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Latest news stories:
Molesey hope to form an alliance with the Teddington Action Group, opposing a 3rd Heathrow runway due to unbearable noise impacts
Molesey, south west of Teddington, has been badly affected by aircraft taking off from Heathrow, when there are easterly winds (around 30% of the time). Now a Molesey woman, Fiona Fraser, who is tired of the aircraft noise, which even makes her windows and doors “shake and rattle” has stepped up her campaign against plans for a Heathrow 3rd runway - which could only make the situation worse. She is now linking the Molesey group up with the Teddington Action Group (TAG), which has been working effectively to get improvements to the noise problems they are caused by Heathrow. Fiona said that the aircraft noise - part of which comes from A380s flying lower than planes used to - is making life unbearable, especially early in the morning and last thing at night, up to 11.30pm. She commented: "... if it carries on I’ll have to move. I just feel very helpless.” Paul McGuinness, from TAG, has welcomed Elmbridge residents wanting to join the campaign against Heathrow's expansion. Community groups have been forming over a wide area affected by Heathrow [likewise at Gatwick]. Anyone opposed to the third runway proposals at Heathrow can help create a new Elmbridge action group by emailing fionafraser2013@gmail.com.
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Massive 170 acre business park planned outside Horley to produce a Gatwick airport city
Residents and businesses are shocked and appalled at news that Reigate and Banstead Borough Council has agreed in principle to use compulsory purchase orders (CPOs) for a business park on 172 acres of land off Balcombe Road, in Horley. That's equivalent to 85 football pitches. The council says major international businesses want to move to the area. Residents who would be affected say they knew nothing about the plan in advance. Green Party Surrey County Councillor Jonathan Essex said the development would use up green space, which separated homes in Horley, from nearby Gatwick airporta and "Horley should be a separate town, not just part of the urban sprawl of Gatwick." A local Conservative councillor said information about the plans could not be made public previously because it was "commercially confidential" andt that "Now we have made the decision we will be talking to and consulting with residents, employers and landowners who could potentially be affected." There is now a campaign called Keep Horley Green, to oppose the plans. They have a Facebook page and a petition to local MP Sam Giymah. People want green countryside preserved, rather then being covered in concrete. One of the properties under threat of compulsory purchase is Bayhorne Farm, 72 acres. 172 acres is a vast area for a business park - far larger than average. It would become an "aerotropolis" project.
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EU caves in to car industry pressure to weaken NO2 emissions limits for diesel cars for years
EU governments have agreed to new limits for nitrogen oxide (NOx) emissions from diesel cars. The unexpected decision was taken by the European Commission's Technical Committee on Motor Vehicles (TCMV). The bad news is that they are double the ‘Euro 6’ levels agreed back in 2007. The EU has granted car-makers delays to a more stringent “real driving emissions” test, permitting them to emit x2 the amount of NOx from 2019. The standard from 2021 is that all new cars will still be allowed to emit 50% more NOx than the Euro 6 limit of 80mg/km. MEPs and campaigners were shocked at the cave-in to the lobbying of car-makers, by the EC, seeing it as a stitch-up by national governments. Only the Netherlands opposed the proposal, which passed after heavy lobbying from the car industry and EU countries such as the UK, Germany, France and Spain, which are currently facing court action from the EU for failing to meet NO2 standards. "For car-making countries, it’s like dieselgate never happened,” said Greg Archer, the clean vehicles manager at the environmental think-tank T&E. The Commission has argued that uncertainties in the testing method justify setting a higher long-term limit but this is likely to be legally challenged. The lower standards will make it even harder for a new SE runway to meet air pollution standards. The Heathrow area is often already in breach of legal limits.
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New group formed in Tunbridge Wells, TWAANG, against increased aircraft noise from Gatwick
The area to the west of Tunbridge Wells, and the town itself, have found themselves increasingly affected by aircraft noise from Gatwick over the past year or more. Now the local councillor for The Pantiles and St Mark’s ward has backed the formation of a new local group to oppose the noise nuisance, which many are finding intolerable. The new group is TWAANG - Tunbridge Wells Anti Aircraft Noise Group, set up due to an upsurge in complaints about plane noise and to get the voice of Tunbridge Wells heard. This group joins the many others that have sprung up recently, including Gatwick Obviously NOT - which originated around Penshurst, the Langton Green Village Society, the Speldhurst Action Group and the High Weald Councils Aviation Action Group. The new group is keen to work in conjunction with the other groups, avoiding any nimby tendency for each area to ask for the flight misery to be put over someone else. The increased number of flights has been especially noticed this summer, due to altered flight paths and also Gatwick having a busier summer than usual. The group's email is TWnotogatwick@gmail.com and local people are urged to get in touch and sign up, if they are concerned about plane noise.
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Solena, the company meant to be producing jet fuel from London waste for BA, goes bankrupt
In February 2010 it was announced that British Airways had teamed up with American bioenergy company Solena Group to establish “Europe's first” sustainable jet fuel plant, which was set to turn London'd domestic waste into aviation fuel. The plan was for BA to provide construction capital for a massive plant somewhere in East London. BA committed to purchasing all the jet fuel produced by the plant, around 16 million gallons a year, for the next 11 years at market competitive prices. BA had hoped that this 2% contribution to its fuel consumption - the equivalent to all its fuel use at London City airport - would give it green credibility, and it would claim it cut its carbon emissions. The timescale for the plant to be built kept slipping. Nothing has been heard of it for a long time. Now it has been announced that Solena has gone into bankruptcy in the USA. It was never clear why, if genuinely low carbon fuels could be produced from London's waste, why these should not be used for essential vehicles in London - and why they would instead become a PR exercise for an airline. British Airways and the company Velocys are listed as creditors of Solena.
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Heathrow staff face reduced pension rights and one third will get 30% reduction in salaries by 2018
Heathrow airport is preparing designers, architects and suppliers to build its third runway, though it has not has its runway plans approved - let alone all the stages of consultations, legal challenges, parliamentary stages and planning procedures. But Heathrow says it will be looking at contracts in January for the workers it will need in the first couple of years to get planning consent. John Holland-Kaye keeps up the PR and the spin, capitalising on every opportunity to do so, though refusing to agree to Heathrow paying for associated transport costs, or to no night flight, or even to rule out a 4th runway. But the Financial Times said that Heathrow is "also looking to make more savings on employee costs. By the end of 2018, Heathrow aims to have about a third of its employees on salary packages that are about 30% lower than existing terms and conditions." Heathrow has to cut its overheads, and agreed with the CAA to remove £600m of costs during the 5 years 2014 to 2018. The FT says it has already secured £400m of cost efficiencies. Heathrow is renegotiating its defined benefit pension plan, to cut costs. The changes include the introduction of an annual cap of 2% on future increases to pensionable pay for active members, resulting in a one-off reduction of £236m in the scheme’s liabilities.
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Birmingham airport to get 8 flights per week to Doha by Qatar Airways
After the runway extension at Birmingham was finally opened in May 2014, the airport has been keen to get some long haul flights to justify it. Now from March 2016 there are to be 8 flights per week by Qatar Airways Boeing 787s between Birmingham and Qatar. There will be one flight per day, but two on Saturdays. This means there is capacity for 100,000 people per year to fly between Birmingham and Qatar. The 787s have 22 business class seats,and 232 economy seats (= 254 seats. Variants of 787 seating plans can be from 242 to 335 passengers, so this few passengers is not particularly fuel efficient). Birmingham says they are the 4th airport (with Heathrow, Manchester and Edinburgh) in the UK to have flights to Qatar. This is being sold as being a useful link for people from the Midlands wanting to watch the World Cup final in 2022. Birmingham airport's CEO, Paul Kehoe is enthusiastic about "a choice of 152 destinations served by the airline, including South East Asia, China and Australasia” from Qatar, for "commercial and leisure links." With more Qatar flights from Edinburgh and Manchester, it will operate 71 flights per week between the UK and Qatar from March 2016. Again, reducing the alleged need for a new south east runway, for this sort of flight.
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Petition set up by academics from many countries asks universities across the world to reduce flying
A group of 56 scholars has launched a petition calling on universities and academic professional associations to greatly reduce flying-related footprint as part of effort to cut greenhouse gas emissions. The academic group believe there is a need for collective action to improve the climate profile of academic communities. A petition has been set up, asking universities, institutions of higher education and professional associations to greatly reduce their flying. It appreciates that for academics to fly less, it requires their colleagues to change behaviour. There is an expectation to attend meetings and conferences. The petition asks universities etc to include all university-related flying (whether directly paid by the university or by others) in their environmental impact measurement and goal-setting. Also to support and work to realize marked reductions in flying by faculty, staff, and students commensurate with the cuts suggested by climate science. And to establish and publish short- and medium-term benchmarks for reductions. The petition originators hope universities etc will use their influence with professional associations to reduce reliance on flying for academic and research conferencing. Professor Kevin Anderson, a respected UK climate scientist, has already written and spoken often on this subject, and does not fly to conferences.
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Public meeting in Crowborough hears from Bo Redeborn about his review of Gatwick flight paths
The MP for Wealden, Nus Ghani, organised a meeting on 23rd October for people in the Crowborough area who are being disturbed by flights over them, arriving at Gatwick. In August, in response to the high degree of opposition to changes to fight paths, Gatwick set up an “independent review” of air traffic, which will focus on Westerly Arrivals. This is being led by Bo Redeborn, who is being "assisted by a small independent review team which has been tasked with ensuring the involvement of local communities most affected.” The review is to look at whether everything that can reasonably be done to alleviate the problems which local communities are raising is in fact being done, (by Gatwick, NATS, CAA, DfT or the airlines); and the approaches which Gatwick has adopted for providing information to the local community and for handling complaints are fully adequate for the task. Bo Redeborn was present at the Crowborough meeting, and also Graham Lake, the Technical Adviser to the review team. They answered questions from concerned residents, who are not persuaded that Gatwick has either done enough or responded appropriately to concerns. To submit your views about Gatwick Airport to Nus Ghani MP download a copy of the consultation form: Gatwick Feedback Form.
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Direct flights from Manchester to Beijing, starting June 2016, announced on President Xi’s UK visit
Manchester airport started Cathay Pacific direct flights to Hong Kong in December 2014. Now with the state visit of the Chinese President Xi Jinping to the UK, the first ever direct air link between Beijing and Manchester has been formally unveiled. President Xi was joined at the airport by David Cameron for the announcement of the Hainan Airlines service, which will fly four times per week, from June 2016. There are the usual claims of huge impacts on the economy with the link contributing "£50m annually to the city’s economy" and the usual mentions of both economies being "open for business." Also the "northern powerhouse." There are also other "substantial cooperation agreements" being signed between the two countries, covering economy, trade, investment, infrastructure, scientific innovation, manufacturing and sports. The Manchester Airports Group has been keen to get direct Beijing flights for years, to link northern businesses to the Far East economies - and get high spending tourists. The Chinese state-owned Beijing Construction and Engineering Group (BCEG) has already invested heavily in Manchester's "Airport City." There is also to be a £130 million 'China Cluster' to provide a commercial base for Chinese businesses arriving in the UK, based around two campuses within the Manchester Airport City development.
