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Latest news stories:
After just a few days as Mayor, Sadiq Khan drops GLA objection to compulsory purchase of land for London City Airport expansion
Within the first few days as London Mayor, Sadiq Khan has re-opened the possibility of expansion at London City Airport. He has dropped the GLA objection to a compulsory purchase order of 26.4 hectares in the Docklands, owned by City Hall. The airport will get the result of its recent appeal against refusal of expansion plans, by Boris Johnson, later this year. The GLA said: “The Mayor continues to support the case for improved noise mitigation measures that will be considered by the Secretary of State when he decides on the planning appeal in due course.” Khan had said in November 2015, during his election campaign, that he would look again at the prospect of the airport expanding. Boris had rejected it, on noise grounds. Meanwhile the owners of London City Airport paid themselves a £27.7m dividend payout last year after the airport attracted its highest ever number of passengers, increasing profits by almost 20%. The airport, while being considered to have the largest proportion of business passengers, in increasingly for leisure trips. London City's higher customer numbers last year were in part driven by its new travel routes including Berne, Hamburg, Mykonos and Santorini (all just holiday destinations) and extra flights to Edinburgh, Luxenbourg, Geneva and Guernsey.
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European Commission consultation on market-based measures to reduce the climate change impact from international aviation
The European Commission currently has a consultation, (ends 30th May) on market-based measures (MBM) to reduce the climate change impact from international aviation. Flights to and from Europe were included in the EU Emissions Trading System until the "clock was stopped" after huge opposition. Now only internal flights within the EU are included. But the full ETS is due to snap back, into its full form, by the end of 2016 - unless ICAO has come up with an effective mechanism for restricting global aviation CO2 emissions. But the ICAO talks are not going well. The EU (DG Clima) needs to decide what to do, in the absence of a proper ICAO proposal for a global MBM. DG Clima also needs to propose amendments to the aviation part of the EU ETS with regard to the post 2020 period with the intention of aligning aviation with the 2030 carbon reduction target. The EC is seeking input from all relevant stakeholders to develop new legislation in light of the ICAO Assembly. The environmental NGOs dealing with this say it is vital that the EU retains a strong role for aviation in its, hopefully reformed, ETS. International flights to or from the EU should be fully incorporated in the EU ETS from 2017 onwards, as no GMBM will be in place before 2021. From 2021 on, the scope covered by the EU ETS should depend on the strength of the GMBM ambition, as well as on measures implemented by other countries.
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Emirates expects reducing demand for domestic flights to Heathrow, as regional airports increase long-haul routes
The Times reports comments by Laurie Berryman, of Emirates, predicting that the demand for domestic flights in the UK will drop markedly in future. He considers that flights between London and Manchester could end altogether within ten years, because of HS2. The demand for internal flights is reducing each year, except for trips that take too long by train, such as to Glasgow, Edinburgh or further north in Scotland. This combines with the increase in long-haul flights from regional airports. Passengers in the regions have no desire to transfer via Heathrow, but would rather go direct. Or they are happy to transfer in Dubai or another airport - not necessarily via Heathrow. The HS2 rail line may be able to connect Manchester to London in under an hour and a quarter, which is about the same time as flying. Virgin's Little Red domestic airline closed in 2015, due to insufficient demand for its flights into Heathrow. Mr Berryman said: "People who live in Manchester who want to go to Mumbai go via Dubai, not via London." If Heathrow got another runway, it would damage the profitability of long haul flights from the regional airports. If it does not have another runway, its slots are too valuable to use on domestic routes. Emirates is increasing its long haul routes from Manchester and Birmingham.
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Recent opponent of Heathrow runway, Sadiq Khan, appoints pro-Heathrow runway, Lord Adonis on transport
Until June 2015, Sadiq Khan (now London Mayor) backed a 3rd Heathrow runway. He was Transport Minister under Gordon Brown, pushing for it. He then appreciated that he could not be elected Mayor if he backed the runway as it is so unpopular with millions of Londoners, who are adversely affected by it. Ministers are saying his election, and his opposition to a 3rd runway, will not influence their runway decision. The Mayor's opinion on a runway carries some weight, though they cannot make the decision. Worryingly, Sadiq will appoint former Transport Secretary Lord Adonis, who strongly backs a Heathrow runway, to run transport in London. The Labour peer also heads the government’s National Infrastructure Commission. Sadiq backs a 2nd runway at Gatwick to increase airport capacity, as people in areas adversely affected by Gatwick did not get to vote in the Mayoral election. He also backs improved rail links to Stansted. It would be easier for a Conservative government to resist the opposition of a Labour mayor, than a Tory one, to a Heathrow expansion. Transport Professor, David Metz, said: "There is a respectable case for deferring this difficult political decision, to see how a very competitive aviation sector copes with the growth of demand for air travel" ... seeing how market forces displace leisure travellers from Heathrow to Stansted in future.
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“No New Runways” message clear at “Going Backwards on Climate” march
The Campaign Against Climate Change organised a dramatic protest, with a difference. Marking the first year of the Conservative government being in power, it has gone backwards on climate. So several hundred protesters assembled in Trafalgar Square, and proceeded to march backwards, down Whitehall, to show where the government has been backtracking on climate. The protesters stopped at various key locations, to hear speeches about particular issues. There was a strong aviation presence on the protest, with a "No New Runway" message. For the government to build a new runway, hugely increasing UK aviation CO2 emissions, means a serious likelihood of the UK missing carbon targets. Adding a runway is going backwards on climate policy. Outside Downing Street, Sheila Menon (one of the Heathrow 13) spoke about the need to oppose a new runway, at Heathrow or at Gatwick, because of the increase in carbon emissions it would generate. She said this is not merely a UK problem, and there is opposition to airport and runway building in many other countries, with the campaigns linked up. Other stops on the backwards march focused on renewable energy, fracking, and increasing air pollution.
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Willie Walsh says”Heathrow Hub” runway option should be considered again, as cheaper
Willie Walsh, chief executive of British Airways’ owner IAG, says ministers should not be bound to the Heathrow third north-west runway proposal. He wants the Heathrow Hub option (extending the northern runway to the west) given proper consideration, as it would be cheaper. BA operates the majority of flights (just over 50%) at Heathrow, but Walsh has repeatedly said he is not prepared to pay exorbitant costs - in order to pay for a "gold plated" runway scheme, with all the add-ons. The Heathrow Hub scheme is understood to still be considered by the DFT, as is the Gatwick runway. (All have very serious environmental and economic problems, which is why the government has not been able to come to a rapid decision - largely knowing it would face well informed legal challenges). Walsh believes the Heathrow Hub option would be cheaper, though the costs of surface transport etc to fall on the taxpayer, would be similar. Willie Walsh contrasted Heathrow’s costs with a similar scheme in Dublin, the base of one of BA’s sister airlines in IAG, Aer Lingus. “The airport is talking about building a second runway at a tiny fraction of the cost of the Heathrow third – £350m against £23bn." He has considered moving more BA planes to Dublin, if and when its 2nd runway is built.
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BA warns London City Airport not to raise landing charges, or it might pull out
Willie Walsh, Chief Executive of IAG, owner of British Airways has issued a further warning to the new owners (a Canadian consortium) of London City that moves to raise landing charges for the airlines operating form the airport will be resisted. He said: “The airport is good, there’s good demand for it, but the off peak demand is very price sensitive and there’s no way you can serve that sort of demand if it’s very expensive to operate from there.” BA currently has about 40% of the flights at London City airport. Walsh said: “They paid a high price. It’s a good airport, but it’s as expensive as Heathrow in terms of passenger charges. The reason it has grown so strongly is because of us. We are the number one operator from there. We have 18 aircraft there. It’s principally a leisure airport, but there’s only so much you can do for leisure flights. We’d have no problem moving away from London City. There’s no way we’re going to be held hostage there and if the charges go up we’ll move the aircraft. That’s the great thing about aircraft – they’re portable, you can take them somewhere else.” Walsh said earlier that the £2 billion price would mean a multiple of 44 times London City’s earnings (EBITDA), though the airport said it was a multiple of 28.
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Proposal at Chicago O’Hare airport to share night flights, on a weekly rota, between runways
Chicago O'Hare airport is huge, with 8 runways. Some are parallel east-west, and some are diagonal and as new runways were built, older ones were closed. This has meant extra plane noise for thousands of residents in various parts of the Chicago area, and there have been huge protests. Night noise has been a particular problem, and residents have been fighting for less noise over them at night, for several years. Now the airport has a revised night runway plan, that means sharing the noise around. There will now be a rota, using different runways at night (considered to be 10.50pm to 5.25am) for week-long periods, with the whole schedule repeated after 12 weeks. That would create a some guarantee of weeks with no noise for most areas, and a fairly predictable calendar of when certain runways would absorb what city experts estimated would be 45 arrivals and 35 departures each night. There will be some winners, and some losers in this process. “Everyone gets some benefit ... Everyone gets some pain.’’ It is estimated that perhaps almost 68,000 Chicago area residents might get less noise. There will be a vote (7th May) on whether to forward the plan to the FAAfor final sign-off on a six-month test.
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Edinburgh campaign, SEAT, shows why cutting Scottish APD risks harming people’s health and the environment
The community campaign, SEAT (Stop Edinburgh Airspace Trial) has set out why it is opposed to the Scottish Government intention to cut APD by 50%. Edinburgh airport is delighted that APD might be reduced, so increasing demand for more flights (= more profit). But those badly affected by aircraft noise are very concerned about the increase in the problems they suffer. Air Passenger Duty is needed, to at least partly make up for the tax breaks the aviation industry benefits from by paying no VAT, and no fuel duty. There is no VAT on purchase or servicing of aircraft. Many airports are owned by off-shore corporations, that pay minimal (or no) UK company taxed. Flying is already artificially cheap, and even cheaper, if the only tax is halved. While the Scottish government supports high speed rail links to London, which would cut carbon emissions if rail is used instead of air, they also aim to increase the number of flights, by cutting APD. That means significantly higher Scottish CO2 emissions. SEAT speaks up for people negatively impacted by aviation. The impacts on health from plane noise are now well known, and they are a cost to society. SEAT says cutting APD is unwise, and means putting profit for big business before people's health, or the environment.
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Conservative backbenchers urge Cameron to back Fifth Carbon Budget targets (against Treasury and BIS)
Before the end of June the “Fifth carbon budget” must be written into law by Parliament. The budget will set the cap on UK emissions for the period 2028-2032. It would see cuts in the UK's CO2 emissions of 57% against 1990 levels by 2032. That represents steady ongoing progress towards the UK’s long-term legal requirement to cut CO2 by at least 80% on 1990 levels by 2050. It builds on the 36% reduction already achieved by 2014 and the 52% reduction by 2025 already committed to under the existing four carbon budgets. But the government, especially the Treasury and BIS, would like the target weakened. International aviation and shipping are not included. Now 20 Conservative backbenchers have written to the Prime Minister, calling on him to adopt Committee on Climate Change recommendations for post-2030 carbon targets. They want him to ensure there is "early and full agreement" across government in support of the adoption of the Fifth Carbon Budget. Earlier, the Fourth Carbon Budget was only rubber-stamped during the last parliament following a lengthy row between Ministers at DECC, against the Treasury and BIS. The UK is already off track for meeting the goals. The letter is signed by a number of high profile former ministers.
