Airport News
Below are news items relating to specific airports
New group, CHATR (Chiswick Against the Third Runway) formed to oppose Heathrow expansion
The first meeting of a new group in Chiswick, opposing Heathrow expansion, took place on 25th September. The group is CHATR (Chiswick Against the Third Runway), and it covers areas in North and Central Chiswick that would be badly over-flown by arrivals to a new north west runway. Ruth Cadbury MP for Brentford & Isleworth, who has campaigned against expansion at Heathrow for 12 years, spoke at the meeting..John Stewart, HACAN's Chairman said the meeting was 'timely indeed' as the deadline for a Government decision on the runway rapidly approaches. Last time round, back in 2009, there was active opposition to a new runway from the Chiswick area, and there is again determination to see it does not happen. The area will not only suffer the plane noise, but also considerably increased pollution and noise, from the increase in road traffic that will inevitably be the consequence of the runway. People were encouraged to attend the anti-runway rally, as CHATR representing Chiswick, in Parliament Square on 10th October (11 am to 12.30pm). It is suggested they come with a placard clearly showing their postcode and stating they are against the third runway. More information or to join CHATR@mail.com
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Sir Howard Davies writes to Patrick McLoughlin and the GLA to dismiss Gatwick’s claims
The Airports Commission, now almost closed down, has published on its website a letter to the GLA from Sir Howard Davies, setting out why they believe strongly that their analysis is robust to the arguments that Gatwick airport have made (recently repeated). The Commission also published a letter to the Transport Secretary, Patrick McLoughlin, dated the 7th September, and now copied to the GLA, countering all Gatwick's arguments why it should be the site for a new runway. The Commission's letter to Patrick McLoughlin deal with Regional Connectivity, on which they dismiss Gatwick's claims; Economic Benefits, on which the Commission says the benefits to the UK from a Heathrow runway are substantially greater than a Gatwick runway; on Costs and Charges; Deliverability and Financing; Air Quality; and Noise. The Commission says, quote: "GAL accuse the Airports Commission of having ‘largely ignore[d]’ Gatwick’s lower noise impacts compared to those of Heathrow. That is nonsense." Sir Howard Davies' letter to the GLA covers the issues of capacity and resilience, connectivity, noise mitigation, surface access and finance. Criticising the session at the GLA where Sir Howard was interviewed, he says there was no "serious consideration of the role of aviation, and the benefits of expansion, in supporting the capital’s long term prosperity."
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Relief possibly in sight for residents in Reigate affected by Gatwick flight departures noise
During 2014 there was a change to a flight path (Route 4) taking off to the west from Gatwick, curving to the north. The change meant the planes went further north than usual, on a less tighter turn than before. This subjected thousands of people, not previously over-flown, to intense aircraft noise. The local group Plane Wrong, was set up as a result. Now the CAA Board has finally completed its PIR (Post Implementation Review) and adopted a recommendation on departure Route 4 to essentially shift the point at which aircraft take the turn and to fly further south of Reigate and Redhill, keeping planes within the long-established Noise Preferential Route (NPR). The change is expected to come into effect by the end of the year. The recommended change will not be a simple reversion to the old system, but will use the new satellite based technology PR-NAV to replicate the old pattern of take-offs. Local MP Crispin Blunt has been pressing for urgent changes to the flight path, following ongoing delays by the CAA to implement a solution. Over 15,000 people responded to the CAA’s public consultation on the implementation of PR-NAV at Gatwick, a sign of the strength of feeling about the extent of the noise problem.
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Revolving door revolves again: Vickie Sheriff (used to work at 10 Downing Street) to be Heathrow head of comms
There have for a long time been concerns about the "revolving door", by which people switch between working high up in the aviation industry, and working high up in Government. The concern is that they may bring too much influence, from their earlier employer. Now it is announced that Vickie Sheriff it to become head of communications for Heathrow airport. Earlier she had worked for the Prime Minister, in 2013, with a dual role as official deputy spokesperson for the Prime Minister and head of news at Number 10.She went to the DfT and then Diageo in 2014. Heathrow's director of PR, Simon Baugh, left earlier this year to work at the Department for Transport to take the role of head of communications. This is the job that was previously held by Vickie Sheriff. (Simon Baugh was not actually meant to be advising ministers on the new runway issue till 1st September, when he had been at the DfT for 6 months). Heathrow also appointed a new consumer PR agency in the summer. There have been several other high profile examples of the "revolving door" in the past, including Tom Kelly in 2009, who had worked for Tony Blair and then went to BAA as head of comms.
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Chairman of Commons Environmental Audit Committee says Cameron must answer questions on Heathrow expansion
The House of Commons Environmental Audit Committee recently set up an Inquiry on the "Airports Commission report: Carbon emissions, air quality and noise." It closed on 3rd September. A considerable number of submissions have been made, from councils, organisations, individuals (and a few from the aviation industry or its consultants). The Chairman of the Committee, Hugh Irranca-Davies, has said that the Government has “big questions to answer” over how it could meet the legally binding EU air quality rules while backing a 3rd Heathrow runway. The submissions, including the one from Transport for London (Boris Johnson) raised a series of objections to a bigger Heathrow. Boris said: “The Commission has failed to demonstrate that a three-runway Heathrow, even with mitigation, will not have the worst NO2 concentration in Greater London, so risking the compliance of the entire zone and EU fines on the UK.” He said the Commission failed to recognise the impact of increased road traffic. Clean Air in London said: “If the Commission is suggesting that the only relevant requirement is that additional runway capacity should not delay in time average compliance throughout the London zone, then it has misdirected itself on the law.” Sections on air quality from a number of submissions are shown in this article.
