Noise News
Below are links to stories about noise in relation to airports and aviation.
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.
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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.
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GACC 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 (Gatwick Area Conservation Campaign) 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.
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“Aviation Climate Alliance” – first newsletter – what could the post-Covid aviation sector look like?
Many organisations are united in their determination that when the aviation sector emerges from the Covid pandemic and lockdown, it will have to be slimmed down, and commit to effective and real cuts in its carbon emissions. There will need to be low-carbon jobs, in place of jobs in high carbon sectors that will need to change. A new informal grouping has been formed, between trade union and environmental campaigners, to help push for environmental and climate conditions being placed on any government assistance for the aviation sector, and more "green" jobs in future. It is named the "Aviation Climate Alliance", and its membership includes AirportWatch, the PCS union, the Stay Grounded movement, the Campaign Against Climate Change, and the Aviation Communities Forum (ACA). It will produce regular newsletters, putting many of the news items and relevant pieces of information together, to help campaigners access the news and facts. The first newsletter has been produced, and can be seen (see link). It was kindly put together by Tahir Latif, of the PCS union. To be added to the mailing list, tahirlatif51@icloud.com.
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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.
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Bath and North East Somerset Council rejects Bristol Airport application to increase night flights in summer months
Bath and North East Somerset Council has rejected an application by Bristol Airport to increase the number of night flights. The airport wants to increase the number of night flights to 4,000 throughout the whole year, starting in summer 2021. Currently the airport is allowed 3,000 night flights throughout the summer months and 1,000 in winter. The airport wants to be able to move some of their winter allocation to the summer, when demand is higher. Bath and North East Somerset Council rejected the application - stating it would have a negative impact on people living in towns near the airport. The request for more flights comes after the council opposed the expansion of Bristol Airport in March 2019. Then in March 2020 North Somerset Council threw out the plans, (which included increasing passenger numbers by an extra two million each year and building more car parks) on the grounds they were “incompatible” with the council’s declaration of a climate emergency. The extra night flights would cause noise nuisance to people in both councils.
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Mixed mode at Heathrow should be opposed; it means expansion through the back door, with more noise hell for thousands
Since 6th April, Heathrow has been operating using only one runway, in mixed mode, as a result of significantly reduced flight numbers during the COVID-19 pandemic. Mixed mode means landings and take-offs can take place on the same runway. At the moment this will be alternated each week, starting on a Monday. It is looking increasingly unlikely Heathrow will get a 3rd runway, due to the judgement of the Appeal Court, and now Covid. But if it does not get its 3rd runway, it is likely they will be looking to be allowed some form of expansion in its “two-runway strategy” that it is expected to launch in due course. This could take the form of increasing the annual cap on flight numbers from its current threshold of 480,000, to a new figure, over 550,000. That is 70,000 more flights per year, or about 190 more per day, using mixed mode. That means a lot more noise nuisance for thousands.The change would need a public inquiry, and would be politically toxic in areas affected negatively by Heathrow. It could bring misery to the 725,000 people already blighted by aircraft noise. Mixed mode means Heathrow expansion through the back door and it should be opposed.
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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.
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Gatwick expansion – up to 15 mppa more – using main runway should be subject to planning controls
Gatwick airport intends to expand its number of flights and air passengers, both by increasing numbers on its current runway, and then also by moving its emergency runway slightly north by a few metres, so it can take more flights. The change of the emergency runway would require a Development Consent Order (DCO) as there would be more than 10 million annual passengers, and building work is needed. The increased use of the main runway could add another 15 million annual passengers, which should necessitate going through the DCO process, but as almost no building work is needed, Gatwick is aiming to by-pass this, and make the increases just through permitted development rights. The joint campaign coalition, "Gatwick's Big Enough" (GBE) wrote to the councils in areas affected by Gatwick on this matter. They have received a reply, that the councils believe there is little they can do about the expansion on the main runway, as there are no mechanisms under current planning law to require the airport to submit a planning application. GBE is taking legal advice on the matter. The Appeal Court ruling on the Heathrow runway and ANPS, about the need to take carbon emissions into account, may be helpful here.
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Appeal Court ruling on Heathrow expansion will be on Thurs 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.