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Latest news stories:
Climate change will lead to more turbulence, more fuel use and more insurance cost
Climate change will lead to bumpier flights caused by increased mid-air turbulence, according to an analysis by scientists, at the University of Reading. This could hit insurers by making plane journeys bumpier, It could also make flights longer, as planes need to fly round areas of turbulence - itself causing higher fuel use and carbon emissions (helping to increase climate change). Research has shown that planes travelling from Europe to North America could face an increased chance of hitting turbulence by as much as 170% later this century. This is because climate change will strengthen instabilities within the jet stream – a high-altitude wind blowing from west to east across the Atlantic Ocean. The turbulence could also be up to 40% stronger. The work is part of a wider body of research by University of Reading into the interaction of aviation and atmospheric physics. This includes the extra non-CO2 impacts of aviation due to contrails, formed behind aircraft flying at high altitude, which also adds to global warming by adding to cloud cover, preventing heat from escaping Earth’s atmosphere. The extra problems from turbulence might lead to more passenger injuries, and more damage to planes, affecting the insurance industry. Longer journeys could increase flight times and delays, an increase ticket prices.
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Heathrow Black Lives Matter protest: Nine people who blocked major airport route found guilty of wilful obstruction
On 5th August 2016 a group from "Black Lives Matter" blocked the M4 southbound spur road from junction 8 from around 8am. The road did not fully reopen until 12.30pm, causing a lot of traffic delays. At the road block, four of the protesters held a large black banner which said 'This is a Crisis' while six others formed a human chain on the ground, linking arms together using hollowed fire extinguishers filled with wire mesh and concrete. The activists were at Willesden Magistrates' Court for their trial, at which 9 out of the 10 protesters were found guilty of wilful obstruction and ordered to pay fines. They were all ordered to pay between £261 and £523 in fines, according to Hodge Jones & Allen, the law firm representing them. Another protester had already accepted a caution. The protesters hoped that their protest got media attention and raised awareness of the issues - Heathrow's 3rd runway will contribute to causing damage to health through both air pollution and carbon emissions. One defendant commented: "If people want to challenge us for causing a one-hour inconvenience, surely they'll want to challenge a system that sees families wait over 20 years for justice?" Black Lives Matter is an international movement set up in the US.
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At councils’ Heathrow runway hearing in High Court, DfT wants to get case struck out
Hillingdon, Richmond, Wandsworth and Windsor and Maidenhead councils together with Greenpeace UK have bought a judicial review against the DfT to the High Courts of Justice. At the hearing the councils said the government's decision to back plans for the 3rd runway "frustrates the expectations of councils and residents" who have received "clear, unequivocal and repeated promises" over the years that it would never be built. The councils also challenge the decision on the basis that the government has failed to recognise the project's air quality impacts, which would raise pollution to unlawful levels. Lawyers for the DfT have asked the judge, Mr Justice Cranston, to strike out the case now. The DfT argument (by James Maurici QC) is the case should not be heard until after the consultation on the National Policy Statement (NPS) on aviation is published - which could be anything from this year to 2018. The DfT is hoping to make the case that this is a "preliminary and insuperable obstacle" to the claim proceeding. The councils and their lawyers say that instead of trying to get the case delayed, it is vital that the issues need to be dealt with before, not after, the NPS consultation. That would otherwise be "flawed at the outset and a huge waste of time, energy and public money." A decision given at an unknown later date.
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Government’s plans on Heathrow night flights have been slammed by campaigners in Berkshire
Campaigners against Heathrow noise, in Berkshire, have sharply criticised the proposals by the DfT (published on 12th January) to make no effective cuts in the airport's night noise. Local group RAAN (Residents Against Aircraft Noise) say members of the public will be extremely disappointed with the plans. Murray Barter, chairman of RAAN said: “If the government are serious on ending night flights, this is the first test of their sincerity in doing so. The elephants in the room are the many 'unscheduled' night departures that overrun past their scheduled departures which are allowed to continue seemingly unabated and unrestricted throughout the night. ... the 'night' period is curtailed to six and a half hours, which is against the World Health Organisation guidelines of eight hours. ... Nothing within this consultation or regarding Heathrow expansion will alter this for the better.” A carefully worded statement by the minister, Lord Ahmad, attempts to conceal the fact that the plans will do almost nothing to reduce the noise. There are no proposals for anything other than "business as usual". There are no improvements planned for future years - other than changes that might, or might not, happen with a new runway.
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Gatwick’s carbon neutral commitment using renewable electricity excludes 99% of emissions
Gatwick Airport says it has joined more than 80 global companies in a programme to generate a “massive increase” in the demand for renewable electricity. It says it has been buying 100% renewable electricity since 2013, and it has plans for its airport operations to become ‘carbon neutral’ by the spring. That is all good - better if the airport's buildings etc are as low carbon as possible. But this entirely ignores the massive carbon emissions of the flights using the airport - which Gatwick wants to increase as much as it can. AEF (the Aviation Environment Federation) commented that while welcoming the use of renewable electricity, Gatwick's use is just for airport infrastructure and vehicles. "The planes that fly out of Gatwick are still powered by fossil fuels and will remain so for decades to come. Around 99% of the emissions associated with Gatwick are not from the airport itself but from the aircraft that use it. If you take into account emissions from departing planes, Gatwick has the second highest level of CO2 emissions of any airport in the UK, and this level is set to grow even though the airport was not the Government’s preferred choice for a new runway in the South East.”
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SHE has found another area of housing (in Heston) to be demolished, to cater for Heathrow 3rd runway
As many as 100 homes in Heston, around 4.5 miles from Heathrow, would have to be destroyed if the M4 motorway is widened to accommodate traffic generated by a new third runway. Stop Heathrow Expansion (SHE) has found the admission deep in a technical analysis, by Highways England, of upgrades to the road network that would be required with a new runway. This is a document published by the DfT when it announced Heathrow was its preferred location for a runway. SHE is shocked that this potential loss of homes has not been included in the figures of properties under threat. It also means that people in those homes are unlikely to know the threat, or have enough information to respond fully to the forthcoming consultations. The Highways England document has information on the stretch of the M4 that would need to be widened, with an additional lane to meet extra demand. It states that M4 J2 to J3 widening would result in “substantial acquisition of land including residential and commercial properties in the vicinity of Winchester Avenue”. That is a residential road. Location. SHE visited the residents to see if they were aware of these proposals, but none to whom they spoke were. Heathrow is unlikely to accept that all changes to roads are due to a 3rd runway because that admission would make them liable to pay for that infrastructure. The taxpayer will therefore have to pay the cost.
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Data from monitors installed by Heathrow confirms A380s are noisier than supposedly “noisier” planes they are replacing
The Teddington Action Group (TAG) has been adamant for several years that they are experiencing excessive noise from A380s overhead, especially take-offs towards the east, and especially late evening and night. TAG has now found that these supposedly "quieter aircraft" are in fact noisier than the planes they are replacing. The data from noise monitors, installed by Heathrow, at the National Physical Laboratory and Strawberry Hill House. The data, (Mar-Sept 2016), shows that "quieter" A380s departing directly over the monitors achieved an average noise of 76.5 decibels, compared to an average of 73.8 dB for "noisier" Boeing 747s. Moreover, TAG has discovered that the CAA and DfT have used "double counting" to manipulate elements of the very same data, so to to create an artificially low noise average for the A380s. Noise has been measured by two monitors and somehow this has been computed together to given an allegedly lower noise reading. TAG says: "The DfT argues that Heathrow expansion is made possible by a new generation of quieter aircraft. It's one thing to learn that this platitude is as fallacious as overflown residents have long known. But quite another to learn that data has been self evidently manipulated by the authorities to shore up the fallacy."
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One noise sufferer’s struggle to cope with the noise burden of Heathrow flights under 3,000 feet overhead
Someone who is now dealing with depression has contacted AirportWatch about the difficulties they have with high levels of Heathrow aircraft noise - living 7-8 miles from the airport. There are flights nearby or overhead at under 3,000 ft, on easterlies. Some extracts from the letter are copied below (with their permission): "We are on Easterly Winds until Sat, meaning we have so much noise to come. I am doing my best to cope, but the thought of this much noise is hard to take. ... It is not fair. ... The thing I loved doing the most has been taking away from me - to be able to sit and read a book or study something new in peace, in my own home. I can't do this anymore. It is so sad, as with the noise, I never will be able to sit in my garden and have dinner in the summer months. I brought my house and it was so lovely and quiet - now this has happened. ... The noise is just getting too much for me. ... Why this the government allowing this to happen? I have no support, no protection. My MP is in favour of a 3rd runway at Heathrow, and is unhelpful. ... I didn't choose to live under this. This government, and earlier governments, have brought this to me. I just can't understand why it is allowed to continue. ... When will it stop?" A letter received from the Dept of Health was unhelpful - just advising visiting the GP ....
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Zac’s back: Goldsmith to lead four-borough campaign against Heathrow runway
Former Richmond Park MP Zac Goldsmith has been appointed spokesman and organiser of the anti-third runway campaign by Richmond, Wandsworth, Hillingdon and Windsor and Maidenhead councils. The appointment was announced at Richmond Council's full council meeting on 17th January. A revised motion put forward by leader Lord True read: "(This council) endorses the appointment of Zac Goldsmith as spokesman and organiser for the public and legal campaign being waged by Richmond, Wandsworth, Windsor & Maidenhead and Hillingdon councils against the expansion of Heathrow and calls upon all elected representatives to give full assistance to Mr Goldsmith in this campaign." Richmond's Liberal Democrat opposition leader Gareth Roberts said he would support Mr Goldsmith's appointment. Mr Goldsmith's role is an unpaid one. Lord True's motion also rejected the government's recommendation to build a third runway, and reaffirmed the council's commitment of £50,000 to an "initial fighting fund" against Heathrow expansion. Zac Goldsmith lost the local election, which he had called because the government backed the runway, on 1st December - to LibDem Sarah Olney, who fought the election on Brexit, rather than on Heathrow. Sarah Olney is also deeply opposed to the runway.
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Stop Stansted Expansion says DfT plans on night flights do not go nearly far enough
Following the publication of the DfT's night flight regulation consultation, SSE is urging urging local district, parish and town councils and individual local residents to respond, to try to get the noise impacts of Stansted night-time flights reduced. Stansted currently has permission for 12,000 night flights a year, more than twice as many as are permitted at Heathrow. The 12,000 annual limit applies only to the 6½ hours from 11.30pm to 6.00am whereas the normal definition of 'night' is the 8 hours from 11.00pm to 7.00am. Moreover, a large number of Stansted’s night flights are large, noisy cargo aircraft, many of which are very old. Unsurprisingly, these give rise to a disproportionately high level of noise complaints. SSE welcomes the DfT intention to remove the current exemption for less noisy aircraft and adjust the movements limit accordingly - but the DfT proposes to maintain the present night limit on Stansted aircraft movements. The number of exempt aircraft has been increasing, and they need to be included in totals. SSE wants an unequivocal Government commitment to phase out all night flights at Stansted by 2030, except in the case of genuine emergencies. SSE also wants the annual flight limit to apply, not just from 11.30pm to 6.00am, but from 11.00pm to 7.00am, so that ‘night’ truly means ‘night’.
