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For a daily compilation of UK articles on national and regional transport issues, see Transportinfo.org.uk | For more stories about specific airports see Aviation Environment Federation Transport & Environment Anna Aero TravelMole Press releases from CAA IATA BA Ryanair easyJet Jet2.com For climate change ECEEE news and Guardian Climate and NoAA monthly analysisCheck Hansard for reports on Parliament |
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Latest news stories:
Caroline Lucas MP blog on the IPCC Report: A Tipping Point for Political Action
In her blog, Caroline says it is clearer than ever that we need to phase out fossil fuels, making a decisive switch to clean energy. We cannot afford to burn the vast majority of known fossil fuel reserves. The IPCC report warns of "severe, widespread, and irreversible" climate impacts if we do. The most important message is that the main barrier to action isn't lack of money or lack of technology. It's lack of political will. We need more than tinkering around the edges of business as usual. It's no longer good enough to have policies to cut carbon in one part of the economy but to ignore others. "It doesn't add up to say you want UK leadership on climate change and that you're proud of the Climate Change Act whilst backing airport expansion and the creation of a whole new fossil fuel industry in the form of fracking for shale gas." And "... the Infrastructure Bill needs radical amendment. At the moment, it promotes high carbon infrastructure such as new roads, and contains a provision to maximise UK oil and gas production." Leaders must act; time is not on our side.
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Chicago voters get chance to be heard in public ballot on O’Hare airport noise problem
Chicago O'Hare airport has a new 4th runway that opened in October 2013 as well another new 5th runway that is due to open in late 2015. Others are planned. Since the start of 2014 there has been a distinct change in the flight paths, and huge opposition to the change. The number of complaints to the airport have risen sharply, month after month. However (and how often this has been heard from UK airports too) the authorities claim the numbers are false, as some people complain multiple times. This masks the fact that some don't complain at all, being unsure how to, and being unconvinced that the airport will take any notice whatsoever. There is now a ballot of residents in 7 affected suburbs of Chicago, but all such referendums in Illinois are only "advisory." The questions being asked are on whether the FAA should create and enforce mandatory "fly-quiet" hours around O'Hare. The restrictions would replace the existing voluntary guidelines that ask airlines and pilots to try to reduce noise impacts after 10 pm. Another asks if aircraft noise should be reduced after 7pm, and people are also asked about more noise insulation being available.
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US research says claims airports are a city’s “economic engine” are overstated, especially compared to other local infrastructure
An Associate Professor at the University of Illinois, Julie Cidell, has investigated some of the claims made by airports, in the US in particular, that they are important drivers of the economy. And she is not persuaded that any better than other major bits of infrastructure. Julie has looked at the 25 largest US airports, and their benefits, compared to the costs - the latter being very high for airports. Often economic benefits accrue to areas distant from the airport, so those suffering the noise, pollution and traffic congestion get little advantage, but huge disadvantage. She also finds that airports tend to have other economic activity around them, but that is not necessarily connected directly to the airport. Correlation and causation are different. Often the jobs in the vicinity of an airport are due to nearby industry, and good transport links - not due to air travel. Jobs could just as easily be created by these other sectors, causing far less negative local impact, let alone carbon emissions. While for some regional airports, an air link may bring economic growth - for major cities, it is the other way round.
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Packed public meeting in Wanstead calls on London City airport to reconsult over flight path changes
There is growing anger in areas affected by London City Airport flight paths, because of the inadequate consultation they have launched - it ends on 27th November. On 3rd November, there was a packed meeting in Wanstead, which called on the airport to re-consult. Over 200 people crammed into Wanstead Library and gave London City Airport a very tough time over its failure to consult local people, and even their local councillors, over its plans. The airport wants to concentrate departing flights in a narrow band over Bow, Leyton, Leytonstone, Wanstead, Collier Row and Havering. Planes arriving over South London will also be concentrated. Most councillors knew nothing about the plans until contacted by HACAN East. The plans are on the airport website, but the airport has not put out leaflets or held any public information sessions. Roger Evans, the GLA member for Redbridge and Havering said, “The decent thing to do is to re-run this consultation.” The CAA has been criticised for allowing this poor consultation. People have been encouraged to write to the CAA and the Government calling for a fresh consultation, and sign a petition against concentrated flight paths.
