Planning and Strategic Committee amplified the views of the local community who clearly did not want this expansion. Some 8,931 written objections were submitted to the Council’s planning website as opposed to 2,431 statements supporting the development. The Planning Committee rejected the original plan for expansion on the grounds that key environmental issues had not been properly resolved while insisting the economic benefits would not outweigh the environmental harm. Tarisha-Finnegan-Clarke, Coordinator of XR BAAN: “At a time when the Coronavirus has forced airports to drastically reduce the number of flights the aviation industry should be focusing on survival. Instead, the unfailing arrogance of Bristol Airport’s management sees them pursuing their fantasy aspiration to expand passenger numbers. An appeal at this time is simply unappealing to so many people.”
Concerns about proposed flight paths in and out of Manston when (if) it reopens for air freight
Development consent was finally granted in July, by the government, for a freight air cargo hub at Manston. The Thanet site is owned by RiverOak Strategic Partners (RSP) which now has to complete the various stages of the Civil Aviation Authority CAP 1616 process for airspace change. RiverOak is currently on ‘stage 2’, known as the develop and access gateway. But CARMA, the Campaign Against the Reopening of Manston Airport, has questioned the lack of transparency of the process so far. They have drawn particular focus on the planned flight paths, claiming 30 towns and villages will be impacted. There are illustrations of some proposed flight paths, arrivals and departures, in the RSP documents. These show many areas of east Kent being overflown, for the first time. CARMA is very concerned that these routes have been drawn up, without information for, or consultation with, the public. Relevant community representatives have not been being properly informed. At the best of times, the CAA flight path alteration process is difficult for laypeople to understand, with “CAP1616 process” and “design options” and “airspace design principles” and “technical and operational interdependencies” among other bits of jargon, which are not written in “plain English.”
T&E: Why Europe should focus on its own airline carbon market and forget the UN scheme
Transport & Environment argues why Europe should not depend on the inadequate, ineffective CORSIA scheme, for its aviation CO2 emissions. CORSIA does not include an actual emissions reduction target. It is at odds with the Paris agreement’s goals. The quality of the offsets is not good enough; there are so many of them that the price is far too low to make airlines reduce emissions. An EU system could do better. T&E says: “The aviation geeks of this world will know the argument [that international aviation can only be controlled by ICAO] by heart now: “aviation is an international mode of transport, so it requires international solutions”. But does it, really? A majority of the aviation industry is eager to privilege international solutions when they want to escape their environmental responsibilities, but are very happy to promote national solutions when it comes to getting [Covid] bailout money. This needs to stop. Aviation can’t have it both ways: it’s unfair for the sector to get support in bad times and refuse to contribute to European and national environmental efforts in good times. Especially when the industry isn’t effectively dealing with aviation’s climate problem by itself”.
Liverpool Airport receives £34m loan from combined authority due to Covid-19 impact
Liverpool John Lennon Airport (JLA) is to get a loan of £34m from the city region combined authority to help give it stability during the Covid crisis. The funding was approved at a meeting of the combined authority on Friday, with the airport described as a “vital strategic infrastructure asset for the city region”. The Metro Mayor Steve Rotheram said: “International connectivity is essential for the local economy and the roles of international gateways such as ports, airports and cruise terminals as economic hubs and drivers for local economies and tourism need to be maximised.” ie. good to have people flying abroad for their holidays… The airport says it indirectly supports around 6,000 local jobs, providing £250m per annum in economic impact, (not counting the contribution to the UK’s tourism deficit…) The 10 Greater Manchester local authorities are also lending £250 million to the Manchester Airports Group (MAG) to help then with the Covid pandemic. This is from money borrowed at a low interest rate from government.
Letter to Chancellor saying there is no economic or social case for government funding of aviation decarbonisation projects
A group of aviation campaigns have sent a joint letter to the Chancellor, Rishi Sunak. This comes in response to a letter sent by Sir Graham Brady and other MP signatories, asking the Treasury to invest in aviation decarbonisation. The campaigners’ letter says: “… there is no economic or social case for the government to invest taxpayers’ money in projects that might reduce aviation’s emissions. Doing so would perpetuate the current moral hazard in which the industry pollutes with impunity but expects others to bear the consequences and clean up after it.” Data from the ONS shows air transport, and services incidental to it, account for less than 0.7% of GDP and only 0.4% of jobs. “The industry’s increasingly meaningless assertions, such as the one in Sir Graham’s letter that aviation “supports” 4.5% of GDP, should be treated with the scepticism they deserve”. The industry overwhelmingly provides leisure, not trade, services. Over 80% of UK passengers travel for leisure purposes. “Using taxpayers’ funds to further support [aviation]… should be inconceivable in the current economic context.” What is needed is “effective regulation that obliges the industry to decarbonise” and urgent government reform of regulation of the industry’s environmental impacts. See the full letter.
Covid: Dutch airline KLM to shed up to 5,000 jobs – AND other airline job loss numbers
KLM is cutting up to 5,000 jobs, despite a €3.4 billion bailout from the Dutch government, due to the Covid pandemic. KLM is part of the Air France KLM group. The job cuts over coming months would involve around 1,500 compulsory layoffs from KLM’s current workforce of 33,000. The jobs lost would be up to 300 flight crew, 300 cabin crew, 500 ground staff and around 400 jobs at KLM subsidiaries and in the Air France-KLM group positions. Then there would also be 2,000 voluntary redundancies announced earlier this year, and further cuts would be made through non-renewal of 1,500 temporary contracts. Some 4,500 to 5,000 positions in the KLM Group will cease to exist.
Many other airlines are laying off staff. The numbers are approximately:
British Airways (up to 12,000 jobs. EasyJet (around 4,500 jobs).
Virgin Atlantic (3,000 jobs). Ryanair (about 3,000 jobs).
Air France (maybe up to 7,500 jobs). Tui (8,000 jobs).
Lufthansa (22,000 jobs). KLM (up to 5,000 jobs).
Scandinavia Airlines (5,000 jobs). Other IAG job losses?
Boeing (? 16,000 jobs). Airbus (15,000 jobs). Swissport (4,556 jobs).
SSE RENEWS CALL FOR STANSTED AIRPORT TO ACCEPT PLANNING REFUSAL
STOP STANSTED EXPANSION
PRESS RELEASE – 29th JULY 2020
In an email sent on 28th July, Stop Stansted Expansion (SSE) congratulated Steve Griffiths on his appointment as Managing Director of Stansted Airport, but urged him to listen to the local community and to reconsider the Airport’s proposed appeal against the unanimous rejection of its planning application by Uttlesford District Council.
In the email SSE’s Chairman, Peter Sanders, said an appeal would be costly and time-consuming for all parties at a time when they are hard pressed by other important issues.
AEF argues why government should NOT cut APD; it is needed as part of a greener recovery for the sector
The airlines take every opportunity to lobby to have APD (Air Passenger Duty) reduced, in an attempt to get more people to fly. “Airlines UK” representing BA, easyJet and Ryanair etc have again called on the UK government to suspend the tax. In fact, APD is only £13 for a return flight anywhere in Europe, so not enough to deter passengers. The AEF (Aviation Environment Federation) argues the case against any cuts in APD. They say there is no need to cut the tax, as air fares are likely to be low anyway, while airlines struggle to recover from the Covid hit; oil prices are also low. Air travel is substantially under-taxed, and there can be no justification for reducing its cost further, increasing demand and thus CO2 emissions. Air travel demand should not be encouraged, while there are no meaningful policies to tackle the sector’s environmental impacts – noise and air pollution, as well as CO2. Airlines have benefited substantially from public funds, through furloughing staff; they should not be allowed to pay even less tax, while all sectors must make a fair contribution towards rebuilding public finances. And foreign holidays should not be incentivised at a time when the UK’s domestic tourism and hospitality sectors need to rebuild. Read the whole briefing.
Carbon Action Tracker assessment of international aviation sector – Critically Insufficient
The organisation, Climate Action Tracker (CAT) has assessed the international aviation sector, to see what commitments it has made to cutting carbon.The aim is to establish whether a sector is on target to agreed Paris Agreement commitments, hoping to keep global temperature increase to below 2C (or 1.5C ideally). They conclude that international aviation is in the lowest of their 5 categories, of “Critically Insufficient”. If all countries and sectors did as little to cut emissions, and took the same approach, we would be on track for warming of over 4C. CAT explain the many reasons why the ICAO’s CORSIA scheme, with its low ambition and only partial coverage of the sector, is insufficient. It is now impossible to predict future air travel demand, due to the Covid-19 pandemic. However, even if demand returns in the next three years, airlines will be under no obligation to offset their carbon, as emissions will probably be lower than in the year decided as the baseline, 2019. “Pre-COVID projections suggested that international aviation emissions would amount to 750 Mt in 2030 under an optimistic technology improvements scenario, or to 880 Mt under a low technology improvement scenario.”
Night train routes are emerging, or re-emerging, across Europe – as people want to avoid flying
For a lower-carbon way to travel further afield in Europe, the night trains were a wonderful alternative. Travelling relatively slowly, they cause the emission of far less carbon than flights. But the advent of budget airlines and dirt cheap fares meant that over the past 20 years, most night train services were closed down. Now there seems to be a resurgence of interest, with new routes being announced. The Swedish government said it would provide funds for two new routes to connect the cities of Stockholm and Malmö with Hamburg and Brussels. France has announced an overnight service between Paris and Nice. Austrian train operator ÖBB bought 42 sleeper cars from Deutsche Bahn in 2016 and has resumed half of the night-time routes connecting Hamburg, Berlin, Munich and Düsseldorf to Austria, Switzerland and Italy. There is a route between Sylt in northern Germany and Salzburg in Austria. There is renewed enthusiasm among some of the public, as people reflect more deeply on how they travel – partly due to the Covid-19 pandemic, but also increased concern about climate breakdown. The recovery of the night train may not be all smooth running, however, as the economics of night services remain difficult.
APPG on Heathrow Expansion and Regional Connectivity launches inquiry into Building Aviation Back Better
The All-Party Parliamentary Group on Heathrow Expansion and Regional Connectivity has launched an inquiry into how the aviation industry can build back in a post Covid-19 world. The APPG is keen to receive evidence from a range of organisations on how to build a more sustainable aviation policy that supports both workers and the environment. People have till 14th September to respond. The sector is unlikely to recover to levels of flying in 2019 till perhaps 2023. This presents an opportunity to reset the UK’s aviation strategy and initiate a green recovery. This should set aviation on a fairer and more sustainable course, while providing any support necessary for workers to shift to green jobs. Aviation policy which must strike an equitable balance between the benefits aviation brings and its adverse environmental, economic and health costs. The issues on which the APPG is seeking comment include the Aviation White Paper, taxation, regional balance, bailouts, the UK policy framework for decarbonisation, and community impacts, such as noise, night flights and air pollution.
Net Zero APPG says there needs to be a Carbon Takeback Obligation on sectors like airlines, to permanently remove CO2
A Net Zero All Party Parliamentary Group (NZ APPG) has been set up, to assess the progress being made by the UK towards its climate target. The group has set out a 10 point action plan, to get the government to scale up its efforts to “drive the UK towards net zero and ensure a green Covid recovery.” There is an immense need for a “green recovery package to accelerate economic growth, create jobs and reduce emissions.” This has to focus on green-job creation, prioritise energy efficiency, decarbonise heat, and energy storage. The right investment, and the right regulatory conditions are needed. The NZ APPG want the Chancellor to develop a clear and systematic Net Zero Roadmap, complete with interim targets and robust implementation, review and governance arrangements. On aviation, they say UK should “Establish a ‘Carbon Takeback Obligation’ for fossil fuel extractors and importers, and airlines, requiring them to permanently store an increasing percentage of the CO2 generated by the products they sell, rising to 100% (net zero emissions) by 2050.”
Leeds Bradford Airport: Scientists object to expansion plans which will increase CO2 emissions (locking in climate change, unfair to future generations)
A group of five climate scientists have objected to Leeds Bradford airport’s expansion plans as they make it “impossible” for Leeds to meet its greenhouse gas emissions target. The airport wants to build a new terminal, but this would mean more flights and more passengers, and so more carbon emissions. The scientists said the expanded airport’s greenhouse gas emissions would be higher than the emissions allowed for the whole of Leeds in 10 years’ time. The airport could cause the emission of 1,227 kilotonnes of greenhouse gas emissions in 2030, compared to 1,020 kilotonnes allowed for the whole of Leeds in 2030. One of those objecting is Prof Julia Steinberger, a member of the Intergovernmental Panel on Climate Change (IPCC) which advises the United Nations. The IPCC has warned that restricting global warming to 1.5˚C above pre-industrial levels will require “rapid and unprecedented changes in all aspects of society”. The scientists say expansion would just represent “business as usual” and lock in higher CO2 emissions. If similar developments were replicated around the world, it would lock us into catastrophic climate change, which highlights that the proposed development is not only highly harmful but also unfair.”
Business air travel likely to remain at lower levels, for years – big impact on airline finances
The airline industry has largely been funded by business air travel, and those paying for premium seats, or very high air fares, bought at the last minute. Cheaper air tickets to get “bums on seats” would not themselves enable airlines to make profits; the expensive seats are what enable those cheap tickets to be offered. Now the demand for flights has collapsed due to Covid, and the decline in business flying is intense. Many companies do not see their level of business flying returning. Some think there may be a return in perhaps two years, though it may never happen. Will visiting clients/customers be as vital in future, to make deals or impress? Business travel in the US makes up 60% to 70% of industry sales, according to estimates by the trade group Airlines for America. The standard and acceptability of internet communications, video-conferencing, and Zoom have shown many organisations that they do not need much air travel. Companies do not want to risk staff getting abroad and being stranded. Business passengers travelling to big cities like London have created hotel, catering, conference, taxi etc demand, but that is all likely to reduce in future. Even if/when Covid is beaten, the impacts on business flying are likely to be long-term.
£200 million from government for research into lower carbon planes
The UK government has unveiled £400m in private and public sector funding for technologies and research aimed at cutting aviation CO2 emissions. BEIS has announced that projects aiming to develop high performance engines, new wing designs and ultra-lightweight cabin seats – all intended to cut fuel consumption – will be getting funding from the Government’s Aerospace Technology Institute (ATI) programme of £200 million. Business Secretary Alok Sharma said the £200 million would be matched by £200m from industry. There may also be money from universities, including Nottingham and Birmingham, for this research. The ambition is “zero carbon aviation” as part of the Government’s FlyZero initiative. Britain would like to become a world leader etc in lower carbon aviation technologies. There is a The Net Zero All Party Parliamentary Group (APPG) of MPs that is working on the necessary transition to “net zero” by 2050. The UK needs to be seen to be leading on this, before hosting COP26 in November 2021 (postponed from Nov 2020). The APPG has a 10 point action plan that says fossil fuel extractors and importers, as well as airlines, should be required to permanently store an increasing percentage of CO2 generated by the products they sell, rising to 100% by 2050, via a proposed “carbon takeback obligation.”
ICCAN produces review and 6 recommendations about aviation noise metrics and their measurement
The issue of plane noise has been of great concern to hundreds of thousands of people, for ages. ICCAN was set up in 2019 to look into the problem, seeing if there might be ways to manage it better, and for people to be considered more – and their noise concerns taken seriously. One key problem is how noise is measured, and therefore how overflown communities can get factual data on the noise they are experiencing. This is complicated. Acoustics is not a simple science, and especially difficult to explain in plain English to laypeople. The noise an area suffers depends on the number of planes overhead, their height, their type, what they are doing at the time, the frequency of the flights overhead, the time of day (or night) and the background level of noise an area already experiences. Traditionally aircraft noise is averaged over a period of time. That provides numbers that can be compared to other places and other times. But it makes no sense to those being affected. But nobody hears an average of plane noise. They hear a number of separate noisy events. Now ICCAN has produced a review of aircraft noise metric and their measurement, and their recommendations, for how improvements should be made.