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Letter by Chair of Richmond Heathrow Campaign sets out important key arguments against 3rd runway
In a letter to the Richmond & Twickenham Times, Chairman of the Richmond Heathrow Campaign, Peter Willan, sets out succinctly some of the main reasons why there does NOT need to be a 3rd Heathrow runway. Just a few of the points are: any gain in connectivity due to the runway comes at the cost from another UK airport; international-to-international transfer passengers use over 30% of Heathrow’s capacity and are estimated to use 50% of a 3rd runway; these transfer passengers provide little economic value to the UK, and do not leave the airport; rather than transfer passengers making "thin" (ie low passenger volume) routes more viable, in reality most are on the "thick" routes that are very profitable, eg. to the USA, largely fro leisure; just 2% of transfers are on "thin" long-haul routes and less than 10 "thin" routes have any transfers; the Chancellor should remove the tax exemption (they pay no APD) on international-to-international transfers and free up over 20% of Heathrow’s capacity for UK passengers to benefit the UK economy without environmental cost. Peter says the aviation sector is one of the least taxed sectors of the UK economy., paying no fuel duty and no VAT - a massive subsidy; in addition, Heathrow receives tax relief on its large debt to the benefit of the equity, 90% owned overseas.
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New anti-3rd runway group forms in Hammersmith & Fulham, concerned about worse Heathrow impacts
A new campaign group fighting plans for a 3rd Heathrow runway has been formed in Hammersmith and Fulham. The "H&fnothirdrunway" group was formed by concerned local residents Victoria Timberlake and Christina Smyth. Christina was chairman of Hammersmith & Fulham Council’s resident-led commission on airport expansion, which submitted a 56-page report on the 3rd runway proposals to the Airports Commission. The group is urging residents to attend its first public meeting on January 30th, an anyone is welcome to come along, whether they are members or not."It’s time to get involved.” [At Holy Innocents Church, Paddenswick Road, Hammersmith and begins at 7.30pm] Hammersmith and Fulham Council has repeatedly opposed a 3rd Heathrow runway. In July 2015 the Council Leader, Steve Curran said the runway would have an adverse impact overall on the borough. Many local residents already have their sleep shattered by aircraft noise, which could only get worse. There would be extra pressure on our roads and more air pollution. "No amount of mitigation could make this acceptable. “We are urging the government not to support proposals which would be a nightmare for residents and make no financial sense.”
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Chris Grayling’s evidence to the Environmental Audit Cttee on noise – in relation to Heathrow runway
Chris Grayling was questioned by the Environmental Audit Committee on 30th November 2016. Below are the parts of the questions, and answers by Chris Grayling and Caroline Low (DfT) on the subject of noise. Mr Grayling reveals only a very partial understanding of the problems, and of the noise levels - and a somewhat trusting belief in how "quiet" new aircraft are going to be. He says the UK should not impose restrictions on noisy aircraft of developing countries, as it would be unfair on them. He admits that people who currently get "respite" from Heathrow noise will get less, and there will have to be new flight paths - means unknown numbers of people will get noise for the first time, and not a lot of "respite". His aspiration is for no scheduled flights for six and a half hours per night. He believes (mistakenly) that slightly steeper landings would help. He manages to repeat the mantra that despite 50% more flights "noise levels will be lower than they are at the moment." He places unjustified trust in an "independent noise authority (or commission)" sorting out a lot of insoluble noise problems in future. Much that he could not give proper replied to depends on consultations in 2017. He will "look at" the issue of when insulation of affected homes is done - over up to 20 years, rather than right away. A worrying performance, for those affected by Heathrow noise.
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Two girls get return flights to Malaga to meet (cost £75) rather than one Birmingham to Newcastle rail ticket (£105)
This story illustrates how the cost of flying does not reflect the environmental cost, and its price is far too low. Two women decided to save themselves a small amount of money, by travelling to Malaga to meet up, rather than one making train journey between Birmingham and Newcastle. The cost of a flight on 7th January by Ryanair from Newcastle to Malaga was £9.99 each way. Total £19.98. [The APD would be £13, so Ryanair made just £7 from transporting this passenger 2,700 miles]. (2,700 miles round trip). The cost of a return flight by Vueling from Birmingham to Malaga was £55.29 (2,200 miles round trip). By contrast the cost of a return train trip from Newcastle to Birmingham was £105. The two girls therefore spent about £75 on travel, (plus another £60 on hostels in Malaga for 3 nights, so they were actually out of pocket ... compared to the rail trip and one staying at the house of the other ...) The cost of staying in Malaga, off season, is also very cheap, encouraging Brits to take yet more trips very, very cheaply - regardless of their person carbon footprint, and the environmental impact. Newcastle and Birmingham are not really that far apart. How is the price for one return ticket as high as £105? And how can airlines be allowed to sell a ticket for a journey of 1,300 miles for just £10? There is something (well, many things) deeply rotten with the current system.
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‘Miracle on the Hudson’ 2009 legacy: 70,000 birds killed around New York airports since then
On 15th January 2009 a US Airways Flight took off from New York's LaGuardia, soon hit a flock of big Canada geese, lost both engines - but almost miraculously landed safely on the Hudson River. All 155 people on board survived. Birds took the blame for the incident, and have been paying for it with their lives ever since. An Associated Press analysis of bird-killing programs at the New York City area's 3 major airports found that nearly 70,000 gulls, starling, geese and other birds have been slaughtered, mostly by shooting and trapping, since the 2009 accident, and it is not clear whether those killings have made the skies safer. Advocates for the birds say officials should find other, more effective ways to protect aircraft. Between January 2009 and October 2016, of the 70,000 birds killed, there were 28,000 seagulls, followed by about 16,800 European starlings, nearly 6,000 brown-headed cowbirds and about 4,500 mourning doves, and 1,830 Canada geese. The FAA say of the known birds that caused damage to planes, in 249 incidents, 2009 - 2016, 54 were seagulls, 12 were osprey, 11 were double-crested cormorants and 30 were geese; 69 unknown. Airport officials try to keep birds out of a 5-mile radius around the airports' runways.
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Transport Secretary to discuss 2nd Brighton mainline BML2 linking south coast to Canary Wharf
The Brighton Mainline 2 (BML2) consortium has long campaigned for a 2nd railway line between the south coast and London. The idea is for a have a line running from Brighton east of the current main line, going via Uckfield and Crowborough and Oxted, to Croydon, and then on to Canary Wharf and ultimately to Stansted. The campaign says tht the BML2 line would "link into Thameslink 2 between Stratford and Lewisham, providing a rail link between Gatwick and Stansted airports (“StanWick”) and opening up a rail corridor between East Anglia and Sussex, Surrey and Kent ..." And "More services could be run between London and the South Coast, whilst Gatwick airport could have its rail connections speeded-up and increased by means of the Stanwick Express dedicated shuttle services operating between Gatwick and Stansted through Canary Wharf and Stratford International." Chris Grayling, the Secretary of State for Transport, has agreed to meet with the BML2 campaigners to discuss the plans, a second Brighton mainline. The group has recently revealed a group of heavyweight overseas investors had stated their intention to fund the scheme, and had a particular interest in linking the rail line from Brighton to Canary Wharf. The consortium is now prepared to undertake its design and construction and will put its case to the government.
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Study shows sleep deprivation ‘costs UK £40bn a year’ through lost working days
A study by Rand Europe, published in November 2016, shows that sleep-deprived workers are costing the UK economy £40 billion per year and face a higher risk of death. The calculation is based on tired employees being less productive or absent from work altogether. Rand Europe, which used data from 62,000 people, said the loss equated to 1.86% of economic growth. The main impact was on health, with those sleeping less than 6 hours a night 13% more likely to die earlier than those getting the "healthy daily sleep range" of 7 - 9 hours. The study evaluated the economic cost of insufficient sleep in the UK, US, Canada, Germany and Japan. UK loses 200,000 working days a year, costing £40bn, or 1.86% of GDP. Germany loses 200,000 working days a year, costing $60bn, or 1.56% of GDP. Marco Hafner, a research leader at Rand Europe and the report's main author said small changes could make a big difference. If those in the UK currently sleeping under 6 hours a night increased this to between 6 - 7 hours it would add £24 billion to the UK's economy. Large numbers of people living near UK airports, Heathrow and Gatwick in particular, are subjected to aircraft noise at night, between 11pm and 7am, and many suffer chronic sleep interference or sleep loss as a result.
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Comment from Gatwick Area Conservation Campaign on night flights plan – same number but less noise
New rules for night flights for the next five years have been announced by the Government. Chairman of GACC, Brendon Sewill, said: "Gatwick has more night flights than any other London airport. We are disappointed that there is to be virtually no reduction in the number of flights. People across Britain are kept awake by aircraft and there is growing evidence that this has a serious impact on health, so GACC’s aim is to see a ban on all night flights." GACC, however, welcomes and supports the suggestion by the DfT that the permitted level of noise at night (the noise quota) at Gatwick may be cut by 20% over the next five years. That will not only have an obvious advantage but it will force airlines to buy and to use quieter aircraft – and that will also have a benefit during the day. But we need to ensure the aviation industry does not try to weaken this restriction. GACC welcomes the proposal to reduce the noise quotas to the current level of use: that will not make any difference to the current situation but will prevent a potential sizeable increase in future years. It is something that GACC has argued for in the past. GACC will be consulting its members on its detailed response to the consultation and welcomes their views.
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Gatwick has more night flights than Heathrow or Stansted – and that will continue for next 5 years
The Government Department for Transport (DfT) has released the long awaited night flight consultation documents (ends 28th February). The number of flights between 23:00 and 07.00 would not be reduced. The current number, and the one proposed for the next 5 years, is 3,250 in the winter and 11,200 in the summer, making an annual total of 14,450 which averages as 40 per night through the year. There will be a slight reduction in the quota count, as it is not being used - so the new figure will not change anything. This will be a reduction of at least 345 in the winter to 1655 [from 2000] and 1,330 in the summer to 4870 [from 6200]. Local campaign group CAGNE has commented about how unsatisfactory the proposals for Gatwick are. Sally Pavey, Chair of CAGNE said: “We would like to see a total ban on Gatwick night flights as this is a major cause of complaints we receive from communities. Summer nights especially when residents want to enjoy their gardens and have windows open on hot evenings.” CAGNE says it is regrettable that the government seems to "accept the economic case over the health implications of allowing night flights to continue.” Gatwick plans to continue to grow at perhaps 10% per year, meaning continually increasing noise.
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DfT publishes disappointing consultation on night flight regime at Heathrow, Gatwick & Stansted
The long awaited consultation on Night flying restrictions at Heathrow, Gatwick and Stansted has now finally been published, for the 5 years to October 2022 (well before any new runway). It has been delayed for 3 years. Many people whose sleep is disturbed by night flights had been hoping for real prospects of the number of night flights being reduced. However, the consultation (that ends on 28th February) merely suggests keeping the numbers of flights between 23:30 and 06:00 the same at Heathrow and Gatwick, but increasing the number at Stansted. ["Night" is defined as 2300-0700 local time]. At Heathrow the number would remain at 2,550 in the winter and 3,250 in the summer (seasons based on dates the clocks change to/from summer time). That is an annual total of 5,800 which averages as 16 per night through the year. The figure at Gatwick is 3,250 in the winter and 11,200 in the summer, making an annual total of 14,450 which averages as 40 per night through the year. However, the DfT proposes reducing the total noise quota (points based on the noise of planes at night) at Heathrow Airport by at least 43% in the winter and 50% in the summer, ie. a reduction of at least 1,740 in the winter to 2,340 (from 4080) and 2,560 in the summer to 2,540 (from 5100). The cut in quota count at Gatwick would be 17% in winter and 21% in summer., ie. a reduction of at least 345 in the winter to 1655 (from 2000) and 1,330 in the summer to 4870 (from 6200).