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National Audit Office sustainability overview of DfT – critical on aviation carbon emissions
The National Audit Office has carried out a departmental sustainability overview of the DfT, as it has done for some other departments. It was done at the request of the Environmental Audit Committee. The NAO says "The transport sector has a significant impact on the environment, making the activities of the DfT vital in meeting environmental objectives." The briefing points out that transport CO2 emissions were 23% of the UK total in 2014 and that emissions from international aviation and shipping are not included. They say the DfT's role in relation to aviation is "Setting national aviation policy." On carbon emissions, the NAO says one of the DfT's commitments is to "Work to secure agreement on a new global market-based measure to tackle carbon emissions from international aviation." But they say, about international discussions on aviation, "it is unclear what the government’s goals are in these negotiations, and what action should be taken by industry in the interim." The NAO continues: "The Committee on Climate Change (CCC) has recommended the publication of a policy framework for aviation emissions with long‑term assumptions as a proxy for outcomes under an international agreement, but the government response simply repeated support for regional measures, particularly the EU Emissions Trading Scheme."
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NATS suggests change to “stacking” system, with priority given to the largest planes with transfer passengers
NATS have proposed a different method by which planes queue to land, in order to get even more flights safely using crowded UK airspace. At present, if planes arrive early and have to wait for a landing slot, they enter a stack about 10 nautical miles wide and spiral downwards from about 11,000 feet till called in to land, leaving the stack at around 7,000 feet. The plan would be for planes to circle at about 13,000 feet or more, in a stack about 20 - 25 nautical miles wide, and be called off that, to come in to land. The plan is also to give planes with more passengers, and with more transfer passengers priority, if the airline requests this, so they land earlier - than those without transfer passengers. Currently they get landing slots on a first come, first served basis. NATS says there are around 2.4 million UK flights now, but they expect this number to rise to 3 million in 15 years, and they need to accommodate them all. Without the changes there might be delays. NATS also suggest use of more flight routes, giving the potential for noise to be shared out. However, this means people not currently overflown being affected for the first time, and would significantly increase the numbers affected. There will be a DfT consultation on elements of aircraft noise policy and airspace change, probably in the 2nd half of 2016.
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Residents invite Transport Select Cttee Chair – Louise Ellman – to Heathrow Villages that she wants destroyed for runway
Local resident-led group Stop Heathrow Expansion (SHE) has issued an open invitation to Louise Ellman MP, Chair of the Commons Transport Select Committee, to visit Harmondsworth, Sipson, Longford and Harlington – the villages around Heathrow that would be destroyed or largely uninhabitable if a third runway were to be built. The invitation comes as the Committee published a report which repeats previous calls to the Government for a rapid decision on Heathrow expansion, which the committee strongly supports. The DfT agreed to respond to the report by the end of May. It said: "We are undertaking more work on environmental impacts, including air quality, noise and carbon so we can develop the best possible package of measures to mitigate the impacts on local people.”" But the Transport Committee, gung-ho for a runway regardless of the problems (and entirely omitting mention of the vast cost to the taxpayer for surface transport) said "we believe that the noise and environmental effects can be managed as part of the pre-construction phase after a decision has been made on location, as can the challenge of improving surface access and devising suitable schemes for compensation for residents in affected communities."
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Transport Select Committee wants rapid decision on runway location – then sort out the problems later …..
The Commons Transport Select Committee, chaired by Louise Ellman (for years a strong advocate of a larger Heathrow) has published a report that wants the government to make a rapid decision on the location of a new south east runway. Ms Ellman says Patrick Mcloughlin should set out a clear timetable of the decision making process. He should also set out what research the government has already done and what remains to be done. The Committee wants a decision in order to, in its view, remove uncertainty for business so companies can be planning and investing. The report is entirely of the view that a runway is needed for links to emerging markets. It ignores the reality that most journeys are for leisure, and it ignores the huge costs to the taxpayer, of either scheme. The Committee wants a location decision, and somehow believes that all other environmental and infrastructure problems will then (magically?) be sorted out. They say: "... we believe that the noise and environmental effects can be managed as part of the pre-construction phase after a decision has been made on location, as can the challenge of improving surface access." So decide first - with what is likely to be a bad decision - and work out how to deal with the intractable, and inevitable, problems later. Is that a sensible course of action for a responsible government?
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Research sets out clearly how the need to take climate change seriously rules out any new UK runway
A new research study by the Aviation Environment Federation (AEF) shows that the need to take climate change seriously rules out any new runway – at Heathrow or at Gatwick. The study, commissioned by GACC, particularly shows that, for the UK to play its part in making December's Paris Agreement on climate work, must mean cancelling plans for a new UK runway. The Airports Commission's work shows they were well aware of the problem of UK aviation emissions exceeding their cap level of 37.5MtCO2 per year, but this was brushed under the carpet. Even with no new runway, while all other industries in the UK are - by law - due to decrease their CO2 emissions by 85% on average (by 2050 compared to their 1990 level), aviation is permitted to increase its pollution by 120%. If a new runway is built, that would be even higher. The hope of an effective world-wide CO2 emissions trading scheme succeeding in limiting emissions looks impossible to achieve. Big tax increases on flights, in order to limit demand when there has been expansion with a new runway, would be political dynamite. Limiting growth at regional airports, to permit full use of a new south east runway, would not be helpful to the regions. "It is time for the Government to stand up to the lobbying by the aviation industry, and tell them that there will be no new runway." A new runway means storing up unnecessary problems in future.
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Gatwick Chairman confirms no public disclosure of flight paths until after the public consultation of the Gatwick Arrivals Review closes
Arrivals Review team member, Graham Lake, and Sir Roy McNulty, Chairman of Gatwick, confirmed that ‘mapping’ of the proposed flight path routes proposed by the Review will not be disclosed until after the public consultation closes (ends 16th May). This statement was made at the Gatwick Arrivals Review community meeting on 26th April. There is concern that without any input from affected communities or other organisations, it will only be NATS and Gatwick that have any say over how the arrivals flight paths are set. Many residents affected by Gatwick aircraft noise have little trust in the airport, after being let down. But they are being asked to comment on the consultation without vital information. Gatwick said in 2012 that if the impact of PRNAV routes was too "detrimental", then they should be withdrawn. However, there is no indication this is being followed. People living near the airport and already getting the noise of narrow departure routes are concerned that they may also get the noise from narrow approach routes. The CAA has confirmed that there is nothing in the Arrivals Review to stop arriving flights joining the final approach (the ILS) continuing to be placed in narrow ‘swathes’, as they are now. Narrowing the swathes for arrivals and departures enables more planes to use the runway per unit time.
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All Party Parliamentary Group on Air Pollution set up, as greatly increased interest in air quality by MPs
A cross-party Parliamentary group of MPs, Peers, businesses and other stakeholders has been set up to specifically look at air pollution issues in the UK, with Labour MP Matthew Pennycook (MP for Greenwich) acting as its chair. The All Party Parliamentary Group on Air Pollution held its inaugural meeting on 26th April, and 3 vice-chairs were also elected (Daniel Poulter; Helen Hayes;and Baroness Sheehan). Trade organisation the Environmental Industries Commission (EIC) will act as secretariat for the Group, through its chief executive, Matthew Farrow. More interested MPs will be recruited. There has recently been a much increased level of interest in air pollution, especially in NO2 - brought into the spotlight by the VW "defeat" devices scandal. The emergence of the group is timely, after the news that ClientEarth has permission to pursue its JR against the government, to get improvements in air quality more rapidly. A week or so earlier, a new joint body between Defra and the DfT was set up - JAQU, Joint Action on Air Quality - to deliver national plans on air quality. Heathrow's hopes of a 3rd runway are at risk, due to legal levels of NO2 already being breached. Gatwick also risks breaching legal limits, if it had a second runway.
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Judge gives ClientEarth permission to pursue a JR against UK government over air quality
Environmental lawyers ClientEarth have been granted permission to take the UK government back to court, over its failure to tackle illegal levels of air pollution. A judge at the High Court has granted their request to pursue a Judicial Review against Defra. ClientEarth’s CEO James Thornton said the decision by the court to grant a hearing was a victory in itself. "The UK government has claimed that it has done everything required by last year’s Supreme Court ruling. By granting us permission to return to court the judge has decided that the government does indeed have a case to answer.” ClientEarth lodged papers at the High Court in London in March – naming the UK Environment Secretary Liz Truss as defendant. Papers were also served on Scottish and Welsh ministers, the Mayor of London and the DfT as interested parties in the case. ClientEarth said the government's latest plans are woefully inadequate and won’t achieve legal air quality limits for years to come. ClientEarth believes the government is in breach of its legal duty to produce new air quality plans to bring air pollution down to legal levels in the “shortest possible time”, despite being ordered to do so by the UK Supreme Court. ClientEarth has asked judges to strike down the plans produced by the government in December, order new ones and intervene to make sure the government acts. #no2dirtyair
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Speculation that Berlin Brandenburg might never open, as its problems are so expensive
The man in charge of planning Berlin's Brandenburg airport, which has had a catalogue of major problems, says it now may never open. It might be pulled down. It was meant to open in 2010, but had real problems with the fire extinguisher system, which did not work. Every year, the date of possible opening is pushed further back. Now it seems the myth of German national efficiency is under threat. The airport is already £5 billion over budget and a national disgrace for a country that prides itself on technical excellence. The chief planner, until 1999, doubted if it would ever open. After the fire issue, which required the removal of hundreds of defective firewalls, there were also hundreds of miles of wiring that had to be ripped out of leaking underground conduits. The luggage relay systems did not work, and the computer system was so complex that for years nobody could work out how to turn off the lights. They blazed 24/7. Every month, the delay costs about £15 million, including cleaning costs and lighting to prevent vandalism. The Times says the airport's PR chief "who, rather too truthfully, told journalists that claims of the project going well were “bullshit”." If it does ever open (2018, 2019?) it will already be too small, and another runway may be added ....
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Whitehall logjam of work due to EU vote could push runway decision back to September
The Standard reports that the Government may delay their decision on a runway until perhaps September, rather than July. Patrick McLoughlin had said earlier (8th Feb) that he hoped there would be a decision before the summer recess (mid-July). However the government has such a "log-jam" of work caused by the EU referendum that, frankly, the runway issue is not top of the agenda. Insiders in government are said to believe the runway problem is only one of many major decisions competing for time in a one-month window between the referendum (23rd June) and the summer parliamentary recess (21st July). Many Whitehall departments are keen to get their decisions time-tabled to be taken in July. Parliament returns briefly between the 5th and the 15th, and it is considered possible that the government might make an announcement then. That way, there would be a runway decision (perhaps stating a location?) in time for the Party Conferences. However, it is possible there could be a longer delay. It is thought that No.10 is somewhat “paralysed” by its battle to win the referendum on June 23." It is known that the DfT is having to carry out a considerable amount of further work on the runway options, to add to the work of the Airports Commission, and fill in gaps.