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Lands Tribunal rules that residents near Farnborough can claim if their homes have been devalued by more flights
The Lands Tribunal has ruled that residents impacted by operations at Farnborough Airport, whose homes have been devalued by flights, can claim against the airport operators TAG. Law firm Hugh James is already dealing with 200 claimants and estimates that compensation could run into the millions. The ruling concerns claims for compensation under Part 1 of the Land Compensation Act 1973, which provides a right to compensation where property value has been depreciated by increases in noise and other physical factors caused by the use of certain works including airports. The deputy president of the Lands Tribunal ruled that claims can proceed for any depreciation in property values caused by the addition of the airport’s West One Apron, completed in May 2010. This Apron was considered to be a substantial alteration built with the purpose of providing facilities for a greater number of aircraft. A partner at Hugh James said: “It’s yet to be determined whether any depreciation has been caused to property values and if so by how much, but it will now be the subject of ongoing proceedings." Any claims for compensation arising out of the decision will need to be brought prior to the expiry of the statutory limitation period in May 2017. Other claims for work done at the airport in 2002 cannot be made, as these are now out of time.
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Local group, PAGNE, at Pulborough and Amberley, in the South Downs, working to get reduction in Gatwick noise
Though at least 20 - 25 kilometres away from Gatwick, the area of Pulborough and Amberley, in the South Downs National Park, suffer from plane noise. A local group - PAGNE, Pulborough Against Gatwick Noise and Emissions - formed last year to oppose the changed Gatwick flight paths. They are affected by arrivals into Gatwick, especially when there are easterly winds, and planes land at Gatwick from the west - which happens around 30 - 35% of the year. Due to the height of parts of Amberley, rising to well over 500 feet, the noise from planes are around 5,000 feet is significantly greater than would be experienced at sea level. PAGNE's Chairman, Ian Hare, said he was working with other flight path groups around Gatwick and with groups around Heathrow to press the government to get flight paths dispersed without any concentration over rural areas. PAGNE also wants aircraft to come in at a higher altitude. Current government guidance is for air traffic management to prioritise minimisation of noise below 4,000 feet; balancing noise and CO2 emissions from 4,000 to 7,000 feet; and prioritising CO2 emissions over 7,000 feet. Groups want noise prioritised up to 7,000 feet, because of the impacts on those being over flown.
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Heathrow slots that should be ‘ring fenced’ for Scottish flights redeployed for leisure routes to Spain, Italy & France
Simon Calder reports that precious landing slots at Heathrow that had been “ring fenced” for Scottish routes are being redeployed by British Airways to open new routes to Spain, Italy and France - leaving Scotland with one million fewer seats a year. When BA bought BMI, it was forced to hand 9 daily slot pairs specifically for use on routes connecting Heathrow with Edinburgh and Aberdeen. The so-called “remedy slots” had been used by BMI to operate flights from Heathrow to Scotland, and were taken up by Virgin Atlantic, which ran them for 2 years as “Little Red”. But last month Virgin scrapped Little Red. Therefore the slots revert to BA, which is using them to launch routes to Menorca, Biarritz and Palermo (starting next spring) - as opposed to the "emerging markets” in Asia, Africa and Latin America that are often cited in support of a 3rd runway at Heathrow. There will also be increases in the number of departures to long-established destinations such as Berlin, Stockholm and Venice. ie more holiday destinations. If another contender were to come forward for the “remedy slots”, BA would be obliged to hand them over. It is difficult to see, though, an airline that could make a success where Virgin Atlantic failed.
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Letter from an angry and exasperated sufferer of noise from Gatwick’s changed flight paths
People living to the east of Gatwick continue to suffer from the intense noise of newly concentrated flight paths over their heads. This not only causes "annoyance" - the euphemistic term used by the government for noise nuisance - but real anguish for those now afflicted by the change. For many the newly increased number of flights over their homes, and often lower planes, all day and into the night, is intolerable. The degree of anger and upset of thousands of people is intense. It is all the more so because of the failure of Gatwick, the CAA or NATS to give proper responses to complaints, or proper explanations of what has happened. Stewart Wingate has said "some people have the impression that something may have changed, but I can assure you that is not the case." That sort of comment by the airport, often repeated, has merely strengthened the determination and anger of the new noise sufferers to get change. Below is (slightly edited) a letter from someone badly affected by now having effectively an "aerial motorway" in the sky over their home. It reflects how people feel, when through no fault of their own, they find the pleasant area in which they chose to live, has become a noise "ghetto" and the powers that be are reluctant to do anything about it. Concentrated flight paths are not proving to be a success with the over-flown public.
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Teddington Action Group show – from Heathrow report – that they are now suffering more aircraft noise
Residents in Twickenham and Teddington have been aware of greatly increased aircraft noise from Heathrow, over the past year. However, Heathrow have for months insisted that the noise has not increased. Now an independent report commissioned and paid for by Heathrow, by PA Consulting has shown that the residents are right. Examining data between November 2011 and May 2015, the report confirms that planes - especially the heavier, noisier types - are flying lower than previously over the area, in greater numbers and concentrated within flight paths. Also that the periods of greatest disruption are increasingly late at night and early in the morning. Rather than being associated with the 2014 Flight Path Trials, which saw record numbers of noise complaints from residents, the report states that these developments merely reflect the general trend of fleet development and air traffic movements. TAG say they have more of the noisiest long haul planes flying over lower than before, sometimes at little more than 2,000 feet in Teddington and 1,400 feet in Twickenham. Worryingly, if this disruption stems from new flight trends, it is only likely to get worse, and for many other areas overflown by Heathrow planes.
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Boris warns regional airports, including Liverpool & Aberdeen, of likely cut in links to Heathrow with a 3rd runway
London Mayor Boris Johnson has rubbished claims a Heathrow 3rd runway would boost connectivity for the regions. He says Liverpool may not get a domestic link to Heathrow, even with a new runway. He has warned other regional airports of the same thing. In 1990 Heathrow supported 18 domestic routes, but that has fallen to seven. With a new runway, the Airports Commission expects that to fall to just four. The current seven are Aberdeen, Belfast, Edinburgh, Glasgow, Leeds, Manchester and Newcastle. They have all on average seen their number of daily flights to London. If businesses in the Liverpool City Region, such as advanced engineering, creative and financial and professional services, need to air link to the world, they could do that through a hub airport (Heathrow, Schiphol, Paris etc). Or they could do it by their own direct flight links, but those would be less likely if there is an even bigger monopoly airport in the south east of England. Since 2012, the number of daily flights between Aberdeen and Heathrow has dropped from 13 flights a day to 8 flights a day. Heathrow claims it would provide more regional links - but it has cut these in the past, preferring to focus on more profitable long haul flights. That tendency is likely to continue, even with a new runway.
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Istanbul’s 3rd airport places €11 billion financial burden on future generations
Turkey is planning a massive third airport for Istanbul. It is linked with other mega-projects – a third bridge over the Bosphorus, a motorway and a canal linking the Black Sea with the Sea of Marmara. It is expected that this airport would cost €11 billion, and paying this back would become a burden for Turkish citizens in future - according to Mr Erdoğdu from the main opposition party. He said the Treasury has assured contractors of a financing guarantee worth €4.6 billion should the construction of the airport fail to be realized or if it does not commence operation, plus a €6.5 billion guarantee should the estimated flight volume fail to come to fruition. Mr Erdoğdu said that aside from its environmental effects, the project is economically a mega disaster - it is meant to be a prestige project to rival vast airports around the world. The consortium of 5 contractors spent two years seeking overseas financing for the project but failed, so most of the money has had to come from 6 state-owned banks. There is also wide-scale opposition to the project from scientists and environmentalists concerned about its huge impacts. The 5 companies are estimated to be spending €10.2 billion for construction and paying €22.15 billion euros to the government for operating rights for 25 years.
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Citizens in major cities across the USA will unite on Saturday 24th for #NoFlyDay – against NextGen
On Saturday 24th October, thousands of citizens in major cities across the USA will be protesting - to mark #NoFlyDay - a national movement to restore peace and quiet to communities where it has been destroyed by the FAA’s NextGen (like PBN in the UK) program. The organisers say the protests will draw attention to the FAA’s brazen disregard of citizens' health and welfare, being put at risk by NextGen's program to redesign airspace and modernize air traffic control. They want Congress to put the program on hold until major modifications are made. “The FAA is in the process of building an interstate highway in the sky largely under the radar of the American public,” said a #NoFlyDay organiseer. “Their formula is simple: tell as few people as possible, use vague language, and in some cases disregard community outreach and input all together. This is a gross violation of our right to due process under the law.” In 2012 the FAA led Congress to believe that NextGen would have “no significant noise impacts” and convinced it to pass a bill exempting NextGen from the environmental review process and from public hearings. People are angry at how the FAA has behaved, and want all Americans protected from unacceptable levels of jet noise, and their health impacts.
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London mayor Boris Johnson warns expanded Heathrow will not help Teesside connections
Boris Johnson has alerted business and political leaders in Teesside that they face the prospect of not regaining its aviation route to Heathrow, even with a 3rd Heathrow runway. The number of British cities served by Heathrow has fallen from 18 routes in 1990 to just 7 today. Teesside has not had a London connection since 2009 when flights from Durham Tees Valley Airport (DTVA) to Heathrow were scrapped. Boris has written to 11 regions and more than 480 key UK businesses to highlight the "staggering" fact the Airports Commission's own analysis has forecast that an expanded Heathrow would accommodate even fewer domestic routes. This would mean there would only be 4 regional airports with Heathrow flights, rather than 7 now. It is therefore increasingly unlikely DTVA will regain its connection. Boris, of course, instead wants his "Boris Island" airport in the Thames estuary ...People in Teeside can already fly to Amsterdam or Schiphol to connect to international flights. DVTA wants to reposition itself to focus on business routes, expanding general aviation activity and broadening the base of aviation-related activity on the site - to stay afloat.
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GACC warns Patrick McLoughlin of the future costs to the Exchequer of infrastructure needed for Gatwick runway
GACC (the Gatwick Area Conservation Campaign) has written to Patrick McLoughlin, to remind him about the comparative costs of infrastructure relating to a new runway at Heathrow or Gatwick. Robert Goodwill recently indicated that whichever airport was selected would be expected to pay for the necessary infrastructure – a policy GACC fully supports. GACC point out that the calculation of the surface access costs, by the Airports Commission, is distorted. While it considers the requirements for both airports at 2030, it estimates that by then there would be 35 million extra passengers at Heathrow (due to pent up demand), but only 8 million more at Gatwick(struggling against Stansted and Luton). So the extra road and rail traffic generated at Heathrow by 2030 would be far greater than that at Gatwick, and (when adding tunnelling the M25 at Heathrow) accounts for the difference in infrastructure costs - £5.7 billion compared to under £1 billion. But with the runways working at full capacity by around 2040, the surface access infrastructure costs of a new Gatwick runway would fall on the Exchequer. These would include widening of the M23 or M25, and improvements to the Brighton main line. With Gatwick then bigger than Heathrow today, there might be a need of of a hugely expensive extension of the M23 into central London. And so on ...