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Chris Grayling’s evidence to the Environmental Audit Cttee on climate – in relation to Heathrow runway
Chris Grayling, and Caroline Low from the DfT, gave oral evidence to the Environmental Audit Cttee on 30th November. Chris Grayling was not able to give the committee satisfactory assurances on how much UK aviation emissions would rise, due to a new runway. Nor was he able to comment on the CO2 cuts needed by other sectors, to accommodate aviation CO2 rise. He said: "Of course in the case of carbon emissions, there is no law of the land that requires us to meet any particular target." When asked by Mary Creagh when we could see the aviation emissions strategy, Grayling could give no answer other than an evasive: "documentation on that expansion will be published in the new year." Grayling's responses indicate only an incomplete grasp of the facts on carbon, avoiding specific answers to questions, but with the intention of allowing aviation expansion (and perhaps later trying to sort out the problem). He hides behind the CCC as much as possible. On the issue of non-CO2 impacts, he says "there is no international evidence at the moment"for this" - and then some half-digested waffle about cutting CO2 by more direct routing of flights. He also hopes biofuels will make a difference in future, despite this being unlikely to provide more than a tiny % of fuel. Grayling makes it clear he has no intention of letting aviation CO2 get in the way of a 3rd Heathrow runway.
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NATS realise the importance of good sleep for their controllers’ alertness – but not for those overflown at night?
In an article on the importance of sleep (and of taking naps in the day, if people need them) the BBC happens to have focused on NATS (he UK's national air traffic control service). They say how important it is for their air traffic controllers to not be tired, and get enough shut-eye. NATS says staying alert for them "can be a matter of life or death" and they have an "entire department dedicated to this question" because they are "responsible for one of the busiest stretches of airspace in the world, over London." At their centre at Swanwick there is a "dormitory room where those on night duty are encouraged to get two hours' kip in the early hours."We want them to be at the very top of their game at 5-6am, when the arrivals are starting to come into Heathrow." And that is all great. Except it ignores the inconvenient fact that the work NATS does is routing planes late at night (sometimes until 11.30pm or midnight) at Heathrow, and again from 5am (with a few even before 5am. That is sleeping time for most people living under flight paths, whose sleep is being disturbed. By the activities of NATS. The negative impacts of not getting enough sleep are many, including poor concentration, depression, reduced alertness, less good memory - and many other impacts. Ironic?
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Australia: Western Sydney Airport at Badgerys Creek signed off by Federal Government
Sydney already has a large airport, near the coast, but in April 2014 the Australian Federal Government designated Badgerys Creek as the site for the Second Sydney Airport. It is being called Western Sydney airport, and it is inland and is within 7 kilometres of the Blue Mountains National Park (UNESCO World Heritage Site). It is be a one runway airport with no night time curfew - flights 24 hours. In November 2014 a set of 40 environmental conditions, looking at issues such as biodiversity, noise and heritage, were set out. The government thinks they can be achieved, and the airport can proceed. The government has approved the airport plan, with the minister giving determination on 12th December. The next step in the process was for the federal government to issue the Notice of Intention, and this was announced on 20th December 2016. "Under the contract, Sydney Airport Group would be required to build the airport to the required standard—including a 3,700 metre runway and a terminal with capacity for 10 million passengers a year. It sets out key milestones—with earth moving works to commence by late 2018 and airport operations to commence by 2026." Some parts of the work have now started. The airport might be complete by around 2025 to 2027.
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Rivals Frankfurt and Heathrow airports are both resistant to more controls on noise
Heathrow is reluctant to agree to a proper ban on night flights - what it has offered is only on SCHEDULED flights, rather than any flights. It fears its airlines would lose money, and that rivals do not have such a ban. But Frankfurt has had, since 2012, a ban of flights between 11pm and 5am (and restriction of only 133 flights between 10pm and 11pm, and 5am to 6am per day). Airlines using Frankfurt also do not like the night flight ban, and complain it damages the competitiveness of Frankfurt. The Hessian Ministry of Economy and Transport has presented plans for noise ceilings, including a limit on the number of takeoffs and landings if noise limits are not achieved for two years in a row. A spokesperson for BARIG (the airlines) described the proposals as incomprehensible. This all sounds so like Heathrow: “The plans regarding noise ceilings are jeopardising the role of Frankfurt and Germany as important aviation locations ... The consequence of further restrictions would be that airlines have to evaluate more critically than before whether Frankfurt remains to be part of their network in the future." And so on. So Heathrow and Frankfurt would be similar - but each is scared of the other airport doing better.
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Heathrow bullish about how fast it could get its runway Development Consent Order through
Colnbrook Views reports that Heathrow has begun geeing up airport workers in the past few weeks with internal messages that suggest it hopes it could get its Development Consent Order for a new runway approved as early as 2020. The announcement, to employees and contract workers, implies that the airport believes it could still see a new runway opening within 10 years - by 2027. Heathrow has started work on its development consent application and intends to make a submission in 2019. This has to come after the government gets approval for its National Policy Statement (NPS) - which will go for consultation very soon. The NPS process will take at least a year, depending on hold ups. Heathrow plans to do 2 public consultations, looking at the benefits and impacts of the runway project before submitting an application for DCO “sometime in 2019”. It anticipates a 6 month sprint through the DCO approval process, which will be carried out by the Planning Inspectorate, before a decision by the Secretary of State for Transport (currently Chris Grayling). Heathrow would like this before the 2020 General Election .... By contrast, the DCO for the M4 Smart Motorway took 18 months, March 2015 to final decision in September 2016.
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Heathrow intent on getting kids (+ parents) into the habit of multiple plane-dependent holidays per year
Heathrow has been working on its PR by giving figures on how much parents spend on air travel and holidays (some exotic) for their children. They hope to give the impression to parents that they need to provide these luxuries to their children, as part of being good parents .... more consumerist pressure .... Heathrow says in 2016 an unbelievable 19% of children (presumably in the UK, or those passing through Heathrow?) took at least 7 trips trips per year; 5% go on more than 10 trips per year, taking into account family holidays, school trips and holidays with friends. And the "dream destinations" (ie. long haul ones that make more profit for airlines and Heathrow) for under 16 year olds were "Australia, Hawaii, Everest and Thailand". (Really? Everest? Is this a joke?) Heathrow says the average cost per trip for a child (those under 16 pay no Air Passenger Duty) is about £616 - and on average parents will spend about £30,000 for the holidays of their children, up to the age of 16. Heathrow says "The current generation of kids are dreaming of Bondi Beach, kangaroos and the Outback, with nearly a quarter (23%) of children citing far-flung Australia as their dream destination for 2017." And on it goes .... Heathrow's future customers. "Get 'em young" ... So THAT's why we need another Heathrow runway, with all its public expense and negative impacts over vast areas within perhaps 20 miles of the airport.
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Belfast City residents welcome Minister’s action on City Airport inquiry’s noise recommendations
Residents affected by aircraft noise from George Best Belfast City Airport have welcomed confirmation by the Minister for Infrastructure in Northern Ireland, Chris Hazzard, that he has instructed officials to work towards full implementation of the recommendations of a crucial public inquiry report. The airport had been seeking significant changes to its planning agreement which would have greatly increased permissible noise levels, with a serious impact on up to 18,000 residents, while also removing an annual cap on the number of aircraft seats from the airport offered for sale. The report by the Planning Appeals Commission (PAC) recommended that the so-called ‘seats for sale’ cap should be removed, but also recommended noise control measures which, if implemented, would mean permissible noise levels won’t be as high as they would have been under the airport’s proposal. Belfast City Airport Watch said they would have preferred no relaxation of noise controls but welcome the full implementation of the PAC’s recommendations. That means the 57dB noise contour would be reduced from 7.5 sq km to 5.2 sq km, but BACW argues for 4.2 sq km.
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The 200th Frankfurt airport Monday Demo (Montagsdemo) against the noise will be on 30th January
The 4th runway at Frankfurt was opened in October 2011. Due to re-alignment of flight paths, with thousands of people either newly overflown, or with more flights than before, there was uproar. The airport had not felt it necessary to warn people, or consult about the noise. Several thousand people started to congregate in the airport terminal every Monday evening, for a protest demo. (The airport buildings are public property, so the airport cannot prevent people gathering.). The 100th Monday demo was on 20th May 2014, when a group from the UK attended. Now the 200th Monday demo will take place on Monday 30th January, and a large crowd is expected. Politicians from the local area and from the region, as well as for Berlin, will be attending. The demands of the protesters are ultimately that the runway is closed down (though that is an ambitious, or unrealistic hope....) but they want no night flights from 10pm to 6am, no further airport expansion, and no 3rd terminal. Work to build the 3rd terminal started in October 2015, and the airport hopes it will open (first phase) in 2022. It is an astonishing achievement that Frankfurt residents have organised 200 Monday protests, all attended by many hundreds of people - sometimes several thousand. The demos are possible because people are so upset and angry about the noise burden that has been inflicted on them, reducing their quality of life.
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Slightly longer times for some flights, perhaps due to flying slower to save fuel (= cost)
Some flights nowadays are reported to be taking a bit longer than they did several decades ago. The reasons are largely to do with the price of fuel, and airlines trying to cut costs. When planes fly slightly slower, they use a bit less fuel per unit distance. It is reported that a flight from London to Edinburgh takes, on average, 10 minutes longer than it did in about 1995. A flight from New York to Chicago might now take 20 minutes longer, and so on. In 2013 the Telegraph reported that Ryanair told its pilots to fly slower to save fuel – and therefore money – but add 2 minutes onto every hour’s flying time. There is a balance for the airlines, between less cost from arriving sooner, not needing to pay staff for so long, and perhaps getting in another rotation per day. Or they could save a bit of fuel. Traditionally, the typical flying speed is about 546-575mph. Another reason why flights are shown as slightly longer is probably because time is added on, so the flight does not look as if it is late. Airlines get criticised if their flights are not on time - giving an extra long flight time gives some leeway. NATS is also known to get planes to fly a bit more slowly arriving in London, to save stacking time. And at busy airports, extra time is allowed in case of queuing to take off.
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Comments by members of NCE expressing opposition to its pro-Heathrow runway line
The New Civil Engineer magazine is very much in favour of building infrastructure of all sorts (predictably) including a Heathrow runway. Some responses on the NCE website, from members, are interesting. These include: ...." the editor rightly says that the elephant in the room is climate change and that the £1bn annual cost of flooding is similar to the cost of not having another runway at Heathrow. However, the benefit of a 3rd runway is purely speculative, whereas the cost of flooding is almost bound to rise." ... "The editor is telling us 'we must support Heathrow' and those who do not believe in this third runway project are “cynics”. Well, my engineering background has taught me to question and be rational, considering all aspects of schemes including the environmental and human aspects." .... "[we are asked to] “come together to support a shared set of goals” and “get behind Armitt and support his work.”" The writer mentions Heathrow noise, air pollution and traffic problems, and says: "The scheme is being pushed by big business, but opposed by most of the locally elected democratic representatives. On a practical operating point, how can this world class airport operate with night flying restrictions, or will those be overturned too?" He is not renewing his NCE membership, due to its position on Heathrow, Hinckley and HS2.