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Heathrow anti-3rd runway campaigners play aircraft noise in Central London to mark International Noise Awareness Day
Marking International Noise Awareness Day, Heathrow anti-third runway campaigners brought aircraft noise to the streets of Central London to illustrate the fact that London is the most overflown city in Europe. Campaigners from a range of organisations accompanied a lorry - blaring out loud aircraft noise through loudspeakers - at around the level people experience under the approach flight path - outside Europe House in Smith Square. This was to highlight the fact that already 28% of the people who are affected by aircraft noise right across Europe live under the Heathrow flight paths. After Smith Square, the lorry headed off back towards Heathrow, blaring its noise, approximately along the course of the arrivals flight path for a the new northern runway that Heathrow wants. European Commission’s figures show that over 725,000 people (see source and fact check below) are impacted by noise from Heathrow flights and another 25,000 by flights using London City airport. That is nearly a third of all people affected by aircraft noise right across Europe. John Stewart, the chair of HACAN, said that on noise grounds alone a new runway at Heathrow should be ruled out. Adding an extra 250,000 Heathrow flights per year is not a reasonable proposition.
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Airport officials, CAA and NATS face hundreds of angry residents at CAGNE 2nd AGM
Local campaign group, CAGNE (Communities Against Gatwick Noise and Emissions) held its 2nd AGM on 15th April, attended by around 200 people. Senior spokespeople from Gatwick, NATS and the CAA were invited to speak, but faced angry residents who are not satisfied with what is happening about Gatwick noise issues. During the meeting Bo Redeborn, who headed up the Arrivals Review, confirmed that it had not considered departures - only arrivals. Phil Roberts of the CAA explained how it is seeking greater transparency in airspace changes, having been surprised by the public outcry at various airports due to airspace changes. He confirmed that, (obviously) changes in one area impact airspace in other areas [arrivals and departures]. The CAA hopes that use of PRNAV or PBN (aircraft navigation by ‘satnav’) will improve the noise problem in future. [That is not inevitable, depending how it is used, and is likely to lead to concentrated flight paths, even if those could be varied. Sally Pavey commented that the CAA view of ‘dispersal’ would mean a ‘multitude of concentrated routes’ and not dispersal as people would normally consider it. NATS confirmed that though the LAMP programme, with routes outside current NPRs, has been put on hold, it will return by 2023/2024.
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New GACC research paper indicates higher Gatwick charges for runway could lead to airlines moving to other airports
There is a problem about how Gatwick would pay for a 2nd runway, bearing in mind the airlines that use it are not keen on extra charges. Local campaign GACC (Gatwick Area Conservation Campaign) has produced a short research paper looking into the issue. Paying for a new Gatwick runway. They conclude that the steep rise in airport charges at Gatwick which would be needed to pay for a new runway could cause airlines to decamp to other airports such as Stansted or Luton. The GACC study is based on the estimates made by the Airports Commission that the cost of a new Gatwick runway would mean a rise in airport charges from the current £9 per passenger to £15 to £18, rising to £23 at the peak. Chairman of GACC, Brendon Sewill pointed out: "That is a rise of over 100% and would be serious shock for airlines. easyJet and BA have already expressed anxiety about higher charges, and their unwillingness to pay them. Stansted is at present half full and would be overjoyed to attract business from Gatwick." Manchester airport is a salutary reminder of the risk; its new runway opened in 2000 but was followed by a fall in passenger numbers. Manchester airport is still only at about 60% of the capacity of a single runway. Competitive pressure from other airports could make the financing of a new Gatwick runway challenging.
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While air traffic controllers in Europe strike, fearing job cuts, industry expects shortage of controllers worldwide in future
While air traffic controllers in Europe strike, due to concerns about pay and future job losses because of the introduction of the Single European Sky, there are predictions of a future lack of air traffic controllers elsewhere in the world. While the world’s airlines plan to double the fleet of commercial jets during the next two decades as the number of air travellers approaches 7 billion, there is an expected shortage of air traffic controllers in Asia especially. More and more airports are planned. There won’t be enough controllers to help those 44,000 planes take off and land safely. There are plans for a cheaper system, for small and remote airports where proper air traffic control is too expensive - get it done by remote control. A range of cameras and sensors at the airport would relay information to controllers at a man ATC centre, who would direct the planes. The system is, in theory, sensitive enough to penetrate fog and detect wild animals on runways. It is also cheaper than hiring people to fill vacancies at smaller or remote airports. The system is already being tried at a small airport in Sweden. All rather odd, when European air traffic controllers hundreds of job cuts in the next few years. Maybe the controllers are not keen to go to a small, remote Indian airport.
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Shock £17bn taxpayer’s bill for Heathrow expansion revealed through Freedom of Information request by Greenpeace
Environmental and transport groups have used FoI to obtain details from Transport for London (TfL), of their estimates of the amount of money the UK taxpayer would be expected to pay, for Heathrow's 3rd runway. This comes to a staggering £17 billion, to cover the costs of transport links needed to deal with a massive traffic surge from a 3rd Heathrow runway. TfL say the actual cost would be around £18.4 billion - which is 4 times as high as estimated by the Airports Commission. Heathrow's John Holland-Kaye reiterated, to the Environmental Audit Committee (4.11.2015) that the airport would pay only about £1 billion. The government made it clear (Oct 2015) that it expects aviation expansion promoters to cover any surface access costs.The vast amount of money required throws into question both the financing and feasibility of a crucial part of the project. The documents, released to Greenpeace through FoI, contain the first detailed comparison of the contrasting estimates by the Airport Commission and TfL. They show the figures published in the Commission’s report failed to take into account the costs of key rail schemes, extra buses, additional operational spending and road traffic management. The Treasury needs to properly assess the real costs of expanding Heathrow and guarantee taxpayers won’t be left to pick up the bill.
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While Heathrow try to claim cost of surface access just £2.2 billion, TfL estimates cost of £18.4 billion
Heathrow’s management have claimed that only £1.2bn of public funds would be needed to upgrade local road and rail links, for its 3rd runway, while Heathrow itself would spend a further £1bn, making £2.2bn. The Airports Commission estimated the cost to be around 5.7bn, to include widening the M4 and tunnelling the M25 under the runway. But now TfL has come up with figures showing the total cost would be about £18.4bn, which is hugely more. TfL believes Heathrow and the Commission have substantially underestimated the amount of increased congestion the runway would cause on the roads, and on trains due to 30 million more annual passengers. They also did not take freight into account. The government has said whichever airport might be allowed a runway would have to meet all the costs which arise due to a new runway, and from which the airport would directly benefit. TfL has added the cost of other vital transport infrastructure, such as improving bus services, traffic management measures and alterations to the South West and Great Western Main Lines. TfL says none of the schemes in its £18.4bn figure are already committed, funded or planned. The Campaign for Better Transport said the money would be better spent elsewhere eg. on the Northern Powerhouse.
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Heathrow, sounding a bit desperate, might make a comment on night flights “in a few months’ time”
One of the conditions the Airports Commission put on a new Heathrow runway was a ban on night flights, between 11.30pm and 6am. Heathrow has been very unwilling to agree to this, with John Holland-Kaye saying in February that he was yet to “engage” with the government and airlines on the subject. He has also tried to claim there would be fewer night flights with a 3rd runway. Now, as the government is preoccupied with the EU referendum (23rd June) and not considering the runway question, and there has been a lot of negative publicity about Heathrow, John Holland-Kaye (bit of desperation?) is saying the airport may agree to the ban. He said: "We’re consulting with airlines and local communities about how we can deliver what the Airports Commission is asking for. ... We’ll be able to make a solid comment on that in a few months’ time.” But that statement gives no indication of actually getting rid of night flights. It is unclear how consulting local communities is going to get airlines to alter the way they schedule flights, to avoid the night period. Or whether it would mean more flights between 11 - 11.30pm, and more from 6 - 7am, reducing the benefit of the short period without planes. People need more than 6½ hours sleep, so worse noise at the shoulder periods would be little improvement.
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New grouping (APCAG) of Parish Councils south west of Gatwick formed to work on aircraft noise issues
There are a number of groups representing the many areas affected by Gatwick flights, both arrivals and departures. One of the groupings towards the east, in east Sussex and Kent, is the HWCAAG (High Weald Councils Aviation Action Group) which is a grouping of parish councils (Bidborough, Chiddingstone, Dormansland, Hever, Leigh, Penshurst, Sevenoaks Weald and Speldhurst Parish Councils). Now parishes to the west of Gatwick have formed a similar grouping, the APCAG (Association of Parish Councils Aviation Group) which so far has six founder member parishes, (Pulborough, Wisborough Green, Kirdford, Loxwood, Plaistow and Ifold) and it is planned for more to join. APCAG says it hopes to provide a strong and unified representation for its area in discussions with Gatwick, NATS, the CAA, the DfT, and airlines on aircraft noise issues. It hopes that consisting of democratically elected bodies, APCAG’s voice would more likely to be taken account of than a protest group. It chairman is Peter Drummond and its Vice Chairman is Ian Hare. APCAG subscribes to the concept of ‘fair and equitable dispersal’; the principle that, provided noise is minimised, it should be shared around in a fair and predictable manner (not defined) - and where possible flight paths should not be over people not previously overflown.
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Birmingham gets weekly flights to Beijing and Hangzhou with Beijing Capital Airlines
It is expected that direct flights by Beijing Capital Airlines, from Birmingham to Beijing and to Hangzhou, some 60 miles from Shanghai, will start on July 19th. At present there are only direct UK flights to China from Heathrow, with flights 4 times per week from Manchester with Hainan Airways starting this June. The new flights from Birmingham will operate on Saturdays to Beijing and on Tuesdays to Shanghai (Hangzhou) using an Airbus A330-200, with a total of 211 seats (33 business and 178 economy). Flights to the Far East were a major target for Birmingham airport, after its £40 million runway extension allowing use by heavier planes. Birmingham also, from March 2016, obtained 8 flights per week by Qatar Airways Boeing 787s between Birmingham and Qatar. Birmingham also has a daily service by Emirates, using an A380, to Dubai. Birmingham airport says the two new scheduled service follows on from some direct charter flights, which saw over 7,000 Chinese visitors travel through Birmingham Airport during 2014 and 2015, and in 2015 "around 150,000 people flew between our region and China, with passengers preferring to travel from their local airport."
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Three SHE public meetings in the Heathrow villages for residents threatened by 3rd runway
Residents from the Heathrow villages joined local MP John McDonnell (Hayes & Harlington) and Chair of Stop Heathrow Expansion (SHE), Jackie Clark to discuss the impacts of a third runway on the local area. The meeting was the second of three planned around the area. John McDonnell outlined the latest developments with the campaign, and some of his activities on the issue in recent months. They also outlined the plan of action for later this year, if the Government announces its support for the runway. John said: “In Hayes we face being subject to more aircraft noise, more air pollution and a poorer quality of life. Even if the government opts to support a third runway in July or September, we will fight this in the courts, as we did last time. And we will win again.” The subject of most concern was air pollution, and in particular the impact on children. Parts of Hayes and West Drayton are the most polluted areas near Heathrow, with air quality monitors register damaging level of NO2 above the EU limit of 40 micrograms per cubic metre. Other topics discussed throughout the evening included aircraft noise, traffic congestion and the political situation. Some residents remain unaware of the terrible impacts of a 3rd runway with a further 260,000 flights and associated road traffic including many more heavy goods vehicles
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Residents in Heathrow villages say airport failing to tackle nightmare of parking by private hire vehicles
People in the Heathrow villages have the continuing anxiety of having to move out of their homes, if the government decides to approve a Heathrow runway. Now, in addition to the many trials and tribulations they face, from their airport neighbour, there is an increasing problem of parking by Uber drivers, waiting to get lucrative trips from Heathrow. Stop Heathrow Expansion (SHE) report that for years they have had to endure the anti-social behaviour of private hire vehicles in their streets. SHE have found bottles of urine, excrement and litter left by the legions of private hire drivers who park in every available space. This nightmare takes place in Harlington, Colnbrook, Stanwell Moor and many other locations that enable these drivers to have speedy access to Heathrow. Clearly none of these drivers live close to Heathrow otherwise they could park in their own streets, so the taxi work is not going to local people. SHE says complaints have been made to Heathrow and TfL for years but residents have just been fobbed off with excuses. No action has been taken and residents have seen no improvement. Residents have experienced intimidation and threats from drivers if they photograph them and their cars. The number of Uber drivers licensed grows by several hundred every week. Better control seems to be needed.