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Flight path groups write to Heathrow to express concerns about ineffectual Community Noise Forum
Communities around London have written to Heathrow challenging the airport’s engagement with local communities and demanding a range of measures to mitigate the damaging effects of aviation noise on health. The letter is signed by 7 groups which are members of Heathrow’s Community Noise Forum (CNF), that was set up earlier this year in response to a record number of noise complaints. The letter brands the operation of the CNF as “a talking shop and essentially a PR exercise for Heathrow to claim community consultation while taking minimal action” and that “noise from Heathrow has become intolerable”. Given the seriousness of the issues, and the stated intention of the DfT to increase the intensity of the use of airspace over the next few years, the groups also call for a fully independent and comprehensive inquiry to investigate the adverse health impacts of aviation on residential communities. They outline immediate measures that the airport should take to minimise the impacts. These include: reversing changes to flight paths, which have become lower and more concentrated; a permanent ban on night flights starting in 2017; restrictions on the noisiest types of aircraft in the early morning and late in the evening - and other changes.
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Top Civil Servant, Sir Jeremy Heywood, ‘warned ministers not to comment’ on Heathrow runway issue before conference
It appears that the whole issue of building a new runway is so fraught that the UK's most senior civil servant, Sir Jeremy Heywood, wrote to government ministers in the run up to the party conference season, warning them against speaking out about it. Sir Jeremy's email said Ministers could repeat statements they had made before the report was published on 1st July, but urged them to keep quiet now. It was received by some with deep irritation. Laura Kuenssberg (BBC) said a cabinet minister told her it was "unprecedented". The Cabinet Office said they would not comment on leaked documents, but the anxieties in government are real and are twofold. (1). There are concerns over any comments making the final decision more vulnerable to a legal challenge - tying up the decision in the courts for years to come. (2).There is significant political opposition around the cabinet table, including from Boris Johnson. Theresa May would not comment on the leak, but told the BBC that the story was a “mountain out of a molehill”. The PM and the chancellor have promised to make a decision by Christmas, but that promise won't be easy to keep. Though AirportWatch and the Aviation Environment Federation did have a stall at the Conservative conference, there were difficulties in getting it approved.
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David Cameron reminded of his “No its, no buts, no 3rd runway” pledge on its 6th anniversary
On Monday 19th October, Heathrow campaigners parked a replica plane outside Downing St to mark the 6th anniversary of Prime Ministers ‘No ifs, no buts, no 3rd runway’ speech. On 19th October 2009 David Cameron, then leader of the opposition, made his now famous promise in a speech at a rally in Christ School in Richmond. When the Coalition Government came to power in 2010 it ruled out any new runways for the duration of that Parliament. But in 2012 it set up the Airports Commission, under Sir Howard Davies, to look at the case for new runways. In July this year the Commission recommended a third runway at Heathrow. The Prime Minister is expected to announce before the end of the year whether he accepts that decision. Margaret Thorburn, spokesperson for the campaigners said, “Today’s colourful stunt is a visible reminder to David Cameron of the promise he made on this day six years ago. If he breaks it, he will not be forgiven by tens of thousands of people in and around London and countless environmentalists across the country.”
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Heathrow send survey to Heathrow villagers facing potential compulsory purchase – to soften people up?
Heathrow has sent out a survey to (it appears) all the houses that would be under threat of compulsory purchase if there was a north west runway, seeming to ask about their homes etc. It could be considered hugely presumptuous for Heathrow to be mailing residents before there is even an indication from Government that there might be agreement for a runway. The very existence of the survey undermines affected Heathrow villagers, giving the impression that the runway is a done deal. The survey asks a lot of questions, as well as wanting address and email details, like: how many people live at the house, how long have you lived there; do you own or rent, and if so, from a private landlord or a local authority; and do you have other residential properties or commercial properties in an area that could be affected by the expansion of Heathrow. The intention of this survey appears to try to pick off the residents who would be keen to throw in the towel, take the money and get out. The more people sell up, take Heathrow's offer and leave the area, the more the soul and spirit of the community is lost. Divide and rule. To help win people over, Heathrow is offering, for those whose houses could be demolished, one to one sessions with Heathrow staff to talk about it. (ie. be persuaded to take the money). The sessions can be booked by phone or email.
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Alex Salmond says SNP will not back a SE runway unless they are paid huge sums under the Barnett Formula
Alex Salmond, previous First Minister of Scotland,says the SNP will not back a new runway in south-east England unless David Cameron gives millions of ££ to Scotland. He says that to get backing for a runway from the 55 SNP MPs in Parliament, they would need to have agreement of huge funding for Scotland through the Barnett Formula. Alex Salmond said the Airports Commission report was "shoddy", the "work on the cost/benefit analysis was pretty ropey”, and Sir Howard Davies was "blinkered". Salmond wants guarantees of extra Scottish flights from an expanded SE airport. Under the Barnett Formula, for every £ spent in England, a proportion must be spent in Scotland, based on its population compared to that of England. It is know that at the very least, a Heathrow runway would cost the public £5 billion for tunnelling the M25. Under the Barnett formula of about 10% of the cost being given to Scotland, that would mean paying about £500 million. (And would the other regions also need their separate payments?) Salmond: “What we’d want to know is that if it were to be a development which depended on infrastructure spending, is that spending going to be properly Barnetted? Or is it going to be another fiddle like the Olympics?” He commented Heathrow and Gatwick had been “desperate” to speak to the SNP, with both sending lobbyists to the party’s conference.
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Gatwick noise campaigners “optimistic” about flight paths review by Bo Redeborn
After weeks of negotiations, campaigners have reached an agreement with Gatwick over the terms of its review into controversial flight paths. Since last year there has been disturbance, upset and anger for miles around Gatwick, from increased aircraft noise, narrowed and altered flight paths. In August Gatwick’s Chairman, Sir Roy McNulty, commissioned an “independent review” of air traffic, which will focus on Westerly Arrivals. It is led by Bo Redeborn, who for many years was Principal Director of ATM for EUROCONTROL. Local group Gatwick Obviously Not had threatened to ‘step up its campaign further’ if ‘substantial concerns’ about the terms initially proposed by the airport were not addressed. These included doubts about the transparency and impartiality of the process, its failure to consider both easterly and westerly arrivals and, crucially, the absence of ‘a fair and equitable dispersal’ policy. Now meetings have left campaigners optimistic that the process could be helpful. The review's terms of reference have been altered, to include an assurance that "the review team will give particular attention to assessing the feasibility and implications of adopting a policy of fair and equitable dispersal' which a number of campaign groups have expressed as a priority."
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Blog asks #WhatsyourlegacyDave ? and how would he be remembered, for a broken promise?
In a new blog for HACAN, a long standing member, Jenine Langrish, writes about the likely legacy of David Cameron - and the main thing for which he would go down in history. And not in a good way. She asks how history will remember the three key party leaders in recent times: Tony Blair, Nick Clegg, and David Cameron. Tony Blair led Labour to their biggest ever majority, 3 election victories, and much else besides - but if you ask the man in the street - he’s remembered for just one thing: his misguided decision to support George Bush’s invasion of Iraq. Nick Clegg secured enough votes to hold the balance of power following 2010’s election, giving his party real power. But if you ask the man in the street, Clegg is remembered for breaking his promise on student tuition fees. And David Cameron has many key achievements on the economy and keeping his party’s divisions on Europe under control. But his highest profile promise is of course ‘No ifs, no buts, no third runway’. His party said no runways at Gatwick or Stansted either. As he appears to stand on the brink of an about turn on Heathrow he would do well to reflect on the lessons of Tony Blair and Nick Clegg. Dave – how do you want to be remembered? #WhatsyourlegacyDave?
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2M group boroughs produce highly critical report of Airports Commission’s Heathrow runway recommendation
The four boroughs that have worked hardest to oppose a Heathrow runway, Hillingdon, Richmond, Wandsworth, and Windsor and Maidenhead, have produced a damning report on the Airports Commission's recommendation. They have called on MPs to carefully consider their in-depth assessment of the Commission's claims, which they have say put together an inflated and distorted case for expanding Heathrow. The councils' report challenges the recommendation on environmental, health, and community impact grounds, and highlights the environmental, transport, social and political factors that make the 3rd runway undeliverable. They point out how little extra connectivity a new runway would provide; they show claims regarding EU air quality legislation have been misunderstood by the Commission and that it has deliberately recommended adding a large source of pollution in an area that is already under severe strain. Critical factors presenting the biggest challenge to a runway "have been either avoided, or worse, misinterpreted by the Commission." The councils conclude that a 3rd runway "would significantly reduce regional connectivity and economic competiveness. It would be severely damaging for the millions of people who neighbour the airport and live below its new flightpaths. It is the wrong choice at every level."
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New Heathrow runway would mean at least half those affected by noise would only get 4 hours respite per day
At the evidence session of the Environmental Audit Committee on the environmental impacts of a 3rd Heathrow runway, Daniel Moylan - who is the chief aviation advisor to the Mayor, Boris Johnson, gave evidence. He said a huge number of people under Heathrow flight paths would find their period of respite from the noise reduced, from around half the day (taken as 8 hours, 7am to 11pm) now to just a quarter of the day (ie. 4 hours). His words: "Davies admits that the respite period would on average fall to a third of the flying day rather than half at the moment. But our analysis shows that while that figure of a third, as an average, is about right, for some communities, for over half the communities, this will fall to 25% of the day only. And for the others it will be 50%. So the 30% is an average, and includes 50% of the affected population - a larger population - having only 25% of the flying day as respite....That is something people are not aware of that is coming down the road at them." Currently for approaches, the airport operates runway alternation, so (with some exceptions) planes land on just one of the runways for half a day, changing to the other at 3pm each day. That gives about half a day of respite. If there is a new runway, this would have to be used in mixed mode, for landings and take offs. Half a day of respite would not be possible.