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Arlanda airport offering 10% biofuel from American used cooking oil, in “symbolic” initiative
The only form of biofuel that airlines have been able to use, and make credible claims that the fuel is low carbon, is used cooking oil. No other forms of fuel made from biological sources can be produced without negative environmental impacts. Therefore Stockholm's Arlanda airport has had to turn to American used cooking oil, in its attempt to get jet biofuel for its public relations purposes. Arlanda is now using 10% cooking oil, from SkyNRG and Air BP, in Los Angeles (flown over, presumably?) to be put towards fuel for flights made by Swedavia staff. Swedavia is the Swedish state-owned organization that owns and operates 10 airports in Sweden. The quantities of the new fuel are tiny in relation to all the fuel used at the airport, and are seen as symbolic. But Swedavia, SAS Scandinavian Airlines and other airlines are keen to see more use of biofuel, as they hope this will be considered to be cutting their carbon emissions. However, the costs of any biofuel are high, and it is not commercially viable. The industry is keen to get government subsidies to develop more biofuels, to give the impression the industry is environmentally responsible. Biofuels for aviation are, in reality, a "red herring" achieving very little in terms of carbon, or environmental footprint.
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Research in Canada indicates higher risk of dementia for those living near major roads – air pollution?
A study done in Toronto, and published in the Lancet, has shown a slightly higher risk of dementia in people who live near major roads. This may be due to some effect of the traffic, but whether it is noise or air pollution is not clear. The study looked at 2 million people in Canada, over 11 years (2001 - 2012), and found those living within 50 metres of major roads were affected. Many questions remain unanswered, but UK dementia experts said though the findings needed probing, they were "plausible". The risk of getting dementia was 7% higher for those living within 50 metres of a road, compared to those living over 300 metres away - with the extra risk reducing with distance. The study adjusted for poverty, obesity, education levels and smoking so these are unlikely to explain the link. Air pollution is already acknowledged to increase the risk of stroke, heart disease, lung cancer and respiratory diseases. It may also increase the risk of dementia. It is not known whether tiny particles in air pollution might be to blame. Research published in September 2016 found minute particles of magnetite in the brain. The risk of dementia is usually associated with genetics, age, poor diet, smoking, lack of activity etc. This research will cause yet more concern about the health impacts of raised air pollution associated with a Heathrow 3rd runway.
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Back Heathrow complains Hillingdon has to spend money fighting runway – refuses to say how much funding it gets from Heathrow
The "astroturf" group (not actually a real community group) Back Heathrow gets its funding from Heathrow. It refuses to say how much money it gets from the airport. John Holland-Kaye has in the past also refused to say how much it contributes. Back Heathrow is complaining that Hillingdon borough has spent a lot of money on its campaigns against the 3rd runway. This is money that the borough is being forced to spend, because of the activities of Heathrow, against which it has to defend its residents. The account for Back Heathrow show it has around £154,000 in the bank; it has assets of around £653,000; it gives its net worth as about £482,000; its current liabilities are shown as - £171,000; and it only has one employee, Rob Gray. No activity is reported, and no turnover is reported. Back in December 2014 the Sunday Times revealed that Back Heathrow had had at least £100,000 from the airport, but no details are ever given. Back Heathrow says, rather bizarrely, that 'It would not be fair to publish the amounts given'. Their next accounts will be published on 31st March 2017. Being private companies, the sums cannot be extracted through FoI. Hillingdon Council makes its figures public, and has defended its campaigning, saying it is representing the views of residents.
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China starts rail cargo link from Shanghai to London (Barking) – cheaper than air freight, faster than sea
China has launched its first freight train to London, travelling from Yiwu West Railway Station in Zhejiang Province, Eastern China (near Shanghai) to Barking. The trip will take around 18 days to travel over 7,400 miles (about 6,200 miles, as the crow flies). The route runs through Kazakhstan, Russia, Belarus, Poland, Germany, Belgium and France, on the way to London. The UK is the eighth country to be added to the China-Europe service, and London is the 15th city. There are hopes that it will strengthen China- UK ties. The railway is a major strategic development to assist Xi Jinping's multi-billion dollar 'One Belt, One Road' strategy. The plan is to create a trade network connecting Asia with Africa and Europe along old Silk Road trading routes. There are currently 39 routes linking 16 Chinese cities to 12 European cities. The train to London carried a cargo of clothes, bags and other household items. In October a train arrived in Hamburg from China after a 13 day trip. Its 45 containers carried consumer goods, furniture, clothes, lamps and electronics, which were then transported to various European cities. The trains returning to China have carried items such as German meat products, Russian woods and French wines. Transporting goods by rail is a much cheaper and lower carbon method than air freight via Heathrow, and faster than sea cargo.
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Hacan shows numbers of Heathrow flights over London boroughs – Hounslow & Richmond the worst
HACAN has produced a short paper looking at just how much the London boroughs, to the east of Heathrow, are affected by its noise. Using figures from Heathrow's own data, it can be worked out how many planes (take offs and landings) fly over each area in a year. The study did not look at areas west of Heathrow, like Windsor, which are also very badly affected - largely by take offs. The wind blows approximately 70% of the time from the west, so that is when Heathrow is on "westerly operations". HACAN's research shows - predictably - that Hounslow is the most overflown. It gets the noise from all arrivals from the east, on both runways. It also gets all departures towards the east. That is around 240,000 per year - ie. half of all flights using Heathrow. Richmond is close behind in second place, with nearly as many (slightly fewer take offs). The boroughs of Lambeth, Southwark are close behind. A map of the London boroughs shows why this is. Other boroughs in London get not only the noise of Heathrow arrivals, but planes using London City airport too. These boroughs - especially Waltham Forest, and Southwark - suffer from both, and are therefore high on the list of the areas suffering the most planes overhead per year.
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Advertising Standards Agency confirms that Heathrow and Gatwick aren’t actually in London
A complaint was made (it is not clear by whom) against an advert by London City Airport in June 2016. The advert stated that "Business or pleasure, time is on your side when you fly from London City Airport ... Fly with British Airways or Flybe from Edinburgh, or from Glasgow with British Airways, to the only airport actually located in the city of London...." etc. The complaint was its claim that London City is the only airport in the city of London. It is, of course, not in the square mile of the City of London. The ASA accepted that “the city of London” was intended to refer to inner London, as opposed to the “square mile” City of London. City airport has an E16 postcode, which Heathrow has a TW6 postcode. The ASA said the primary message of the ad was the time that could be saved by flying from or to London City Airport, which they accepted. They therefore said the ad would not mislead, dismissed the complaint, and it was not in breach of advertising codes. Many airports call themselves "London" airports, regardless of the length of journey to get to them from central London.
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Government spent ‘eye-watering’ £10k a day (£3.8m so far…) on legal etc consultants over 3rd runway
The Government has been criticised for the DfT spending an average of £10,000 per day on consultants and law firms to decide if a 3rd runway should be built at Heathrow. The DfT is reported to have spent more than £3.8million on external firms since the Airport Commission published a report in July 2015, saying Heathrow was the best location for a new runway. A FoI request by the Press Association showed that the lion's share of the money has gone to financial advisers N M Rothschild & Sons, who filed 4 invoices totalling £1.46 million, which were paid between July last year and October 2016. Law firm DLA Piper UK was also paid £1.09 million between August 2015 and October 2016, while Allen & Overy received £152,955.60 between January and September this year. Professional services firm Ernst & Young filed 2 invoices worth £138,765 for consultancy work, paid between March and August 2016. New MP for Richmond Park, Sarah Olney, said: "These are eye-watering sums, over £10,000 a day, to pay consultants for an airport people don't want." For this runway "the people lose out and the only gainers are highly paid consultants." Taxpayers' money has been wasted by the DfT despite deciding "long before it was going to be Heathrow whatever the evidence". Far, far more public money will also be spent, if the runway went ahead.
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Prospect of more low cost, no frills, flights from UK to USA by airlines like Norwegian
We face the prospect of flying becoming even cheaper, encouraging yet more "hyper-mobility" and "binge flying". This is not just from the UK government hoping to add another runway at Heathrow, so hugely increasing UK airport capacity (and in doing so, threatening UK carbon targets) but from more no-frills, budget long haul trips. Norwegian, the Scandinavian airline that Gatwick has high hopes of, is offering one-way flights from Edinburgh to New York starting at £56. Some analysts believe 2017 could turn out to be the breakthrough year for low-cost, long-haul with a boom in the number of routes being offered, mainly on the North Atlantic network, but with other flights added into Asia and possibility South America. Back in 1977 Freddie Laker tried cheap transatlantic flights but by 1982 "Skytrain" had gone bust; priced out by airlines that dropped their fares to put Laker out of business. The low cost model might have more chance now, with lighter planes burning less fuel per unit distance, eg. Boeing 787 Dreamliner and 737 Max, and the A350 XWB and A321Neo from Airbus, and engine makers using lighter alloys. Efforts are being made to cut weight, eg. taking out screens on seats. The lighter planes can also fly further on the same amount of fuel.
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Heathrow air cargo includes “80 million animals per year” – and largest import is fresh beans
In a long and breathlessly excited and impressed account, a writer for the Daily Mail records his trip to Heathrow cargo warehouses. There are some interesting insights. He says Heathrow handles 80 million animals per year, including "280,000 reptiles, 28 million fish, 16,000 cats and dogs, 2,000 birds and 200 horses every year." ... and "including bears, lions, penguins, elephants and tigers." (There may be good reasons to question the environmental sustainability or morality of shipping non-domestic animals in this manner ...) Some of the animals in the Animal Health Centre in Feltham have been seized from smugglers, such as number of African pygmy hedgehogs. Apart from the animals there are vast amounts of flowers and perishable goods. Huge amounts of bell peppers, cucumbers and salmon are shipped to the Far East and the US every day. Some 100 tonnes of salmon, "from countries such as Scotland and Norway" are flown overseas each day. Luxury cars are shipped by air, and ship parts. Drugs are sent when needed urgently. One of the most daft shipments was "ice cubes sent from London for a swanky cocktail party in Korea" ... "The biggest import into the UK are fresh beans, but also berries, asparagus and exotic fruits."
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Mary Creagh, Chair of EAC, writes to Grayling for clarification on government position on growth of UK aviation CO2
On 30th November, Chris Grayling gave evidence to the Environmental Audit Committee (EAC) about their concerns regarding a 3rd Heathrow runway. Chris Grayling gave very inadequate responses on carbon emissions, and whether the government planned to keep to the cap recommended (since 2009) by the Committee on Climate Change. This is that UK aviation CO2 should not rise above about 37.5MtCo2 per year by 2050. That is the level in 2005. Now Mary Creagh MP, the Chair of the EAC, has written to Chris Grayling to get some confirmation of the government's position. She asks: "Could you please tell us: Whether the Government will be working towards the CCC’s planning assumption for actual UK aviation emissions to be around 2005 levels by 2050? If so, whether you accept the CCC’s advice that this implies an increase in passenger growth of around 60% over the same period (which already takes into account forecasts around the impact of the the chronological and other advances that we discussed in the hearing)? If not, what empirical basis is the Government using to support its assumption that excess emissions from aviation can be compensated for by deeper cuts from other sectors." She has asked for a reply by the 11th January, and the EAC will publicise it.