BA is retiring its whole fleet of 747s (lots used to use Heathrow) due to the Covid fall in air travel
British Airways has said it will retire, with immediate effect, all of its Boeing 747s as air travel demand has fallen so much due to Covid – and it may never recover to be how it was before. BA has 31 jumbo jets, which make up about 10% of the BA fleet. It had planned on retiring the planes in 2024 but has brought forward the date. There are about 500 747s still in service, of which 30 are still flying passengers. More than 300 fly cargo. The rest are in storage. The four-engined 747s are not fuel efficient, so cost a lot to run – and emit a lot of carbon. They are very noisy, causing noise nuisance to millions living under fight paths near airports. Even before Covid, Air France, Delta and United had already retired their 747 fleets. With expected lower air travel for years, even if a vaccine is found fairly soon, airlines need to save money, and 747s are more expensive to run than 2-engined planes. It will also be difficult to fill them up. They depend on the hub model of airports, and are less suited to the more popular point to point sort of air travel. With the end of 747s and A380s, much of the rationale for Heathrow expansion ends. Unfortunately, it is due to the 747s in the 1970s making air travel cheaper, that brought in the era of cheap, readily available air travel – with its environmental costs.
ICCAN progress report, after a year’s work looking at aviation noise – it should be a priority post-Covid
What seems a long time ago, in 2015, the Airports Commission recommended that an independent body should be set up to deal with aircraft noise problems. So in 2019 ICCAN (the Independent Commission on Civil Aviation Noise) was finally set up. It was hoped that this body would be able to help people who are subjected to aircraft noise, and who have no sensible means to get the level of noise nuisance reduced. In reality, ICCAN says its aim is “to improve trust and public confidence in the management of noise in the UK through the delivery of a comprehensive work programme.” And: “It is not, and never has been, our role to have a view on the future expansion of the aviation industry, but as part of making the UK a world leader in managing aviation noise ….” It has no powers. It has now produced its Progress Report, one year from starting work. Its main aim has been contacting many “stakeholders”, finding information, getting well informed. Now its lead commissioner, Rob Light, says the Covid pandemic “should be seen as a chance to rebuild and regrow aviation in a more sustainable way” and noise should be a key priority.
Around 250 job losses likely at Bristol airport, due to collapse in its air travel demand
Nearly 250 jobs could be lost at Bristol Airport because demand for air travel has plummeted. The unions are saying these redundancies would leave a ‘huge economic hole’ in the region. Bristol Airport has begun consultation with Unite over making 76 directly employed staff redundant. Swissport has also announced 167 job losses. A smaller number of redundancies at other firms are also expected to be announced soon. There are the usual claims about the alleged economic benefit the airport brings, and the number of jobs it supports. These conveniently ignore the fact that most flights are taken by local people flying abroad for their leisure, spending their money abroad – not in local businesses or local leisure/ holiday destinations. To try to save jobs, the unions want delay, in the hope that air travel demand picks up. The AOA – lobby groups for the industry – said this week up to 20,000 jobs at Britain’s airports are at risk as a result of the collapse of air travel due to the Covid pandemic. Bristol is yet another area has has become too dependent on the airport for jobs, and this vulnerability has now been shown up. Aviation is no longer a sector with guaranteed security and growth for a local economy.
Heathrow to close southern runway for several weeks, then use it for daytime only, till October
Heathrow has announced, with no warning, that it will be only using the northern runway from 13th July to 2nd August. It is doing extensive repairs (probably in fact resurfacing) on the southern runway, that means it cannot be opened even part of the day. So people living under the approach path to the northern runway, or under the departure flight paths, will not get the respite period they are used to. Normally flights are switched at 3pm each day. The disruption is planned to last until early October. After 2nd August, there will be flights on both runways, but the southern runway will be closed from 7pm to 7am. Therefore those under flight paths for the northern runway will get all the noise. Campaigners fear that the use of “mixed mode” (ie. landings and take-offs using the same runway) could become the “new norm” if Heathrow seek to use this method of operating permanently, post-pandemic, as a way of increasing the current flight cap of 480,000, to an estimated 565,000 flights per year. Mixed mode would allow that increase in flights without building a 3rd runway, which Heathrow probably can no longer afford.
Natural England says Leeds Bradford Airport expansion should not be approved – necessary details have not been provided
The government’s environment adviser, Natural England, says Leeds City Council should not approve controversial plans for the Leeds Bradford Airport expansion, unless further evidence on the potential impacts is provided. Natural England states the airport’s planning application lacks detail and “there is currently not enough information to rule out the likelihood of significant effects” on the environment. It has asked the airport to provide additional information, so the council can asses the impact the new £150 million terminal would have on air quality, local wildlife and protected landscapes. Natural England therefore advises Leeds City Council that it should not grant planning permission at this stage. The airport wants to increase passengers numbers from 4 million to 7 million a year. Climate scientists, environmentalists, The Group for Action on Leeds Bradford Airport (GALBA) and four Leeds MPs are also calling on the council to reject the new plans. GALBA, said the airport has not bothered to assess the damage that their expansion plans would do to wildlife and nature.
MAG to appeal council’s refusal of Stansted expansion proposals – SSE says this is “CALLOUS, CYNICAL AND POINTLESS”
The Manchester Airports Group (MAG) has decided to appeal against the refusal by Uttlesford District Council of the expansion plans of Stansted airport. Stop Stansted Expansion (SSE) Chairman, Peter Sanders, said this was “callous, cynical and pointless” and prolongs uncertainty. MAG has been seeking an increase in the permitted number of flights using Stansted, up from the present limit of 35 mppa to 43mppa. Stansted’s actual throughput in 2019 was 28 mppa and will be very significantly lower in 2020 due to the impact of Covid-19. Uttlesford District Council (UDC) first received MAG’s expansion proposals for Stansted in June 2017 and spent more than two and a half years considering the issues prior to 24 January 2020 when its (cross-party) Planning Committee voted by 10 votes to zero to refuse the application. MAG itself had said it wanted the application to be determined locally rather than nationally, and that UDC was the “competent and appropriate authority” to deal with its application. But now it is appealing, for the decision to go to a Public Inquiry, that would be costly for UDC at a time when finances are struggling.
Government grants Manston DCO to allow the airport to re-open, against Planning Inspectorate recommendation
Manston has been closed as an airport since May 2014. It is the first airport to have to take its plans through the DCO (Development Consent Order) process, dependant on the Airports National Policy Statement (ANPS). It always failed as an airport in the past, largely due to its location. In October 2019, the Planning Inspector recommended to the Secretary of State for Transport that Manston should not be re-opened. The decision was then for transport minister Andrew Stephenson, “with the secretary of state, Grant Shapps, recused to avoid any conflict of interest.” He has now given approval to the DCO for the airport to re-open, for cargo and even passengers – overruling the Planning Inspectorate (PINS). The airport claims it could open by 2023, handling up to 10,000 cargo flights a year as well as passenger services, with construction starting as early as 2021. There is huge opposition to the plans, due to noise and air pollution. The approach path from the east is directly over Ramsgate, about 2 miles from the airport. PINS had said opening Manston would have “a material impact on the ability of government to meet its carbon reduction targets”. The ANPS is currently not valid, awaiting a Supreme Court hearing on 7th and 8th October.
Prof Whitelegg: How the aviation sector should be reformed following the Covid-19 crisis
Prof John Whitelegg says the Covid pandemic provides a key opportunity for major reforms to the aviation sector. The sector is not likely to reduce its carbon emissions to the extent necessary, even for the net zero target for 2050. The Committee on Climate Change has said there will need to be measures to limit demand for air travel, and it “cannot continue to grow unfettered over the long-term.” They say “we still expect the sector to emit more than any other in 2050.” Aviation continues to receive an effective subsidy, due to the absence of VAT and fuel duty that amounts to about £11 billion per year (compared to about £3.8 billion taken in APD). There are well known negative health impacts caused the plane noise, with some of the best researched being cardiovascular. We need to change the dominant expectation that air travel with continue to grow. There has to be realisation that air passengers must pay the costs of the environmental damage they cause. Some necessary changes would be charging VAT; taxing frequent fliers; adopting WHO noise standards for health; full internalisation of external costs; fiscal instruments to shift all passenger journeys under 500kms in length from air to rail. And more.
International aviation and shipping likely to be added to UK carbon budgets – but not in time for the 6th budget?
Even excluding international aviation and shipping (IAS) the CO2 from transport makes up about of the UK’s total emissions. But so far these emissions have been excluded from the UK’s 5-year carbon budgets. This has been a glaring deficiency of the budgets, even if the aviation and shipping emissions were to some extent “taken account of”. There has been pressure for years, and repeated advice from the Committee on Climate Change (CCC) – the government’s official advisers on climate – to include these sectors fully, starting now. It appears that, at last, this will eventually happen and they will follow the CCC’s guidance. But not before 2023. This emerged from the first meeting of the Department for Transport’s net zero board, which included some environmental campaigners. The government recently said aviation makes up 8% of the UK’s climate impact. UK carbon budgets are set 12 years ahead of time to provide sufficient long-term guidance to investors. The 5th carbon budget (covering 2028 – 2032) has already been set, without the inclusion of IAS. The 6th carbon budget will be set in 2021. The CCC will publish its advice to government on the 6th budget, for 2033 – 2037 in December 2020. But 2023 is too late for this ... so the 7th carbon budget?
Study shows the unequal distribution of household carbon footprints in Europe – and air travel component
A study carried out by Leeds University and Trondheim University (Norway) looked at the distribution of household carbon footprints in European counties. It investigated the link between higher household income, and their carbon emissions. This included the contribution from air travel. The authors say they found significant inequality in the distribution of high carbon footprints (CFs). The top 10% of the EU population with the highest CFs contribute more carbon compared to the 50% of the EU population with the lowest CFs. Only 5% of the EU households (eg in Romania) live within a CF target of 2.5 tCO2eq/capita per year, while the top 1% of EU households have CFs of 55 tCO2eq/capita. The most significant contribution to CO2 is from air and land transport, making up 41% and 21% respectively of the CF for the top 1% of EU households.The households with the highest CFs are by and large the households with the highest levels of income and expenditure. The high CO2 emissions by the more affluent present challenges for environmental and social objectives. The authors say: “Exploring the prerequisites for living well within carbon limits is a key focus of our time.”
Electric flying not feasible for larger planes or longer distances
There has been a lot of mention in recent years about the possibility of planes being powered by electricity. That has the potential to cut the CO2 emissions of aircraft. However, the aspiration of electric planes is likely to be a dangerous diversion from taking measures now to cut the CO2 from the sector, if it has the effect of creating the false hope of breakthroughs. The reality is that flying needs a very energy-dense fuel, such as kerosene. Currently there are some tiny planes, able to carry under 10 passengers, that may be able to make short flights, of under 1,000 km, in the next few years. That is entirely different from a passenger plane carrying 200 passengers many thousand miles. Power is particularly needed on take-off, and while climbing. Liquid jet fuel is burned during the flight, so the planes lands lighter than when it took off. The battery is the same weight throughout, putting more stress on the plane while landing. The engines would have to use propellers, and not be jets – and there are limits on how fast propellers can turn. There are real constraints, caused by physics, in the ability of electricity to power larger aircraft.
Airlines granted huge CO2 emissions reprieve by UN compromise, even further weakening the CORSIA scheme
The UN’s aviation emissions offsetting scheme, CORSIA, will not take 2020 into account as the baseline when calculating how much airlines have to pay to neutralise their CO2 emissions. Normally, without the atypical year due to the Covid pandemic, the emissions baseline (reference point) would have been taken as 2019 and 2020. Now only 2019 emissions will be used. Had 2020’s far lower CO2 emissions been included, that would have created a much more taxing challenge for airlines, and would have meant them having to buy many more carbon credits, costing them much more money. Environmental groups have derided the decision to ignore 2020’s emissions as “making a mockery” of climate policy. The change will mean that the 3-year pilot scheme will be useless, as CO2 emissions from aviation are unlikely to climb back to the level in 2019. There will be no CO2 requiring offsets, being below the now raised threshold. According to Carbon Market Watch, “while CORSIA will officially start in 2021, airlines will not have to do anything until several years later.” Anyway, carbon credits are now ludicrously cheap.
Why Boris’s zero-emission long-haul British aircraft is just pie in the sky
The prime minister’s call for Jet Zero on Tuesday may owe more to his fondness for a punchy slogan than any realistic view of how UK aviation might develop in the next 30 years. His wish for the UK to build long-haul zero- emissions plane may never be achieved. It is just not credible. Short-range electric flight is, for the very smallest planes, already a reality. Multiple firms, including UK start-ups, are working on zero-emission eVtols – electric vertical take-off and landing craft, or flying taxis – for domestic inter-city travel, carrying just a handful of passengers. Battery weight and range means that manufacturers currently view larger electric planes as feasible only for short-haul flights – and even then the focus is largely on hybrid-electric, with jet fuel needed for take-off. The big UK contribution to this vision, a Rolls-Royce-Airbus collaboration called the E-Fan X, was dropped in April. Meanwhile, work continues at Cranfield university and elsewhere, trying to convince sceptics that hydrogen could eventually be a viable fuel for passenger jets, produced using surplus (??) renewably-generated electricity. Or combined to produce an “electro-fuel” – but that still emits CO2 when burned in a plane engine.
Public enjoying peace and tranquillity from absence of Heathrow flights
Almost 3,500 people took part in a survey organised by the No 3rd Runway Coalition on aircraft noise during Covid lockdown. The aim was to see what impact the absence (or near absence) of aircraft noise had on people who are usually overflown. 80% of respondents found the experience of fewer flights to be positive. 49% noticed the reduction in flights all day long. 52% said there had been an impact on their sleep. The most common themes in responses were the beneficial effect of fewer flights on mental and physical health, through a reduction in noise, and (from postcodes close to roads providing access to the airport) an appreciable improvement of air quality. Health impacts mentioned included improved sleeping patterns, greater use of gardens, and greater enjoyment of green spaces. The survey also included responses from around airports other than Heathrow (Gatwick, Stansted, Birmingham, Aberdeen, Leeds Bradford). Paul McGuinness, Chair of the Coalition, said: “With powerful clarity this survey presents a picture of just what will be lost, in quality of life terms, when flights resume at Heathrow.” The absence of flights has been a unique opportunity to appreciate how great the impact of the noise normally is, with Heathrow working at full capacity.
EasyJet plans to close bases at Stansted, Newcastle and Southend – and cut staff by as much as 4,500
EasyJet says it has begun consultations on plans to close its bases at Stansted, Southend and Newcastle airports, though it will keep routes using those airports. It will no longer keep planes there, or base crew there. EasyJet may also be cutting its number of employees by up to a third, about 4,500 out of 15,000 overall. About 1,300 cabin crew could lose their jobs, and also 727 pilots (which is about a third of the total). The Unite union said “There is no need for this announcement at this time, especially since Easyjet has taken a multi-million pound government loan which it ought to be putting to use defending UK jobs.” But there is little demand for flying at present, and no certainty about Covid in the coming months. Easyjet currently has 11 bases in the UK, with 163 aircraft, serving 546 routes. There are 7 aircraft based at Stansted, with 335 crew. At Southend, there are 4 aircraft and 183 crew; and at Newcastle there are 3 planes and 157 crew. The job cut proposals are not limited to the bases that may close. EasyJet does not expect 2019 levels of demand to be reached again until 2023.
Dutch government KLM €3.4 billion rescue plan, with some conditions
The Dutch government has said the national airline, KLM, is set for a €3.4 billion bailout package, if it meets certain targets, but this still requires regulatory approval from Brussels, in case it conflicts with EU state-aid rules. KLM was promised between €2-4 billion at the end of April, when both the Dutch and French governments pledged financial support to the Air France-KLM group. France’s €7 billion bailout was quickly approved by the EC’s competition regulators. The €3.4 billion package would be made up of €2.4 billion in state-guaranteed bank loans and a €1 billion direct loan. The loan would be provided in tranches and last up until 2025, with each payment only made after the government has judged that conditions are being adequately fulfilled. Senior staff who earn more than three times the average salary will have a 20% pay cut. Until the state’s investment is repaid in full, no dividends will be paid out to shareholders and management will not get bonuses. Cost-cutting measures worth 15% will have to be made. The number of night flights from Schiphol will be cut, but details are not yet decided. KLM will also have to halve CO2 per passenger-kilometre by 2030, BUT there is no cap on KLM’s total CO2 emissions.