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Heathrow says it has listened to local Stanwell opposition, and will not re-locate an incinerator there
There was serious concern, in September, about a proposed new incinerator in Stanwell - which was planned if Heathrow got its new north-west runway. The existing Colnbrook incinerator would have to be moved, if there was a new runway - as it would be right in its path. People in Stanwell were very concerned about it planned location in the Bedfont Road area, in Stanwell. Heathrow now says it is altering its plans, and moving the incinerator very slightly further north due to the concerns raised by residents. A Labour county councillor said: "It’s a big expansion in a very cramped area. It’s like moving pieces around a chess board – whatever we don’t like around Stanwell will be just as massive somewhere else.” There is considerable opposition to any Heathrow expansion, which would be highly negative for most areas nearby. Heathrow's press release implies that "some of the £16 billion of private money being invested will also be used to support the Environment Agency in developing flood prevention schemes" and it has "plans to fund a new bypass to replace the existing A3044 at Colnbrook and Poyle to ease congestion issues." [Note "will" not "might"
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Gatwick gets a study done, showing (surprise!) that another Heathrow runway would be very noisy …
Gatwick has produced yet another study, which it hopes enhances the chances of its runway bid. This one takes a look at the amount of noise that a 3rd Heathrow runway would - undeniably - bring. Gatwick hopes to show that far more people would be affected by a Heathrow runway than by a Gatwick runway, which is true if just the number of homes over-flown is considered. The study somewhat backfires on Gatwick, as it shows clearly just how much noise and environmental damage is done by an airport with two runways (which is what Gatwick is lobbying for). Having found, from their own consultation locally there is very little support for a new runway, Gatwick has taken to getting surveys done of Londoners, who (surprise, surprise) would prefer not to have yet more noise misery from Heathrow. Gatwick appears to completely ignore the very real issue that aircraft noise, in rural or semi-rural areas with low ambient noise, needs to be considered differently.There are separate noise standards for rural places, with noise being regarded as intrusive about 10dB lower. This is predictably just a very self-serving study, ignoring any inconvenient facts for Gatwick
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American Airlines to launch direct flights to New York from Birmingham
Birmingham Airport says it will have a daily service to JFK New York, by American Airlines, from next spring. It hopes to have nearly 100,000 seats on the route, per year. There is already a route from Birmingham to Newark, by United Airlines. The route is likely to be used by more people on leisure trips, than business, though some American tourists may come to places like Stratford and further afield. But the airport CEO Paul Kehoe said: "Last year, the West Midlands exported £4.5 billion worth of goods to North America and has the largest trade surplus with North America of any UK region... etc etc." This is seen as the first test of the business model of the runway extension. The route will be operated by a Boeing 757 aircraft with 22 Business Class seats and 160 Main Cabin seats. Whether or not this new service actually needs the new runway extension, or could have managed on the old runway, is a moot point. 757s can use Luton's runway (2160 metres), and Birmingham's was 2,650 metres before the recent 400 metre extension, to now be 3,050 metres long. So justifying the extension?
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IPCC report says large cuts in CO2 emissions are vital, and need to be soon, to stop severe impacts of climate change
The IPCC (Intergovernmental Panel on Climate Change) has produced its Synthesis report, bringing together work from 3 earlier reports. It is unequivocal about the extent of the danger posed by climate change, and the imperative need to make huge cuts in global carbon emissions. The science is absolutely clear - politicians ignore it at their peril. Ignorance can no longer be an excuse for not taking action. The IPCC says climate change is set to inflict “severe, widespread, and irreversible impacts” on people and the natural world unless CO2 emissions are cut sharply and rapidly. They say climate disruptions will cause huge difficulties for humanity, including food shortages and violent conflicts. Inaction would be costly; the longer the delay, the higher the cost. Lord Stern said delaying cutting CO2 emissions would be "profoundly irrational”. Ed Davey said: “...we must act on climate change now." But he backs building a 2nd Gatwick runway. With the extent of carbon cuts it is essential to make, how can the inevitable rise in UK aviation carbon emissions, caused by an additional intensely used runway, possibly be justified?
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Open letter to the people of Wandsworth, from the people of Gatwick – “Not in My Backyard” should be borough motto
Wandsworth Borough Council recently voted unanimously in favour of backing a 2nd Gatwick runway, and opposing a runway at Heathrow. In this blatant nimbyism, the Council has shown no regard for the well-being of the people living near Gatwick - in attempting to pass on the noise (and other) misery that a new runway would bring anywhere. An open letter from the people of Gatwick to the people of Wandsworth - not mincing its words - sets out why the Council decision is irresponsible. Wandsworth will soon be holding a public meeting, to be addressed by Gatwick senior management - who will be pushing their runway plans. But the Gatwick staff have not bothered to find time to speak to local Gatwick residents, refusing to attend half a dozen meetings recently. The letter says: "Wandsworth, NIMBY capital of Europe. Nowhere else in Europe do the citizens vote unanimously to bring misery to their neighbours. "Not in My Backyard" should be inscribed as your Borough motto." And it concludes: "But, sorry, we forgot: your council has no concern for the next generation. So long as you don’t get any more aircraft over Putney the next generation can get stuffed."