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Gatwick Obviously NOT has decided its JR against the CAA has more than done its job, and have ceased the process
In March 2015, the local group "Gatwick Obviously NOT" and Martin Baraud served a Judicial Review on the CAA, with Gatwick and the Secretary of State for Transport listed under the CAA as an ‘Interested Party'. This was because of changes to flight paths to the east of Gatwick during and since summer 2014. The JR was allowed in January 2016, and large sums of money were raised from local people, who were now being badly affected - for the first time - by plane noise. The JR concerned an alleged failure by the CAA to ensure appropriate consultation was carried out in relation to changes in air traffic control procedures for aircraft arriving at Gatwick Airport from the east. GON now say they will cease the process, which has been on hold for the past year, as it has done its job. Their QC, John Steel, said to Martin Baraud: "You have won in all but law…This is therefore both a factual and practical result which has been achieved by the JR and subsequent negotiations, which would never otherwise have been obtained had the JR not been pursued. You have achieved all that you set out to achieve and more, in effect." The CAA and the DfT have agreed to make some changes to the way flight path changes are introduced, as a result of this JR - though a lot remains to be done.
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Heathrow anti-runway activists who briefly blocked roads on 19th November get conditional discharges
Twelve campaigners will face no penalty, and were given conditional discharges, after staging a protest near Heathrow against airport expansion. A small group of people ran on to the M4 and A4 roads and lay down in front of oncoming traffic, causing a temporary disruption - under half an hour - on 19th November. Fifteen of them, aged between 21 and 67, were charged with wilful obstruction of the highway. At a hearing at Ealing magistrates court 12 of them pleaded guilty and were given a conditional discharge. They were told they would each have to pay a victim surcharge and prosecution costs of £105. The court heard their motivations were fears about air pollution potentially caused by a third runway at Heathrow, the urgency of climate change and social inequality. The district judge Stephen Day pointed out they were all of good character and had no previous convictions. He said "...I have read your references which talk about you in glowing terms" The court heard that police knew a protest had been organised. One of the activists said: “This is not the end. We will continue to fight until the government takes meaningful action to tackle climate change, and that includes not building a third runway.” Two protesters pleaded not guilty, and will be tried on 6th and 7th February.
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Belfast City Airport sold by EISER Finance Ltd to 3i Investments plc along with other assets
George Best Belfast City Airport has been sold as part of a package of UK and European assets. The owners are EISER Finance Ltd, which took control of ABN AMRO Global Infrastructure Fund. They paid £132.5 million for the airport in 2008 from former Spanish owners Ferrovial Group. Ferrovial had paid £35m for the airport in 2003. EISER is selling the assets to 3i funds, managed by 3i Investments plc. It's understood the sale will have no impact on the day-to-day running of the airport. EISER has spent around £20m on improvements to the airport over the last eight years. As well as George Best Belfast City Airport, the deal also includes gas transporter and electricity network East Surrey Pipelines. EISER Global Infrastructure Fund (EGIF) is also selling assets in Italy and Spain to 3i as part of the deal, which is worth hundreds millions of pounds. Reports earlier this year suggested that 3i could pay as much as €600m (£509.5m) for the package. The proposed sale was first revealed in the Belfast Telegraph in April but has only now been finalised. The number of departure seats which the airport can sell in a year is currently capped at two million. In its accounts for 2015, the airport reported operating profits, before exceptional items, of £3.3m, up from £2.4m.
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BA flight from Gibraltar to Heathrow carried merely 3 passengers (could have carried 150)
The Metro reports on a British Airways flight, in mid December, from Gibraltar to Heathrow (two and a half hour flight) - with just 3 passengers. The plane could have carried about 150 passengers. Due to some sort of mix up with the 3 passengers being told the plane was late, another plane had taken off earlier and that was - presumably - fairly full The 3 passengers had only paid £80 for a return ticket, for a 3 day trip to Gibraltar. (This is the sort of flight that is taking up a slot at Heathrow, just for the lowest cost, off-chance leisure travel). The 3 throughly enjoyed themselves etc and were given the perks of being bumped up to business class. But this plane flew with almost no passengers, still emitting almost as much as it would have done with a full load. There are many anecdotal reports of planes flying to and from Heathrow with a huge number of empty seats. Had these three girls not been so keen to advertise the fun they had had, and their selfies of their trip, it might not have come to public attention. Presumably the flight took place, to position the plane for the next day's trips. It is nevertheless a glaring example of a Heathrow slot not being used in the way (low emissions, boosting UK economic growth etc....) Heathrow would like the government etc to believe.
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Heathrow hopes to pay homeowners to get access to their properties, in order to do required surveys, to speed runway
Bloomberg reports that Heathrow is offering homeowners cash to take part in a nature study. This is to get studies on local biodiversity done fast, so Heathrow can get its dreamed of 3rd runway through quickly. Heathrow is apparently offering hundreds of homeowners a £1,000 reward if they take part in environmental studies, needed for its runway planning. The letter from Nigel Milton says "This may require a visit from our team..." The legal position is that Heathrow has no right of entry on to anyone's property without their consent. Local campaign SHE is concerned some householders may feel pressured into giving Heathrow access. The owners of houses and farmland where the 3rd runway would be built will apparently qualify for the payment in return for agreeing to several visits over about two years, to assess biodiversity. Heathrow will soon be knocking on doors, hoping people will agree to the "free" cash. [Getting this access from people overcomes the problems of getting onto private land - which otherwise could take time, and hold back the runway plans]. Heathrow have to get enough owners to sign up, to get enough information on bats, newts etc. Agricultural land and rivers must also be surveyed. Normally some fairly inadequate mitigation measure is put in place, if wildlife habitat is destroyed. Heathrow will be hoping no wildlife or other biodiversity issue causes them any delays.
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Sir David Higgins to take on role of Gatwick Chairman, with Sir Roy McNulty staying as deputy chairman
Sir David Higgins, who is currently the chairman of High Speed 2 (HS2), has been appointed chairman of Gatwick airport. He takes up his post on January 1st. He replaces Sir Roy McNulty who will remain on the board at Gatwick as deputy chairman. Sir David Higgins has said the case for Gatwick to get a 2nd runway "remains strong" though "the challenge for Gatwick now is to continue to invest so it can maximise the use of its existing facilities and so can do even more for Britain in the coming years." He has been chairman of the HS2 high speed rail project since March 2014. He is paid £240,000 for three days a week at HS2 and is understood to be remaining in post as chair for up to a year, until a replacement is found and as the search for a new chief executive continues.
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Flybe starts flights from Edinburgh and Aberdeen to Heathrow from March 2017
New regular flights from Aberdeen and Edinburgh to Heathrow, starting on 26th March 2017, have been announced by Flybe. These will be Flybe's first flights to Heathrow. There will be 4 flights from Edinburgh on weekdays, and 3 from Aberdeen, making a total of 40 weekly flights per week. They will be using slots made available to Flybe at the insistence of the European Commission, after the takeover of BMI. Airlines hope to get Scottish passengers to link into long haul flights from Heathrow, with all the usual claims about economic benefits etc. Simon Calder says Flybe will inherit the dormant Heathrow slots and will challenge British Airways on the Edinburgh and Aberdeen routes. The fares may fall due to the competition. But the BA flights will be faster. The air fares could be around £85 to £130 for a return ticket.
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Advertising industry anticipating a bonanza of increased ad possibilities from expanded Heathrow
The advertising industry is salivating about the advertising opportunities it hopes will come from a new Heathrow terminal and runway. There are hopes for hugely more hoardings and outdoor adverts around the airport, as well as in terminals. By the time the expansion might take place, after 2026, "through vastly increased computing processing power and more easily accessible data sets, the opportunities available to airport advertisers will most likely be multi-sensory, integrated, ultra-targeted communications, far beyond what’s available today. Through this development, brands will find a way to be a seamless part of the traveller’s experience." ... "targeting will go beyond the airport as those travelling by coach to catch a flight could be served with ads for holiday insurance along the motorway."..."advertisers must also consider the unique mind-set of the airport traveller. Consumers are both enjoying down time away from the daily routine, and simultaneously anticipating the excitement of a departure. This unique state of mind, combined with dwell time, opens up opportunities for brands to offer key life moment purchases, for example a new car or mortgage." And yet more nauseating consumer stuff, generating more excess consumption in association with more air travel.
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“Back Heathrow” tries to blame councils for having to spend money, defending themselves against its runway plans
The lobby group funded and staffed by Heathrow, "Back Heathrow", has had the (ill judged) nerve to criticise councils for spending money to oppose their expansion plans. Back Heathrow has attacked Hillingdon Council for spending more than £800,000 between 2007 and August 2016 on fighting the 3rd runway, while cutting public services. Back Heathrow say Hillingdon is having to make cuts of £309,000 in early support service and children’s centres, with the threat of £100,000 more cuts next year. And they complain that Richmond has spent nearly £109,000 opposing Heathrow expansion between 2007 and 2014 - and so on with other councils. Heathrow is trying to give the impression that residents in these boroughs want the runway, and councils are wasting money. They ignore the inconvenient fact that there is huge opposition to the runway within these councils, and the councils can see not only the effect of noise, air pollution and congestion the runway would cause, but also the social and infrastructure stresses - for example, on housing demand. Heathrow's plans are costing, and could continue to cost, these councils a great deal of money. Heathrow is responsible for a lot of public money that taxpayers would have to fork out, to deal with the impact of its expansion.
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Scottish draft budget confirms intention to cut APD by 50% by the end of the Parliament
In the Draft Scottish Budget announced by Derek Mackay, he confirmed that the Scottish government now has the power to legislate for a tax which will replace Air Passenger Duty (APD) in Scotland. " ...we will introduce a Bill in the first year of the current Parliament to establish the tax which will replace APD in Scotland from 1 April 2018. We remain committed to delivering a 50% reduction in the overall tax burden of APD by the end of this Parliament." He hopes this will "deliver sustainable growth for the Scottish economy by helping to generate new direct air routes, sustain existing routes and increase inbound tourism." There is, naturally, no mention of the money lost to Scotland by more outbound tourism. The Scottish Government expects APD will raise £326 million in 2018-19 for them, and £342 million in 2019-20. Edinburgh Airport Watch commented that Mr Mackay did not mention how he will plug the resulting £150 million hole in Scotland's public finances, or the generous tax incentives already enjoyed by aviation - no duty or VAT payable on aviation fuel, no VAT on purchases of aircraft, or on servicing of aircraft. Airports enjoy a huge tax break in the form of Duty Free Shopping – an enormous cash earner for Airport owners. APD is a fair and progressive tax on an exceptionally lightly taxed industry.
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Teddington Action Group on the new NATS, airlines etc campaign – “Sky’s the Limit” or Pie in the Sky?
In their blog, the Teddington Action Group (TAG) say the intention of the aviation industry to vastly increase the numbers of flights, while miraculously reducing the number of people affected by noise, is nonsense. TAG says the Government needs to stop, take stock and remember that aviation demand must be managed rather than increased. Recently the ‘Sky’s the Limit’ campaign was launched by NATS (the partly privatised air navigation service) with airlines and airports. It hopes people will believe that the UK airspace is facing gridlock because the projected number of flights per year could be 3 million by 2030. But, don’t worry folks, the problem can be solved by airspace modernisation or the Future Airspace Strategy (FAS). By designing new routes with steeper climbs and descents, and aircraft flying routes with greater accuracy (i.e. concentrated flight paths), NATS will be able to pack in more and more flights (= more profit) - with fewer people impacted by noise. NATS keeps very quiet about the impact on those unfortunate enough to live under the concentrated routes whose lives and communities will be blighted. Do we really want children in schools round Heathrow having to shelter in earthquake huts in their playgrounds, to avoid the deafening roar of aircraft? The demand of frequent flyers for more choice and cheaper flights cannot justify the burden of noise inflicted on affected communities along Heathrow flight paths.