Committee on Climate Change progress report to government – much more needed to cut aviation CO2 (now 8% of UK carbon)
The Committee on Climate Change (CCC) has published their progress report, for 2020, on the UK government’s efforts on reducing CO2 emissions. It has a lot to say on aviation – far more than in its 2019 progress report. They say that iInternational aviation and shipping (IAS) should be formally included in UK climate targets, in the carbon budgets, when the Sixth Carbon Budget is set, and net-zero plans should be developed. This has been a key demand, from environmental experts. At present aviation emissions are just taken account of. The CCC say that aviation accounts of 8% of the UK’s CO2 emissions (a briefing note in Feb 2020 for Parliament said it was 7% in 2019). The CCC also say that the UK’s airport capacity strategy should be reviewed in light of the country’s net-zero target. Due to the dramatic impact of Covid on the aviation sector, the CCC say a household & business survey is needed, of long-term travel expectations due to the pandemic. They add that action is also needed on non-CO₂ warming effects from aviation, which probably account for double the climate impact of the CO2 alone, emitted at altitude. They say ICAO’s CORSIA scheme should be strengthened.
Heathrow air pollution down dramatically during Covid lockdown
With very low numbers of planes using Heathrow (97% down) over the past 3 months, due to the Covid lockdown, this has been an excellent opportunity to get data on air pollution – comparing days with, and without, the planes. Using data from Air Quality England, local group Stop Heathrow Expansion have found that five air quality monitors around Heathrow which breached the maximum legal limit in March – May 2019 have shown an average 41% improvement in the same period in 2020. Our current air quality laws state that nitrogen dioxide concentrations must not average more than 40 micrograms per cubic metre (µg/m3), per year. This level is often exceeded at a range of locations around Heathrow. Readings from a site on the Northern Perimeter Road showed a 50% improvement in air quality. Another site outside Cherry Lane Primary School had a 46% reduction in NO2 emissions, from 44.1µg/m3 in March – May 2019 to a safer 23.9 µg/m3 in the same period in 2020. As well as fewer planes, there were fewer road vehicles. Air pollution figures from inside the airport boundary were substantially lower, showing the source is planes, not only road vehicles, as Heathrow likes to claim.
Unite furious about Heathrow drastic cuts in workers’ pay and conditions, and threat of sackings
Unite, the principal union for aviation workers, has accused Heathrow of using the Covid-19 pandemic as an excuse to permanently cut the pay and conditions of its workforce, a move Unite has described as being about ‘greed, not need’. The airport is proposing to cut workers’ terms and conditions including: Pay cuts of up to 37%; the closure of the final salary pension scheme; removal of paid breaks and all allowances; weakening the redundancy agreement, and not paying workers for the first 3 days of sickness. Unite says all the cuts would be permanent, and if Unite does not agree to them, Heathrow will sack its entire workforce and rehire them on poorer terms and conditions. Unite represents around 4,500 workers who are directly employed at the airport. Heathrow will not compromise with Unite. In the meantime, Heathrow paid its shareholders a dividend of £100 million this year. And John Holland-Kaye claims it has a £3.2 billion “war chest” and that it could survive till the end of 2020, even with almost no flights. So it is particularly galling that it is needing to reduce its wage bill by so much. Many of the workers have kept working, during Covid, to help the airport stay open. Unite will fight using whatever industrial, political and legal channels are necessary.
Blog: Broke Heathrow should not receive any taxpayer cash
The issue of whether Heathrow could ever pay for a 3rd runway is one that has become even more pressing, now the airport has been hit very hard by Covid-19. Its finances have been shaky for a long time. In an excellent analysis, by Chair of the No 3rd Runway Coalition, Paul McGuinness, sets out the facts. Heathrow has claimed that it “can survive with no passengers for the next 12 months, so our’s is a very good position to be in”. But in fact Heathrow admitted to its staff (email of 6 April) that the publicised “£3.2 billion war chest” is merely the liquidity that can be mustered when “we have drawn down all the cash and credit facilities at our disposal”. So, yet more borrowing to be repaid in the future — presumably by passengers. Looking into Heathrow finances, it is clear that it has sold assets and borrowed against those that remain, in order to finance enormous dividend payments to shareholders (92% of which do not pay UK tax), while avoiding corporate taxes. It has an eye watering level of debt. By the end of 2019, its borrowing against its assets was £15.449 billion, so it had reached a leverage ratio of 97% — higher than any comparable UK infrastructure or utility operation. Read the whole blog for details.
Luton airport delays expansion plans, due to Covid and stated intention to be “greener”
In 2019 Luton airport put out plans to expand, from 18 million passenger per year, (mppa) up to 32 million. This expansion, being over 10 mppa, needs to go through the Development Consent Order (DCO) route, rather than a normal planning application. The airport is owned by Luton Borough Council which is also the local authority that should regulate it. Now with a massive decline in air travel demand, due to Covid, Luton airport has decided to delay the process, and not submit its DCO this summer, as originally intended, but in 2021. It claims it wants to be more “green” with less environmental impact, etc etc (tricky with so many more passengers and flights, and thus more noise, more CO2, more air pollution and more congested surface transport). Local opposition groups are pleased about the delay, as is Hertfordshire County Council, which is against the plans due to the adverse noise impact. Luton is too dependant on the airport, and so has suffered from the loss of jobs, and income from the airport, due to the pandemic. It would be wiser to delay until there is clarity on the government policy on aviation carbon, in its ambition of aiming for zero carbon by 2050.
GACC (Gatwick Area Conservation Campaign) asks Gatwick to build back better – less noise, no night flights
Flights using Gatwick will slowly restart from 15th June, so noise, air pollution and CO2 emissions are set to increase again. Local campaigners, GACC are asking Gatwick to embed noise and other environmental improvements into their recovery plans. During Covid lockdown, Gatwick was only open for a period each afternoon and evening with no night flights. People normally adversely affected by plane noise have benefited hugely from the welcome break from plane intrusion. GACC wants a continuing ban on night flights, especially as air traffic will not return to pre-Covid levels for an unknown time. The Covid pandemic is a unique opportunity for the airport to re-establish a pattern of working that is less environmentally damaging, in terms of noise and carbon. GACC is asking that as well as a night ban, airlines should prioritise flying their least noisy aircraft in their fleets. – and provide incentives that encourage airlines permanently to retire older, noisier and more polluting aircraft, Also to use air traffic control to disperse noise, minimise arrival noise impact, and achieve higher, quicker, departures.
Wandsworth Council, and the other councils, to challenge latest efforts by Heathrow to revive plans for 3rd runway
Wandsworth Council is poised to support fresh legal efforts to cement its recent victory over plans to expand Heathrow Airport. The airport’s owners and the construction company involved are trying and rescue the plans with an appeal to the Supreme Court. So Wandsworth has indicated it wishes to join other councils and environmental groups in guaranteeing the Supreme Court judges hear both sides of the argument. The council is seeking permission to intervene as “an interested party” due to the importance it attaches to the outcome – and the negative impact a 3rd runway would have on tens of thousands of Wandsworth residents. Being represented at the hearing would mean the council and its allies can ensure that the strong arguments against Heathrow expansion are fully aired. The government has not sought to overturn the Appeal Court ruling. The councils that brought the case – Hillingdon, Wandsworth, Richmond upon Thames, Hammersmith & Fulham and Windsor & Maidenhead, together with the Mayor of London and Greenpeace – are working together on the Supreme Court case.
IATA anticipate airlines globally losing $84 billion in 2020, $16 billion in 2021. Airline CO2 down 37% from 2019 level in 2020
The massive reduction globally in air travel demand, due to the coronavirus, will mean the airline sector will probably lose about $84bn (£66 billion) this year. [In February, it was anticipating a loss of $29 billion]. IATA says airline revenues would drop to $419bn in 2020, down 50% from 2019. IATA said it expects airlines to lose $230 million on average each day in 2020, with half as many air passengers as in 2019 – returning to the level in 2006. IATA has to be bullish about the prospects for 2021, saying they anticipate the loss globally to be $15.8 billion, as revenues start to increase and passenger numbers return to 2014 levels. If there is a second wave of Covid globally, that will not happen. Airlines have been given billions in aid, to tide them over the pandemic crisis. IATA expects RPKs (Revenue Passenger Kilometres) to fall from 8.68 trillion in 2019, to 3.93 trillion in 2020 (and perhaps 6.10 trillion in 2021. They expect the load factor to fall from 82.5% in 2019, to 62.7% in 2020, maybe partly due to social distancing on planes, as well as low demand. They anticipate carbon emissions of global airlines to be 574 million tonnes CO2 in 2020, a 37% fall from the 914 million tonnes in 2019. And perhaps rising back to 748 million tonnes by 2021.
Austrian government to introduce higher taxes on flights, with a minimum flight price of €40
The Austrian government, headed by Federal Chancellor Sebastian Kurz, announced a rescue package of €600 million for Austrian Airlines on 8th June. But there are also 3 new measures, designed to make aviation less environmentally damaging. These include the immediate introduction of the reform of the air ticket tax. Instead of the previous €3.50 for short-haul flights, €7.50 for medium-haul flights and €17.50 for long-haul flights, it is now a standard of €12 euros. So that is more for shorter flights, but less for long-haul trips. In addition, there will be an increased tax of €30 for flights of under 350 kilometres, with the objective of deterring people from flying short distances – and encouraging train use instead. In addition, the law on airport fees will be amended, so the tax will be based on carbon emissions and noise. There is to be a minimum price for any air ticket, that will be €40. Austria is the first country to introduce this. Austrian politicians describe the environmental harm done by aviation as environmental and social “dumping”, which is making profits at the expense of the climate and employees.
Building Back Better for Aviation: joint NGO briefing on changes needed by the aviation sector
In a joint briefing with Greenpeace UK and other environmental NGOs, the Aviation Environment Federation (AEF) has set out the steps necessary for government to create the aviation industry as it recovers from the Covid pandemic. This is a unique opportunity for the sect or to change, in ways that reduce its negative environmental impact. The briefing suggests the sector needs to be fully accounted for, in the economy-wide drive to achieve net zero emissions. It should be equitably taxed to help fund the green recovery and to reduce demand for flying; and it should use technology to mitigate remaining emissions (if possible). There needs to be a commitment now to legislate for formal inclusion of aviation carbon emissions in carbon budgets, at least from the 6th carbon budget onwards. Though most flights are taken by relatively-affluent (or affluent) people, the tax on flying is too low. The rate of APD paid by 78% of air travellers (£13) has increased only £3 since 1997, and, adjusting for inflation, has fallen in real terms. APD only raises £3.8billion for the Treasury each year, and the amount the sector contributes could be increased substantially, if there was VAT charged, and fuel duty.
Four airlines have so far benefited from £1.8 billion of Bank of England lending, for Covid crisis (with no CO2 conditions)
British Airways (£300m), EasyJet £600m), Wizz Air (£300m) and Ryanair (£600) have taken £1.8bn from the government’s rescue finance lending. Money has come from the Bank of England’s Covid Corporate Financing Facility. This is despite ministers’ assurances on a green recovery from the coronavirus crisis. Other high carbon sectors have also benefited. The 4 airlines alone have taken £1.8bn in lending from the scheme so far. Aircraft engine-maker Rolls-Royce has taken a £300m bailout. Campaigners say the government must attach new conditions to the support it is giving, which could top £67bn in total to, to all sector companies – rising from the e so far borrowed more than £16bn borrowed so far. Society needs to decide if assistance should be given to high carbon industries, at a time when carbon emissions need to be drastically cut, quickly. Greenpeace said: “Airlines have been given exactly what the chancellor, the prime minister, economists and the public said they should not be given – billions in cheap and easy loans to keep them polluting, without any commitments to reduce their emissions or even keep their workers on the payroll.”
UK airports face £ multi-million business rates bills – money that should be paid to councils
Heathrow and Gatwick airports are facing £ multi-million business rates bills, despite the pandemic having grounded aircraft and dramatically cut their incomes. The airports are among thousands of UK companies set to appeal against their rates bills. Heathrow apparently owes £113.2m for the current tax year, the highest of any site in England and Wales, according to an annual review of business ratepayers by Altus Group, a real estate adviser. Gatwick has the next biggest bill at £29.2m. Business rates, which are paid to local councils, are calculated on the basis of rateable values — effectively an estimate of a property’s rental value at a given date. Rateable values are set according to rents on April 1 2015. They are not based on how well, or how badly, a company is doing. Heathrow bleated that the rates were based on “a world in which people flew”. The airports argue that rates relief will help them protect jobs. Some sectors – retail, hospitality or leisure – have been given rates holidays. The money from the rates is a key part of the income of councils, and if not paid, then the funding and spending of councils is at risk.
Airlines are lobbying government to allow flights, with no quarantine, from 45 countries (“air bridges”)
The UK is due to start imposing 14-day self quarantine on any passenger arriving in the UK, by air or ferry or train, from the 8th June. This is considered by many to be far too late, but the government claims this is a sensible time to impose it. But the airlines believe quarantine would mean nobody would want to travel to the UK, certainly not for a holiday. And they feel few Brits will want to go abroad, if they have to lock themselves away for 2 weeks. So the airlines are lobbying for no less than 45 COUNTRIES to be excluded, so people could enter the UK from those countries with no quarantine. The choice of countries appears to be those that Brits most like to travel to, with odd additions and omissions. The hope is that these countries will allow Brits to holiday there, and encourage their citizens to come here. The idea is that the “air bridges” would be between countries with low Covid transmission. The problem is that the UK rate of transmission is currently not low. There are serious concerns that allowing so many people to enter the UK would increase Covid transmission. There is also the risk of the “Dublin dodge” by which people in countries not on the air bridge list can still enter the UK, quarantine-free.
Open letter to ICAO – the CORSIA scheme should not be weakened, just because of Covid
Thirteen organisations concerned with aviation carbon emissions and carbon trading, have written to ICAO to ask that they stick to the intentions for how the CORSIA scheme is set up, and do not weaken it. The stated purpose of CORSIA is to help the international aviation sector achieve “carbon-neutral growth from 2020”. It is due to use as a baseline the aviation CO2 emissions from 2019 and 2020. However, with the Covid pandemic, airline carbon emissions will be much lower than anticipated this year. If ICAO used 2019 and 2020, the amount of carbon the sector could emit, and the cost of emitting it, would be far lower than anticipated. So IATA wants to change the rules, so the carbon baseline only considers 2019, not including 2020, which would result in significantly lower offsetting requirements for airlines compared to the current CORSIA design. In fact, under most recovery scenarios, the change sought by IATA would eliminate all offsetting requirements for the duration of the CORSIA pilot phase and potentially several years thereafter. The rules need to be adhered to.
UK had a tourism deficit of £33.9 billion in 2019, with 88% of that (ie. about £30.04 billion) due to air travel
The current clampdown on international air travel has helped the UK Balance of Payments, by reducing the country’s trade deficit by an estimated nearly £3 billion per month. This is from the “tourism deficit”, which is the amount by which the amount spent by British people travelling and spending abroad, exceeds the amount spent by visitors to the UK. Figures released on 22nd May by the government’s Office of National Statistics (ONS) show that the UK posted a record trade deficit of £33.9 billion on international tourism in 2019. This is more than £2 billion above the 2018 figure which was itself a record tourism trade deficit. The ONS data shows 88.2% of the tourism deficit was due to air travel. UK residents made 93.1 million visits abroad in 2019, spending a total of £62.3 billion overseas. By contrast, overseas residents made 40.9 million visits to the UK, spending £28.4 billion. The net result was a £33.9 billion deficit in the UK Balance of Payments. Just 9.0 million of the 93.1 million overseas visits (9.7%) by UK residents in 2019 were for business purposes. The lack of money leaving the UK comes at the expense of countries such as Spain, Greece and Italy losing billions of €s in revenue from UK tourists.