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Prestwick still set on role as UK spaceport despite Virgin Galactic flight catastrophe
The UK Government has said the Virgin Galactic crash will not hinder efforts to establish Europe's first commercial spaceport in the UK, with a likely base in Scotland. SpaceShipTwo broke apart shortly after being released at altitude on 31st October, providing another setback for Richard Branson's plans. The problem appears to be in the form of rocket used, with nitrous oxide fuel - about which there had been many previous safety warning. One pilot was killed and the other badly injured. Ailing Prestwick airport seems desperate to cling to any available straw, so hence the hope of economic resurgence by becoming a spaceport. Prestwick was shortlisted in July 2014 among 8 potential sites - 6 in Scotland - to locate a launchpad for sub-orbital tourist flights. The plan is ultimately, if anyone wants to risk their lives, for "holidaymakers" to cross the Atlantic from Scotland to New York in around 45 minutes. The latest setback raises more questions about the viability of commercial spaceflight. And that ignores its desirablilty ... as about the highest carbon, unnecessary, activity humans could indulge in.
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Divisions at top of Tory party over 3rd Heathrow runway as Hammond, Johnson and others won’t accept it
The Foreign Secretary Philip Hammond (MP for Runnymede & Weybridge), and the London mayor, Boris Johnson, will refuse to support their own party’s policy on airport expansion at the next election, potentially opening a rift at the top of the Conservative party. They are among a batch of Tories of cabinet or equivalent rank who are expected to rebel against the official party line, which is that no decision on a new runway would be taken before the Airports Commission gives its recommendation in summer 2015. Boris continues to push for an estuary airport. Other leading Tories with south-eastern constituencies who have spoken out against a 3rd Heathrow runway include the Home Secretary, Theresa May (MP for Maidenhead); the international development secretary, Justine Greening (MP for Putney); and the Northern Ireland secretary, Theresa Villiers (MP for Chipping Barnet). The pressure for a new south east runway has come from George Osborne. Gatwick becomes more vulnerable, the more senior Tories oppose a Heathrow runway, though a Gatwick runway makes little economic or aviation sense.
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Willie Walsh says there is no business case for a 2nd Gatwick runway – BA has Gatwick’s 2nd largest number of passengers
Willie Walsh, the head of IAG, will not support a 2nd Gatwick runway, even if it is chosen by the Airports Commission or backed by the next government. He does not believe there is a business case to support its expansion, and there is insufficient demand from airlines for extra capacity at Gatwick. Mr Walsh campaigned heavily for a 3rd Heathrow runway before 2010, but has made frequent comments indicating he does not believe UK politicians will have the "courage" to build that. Willie Walsh says British Airways would resist higher landing charges, which would be necessary to fund a runway - either at Heathrow or Gatwick. (EasyJet has also said in the past they don't want a new runway, if it means substantially higher charges - their model is low cost). BA would want lower costs, not higher costs, from a new runway. IAG's shares have now risen as it has now made a profit at last, and will be paying its first dividend (and maybe some UK tax). Gatwick's main airline is EasyJet with around 37% of passengers, and British Airways 2nd largest at around 14%.
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Study finds a carbon gap of 220 million tonnes in 2023 will require offsetting by the airline industry
A very readable, short, paper by ICF sets out the extent to which global aviation will not be able to make the carbon reductions it claims will be possible. ICF looked at the global commitment by the industry to make fuel efficiency gains of 1.5% annually to 2020, and then "carbon neutral growth" from 2020 onwards - despite annual growth in passengers of about 4-5% per year. ICF concludes that even with improvements in aircraft technology, airline efficiencies and operational improvements, together with the introduction of 6% biofuels, there will be a sizeable 23% carbon gap between commercial aviation forecasts and industry targets by 2023. Without that much biofuel (which ICF considers unlikely) the gap would be 27%. Without industry efficiencies and biofuels, global aviation would be emitting about 53% more carbon in 2023 than now. ICF believes carbon offsetting to be the most cost-effective way to close the carbon gap - but that only means aviation buying carbon credits from other sectors which are actually reducing their emissions, while aviation can then continue to increase theirs.
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Santa Monica airport ballot on its future. (Worth watching great spoof video by its opponents)
In California, Santa Monica municipal airport is situated right in the heart of the suburbs, with flight paths right over thousands of homes. There are serious questions about the effects of the airport’s operations on public health and quality of life. In 2015 an operating agreement between the FAA and the City of Santa Monica will expire. There is now to be a public ballot about the airport's future, and whether it should continue its lease as an airport, or if all or part of it could be used for a large park, or for more housing. Many Santa Monica residents and city officials favour closing the airport or substantially reducing its aviation operations. Other residents, private jet owners and flight school operators see it as an economic engine. Opponents of the airport being allowed to continue have produced a good, short spoof video - on YouTube - putting their point across. Worth watching. There are two choices in the ballot, "D" is for Democracy, put forward by the private jet owners, but for complicated reasons, those anti-airport are against this. They want the "LC" is for Local Control option instead - all a bit complicated. But enjoy the video !