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John Redwood MP writes to Heathrow & NATS asking for flight paths to revert to earlier pattern
John Redwood, the MP for Wokingham - about 20 km west of Heathrow - has written to Heathrow, to NATS and to Wokingham Council, about the impact of Heathrow aircraft noise on his constituency. He says: "Last year, NATS began experimenting with new trial routes to Heathrow. These were discontinued early as a result of the new noise levels, which were intolerable. However, the routes did not revert to the old pattern. What seems to happen now is a concentration of all flights in narrow corridors instead of spreading them out, creating air motorways over my constituency which cause big disturbance and unhappiness. As a result, this issue has become very contentious locally. It would be better if NATS could go back to the system operated prior to last year’s ill-conceived experiments. This would help to reduce the concentrated noise." He says to the Council: "I think it is important for the council to be aware that this issue is very contentious locally and become more so in recent months. It appears that there is now a concentration of flights in narrow corridors instead of spreading them out, creating air motorways over the local area which cause big disturbance and unhappiness." He says it "would also be helpful if planes entering and departing Heathrow adopted a steeper take-off and landing approach to enable them to fly higher." He has expressed guarded support for the idea of another runway in the past.
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CAA data show nearly 6,000 more people in Heathrow’s 57 Leq loud noise contour in 2014 than in 2013
The Evening Standard reports that recent CAA data show that over 270,000 people - a 13-year high - suffered from the sound of Heathrow planes overhead last year, which was a rise of nearly 6,000 on 2013. This was also the highest number affected by noise since 2001. In theory, planes are supposed to be getting marginally less noisy, as new models slowly replace older ones. But as planes get ever larger, they are noisier than smaller planes they replace - and these planes are perceived to fly lower. The figures may indicate that Heathrow's claims it can add a runway and even reduce total noise are not credible. The Airports Commission is likely to have been over-optimistic in presuming that would be possible. London’s population is growing and the CAA analysis shows the number of people suffering noise, using the Government’s preferred measurement, the 57 Leq noise contour, from Heathrow planes rose from around 264,250 to over 270,000 people, though the size of the contour fell from 107.3 km sq to 104.9 km sq. The numbers within the 57 Leq contour fell from 1988 to 2001, but this trend failed to continue over the following years.
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Aviation Minister Robert Goodwill says Heathrow has to pay for surface access work resulting from a 3rd runway
Adam Afriyie has reported that, in response to a question he asked the government's aviation minister, Robert Goodwill, the Government ruled out spending public money for the related surface access costs of a Heathrow 3rd runway. If correct, this is a huge blow to Heathrow, as their surface access costs could be £5 billion just to tunnel the M25 and perhaps up to £10 -15 billion more, for other road and rail improvements, according to Transport for London. In response to the parliamentary question Robert Goodwill said: “In terms of surface access proposals, the Government has been clear that it expects the scheme promoter to meet the costs of any surface access proposals that are required as a direct result of airport expansion and from which they will directly benefit.” Adam Afriyie said: "It is welcome news that the Government has ruled out paying the costs of upgrading the railways and local roads or moving or tunnelling the M25. If Heathrow won’t pay and the Government won’t pay, then the 3rd runway is already dead in the water ...It is quite right that the public should not be made to fork out up to £20 billion of subsidies to a private company which refuses to pay its own costs of expansion." In July John Holland-Kaye said Heathrow would not pay.
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Leaders of Hillingdon, Richmond and Wandsworth councils tell PM that flight path consultation must precede Government’s runway support
The leaders of Hillingdon, Richmond & Wandsworth councils have written to the Prime Minister to warn that signalling Government support for a 3rd Heathrow runway would be unlawful unless the new flight paths needed re first subject to public consultation. The leaders also highlight a series of flaws and omissions in the Airports Commission's final report, that recommends a Heathrow runway. They point out that by law, changes to London's airspace require open consultation. Therefore a decision to expand Heathrow would pre-empt this statutory process. Approving a runway clearly infers the associated flight paths will also be approved. The Airports Commission, though working on Heathrow's plans for 2 years, failed to identify the location of its new flight paths, let alone consult on them. Instead the Commission's final report, which costs tax payers in the region of £25m, asks ministers to approve a 3rd Heathrow runway with no details at all on where flight paths would be. That is key information, needed to assess the areas to be worst affected. The local councils have now pointed out that the Commission's recommendation is directing the Government down a legal cul-de-sac and has urged the PM to dismiss the report.
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Corbyn said to be ready to oppose Heathrow runway, partly due to air pollution
Labour leader Jeremy Corbyn wants to make air pollution a key campaign issue over the next year which could have “significant implications” for expansion at Heathrow. Writing to senior Labour members, he warned that a 3rd Heathrow runway could worsen the government’s “dreadful record on air quality”. He said "more than 50,000 premature deaths a year" are estimated to be caused by air pollution, and this has been brought into sharp relief by the VW diesel deceit story. A party source said: “Jeremy is clear that he expects Labour to now oppose a third runway at Heathrow. It is now up to the Government to decide what to do.” The decision by Labour to officially come out against a third runway will be a major stumbling block for Heathrow expansion. Jeremy Corbyn campaigned against Heathrow expansion during the Labour leadership contest. However, when the Airports Commission recommendation of a Heathrow runway was announced on 1st June, Labour’s then shadow Transport Secretary Michael Dugher suggested Labour would back this, as did Harriet Harman.
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Head of European aviation body EASA warns of cyber-attack risk against aircraft
The chief of the European Aviation Safety Agency (EASA) has warned that hackers could infiltrate critical systems that keep planes up in the air. He has said that cyber-criminals could hack into critical systems on planes from the ground. He told European aviation journalists that his organisation had hired a penetration tester to find and exploit vulnerabilities in the ACARS (Aircraft Communications Addressing and Reporting System) used to transmit messages between aircraft and ground stations. Over the past two years, there has been an increasing number of cyber-security incidents reported in the aviation industry. There have been several incidents in which security consultants have succeeded in gaining access to aircraft controls. The aircraft navigation and other control systems are effectively separated from non-critical systems such as entertainment, so that should mean the risk of hacking critical systems is low. But experts warn that the ACARS system was not designed, in the 1970s, with cyber-security in mind and could therefore be vulnerable to attack. EASA said the next generation of air traffic management systems, such as SESAR, will need to be protected, as SESAR relies a lot on satellite-based communications and navigation - increasing the risks.
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Heathrow has already begun its initial tendering process, for work on its anticipated runway
Construction News reports that Heathrow Airports Holdings Ltd has begun the tendering process for work on its £17.6 billion third runway, despite the government not yet having decided on a runway, or any of the long process stages having even been started. Heathrow has called for expressions of interest from firms on 4 areas of work ahead of main construction getting under way. These are: programme management; information management; construction advice; and design and technical advice. Interested firms have until 16 October to respond, after which Heathrow will compile a short-list and invite these companies to tender in November. A decision on preferred bidders is expected to be made in the early part of 2016. It is understood that the decision to begin tendering early has been taken "so that Heathrow’s supply chain is ready to begin work as soon as a decision is made by the government." Back in July, Heathrow chief executive John Holland-Kaye announced that the airport would begin tendering for work in December. So this appears to have been brought forward. "Currently, Heathrow is aiming to have spades in the ground by 2020 with a completion set for 2025." They may be getting somewhat ahead of themselves ....
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Laser pen attacks on aircraft continue to cause safety concerns
There has been an issue for some years, of highly irresponsible use of laser pointers, with them being shone at planes approaching airports. This can have the effect of temporarily damaging the vision of the pilots, which is highly unsafe, and could even cause a crash - especially if the plane is below 1,000 feet and the pilot's vision is damaged for over a minute. The guidance from BALPA etc is perhaps to switch to autopilot, maybe if necessary do a go-around, or even switch to a different runway or different airport. Recent figures from the Civil Aviation Authority show there were 284 incidents in the 3 months from February to March 2015. The highest number of laser incidents during this time was at Heathrow, with 34. Then London City airport 21, Birmingham 18, Leeds-Bradford 15, Manchester 12, and Newcastle 10, Glasgow and Gatwick. The total number of laser attacks in the UK in 2014 was 1,400 that were reported to the CAA in 2014 - up by 3.5% from 2013. There were also another 312 attacks involved British aircraft landing at or taking off from airports overseas. Shining a laser at an aircraft in flight is a criminal offence under UK law and if convicted, offenders can face a maximum penalty of 5 years in prison. BALPA wants mandatory prison terms for all offenders. The sale of powerful lasers is restricted in Britain but they can be bought online.
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Sunday Times exposé cites “potentially dangerous levels of air pollution” at Pippins School in Poyle
The Sunday Times has done an analysis of data from the National Atmospheric Emissions Inventory, Defra’s pollution database, showing levels of NO2 across the UK. Defra estimates the NO2 emitted in each square kilometre of the UK by measuring the density of roads, rail and industry. Although the inventory does not measure the concentration of NO2 in the air, it is a strong indicator of potentially high levels. In some cases, The Sunday Times has been able to use readings of NO2 levels from monitoring stations to confirm high levels. They looked at schools, and found that Pippins School in Poyle, close to Heathrow, is the second most polluted school in the UK. It had 205 tonnes of NO2 per square km, per year. Another school in the area, Cranford Primary School, was the 5th highest (165 tonnes NO2/km2/year). The school that got the very worst readings may be adversely affected by a diesel train depot nearby. The study looked at schools with levels above 25 tonnes per square kilometre, which is six times the national average. Two schools in Yorkshire, near the M1, with levels of NO2 of around 50 tonnes per km sq will close soon, and the pupils will be re-located, as the location is deemed too unhealthy.
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Andrew Simms: Cars, aviation, steel … the stranded assets risk spreads far beyond fossil fuel firms
In an article looking at the issue of "stranded assets" Andrew Simms, from NEF (New Economics Foundation) considers the current position of diesel cars, after the "dieselgate" furore. He considers the view of "clean diesel" is almost as tarnished as "clean coal." Some sectors may become less relevant and may need to be revalued, as we adjust to a low carbon economy (as argued by Mark Carney, the governor of the Bank of England). Andrew argues that renewed impetus and optimism surrounding the Paris climate talks and the steady build-up of national commitments to reduce emissions could start shifting the confidence line for investors wherever the economy is vulnerable to carbon targets and legislation. "The aviation sector, whose big planes, once built, tend to hang around for decades, looks especially vulnerable. Why invest in expensive kit, such as a new London runway, if it soon ends up sitting largely idle, another carbon stranded asset. Carney called for companies to disclose both their current emissions and what, if any, plans they have to make the transition to a zero carbon business model. (Aviation's plan consists largely of future trading carbon credits with other sectors).
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At London rally, John McDonnell hits out at “lying” aviation officials over Heathrow claims
At the huge anti-Heathrow 3rd runway rally, Labour's shadow chancellor John McDonnell lashed out at 'lying' aviation officials, saying 'poisoned' air is killing residents in the area. He said the aviation industry has 'consistently lied' about expanding the UK's largest airport. He said if it would be 'down to people power' to prevent the 3rd runway being built, if the expansion is backed by Parliament and court appeals against the decision fail. "I will welcome back to my constituency, climate camp and all those demonstrators that will take action to prevent this runway being built."... He said in his Hayes & Harlington constituency, next door to Heathrow: "... at the moment, people are literally dying. They're dying because the air has already been poisoned by the aviation industry. ...They've promised us after every inquiry, no further expansion. They are liars. They have consistently lied to us. They now tell us if they get a 3rd runway, there'll be no increase in noise and no increase in pollution. They lie every time to us." He said up to 4,000 homes would be demolished, or rendered unliveable in his constituency. Both main mayoral candidates, Zac Goldsmith and Sadiq Khan, also addressed the rally, and spoke about the seriousness of the risk to ever worse air quality - with its health implications.