UK tourism deficit, by air travel in 2019, was £30 billion – casting serious doubt about the industry’s claims to be vital to the UK economy
Each year the Office for National Statistics (ONS) publishes data on the number of journeys are made by British residents abroad (leisure and business), and the amount they spend on their travel and while abroad. They also collect comparable data for visits to the UK. The documents can be found in the ONS Travel Trends data. Each year there is a “tourism deficit” which is the amount by which the expenditure on trips abroad by UK residents exceeds the amount spent by visitors to the UK. It is a huge sum, generally thought to be in the region of £15 to £22 billion in recent years. Now the ONS have realised they have made errors in how data has been gathered, underestimating the amount being spent by Brits abroad. While the tourism deficit (all travel modes) was thought to be £22.5 billion in 2018, it is now thought to be £31billion. The tourism deficit for 2019 is now known to have been £33.9 billion. It is also possible to work out how much of this is due to air travel, and that is about 88%. So the tourism deficit due to air travel was actually just over £30 billion in 2019. This is worth remembering, when the industry claims it is so vital to the UK economy. In 2019 under 10% of trips abroad by UK residents were on business. The rest were various forms of leisure.
Home Secretary announces new 14 day quarantine for all UK arrivals, from 8th June. To be reviewed in 3 weeks.
New measures at the UK border to guard against a 2nd wave of coronavirus infections have been announced by the Home Secretary. They include 14 days’ self-isolation for anyone entering the UK, bar a relatively short list of exemptions. The government takes the view that as the number of Covid infections in the UK falls, we cannot afford to have more entering from abroad, though they did not see the necessity to do this earlier.Anyone arriving at an airport, or other place of entry, will have to have filled in a contact form, with the address at which they will be staying. In theory, people will be required to self-isolate for 14 days and could have spot-checks during the period to ensure compliance. It is unclear by whom; the police do not have the resources to do so. There is theoretically a fine from breaching self-isolation, of £1,000. That limit might rise, if the infection risk rises in future. The measures will be reviewed in 3 weeks time. People should use personal transport, such as a car, to travel to their accommodation where possible. Once they arrive there, they should not leave their accommodation for 14 days, even to get food, if possible.
Gatwick has been urged to drop expansion plans by GACC campaigners due to the Covid pandemic
There are almost no flights at Gatwick, nor have there been for weeks, due to the Covid pandemic lockdown. When flights will resume is not known, but even aviation optimists think it could take 3-4 years (or more) for air travel demand to again reach the level in 2019 – if it ever does. However, the airport says it is still going ahead ahead with plans to bring its current emergency runway into use as a full runway. But local campaign, GACC (the Gatwick Area Conservation Campaign) has written to Gatwick’s CEO, Stewart Wingate, asking the airport to drop its expansion plans, arguing not only that there is no credible demand case, but it would be incompatible with national and local environmental goals. Peter Barclay, GACC chairman, said the group sympathised with employees and others whose jobs had been affected, but believes there is no credible case for expansion at Gatwick. It is also undesirable that the planning process would absorb council and other resources that should be focused on supporting people and businesses impacted by the pandemic. GACC says the plans for the emergency runway should be withdrawn.
Independent aircraft noise commission ICCAN calls on UK government to prioritise aviation noise issues post-COVID-19
As aviation experiences an all-time low in demand for air travel, ICCAN – the UK’s Independent Commission on Civil Aviation Noise – has proposed to use the unique opportunity to address aviation noise once services begin to increase post COVID-19. ICCAN has called on the UK government to make managing aviation noise a key priority after the pandemic restrictions, when aviation levels begin to increase again. In a letter to Grant Shapps and Kelly Tolhurst, ICCAN’s Head Commissioner, Rob Light, argued that the unprecedented situation should be seen as a chance to rebuild the sector in a more “sustainable” way. This means on noise, as well as on carbon emissions. ICCAN believes that there must be a clear, consistent and transparent approach to noise mitigation and, therefore, the current ways of working must change. The dramatic cut in aircraft noise due to the pandemic is a unique opportunity to understand the impact of noise nuisance from planes. It is expected that when flights resume, aircraft noise will seem more noticeable, and will generate a significant negative reaction from local communities. This has to be taken seriously in future.
The Covid-19 crisis should be the catalyst for “greening” the world’s airlines
The Covid pandemic provides a vital opportunity to reduce the scale of the aviation sector, and its carbon emissions. Any rescue packages for airlines or airports need to come with “green” strings, such as lower CO2 emissions and more efficient taxation, to cut demand for air travel. As oil prices are so low, there is the danger that air tickets will be cheap, once flying resumes – even if airlines can only sell a % of their seats, due to “social distancing.” The sector has enjoyed low taxes for too long. It is time jet fuel was properly taxed, especially on domestic routes – where there is direct competition with rail travel. The Covid crisis has weakened airline claims that they should be treated as profit-seeking independent companies rather than public entities with social responsibilities. European governments have probably agreed €12.7bn in bailouts, with another €17.1bn under discussion. Even before Covid the airline industry was feeling public pressure from “the Greta effect”, “flying shame”, Extinction Rebellion and the Appeal Court decision to block Heathrow expansion on climate grounds. The CO2 from aviation needs to be incorporated fully into national climate targets.
Possible UK plan for “air bridges” letting in passengers from some countries, so people can have foreign holidays…
Grant Shapps, Transport Secretary, has said there might be “air bridges” between countries with low coronavirus infection rates. The 14 day quarantine, that might be imposed from around the start of June on arriving passengers (still not confirmed) might then be relaxed in favour of a more targeted focus on people from high-risk countries. It seems likely that the 14 day quarantine will start, for all passengers, with spot checks on people and possible £1,000 fines for those who breach the rules. Any restrictions would be reviewed every 3 weeks to ensure that they “remain effective and necessary”. The idea of “air bridges” is to let people enter the UK – presumably without quarantine, if the R number (itself very hard to calculate or get a reliable figure on, without widespread effective testing) is below (?about) one. So the thinking is that it would be OK for people to arrive in the UK, as long as they only spread Covid to less than one other person, on average. The travel and aviation industries are desperate to get people flying again, and trying to convince people that the risk of personal infection is low – and convince governments that Covid infection, costing the UK a fortune, will not rise again, due to imported virus.
14 day quarantine likely for anyone arriving in the UK from abroad
It is expected that there will soon be official announcement of the requirement for anyone entering the UK to be in quarantine (self-isolate) for 14 days. This would not only mean air passengers but those arriving also by ferry or the Channel Tunnel. It seems likely that the suggested exemption of those coming from France will be abandoned, as that could not logically be defended. Ministers are expected to meet today to agree what one called “a very tight set of exemptions”. Michael O’Leary, the chief executive of Ryanair, said that the policy was “idiotic and it is unimplementable”, and many people would refuse to follow the rules. He wants people filling up his planes and making him money as fast as possible, and quoted some study implying that if everyone wore masks in planes and airports, it would cut Covid transmission by ?98% or so. It is understood that hauliers, lorry drivers, will make up two thirds of those not required to self-isolate for two weeks. Leo Varadkar, the Irish prime minister, has said that a 14-day quarantine period will be mandatory for all passengers arriving at Irish ports and airports, including British citizens.
Supreme Court to hear Heathrow appeal, against judgement on the Airports NPS by the Appeal Court, on 7th and 8th October
The Supreme Court has announced that it will hear an appeal from Heathrow Airport and Arora Group on Wednesday 7th and Thursday 8th October 2020 on the plans to expand Heathrow Airport by adding a third runway. The appeal was granted by the Supreme Court on 7th May, but the dates of the appeal were announced today. Granting of the appeal by the Supreme Court followed an earlier landmark ruling by the Court of Appeal at the end of February which stated that the government has not taken into account the Paris climate change agreement when drawing up its plans to expand Heathrow. Reacting to the news of the hearing dates, Paul McGuinness, Chair of the No 3rd Runway Coalition, said: “These dates are sooner than some expected. Perhaps because the Supreme Court is as keen to clarify this important area of developing law, as our communities are anxious to see Heathrow expansion shelved, once and for all. The sooner this misguided project is put of its misery, the better. So we welcome these dates.”
Boris says in Parliament “Aviation, like every other sector, must keep its carbon lower” post-Covid
Caroline Lucas asked: “Last week, climate experts reported that green economic recovery packages deliver far higher returns than conventional stimulus spending. They also warned that how we emerge from this coronavirus crisis must not be in a way that deepens the climate and nature emergencies. Does the Prime Minister agree? Will he commit to action that will help us to build back better, and start by confirming that any airline queuing up for a taxpayer handout must be required to meet robust climate goals?”
Boris Johnson replied: “I think the best and shortest answer I can give to the hon. Lady is that we totally understand the situation with aviation. Clearly, inadvertently this year the planet will greatly reduce its carbon dioxide emissions, and she is absolutely right that we need to entrench those gains. I do not want to see us going back to an era of the same type of emissions as we have had in the past. Aviation, like every other sector, must keep its carbon lower. We are certainly working on technological solutions to ensure that we can do that.” [No reply on the bailout question though …!]
European Commission will keep intra-European aviation within the ETS, as well as being in the ICAO’s CORSIA scheme
ICAO’s planned global scheme for offsetting emissions from international flights will supplement, not replace, the European Union carbon market, the EU’s transport commissioner has now said. With the United Nations (ICAO) planning a 2021 launch of CORSIA, clarity is needed that the European Commission will not remove aviation from the EU emissions trading system (ETS). Transport Commissioner, Adian Valean said: “CORSIA will not put the ETS at stake. It will not replace the ETS. It will complement the ETS.” The ETS only covers flights between European countries, not outside Europe. It is a more effective scheme, in incentivising lower carbon emissions, than CORSIA – which is very weak. But ICAO wants the EU to remove these flights from its carbon market so that CORSIA can be the only market-based measure tackling international aviation emissions. The Commission, the 27-nation EU’s executive is assessing how the two systems will co-exist. It is important that EU flights outside Europe are in the CORSIA scheme, and Europe participates – otherwise other countries may also decide not to take part.
Leeds Bradford airport submits plans for new terminal building & more passengers (4m to 7m a year) despite Covid fall in demand
The airport has submitted a planning application to Leeds City Council, to replace the current terminal building with a new one by 2023, to increase passenger numbers from 4 million a year to 7 million a year. Opponents to the plans say that will make the climate emergency “worse” and that the current pandemic means there’s “no need” for it. Local people, in Group for Action on Leeds Bradford Airport (GALBA) say the expansion will increase CO2 emissions, at a time when countries around the world are being urged to drastically then. It will also bring more noise for local communities, increased air pollution, and more traffic congestion. Instead “We need to rebuild a healthy economy in Leeds. We don’t need an unsustainable development like this.” Leeds City Council declared a climate emergency in 2019, but conveniently does not include the CO2 emissions from the airport’s flights in its carbon budget. But the flights alone would exceed Leeds’ entire carbon budget by 2035. The airport is trying hard to persuade the Council that its expansion is needed, in competition with Manchester, and the (alleged) economic benefits it would bring would be huge. Will it be able to afford £150 million, now there is the Covid fall in demand?
Government may announce a compulsory 14 day Covid quarantine period for all travellers entering the UK
UK airlines say they have been told the government will bring in a 14-day quarantine for anyone arriving in the UK from any country apart from the Republic of Ireland in response to the coronavirus pandemic. Announcement expected on Sunday 10th. The new restriction is expected to take effect at the end of May. People arriving in the UK (plane, ship, rail) would probably have to give their name, passport details and address where they will be staying. They will have to self-isolate themselves for two weeks. How this will be enforced is not yet clear, but there could perhaps be random checks by local authority etc staff. Maybe fines if found not complying properly. It is deeply unsatisfactory that, until now, thousands of passengers arrive per day (around 10,000 per day now) and leave airports etc, with just a bit of general guidance about social distancing etc. Other countries have taken a far harder line already, but not the UK. These restrictions on movement by those arriving in the UK should have been implemented weeks ago, when the government said they were not needed. Now the airlines and airports are very angry this is being imposed, at a time when they were hoping for a return to air travel. Hardly anyone will want to go on a holiday / leisure flight, or even a business trip, with 14 day quarantine.
Willie Walsh says Heathrow’s 3rd runway will never be built. Covid was its final straw …
Willie Walsh, head of IAG (parent company of British airways) has been a long standing opponent of a 3rd Heathrow runway. That is because it would provide more space for airline competitors of BA, and it would put up landing charges – deterring BA passengers using Heathrow. Now, with the Covid pandemic, he says plans for a 3rd runway should be abandoned totally. He does not expected air travel to return to 2019 levels until at least 2023, as there will be less demand for business and leisure travel, and people will continue to be afraid of contracting the virus. The only way to prevent more disease being brought into the country by returning air passengers is to ensure they are fully in quarantine for 14 days after their return. That would deter most air travel, if quarantine was fully enforced. Willie Walsh is also opposed to the runway plans, and it would mean compulsory purchase of BA’s office building, Waterside. (Walsh jokingly says he is ready to sell it to Heathrow tomorrow … but it not expecting they will ask any time soon). Walsh cannot see Heathrow being able to raise the necessary finance for a runway, which means adding to its already vast debt.
Supreme Court grants Heathrow and Arora permission to appeal against the Appeal Court ruling on the ANPS
In February, the Appeal Court ruled that the government’s Airports National Policy Statement (ANPS) was illegal, because it had not taken properly into account the UK’s responsibilities on carbon emissions, or commitments under the Paris Agreement. For a Heathrow 3rd runway to go ahead, it has to be in line with the necessary policy document, the ANPS. That document is now invalid in law, and will remain so until it is amended to rectify its deficiencies. It is for the Secretary of State for Transport to do that, but the government declined to challenge the Appeal Court judgement. So Heathrow, and Arora Holdings (the two organisations hoping to get a 3rd runway built) asked the Supreme Court for permission to appeal the Appeal Court decision. That has now been granted, by the Supreme Court. The legal process is slow, and could take as much as a year. It will probably cost a lot of money, at a time when Heathrow is haemorrhaging money, with minimal income, due to Covid. Only a day earlier, CEO of Heathrow, John Holland-Kaye admitted there would not be a need for a 3rd runway for 10-15 years. Heathrow wants this drag on and on and on …
Holland-Kaye admits to Transport Committee that Heathrow runway not needed for 10 – 15 years, if things go well
Campaigners are calling for Heathrow to drop its plans for expansion, following comments made by its Chief Executive, John Holland-Kaye, to the Transport Select Committee. At the virtual hearing on Wednesday 6th May, he said a 3rd runway wouldn’t be needed for around 10 – 15 years. Holland-Kaye was asked by Lilian Greenwood MP if the crisis facing the industry caused by the Covid-19 pandemic had created a hole in the economic case for a third runway at Heathrow. He said he was no longer thinking about the 3rd runway, but that if the UK is able to reboot the economy and demand returns to the pre-pandemic levels of flying, he believes the 3rd runway may “be needed in 10-15 years’ time.” Nobody can know at present how much air travel demand will recover in the next few years. The No 3rd Runway Coalition are calling on Heathrow to drop its plans for a third runway with immediate effect. This includes appealing a Court of Appeal ruling which stated climate targets had not been taken into account when the Government prepared the Airports NPS, with plans for Heathrow expansion.
CAA says Gatwick proposal for a 2nd runway would not need airspace change, for the 50,000 extra flights on a 2nd runway
Gatwick airport has said will push ahead with plans for a 2nd runway after the Civil Aviation Authority (CAA) ruled that the plan for another runway will not require changes to the airspace around Gatwick. That had potentially threatened to pose a significant barrier. The CAA (paid for by the airlines) that is the regulator for the airlines, said that there would be no change to the design of flight paths in or out of Gatwick as a direct result of the new runway, adding: “The environmental impact relating to this proposal is assessed as nil.” (sic) [Presumably they are ignoring the carbon emissions which will not, of course, be nil]. Gatwick wants to have an extra 50,000 annual flights (up from around 285,000 now) by using its existing emergency runway as a full runway, part of the time. The airspace consent by the CAA effectively allows Gatwick to push ahead with a DCO (Development Consent Order), which is needed for the development, Currently the airport has been hit very hard by the Covid pandemic, with flights down by over 98% compared to last year, airlines facing almost no air travel demand, saying they may leave Gatwick, for Heathrow.