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West Country MP says “London mustn’t have a veto on Heathrow” – led to believe a runway would benefit his region
An MP from the South West, Dr Liam Fox (MP for North Somerset) has said that a decision on a runway for the south east should not be made by people in London alone. Though he does graciously concede that: "Residents of west London who live beneath the flightpath do have legitimate concerns" he says "the capital must not be allowed to dominate a debate that is about the future of the whole UK." And he produces the figures of benefit of a 3rd Heathrow runway to the South West of "a £10 billion increase in economic activity, as well as 12,300 new jobs." Unfortunately these figures are actually up to 2050. They also come from a (4 page) paper from consultants employed by Heathrow airport, long before the Airports Commission's final report. Dr Fox believes there will be a big expansion in business air travel, and that there will be many more flights to regional airports, like those in the SW. He does not seem to have read the Commission's comments about there being regional flights to only 4 domestic airports (from 7 now) by 2050, or Howard Davies' comments to the London Assembly about regional airports being likely to close. Dr Fox - and other MPs in the regions - would perhaps do well to understand the limitations and failings of the Commission's work on wider UK economic impacts of a SE runway.
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Edinburgh trial (no prior consultation) of new narrow route to be ended 2 months early, due to opposition
Edinburgh Airport is to halt its controversial trial of a new flight path two months early (28th October). The trial of the concentrated route resulted in unacceptable levels of noise for those below the new route. The airport's Chief executive Gordon Dewar admitted the airport had been overwhelmed with complaints about the trial route over areas which were not previously over flown. He said a letter from Transport Minister, Derek Mackay, asking if the trial could be shortened had also influenced the decision. The announcement was made at a packed public meeting in Broxburn. Like all other new routes that have been introduced through the CAA, there was no consultation. Mr Dewar said on the consultation: "...I do apologise. We have learned a lesson on that one.” The CAA has been taken aback by the extent of opposition to every new concentrated flight path it has introduced, and appears unable to work out how to implement the European SESAR changes to airspace on an articulate and determined population, against their will. Someone at the meeting commented that Gordon Dewar's presentation was met with silence from the audience. But a short video by Sally Pavey, an experienced noise campaigner from Gatwick, received enthusiastic applause. Campaigners from affected airports are linking up to oppose unsuitable airspace changes.
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BALPA questions effectiveness of Heathrow 3.2 degree approach trial – noise might even increase?
Heathrow has started a 6 month trial of some aircraft approaching the airport at a 3.2 degree angle, rather than the usual 3 degrees. Its intention is to make a small reduction in aircraft noise. But BALPA, the pilots union, has commented that this may actually be more noise, not less. The steeper angle means pilots will need to be aware of how this will affect the handling of the aircraft and will have to adapt their flying accordingly. Though modern planes are quite capable of landing at 3.2 degrees, the plane must be at a specific height and speed and configured correctly when it reaches 1,000ft above the airport. If it does not meet the criteria the landing must be aborted. It is possible the 3.2 degree approach could result in more go-arounds. That would cause more noise, more pollution and an increase in workload for both air traffic controllers and pilots. Planes would also need to slow down earlier in their preparation for landing. Using speed brakes, lowering the undercarriage and using flaps to reduce speed could possibly increase the noise levels further out on the approach to the airport. Some aircraft may have to use full flaps for landings, which will increase noise due to higher power settings required to counter the extra drag.
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Advertising Standards Agency rules Heathrow ads claiming “Those living around us are behind us” are misleading
Heathrow Airport has been told by the ASA that its adverts claiming that "Those living around us are behind us". Eight people had challenged whether the adverts were misleading and if they could be substantiated. The ASA concluded that the claim exaggerated the level of support for expansion, had not been substantiated and was misleading. They noted that the claims “Those living around us are behind us” and “Locals support it” were not qualified. The ASA considered that most readers would interpret the claims to mean that a clear majority of those living in close proximity to Heathrow Airport supported expansion. The evidence provided, however, showed that only 50% of those surveyed from ten constituencies close to the airport supported expansion. The ASA say the ads must not appear in their current form again. They told Heathrow Airport Ltd to ensure they held sufficient evidence to substantiate their objective marketing claims in future, and to ensure their claims were adequately qualified, without contradiction. John Stewart, chair of HACAN, said: “This judgement is not good news for Heathrow. It undermines a key plank of their campaign that they have strong local support for a third runway.” The ASA ruled against other Heathrow adverts in February 2014.
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Newquay Airport Development Fee (£5 per passenger) axed after private meeting of Cornwall Council
A secret meeting of Cornwall Council's Cabinet has agreed that the taxpayer will have to pay more to subsidise Newquay airport. They voted to abolish the passenger levy, which is the £5 Airport Development Fee (ADF) that is charged for each departing passenger over 16 who boards a flight from Newquay. Newquay was the first to introduce such a tax in the UK, in 2006,to fund development of the airport. It is understood that the controversial vote was reached by just one vote and was pushed through by the deputy leader of the council. The hope is that the decision will help Newquay win back Ryanair. But removing the £5 charge will mean an increase in the amount of taxpayer subsidy, shifting the burden from those who use the airport on to the general public. It comes at a time when cash-strapped Cornwall Council considering selling off leisure facilities, reducing library opening hours and closing public toilets. A cross-party group had asked the council's chief legal officer to scrutinise the Cabinet's decision, and there is concern that the decision was taken in private. One councillor said: "Where there are matters surrounding the airport, they frequently like to put cloud of secrecy around it."