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Huge rally against Heathrow 3rd runway demonstrates intense cross-party opposition in London
A huge rally against a 3rd Heathrow runway, attended by one to two thousand activists who are determined not to let it ever be built, They heard impassioned speeches from all the main London mayoral candidates, who reiterated the extent of the environmental impacts - noise and air pollution in particular. The rally sent a clear message to government that a runway is deeply opposed, and would be fought strenuously. The repeated chant at the rally was: "No ifs, no buts. No 3rd runway." Zac said: "We know that our air pollution problems in London would be unsolvable if we expand Heathrow. And we know it requires the demolition of more than 1,000 homes. It is a catastrophic price to pay. I think we have won the arguments, I think we are winning the campaign. The environmental case against a third runway is devastating and makes expansion both legally and morally impossible. The economic case has completely disintegrated." Sadiq said: "It would be madness to build a new runway. People who care about London and the health of London, who worry about the noise, who worry about the infrastructure, are united against it." John McDonnell, the shadow chancellor and Labour MP for Hayes and Harlington, said: "In my constituency at the moment, people are literally dying. They're dying because the air has already been poisoned by the aviation industry."
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17 NGOs write to European Commission to get them to push for inclusion of aviation and shipping in Paris agreement
In response to the announcement that the carbon emissions international aviation and shipping are to be left off the draft Paris agreement, 17 European NGOs and environmental networks have written to the Arias Cañete (Commissioner for Climate Action and Energy in the European Commission) and EU-28 Climate Ministers. They say the omission of these two large sectors, with their combined huge carbon emissions, would - if sustained - greatly undermine efforts to limit a global temperature increase to 1.5/2 degrees. Aviation is responsible for 5% of global warming with shipping emitting 3% of global CO2, and their carbon emissions are set to grow by up to 250% by 2050. The group of 17 say they represent millions of concerned European citizens. They ask that the Commission ensures these two sectors are covered by the Paris Agreement, so that they make a fair contribution to the world's shared objective of a sustainable, low-carbon future. The letter states: "What the world needs from Paris is an agreement which charts our path to a low-carbon future. What we must not get is an agreement which says ambition for some, exemptions for others. Paris cannot mean these sectors are fuel-tax and now emissions-target free."
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New report by the Green Party shows UK will not meet climate change targets with new runways
The Green Party has published a new report entitled: "Airport Expansion Doesn’t Make Climate Sense." The report reveals that the UK will not meet its climate change targets if David Cameron goes ahead with a new runway at Heathrow, Gatwick or anywhere in the South-East of England. It offers a fresh perspective on the airport expansion debate by offering alternatives to new runways that a climate-sensitive government would pursue; including moving many short-haul flight passengers onto existing rail services and taxing very frequent flyers. The report’s key messages are that adding a SE runway does not fit into UK carbon targets. The current expansion debate offers a false choice, of merely whether a runway should be put at Heathrow or at Gatwick. This masks the reality that the UK has to reduce air passenger numbers, not increase them, to keep within the carbon limits in the Climate Change Act. The Government and the London Mayoral candidates must explain how it’s possible to build any new UK runway while meeting the UK’s targets for cutting emissions. The new report shows it just isn’t.
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Owner of Manchester and Stansted airports, MAG, unsurprisingly wants airport growth outside the south-east
The Manchester Airports Group (MAG) which owns/runs Manchester, Stansted, East Midlands and Bournemouth airports) says a new strategy is needed to promote local airports rather than investing in a megahub in the south-east. MAG wants a nationwide network of competing airports rather than investing all energies — and taxpayer funding — in an even larger airport in the south-east. While Heathrow claims it would provide a significant net benefit to northern England, allegedly "with the creation of up to 26,400 manufacturing jobs", the Airports Commission's own figures show negative impacts of a 3rd Heathrow runway on the UK's regional airports. MAG believes that the expansion of local airports would provide a greater boost to the nation, and provide "an important catalyst for rebalancing UK plc.” So unsurprisingly Heathrow and MAG are both speaking from a position of self interest. While the Airports Commission ended up, misguidedly, just looking at whether they should be a runway at Heathrow or Gatwick, the main question of whether there should be a new runway in the south east at all still needs a convincing answer. MAG believes there is more likelihood of a successful "Northern Powerhouse" if northern airports get successful long haul routes, rather than Heathrow.
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Heathrow runway would mean loss of at least 431 hectares of Green Belt – and more in future
The CPRE (Campaign to Protect Rural England) believes the Airports Commission’s terms of reference were flawed, and therefore so is its recommendation of a Heathrow runway. Looking at the Heathrow north west runway option, CPRE say it would destroy up to 694 hectares of Green Belt (one AC report says 694, another says 431 hectares). It would destroy 60 hectares of woodland. The runway would also wreck tranquillity in parks and gardens with impacts likely to spread into the Chilterns AONB. It would mean destroying 783 homes, and require up to 70,800 new homes to be built by 2030. In addition, the Commission said in November 2014: "The land take associated with the additional housing demand may require some de-designation of areas of the Green Belt, although the London Plan’s encouragement of high density housing and brownfield redevelopment may reduce this." More houses may need to be built after 2030, and this would be in an area that already has acute housing pressure. CPRE considered that the formation of the Airports Commission, and its terms of reference, prevented a more ambitious regional rebalancing strategy. Instead the UK needs to boost the northern regions, avoid further over-heating the South East and make the most of the ample spare capacity in other airports.
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Paris could leave aviation and shipping fuel tax-free and climate target-free
The international aviation and shipping sectors are set to be exempt from targeted CO2 emissions cuts in the December Paris climate agreement, according to the latest draft deal. The final deal needs to be agreed in the coming weeks. The draft deal removes previous calls for aviation and shipping CO2 reduction targets, with neither sector covered by national targets. Environmental NGOs say this is an irresponsible U-turn. Aviation is responsible for 5% of global warming with shipping emitting 3% of global CO2, and their carbon emissions are set to grow by up to 250% by 2050, making attempts to limit global warming to 2°C all but impossible. The IMO has said an overall cap on shipping emissions "would inhibit world trade." Proposals from the least developed countries, that shipping and aviation should contribute to climate finance were also dropped in the draft, despite strong calls for them from the IMF and World Bank.Though the climate impact of global aviation is about the same as that of Germany, the sector has tax-free fuel and it is now to have target-free emissions. Bill Hemmings, of T&E said: "It’s a betrayal of future generations and a sad reflection on the way the UN has become beholden to special interests. Paris needs to think again and quickly.”
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Protesters blast aircraft noise outside hotel of Conservative Party conference at 4.30am
Though not permitted into the Conservative Party conference, Plane Stupid campaigners have held a number of eye-catching (or ear blasting) protests outside. They played full volume sound of landing aircraft outside the Midland Hotel, where conference delegates were staying, at 4.30am - which is the time when the first flight arrives into Heathrow. The sound system was concealed in a wheelie bin. Plane Stupid campaigners wanted to give politicians a taste of daily life for those living under Heathrow's (or other) flight paths. They also show that a decision for a 3rd runway will be met with fierce resistance to save the future of homes and communities in the Heathrow villages. As well as the 4.30am noise, protesters from Plane Stupid and the Heathrow villages paraded a giant model plane outside the conference, emblazoned with the words: "No third runway. No ifs, no buts" - a reminder of David Cameron's pledge before the 2010 election. They also hung up a giant banner from a building opposite, saying "2015. No ifs, no buts. No new runways." To rub salt into the wounds for the Heathrow villages residents, Heathrow has also revealed new images of their dreamed of new NW runway, showing how it erases hundreds of homes and makes other communities too noisy and polluted to realistically be habitable.
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‘Clean Air in London’ obtains QC Opinion on Air Quality Law (including at Heathrow)
The group, Clean Air in London (CAL), is very aware of the problems of air quality in London. Its founder and director, Simon Birkett, says the law about air pollution is not being properly applied. So they have asked their environmental solicitors, Harrison Grant, to obtain advice from a QC on the approach which planning authorities across the UK should take to Air Quality Law. CAL wants to ensure that tough decisions to reduce air pollution and protect public health are taken by the Government, the Mayor and other planning authorities. In particular CAL wanted to clarify the extent to which planning decisions should take into account breaches, or potential breaches, of air pollution limits. This applies particularly to a Heathrow runway, among other projects. CAL now have advice from Robert McCracken QC. It says: "Where a development would in the locality either make significantly worse an existing breach or significantly delay the achievement of compliance with limit values it must be refused." And "Any action which significantly increases risk to the health of the present generation, especially the poor who are often those most directly affected by poor air quality, would not be compatible with the concept as health is plainly a need for every generation.
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‘Northern Powerhouse’ a myth as region expected to lag behind south in 2025
George Osborne's plan to build a "Northern Powerhouse" has been undermined by a report by the Centre for Economics and Business Research (CEBR). It shows Britain's North-South divide will grow significantly over the next decade - and says the economic gap between London and the North of England is expected to rise by 94% to £110 billion over the next 10 years. London is expected to grow 27% in real terms in the next decade to just under £450 billion at 2012 prices, compared with a combined growth rate of 14% across the North West, North East and Yorkshire and the Humber. The CEBR says this would leave output in these regions more than £110 billion lower than London's in 2025. It is thought that the economic gap between the fastest and slowest growing cities and regions will increase. To actually close the gap needs a "radical rethink" with more devolved powers and targeted investment. Further austerity has the potential to hold back the economies of some of the UK's poorest regions. Planned infrastructure investment in London was considerably higher than in other regions. The CEBR considers a focus on local rail and roads would be more beneficial for northern regions than flagship projects like HS2. (Adding another runway in the south east is also only likely to increase the north south divide and focus profitable long haul flights around London.)
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Evening Standard believes Ministers likely to make runway decision by end of year
The Evening Standard reports that Ministers are determined to make a firm decision on building a new runway by the end of the year, and Heathrow is considered to be the most likely location. Runway proponents fear the Government would put off a runway rather than risk a huge battle against environmentalists and local residents blighted by more flights. There has also been talk of a delay on the airports announcement until after the London mayoral election in May 2016, due to Zac Goldsmith. Though Patrick McLoughlin has intimated that the decision could be postponed, the Standard understands that ministers are determined to make a firm decision by the end of the year. A special Cabinet committee on airport expansion, chaired by David Cameron, is to meet for the first time within weeks (its first meeting is meant to have happened already). George Osborne is setting up a new National Infrastructure Commission, and wants to be seen to be getting things built fast - a runway would be a key project. The government knows it has to get the Heathrow plan done correctly, to avoid judicial reviews causing delays.It would be easier for the government to choose a Heathrow runway, because if they choose Gatwick they would need strong arguments and fresh evidence, to override the Commission’s conclusions.