Covid-19: Virgin Atlantic to cut 3,000 jobs and shut down Gatwick operations
Virgin Atlantic has announced it is to cut more than 3,000 jobs in the UK and end its operation at Gatwick airport, due to the collapse in air travel demand because of the Covid-19 pandemic. This comes soon after rival British Airways said it could not rule out closing its Gatwick operation. Virgin was Gatwick’s 9th largest airline, while British Airways was the 2nd largest, after EasyJet, which is largest – Norwegian is 3rd largest. Virgin Atlantic said it will move its flying programme from Gatwick to Heathrow, but it intends to keep its slots at Gatwick “so it can return in line with customer demand”. The job losses amount to about 30% of the total (the job losses at BA are 28%). Virgin Atlantic also plans to reduce the size of its aircraft fleet from 45 to 35 by the summer of 2022. Even the lobby group, Airlines UK admits that “Airlines are having to adapt to a sector that will be smaller and leaner in future, with no guarantees as to when we will return to pre-crisis levels.” When lockdown restrictions ease and flight schedules are increased again, there will be fewer passengers, fewer and probably more expensive flights and thousands of job losses. The area around Gatwick was too dependent on the airport for jobs etc.
Campaign groups write to Sec of State for Transport, asking for a far-reaching review of the aviation industry – with any bail-out funding conditional on proper review
In the current, unprecedented situation for aviation, created by the Covid-19 pandemic, the sector is lobbying hard to be given government bail-out money. Now campaign groups have written to Grant Shapps, asking that a far-reaching review of the aviation industry and the regulatory mechanisms through which it is overseen should be carried out urgently. This is necessary in the light of the series of failures, which have had very significant environmental, health and financial costs. The aviation industry is routinely excused from taking adequate responsibility for its adverse impacts on society and environment, while it enjoys immense legal, fiscal, public funding and other privileges. But its core low-margin high-volume business model – for which it now demands subsidies and bailouts – is unsustainable and no longer credible. The relationship between government and the industry has become too cosy, with policy-makers and officials appearing to believe and act as though their main role is to advance the industry’s interests rather than to regulate it effectively. The letter says systemic failure of the aviation industry, and its regulators is over-due. The intention to carry out such a review should be a condition of, and announced in parallel with, any “bail-out” of UK aviation businesses.
Warren Buffett’s company Berkshire Hathaway sells all its shares in the 4 largest US airlines
Billionaire investor Warren Buffett has said his company, Berkshire Hathaway, has sold all its stakes in the 4 largest US airlines, because of the coronavirus crisis. According to the company’s financial records, it had an 11% stake in Delta Air Lines, 10% of American Airlines Co, 10% of Southwest Airlines Co and 9% of United Airlines at the end of 2019. Speaking at the company’s (virtual) AGM, the business tycoon said “the world has changed” for the aviation industry due to Covid. He said he had made the wrong decision in investing billions of dollars in the aviation industry, since 2016. He thinks it is unclear if as many people will fly in the coming years as in 2019. He said if airline demand comes back 70-80%, that means airlines will have too many planes. The company was one of the largest individual holders in the four airlines. Berkshire Hathaway has lost money on airlines, and is worth less today because of the decision to invest in airlines. Elsewhere, there is speculation that the aviation sector will have to invest more in environmental initiatives, and there will be a decline in investment in the construction of new airport terminals, new airports and new aircraft orders.
Ryanair getting rid of 3,000 staff, imposing 20% pay cuts – knows air traffic recovery will be slow
Ryanair, which is Europe’s biggest budget airline, has said that it will not be running more than a skeleton service until July – and even then, only around half the expected passengers will travel till September. It will cut up to 3,000 jobs, mainly pilots and cabin crew, in response to the coronavirus pandemic. It will also impose unpaid leave and pay cuts of up to 20%, and close some bases, “until traffic recovers”. The airline is currently flying around 1,700 passengers a day on a much-reduced network of Irish Sea and Continental services. It knows it will take time for passenger volumes to return. It is irritated that Air France and Lufthansa have been given state aid, and also EasyJet. And it has not. Air fares will initially be very low, to try to attract passengers back. Mr O’Leary dismissed the notion of social distancing on board aircraft. “Taking out the middle seat in an aircraft achieves no social distancing. There’s less than two feet between the aisle and the window seats.” (And between rows). He misguidedly hopes temperature checks will do the trick. He knows traffic will not return to pre-coronavirus levels for at least 2 years.
BA to cut Gatwick operation and lay off 1,130 pilots – and might not return to Gatwick post-pandemic
British Airways plans, due to Covid, to lose 1,130 pilots and make heavy cuts to its Gatwick airport operation as part of 12,000 redundancies – which is up to 30% of its workforce. Letters sent to union representatives for all sections of the airline set out the deep cuts, as well as drastic changes to terms and conditions across the company. BA plans to lay off almost 80% of crew managers at Gatwick and 60% of other cabin crew, more than 1,100 of almost 1,900 staff. The jobs of just over 400 ground staff will be outsourced to the airport and its contractors. The airline knows “there is no certainty as to when services can return” to London City or Gatwick airports. So BA may not continue at Gatwick. And they had “not ruled out suspending the remainder of our Heathrow operation”. Ground staff at Heathrow are also likely to be forced to accept new contracts with significantly lower pay. All 4,346 BA pilots will be asked to sign new contracts changing their terms and conditions, and accept new rostering arrangements. BA will be seeking to lay off 1,130 pilots. Around 22,000 BA employees were furloughed in April and May.
Grant Shapps told EasyJet it would not face environmental levy in a private meeting last year – now gives it a £600 million loan
The UK’s Transport Secretary, Grant Shapps, during a meeting in September 2019, assured easyJet that an environmental tax on flights is “not the way forward.” This has come to light in documents obtained by Greenpeace’s Unearthed. Shapps had agreed with easyJet that they did not want taxes aimed at reducing the aviation sector’s CO2 emissions. But now the UK government has given easyJet a £600 million loan, with no climate conditions attached, to help them during the Covid crisis. Meanwhile the EU is reportedly looking to make compliance with the Paris Agreement, and lower carbon emissions, a requirement for cash help. The French government has announced the terms of the €8 billion bailout for Air France, that will include deep (albeit non-binding) decarbonisation targets. Across the world, the aviation sector is lobbying aggressively to get government funding, as demand for air travel has been drastically reduced. It is deeply questionable whether scarce government funds should be spent on such an environmentally damaging sector, taking no account of its impact on climate breakdown.
British Airways lays off up to 12,000 staff, due to likely air travel decline for years
Madrid-based IAG, the owner of British Airways, says 12,000 of BA’s total staff of 45,000, now face redundancy. The airline is trying to conserve cash to keep going. Passenger numbers are expected to halve compared to 2019. BA had already furloughed more than half (22,626) of its 45,000 workers. In a statement after the close of the Stock Exchange, IAG said: ‘In light of the impact of Covid-19 on current operations and the expectation that the recovery of passenger demand to 2019 levels will take several years, British Airways is formally notifying its trade unions about a proposed restructuring and redundancy programme. The proposals remain subject to consultation but it is likely that they will affect most of British Airways’ employees and may result in the redundancy of up to 12,000 of them.” …”There is no Government bailout standing by for BA and we cannot expect the taxpayer to offset salaries indefinitely.” News that thousands of people will lose their jobs comes weeks after the airline company’s Spanish owners axed a controversial £300million payout to shareholders earlier this month.
Airlines say Covid 2-week quarantine plan ‘will kill’ international travel – deterring travellers (though necessary in efforts to end the pandemic)
Trade body Airlines UK is saying “the airline industry and wider economy will suffer immeasurable damage” if ministers press ahead with plans to quarantine travellers for 14 days after they arrive at British airports. Currently people are arriving in the UK with no requirement, other than advice, to keep themselves in isolation for two weeks (there is no check if they comply) – in case they develop Coronavirus. So it is possible those arriving in the UK could be bringing in Covid with them, and setting up new infection spots. But the airlines say passengers having to remain at home, or in a hotel room, for 14 days would wreck international travel, further cut air travel demand, and damage their attempts to get flying profitably again (they do not appear bothered about the spread of Covid). Airlines are saying quarantine measures should be “co-ordinated” and the same between countries. They say, rightly, “Nobody is going to go on holiday if they’re not able to resume normal life for 14 days, and business travel would be severely restricted.” They like to claim aviation is vital to the UK economy … in reality most UK air travel is for leisure trips. [So the choice is between the health of millions …or the health of the climate-wrecking airlines].
Stop Stansted Expansion ask MAG not to challenge Uttlesford DC’s decision to oppose expansion, saving public money to help with Covid recovery
Uttlesford District Council (UDC) refused the Stansted Airport planning application on 24 January this year. But the airport’s owners, Manchester Airports Group (MAG), said an appeal was being considered. Legally, 6 months is allowed for a planning appeal and 3 months of that have now passed. An appeal would trigger a Public Inquiry which would mean that the final outcome might not be known for possibly another 18 months. Meanwhile UDC has felt it had to set aside £1.7 million to cover the potential costs of a Public Inquiry, and the risk of UDC being forced to pay MAG’s costs if MAG wins. Stop Stansted Expansion (SSE) has asked MAG to show magnanimity in the current circumstances of the Covid pandemic, by announcing that it will respect the decision made by UDC in January, and not appeal. SSE say “it’s time to end the uncertainty … Now more than ever, MAG should respect the UDC decision.” SSE want the airport to withdraw its application for expansion to from 35mppa to 43 mppa. The £1.7million would be far better spent, by UDC, “to assist local businesses and local residents, including airport employees who have been laid off, during the virus crisis.”
Coronavirus: Airlines lobby Sunak over prolonged ‘cash crisis’ wanting help well past June
Britain’s airline industry is urging ministers to further extend government emergency wage subsidies beyond the end of June, warning that it will face a continuing “cash crisis” as demand for air travel takes months to recover from the COVID-19 crisis. Airlines UK has written to the Chancellor, Rishi Sunak, to ask the Treasury to provide certainty for airlines about the ongoing operation of the Coronavirus Job Retention Scheme. Airlines UK says if the scheme is “withdrawn prematurely, carriers experiencing only a tentative revenue recovery will face a renewed cash crisis”. They also want a ‘tapering’ of the scheme or a review on a sectoral basis – to avoid aviation facing a cliff-edge post-June, whilst services start slowly being scaled up. Airlines have already had assistance with air traffic control charges for the lockdown period. Mr Sunak has said that the government will only consider bailing out individual carriers “as a last resort”. Airlines want the furlough scheme to last as long as possible, as if there is a second wave of infection, it will delay the return of air travel demand.
Lufthansa says it will be a smaller airline post-Covid with perhaps 10,000 fewer jobs
Lufthansa has said that it will be left with 10,000 excess staff, when the Covid crisis ends, as it may become a permanently smaller airline. It is unlikely to experience pre-crisis levels of demand until 2023. Demand may not recover unless and until there is a vaccine that is available worldwide. And it says it will have to spend more the €1bn a year to repay loans after the crisis. It can no longer borrow the money it needs commercially. Almost 90,000 of its 135,000 employees are furloughed, and many staff would be lost, though every effort will be made to preserve jobs. Also the load factor may be 10% lower in future. It may also get rid of about 100 planes, keeping larger models. The CEO, Carsten Spohr, said “We were the first industry to be affected by this global crisis and aviation will be one of the last to leave it.” [And they helped the rapid spread of the virus round the world]. IATA is predicting a 48% fall in air passengers in 2020, compared to 2019, taking global numbers back to those of around 2013. Lufthansa may axe Germanwings and shrink its Eurowings division.
Gatwick: Likely to take 4 years for passenger levels to recover to 2019 levels (if ever …)
Gatwick has said it will not ask the Treasury for emergency loans despite fearing that passenger numbers will not return to pre-Covid levels for up to 4 years. Gatwick has already secured a £300m loan from existing banks. It has also cancelled dividends, cut a lot of costs and furloughed around 2,000 staff. Boss Stewart Wingate said: “We think it is probably going to take somewhere between 3 and 4 years to get back to the levels that we were at in 2019.” Gatwick hopes it can ride out months of losses, but want to have flights re-starting by the end of May. Unlike rivals, Gatwick said “you should do absolutely everything you possibly can that is within your control to protect the business” before asking for state aid. Gatwick is open from 2-10pm each day, for a handful of flights. Unlike rival Heathrow, which gave out over £100 million in dividends to shareholders in February, Gatwick’s owners will not be taking a dividend despite the airport announcing an 8% rise in earnings of £432m in the 9 months to December 2019. There may not be dividends till 2022. It is possible that British Airways might leave Gatwick in due course.
Physical distancing on planes will end era of cheap air travel, aviation industry’s IATA warns
Until there is minimal risk of transmission of Covid-19, and there is no longer a need for social distancing, airlines are not going to be able to continue to operate as they have in the past. Passengers will not be able to sit close together. If at least one seat in three has to be left empty (even that may not achieve a necessary 6ft distance) then the price of tickets will have to rise. Substantially. IATA says the days of cheap air travel will be over if airlines are forced, by governments, to introduce physical distancing measures on planes. IATA says if they cannot sell one third of their seats, then prices will have to rise by at least 50%. [What is the logic?] IATA said would particularly hit low cost airlines, and would mean the end of the days of cheap air travel. Recovery of air travel demand will be slow, not only due to infection fear but also economic recessions – many people will be poorer. Also, people have become more used to internet communication. Other changes that airlines are introducing are distancing at airports, and less hand luggage allowed in cabins. Also passengers given pre-packed food, or allowed to bring their own, and no inflight magazines etc. All cutting profits …?
Smaller airports, whose finances were already dodgy before Covid-19, may not survive post-pandemic
Due to Covid-19, about 90% of flights have ceased. Some airports are “at risk” of closure because of the loss of business. Airports said cargo flights were running and shareholders were being supportive as they worked to cut costs. Flight tracking website Flightradar24 recorded just 711 departures from the UK’s 10 biggest airports last week – compared to 7,865 in the week up to the UK’s lockdown. Even before Covid, many regional airports were precarious, and that was made worse by the collapse of Flybe for domestic and short haul flights. They would normally make money from the Easter holidays and the summer. Even if there is a gradual lifting of lockdown, and more people start to fly, this is unlikely to create the usual summer rush. If the end of lockdown happens towards winter, that is a time of less air travel. Some grounded planes may never fly again. Fear of infection may never be forgotten. People’s attitudes to travel may have been permanently altered. So some airports may to out of business. What would take over their land and buildings? Furloughed staff are being paid 80% of their wages by the government, but the sector wants more public money. Will it only be the larger airports that can survive longer-term?
Austrian government would like any Austrian Airlines state bailout to be linked to climate targets and lower CO2 emissions in future
Austria’s environment minister has said that Coronavirus state aid for Austrian Airlines should support efforts to cut aviation’s carbon footprint, as the government negotiates with the firm’s German parent company, Lufthansa. Any aid should be used to cut carbon emissions, as it is public money, and needs to be used wisely. Austrian Airlines has grounded all planes. “When it is about an industry that particularly needs to contribute to climate protection, then it makes a lot of sense to use this situation to support this transformation,” the minister said. Europe’s airlines are struggling to keep their heads above water, as virus lockdown measures slash demand for air travel. According to the IATA, latest estimates are that global losses for the airline sector this year will nearly reach €300 billion. Airlines are trying to get state aid, to bail them out, hoping they can get back to being profitable as soon as possible. It is unclear what specific climate conditions could be written into a bailout deal but options reportedly include a pledge to reduce short-haul flights, increased cooperation with rail companies, more low carbon fuels [if they exist] and bigger tax contributions.
Will demand for air travel, and our attitude to it, ever be the same post-pandemic?