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Defra and DfT set up JAQU (Joint Air Quality Unit) to deliver national plans to cut NO2 levels
A new joint unit between Defra and the DfT has been established, to deliver national plans to improve air quality and meet EU limits. The new body, the Joint Air Quality Unit (JAQU) has been set up to do this and will be hosted at Defra. It will be led by Defra’s deputy director of flood risk management, Susanna May. The JAQU will report to Defra air quality minister, Rory Stewart, and Under-Secretary of State for Transport, Andrew Jones. It will focus on delivering the UK’s national air quality plans to reduce levels of NO2. These plans were publicly consulted on by Defra last year and include proposals to establish Clean Air Zones in five UK cities by 2020. The Unit will develop more detailed proposals for the Clean Air Zone framework and legislation to mandate zones in certain cities, with a view to consulting on these later this year. A number of Defra and DfT staff who worked to develop these plans have transferred into the new Unit. Day-to-day responsibility for air quality matters will remain with Defra. Work on aviation matters will still be taken forward by the DfT. The new unit is timely, as ClientEarth have been given permission to take further legal action against the government on its slow progress to improve UK air pollution.
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Ryanair may try out transfer flights at Stansted, and even eventually feeders for long-haul airlines
Ryanair will trial offering some flight transfers this summer, as it moves another step closer to mainstream airline practices. For years, Ryanair has been a strictly point-to-point airline, even actively warning prospective passengers against trying to make connections between two of its flights at major hubs, such as Stansted. It was bothered by luggage problems or delays, costing the airline money. But it will soon be testing a transfer service at Stansted and Barcelona’s El Prat airports. The trial “will allow customers to connect onto Ryanair flights without having to go back through security." Ryanair said that if the trial is successful, it would “consider rolling it out elsewhere across its network.” Ryanair is also tentatively looking at plans to supply short-haul feeder passengers to other long-haul carriers. In September, it said it might consider providing connecting flights for long-haul airlines including Lufthansa and Air France-KLM within the next 5 - 10 years. This could boost Ryanair by expanding its network and growing (even more) passenger numbers. It may be that the flag carrier airlines will want low-cost airlines to feed in passengers from secondary bases across Europe.
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Debate in Westminster Hall on the effect of aircraft noise on local communities
Tom Tugendhat, the Conservative MP for Tonbridge & Malling, obtained a Westminster Hall debate on 20th April, on the effect of aircraft noise on local communities. Many MPs spoke, representing the interests and concerns of their constituents at a variety of airports. The Aviation Minister spoke at the end of the debate, though did not manage to answer some of the questions asked. Below are some extracts of the debate - there is also a full transcript. Some of the issues raised were: that the CAA should take account of noise impact many miles out from airports, not only close to them; the serious breakdown in trust of the industry by members of the public due to dishonesty and dissembling; the health problems caused by plane noise; the impact where there is only low ambient noise; changes that will be inevitable if the UK meets its aim of being part of the Single European Sky by 2030; how to find a balance between dispersing routes between a number of corridors or concentrating on a number of routes; fair compensation for those negatively affected; and when the DfT will put out its consultation on future airspace. Tom Tugendhat concluded: If I am honest, I am little disappointed that we have not yet had a better answer on what the words “significantly affected” mean, and that we have not had .... a promise that the CAA and NATS will take into account the communities on the ground."
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Advertising Standards Authority rules against misleading “Back Heathrow” ad claiming 60% support for runway
The Advertising Standards Authority (ASA) has banned an advert from "Back Heathrow" claiming that most local people back Heathrow expansion. "Back Heathrow" is a lobby group, funded through Heathrow with the aim of pushing for the 3rd runway. Back Heathrow ran a regional press ad headlined “Rallying for the runway” with the line “Don’t believe the hype. Most people living in communities near Heathrow Airport support its expansion.” They claimed from polls there was 60% support. The ASA says the claim was misleading, and the 60% figure had only been massaged up from 50% to that level by omitting the 15% who did not express an opinion. The ASA considered most consumers were likely to understand it to mean that a clear majority of those surveyed in the poll (the original sample) were in support of expansion. They ruled that removing the 15% was "not a suitable methodology by which to draw such a conclusion, and was misleading. The ad must not appear again in its current form, and "Back Heathrow" must not repeat these claims " unless it held robust substantiation for them." This is a blow to "Back Heathrow," the strategy of which has been to try to convince decision-makers that a majority of local people back a 3rd runway. That claim looks flimsy.
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Research paper done for GACC shows the techniques Gatwick uses to pay no UK corporation tax
It has been well known for several years that Gatwick airport uses a range of (legal) techniques and schemes to minimise its tax payments in the UK. Now a research paper - one of a series that local campaign GACC (the Gatwick Area Conservation Campaign) is producing - sets out much of the detail of how Gatwick does it. The paper shows how Gatwick earns revenues of over £630 million per year, and yet pays no corporation tax. While public attention - and anger - have concentrated on Google and Starbucks, Gatwick is playing the same game. It pays no tax by complicated arrangements that include a combination of tax allowances for capital investment and deductibility of interest on debt, aided by a tangled web of inter-related company ownership in tax havens such as Luxembourg, Guernsey and the Cayman Islands. This complexity is not available to small companies. GACC says its new study is not easy reading for the layman but will be of considerable interest to investors who may be asked to fund a new runway, and to the DfT, which is at present trying to work on the new SE runway issue. Currently EU Finance Ministers will meet in Amsterdam on Friday 22 April to toughen company tax rules. That could cast doubt on the financial viability of a 2nd runway if some of the tax deals are tightened by by the EU and the G20.
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MP calls for drones to be registered, especially those that can reach several thousand feet
David Burrowes, the MP for Enfield Southgate, has called for high-powered drone owners to be forced to sign a register after British Airways flight BA727 from Geneva was struck by a device as it came in to land at Heathrow on 17th, probably in the Richmond area. Mr Burrowes, who sits on the Home Affairs Select Committee, said the gadgets can no longer be treated as an “innocent leisure pursuit” because of the security risks and potential for mass casualties. He also suggested looking at introducing licences for some of the more sophisticated models in order to aid police and investigators. There have been numerous incidents of near misses in the past year or so, with Heathrow having the UK's largest number. Tens of thousands of drones, which can cost between £25 and £20,000 with the high-end ones being able to reach 6,000 feet, have been bought across Britain in the last few years and can be used without a licence or having to register with the CAA. Mr Burrowes said "at the very least there should be a register for the owner of drones." Owners of those that are capable of rising to several thousand feet should be "willing to accept a basic registration system." Currently the police do not have records of drone ownership. The CAA has a code for the use of drones.
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Three Plane Stupid activists – the Tunnel Trio – sentenced to £305 fines each for blocking Heathrow tunnel in November
On 26th November 2015, on the day Parliament discussed airport expansion, three activists from Plane Stupid parked a vehicle across both lanes of the entrance tunnel and locked themselves to it, unfurling a banner quoting David Cameron’s election promise in 2010: “No Ifs, No Buts: No Third Runway”. The tunnel was finally cleared after 3 - 4 hours. The activists pleaded guilty, and have now been sentenced - by Judge Deborah Wright - to fines of £200 each, increased to £305 each with the addition of court and CPS costs. The three protestors are: Esme Waldron, 23, a student from Brighton; Alistair Cannell, 26, a bar worker, from Brighton; and William Pettifer, 27, a worker on an organic farm in Somerset. The Judge reduced the sentence from the original level of £300 each, as they pleaded guilty and had been careful to avoid any danger to the public. She acknowledged the good record of each defendant, and their sincerity in their belief of the harm that would be done by a 3rd Heathrow runway. However, she felt they had been inconsiderate of the travelling public in causing around 75 to miss flights, and more to have problems with reaching the airport or parking. The fines were low, as the incomes of all three are low. A lively crowd, including some of the Heathrow 13, assembled before the hearing, to support the activists.
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Gatwick hoping – yet again – for a link to China, while most long-haul routes have failed
Gatwick has had a very low rate of success (other than low cost airline Norwegian) in getting any long-haul routes to significant places, and keeping them more than a short time. Now an internal airline in China, Tianjin Airlines, is hoping to take delivery of three Airbus A330-200s in the coming months. Gatwick is one of the routes it will be trying out. Tianjin is hoping to introduce a twice-weekly link between Tianjin and Gatwick, via Chongqing from June 25th 2016. However, Tianjin is the huge port some 80 km south east of Beijing. Last August it suffered some very serious explosions at the port, which probably killed around 173 people and caused non-fatal injuries to almost 800 people. An AirportWatch member commented: "No one will want to fly to a port that exploded some 6 months ago. There is nothing there. Tianjin is an internal Chinese airline. Air China pulled out of Gatwick when they got slots at Heathrow. As soon as an LHR slot becomes available they’ll be off." Airlines have axed routes from Gatwick in the two years 2011 to 2013 include Hong Kong Airlines, Air Asia X, Korean Air and US Airways. In 2015 Garuda and Vietnam Airlines also moved their flights from Gatwick to Heathrow.
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Luton plans light rail link to speed transport, making it a stronger competitor against Gatwick
Luton plans to replace its much-maligned bus transfer service, from the station to the airport, and instead build a light rail link, costing £200 million. The 1.3 mile rail link could cut the journey time from London St Pancras to the Luton airport terminal to less than 30 minutes, which is faster than the time to Gatwick. It would connect to the terminal from within the Luton Airport Parkway railway station, one level above the platforms. A normal rail link has not been possible due to the steepness of the climb uphill to the terminal. The automated light rail service will be funded by Luton Borough Council, which owns the airport freehold and owns the necessary land. The role of the council will be controversial and the scheme will need to be scrutinised for conflict of interest. The airport is spending a further £110 million on redeveloping its terminals and layout to expand capacity from 9 million to 18 million passengers per year by 2020. EasyJet, the biggest airline using Luton, said the redevelopment was a key factor in its pledge to double the size of its operations there over the next decade. A planning application would be made in autumn for work to begin in 2017. The DfT is also working to enable travel between London and Luton by Oyster card or contactless payment by 2018.