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HACAN signs up to a joint statement with Heathrow airport on an Independent Aviation Noise Authority (IANA)
HACAN and Heathrow have set out their support for an Independent Aviation Noise Authority (IANA). The Government has said it would support the introduction of the IANA and will consult on its role and scope in 2017. Before that, Hacan and Heathrow have put out a "summary of common ground" on a joint position on the role and structure of the IANA, at first looking only at Heathrow. They have together written to Chris Grayling, backing the concept of an IANA. They hope it will "oversee efforts to reduce aircraft noise in communities around Heathrow," and that it will "provide an impartial source of expert advice on noise, coordinate independent research, adjudicate on noise complaints that can’t be managed locally and ensure that communities have access to information..." They say IANA should have no enforcement powers, or be part of the CAA or DfT. Hacan and Heathrow say the main role of the IANA should be to provide an impartial source of expert advice, and then take on additional tasks such as to "establish a framework for noise management which is rooted in best practice". It could also take on ombudsman functions, such as to investigate "complaints that have not been resolved locally." John Stewart, Chair of HACAN, hopes an IANA could "bring reassurance to local communities but can also encourage airports to take their noise responsibilities seriously.”
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Chair of Treasury Cttee, Andrew Tyrie, again asks Hammond and Grayling about unclear Heathrow economic benefits
An influential Tory MP has questioned the evidence behind Heathrow expansion, suggesting the Government may have gone to exceptional lengths to find a methodology that made the case. In a letter to chancellor Philip Hammond and transport secretary Chris Grayling, the chair of the Treasury Select Committee, Andrew Tyrie, said the Treasury has specifically requested the rarely used ‘net public value’ investment measure be included in its assessment. Mr Tyrie pointed out that of the 4 investment measures used to evaluate the 3 runway proposals, only this seldom-used "net public value" measure presents a clear case for a 3rd runway at Heathrow. He asked the ministers where this measure has been used before on major infrastructure. Mr Tyrie also said that the DfT document published on 25th October acknowledged that 'the Net Present Values (NPVs) for some of the options could potentially be negative under some demand scenarios… " but the DfT is only considering one scenario. And he asks that figures are produced for all the scenarios [but does not say if he wants carbon capped as well as carbon traded], not just one. He also says assessing demand growth for a period of over 20 years, or even 30 years, is ‘not in line with the guidance issued by the Department for Transport’. He asks that figures with demand capped at 20 and 30 years should be produced.
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#Hypernormalisation – and why Heathrow plan is proof we exist in a catastrophic fantasyland
In a fascinating article in "The Conversation" a Psychology lecturer from the University of Brighton puts forward the concept of "hyper-normalisation" as an explanation for decisions made by society and government. Instead of government accepting the reality, and dangers, of our global climate change predicament, it carries on apparently oblivious of the dangers with policies that can only worsen the problems. The decision to build a Heathrow runway is only “truly momentous”, as Chris Grayling described it, because it shows just how far government etc "are willing to go in denying that climate change and related ecological crises require us to significantly change the way we live." Those in power seem to be "increasingly incapable of dealing with a sequence of global issues with any meaningful plan. They are devoid of any vision beyond the maintenance of the status quo." Hyper-normalisation as a way of dealing with the issues facing humanity provided a "simplified, reassuring and fake version of the world in the face of unprecedented global challenges". We know that practices and pastimes such as frequent and long-haul flying, are unsustainable. But the new hyper-normalisation view of the world may allow societies to re-interpret reality, to avoid uncomfortable and inconvenient actions. Read the blog.
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Changes to London City Airport flight paths increase noise pollution, say campaigners
Greenwich and Lewisham residents are urged to contact London City airport and local politicians with their concerns about the NATS (National Air Traffic Services) programme to ‘modernise’ the airspace. Changes to London City Airport’s flight paths might have resulted for increased noise pollution for Greenwich and Lewisham residents. London City has implemented changes by NATS that result in narrower flight paths in the hope of improving "efficiency." This has means more concentrated plane noise over areas like Catford, Lee and Eltham. Campaign group Hacan East has opposed the changes and is trying to get the decision reversed. Greenwich and Lewisham London Assembly member Len Duvall said: “It is vital that residents who are suffering from increased noise pollution make their voices heard on this important issue .... There is technology available on the airport’s website which can help people track which flights are making noise near them." Len Duvall said: “I would urge anybody effected not only to contact the airport but to also get in touch with me, their local council or their MP.” The airport will be reviewing the flight paths in early 2017 and will be taking feedback from residents.
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Airbus cabin of the future with fewer passengers, but with gym, spa, play area and coffee shop …
Airbus is producing plans for additions such as gyms, coffee bars, children’s play areas and a spa on its planes, instead of more seats. Their new concept that Airbus calls ‘Transpose’ would allow airlines to customise cabins for each flight using modular technology. Airlines could chop-and-change the interior setup in a matter of minutes in the project developed by an Airbus off-shoot called A³. The plan is to ..."enable entirely new categories of passenger experiences, making your time spent in the sky more interesting, personalized, and enjoyable." There could be a gym, with exercise bikes. "A major coffee chain could run a co-working cafe, providing artisanal beverages and a space for collaboration. An airline could design a kid-safe play zone ... where families can spend quality time together" ... and so on. Also there are new opportunities for advertising to get extra revenue. Now that ICAO has come up with the least ambitious scheme it could achieve for limiting the growth in global aviation CO2, airlines can have lower load factors and more space on planes that is not used to carry more passengers. If the industry was serious about lower CO2 (rather than just cost) per passenger, they would get planes to carry more people - not coffee bars and gyms. Is this Airbus etc effectively thumbing their nose at serious attempts to cut aviation CO2?
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A reformed EU ETS would cut almost 4 times more aircraft CO2 in Europe than ICAO’s global scheme
A reformed and full scope EU ETS would deliver substantially more savings than ICAO's measure over the period 2021-2035, and that's especially the case for flights within Europe. When aviation was included in the ETS in 2012, it covered all flights within, into and out of Europe. Due to huge opposition from countries such as the USA, the ETS was altered in 2013 to include only flights within Europe. ICAO finally came up with a very weak and incomplete global deal in October. New analysis for T&E shows that with the original full ETS in place, and with a cap on carbon emissions, the reduction in emissions from flights into, out of and within Europe would be four times as great than with the weak new ICAO scheme, during the period 2021 - 2035. The study comes as MEPs this week vote on proposals to reform the EU ETS. The proposals include a progressive decrease of both the cap on aircraft emissions and of free allowances available to airlines, thus bringing aviation into line with obligations on other industries. Just considering the CO2 from flights inside Europe, the full ETS would mitigate about 950 Mt of CO2 while ICAO's scheme, (on the same flights) would mitigate a maximum of about 270 Mt (2021 - 2035). If a scheme as strong as the ETS scheme was introduced globally, it would be hugely more effective than the ICAO plan, which may only mitigate a maximum of about 2,700 Mt by 2035.
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Heathrow extends compensation offer (value +25%) to small businesses with rateable value below £34,800
Heathrow has said this month that it WILL, after all, extend its limited compensation offer to small businesses. Small businesses within the compulsory acquisition zone with a rateable value less than £34,800, would be eligible for the same terms as the property offer set out to homeowners, which is full value + 25%. For larger businesses with a rateable value greater than £34,800, compensation will be provided in accordance with statutory requirements. That means some local businesses could still be excluded, as the offer has not been extended to the same zone as the householder scheme. Also, only those directly facing demolition or compulsory acquisition by the airport will be eligible. With the Colnbrook By-pass itself set to be closed and rerouted, that could mean some businesses forced to close with no compensation at all. Heathrow said: "We do not currently intend to start purchasing properties until development consent has been received from the Government. Our current expectation is this will be sometime in 2020." It will be contacting each business affected over the coming months to hold individual meetings. It also says it is looking at measures that it might be able to put in place to assist with business relocation. People can only apply for compensation once the construction of the runway starts, and until only one year after the runway is operational.
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Hundreds of Heathrow villages residents attend public meetings against 3rd runway plans
Hundreds of local residents attended 2 public meetings held by John McDonnell (MP for Hayes and Harlington) on 8th and 9th December, about the proposed 3rd runway at Heathrow. At the meeting at Harlington Baptist Church Hall local people spoke about the threat to Harlington that a new runway would bring - such as being situated at the end of the runway, bringing unbearable new noise levels to the village. At the meeting at Yiewsley & West Drayton Community Centre, residents were particularly concerned about increased traffic congestion and air pollution, from the airport boundary being much closer to them. It would be just 200 metres from some West Drayton residents. John McDonnell said: “The message from these public meetings couldn’t be clearer: local residents are going to fight this runway all the way. A third runway at Heathrow is undeliverable and I believe we will stop it from ever being built. ... The decision by this Government to build a third runway was shameful and remains a huge threat to local residents who face losing their homes, schools, community centre and village life. And when you add in the air pollution, noise and climate change concerns then it becomes even more obvious that this runway makes no sense.” More public meetings are expected in Hayes in January.
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How intense plane noise inflicted on sensitive people can be intolerably cruel. Read the blog
In a blog, written for HACAN, someone who is very badly affected by aircraft noise shares his story. It makes shocking, and very sad, reading. The writer moved somewhere 10 miles from Heathrow, about 10 years ago, and at that time there was no plane noise issue. Now the controllers of airspace have changed the way flight paths are used, so planes leaving Heathrow generally fly on very narrow, concentrated routes. This means that noise which would previously have been spread out over about 3km is now channelled down a track just a few hundreds of metres wide. Plane after plane after plane flies down this one track, causing a level of noise that can be life-changing for those unlucky enough to be below. The author expresses his misery and despair at finding his home now bombarded by intense, almost continuous noise, when the winds are from the east. He has had to leave his job, as the lack of sleep, the depression, the anxiety and the disruption to his life has had too great an impact on him. He says on one day, in utter despair with tears rushing down his face "the only thing that stopped me was my dog had come up to me and pushed my hands away from my face with his nose. I looked at him, gripped his lead, run with him to the car and drove off to the countryside, just to get away from the noise." Industry - take note. The noise from planes at Heathrow can have serious impacts on people. It is time this was properly acknowledged by government, and not conveniently ignored for political convenience.