Nobody knows what the future of the airline industry will look like, post-pandemic. Some of the factors are: will many airlines survive, even if given generous help from governments? how can future pandemics be prevented from being spread rapidly by air travel? how can airlines know if people are harbouring virus even if they do not show symptoms? can airlines operate if they have to maintain “social distancing” of 6ft between people at all times, without air fares having to rise hugely? how can they maintain social distancing at airports, and once passengers leave an airport? how much fear of contracting an illness will remain? will people ever fly again without a lingering nervousness about getting ill? if the price of air travel has to rise, will the poor be able to fly? will destinations want an influx of potentially infected people from other countries? if families can now keep in touch adequately by video conferencing like Zoom, will demand for family/ friends contact flights be cut? will business flights be cut by use of Zoom etc? as the business flights make the most money for airlines, how will that affect airlines’ bottom lines? will our enthusiasm for globalisation wane? And many more issues … The aviation industry is one of the least likely to emerge looking the same as before Covid-19.
Coronavirus: Areas reliant on aviation industry ‘to suffer worst’ – especially Crawley, too dependent on Gatwick
The Think Tank, the Centre of Cities, believes jobs in cities and towns which depend on the aviation industry will be most under threat by the coronavirus crisis. They estimate about a fifth of jobs in these areas are vulnerable to the economic impacts of Covid-19. The economy of Crawley is likely to be hardest hit, as it is too dependent on Gatwick. More than 53,000 jobs are classed as vulnerable and very vulnerable in Crawley, of about 94,000 in the area. About 18% of jobs in Crawley are in aviation, compared with 1% on average across other big towns and cities. There are a lot of taxi drivers, whose work depends on the airport. People have warned for years about the dangers of areas “having all their eggs in one basket” on jobs, with too high a dependence on one industry. As much of the UK airline sector has almost closed down, with at least a 75% cut in flights at Heathrow, and over 90% cut at Gatwick, almost no flights using Luton, and so on. Luton is another town that is overly dependent on the airport, and now suffering. Also Derby and Aberdeen. The areas worse affected by job losses due to Covid-19 will be asking for government help, once the lockdowns are lifted.
Covid-19: No more “normal” for aviation in future, after the world experiences the pandemic
The airlines have suffered, as have many other sectors of the economy, a dramatic decline due to Covid-19. They are hoping to be given generous loans and finance through governments, to help them deal with the crisis – though they are no more deserving than others. (It was the airlines that spread, inadvertently, the disease so fast, across the world). The airline sector used to be seen as special, glamorous and something praiseworthy. It seems that nowadays flying has become so commonplace, and such an unpleasant experience, that it no longer sits on that pedestal of public warmth and admiration. There is little public support for bailing out an industry that does not much environmental harm, especially when it has given large pay-outs to its financial backers over the years. The industry is facing a very uncertain future. The crisis is not just a temporary one, that might resolve in a few months. Covid-19 has seen an astounding rise in video-conferencing, (Zoom etc) that is likely to change for ever our perception of the need for air travel. And it may have caused long term anxieties about the global spread of disease. Many airlines are likely to collapse. Flying may look very different, and be more expensive, in a few years time.
Haji-Ioannou says EasyJet £600m government loan is ‘biggest scandal in British corporate history’
EasyJet has secured a £600m loan from the Bank of England’s Covid Corporate Finance Facility, as the airline’s founder and biggest shareholder, Sir Stelios Haji-Ioannou, claimed it would run out of cash by the year end regardless. The loan scheme allows UK businesses to apply for loans at pre-crisis commercial rates. EasyJet said it would also borrow another £407m from commercial creditors to ensure its liquidity. Its planes are now all grounded. Haji-Ioannou said even if the airline resumes flying fairly soon, hopes it would be solvent by August were probably “wildly optimistic” because it is wasting money on buying new planes. He said it is a scandal for EasyJet to be getting government funds, as if it cancelled the plane order, the loan would not be needed. The £600m will be to pay Airbus. He said when international travel eventually restarts, the airline would “feel more like a startup trying to find a few profitable routes for a few aircraft”. EasyJet is meant to be buying order for 107 planes from Airbus, costing some £4.5bn, which it now cannot afford. EasyJet has now reached agreements with unions to furlough about 4,000 UK-based pilots and crew during April and May, out of a total of about 9,000. Haji-Ioannou’s family received a near £60m share of £171m paid in dividends last month. All rather sordid …
Covid-19: IATA emails reveal airline industry plan for tax breaks, subsidies & voucher refunds
Lobbyists around the world are coordinating a massive effort on behalf of airlines to push governments to remove environmental taxes and set up bailout funds – due to Covid-19. An email from IATA to its members shows how the airline industry is lobbying for public money to be poured into funds to restart or maintain air travel – and for any planned tax increases to be delayed for up to a year. The email describes “an aggressive global campaign” to ensure that airlines can offer passengers vouchers rather than cash refunds if flights are cancelled. This saves airlines money now, and also means CO2 emissions will increase as passengers re-book at a later date, instead of not travelling. Campaigners are concerned that the aid to airlines may last longer than the Covid crisis, even when things are back to (near) normal, and would allow the airline industry to receive public support without any undertakings to governments to reduce future carbon emissions. Governments can’t afford to be bailing out polluting sectors without strict green conditions. IATA also wants the baseline of carbon emissions for CORSIA to be based only on 2019 emissions, not 2019 and 2020 as intended, due to the pandemic this year.
Heathrow operating one runway only, alternated weekly, due to Covid-19 and few remaining flights
2.4.2020 Link to Heathrow statement Starts 6th April. Unknown how long this will continue.
Karl Turner asks: Where next for the UK’s airport policy?
On 27th February 2020 the Court of Appeal declared the Government’s Airports National Policy Statement (ANPS) to be illegal as the Government had not taken into consideration their commitments on climate under the Paris Agreement. So unless Heathrow succeeds in appealing to the Supreme Court, or Shapps amends the ANPS, Heathrow expansion is unlikely to happen. Expansion at Heathrow would have had a negative impact on the regions of the UK. The forthcoming Aviation White Paper [Aviation Strategy] provides the opportunity for Government to have a rethink about its entire aviation policy, particularly with regard to any future airport expansion. At the very most, UK aviation could expand by 25% on its 2018 level. But the current government projections are for 73% expansion by 2050, with various entirely speculative technologies that do not exist, or would be prohibitively expensive, removing the carbon. Alternative fuels are not going to happen on any scale. The government must avoid financial measures that boost aviation demand or support failing airline businesses, which cannot be justified in light of the climate crisis. .
British Airways suspends all Gatwick flights, and EasyJet grounds all planes
British Airways will suspend all flights to and from Gatwick due to Coronavirus. EasyJet has grounded all its planes, with no idea when this will end. Shares in IAG, which owns British Airways, have more than halved in value since the beginning of the month. While BA continues to fly from its main hub of Heathrow, it does so on a much reduced timetable as travellers scramble to get flights back home to the UK. The UK government has pledged £75m to charter special flights to bring home UK nationals from countries where commercial flights are unavailable. The aviation sector has been lobbying the government for a targeted aid package to stop firms going under as a result of the slump in demand. If a passenger’s flight has been cancelled they are entitled to a full refund to the original form of payment within seven days under EU air passengers’ rights rules. But airlines want passengers to have vouchers for future flights instead. Virgin wants government money, though its owner Branson, is immensely rich. Though staff will get 80% of their pay, airlines like Virgin have costs of leasing planes. Airlines have given shareholders large bonuses in the past, rather than keeping funds “for a rainy day”, and crises like the current one.
AEF asks: how should policymakers react to Covid-19 problems for aviation, and plan for the sector’s future?
The global changes to the aviation sector, caused by Covid-19, have been rapid and radical. It would have been impossible back in January to anticipate how many flights would be grounded, how air travel demand would sink, and how many airlines would be struggling to stay solvent. In a thoughtful piece by the AEF (Aviation Environment Federation), they consider how aviation policy needs to be re-thought, when the virus crisis is over. It is an opportunity to re-think society’s relationship to air travel, in a world that has been woken up to the realities of a global pandemic, and its consequences. Even when the sector hopes, post-virus, to get back to “business as usual” flying, the long-term danger of climate breakdown remains – and the threat worsens. The AEF says it is time to cease aviation exceptionalism, and the special treatment is gets on environmental policies and regulations. This needs to change. And there should not be measures to cut aviation tax, as demanded by the industry, that increase air travel demand. That is not justifiable. Covid-19 has demonstrated the desire, by millions, to look after and care about the welfare of others. Perhaps this virus wake up call could bring the dawning of a more responsible age.
DfT consultation on “Decarbonising Transport” – nothing of substance to cut aviation CO2
The DfT has quietly published (no press release or announcement – we are in the Covid-19 crisis) a consultation about Decarbonising Transport. The end date is around June, but not specified. Shapps says: “2020 will be the year we set out the policies and plans needed to tackle transport emissions. This document marks the start of this process. It gives a clear view of where we are today and the size of emissions reduction we need.” And, less encouragingly: “We will lead the development of sustainable biofuels, hybrid and electric aircraft to lessen and remove the impact of aviation on the environment and by 2050…” (he actually believes electric planes will make much difference in a few decades??). It also says “Aviation, at present, is a relatively small contributor to domestic UK GHG emissions. Its proportional contribution is expected to increase significantly as other sectors decarbonise more quickly.” And while saying we are working with ICAO on its CORSIA carbon scheme (unlikely to be effective) the document states: “…we would be minded to include international aviation and shipping emissions in our carbon budgets if there is insufficient progress at an international level.” But overall the intention is to let demand for air travel continue to rise.
Gatwick Airport will consolidate operations into the South Terminal from 1 April and limit runway opening hours to 2-10pm
Gatwick will close its North Terminal and consolidate operations into the South Terminal from 1 April, for a month, due to the lack of demand for air travel because of COVID-19. The runway to be in use between 1400 and 2200 for scheduled flights, but will be available for emergency landings and diversions only, outside these hours. The situation will be reviewed after a month, by 1st May. A decision on reopening the North Terminal will be taken when airline traffic eventually increases and Government public health advice – including on social distancing – is relaxed. Gatwick is hoping to make out that it is being “responsible” in closing, to protect the health of its staff and passengers, while it has been quite happy to have as many flights as it can, to and from other countries suffering high levels of Covid-19 infection, up until now. It is only closing because of the economics, and to “protect its business.” In addition London City Airport has announced that it was suspending all commercial and private flights until the end of April. It is also possible that Birmingham Airport could serve as a mortuary during the Coronavirus crisis.
Fresh indication that the government is not intending to support Heathrow expansion
The No 3rd Runway Coalition believe the Government has given its clearest hint yet that it will not support Heathrow expansion. In reply to a question put by Slough MP Tan Dhesi, the aviation minister, Kelly Tolhurst said that “The Court of Appeal has ruled that the designation of the Airports National Policy Statement has no legal effect unless and until this Government carries out a review”. The fresh use of the word “unless” implies consideration has been given to drop the project altogether. The DfT also state that they are focussed on responding to Covid-19 at the moment, which presents further evidence that Heathrow expansion has slipped down the agenda. The Government also say that they “are carefully considering the Court of Appeal’s judgment and will set out our next steps in due course”. However, it is unclear how long is meant by “due course”. Heathrow is struggling, with few passengers, probably having to close one or more terminals, due to restrictions on air travel for an unknown period of time, due to Covid-19. A recent review of senior staff at Heathrow shows no longer a role for overseeing expansion. Heathrow now also appears not to be pushing for the “early release” of 25,000 extra flights, as this would depend on the NPS, which has now been deemed to be invalid, by the Courts.
UK government draws up plans to buy airline shares, that would eventually be sold back to private investors, to keep them afloat during Covid-19
The FT has reported that the UK government is preparing plans to buy equity stakes in airlines and other companies hardest hit by the coronavirus crisis, after being warned that the economic packages it has announced so far will not be enough to save them. This is still in discussion. The plans would see the UK taxpayer inject billions of pounds into companies including British Airways in exchange for shares that would eventually be sold back to private investors. The airlines, unlike companies selling essential items, currently have almost zero customers – taking holidays and leisure breaks is no longer desirable, or indeed, permitted. So the airlines and airport will have almost no income. The government plan for the airlines is “an infusion of capital in exchange for equity.” That is safer for the government than a loan, that may never be repaid, even when airlines get back to operating nearly normally. Many airlines already have huge debts. They cannot borrow more commercially. Some airlines wanted state loans and tax relief, but that might not be enough during a sustained shutdown in the global aviation industry. The US might also take equity stakes in their domestic airlines.
Heathrow expansion frozen, with Coronavirus crisis adding further costs, uncertainties and delay
Heathrow contractors have been told to down tools, with work put ‘on hold’ until there is further clarity on any plan for a 3rd runway. It is unlikely to make any progress during the Covid-19 recession, when the number of people flying has been cut to just tiny numbers, and the situation likely to last for at least several months. This comes after the Court of Appeal ruling (27th February) that the Airports NPS is illegal; Heathrow is trying to appeal against this, to the Supreme Court, with a decision on whether to allow the appeal by mid April. Now the delays to the runway plans, if it ever happens, have increased by perhaps another year – due to the Coronavirus. The date when it might be ready has slipped from 2026, to 2029 (due to the CAA decision) to about 2030 (due to the Appeal Court) to about 2031 (due to Coronavirus)…. so it is looking less and less likely. The airport will lose huge amounts of money, due to the virus, unless government bails it out – and that is widely NOT seen as a sensible use of government funds, when millions of people also need financial help, due to Covid-19.
Airlines write to ask for government help as passengers no longer travel by air, due to Covid-19
As with so many other sectors and businesses in the UK and elsewhere, the Covid-19 pandemic is causing great difficulties to airports and airlines. Having speeded the spread of the disease round the world, airlines are now seeing a massive reduction in the numbers of people who want to fly. Governments are telling people not to travel. Planes are empty. Airports are empty. Many airlines do not have more than 2 or 3 months of reserves and are asking for government money to bail them out. Airports want help too, as do most other sectors. Whether giving money to airports (eg. Heathrow and Gatwick, owned by rich foreign companies) is a sensible use of scarce public funds, is another matter. Now Heathrow, Gatwick and Manchester airports have warned that they may have to close down operations unless there is government intervention to help them weather the virus crisis (that might last for many months more). The Airport Operators Association (AOA) said other airports are in the same position. IATA has said only about 30 of more than 700 airlines operating commercial flights around the world were likely to survive the next few months without help.
EU to suspend rules on slot “use it or lose it” avoiding ‘ghost flights’ rule for 4 months – airlines want longer
The European Commission has now said it will suspend for 4 months the rules on using airport slots, that have forced airlines to keep empty ‘ghost flights’ in the air, as a result of coronavirus cancellations. It is now up to the European Parliament and Council to sign off on the proposal before the rules can be fully suspended – they meet next week. The suspension will be considered to start on 1st March, lasting until 30 June. It can also be extended if necessary. But the airlines want this extended to the end of October. So now airlines do not need to fly an empty plane, just to use that slot, without fear of losing lucrative airport slots in 2021. The current law stipulates that carriers have to use at least 80% of their allotted slots, or they are returned to a common pot for the next calendar year. As well as saving the airlines effort and cost, it will avoid unnecessary carbon emissions. The proposal also back dates the rules to 23 January 2020 from China-bound flights, as that was the first date when Beijing started to close air routes. Airlines are losing money, as passengers stay away. BA said it is likely they will lose a number of jobs, “perhaps for a short period, perhaps longer term.”
Biofuels (including for aviation claiming it is “low carbon”) to drive massive increase in palm and soy demand by 2030
A new report by Rainforest Foundation Norway looks at the impact of global biofuel policies on tropical deforestation. Palm oil and soy, in particular, are biofuel feedstocks that are associated with high deforestation risk. The report analyses biofuel policies in all key markets and assesses. It found the impact on demand for palm oil and soy-based biofuels in the coming decade will be huge, and may rise by over 60 million more tonnes of palm oil by 2030. That is about 90% of current global palm oil production. The demand for soy oil might rise by over 40 million tonnes, about 75% of current production. This would cause an estimated 7 million hectares of deforestation, including up to 3.6 million hectares of peat drainage. There would be tragic loss of biodiversity, including charismatic species like orang utans. The deforestation would cause over 11 billion tonnes of extra CO2 entering the atmosphere, by 2030 (more than China’s annual CO2 emissions). The aviation industry is potentially the largest consumer of high deforestation risk biofuels, followed by Indonesia and Brazil. The world is in a dual ecological crisis of climate change and biodiversity loss. This use of biofuels is NOT the answer, to either crisis.