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John Stewart wins Sheila McKechnie Long-Term Achievement Award as a campaigner
"1% inspiration and 99% perspiration - the secret to great campaigning" - according to John Stewart, who has been awarded the Long-Term Achievement Award by the Sheila McKechnie Foundation. John has been an environmental campaigner for over 30 years. In the 1980s and the 1990s he was centrally involved n the campaign against road building. He chaired and organised an umbrella group of campaigners across the UK, fighting a huge expansion plan for motorways and trunk roads. Then in the 1990s John became involved in campaigning against the aviation industry. He became Chair of HACAN in 2000, and after 2003 chaired a diverse coalition of campaigners which successfully defeated plans for a 3rd Heathrow runway in 2010. John chaired the AirportWatch network until 2014. He has also been Chair of the Campaign for Better Transport, and the UK Noise Association, as well as being on the steering group of the Campaign Against Climate Change. He has written a number of publications, including "Why Noise Matters", in 2011. In 2008 John was voted Britain's most effective environmental campaigner, by the Independent on Sunday. He is leading campaigns against the current Heathrow 3rd runway threat, and against unacceptable levels of aircraft noise.
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London City Airport gets new PR manager – fresh from 10 months as press officer at the DfT
London City Airport has strengthened its comms team with the appointment of the Department for Transport’s Andrew Scott as PR Manager, "as the airport develops plans for expansion and prepares to mark its 30th anniversary in 2017." Andrew Scott joins City Airport’s four-strong comms team and will be responsible for campaigns "which promote the airport’s time saving and convenience proposition to customers." His role will also include oversight of the UK and 6 key European markets, which are supported by PR agency Grayling. Scott was a press officer at the DfT for 9 -10 months since July 2015, before that a media officer at the Museum of London, and before that at WPP (a huge advertising and PR company). Barclaycard’s Kimberley Hayden has also joined City Airport’s comms team as internal comms executive, and will be "responsible for employee engagement, including production of Airport Life magazine, 500 free copies of which are circulated internally each month." The head of comms has been Charlotte Beeching, since December 2014. The airport now has new owners - Canadian pension funds - and is hoping to be allowed expansion "which would enable up to 6.5 million passengers by 2025."
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Gatwick promises to reduce plane noise (how?) as Forge Wood residents complain it is worse than expected
Forge Wood is a housing development just north east of Crawley and south east of Gatwick airport. They are in an area less than 2 kilometres from the end of the runway. The development was permitted by a decision of the High Court partly based on a statement by Gatwick Airport Ltd in 2010 that they ‘had not a shred of interest in a new runway.’ (That comment had been made by Sir David Rowlands, former Chairman GAL in a speech to Gatwick Airport Consultative Committee in January 2010.) The houses would be right under then flight path, if the 2nd runway was built. The noise is already bad, and one new resident who moved there in October 2015 said the planes are a lot noisier than she anticipated and she wants measures to improve the quality of life for locals. Another resident said: "When we bought our house here we didn't think the noise would be as bad as it is. If we have the window open the noise of the planes stops us from getting to sleep at night and I've been woken up at 4, 5 and 6am. We have a problem with planes both taking off and landing." Strangely the 5,000 or so people who will live in Forge Wood were not included in the Airports Commission's numbers of those to be badly affected by plane noise from a 2nd runway. Or some other new housing developments.
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CAA gives approval to new PBN flight path from Birmingham airport to the south
At the start of April, the CAA approved changes to flight paths at Birmingham Airport, that were deemed necessary because of the runway extension. There were trials of new flight paths to the south in 2014, which generated a lot of anxiety and anger. The opposition was especially strong in the Balsall Common area, where a lot of people were newly overflown. Planes were taking off further south on the longer runway than before the extension, and also landing further south - so were lower on the approach. The CAA considered 2 route options using Performance-based Navigation (PBN) technology, creating narrow, accurately flown paths. The CAA has gone through a long process, and has now approved Option 6, rather than Option 5, and say this has noise impact on fewer residents. The village of Balsall Green will be less impacted by this choice and they campaigned very effectively against the route being over them. But the smaller village of Barston, nearer to the end of the runway, will get relentless noise. The CAA has also instructed the airport to trial the use of Option 5, which is not quite as bad for Barston, for turbo-prop aeroplanes, which are less noisy than jets. Birmingham will do more work on the departure routes to the north, and then formally submit them for approval to the CAA.
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2nd runway at Dublin airport threatens Heathrow’s position as main IAG hub
Heathrow may face more competition for hub traffic from Dublin, if there is a 2nd runway in 2020 - and airlines prefer using Dublin rather than Heathrow. This might mean Heathrow being partly sidelined. In May 2015 Aer Lingus, the Irish flag carrier, was bought by IAG (International Airlines Group) - which owns British Airways. As part of IAG's takeover there was the benefit of new routes and more long-haul flights from Dublin, where Aer Lingus is one of the two main airline customers, along with Ryanair. Willie Walsh, IAG’s CEO, said in 2015 that owning Aer Lingus would allow IAG “to develop our network using Dublin as a hub between the UK, continental Europe and North America, generating additional financial value for our shareholders”. Willie Walsh believed that buying Aer Lingus was a wise move, as it was "inevitable" that Dublin would get a 2nd runway in the next few years. IAG believes that it can expand the group’s flights via Dublin or Madrid - especially if there is no new runway at Heathrow. It could have the impact of removing business from Heathrow - British Airways is the largest airline there with around 50% of the slots.
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Government decision expected soon, to allow Heathrow planning consent on ending Cranford agreement
Heathrow submitted a planning application in May 2013 for various additions to taxiways and other runway-associated infrastructure, to enable flights to take off towards the east, from the northern runway - after the ending of the Cranford Agreement in 2009. This was rejected in March 2014, and since then Heathrow appealed, and a planning enquiry took place in June 2015. The outcome should be announced imminently, maybe within weeks, with the Planning Inspector making his recommendation to the Government. Full runway alternation could halve the number of flights over Colnbrook during easterly operations, so this is welcomed by some. Those under the final approaches to the northern runway in areas such as Windsor, Datchet, Colnbrook and Poyle would see overflights reduce in total by 302, from 630 to 328 movements per day. However, there would be roughly 35,000 extra flights a year over Cranford, rather than from the southern runway. The Inspector recommended that, if the planning application is approved, there should be an insulation scheme for households that would otherwise only be entitled to relocation assistance.
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Dublin Airport may buy 40 homes, already badly affected by noise, in bid to step up 2nd runway plans
Dublin airport was given consent for a 2nd runway in 2007, but due to the recession it was not started. There are now plans to start work in 2017, for completion in 2020, though as much has changed in the years since 2007 on the aviation market, questions are asked about whether the original consent should still be valid. Due to the inevitably increased noise from the 2nd runway, it is likely that around 40 houses (mainly in the St Margaret's area 2-3km from the airport) would be bought by the airport, and negotiations are planned. Triple glazed window insulation will probably also be suggested for hundreds of other properties including schools. A spokeswoman for the St Margaret's Concerned Residents Group said the affected 30 home owners in her association are devastated but have no choice. The airport has assessed the level of noise necessitating house purchase based on 90 days of the airport's busiest months from June to September. Residents, some of whom have been in the area for three generations, fear that a 2nd runway, with increasing frequency, growth in long haul services and more larger aircraft Dublin would compound the noise problem. The 40 homes are those affected now. (There would be a whole lot more with a 2nd runway).
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Work to build Dublin 2nd runway could start in 2017 for completion in 2020
Dublin airport is to press ahead with building a 2nd main runway, resurrecting plans that were approved in August 2007 but then put on hold when Ireland was plunged into financial crisis after 2008. The 2 mile runway will be cost about €320 million (£258m) with work starting in 2017. It may be ready by 2020, to meet rising demand. Passenger numbers at Dublin are now back up to where they were before the recession, and although the airport is not yet at full capacity, it is congested at peak hours. There were around 25 million passengers in 2015. Passenger numbers are expected to rise further. Dublin to London is one of the world’s busiest international air routes, while the facility to pre-clear US immigration in Ireland has made Dublin popular with transatlantic travellers. Ireland cut is small charge of €3 on air tickets in 2013, while Northern Ireland continued to charge £13 in APD. Many people therefore travelled from Northern Ireland to Dublin, to save money. Ryanair has over 40% of the flights at Dublin backs the runway, as does IAG. Willie Walsh has said he might consider using Dublin more if Heathrow got a 3rd runway, and raised charges sharply. There are some conditions restricting night flights very slightly, (65 per night 11pm to 7am) with the 2nd runway.
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Teddington Action Group find evidence of slower rates of climb of large planes from Heathrow
The Teddington Action Group, formed by communities in the area affected by the noise of Heathrow take-offs towards the east, have been suffering from planes that climb particularly slowly. TAG have done research to show that many planes taking off from Heathrow have some of the lowest lowest climbing rates of any airport in the world. (For example, at 12km from "start of roll," an A380 at 2,200 feet, while at Dubai at 3,900 feet. Or a 777 at 1,600 ft at Heathrow and 3,100 feet at Chicago). The result is more noise from those under Heathrow flight paths. There are required minimum rates of take-off set out in the Heathrow Airport (Noise Abatement Requirements) Notice 2010. The requirements are that planes climb to 1,000 feet by 6.5 kilometres from the “start of roll”. Once they reach 6.5 kilometres from start of roll, planes are required to climb at a rate of not less than 4% or 1 in 25. But these rates of climb are so low and out of date that even a World War II Lancaster Bomber fully loaded could make that. TAG wants the regulations to be changed so that all aircraft must attain at least 2,500’ [up from 1,000’] by 6.5 kilometres from start of roll; and that thereafter all aircraft must keep climbing at a rate of at least 12% [up from 4%] until 6,000’ [up from 4,000’]
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On final day of public inquiry, HACAN East wins concession on noise insulation for residents, if expansion allowed
On the last day - 5th April - of the Public Inquiry into London City Airport’s expansion plan, local residents group HACAN East won an important concession. This requires Newham Council to hold a council meeting each year to explain how it is overseeing City Airport’s commitment to provide sound insulation for local residents, if the expansion plans are approved. In the past Newham Council has not ensured done this. The result of the Inquiry is expected to be known in the summer. The Planning Inspector will make a recommendation to the Government, which will make a final decision on permission. If the airport does expand, it will build a new taxiway to accommodate larger planes. HACAN East is opposed to the expansion, but relieved that Newham Council will be held publicly accountable for enforcing the airport's commitments. In its closing statement, HACAN East repeated its concerns about the insufficient noise mitigation measures promised to communities living within the 66db, 63db and 57db LAeq contours; the lack of any new measures to assist those outside the 57db LAeq contour; and the the absence of any work to assess the cumulative impact of London City and Heathrow aircraft on the many communities overflown by both airports.
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NGOs call on ICAO not to use REDD+ carbon credits – forests & soils cannot offset aviation CO2
The organisation, FERN* has published a letter signed by around 82 environmental NGOs around the world, calling on the global aviation sector through ICAO to actually reduce carbon emissions, rather than just the proposed use of carbon offsetting. The NGOs say plans to offset most of the sector’s growth in emissions are a significant distraction from real measures to reduce aviation emissions. Under business-as-usual, aviation is projected to increase emissions by between 300 - 700% by 2050, despite only being used by well below 10% of the world’s population. The NGOs are particularly concerned that carbon offsets that are inappropriate and unreliable would be used, as ICAO is considering a carbon offset system called REDD+ ('Reduce Deforestation from Deforestation and Forest Degradation’). The NGOs say REDD+ credits should not be used, as they do not even meet ICAO's own standards, and include double counting. REDD+ projects that tackle the real drivers of large-scale deforestation – extraction of oil, coal, mining, infrastructure, large-scale dams, industrial logging and international trade in agricultural commodities – are largely absent. There is also a risk that agricultural offsets would favour large-scale farmers or monoculture farming practices. These are not suitable offsets for aviation.
