Airport News
Below are news items relating to specific airports
Teesside Airport flight subsidy – an unknown amount of public money – divides mayoral contenders
New flights from Teeside airport (used to be called Durham Tees Valley airport) are being subsidised by taxpayers. Tees Valley Combined Authority (TVCA) has contributed funds to support six routes from the airport. The amount has not been released due to "commercial sensitivity" but it was believed in 2018 that there would be subsidies of £1 million over 3 years. Now Tees Valley mayoral candidate Jessie Joe Jacobs said the figure should be made public. She said: "If subsidies are going to flights, are we going to see subsidies for buses for places like Port Clarence, where people cannot get to their local hospital without getting a taxi?" With more awareness of climate breakdown, flying shame and increased rail usage, is helping people to take domestic flights sensible use of scarce public funds? The airport was brought back into public hands at the start of last year for £40m as part of a £588.2m investment plan agreed by Labour council leaders and Tees Valley Mayor Houchen. It is owned in a 75/25 split between the TVCA and Stobart Aviation. Its business plan forecasts losses until 2025 after which it just might make a small profit. But who knows, so far ahead. Voting in the mayoral elections will take place in May.
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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...?
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Campaigners criticise CAA’s PIR report on Luton flight path changes and noise increase
The CAA have published the results of a post-implementation review (PIR), which analysed the impact of RNAV between its introduction in 2015 and 2017. RNAV means concentration of planes down a narrow flight path, intensifying noise for those over-flown. The CAA concluded that the airspace change "achieved the objectives set out in the original proposal".The introduction of RNAV has meant the majority of departures have moved closer to Harpenden, south Harpenden and the less densely-populated areas of Redbourn, while still not to flying directly over those areas. The number of flights increased by 30% between 2015 and 2017, but the PIR says the flight paths was not an "enabler" for an increase in airport capacity, or for an increase in flights during the early morning and late evenings. The CAA says the increase in noise complaints 2015 - 2017 was due to there being more plane - not the narrowing of the flight paths. Local campaigners are angry and disagree with the CAA, saying much of the noise nuisance is due to RNAV, not just more flights. Andrew Lambourne (LADACAN) commented: "The whole thing feels like a rubber-stamping exercise, and was not worth waiting three years for."
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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 the south-east could move to Birmingham, reducing any logic there was for a larger Heathrow.
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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 huge 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.
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Kirklees council urged not to back Leeds Bradford expansion plans – due to climate impact
Kirklees Council leader has been urged not to back the use of public money to help the £41 million expansion of Leeds Bradford Airport. The call came from Kirklees Greens leader, Cllr Cooper, who says pumping £5 million into a proposed new rail interchange - the Leeds Bradford Airport Parkway scheme - would inevitably increase international flights and could undermine regional carbon emissions targets. Such a commitment of public money, increasing carbon emissions at a time of climate crisis, was foolhardy. The airport's expansion plans are being considered by the West Yorkshire Combined Authority (WYCA), a group of leading councillors and officers from West Yorkshire councils, plus York, that works on major infrastructure projects. The rail interchange would include a new railway station on the Harrogate railway line and associated access works, assisting access to the airport. The scheme is being promoted with claims it will improve air quality ... slightly dubious reasoning there ... Cllr Cooper: "Kirklees Council cannot ignore the impact of air travel and the threat it poses to all the actions that we need to be taking to reduce global emissions."
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High Court won’t intervene on Stansted planning application being regarded as an NSIP
Stop Stansted Expansion (SSE) has expressed disappointment at the High Court decision, announced that the Secretary of State for Transport does not have a statutory duty to treat the current Stansted's planning application as a Nationally Significant Infrastructure Project (NSIP). SSE challenged the decision that the plans were not considered to be an NSIP in mid November. Though Uttlesford District Council originally approved the expansion plan in November 2018, the council then rejected the plans (new councillors after council elections) on 24th January 2020. It is likely that Manchester Airports Group, the owners of Stansted airport, will appeal against the Uttlesford decision, so the issues would be examined at a Public Inquiry, with the Secretary of State making the final decision. That means that whether the airport's expansion plans are regarded as an NSIP, or if the airport appeals, the final decision would be by the Secretary of State. And SSE says the NSIP route would be cheaper for all concerned.
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Letter countering the deliberately misleading BackHeathrow leaflet on Heathrow and carbon emissions
Back Heathrow has again put out one of its deliberately misleading leaflets, "How Heathrow can expand and tackle climate change," aimed at getting local people to support its expansion plans for a 3rd runway. This time it is claiming to be low carbon, and reassure people that the carbon emissions from its flights will not be an issue. It goes on about electric planes (not remotely feasible for large scale transport for decades, if ever). A local resident has written to counter the greenwash nonsense. He says: "The Government's own Committee for Climate Change has said “there are likely to be no commercially available zero-carbon planes by 2050, particularly for long-haul flights”, and this “will require breakthroughs in battery energy density to become a commercially viable proposition.” " ... and Heathrow "say that despite 700 more flights per day, they will reduce the number of cars to and from the airport but they have not made any progress doing so, because they can charge high amounts for parking, and their plans include 2 new 25,000 space car parks." And many other great points, to demolish the self-serving nonsense in the Back Heathrow leaflet.
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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.
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Heathrow runway would increase Scotland’s aviation CO2 by more flights Heathrow to Scotland
If Heathrow got a 3rd runway, it is very likely to increase the amount of carbon produced by more flights from Edinburgh and Glasgow, to Heathrow. The extra flights and destinations at Heathrow would entice more Scottish people to fly south, to make the connections. It is estimated this might be an extra 5,000 flights per year (ie. about 14 more per day), with several hundred thousand extra tonnes of CO2. If travellers from Scotland, wanting to fly from Heathrow, took the train, there would be less carbon emitted. Increasing flying, whether from Scottish airports, or from Heathrow, is entirely at odds with Scotland's aim of cutting carbon emissions and becoming a net-zero country by 2045, which is 5 years earlier than the current (inadequate) UK target of 2050. Colin Howden, director of the sustainable transport alliance, Transform Scotland, said the Scottish government's plans to cut a tiny bit of aviation carbon by looking at electric planes for some short trips in the Highlands and islands, would be entirely eclipsed by the increase in flights to Heathrow.