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Heathrow expansion ‘will cause travel chaos’ in west London, Val Shawcross, Deputy Mayor for Transport warns
Speaking at the London Assembly Committee on Transport, Val Shawcross CBE (Deputy Mayor of London for Transport) said Heathrow expansion risked 'log-jamming' west London transport links. She warned that adding a 3rd Heathrow runway could cause travel chaos in west London. Val said proposed Crossrail links and a planned upgrade to the Piccadilly line would not be enough to ensure a smooth flow of traffic to an expanded Heathrow. Both Crossrail one and the Piccadilly line upgrade, which are going ahead, were just planned for the existing growth in demand, from population growth. Their expansion is not sufficient to deal with the extra demand from a 50% larger Heathrow. Val raised concerns that "we are in danger of completely log-jamming the public and road transport networks around west London if we do not do the additional high capacity infrastructure.” Also building Southern Rail access to Heathrow risked inconveniencing existing train passengers; they and the existing population should be properly taken into account. With the 3rd runway, the number of passenger's using Heathrow could rise from around 200,000 per day to 300,000. Of those, about 75,000 passengers currently use public transport while 125,000 travel by car. That means a massive increase in numbers of passengers, and also larger numbers of staff in and around the airport, all also using public transport
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Research by King’s College indicates diesel air pollutants can weaken people’s immune systems
Dr Ian Mudway, of King’s College London, has warned that thousands of Londoners may be having their immune system slowly aggravated by the effects of diesel fumes. The very young and very old - and those with existing lung conditions - are particularly vulnerable to being harmed by particulate air pollution. At a meeting of the British Thoracic Society meeting, Dr Mudway said pollution from combusting diesel is also suspected to be gradually attacking some people’s immune system, meaning they will be more likely to suffer illnesses. These impacts may be slow and insidious, only manifesting slowly as we age. A person's genetic make-up is a key factor to whether they susceptible to the immune system damage. Research indicates that diesel exhausts including tiny PM2.5 particulates which can get deep into lungs, interact with immune cells in ways that may make the airways more susceptible to infections and allergic reactions. Dr Mudway said: "Some people are almost bullet proof, other people will be very sensitive to it.” Many of the health impacts of air pollution are “sub-clinical”, so do not show up immediately with symptoms. They may, however, be having long term effects. Earlier research in 2010 showed the impact of air pollution in influencing a gene, which resulted in increasing the severity of asthma in children,
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Four councils + Greenpeace have served legal papers on Government over Heathrow runway decision
Hillingdon, Richmond, Wandsworth and Windsor and Maidenhead councils, together with Greenpeace and a resident of Hillingdon, have today served legal papers on the government for unlawfully supporting the expansion of Heathrow. In a legal submission to the High Court, the ‘coalition’ is seeking a Judicial Review of the government’s decision to support the expansion of the airport – something that which the Government previously promised would never happen. Harrison Grant Solicitors, on behalf of the coalition have filed a formal request for a judicial review. If successful, it is hoped the case will be heard in the High Court early next year. Together, the claimants argue that the Government has failed to recognise the project’s unlawful air quality impacts and that the consultation held to make the decision was fundamentally flawed. Therefore, the expansion of the airport cannot go ahead. In addition, the legal challenge seeks to hold Government to the promise that a third runway would never be built. If the request is successful, and the coalition wins the judicial review, the decision to proceed with the runway would be overturned. Ray Puddifoot said "There are two grounds of challenge at this stage. In addition to our claim that there has been a significant breach of established air quality laws, we have also claimed that the Government has acted contrary to our legitimate expectation that it would honour its repeated promises not to expand Heathrow."
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Elmbridge Council votes to officially oppose Heathrow expansion
Elmbridge councillors have officially voted against Heathrow expansion after months of deliberation. Councillors voted by a clear majority to oppose a 3rd runway, at the full council. Elmbridge Council's Overview and Scrutiny Task Group, dealing with Heathrow expansion, had recommended Elmbridge oppose the plans on the basis of health concerns. More than 800 people had responded to the council's survey on the plans and many said they had serious concerns about how the construction would damage the borough. A persuasive case for opposing the runway was made by councillor Christine Elmer, chair of the task group, Cllr James Browne and Cllr Tony Popham. Cllr Ellmer believed Heathrow was already a serious issue for the borough, because of high - and worsening - levels of aircraft noise, which continues late into the night. "The fact is that larger planes are flying lower than ever before in Elmbridge and there are no guarantees that this will desist. It cannot be right for residents, as one who wrote to me this week, to have to go to bed wearing earmuffs." The runway would mean worse road congestion. Cllr Browne said he had not seen any "convincing or independent evidence" to suggest any economic benefits from expansion would benefit the UK and the borough. Local campaign group, Residents Action Group Elmbridge (RAGE) were delighted with the council vote.
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EC orders 3 airlines to repay $13.6 million in ‘illegal subsidies’ – including about €2 m by Ryanair
The European Commission (EC) has ruled that airlines Ryanair, Tuifly and HLX must repay €12.7m ($13.8m) paid to them in ‘unfair subsidies’ to Klagenfurt Airport – Austria’s 5th largest commercial airport. The amounts of ‘incompatible state aid’ the EC refers to are estimated at around €2m for Ryanair, €1.1m for Tuifly, and €9.6m for HLX. In a decision with huge ramifications, the EC ruled that ‘certain airport services and marketing agreements’ between Austria’s small Klagenfurt Airport and its historic airline users Ryanair, HLX and Tuifly have given these carriers ‘an undue advantage’ under EU state aid rules and are therefore technically illegal. (HLX was merged with Hapagfly in 2007 into the ‘then new brand’ Tuifly). The EC said the subsidies amount to state aid to the airlines. "Moreover, the agreements simply reduce the operating costs of the airlines, without contributing to common transport objectives. These agreements therefore distort competition." This ruling may reopen the debate on whether subsidies paid to airlines on behalf of small airports should continue to be illegal within the EU marketplace. There are questions about other subsidies and if the EC will order airlines to repay any other subsidies paid to them to incentivise the use of small airports. Ryanair says some airports not commercially viable destinations to fly to, without incentives.
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DfT inviting organisations to register to be kept informed of the NPS and airspace consultations early in 2017
The DfT has written to organisations that are "stakeholders" for both the consultation it will hold, in early 2017, on its Airports NPS - and also a consultation on "modernising" UK airspace, in order to fit in a large growth in the number of planes. They will be holding a number of "stakeholder engagement events" in 11 locations across the UK. Birmingham, Leeds, Newcastle, Edinburgh, Glasgow, , Belfast, Liverpool, Cardiff, Newquay, Reading and London. Organisations (the Dft does not mention individuals) can sign up at http://www.aviationconsultations.com/ to register and be sent more information. The DfT say they will then contact people next year with further information, including the date and location; details on how and where to register your organisation's attendance; the option to attend one or both consultation events; and the running order of the day.
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NATS, airports, airlines etc form new campaign “The Sky’s The Limit” to lobby for “modernised” UK airspace (ie. for 50% more planes)
NATS has the job of getting as many planes safely using UK skies as possible, and that is how it makes money. NATS gets extra payments if delays to flights are reduced, and if there are slight savings in fuel (=cost) to the airlines who pay them, for more direct routing etc. The industry fears that, with growing numbers of flights as air travel keeps growing, the amount of delays will rise, as the airspace is already crowded over the south east of the UK. Delays cost airlines (and NATS) money, and so NATS is keen to "modernise" our airspace. This means redesigning it "to make use of modern aircraft technology”. The aim is to increase the current 600 dedicated flight paths in operation at present - 300 for departures and 300 for arrivals - to allow for about 50% more aircraft. They anticipate 3.1 million passenger aircraft per year using UK airports by 2030, compared to 2.1 million now. NATS knows this will mean "more households would be affected by “some” noise under the plans." NATS and the government have no idea how to make this fair to those overflown. What NATS wants is the "efficiency" of narrow routes, where intense aircraft noise causes significant disturbance and even distress to those below. There is no way noise can be limited without reducing the number of flights, which the industry would not contemplate. There is now a new campaign by the industry called "The Sky’s The Limit" to lobby for airspace changes, to fit in 50% more planes. The DfT will hold a consultation early next year on airspace change.
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6 month trial of change to Gatwick Route 4 ends, with widespread criticism and opposition
Route 4 from Gatwick (taking off towards the west, curving north and then going east) was changed in 2013 to fly slightly further to the north. This caused huge upset and opposition from those newly, and intensely, overflown. Finally in May 2016, the route was changed to be further south, but instead of relatively spread out across the NPR, it is concentrated. This has caused further upset and opposition from those now finding they have far worse noise than before. This changed route was "amended" for 6 months, and that ended on 26th November. However, the altered route will continue for another 3 months, while the CAA evaluates their feedback on how the route has performed. The CAA will in due course produce their PIR (Post Implementation Review) of the changed route. Gatwick had more than 15,000 complaints from the public during the consultation. Some of the towns and villages badly affected by high levels of plane noise include Leigh, Salfords, and Horley. The route involves a very tight turn, and to stay within the 3km wide NPR, planes should not be accelerating too fast (to avoid swinging out too far, and being outside the NPR). People say planes are making more noise, as pilots use flaps in order to make the tight turn, and planes are lower than they need to be. An affected resident said "The planes should be flying a shallower turn with a slightly more northerly trajectory afterwards - just as they did with no significant problems for over 20 years up to 2012."
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Study by CE Delft, for T&E, finds CO2 from ships and planes will wipe out half the savings to be made by cars and trucks
Growth in CO2 emissions from shipping and aviation will undo nearly half (43%) of the savings expected to be made by the rest of transport in Europe through to 2030, a new independent study by CE Delft has found. It means that almost half of the already-inadequate emissions savings expected in land transport will be cancelled out by ships and planes. Under measures already in place, land transport is expected to consume 43 Mtoe (million tonnes of oil equivalent) less energy per year in 2030 than it did in 2010. Even this 43 Mtoe cut is less than half of what will be required from land transport under the EU’s proposed 2030 Effort Sharing Regulation, by which cars, vans, trucks, trains and barges should cut their CO2 emissions by 30% compared to their 2005 levels. Yet by comparison with this 43 Mtoe cut by land transport, aviation and shipping are expected to consume 19 Mtoe MORE fuel annually in 2030 than in 2010. Bill Hemmings, aviation and shipping director at T&E, said: “Planes and ships are free riding at the expense of land transport’s already insufficient efforts to cut emissions." In January the European Commission will make a proposal on aviation’s future in the ETS. The recent ICAO deal on aviation carbon is only for participating countries to offset but not reduce CO2, and on a voluntary basis.
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Heathrow appoints 7 firms to design plans for its expansion, with 4-year contracts
Heathrow has announced seven firms have been contracted to design plans for its expansion plans (which it presumes it will be going ahead ... eventually). The group – Amec Foster Wheeler, Arup, Atkins, Grimshaw, Mott MacDonald, Jacobs and Quod – will now be known as the Integrated Design Team. Back in March this year, Heathrow said following “a competitive process Arup, CH2M, MACE and Turner & Townsend have been chosen to work alongside" the airport to deliver its expansion as "partners in the Programme Client Team". Now the four newly announced have been awarded 4-year term contracts. Barry Weekes, Head of Design at Heathrow, said: “With their institutional knowledge of Heathrow, and proven record in building complex infrastructure projects, the members of the Integrated Design Team will allow us to hit the ground running to deliver Heathrow expansion." Amec Foster Wheeler will "continue to assist Heathrow with its sustainability strategies and Environmental Impact Assessment." Arup will "utilise its engineering expertise as well as continuing to lead Heathrow’s passenger experience and baggage improvement programmes." Mott MacDonald brings knowledge developing airport masterplans, as well as its significant engineering expertise. Quod will "offer its town and country planning consultants expertise and extensive knowledge on making successful DCO applications."
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Swedish government commission proposes climate tax (about £6.50 – £29) on air fares
A commission appointed by the Swedish has recommended that airlines operating in Sweden should pay a tax of between 80 and 430 Swedish crowns ($9-47 or £6.80 to £29) per passenger per flight to compensate for carbon emissions. One the levy is instituted, the cost of a domestic flight would rise by 80 crowns and an international flight by 280 to 430 crowns (£24 - 29), depending on the distance of the flight. Currently in Sweden airlines pay VAT of 6% on domestic flights while international flights are exempt from VAT. Predictably, the centre-left government's plans for an airline tax have been criticised by opposition parties who say it would do little to reduce CO2 and would harm the airline industry, by very slightly reducing demand. The government is expected to incorporate a form of the proposal, possibly amended, within their next autumn budget in October 2017. The Swedish commission proposed that the tax come into force on January 1, 2018 and it would be expected to raise around 1.75 billion Swedish crowns (about £150 million) per year. Many other countries have charges for flights, at different levels, and for different reasons. These include Australia, Norway, Germany, Austria, France, Spain, Doha, Abu Dhabi, Sharjah and Hong Kong.