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There have been 28 incidents of roof damage by wake vortices from planes in Florsheim, Frankfurt since October 2011
There have been 28 incidents of roof damage by wake vortices in Florsheim from planes approaching Frankfurt airport, since the 4th runway opened in October 2011. The most recent incident was seen by a witness, who observed - on a day with little wind - the sudden wind, like a squall moving tree branches, and then the roof tiles being lifted off the house roof. The plane involved was a 777. Fortunately the tiles fell into the yard outside the house, and the family were indoors. The damage to roofs is yet another reason for intense opposition to the runway, from local residents who suffer its negative impacts. People say the heavy planes should not be allowed to fly over their homes, as the heavier the plane, the more likely is a wake vortex. The local authority requires Frankfurt airport operator Fraport AG to pay for work to bracket and secure roof tiles across much of the centre of Florsheim due to the numerous vortices. There can be problems in getting the tiles secured in older buildings, and this can cost the home owner money. Frapport is unwilling to pay if the roof is not already in good order. Wake vortices occur mainly in still weather, when wind does not disperse the vortex - that is turbulence from the wing tips.
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Teddington Action Group TAG gets response from Department of Health re. its input on health effects of aviation
The Teddington Action Group (TAG) is very active in opposing the recently intensified level of noise they experience from Heathrow flights. They recently asked the Department of Health what role they have in assessing the impact of aviation noise on public health and whether they have any influence over the Government’s aviation policy, which is developed by the DfT. The Dept of Health (in its not very reassuring response) said it is Public Health England (PHE) that provides advice and input into noise related health matters for the Department of Health, including aviation policy. PHE worked with the DfT on the Survey of Noise Attitudes 2014 (a field study investigating noise attitudes of people living close to airports) – PHE is represented on the project board that oversees the methodology and overall progress. PHE is steering the Health Impact Assessment process for the Airport Capacity Appraisal of Sustainability. On the Night Flight Restrictions consultation – PHE is providing ad-hoc advice to DfT on the evidence base. PHE has not yet had any involvement with the design of the Government’s Future Airspace Strategy. TAG asked about proper assessment of health impacts, and PHE said it plans to continue its engagement with the DfT by providing evidence-based advice and promote research especially on "interventions to protect and improve health."
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Network Rail does feasibility studies on Heathrow to Waterloo rail link
A new rail link between Heathrow and London Waterloo has moved a step closer after a Network Rail study suggested there was a strong case for the project. The Southern Rail Access proposals would connect Heathrow to Waterloo, Guildford and Basingstoke, possibly via Feltham and Hounslow. This is part of the long-awaited Southern Rail Access proposals. A Network Rail feasibility study suggests the work would cost between £700m and £1.8bn, depending on which route is chosen. There are three route options, and all are considered to be good or very good value irrespective of whether a third runway is built at Heathrow. Of the three, a semi-fast Heathrow to Waterloo service, via Richmond, was the best value London link. However further appraisal is needed. Heathrow airport is enthusiastic about the rail link, as it would connect more passengers and "treble our rail capacity by 2040." Heathrow also hopes it would help reduce local rail traffic, if passengers get to and from the airport using the rail link. Hounslow Council earlier this year recommended a new southern link to Heathrow via Feltham, with trains running on an elevated track via a new station in Bedfont. The separate consultation on the proposed Western Rail Link to Heathrow, from Reading, ends on 4th April.
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US and China will sign the Paris deal – raising hopes for ICAO agreement on MBM in September
China and the US, the world’s two leading carbon polluters, have said they plan to formally join the Paris climate agreement in April. In a joint statement, they agreed to sign the historic deal to cut CO2 emissions and take “respective domestic steps” to approve it as “early as possible this year.” They also urge other nations to follow suit. The support from these two means the Paris deal is closer to coming into force. Over 55% of global carbon emissions and 55 countries must formally join for the Paris Agreement to apply from 2020. China and the US account for about 40%. The US Environmental Defense Fund said that support this year for a global market-based measure to address greenhouse gas emissions from international aviation is also very important. "A strong agreement at the 2016 ICAO Assembly is one of the top global priorities for climate change this year — and a key part of President Obama’s legacy." They hope the Chinese and US commitment may encourage other countries in ICAO to act, and open a pathway to resolving the key question of how to share, fairly, the responsibilities for offsetting future aviation emissions. There are only 190 days till the conclusion of the ICAO Assembly in Montreal.
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HACAN welcomes plan to build Adobe huts on playing fields of Eton
1st April. This story is, sadly, not true. But it is a lovely thought ..... Campaign group HACAN has welcomed today’s announcement from the Government that it will fund deluxe Adobe huts for Eton College if it gives the green light to a third runway at Heathrow. Eton will be directly under the flight path of a new runway. There have been concerns expressed of the noise impact on Eton’s famous playing fields. HACAN chair John Stewart said, “Parents will undoubtedly welcome this announcement that Adobe huts will be built on the playing fields of Eton”. The huts will be an upmarket version of those already seen the playgrounds of a number of schools in Hounslow in west London. The Government had said that it will fund three in the first year after the opening of any new runway. They will be named after two of the school’s most famous old boys: Dave and Boris. And also George (not at Eton, but at St Paul's). It was reported in April 2013 that four adobe domes had been put up in the grounds of Hounslow Primary school, which is under the southern runway flight path at Heathrow, in order to enable the children to use the playground despite the plane noise. In April 2013 Heathrow said it would spend £1.8 million to extend the scheme to 21 schools that are badly affected by aircraft noise. Heathrow is desperate to try and persuade London residents that aircraft noise is being dealt with. Including at Eton.
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Gatwick publishes its response to the Arrivals Review – accepting all 23 recommendations
At the end of January, an Independent Arrivals Review was completed by Bo Redeborn. Gatwick was required to publish details comments on this, by 31st March, which they have done. Gatwick says it accepts all the 23 recommendations, though under some of the recommendations there is a long Benefits/Issues section, with various caveats. Some of the recommendations were relatively uncontroversial. Perhaps the most controversial was Recommendation 10, "for aircraft to be vectored to be established on the ILS at a minimum of 8nm (nautical miles)from touchdown outside of night hours, rather than the current 10nm." Also that "the arrival swathe would normally extend from a minimum of 8nm to 14nm, with aircraft joining on a straight in approach when traffic permits.” This would mean less noise for some areas, but perhaps more for those living around 8nm from the runway. Gatwick says: "GAL is minded to accept this recommendation. But its implementation is a complex matter and GAL will therefore seek to ensure that its impact is fully understood before a final decision is taken." Gatwick agrees to improve its dreadful complaints system, and set up in Independent Noise Monitoring Board, though this would probably include only 2 community and 2 local council representatives. There will now be a 6 week public consultation until 16th May.
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New study on effect of low ambient noise level on plane noise perception undermines Gatwick 2nd runway case
It is accepted that there is a difference in the way aircraft noise is perceived, depending on the level of background (ambient) noise. At its most obvious, someone standing near a noisy urban road will not notice the noise of a plane flying overhead as much as someone in a quiet location. GACC has commissioned work by Dutch noise experts, looking at the effect of ambient noise. The authors conclude that the % of annoyed residents is likely to be higher in areas with low ambient noise than in high ambient noise areas. The authors suggest that the number of people annoyed is likely to be higher than shown by Leq or Lden metrics, where local factors that influence annoyance are not taken into account. Gatwick is surrounded on 3 sides by designated tranquil areas such as the AONBs. GACC says that, with a 2nd runway, not only would three times as many people be affected by serious aircraft noise as now, but also - due to the effect of noise on quiet rural areas being under-estimated by the Airports Commission and by Gatwick - the usual comparisons between a large number of people annoyed by a new Heathrow runway and a smaller number at Gatwick are not valid. GACC say that, as well as a 3rd Heathrow runway, a 2nd Gatwick runway would also annoy a very large number of people. "Neither runway should be built."
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Response by AEF on EU Environmental Noise Directive – needs strengthening to preserve health
The European Commission held a consultation on the "relevance, effectiveness, efficiency and EU added value of the Environmental Noise Directive (END)." The AEF has responded to this, commenting that while the END had improved noise monitoring, it should be strengthened to achieve its aim of reducing the health burden of noise from transport sources including aviation. The END requires member states to produce action plans to reduce ‘excessive’ noise levels. The END helped establish noise as a major public health issue, with the mapping requirement helping to improve awareness of the noise problem around the UK’s airports. However, AEF believes the END "should explicitly outline noise levels (limit values) that should be met in order to reduce the health burden from noise. These noise levels should be in line with WHO recommendations (1999) and set out in the END." AEF believes "noise action plans should be assessed in terms of how effectively they contribute to reducing noise towards health-based levels" ... Also "the END’s objective “to preserve environmental noise quality where it is good” is not currently being effectively delivered and the protection of rural quiet areas should become a stronger priority for noise action plans."
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Virgin and Flybe make code-share deal to feed more passengers for US and Caribbean leisure routes
Virgin Atlantic has signed an accord with Flybe, aimed at feeding passengers from smaller European cities onto its flights to the US and Caribbean. From April 2nd passengers can book tickets to travel from one of 18 UK or European airports, and connect onto a Virgin Atlantic flight at Manchester, Glasgow or Gatwick. The deal will encourage people travelling to and from 14 Flybe destinations to use Virgin’s Manchester-based flights. It will also provide through ticketing between 4 cities and its Glasgow flights. Newquay will link with operations at Gatwick. Virgin Atlantic will also introduce routes from Manchester to San Francisco and Boston in summer 2017, with San Francisco getting its first-direct flights from Manchester. Flight frequencies to Barbados will increase. The Flybe agreement comes after Ryanair said Virgin is among airlines with which it is discussing possible feeder services. spokesman said: “We look forward to offering easy connections to some of our most popular destinations including the US cities of Orlando and Las Vegas.” A Manchester spokesman said these new long haul destinations would "prove popular with leisure travellers.
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“Flightpath 1.5” campaign launched to urge the UN’s ICAO to tackle aviation’s CO2 emissions by September
Leading environmental NGOs have launched FlightPath 1.5, a global campaign to cut aviation CO2 emissions and ensure that aviation contributes its fair share to the goal of limiting the global temperature rise to 1.5°C above pre-industrial levels. Aviation was not directly addressed in the COP21 Paris climate agreement in December 2015. The FlightPath 1.5 campaign is focused on ensuring that ICAO and its 191 Member States adopt a meaningful new agreement at the upcoming Assembly in September this year. If ICAO fails to take bold steps, aviation emissions are projected to triple by 2050, threatening to undermine efforts to limit planetary warming to no more than 1.5°C. The next Assembly won’t happen again for another three years, meaning that time is pressing to get an agreement. FlightPath 1.5 calls for capping and cutting CO2 emissions of the entire international aviation sector. It advocates an aggressive and transparent ICAO deal that: (1). Initially caps net CO2 emissions of international aviation at 2020 levels; (2) Encourages airlines to meet the cap by cutting their own emissions and lets them use market-based measures as well, if these deliver genuine cuts; and (3). Reviews the cap regularly, so that over time, aviation’s climate pollution can be ratcheted-down in line with the Paris target. The groups involved include AEF, Carbon Market Watch, Environmental Defense Fund, ICCT, T&E and WWF.