London City Airport backs down on key expansion proposals – like removing the 24 hour weekend flight ban period
London City Airport has dropped its controversial plans to get rid of the 24 hour weekend break from the planes (Sat 12.30pm to Sun 12.30pm), and also to operate more early morning and late evening flights. It told its Consultative Committee on 6th March that it would not be proceeding with these two key proposals it had outlined in its draft Master Plan which it consulted in earlier this year. Campaigners have worked very hard for this, and are delighted. The airport may still want ultimately to seek to lift the current annual cap on flight numbers, the other main proposal outlined in the draft Master Plan, but did not expect to do so any time soon. London City intends to publish its final Master Plan before the end of the month but has no immediate plans to put in a planning application for more flights. London City’s expansion plans had generated record levels of opposition from local authorities and communities impacted by the airport. The Mayor of London also came out in opposition. London City also told the Consultative Committee that it is continuing the process of reviewing its controversial flight paths as part of the wider airspace changes across London and the SE over the coming years.
Flybe collapses, despite huge investment by its owners – it is not getting more UK government cash
UK airline Flybe has collapsed into bankruptcy after months of talks with the government failed to secure a £100m loan. All flights have been cancelled. It was financially very weak, and the outbreak of Coronavirus hit its demand hard, speeding its demise. About 2,000 staff jobs are at risk. The government had rejected the idea of a state loan of £100 million to the airline. Flybe had been told there might be a cut in Air Passenger Duty on domestic flights, but that would not happen fast enough to save the failing airline. Flybe was taken over in 2019 by “Connect Airways”— a consortium of Virgin Atlantic, Stobart Air and hedge fund Cyrus Capital – to prevent it falling into administration. Connect agreed in January to invest £30m into Flybe to continue operations, as part of a government rescue package that included APD cuts. Virgin Atlantic had invested over £135 million in Flybe to try to keep it going; that includes about £25m of the £30m committed in January 2020, alongside a “time to pay” arrangement with the Treasury on air passenger duty of £3.8m. Flybe’s administration follows last year’s failure of Thomas Cook, which also went bankrupt. Unless other airlines take up the Flybe routes, demand at many UK regional airports (eg. Southampton, Exeter, Newquay) will be hugely reduced.
Heathrow investors may soon realise “the days of plenty are over”, with returns cut
Heathrow’s planned 3rd runway plans took a very substantial knock on 27th March, when the 3 Appeal Court judges ruled that the Airports National Policy Statement was invalid. It had not properly taken carbon emissions, and the Paris Agreement, into account. The Government now has to decide what to do about the NPS. The scheme is looking less attractive for its investors. The Sunday Times has written that “Heathrow’s owners, which have siphoned off a stream of dividends over the past decade, are about to learn that the good times are coming to an end.” …”Heathrow was bought for £10.3bn as part of the airports monopoly BAA in 2006 by a consortium led by the Spanish infrastructure giant Ferrovial. After an initial period when lenders restricted dividends, payouts have flowed, while debt has soared. From 2012, the airport has paid out more than £4bn of dividends, including £500m announced last week.” Currently Heathrow investors earn more, the more Heathrow spends and builds. “But that may be about to change…” The CAA may soon get much tighter on returns to investors, as they are being with NATS.
Airlines, suffering from fewer passengers due to Coronavirus, want relaxation of 80% slot “use it or lose it” rule
The airlines are feeling the effect of the Coronavirus. It is largely by air travel that the virus has spread so widely, and so fast, to dozens of countries. But the impact of the virus is to reduce air travel, either by people being prevented from flying, or others choosing not to put themselves at risk. So flights are being cancelled, and airlines are worrying about their profits. Currently in the UK, and Europe and internationally at large enough airports, the slots are allocated – and there is a “use it or lose it” rule. If an airline does not use 80% of its slots, it risks losing them. Slots can be hugely valuable, at an airport like Heathrow. In the UK the slots are administered by ACL (Airport Coordination Limited). Airlines are now asking that the slot use rules should be relaxed, even just temporarily while the world waits to see how widespread the Coronavirus becomes. IATA has said it was contacting aviation regulators worldwide and requesting the usual rules governing the use of takeoff and landing slots be put on hold. That has been allowed occasionally in the past. Airlines often “cheat” on the 80% rule, flying small planes, or “ghost planes” to keep up the figure.
Heathrow expansion blocked by Court of Appeal ruling NPS illegal, for ignoring impact of carbon on Paris Agreement obligations
The Court of Appeal has ruled that the government’s decision to expand Heathrow was “unlawful”, on climate change grounds. This is one of the most important environmental law cases in this country for over a generation, and ground-breaking for ensuring carbon emissions are properly taken into account. The judgement, which sets a key legal precedent, said the government (Grayling as Sec of State for Transport) had wrongly ignored its international climate change commitments under the Paris Agreement. Such an omission was a fatal flaw to the lawfulness of the National Policy Statement, approving a 3rd Heathrow runway. Grayling had accepted flawed legal advice, implying that there was no need to consider obligations to cut carbon, through the Paris Agreement. This judgment has vital wider implications for keeping climate change at the heart of all planning decisions. From now on, every infrastructure spending decision in the UK could face legal challenge if it doesn’t comply with the Climate Change Act, which mandates virtually zero emissions by 2050. The government has said it will not appeal to the Supreme Court.
The Court of Appeal found the government hadn’t considered its commitments to the Paris Climate Agreement when it backed the Heathrow runway scheme in 2018
Heathrow expansion abandoned by government – which will not appeal court ruling that NPS was illegal
Lord Justice Lindblom
Heathrow expansion is now very unlikely, after the ruling by the Appeal Court that the government’s approval of the Airports National Policy Statement (ANPS) was unlawful. Pushed through by Chris Grayling, as Secretary of State for Transport, it failed to take into account the UK’s climate change commitments. Lords Justice Lindblom, Singh and Haddon-Cave ruled the government did not take enough account of its commitment to the Paris Agreement on climate change when setting out its support for the proposals in its ANPS. The government should have given an explanation about how it was taken into account, but it did not. The UN’s Paris Agreement, which came into force in November 2016, commits signatories to take measures to limit global warming to well below 2C. The government saw the ruling last week, and could have appealed to the Supreme Court, but has decided not to do so. This instruction will have come from Boris Johnson, not only Grant Shapps. Shapps said: “We will set out our next steps in due course.” It has become increasingly clear that the Heathrow runway could not pass necessary standards on noise, carbon, cost or air pollution. The legal judgement should be the final nail in its coffin.
The implications of the Appeal Court decision will go far beyond just Heathrow, perhaps to all high carbon developments
The Appeal Court ruled the Airports National Policy Statement (ANPS) illegal, because it had not properly taken into account the obligation by the UK to consider its impact on obligations to the Paris Agreement. The ANPS should have – through the Planning Bill 2008 that set out what an NPS should include – contained an “explanation of how the policy takes account of government policy relating to the mitigation of, and adaptation to, climate change.” It did not. The implications is the precedent set by the judgement on any large infrastructure project that requires an NPS. But it also goes wider. Many commentators have said this will require the UK government, and other governments, to take seriously their obligations to cut carbon emissions, through their Paris commitments. The court has shown that the Paris agreement has real teeth, and suggests that these targets must now be taken into account in all future big infrastructure projects, including plans for new roads (see below), airport expansion and the building of gas-fired power stations. The extent to which this applies to all planning applications, not just the largest (through the NPS/DCO process) will probably be determined in coming months, by the Courts.
Click here to view full story…
More on the implications: See also an important article by lawyers at Friends of the Earth, on what the ruling means, for aviation and beyond.
Ruling against Heathrow expansion – impacts and significance (28th Feb 2020)
Appeal Court ruling on Heathrow expansion will be on Thursday 27th February – Theresa Villiers says the runway should be cancelled
Theresa Villiers – Secretary of State for Environment until a fortnight ago, when Boris had her moved – has spoken out against the Heathrow runway plan. She said the government should cancel it, as it risks worsening air quality and increasing noise pollution for thousands. Heathrow and its backers had failed to present a “convincing” enough case for the runway to go ahead. The judgement at the Court of Appeal will be handed down on 27th February, on the legal challenges against the government for its incorrect backing of the Airports National Policy Statement (ANPS). The DfT had failed to properly consider the impact of Heathrow expansion on the the UK’s ambition to be carbon neutral by 2050, and its Paris Agreement obligations. One of the legal challenges is by Friends of the Earth, who have suggested this legal ruling could be the most important environmental law case in the UK for over a generation. Boris Johnson is aware that Heathrow cannot meet a range of conditions, on noise, air pollution, cost or carbon. Adam Afriyie, the Conservative MP for Windsor, said the runway scheme should be scrapped as it was “completely incompatible” with the UK’s legally-binding climate target.
New Report shows Heathrow expansion to cost the regions £43bn and thousands of jobs over decades
An important new report, Baggage Claim, has been published, by the No 3rd Runway Coalition, on the impact of the runway on the regions. It shows the Government’s own figures indicate that by 2050 the runway would divert 27,000 jobs – as well as GDP – from regions, into London and South East. This is the opposite of what the Government claims to be aiming for, to “level up” areas of the UK. The report finds that movement of jobs will impact on the national distribution of GDP; around £43 billion (net present value) would move out of the regions and into London and the South East, by 2050. The data is based on Government data secured by a number of FOI requests. Every region of the UK would lose out, with the greatest impact in the North West and West Midlands if expansion goes ahead. By 2050, the North West would lose up to £14bn in GDP growth and 15,000 jobs. Figures are available for each region. The impact would be to blight parts of the regions. The Coalition finds it incredible that the DfT has known about this, and the economic damage to the regions, but said nothing about it; details had to be extracted by FoI. Report here
The Court of Appeal judgment on the Heathrow legal challenge will take place on Thursday 27th February
Every UK airport has plans to expand – totals WAY above even the CCC advice of only 25% above current level
Every major commercial UK airport has plans to expand, with many hoping to double passenger numbers by 2030. This is in spite of the fact that the UK has the third-highest CO2-emitting aviation sector in the world, after China and the United States. But Brits love to fly and air travel is predicted to keep on increasing, rapidly – despite the UK in theory aiming for net zero carbon emissions in 30 years. Though the CCC advice is that UK aviation should not increase by more than 25% above current levels by 2050. Climate experts know the sector’s planned growth should not be allowed. Some examples of the anticipated growth, from airport master plans are: Heathrow – growth from 80 million passengers per year (mppa) in 2018 to 110 mppa in 2030. Gatwick – growth from 46.1 mppa in 2018 to 70 mppa in 2030. Birmingham – growth from 12.4 mppa in 2018 to 18 mppa in 2030. Manchester – growth from 28.2 mppa in 2018 to 38 mppa in 2030. Leeds Bradford – growth from 4 mppa in 2018 to 7.1 mppa in 2030. Bristol – growth from 8.7 mppa in 2018 to 12.5 mppa in 2030. Doncaster Sheffield – growth from 1.2 mppa in 2018 to 3.5 mppa in 2030. Southampton – growth from 1.9 mppa in 2018 to 4.5 mppa in 2030. And so on ….
In 2019 almost 50% of flights by men, and 33% by women, aged 20-45, were for stag and hen dos abroad
An environmental campaigning organisation, called Hubbub – who say they are helping people with “inspiration and practical actions that are good for you and the environment” has done some research on the flying behaviour associated with hen and stag parties. They found that about half of all flights taken by men aged 20-45 in 2019 were for stag dos, while just over a third of flights taken by women in the same age group were for hen dos. These hen and stag dos have become a booming industry, with people no longer content to remain in the UK, as flights are so cheap. But the Hubbub research showed about 60% of those asked felt that the jaunts were too long, expensive and involved excessive travel. About 30% felt resentful about the cost, and the time that sometimes had to be taken off annual holiday. About 60% of those surveyed preferred a UK-based hen or stag, because it was cheaper, easier to get to and a more flexible option. The expense of the foreign hen and stag dos were often considerable, and often higher than a comparable event in the UK. And do places like Prague and Gdansk really want hoards of drunken Brits? Another reason why millennials often have higher environmental footprints than the baby boomer generation.
Heathrow Hub asks Boris Johnson and Grant Shapps to order a Section 6 Review of the Heathrow 3rd runway NPS
Heathrow Hub, the rival Heathrow runway scheme that wants to effectively build a third runway, onto the western end of the northern runway, has now called on Boris Johnson and Grant Shapps to implement a “Section 6 review” of Heathrow 3rd runway. They say this is due to spiralling costs and also, bizarrely (as their plan also greatly increases CO2) “the incompatibility of the 3rd runway with the Government’s net zero carbon emissions by 2050.” Heathrow Hub are very critical of many aspects of Heathrow’s planning for its runway, including failure to provide information. They are particularly critical of the lack of details about Heathrow’s surface access plans. The Information Commissioner’s Office (ICO) has now deemed Heathrow to be a Public Authority and has ordered it to comply with its obligations under the EIR – so it has to respond to FoI requests, such as on surface access plans. Heathrow Hub says Heathrow’s latest consultation reveals a scheme that continues to change from the designated ANPS. The Government decision to approve the NPS and “designate” it is being challenged legally, with a judgement by the Court of Appeal expected on 28th February.
Major airlines say they’re acting on climate change – research reveals how little they’ve achieved
Research by Griffith University, New Zealand, has shown that the climate claims of most airlines are pretty thin. Several airlines have announced plans to become “carbon neutral”, or trial new aviation fuels. But looking at the world’s 58 largest airlines, when what is being done is compared to the continued growth in emissions, it is nowhere near enough. There have been improvements in the amount of carbon per seat kilometre – the “carbon efficiency.” But that is eclipsed by growth in number of flights and passengers. The study found the improved efficiency (fleet renewal, engine efficiency, weight reductions and flight path optimisation) amounted to a 1% cut in emissions, while the industry aims to cut by 1.5%. That was totally outweighed by annual growth of 5.2% in the carbon emitted by the industry globally. Industry figures show global airlines produced 733 million tonnes of CO₂ emissions in 2014. Falling fares and more people wanting to fly saw airline emissions rise 23% in just five years, 2014 -19. Higher-income travellers from around the world have had disproportionately large aviation CO2 emissions; they form a total of 16% of global population, but 62% of global aviation CO2. People need to cut the amount they fly …
Heathrow ruled to be a “public authority” for information-access, so FoI requests can be made on environmental issues
The Information Commissioner’s Office (ICO) has issued a decision, holding that Heathrow is a “public authority” for the purposes of the Environmental Information Regulations 2004 (EIR). This opens up the potential for anyone to ask HAL for information it holds relating to the environment, through a Freedom of Information (FoI) question. This could be on development applications, emissions, buildings, energy consumption, waste and noise. The EIR operate alongside the Freedom of Information Act (FOI Act), and oblige public authorities to disclose environmental information upon request (unless an exemption to disclosure applies). This has arisen because rival builder of Heathrow’s runway etc, Arora, asked Heathrow for information. It was withheld. Arora then appealed to the Information Commissioner. They decided that as Heathrow “carries out functions of public administration” it is indeed a public authority, not just a company. This is justified “given the importance of the efficient provision of services at Heathrow Airport to the economy and citizens of the UK”. Heathrow may appeal. Other airports might also be considered as public authorities in future…?
Has Boris Johnson used approval for HS2 to kill Heathrow Expansion?