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Labour peer Lord Adonis to head Osborne infrastructure body – to get things like a new runway built fast
A new body to plan infrastructure projects, the "independent" National Infrastructure Commission (NIC) will be chaired by the former Labour transport secretary Lord Adonis. The government is expected to announce it will pledge an extra £5 billion in this Parliament for major schemes, which he hopes will boost the UK economy. Osborne says he plans to "shake Britain out of its inertia" and Lord Adonis thinks that without "big improvements" in transport and energy "Britain will grind to a halt". The NIC will initially focus on London's transport system, connections between cities in the north of England, and updating the energy network - funded by selling off land, buildings and other government assets. Lord Adonis has resigned the Labour whip and will sit as a crossbencher in the Lords as he starts work in his new role immediately. The NIC will produce a report at the start of each five-year Parliament containing recommendations of infrastructure building over the next 20 to 30 years. Osborne: "I'm not prepared to turn round to my children - or indeed anyone else's child - and say 'I'm sorry, we didn't build for you.' John Cridland, director-general of the CBI business lobby said: " ....we must not duck the important infrastructure decisions that need taking now, particularly on expanding aviation capacity in the South East."
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Guardian reports Patrick McLoughlin saying Government statement on runway likely to be delayed – even past May 2016
An article in the Guardian, interviewing Patrick McLoughlin, the Transport Secretary, says that because of the well known "deep and unresolved cabinet splits over whether to expand Heathrow to provide more airport capacity for the south-east, the statement by the government about the runway issue may be delayed. It has been expected that some sort of statement would be made, before Christmas. This might be in favour of Heathrow, or it might be a holding response to give government more time. The Guardian states: "McLoughlin said an announcement would “hopefully” be made [before Christmas], but he could not promise it would, or indeed that it would be made before next May’s London and council elections. It was simply the firm intention, but that was as much as he could say." At least five cabinet ministers, as well as Boris Johnson, a likely candidate to succeed Cameron after he steps down in 2020, are against, while Osborne, probably now the favourite to step into Cameron’s shoes, is in favour. Zac Goldsmith, Conservative Mayoral candidate, deeply opposed to the runway, is a huge complication for the government on the issue.
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CPRE raises concerns about government plans to raise cost of legal challenges, on projects like a new runway
The CPRE (Campaign to Protect Rural England) fears proposals to expose claimants in environmental cases, such as big infrastructure projects, to higher financial liabilities if they lose their cases could deter people from bringing actions. Green organisations could face steep rises in the cost of legal challenges to Heathrow’s expansion, or air quality policies, under reforms that the government is contemplating. But the Ministry of Justice denies proposals for higher cost caps are timed to coincide with HS2 and Heathrow. Campaigners fear government plans will deter people from bringing actions. There is a current consultation to update the UK’s responsibilities under the Aarhus convention, which guarantees public participation in decision-making as well as access to information and justice in environmental matters. The Prime Minister has been critical of delays to building projects, due to lengthy judicial review cases. This is claimed to delay economic development. Ralph Smyth, a barrister and the transport campaign manager at CPRE, said the planned changes could make it harder to challenge environmental decisions in the courts, and get justice for individuals, community groups and charities seeking to protect air quality, green belt, tranquillity and the climate.
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Airlines write to UN Secretary General to say they want governments to set up offsetting for their carbon growth
Airbus, Boeing and Rolls-Royce are among 28 signatories to open letter to the Secretary General of the UN, stressing the need for a carbon market to curb aviation CO2. They say they are committed to curbing the aviation sector’s greenhouse gas emissions, ahead of a Paris climate deal this December. Their letter says they will not increase net (Note: net not gross) CO2 emissions from aviation after 2020 and halve them compared to 2005 by 2050. These cuts would in practice not be made by actually reducing the amount of CO2 aviation emits, but by buying credits from other sectors that actually reduce their carbon. To do this, they need to agree a carbon market at the 2016 summit of UN aviation authority, ICAO. The design of a "market mechanism" (system of trading carbon) to offset emissions by investing in low carbon development projects is behind schedule. The aviation industry is keen to be seen to be doing something, though internal divisions within ICAO mean agreeing anything that would actually be effective in limiting the sector's carbon emissions. They still hope to be able to cut emissions by a few % by use of biofuels, though this is not looking promising. Though the letter is a start, global aviation needs much more ambition, and it cannot rely on offsets indefinitely. See critique of offsetting for carbon cuts.
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Leaked documents reveal secret plans for West Midlands Combined Authority to have control over APD at Birmingham airport
The Draft West Midlands Agreement, which was set to be used as a negotiation tool with Government, details what powers the new authority (the West Midlands Combined Authority, WMCA) – formed of Solihull, Coventry, Birmingham and Black Country local authorities – would seek to wrestle from Westminster. There would also be an elected metro mayor in order to qualify for the ‘full suite of powers’ offered by George Osborne. The mayor would chair the WMCA and have the ability to affect local council taxes and grant tax exemptions and discounts in order to support development. The mayor would also be granted powers to levy a Supplementary Business Rate on businesses – without the requirement for a referendum. And among other powers the WMCA could be given control over Birmingham Airport’s Air Passenger Duty (APD) and the ability to invest in growth of the local economy, and air connections with overseas markets. The WMCA will campaign for the Government to devolve more powers to the country’s regions in its upcoming Cities and Local Government Devolution Bill. In return for these devolved powers, the CA would look to form an £8 billion West Midlands Investment Programme to deliver specific housing and business funds.
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Berlin Brandenburg airport problem of terminal ceiling being too heavy ….. already years late, hugely over budget
Berlin’s long-delayed Brandenburg airport has suffered another setback after structural flaws were found in the terminal roof. It appears that the ceiling in the terminal building is too heavy. The airport, which was originally due to open in 2010, is still under construction and has run billions of Euros over budget. It was expected to open in 2017 but that could be postponed even further. The local building authority said it had told the construction firm to "immediately stop building works for the area underneath the entire terminal roof of the BER airport" until security checks could be carried out by engineers. The airport's CEO has left the company. Earlier this year Air Berlin, which is currently running at a loss, reached a settlement with the airport over the delays as it had planned on making BER its main hub airport. The first problems noted were to do with the smoke and fire detection problem. The proposed solution, (which was not surprisingly rejected) was (paraphrased) for 800 low-paid workers armed with cell phones, sitting on camping stools, armed with thermos flasks, who would take up positions throughout the terminal. If anyone smelled smoke or saw a fire, they would alert the airport fire station and direct passengers toward the exits" The airport’s cost, borne by taxpayers, has tripled to €5.4 billion.
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Residents around Frankfurt hold their 150th huge Monday evening protest against aircraft noise
On Monday 28th September, the 150th Monday evening protest against aircraft noise, due to the new runway, took place at Frankfurt airport. The new 4th runway was opened in October 2011, to the north west of the airport, and caused not only new flight paths but changes to existing flight paths. People had not been expecting the noise problem to be so bad. As soon as the runway opened, residents starting protesting against the noise - that was stopping them sleeping, reducing their quality of life, preventing them enjoying relaxing outside under flight paths, and reducing the prices of their homes. They started protests in the airport Terminal 1 (almost) every Monday evening. These are attended by between about 600 and 3,000 people. That is an astonishing achievement, and manifestation of real anger and determination by the thousands affected by plane noise. They are concerned now that the protests are seen to be becoming routine, and there is some appetite for more radical action, especially now that work is due to start very soon on a deeply opposed 3rd airport terminal. The style of protesting may perhaps now change. In German airport buildings are public property, so protesters are entitled to congregate in the terminal.
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Careful analysis by Richmond campaign shows up weaknesses in Airports Commission economic arguments
The Airports Commission, in recommending Heathrow as the location for a new runway, has given the impression that it would benefit the regions and create more connectivity for regional airports. An analysis of the Commission's many papers, by the Richmond Heathrow Campaign (RHC), has unearthed very different data. These indicate that the Heathrow north west runway would mean an extra 41 million annual passengers at Heathrow, but a loss of 58 million passengers per year from other UK airports, including Birmingham, Manchester and Glasgow. The RHC does not consider this to be compatible with the "Northern Powerhouse." They also believe that over 50% of the new runway capacity would be used for an extra 22 million International to International transfers, providing little economic value to the UK as these passengers don’t step outside the airport. The RHC comments that the Commission's data shows the investment of £17.6 billion to build the runway would result in a net benefit of £1.4 billion (present value over 60 years) when other costs are taken into account. This is negligible in macro-economic terms. The RHC says the Commission's own reports show "there is no need for this costly new investment in one airport at the expense of others. Allowing the market to grow where it is needed is the right answer – no new runways."
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New group, CHATR (Chiswick Against the Third Runway) formed to oppose Heathrow expansion
The first meeting of a new group in Chiswick, opposing Heathrow expansion, took place on 25th September. The group is CHATR (Chiswick Against the Third Runway), and it covers areas in North and Central Chiswick that would be badly over-flown by arrivals to a new north west runway. Ruth Cadbury MP for Brentford & Isleworth, who has campaigned against expansion at Heathrow for 12 years, spoke at the meeting..John Stewart, HACAN's Chairman said the meeting was 'timely indeed' as the deadline for a Government decision on the runway rapidly approaches. Last time round, back in 2009, there was active opposition to a new runway from the Chiswick area, and there is again determination to see it does not happen. The area will not only suffer the plane noise, but also considerably increased pollution and noise, from the increase in road traffic that will inevitably be the consequence of the runway. People were encouraged to attend the anti-runway rally, as CHATR representing Chiswick, in Parliament Square on 10th October (11 am to 12.30pm). It is suggested they come with a placard clearly showing their postcode and stating they are against the third runway. More information or to join CHATR@mail.com
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Sir Howard Davies writes to Patrick McLoughlin and the GLA to dismiss Gatwick’s claims
The Airports Commission, now almost closed down, has published on its website a letter to the GLA from Sir Howard Davies, setting out why they believe strongly that their analysis is robust to the arguments that Gatwick airport have made (recently repeated). The Commission also published a letter to the Transport Secretary, Patrick McLoughlin, dated the 7th September, and now copied to the GLA, countering all Gatwick's arguments why it should be the site for a new runway. The Commission's letter to Patrick McLoughlin deal with Regional Connectivity, on which they dismiss Gatwick's claims; Economic Benefits, on which the Commission says the benefits to the UK from a Heathrow runway are substantially greater than a Gatwick runway; on Costs and Charges; Deliverability and Financing; Air Quality; and Noise. The Commission says, quote: "GAL accuse the Airports Commission of having ‘largely ignore[d]’ Gatwick’s lower noise impacts compared to those of Heathrow. That is nonsense." Sir Howard Davies' letter to the GLA covers the issues of capacity and resilience, connectivity, noise mitigation, surface access and finance. Criticising the session at the GLA where Sir Howard was interviewed, he says there was no "serious consideration of the role of aviation, and the benefits of expansion, in supporting the capital’s long term prosperity."