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Residents in Calgary, Canada, suffering unacceptable noise due to new 4th runway
In June 2014, Calgary airport in Canada opened a new 4th runway. It was the longest in Canada, at 14,000 feet, and 200 feet wide "able to land the world’s largest aircraft." Being parallel to an existing runway, planes taking off need to diverge by 10 degrees from the other take off route. Planes heading east often make their turns over homes in the Marlborough area. There has been a lot of anger and upset there, about the noise burden. Hundreds from the Marlborough area attended a recent meeting, to try to get the Calgary Airport Authority to improve the noise situation. People are finding the noise from planes overhead every few minutes intolerable, and a local Airplane Noise Committee was formed in October 2015. One affected resident said: “I’m suffering severely now from headaches, migraines. I can’t sleep at night…. My beds vibrate. Everything,” An earlier meeting in January, attended by about 500 residents, was very heated and residents did not find it productive. The Calgary Airport Authority (CAA) said they’re "listening to concerns and trying to come up with solutions but there’s no easy fix." The CAA said it asks pilots to reach 1,000 feet before turning, but suggests it’s up to individual airlines to enforce. They want planes to fly a bit higher, and avoid turns at low altitude. CAA wants dialogue (residents want less noise).
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Welsh Assembly members say Cardiff airport lacks a long-term enough plan for expansion
The Welsh Public Accounts Committee has said Cardiff Airport is missing its passenger targets and lacks a long-term plan to expand. The airport was bought by the Welsh Government for £52 million in 2013. The decision to buy and the price paid caused controversy, but the Public Accounts Committee said ministers had had "a clear rationale" for going ahead with the deal. The transport minister said swift action saved the airport from closure. After the airport was taken into public ownership, passenger numbers rose from 995,000 to 1.079m in 2013-14, but in 2014-15 the numbers declined to 1.005m. The airport now expects numbers to rise to 1.4m by 2017-18, although the business plan produced at the time it was bought projected passenger figures of around 2 million by that date. Some consider the airport was only worth £20 - £30 million and the Welsh government paid too much. Flybe announced it would operate flights between Cardiff and London City Airport during the six week closure of the Severn rail tunnel from 12 September to 21 October. "Aviation Wales" hopes Air Passenger Duty will be devolved, so they can cut it. Bristol airport is very anxious about this, and launched a “A Fair Flight for the South West” campaign, fearing a loss of passengers to Cardiff.
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Blog by James Lees: New Flight Paths – Bulldozing over your house tomorrow?
In a blog for the Huffington Post, AEF's James Lees explains how the way airspace change happens now is unsatisfactory, and many complicated issues need to be resolved before aircraft noise is inflicted on communities. At present, no consultation is needed for new flight path trials which are aimed at increasing capacity at airports. The negative impacts of being exposed to high levels of annoying noise, especially at night, are now well known. It is anachronistic that aviation is exempt from noise nuisance laws going back 90 years. The CAA says airspace is "in need of modernisation" with an "unprecedented" number of airspace change proposals in the coming years. These changes could involve new flight paths and new people being overflown. James says these communities should be involved throughout the process and their interests should not be overridden by those of the industry, which benefits from the changes. There is also a clear need for better government policy on aircraft noise, and there are key questions to be dealt with by the DfT. These include: Does Government think it's acceptable for new flight paths to expose new communities to aircraft noise? And should aircraft be 'concentrated' down increasingly narrow routes? What is the public health impact? Read the full blog.
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Public referendum on Notre-Dame-des-Landes airport likely to be in June, and only for Loire-Atlantique département
Manuel Valls, Prime Minister of France, confirmed this week that the referendum on whether the new Nantes airport should go ahead, will only for the voters in the département of Loire-Atlantique. It would also be before the summer, in June. Two key issues about the referendum have been key: the date and the area covered. Keeping it only to Loire-Atlantique suits the government, backing the new airport plan, as it is believed there is more support for the airport there. One poll showed 51% support for the plan, 39% against and 10% undecided. Another poll showed 58% opposition across France as a whole. Opponents of the plan, and others involved, believe areas other than just Loire-Atlantique should be consulted, as they would be affected by environmental, economic and social impacts of the possible airport. The leaders of neighbouring departments such as Mayenne, Morbihan and the Maine-et-Loire have recently criticised the prospect of the consultation's scope being limited to only the Loire-Atlantique. The Minister of Ecology, Ségolène Royal, defended the idea of the area being extended to the whole of the region Pays de la Loire. The government wants the poll early, so building work and evictions from the ZAD can be started by October. Work needs to start by then as there is a "declaration of public utility" lasting till October. It is likely that the referendum will be either on Sunday 19th or Sunday 26th June.
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Heathrow produces some unconvincing attempts to persuade that its air pollution from freight will be reduced
Heathrow knows it has real problems worsening local air quality, with vehicles associated with the airport adding a great deal of pollution. The Airports Commission report was particularly weak on NO2 air pollution, and ignored the emissions from Heathrow's air cargo. Heathrow has now put out a short document attempting to convince that it is making serious improvements to local air quality. On air freight, it says it will be getting shippers to share lorry journeys. Heathrow says in 2016 it will: "• Keep pushing for greater consolidation of vehicle loads at Heathrow and aim to provide an online venue for freight operators to buy and sell empty space on their trucks by July. • Establish a sustainable freight partnership with operators by September with the objective of reducing emissions [No clue what that actually means ?] • Develop and publish our plans for building a call-forward cargo facility to reduce congestion, idling, and emissions of vehicles coming to Heathrow by the end of the year." So that does not look like much. But Heathrow is trying to persuade the government soon. The reality is that Heathrow hopes to double its volume of air freight, with a new runway - and that freight is carried in diesel vehicles, and lorries are not producing less air pollution.
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Heathrow expansion would exacerbate London’s housing challenge, with up to 70,000 more homes needed by 2030
A 3rd Heathrow runway would exacerbate London's housing challenge. The Airports Commission considered between about 30,000 and 70,000 extra homes needed in the area, for the extra employees attracted to the area, by 2030. In the recent report by the Mayor of London, he considers that there might demand for around 80,000 extra new homes by 2050, due to Heathrow with new direct, indirect and induced jobs Most will need to be accommodated in the region. The Airports Commission said: "...an average of some 500 homes per year in each of 14 local authorities – may be challenging to deliver, ..." The Mayor says: "By 2030 the number of people living in the city will grow by 1.4 million to 10 million. By 2050 this number is forecast to be about 11.3 million ... .West London and the areas surrounding the airport are, however, already struggling to keep up with background growth, in the face of overheated property markets and increasingly limited land supply. ...The Airports Commission believes that expansion can be accommodated without placing additional pressure on housing. Primarily, it claims this by drawing on local unemployment to fill the new jobs; however, this is not borne out by experience of similar schemes; expansion will require a variety of skills levels and will attract employees from across the London area."
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At London City Airport Inquiry, HACAN East calls for noise insulation to match the best in Europe
HACAN East, the resident-led group opposing expansion of London City Airport called for insulation offered by City Airport to match the best in Europe. The call came during the opening week of the Public Inquiry into the airport’s expansion plans. John Stewart, Chair of HACAN East, said: "If expansion goes ahead the number of people overflown by City Airport planes will be higher than that of any airport in the UK, other than Heathrow and Manchester. Airports like Frankfurt or Charles de Gaulle in Paris are twice as generous with the insulation schemes offered to residents as London City." City Airport wants to enlarge its infrastructure to allow use by larger aircraft. Newham Council gave permission for the airport to expand in February 2015, but this was overturned by Boris Johnson on noise grounds the following month. The airport appealed against his decision. The result is this public inquiry. Lawyers for the Mayor argued in the opening week of the Inquiry that City Airport should compensate more people than it is prepared to do, if its expansion is allowed. HACAN East said they are concerned about the residents and communities outside the 57LAeq 16hr contour. Many of these people experience significant aircraft noise, but there is nothing in the airport's application to deal with those impacts
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WWF blog on what ICAO needs to do to make meaningful steps toward limiting global aviation CO2
The CO2 emissions from the global international aviation sector have largely been left out of global efforts to tackle climate change. If they continue to rise while other sectors decrease, aviation's share of global CO2 emissions will increase from 1.4% today to 22% in 2050. In September we have a chance to start to take action on this when ICAO will seek global agreement on a market-based measure (MBM) to make international airlines start paying for their CO2 emissions. So far ICAO's efforts have been conducted in near-total secrecy. Civil society groups have long been pushing for greater transparency in ICAO, and now ICAO has finally published its draft Assembly Resolution text. A key issue to be resolved is how to share out emissions targets between countries, recognising that developed countries (and their airlines) should take the lead in cutting CO2. The ICAO Assembly Agreement needs to make two things clear. (1) that offsetting CO2 emissions above 2020 levels is only a first step and in-sector CO2 reductions will also be needed, so the sector is playing its part in moving towards a 1.5°C goal. And (2) that ICAO nust ensure that airlines will only be allowed to claim emissions reductions from carbon credits and biofuels if they achieve real emissions reductions - not dodgy ones. On this point the current text is ambiguous.
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Report by Mayor of London on runway issue: Boris pushes strongly for 4-runway hub in Thames estuary (or Stansted)
Boris Johnson, due to leave office as Mayor of London in early May, has delivered a blistering attack on a 3rd Heathrow runway - and put forward, again, his vision of a huge 4-runway hub airport in the inner Thames Estuary ("Boris Island"). The Airports Commission's imperfect report came down definitively backing a Heathrow runway, and ruled out the estuary option for a range of geographical, cost and environmental reasons. Boris says, in a report entitled "Landing The Right Airport", that a four-runway airport east of London is the only way to secure enough capacity. His other option is Stansted. He believes these sites "away from populated areas" were the "only credible solution". Daniel Moylan, Boris's aviation adviser, said the inner Thames estuary airport would cost £20bn to £25bn - with an extra £25bn required to building road and rail connections. He said the 3rd Heathrow runway is estimated to cost £18.6bn, not taking into account the cost of surface access and measures to stop congestion, which the new report claims could be as high as £20bn. The report concludes: "As part of its next phase of work, it is incumbent on Government to revisit the entire Airports Commission process and consider a full range of credible options – including alternative hub locations. A failure to do so will undermine any attempt to bring forward a National Policy Statement and leave a decision vulnerable to legal challenge.