In announcing that the government is approving HS2, the Prime Minister spoke of the importance of delivering prosperity to every part of the country. Boris said: “Passengers arriving at Birmingham Airport will be able to get to central London by train in 38 minutes, which compares favourably with the time it takes to get from Heathrow by taxi …. [and is] considerably faster than the Piccadilly line”. Was this a subtle alert to the negative economic impacts on every part of the country (save the South East) of expanding Heathrow? The DfT has known for a long time that a 3rd Heathrow runway would mean most regional airports would lose significant volumes of flights. Asked about Heathrow, Boris said he sees no “immediate prospect” of bulldozers, or any start to work to expand Heathrow. If £106 billion of public money will be spent on HS2, (much of that on the London to Birmingham section) this will increase anger about the disparity of spending on the regions and the south-east. With more fast rail travel between London and Birmingham, air passenger demand from London airports could reduce, removing any logic there was for a larger Heathrow.
Bristol Airport expansion plans rejected by North Somerset council by 18-7
North Somerset Council’s Planning & Regulatory Committee has gone against the advice of their own planning officers and have refused permission for Bristol Airport to expand. It has been a “David versus Goliath” battle of local campaigners against the airport, (owned by the Ontario Teachers’ Pension Plan). The airport wanted to expand from 10 million to 12 million passengers per year, with large carpark and other building. The opposition to the plans was huge, on ground of carbon emissions, as well as noise and general local damage. There were almost 9,000 objections sent in by members of the public, against 2,400 in favour. Councillors voted 18-7 against the plans, with one abstention. Councillors were persuaded that paltry economic benefits to the airport and airlines were far outweighed by the environmental harm. There would be large land take for the parking, and the extra carbon emissions would make targets of carbon neutrality for the area unachievable. Because the councillors went against the officers’ recommendations, the decision will return to the same committee to be ratified. If the decision is ratified, the applicant has six months to lodge an appeal, which would be heard at a public inquiry.
“Absolute Zero” report by UK academics: the only way to hit net zero by 2050 is to stop flying
In probably the best, more sensible (and most radical) comments on the future of aviation to date, Professor Julian Allwood (Cambridge University) and a group of academics from 6 UK universities, say there is no alternative but to cut aviation drastically. It is futile for the industry to hope for electric planes (which just might be a possibility by 2050, but only IF there is spare low-carbon electricity available). It is futile for airlines to pretend they can use low-carbon fuels, (these could only be made IF there is spare low-carbon electricity available). And it is unacceptable to pretend CO2 emitted is going to be captured, removed from the atmosphere, and stored. Not without vast use of energy. Tree planting only goes so far: we must increase the total area of forest in perpetuity to produce a one-off reduction in atmospheric CO2. The academics suggest closing most UK airports by around 2030, and closing just about all by 2050, to genuinely have no carbon emissions (offsets do not count). Only if there is spare low-carbon electricity available after 2050, could flying re-commence using electric planes or genuinely low carbon fuels. They say: “Bold announcements of “net-zero” targets by sunset industries such as fossil-fuel aviation cause confusion and delay the policies required to phase them out.”
ASA rule against Ryanair ad (greenwash) claim to have the lowest airline CO2 emissions
Ryanair has been accused of greenwashing after the UK Advertising Standards Authority (ASA) banned an ad campaign, that tried to make out the airline has the lowest CO2 emissions of any major airline in Europe. It has been ordered to withdraw the misleading claims about its “green” credentials. Ryanair is in fact one of the top 10 carbon emitters in the EU, due to the number of flights. Ryanair probably has lower CO2 per passenger kilometre than many other airlines, as it has newer planes, and crams its planes full. But its rapid growth has meant its CO2 increased by 50% between 2013 and 2019. The ASA pointed out failings in the way Ryanair compared itself to other airlines, to make its carbon claims; it did not include all airlines or seating density; it did not substantiate its claims. The growth of Ryanair, and of air travel in general, in Europe has been due to the sector paying no jet fuel tax, making flying artificially cheap. The CO2 emissions of all flights departing from EU airports have grown from being 1.4% of total EU emissions in 1990 to 3.7% today.
Aviation industry body (oxymoron) “Sustainable Aviation” hoping its new greenwash will persuade folk aviation growth is fine ….
The aviation industry is nervous of the growing awareness of the looming climate crisis and the need for personal responsibility for air travel CO2. So they are working to try to persuade the public that aviation is fine, and the the carbon emitted is really not a problem. They have it sorted. This is, of course, just greenwash.They are assuming the public is very stupid, or wilfully wanting to be deluded, to believe there will be no extra CO2 in the atmosphere, with 70% more flights. The aviation industry body calling itself (oxymoron!) “Sustainable Aviation” is trying to say UK aviation will be, quotes, “net carbon zero by 2050”. The industry can certainly make some little changes in engines, flight paths, operations etc, to cut a bit of carbon. That is far outweighed by the growth in passengers and flights. They have crazy hopes for low carbon fuels, which themselves would cause huge environmental problems. The rest is offsets. All that means is carbon reductions being made elsewhere are bought by the aviation sector, and are effectively cancelled out by the growth in air travel. It is not a solution. Aviation knows it. Greenpeace said: “This whole strategy is a flight of fancy. Carbon offsetting is simply an excuse to carry on with business as usual while shifting the responsibility to cut emissions to someone else, somewhere else, and some other time. It’s greenwash pure and simple and ministers should be wary of lending it any credibility.”
Ferrovial threatens to pull out of Heathrow if CAA does not let it make large enough returns
Heathrow’s biggest shareholder, Ferrovial, has warned that it could sell its 25% stake if returns are squeezed by the aviation watchdog. This casts doubt about the 3rd runway. Ferrovial says it would not put money into the runway, (costing between £14 and £32 billion) unless the Civil Aviation Authority (CAA) grants it “attractive returns”. The CAA ruled in December that Heathrow could not spend more on early construction in order to ensure the runway was built by the end of 2026 as planned. That means that the 3rd runway will now not be completed until 2028 – 2029, at the earliest, and not 2026 as Heathrow and its investors had hoped. The CAA currently has a consultation, that ends on 5th March, on Economic regulation of Heathrow, on the “regulatory framework and financial issues”. The CAA effectively decides how much money Heathrow can make through a complex tariff. This is usually updated every 5 years, although this has been extended by 2 years. A controversial regulatory scheme incentivises the airport’s owners to build, spend more, as then they earn more in returns – the passenger flight charges, now about £20 per passenger. If Ferrovial decides to pull out, it would invest in schemes elsewhere.
Government’s independent noise advisors ICCAN confirm that the impact of aircraft noise has been underestimated
It is highly significant that the government’s independent body looking into the problem of aircraft noise has said the previous study, SoNA, was inadequate. ICCAN declared the DfT’s evidential basis for assessing the noise impact of Heathrow expansion to have been “inappropriate” and did not properly reflect the numbers affected by plane noise, or the impacts. The Chair of the No 3rd Runway Coalition said: “And were expansion to proceed at Heathrow … a scandal would be in the making. When the DfT claimed that merely 97,300 more residents would be exposed to adverse aircraft noise, the Transport Select Committee concluded that the DfT’s methodology was “not of the real world”. Indeed, under a freedom of information request, we then learned that an internal DfT study had implied 2.2 million people would be affected – if the department had only applied the more realistic noise thresholds used elsewhere.”…“We remain startled that a government department, purportedly responsible for protecting communities from aviation noise, should plough on in this reckless – and perhaps deceitful – manner.”
Leeds Bradford Airport wants to cut night-time period by 90 minutes to just 11.30pm to 6am
Leeds Bradford Airport wants rules that impose a range of night-time flying restrictions to be relaxed, so it can operate more flights. The current restrictions, since 1993, are that the airport can only operate 4,000 flights a year during the night-time period, which is 11pm to 7am. Now the airport wants the night-time period reduced from 8 hours to 6.5 hours, so it is from 11.30pm to 6am – an hour and a half less. The WHO says people should have a quiet period for sleep for 8 hours per night. Most adults need between 7-8 hours of good sleep per night. That is not possible, if the night period is only 6.5 hours. That also does not include planes arriving later than 11.30pm, for delays etc. The change the airport wants means lots of flights in the “shoulder periods”. ie. between 6am and 7am, and between 11pm and 11.30pm. This enables airlines to fit in more “rotations” so they can make more return trips to European holiday destination airports, making more money for airlines. The plans will be discussed by Leeds City Council’s on January 30th; the airport may submit a planning application in the coming months.
Stop Stansted Expansion calls upon Manchester Airports Group to respect Uttlesford DC decision
Stop Stansted Expansion (SSE) has called upon the Manchester Airports Group (MAG) – owners of Stansted airport – to respect the Uttlesford District Council (UDC)’s decision to refuse the airport’s latest expansion proposals – and has urged MAG not to appeal against the decision. Welcoming the Council’s decision to refuse permission, SSE Chairman Peter Sanders said: “I would firstly like to express appreciation and gratitude to the Uttlesford councillors on the Planning Committee not only for reaching this decision today but also for the very thorough and professional manner in which they have dealt with this Planning Application. I believe that I speak not only for Stop Stansted Expansion in this regard but for almost the entire local community.” If MAG lodges an appeal against UDC’s refusal to the Secretary of State, the consequence could be a lengthy public inquiry and continued uncertainty for the local community for another year or more. If there is an appeal, SSE has pledged itself to support UDC in presenting the case at public inquiry. This should assist in minimising costs whilst also sharing technical expertise.
CPRE report shows UK monitoring of aircraft noise ‘seriously underestimates’ disturbance to people’s quality of life and health
CPRE is calling on the Government to improve the way it monitors aircraft noise after new research shows current maps seriously underestimate the problem. This comes at a time when there are proposals for airport expansion across the country, and as the Government prepares a new aviation strategy. The research, commissioned by CPRE, was carried out by Aviation Consultants, To70. It looked at the impact of noise pollution at lower levels than those usually mapped in the UK now. These lower levels, already used for monitoring noise pollution in other European countries, are believed to be a better indicator of the true impact of noise pollution below and near flight paths. The report uses Gatwick airport as an example, but the findings would apply at any airport. Currently the standard measure above which plane noise is regarded to “annoy” people if 55dB (a noise average),but this is far too high. A noise contour is produced for this noise level. But the WHO recommends reducing aircraft noise levels to 45 decibels in the day. The noise contour for 45dB is hugely larger than that for 57dB. CPRE says the government should commission independent research into the impact of aviation noise on health. Also that the ICCAN should be given statutory powers on noise.
Stansted Airport expansion definitively rejected by Uttlesford council
Stansted expansion plans have been rejected by Uttlesford District councillors at a special planning committee meeting. The decision was made with 10 councillors voting to overturn the previous approval, and two councillors, who were also members of SSE, abstaining. Officers had recommended approval of proposals to increase the airport’s passenger cap from 35 million to 43 million per year. The expansion had included 2 new taxiways and 9 new hangars, expanding the number of flights it can handle from 227,000 up to 274,000. There are about 28 million passengers now per year. Originally the council approved the plan, giving it conditional permission, but after the Residents for Uttlesford group took control from the Conservatives in May, the decision was referred back to the committee. The councillors who voted for expansion in 2018 lost their seats last year. Council officers said there were no new material considerations to justify a different decision from the one made in November 2018 when the plans were approved. It was a 7 hour meeting, “in which the chairman had to tell members of the public to stop applauding those opposing the plans.” It is possible MAG, which owns Stansted, may appeal.
Alistair Osborne in the Times, on how Virgin/ Branson have made fools of the government over Flybe bailout
Alistair Osborne, in the Times, writes about Flybe and the con that has been perpetrated, to get it given government finance. Flybe is 30% owned by Delta and Virgin Atlantic, with 30% owned by Stobart and 40% by New York hedge fund Cyrus Capital. Last February, the trio bought Flybe’s assets for just £2.8 million. Flybe has the contract to operate 4 daily flights from London to Newquay, partly paid for by Public Service Obligation (PSO) by government and Cornwall Council. This is paid in the belief that the flights are “essential” for “connectivity” but are not commercially viable. (Most passengers in fact are on leisure trips). Those Heathrow slots are very valuable to an airline, and could be used for flights that bring in more profit for the owners. A slot pair at Heathrow can fetch $75 million. Flybe has got the flights moved from Heathrow to Gatwick. Newquay-Gatwick offers far fewer international connections than Heathrow. The Heathrow slots will be used for other more profitable Flybe flights, feeding Virgin services. “And now Flybe’s owners have made fools of the rest of the nation by convincing ministers they need some sort of taxpayer bailout.”
Scientists appalled at government’s support for high-carbon airline industry, and Matt Hancock ill-informed comments
A letter from a group of leading scientists, in the Independent, criticises the support of this government for the high-carbon emissions airline industry, and the grossly misleading statements made by Matt Hancock (Sec of State for Health) to justify this bailout. On 15 January, he gave his unqualified support for the airline industry on BBC Radio 5 live. He claimed that dealing with the climate emergency does not require any change in our demand for flying, and (mistakenly) thinks electric planes will be a future solution. He said aviation has been decarbonised, which is categorically wrong. Small improvements in aircraft fuel efficiency are far outstripped by the industry’s rate of growth. These positions are at odds with the scientific evidence and the need for deep and immediate reductions in the UK’s emissions. Matt Hancock clearly has no grasp of the huge technical challenges in decarbonising aviation. It is of concern that a Secretary of State can be so misinformed. Flying already constitutes 10% of the UK’s carbon emissions and is predicted to rise by 300% by 2050 unless urgent action is taken.
Government considering UK APD cut to save loss-making airline Flybe – to boost profitability of domestic flights
Flybe is one of the main airlines that fly domestic routes in the UK – 38% of them. Currently air passengers pay £26 APD on a return domestic flight (and £13 on a return flight to a European airport). Flybe has been struggling for years, as many of its routes are not profitable. It said in October that it recognised, with growing awareness of the higher CO2 emissions from a flight that using the train or coach, (and “flight shame”) that some of the domestic routes should be scrapped. Now Flybe cannot pay its APD bill to the government – about £100 million over three years. So the government, which talked up the importance of regional connectivity before the election, is considering removing APD from all domestic flights. That would be entirely the opposite of what is needed, to tackle UK carbon emissions, and those from UK aviation in particular. Aviation is already subsidised by not paying VAT. The loss to the Treasury from cutting domestic APD would have to be made up by taxation from other sources. It is not as if all domestic flights are vital to the economy. Most are leisure passengers, making trips to visit places or people, friends or family.
Heathrow timetable – it will not submit its DCO till end of 2020 at earliest; final decision might be early 2022
The earliest the Transport Secretary (currently Grant Shapps) could make a decision on the 3rd runway would be the end of 2021, or perhaps early 2022. The Standard said it might be the end of 2020. That is not possible. Heathrow hopes to submit its DCO (Development Consent Order) to the Planning Inspectorate at the end of 2020, or it could be delayed into 2021 if they run into problems meeting the requirements of the Airports National Policy Statement. The Planning Inspectorate will launch an inquiry which takes 9 months and then the Inspector will take 3 months to make a recommendation to the Secretary of State – who then gets to make a decision. So that would probably be early 2022. There is no mechanism for the Secretary of State to make a decision before the conclusion of the planning inquiry unless the government enacts a review under section 6 of the Planning Act 2008 if it feels “there has been a significant change in any circumstances on the basis of which any of the policies set out in the statement was decided.”
Heathrow application to Planning Inspectorate for DCO now delayed from summer 2020 to “towards the end of the year”
Heathrow had originally intended to start its DCO (Development Consent Order) application by the middle of 2020. Now that the CAA has restricted the amount Heathrow can spend on early development costs, the timetable has slipped. Instead of hoping a 3rd runway might be read for use by 2026, that date is now more like 2029. Heathrow says it plans to hold another consultation from April to June, and then feed responses from that into its DCO, which might be submitted to the Planning Inspectorate towards the end of 2020. That is perhaps a 6 month delay. Some time after the middle of January, the Appeal Court ruling on the legal challenges, against the government’s approval of the Airports NPS, are expected. The DfT was intending to publish its Aviation Strategy in the first half of 2019. This is now delayed due to changes on carbon emissions, with the UK changing from an 80% cut on 1990 levels by 2050, to a 100% cut (ie. “net zero”) and advice on aviation carbon from the Committee on Climate Change.
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 ….. . . .