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Relief possibly in sight for residents in Reigate affected by Gatwick flight departures noise
During 2014 there was a change to a flight path (Route 4) taking off to the west from Gatwick, curving to the north. The change meant the planes went further north than usual, on a less tighter turn than before. This subjected thousands of people, not previously over-flown, to intense aircraft noise. The local group Plane Wrong, was set up as a result. Now the CAA Board has finally completed its PIR (Post Implementation Review) and adopted a recommendation on departure Route 4 to essentially shift the point at which aircraft take the turn and to fly further south of Reigate and Redhill, keeping planes within the long-established Noise Preferential Route (NPR). The change is expected to come into effect by the end of the year. The recommended change will not be a simple reversion to the old system, but will use the new satellite based technology PR-NAV to replicate the old pattern of take-offs. Local MP Crispin Blunt has been pressing for urgent changes to the flight path, following ongoing delays by the CAA to implement a solution. Over 15,000 people responded to the CAA’s public consultation on the implementation of PR-NAV at Gatwick, a sign of the strength of feeling about the extent of the noise problem.
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Revolving door revolves again: Vickie Sheriff (used to work at 10 Downing Street) to be Heathrow head of comms
There have for a long time been concerns about the "revolving door", by which people switch between working high up in the aviation industry, and working high up in Government. The concern is that they may bring too much influence, from their earlier employer. Now it is announced that Vickie Sheriff it to become head of communications for Heathrow airport. Earlier she had worked for the Prime Minister, in 2013, with a dual role as official deputy spokesperson for the Prime Minister and head of news at Number 10.She went to the DfT and then Diageo in 2014. Heathrow's director of PR, Simon Baugh, left earlier this year to work at the Department for Transport to take the role of head of communications. This is the job that was previously held by Vickie Sheriff. (Simon Baugh was not actually meant to be advising ministers on the new runway issue till 1st September, when he had been at the DfT for 6 months). Heathrow also appointed a new consumer PR agency in the summer. There have been several other high profile examples of the "revolving door" in the past, including Tom Kelly in 2009, who had worked for Tony Blair and then went to BAA as head of comms.
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Chairman of Commons Environmental Audit Committee says Cameron must answer questions on Heathrow expansion
The House of Commons Environmental Audit Committee recently set up an Inquiry on the "Airports Commission report: Carbon emissions, air quality and noise." It closed on 3rd September. A considerable number of submissions have been made, from councils, organisations, individuals (and a few from the aviation industry or its consultants). The Chairman of the Committee, Hugh Irranca-Davies, has said that the Government has “big questions to answer” over how it could meet the legally binding EU air quality rules while backing a 3rd Heathrow runway. The submissions, including the one from Transport for London (Boris Johnson) raised a series of objections to a bigger Heathrow. Boris said: “The Commission has failed to demonstrate that a three-runway Heathrow, even with mitigation, will not have the worst NO2 concentration in Greater London, so risking the compliance of the entire zone and EU fines on the UK.” He said the Commission failed to recognise the impact of increased road traffic. Clean Air in London said: “If the Commission is suggesting that the only relevant requirement is that additional runway capacity should not delay in time average compliance throughout the London zone, then it has misdirected itself on the law.” Sections on air quality from a number of submissions are shown in this article.
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West Country MP says “London mustn’t have a veto on Heathrow” – led to believe a runway would benefit his region
An MP from the South West, Dr Liam Fox (MP for North Somerset) has said that a decision on a runway for the south east should not be made by people in London alone. Though he does graciously concede that: "Residents of west London who live beneath the flightpath do have legitimate concerns" he says "the capital must not be allowed to dominate a debate that is about the future of the whole UK." And he produces the figures of benefit of a 3rd Heathrow runway to the South West of "a £10 billion increase in economic activity, as well as 12,300 new jobs." Unfortunately these figures are actually up to 2050. They also come from a (4 page) paper from consultants employed by Heathrow airport, long before the Airports Commission's final report. Dr Fox believes there will be a big expansion in business air travel, and that there will be many more flights to regional airports, like those in the SW. He does not seem to have read the Commission's comments about there being regional flights to only 4 domestic airports (from 7 now) by 2050, or Howard Davies' comments to the London Assembly about regional airports being likely to close. Dr Fox - and other MPs in the regions - would perhaps do well to understand the limitations and failings of the Commission's work on wider UK economic impacts of a SE runway.
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Edinburgh trial (no prior consultation) of new narrow route to be ended 2 months early, due to opposition
Edinburgh Airport is to halt its controversial trial of a new flight path two months early (28th October). The trial of the concentrated route resulted in unacceptable levels of noise for those below the new route. The airport's Chief executive Gordon Dewar admitted the airport had been overwhelmed with complaints about the trial route over areas which were not previously over flown. He said a letter from Transport Minister, Derek Mackay, asking if the trial could be shortened had also influenced the decision. The announcement was made at a packed public meeting in Broxburn. Like all other new routes that have been introduced through the CAA, there was no consultation. Mr Dewar said on the consultation: "...I do apologise. We have learned a lesson on that one.” The CAA has been taken aback by the extent of opposition to every new concentrated flight path it has introduced, and appears unable to work out how to implement the European SESAR changes to airspace on an articulate and determined population, against their will. Someone at the meeting commented that Gordon Dewar's presentation was met with silence from the audience. But a short video by Sally Pavey, an experienced noise campaigner from Gatwick, received enthusiastic applause. Campaigners from affected airports are linking up to oppose unsuitable airspace changes.
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BALPA questions effectiveness of Heathrow 3.2 degree approach trial – noise might even increase?
Heathrow has started a 6 month trial of some aircraft approaching the airport at a 3.2 degree angle, rather than the usual 3 degrees. Its intention is to make a small reduction in aircraft noise. But BALPA, the pilots union, has commented that this may actually be more noise, not less. The steeper angle means pilots will need to be aware of how this will affect the handling of the aircraft and will have to adapt their flying accordingly. Though modern planes are quite capable of landing at 3.2 degrees, the plane must be at a specific height and speed and configured correctly when it reaches 1,000ft above the airport. If it does not meet the criteria the landing must be aborted. It is possible the 3.2 degree approach could result in more go-arounds. That would cause more noise, more pollution and an increase in workload for both air traffic controllers and pilots. Planes would also need to slow down earlier in their preparation for landing. Using speed brakes, lowering the undercarriage and using flaps to reduce speed could possibly increase the noise levels further out on the approach to the airport. Some aircraft may have to use full flaps for landings, which will increase noise due to higher power settings required to counter the extra drag.
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Advertising Standards Agency rules Heathrow ads claiming “Those living around us are behind us” are misleading
Heathrow Airport has been told by the ASA that its adverts claiming that "Those living around us are behind us". Eight people had challenged whether the adverts were misleading and if they could be substantiated. The ASA concluded that the claim exaggerated the level of support for expansion, had not been substantiated and was misleading. They noted that the claims “Those living around us are behind us” and “Locals support it” were not qualified. The ASA considered that most readers would interpret the claims to mean that a clear majority of those living in close proximity to Heathrow Airport supported expansion. The evidence provided, however, showed that only 50% of those surveyed from ten constituencies close to the airport supported expansion. The ASA say the ads must not appear in their current form again. They told Heathrow Airport Ltd to ensure they held sufficient evidence to substantiate their objective marketing claims in future, and to ensure their claims were adequately qualified, without contradiction. John Stewart, chair of HACAN, said: “This judgement is not good news for Heathrow. It undermines a key plank of their campaign that they have strong local support for a third runway.” The ASA ruled against other Heathrow adverts in February 2014.
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Newquay Airport Development Fee (£5 per passenger) axed after private meeting of Cornwall Council
A secret meeting of Cornwall Council's Cabinet has agreed that the taxpayer will have to pay more to subsidise Newquay airport. They voted to abolish the passenger levy, which is the £5 Airport Development Fee (ADF) that is charged for each departing passenger over 16 who boards a flight from Newquay. Newquay was the first to introduce such a tax in the UK, in 2006,to fund development of the airport. It is understood that the controversial vote was reached by just one vote and was pushed through by the deputy leader of the council. The hope is that the decision will help Newquay win back Ryanair. But removing the £5 charge will mean an increase in the amount of taxpayer subsidy, shifting the burden from those who use the airport on to the general public. It comes at a time when cash-strapped Cornwall Council considering selling off leisure facilities, reducing library opening hours and closing public toilets. A cross-party group had asked the council's chief legal officer to scrutinise the Cabinet's decision, and there is concern that the decision was taken in private. One councillor said: "Where there are matters surrounding the airport, they frequently like to put cloud of secrecy around it."
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Airports Commission figures show Heathrow runway to provide, at the most, just 12 more long haul destinations
The Airports Commission said that a very important reason for building a new runway, and Heathrow in particular, was to increase the connectivity with "long-haul destinations in new markets." And so it would be logical to believe their analysis would show that a new runway at Heathrow, (or Gatwick) would show a large increase in these routes. The Commission's own work [using their Assessment of Need scenario, carbon capped] forecasts that while Heathrow (2011) had 57 destinations with at least a daily flight, this would only rise to 63 without a new runway. It would only rise to 73 with a 3rd runway. That is just 10 more. For the UK as a whole, including all airports, the Commission forecasts that the number of long haul destinations in 2011 was 61, and this would rise to 82 even without a new runway. The total number would only rise to 87 with a new Heathrow runway. That is just 5 more. And their figures indicate that the number of long haul destinations from regional airports would fall from 23 to 21 by 2050 and be slightly lower than they would have been without a new runway. So much for boosting the "Northern Powerhouse." The Commission said a Heathrow runway could provide "up to 12 additional long-haul destinations."
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Commons Transport Committee start short inquiry into surface access for larger UK airports
The House of Commons Transport Committee has invited submissions for a short inquiry (ends 12th October) on surface transport at airports. "The inquiry will examine whether strategic connections to airports fulfil current and future requirements in terms of range and capacity. The Committee is interested to assess the effectiveness of the Government's approach to planning surface access to airports, as well as understanding whether the Government is making full use of its powers to influence the selection of infrastructure and accompanying modes of transport to and from airports." The inquiry is only for airports with over 1 million passengers per year, and it is not looking at air quality issues of surface transport (which is regrettable, for Heathrow and Gatwick). The Committee want submissions on how increased numbers of passengers and air freight in future are being planned for; whether better surface access could free up existing spare capacity in airports (Luton and Stansted perhaps); the Government's role in planning surface access to airports in conjunction with airport owners, local authorities and Local Enterprise Partnerships. They also want submissions on the funding and the DfT's role in ensuring planning is joined-up.