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Sarah Olney wins Richmond seat from Zac Goldsmith, on anti-Brexit agenda – while both strongly oppose Heathrow runway
When the Conservative government announced it was backing a 3rd runway at Heathrow, Zac Goldsmith (MP for Richmond) resigned. He had said even before the May 2010 election that he would do this, and as a matter of principle, he did so. The by-election was therefore triggered on the issue of Heathrow, largely because Richmond is badly affected by plane noise from landings every few minutes, for over half of each day. The Liberal Democrats, with only 8 current MPs, (now 9) fought the seat on the issue of Brexit, and their candidate, Sarah Olney has now won with a margin over Zac of around 1,800 votes. (Richmond was a held by the LibDems until 2010). Sarah Olney, who only joined the LibDems in 2015, is also very much opposed to Heathrow expansion, so will carry on the fight against the runway. Her primary focus, however, has been Brexit. Richmond is one of the constituencies that voted most strongly for the Remain campaign, and so this election became one about Brexit - with everyone appreciating that all candidates (except one minor one) were against the runway. Those who backed Zac will be saddened that his principled stand, which is regrettably rare in politics, has been hijacked in order for the LibDems to get another MP. Zac is widely acknowledged to have been an excellent MP. Opposition to the runway will continue in Richmond, as the area would lose half of its "respite" period without planes overhead, it the expansion was allowed. Tania Mathias, who leads local MPs against Heathrow, has already congratulated Sarah on her win, and said she looks forward to working with her.
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TfL hits back defending their estimate of £15 bn for Heathrow surface access, that Grayling said was “ludicrous”
Chris Grayling criticised Transport for London's (TfL) predicted costs for improving road and rail links for the Heathrow expansion. Giving evidence to the Environmental Audit Committee on Heathrow's 3rd runway, the transport secretary said he considered it "ludicrous" that TfL (who are the experts on transport in London) calculate the necessary work as about £15 billion. He said it looked to him as if "somebody has taken every possible transport improvement in the whole of metropolitan London and thrown it into the mix." While the Airports Commission estimated that surface infrastructure changes would cost £5bn, TfL estimated the costs of keeping transport flowing - even with a 50% larger Heathrow - to be around £15m-£20m. Heathrow said it would pay for just £1.1 billion. TfF have responded saying. “Expansion at Heathrow will significantly increase demand for access to the airport. Our expert analysis indicates approximately £15bn more investment will be needed beyond what is already committed and the key component of this is a new southern rail link from Waterloo to Heathrow. Thus far, the government have given no commitments to deliver this new rail link, despite the Airport’s Commissions recommendation to do so and, without such a commitment, the aspirations for no increase in road traffic are not credible.”
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Evidence by Mayor of London to Env Audit Cttee on Heathrow expresses grave concerns on health impacts
The Mayor of London has submitted evidence to the Environmental Audit Committee, on Heathrow's environmental impacts. The Mayor believes Heathrow expansion could have a very detrimental impact on the lives of hundreds of thousands of Londoners. The submission says: "It is regrettable that Government has decided to take forward Heathrow expansion in spite of the clear evidence of its serious environmental impacts in terms of air quality and noise and, perhaps of greatest concern, what it would mean for public health." ... "It is yet to be demonstrated that an expanded Heathrow could operate without exceeding legal limits for NO2." ... "Delivering significant mode shift will be critical to limiting highway traffic and helping tackle air pollution; but no new rail infrastructure is deemed by Government or the Heathrow Airport Limited to be required for expansion, rendering such an aspiration simply not credible.' ... "Little consideration has been given to the impact expansion will have on the growth in highway trips associated with air freight and induced economic activity..." ... "A three-runway Heathrow would result in an increase in the number of people exposed to significant aircraft noise (at 55dBLden) of over 200,000, compared to a two-runway Heathrow..." and "Even with the partial night flights bans being proposed, the proposals are likely to lead to a net increase in flights across the night period (11pm-7am) of at least 30%." ... and there is more ...
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Another solidarity gathering at the ZAD at NDDL – and a convoy taking hay to farmers near the Channel
The opponents of a new Nantes airport and Notre Dame des Landes are still waiting to see if the authorities try to force them off the land. On the 10th November, there was a good gathering (150 tractors and 500 people) who surrounded one of the farms on the ZAD (zone à defendre) to show solidarity against possible evictions. Now another gathering is planned for 2nd December, as they fear the threat of an attempt to start the removal work is even stronger in the days and weeks ahead. They say "We can not accept that the government does not respect the environmental code and the law on water and protected species." And "it is our duty to prevent the destruction of fertile soils of the ZAD and the expulsion of those who make a living there." The plan is meet up, speeches etc, and then pot au feu! In another solidarity campaign, there will be a relay of tractors taking good quality hay grown on the ZAD, up to farmers in Normandy, who do not have enough. On 13th to 16th 3 hay trailers will start from the ZAD at NDDL, led initially by tractors of farmers at NDDL. Every 20 to 30 km, the relay will be passed to other local farmers with their tractors who take the next stage. Held in the squares of towns or villages, the relay stops will be an opportunity to communicate about the struggle against the planned NDDL airport - and national issues.
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DfT consultation about subsidising development of biofuels for aviation, through RTFO
The DfT has published a consultation (ending 22nd January 2017) on “The Renewable Transport Fuel Obligations Order. (RTFO) Proposed amendments.” Its aim is to encourage development of biofuels for transport, in the hope that transport can continue to expand but its carbon emissions will be slightly reduced. The DfT's John Hayes says: "Our strategy is therefore to provide a positive investment environment beyond 2020 to further encourage the development of waste-based and advanced fuels, while limiting the use of fuels made from crops." They are partly aware of the adverse impacts from ILUC (indirect land use impacts) of many biofuels, which have the effect of shifting damage and ultimately competing with land for food, or causing deforestation. The DfT is keen to boost biofuels for aviation. They say: "We wish to promote the development of sustainable renewable fuel for aviation ... We propose to extend eligibility for reward under the RTFO to both renewable avtur and renewable avgas. ...." ie. they get money back, effectively as a subsidy for these fuels. (Avtur is normal jet fuel, and avgas is largely for general aviation). The DfT proposes to "reward renewable aviation fuels under the RTFO" and "suppliers would be able to claim Renewable Transport Fuel Certificates (RTFCs) for eligible fuel."
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Dr Tania Mathias calling for a Bill in Parliament to make aircraft noise a statutory nuisance
In the 1920s aviation was a nascent, struggling industry, and governments gave it a lot of support to get going. One of the benefits it got was in the Air Navigation Act 1920, which provided the basis of the UK's aviation noise regulation regime, by exempting aviation from nuisance sanctions, in order to stimulate the new industry. This was reaffirmed in the Civil Aviation Act 1982, which says citizens have no recourse against aircraft noise nuisance: “No action shall lie in respect of trespass or in respect of nuisance, by reason only of the flight of an aircraft over any property at a height above the ground ....". Unlike almost any other noise nuisance source, there is nothing anyone can do about aircraft noise that disturbs them. Now Dr Tania Mathias, MP for Twickenham, has called for a Bill in Parliament to make aircraft noise a statutory nuisance. She has put down: "That leave be given to bring in a Bill to amend Part 3 of the Environmental Protection Act 1990 to make noise caused by aircraft a statutory nuisance, and for connected purposes." Tania says an average food blender makes a noise of about 80 decibels, and plane noise in homes in Twickenham can be up to 83 decibels. It is an unacceptable anachronism that while the noise nuisance from model aircraft is recognised in law, the noise of real planes is not. She believes we need the law to provide a means of making it better when noise goes beyond what is reasonable or safe.
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Heathrow leading questions in Populus telephone poll show how results are biased
Heathrow has paid Populus to carry out surveys across various parts of London and surrounding areas for several years, trying to get results that show high levels of support for Heathrow. Though all results are published, in the proper manner, the details of the phone script for the interviews is never given. People interviewed have expressed the opinion that it is biased. Now the Evening Standard reports on a recording of a local voter being interviewed for the telephone survey. The interviewer is heard pointing out that legal battles could be “potentially costly” and that Heathrow “has committed to reduce the number of people significantly impacted by aircraft noise, extend the ban on night flights and play their part to improve local air quality”. The interviewee was asked how they would vote in the Richmond by-election and whether a legal challenge being mounted by four local authorities was a “waste of time and money” or a “reasonable” use of taxpayers’ funds. This appears to be not only biased interviewing, likely to skew the results, but also intended to reduce the vote for Zac Goldsmith. Zac called a by-election on the Heathrow runway issue, and Heathrow would see it as a positive sign for them - they want Zac to be beaten (by-election on 1st December).
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April 2016: Holland-Kaye says “shocking” to see the problems air freight operations are causing neighbours
Heathrow’s CEO John Holland-Kaye has described as “shocking” the problems that the airport - and its freight especially - causes the local community, following a bike ride through Colnbrook with Poyle with Parish Council chair Peter Hood in April 2016. He used Heathrow airport’s intranet to tell employees about the “shocking” impact of ancillary operations, and the “haphazard way” in which huge cargo sheds and smaller warehouses have sprung up in the middle of residential neighbourhoods. He said “it was shocking, and there is no one organisation you can hold accountable”. He recognised that villages such as Colnbrook, Bedfont, and Feltham were already being hit with “congestion, pollution and antisocial behaviour” as a result of activities associated with “keeping Britain’s trade flowing”. He added: "So it is up to us to bring together cargo companies, landowners, councils and residents to stop lorries messing up local communities. It won’t be easy, but if we take a lead, we can be a good neighbour to Colnbrook and other villages.” No specific actions have so far been announced yet, however.
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T&E: After Boeing ruling, aviation needs to go cold-turkey from subsidy addiction
Today’s ruling by the WTO against Washington State on subsidies to Boeing, and an earlier similar ruling on Airbus, officially adds another €5.4 billion ($5.7 billion) to the already very long list of subsidies granted to the aviation sector. One reason CO2 emissions are out of control is that flying is artificially cheap because of such subsidies. The list of direct and indirect subsidies includes: Airlines enjoy universal exemption from fuel taxation, estimated at €20 billion a year in Europe and over €60 billion globally; Airlines receive an effective subsidy worth another €7 billion in Europe alone because ticket prices are artificially suppressed by about 20% due to the VAT exemption on ticket sales; Airlines are bailed out on a regular basis especially since the 2009 crisis; Already lenient state aid rules for airports have been regularly flouted; worth another estimated €3 billion a year in Europe alone; Manufacturers receive a €1.8 billion subsidy under the ‘Clean Sky 2’ joint technology initiative; Air traffic control receives a €3 billion subsidy under the SESAR ‘joint undertaking’. Meaningful action to cut aviation CO2 is urgently needed at global level but the very modest and inadequate plans agreed at ICAO will mean nothing so long as the sector binges on government handouts. The subsidies above fall outside of WTO rules and will only be removed with action by governments.
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