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Mayor reveals cost to public health from noise due to Heathrow 3rd runway would be £20 – 25 bn over 60 years
A new report published by the Mayor of London and TfL has revealed that the long term health effects of exposure to the extra noise - due to a 3rd Heathrow runway - would be valued at a staggering £20 to 25 billion over 60 years. The figure is derived using methodology from the WHO, which values each lost year of healthy life at £60,000. That reflects the increased risk of heart attack, stroke, dementia and other disorders shown to be linked to prolonged exposure to aircraft noise. TfL calculate that while there are now about 766,000 people affected by an “annoying” level of noise from Heathrow, if the speculative improvements in noise exposure proposed by the Airports Commission do not actually happen, there could be as many as 986,600 affected. There could also be between 98,900 and 277,100 people newly affected by plane noise for the first time. The runway would also expose 124 more schools and 43,000 school children to a level of aircraft noise proven to be damaging to learning. TfL also says the number of daily journeys to Heathrow by passengers and staff is expected to rise from 200,000 to 430,000 by 2050. “At some locations, non-airport passengers will be unable to join rail services because of crowding exacerbated by passengers travelling with luggage towards central London.”
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Only airline backing a 2nd Gatwick runway remains Norwegian, for its own commercial reasons
Gatwick is struggling to get support for its runway. Its page listing supporters of a 2nd Gatwick runway is thin. The section of airports and airlines backing its runway is quite glaringly thin. They have support from Birmingham airport (for which a Heathrow 3rd runway would be a intense competition); support from GIP-owned Edinburgh airport - no surprise there; and support from Norwegian, a low cost airline, which is the 3rd largest using Gatwick. The two largest airlines at Gatwick, easyJet and BA, have both said they do not support a 2nd runway, and are not prepared to pay the extra charges. easyJet backs a Heathrow runway. In December 2015 Willie Walsh said: ..."there’s no business case for expanding [Gatwick]. I’m not knocking Gatwick — it’s a good airport and British Airways operates many flights there. However, very few airlines support the proposal, and no one would move there while Heathrow remains open." In October 2014 he said: “I’m not going to support anything that sees our charges at Gatwick or Heathrow rise." But now Bjorn Kjos, CEO of Norwegian, has said he will bring more planes to Gatwick; 50 Boeing 787 Dreamliners and 100 short-haul aircraft, if Gatwick gets a new runway. It is scarcely news. No comment in favour of a 2nd runway has been made by Thomson Airways, Gatwick's 4th largest airline.
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ClientEarth takes government back to court over the inadequate plan it produced in December
Environmental lawyers, ClientEarth, have launched a new legal challenge against the UK government due to its repeated failure to tackle illegal air pollution. In this latest round of legal action, ClientEarth has lodged papers at the High Court in London seeking judicial review and will serve papers on government lawyers shortly. As well as the UK Environment Secretary who is named as the defendant, Scottish and Welsh ministers, the Mayor of London and the DfT will also be served with papers as interested parties in the case. ClientEarth believes the government is in breach of a Supreme Court order to clean up air quality. The Supreme Court ordered DEFRA to produce new air quality plans to bring air pollution down to legal levels in the “shortest possible time”. But the plans the government came up with, released on 17 December 2015, wouldn’t bring the UK within legal air pollution limits until 2025. The original, legally binding deadline passed in 2010. The papers lodged with the High Court ask judges to strike down those plans, order new ones and intervene to make sure the government acts. ClientEarth said: “As the government can’t be trusted to deal with toxic air pollution, we are asking the court to supervise it and make sure it is taking action.” ClientEarth are launching a fundraising campaign to help fund this work. #NO2DIRTYAIR
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Gatwick MPs call on Transport Secretary: “Gatwick Airport must end misleading air quality claims”
Gatwick is misleading local residents about the environmental impact of their plans to build a 2nd runway, a group of South East MPs warned today. The MPs expressed their concerns about air quality claims and night flights in a letter to the Transport Secretary,Patrick McLoughlin. The Gatwick Coordination Group (GCG) - the MPs in areas close to and affected by Gatwick - is asking Mr Mcloughlin to stop Gatwick from running advertising campaigns which contradict expert environmental evidence, and mislead their constituents. Gatwick has repeatedly claimed the area around the airport “has never and will never breach legal air quality limits” and that it is the “greener” option for expansion. But the MPs as well as councillors and local representatives say the airport's claims ignore significant evidence in the Airports Commission's report. The GCG are demanding Gatwick makes clear the real impact of a 2nd runway on the local environment to nearby residents. The GCG also object to the DfT "drawing up plans for night flights at an expanded Gatwick, which would subject over 60,000 people in the Gatwick area to over 20 hours of continuous aircraft noise. It is incredible to think that the DfT is contemplating this when the Airports Commission made a stronger case for Heathrow which included a clear and viable recommendation for a ban on night flights”.
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London City Airport 4-week appeal under way, against Mayor’s refusal of expansion plans
A planning appeal by London City Airport, against refusal by the Mayor of London for its expansion plans is taking place at City Hall. It is due to last 3 - 4 weeks. Newham Council approved plans for the £200 million redevelopment in February 2015, but when they were referred to the Mayor for approval, he overruled the permission on grounds of too much aircraft noise. It appears the GLA (Greater London Authority) has little complaint about much of the application, and is supportive of the airport's growth in principle. However, noise is the key issue and there is a fundamental difference in the way the noise contours are being used, by the two sides. The contours using averaged noise for the airport's operations give a smaller 57dB area than if single noise measurements are used. Opponents of the airport's expansion, HACAN East, fear that the expansion plans would mean many thousand residents experiencing much higher amounts of noise. They say their supporter base believes that current noise levels are unacceptable. John Stewart, speaking for HACAN East said: “Our supporters have felt over the years that their voices have not been heard, not by the airport, not by Newham. Many residents close to the airport have felt abandoned. They have felt overwhelmed by this planning application which has lasted over two and a half years."
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Heathrow hopes prematurely announcing “client partners” to build its hoped-for runway will boost its chances
Heathrow does not have any sort of (public) consent from the Government to build a third runway. It had hoped to be given the "nod" for its runway in December 2015. But the government realised there were too many environmental and economic problems that the Airports Commission had not dealt with adequately, and no decision could be made. The government is how hoping to make some sort of statement - probably in mid July. There is a likely major legal challenge from 4 local councils to the airport's plans. Nevertheless, in an act of bravado (desperation?) Heathrow has announced that following "a competitive process Arup, CH2M, MACE and Turner & Townsend have been chosen to work alongside Heathrow Airport Limited to deliver Heathrow’s expansion as partners in the Programme Client....With the programme’s client partners now on board Heathrow is ready to begin the process of expansion as soon as Government gives the green light." ... "The client partners have been tasked with ensuring the programme is delivered to the highest industry standards in planning, innovation and quality." Quite what the contract is between Heathrow and these firms is not specified. Critics say Heathrow is jumping the gun, and "counting some very expensive chickens before they are hatched”. Gatwick is also trying the same sort of thing.
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Budget shows forecast Treasury receipts from APD in 2016-17 are £500 million lower than forecast in autumn 2013
There was no mention in the March Budget by George Osborne of any changes to Air Passenger Duty, though those seeking reductions in the tax had obtained column inches in the media in recent weeks pressing for cuts. The devolution of APD to Scotland and the likely 50% cut in its rate, by the SNP, over the next few years has caused concern at northern airports about unfair competition. All the 2016 Budget statement said on APD was: "As announced at Budget 2015, all APD rates will increase by RPI from 1 April 2016. All APD rates will increase by RPI from 1 April 2017. (Finance Bill 2016 and Finance Bill 2017)". The 2016 Budget documents do show how much lower the tax receipts are from APD this year, and how much lower forecasts are for the next few years, than they were in the 2013 forecasts, and in the 2011 forecasts. The APD receipts for 2016-17 were expected - in 2013 - to be £3.7 billion. The figure in the 2016 Budget for 2016-17 is £3.2 billion. That is £500 million less than anticipated just two and a half years earlier. The tax receipts from APD in 2018-19 were forecast in 2013 to be £4.3 billion. The figure in the 2016 Budget is for 2018-19 is just £3.5 billion. That is £800 million less than anticipated just two and a half years earlier. If it costs £40,000 to employ a nurse in the NHS for a year, £800 million would pay for 20,000 nurses
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HACAN estimate true cost of noise insulation for 3rd Heathrow runway at around £1.8 bn – not £700 m
Heathrow has set aside £700 million to insulate homes affected by noise from a 3rd runway. That would be for 160,000 homes, which is the number regarded as being within the 55 decibel Lden noise contour, with the worst affected getting the full cost paid and others getting up to £3,000 to pay for the work. But the community anti-expansion group HACAN calculates that insulating all these homes would cost at least double the £700 million figure. HACAN estimates the real cost at nearer £1.8 billion, based on data they obtained from two companies that provide sound insulation. UK Soundproofing Ltd of West Sussex and Tudor Windows of London considered the average semi-detached house would cost around £11,800 to fully insulate against noise. It does not appear that Heathrow's offer would be enough to do a proper job, even though they could probably get insulation cheaper by placing a huge contract. Heathrow is not intending to spend any more money on noise insulation, if it is not allowed a 3rd runway - and its insulation scheme is very poor in comparison with other large European airports. It is understood that Heathrow currently pays for soundproofing, including double glazing and loft insulation, at approximately 40,000 homes. The insulation is, of course, of no use if windows are open - or outdoor, in street, park or garden.
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CAA consultation launched (ends 15th June) on the process of airspace change
The CAA has launched it long awaited consultation on the process of airspace change. One of the reasons has been the unprecedented level of opposition, anger, frustration (and in some cases despair) caused by the unsatisfactory manner in which flight path changes have been introduced in recent years. The CAA, NATS and the airports have lost what confidence the public had in them before, due to their inabilities to communicate properly with those suffering from aircraft noise problems. The CAA says: "While not everyone will agree with every potential decision on how we develop the infrastructure of our airspace, the methods used to reach those decisions need to be well understood and accepted. One of our aims is to restore confidence in the process where it is currently lacking." The CAA says one of the ways to make their processes more transparent and publicly accessible is: "an online portal to provide a single access point for anyone to view, comment on and access documents for every UK airspace change proposal." However, many important and relevant areas are outside the consultation, such as Government policy, which the CAA’s process must follow, and "changes to flight paths which result from decisions made by air traffic control providers and outside the CAA’s control". The full document is 140 pages in length, and will take time for those who plan to respond to fully understand.
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£500m rail tunnel from Langley (Slough) to Heathrow T5 – consultation ends 4th April
The public consultation about the plan to build a 3.4 mile (5.5 km) tunnel from Langley (just east of Slough) ends on 4th April. The plans by Network Rail are to for a tunnel to take train passengers directly to Heathrow Terminal 5, avoiding having to go via Paddington. This will mean Thames Valley and Welsh commuters can travel more directly to Heathrow. Plans for the £500m rail tunnel have been on public display since 9th February. The scheme could take 5 years to build, with the tunnelling taking 15 months. There are the usual claims of huge economic benefits to the area. Network Rail first proposed building the tunnel in 2012, and they hope it would mean journeys from Slough to the airport would be reduced to 7 minutes and journeys from Reading to 26 minutes. Currently, bus services are the most direct route to Heathrow. The tunnel would be part a range of upgrade measures on the Great Western Main Line - currently including the redevelopment of Reading Station - which links London, Bristol and South Wales. The building phase of the tunnel project would mean extensive site access - and presumably disruption - at a number of sites around Richings Park, Colnbrook and Poyle. Slough Council is openly backing a Heathrow runway, hoping to get considerable benefits from it.
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