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European Parliament urges EU governments to include aviation and shipping in a strong Paris climate deal
The Environment Ministers of the 28 European member states will be meeting on 18 September to finalise the EU position for COP21, to be held in Paris at the end of November. The heads of 7 of the 8 political groups of the European Parliament's environment committee have written to the EU Environment Ministers urging them to include international shipping and aviation in a global climate deal at Paris. They said: "To promote increased climate ambition from ICAO and IMO, like all the other sectors of the global economy, aviation and international shipping require an emissions reduction target. There is no reasonable excuse to continue exempting these two economy sectors from the global policy framework. Aviation and shipping need to contribute in the same way that is required of all UNFCCC Parties, large and small." The group, T&E commented that: "It's simply fair to demand from two economic sectors with emissions the size of Germany and South Korea - about 8% of world CO2 - to reduce their emissions in line with keeping the global temperature increase below 2 degrees C. The IMO and ICAO have been procrastinating so far. The time for action has come.". The CO2 emissions from global aviation are expected to grow by 200 - 300% by 2050.
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Clean Air in London says Defra NO2 consultation is a ‘Plan for plans by others’ and inadequate
The Supreme Court ruling in April said DEFRA must consult on strict new air pollution plans that must be submitted to the European Commission (EC) by 31 December 2015, in accordance with a mandatory order in ClientEarth vs Defra. Shortly before the result of the Labour leadership election on 12th September, DEFRA announced a consultation, to end of 6th November. This consultation is a necessary step before the UK lodges formal plans with the EC. It proposes to restrict diesel vehicles from a number of city centres by 2020, and impose charges on them. However, "Clean Air in London" (CAL) says this passes all responsibility, without money or new powers, to local authorities - and is a "plan for plans by others." They say DEFRA is flouting the Supreme Court ruling and provoking the EC. They want the EC to send the UK a Reasoned Opinion (a.k.a. final written warning) on NO2 by February 2016. CAL says the consultation shows DEFRA does not understand that limit values must be achieved everywhere. This has major consequences for runway schemes at Heathrow or Gatwick, and also HS2, because consent for a scheme should not allow an area that is compliant to become non-complaint on air quality, or delay the ability of a non-complaint area to become compliant.
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Meeting on aviation expansion and climate confirms “No new runways” is the only effective policy
Representatives from London's anti-airport expansion campaigns shared the stage with Green activists, with a unified message: No new runways for the south east's airports. The meeting was chaired by Sian Berry, the Green Party's candidate for the London mayoral election. A range of prominent environmental activists spoke about why the case for no new runways at London's airports is the most attractive option. Sian said nobody would believe David Cameron's climate change credentials if he heads to the UN Climate Change conference in Paris in November, intending to get a new runway at a London airport. We need to "convince the government to end this false choice debate, trying to pit [Heathrow and Gatwick] communities against each other over which airport to expand and who should suffer the increased pollution and noise that would result." Professor Alice Bows-Larkin, a climate expert, said in the conflict between aviation and climate policy in the UK said providing more airport capacity is at odds with managing demand for air travel, which is the only effective way to limit the rise in aviation CO2 emissions. The efficiency improvements the industry can make are far smaller than the expected growth of the industry. Not building another runway is the simplest, cheapest and most effective way to solve the aviation carbon problem.
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Heathrow trial of some planes using 3.2 degree approach (not 3 degrees) starts 14th September
Heathrow airport knows it has a massive problem in trying to persuade people that adding a new runway would not greatly increase the amount of noise that residents around the London area are exposed to. So it has various ideas about how it might manage this. It is starting a trial 14th September (ending on 16th March 2016) for planes to approach the airport at an angle of 3.2 degrees, rather than the normal 3 degrees. Heathrow says this is optional and airlines can take part if they like. They say this will only affect planes on the final approach into Heathrow (approx. 10 nautical miles from touchdown), and will be trialled on westerly and easterly arrivals. The claim is that a plane 10 miles away from touchdown would be 215 feet higher. So around Clapham a plane might be at 3,400 feet rather than at 3,185 feet. WIth less height difference near the runway. That really does not make a huge amount of difference to the noise perceived. Heathrow says planes will continue at 3.2 degrees right up to landing, though not in bad weather. However another possibility is a "2 segment" approach, where the plane levels off to 3 degrees for landing. "Even 3.2 degrees could interfere with the ability to use low power/low drag and reduced landing flap techniques." The 3.2 degree approaches have been used at Frankfurt and residents do not report any significant benefits.
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Some of the huge planning implications if the government opts for a new runway at Heathrow or Gatwick
The next steps, after the Airports Commission recommendation of a Heathrow runway, are still unclear. But a useful article in Planning Resource explains such of what might happen. The government is expected to make a statement by the end of the year on the Commission's recommendation. It will also need to announce the consenting route for a new runway. There are two options - a development consent order (DCO), made under the provisions of the Planning Act 2008, or a hybrid bill. Both routes have benefits and downsides. If the DCO route is chosen, a national policy statement (NPS) on aviation will almost certainly need to be prepared. Work on a draft NPS may already be taking place. It is not thought that an NPS could be done quickly, and with likely legal challenges, could take several years. Alternatively there could be a "hybrid bill" on which all MPs could vote, and as any runway would be hugely controversial and divisive, this might be "more robust in terms of legal challenges." As well as the runway planning, local authorities would have a great deal of work to do, and would need to work co-operatively to provide sufficient housing and infrastructure. Some would need to review their local plans, and some plans may need to be updated. This all amounts to a huge volume of work. And expense.
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Scottish MSPs call for the Edinburgh flight path trial, that is reducing people to tears, to be ended early
Edinburgh Airport started a trial of a new flight path in June, due to continue till 24th December. The purpose of the route is to enable the airport to have take-offs every minute, rather than every two minutes. It has resulted in a narrow, concentrated flight path over areas that did not have much plane noise before, and this has caused real distress. People are especially infuriated because the CAA allows NATS to run trials with no consultation of the public. This consultation is currently only needed once the trial has been done (and it pretty much a fait accompli). Campaigners of SEAT (Stop Edinburgh Airspace Trial) launched a petition against the trial and have won the support of cross-party Lothian MSPs, including Labour’s Neil Findlay who yesterday led the debate. Four MSPs spoke up in a debate at Hollyrood, saying it is not acceptable that people now badly affected by noise were not consulted, and they want the trial ended early. Alison Johnstone (Green Party Scotland) said the relentless noise, often from 5am all day through till midnight, had reduced people to tears due to stress and sleep deprivation. She added, re. the CAA: "Just because you don't have to consult, doesn't mean you shouldn't."
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Leeds Bradford airport back Heathrow runway, hoping to get contracts for Yorkshire
The Airports Commission found, in its analysis, that with a Heathrow 3rd runway there would ultimately be fewer - not more - links to the UK's regional airports. It found that Heathrow would only serve 4 domestic destinations by 2030, compared to the 7 is now serves. Which those would be is not clear, but many regional airports have little to gain from Heathrow expansion, as their potential long haul routes would not be profitable. However, some regional airports have been persuaded to back Heathrow. Leeds Bradford airport says they hope it "would bring wealth and jobs to Yorkshire." At a dinner at the House of Commons for 8 local MPs, Heathrow laid out its plans to get Yorkshire firms involved in the development of the third runway, with Yorkshire firms in the supply chain. They say some Yorkshire firms were involved in the building of Terminal 5 and the redevelopment of Terminal 2. There will be a supply chain conference in Leeds on 15th October. Heathrow has handed out £200m in contracts to Yorkshire businesses over the past 3 years. There were meant to be 4 daily flights between Heathrow and Leeds Bradford from December 2012, but there are still only 3 - the 4th still planned.
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Heathrow offers “personal shopper” service, to ensure rich passengers are helped to spend
For Heathrow, getting passengers to shop at the airport is vital. The airport is said to have made something like £480 million from retail in 2013, with passengers spending around £1.8 billion in total. Passengers spend on average about £38 each in the airport. And some passengers spend a very great deal. Heathrow has a Personal Shopper service "which offers travellers an accredited stylist with free of charge service and provide them an individually tailored retail style." For those too dim, impressionable or incapable of locating what to splash their cash on, and how to find the most pretentious and expensive designer brands, they can book their own shopper who will tell them what to buy. This truly is hyper-consumerism gone mad. Some quotes: "Everyday, there will be personal shoppers who are fluent in Arabic, French, Mandarin, Portuguese, Russian and Spanish that will provide free of charge services to all passengers"....Supermodel Erin O’Connor said: “Travel has been and still is a huge part of my life. The Personal Shoppers at Heathrow have incredible fashion and beauty insight which means they can pull a selection for me before I even arrive at the airport. I can make the most of my time before I board my flight and know that I will have everything I want for my trip.” And it offers free beauty treatments.
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Project to grow “Solaris” tobacco in South Africa for bio jet fuel earns RSB certification
Project Solaris is a project in South Africa trying to grow a variety of tobacco, to produce "bio jet fuel". It was announced in December that some 50 hectares were being grown. Oil is derived mainly from the leaves, rather than the seeds. Now the promoters of the technology, Sunchem, says they have earned the Roundtable on Sustainable Biomaterials (RSB) certification, for environmental and social sustainability, for the production of 'Solaris' tobacco in the Limpopo region of South Africa. They hope growing this tobacco will bring economic and rural development to the Limpopo province, as well as being a new regional bio jet fuel supply chain. The MD of Sunchem South Africa says developing a biofuel in South Africa’s ‘breadbasket’ has - inevitably - drawn the company into the food vs fuel debate. They hope they can persuade people that the crop will not affect food security or lead to environmental degradation. However, growing tobacco inevitably completes with food – as the crop needs water and fertiliser to grow economically. If the land is good enough to grow tobacco profitably, it is good enough to grow food. It is therefore diverting land away from food production. It also has the ILUC effect of an ever greater area of land in total to come under cultivation.
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London Assembly votes decisively that “there is no circumstance under which Heathrow expansion would be acceptable”
Sir Howard Davies and Phil Graham, from the (now closed) Airports Commission, attended a Question and Answer session at the London Assembly. It is fully recorded and can be seen here. Over the two hour session, they answered questions on a range of issues including economics, reasons for rejecting Gatwick, noise, night flights, conditions imposed on Heathrow, air pollution, adequacy of surface access, amount of money needed to be paid by the taxpayer for surface access improvements, carbon emissions, impact on regional airports etc. Assembly members did not appear particularly persuaded by the replies they received. After the Q&A session, a motion was voted on. It was passed unanimously (13:0). The full text of the amended Motion is: “That the Assembly notes the answers to the questions asked and reiterates its belief that there is no circumstance under which Heathrow expansion would be acceptable.” The motion was proposed by Richard Tracey, and seconded by Darren Johnson. The Assembly say this is an absolute NO to Heathrow.
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