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CAA 2013 Air Passenger Survey shows only 23% UK air passengers on business (30% at Heathrow, 14% at Gatwick)
The CAA has now released the data from its 2013 Air Passenger Survey. The survey asked 230,000 departing travellers at 13 of the main UK airports to fill in their surveys. The CAA carries out the annual survey (since 1968) to improve its understanding of the people who use the UK’s airports. This year the airports were: Aberdeen; Birmingham; East Midlands; Edinburgh; Gatwick; Glasgow; Heathrow; Inverness; London City; Luton; Manchester; Newcastle and Stansted. They found that • London City has the highest proportion of passengers travelling for business (55%), with the next highest being Heathrow (30%). • Airports with the highest proportion of leisure passengers were East Midlands (92%), followed by Gatwick and Luton (both 87%). • Heathrow had the highest proportion (37%) of connecting passengers, the same proportion as 2012, Gatwick had 9%. Though the aviation industry PR implies that air travel is vital for links to emerging economies for business, the reality is that only about 23% of air journeys in the UK are for business; about 30% business at Heathrow, and only about 14% at Gatwick (declining).
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Willie Walsh lobbies yet again … regular as clockwork … for cuts in APD … Autumn Budget Statement is on 3rd December
Every year before the Budget in the spring, and the Autumn Budget Statement, the aviation industry has go at trying to get Air Passenger Duty reduced. APD is charged on air travel, in order to partly make up for the fact that aviation pays no VAT and no fuel duty. The industry therefore gets a large annual tax subsidy. However, the airlines would like it cut, in order to sell more flights - many of which are taking Brits out of the UK to spend their holiday money abroad. But that does not stop Willie Walsh proclaiming that APD is "out of control" and saying there have been “relentless rises” in the tax. That is nonsense. APD has risen from £12 to £13 for any flight to Europe (Band A), over the past 5 years or so. The rate for flights in Band B (2,000 to 4,000 miles) has risen from £120 in 2011, to £138 now, and will rise to £142 in April 2015. That is an 18% rise in 4 years. Willie says, in blatant self interest for airline profits, that "APD has snowballed out of control" (what ??) and outrageously that scrapping APD "would boost Britain’s economic growth by 0.5% within a year and lead to the creation of 60,000 new jobs." In reality, in the March 2014 Budget, the Chancellor cut the rate of APD on trips of over 4,000 miles, to only be £142, which means a net loss to the taxpayer of £215 million in 2015.
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Residents and city officials in Palo Alto area gear up to fight increased San Francisco aircraft noise
People in Palo Alto, California, (about 40 km south east of San Francisco) and surrounding areas have become increasingly concerned about the recent increase in aircraft noise. As for so many areas in Europe, they are being subjected to more concentrated flight paths, as the FAA works to make airspace more efficient, in their programme called NextGen (Next Generation Air Transportation System). People are getting together to oppose the changes, which have significantly increased the perceived noise for many people since NextGen was started across the Bay Area. "Citizens' groups are springing up along the Midpeninsula with the support of their city governments." "The NextGen changes have alarmed communities across the nation where the program has rolled out. Starting in June 2012 over Queens, New York, planes began flying at low altitudes every 20 seconds to a minute from 6 am to midnight...." The SFO Community Roundtable addresses airport noise issues and represents every major city in San Mateo County, just south of San Francisco. There are also concerns that FAA is freeing up airspace, by flight path concentration, for drones that may have economic benefits
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United Airlines to launch direct flights between Newcastle and New York – so no need to travel via London
United Airlines will introduce direct flights between Newcastle and Newark airport, New York. There will be 5 per week, from May to September 2015. This will be Newcastle's first scheduled non-stop trans-Atlantic service. The flights will use a Boeing 757-200 aircraft with a total of 169 seats, 16 flat-bed seats in United BusinessFirst and 153 in United Economy, including 45 Economy Plus seats with added extra space. The airport's MD said this would offer the people of Northeast England "easy, convenient travel options not only to New York City but also to destinations throughout the Americas." Presumably it will largely be used for people from the UK taking leisure trips to the USA, but the publicity is that it will also enhance "regional connectivity, growing the regional economy, attracting inward investment and encouraging inbound tourism from North America." So this is one more route that enables people in the north of England to travel, without having to use Heathrow or a southern airport. One one bit of confirmation that a new south east runway is unnecessary. The list of direct long haul flights from regional airports is growing.
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Glasgow, Edinburgh and Aberdeen airports call for end to Air Passenger Duty in Scotland
The 3 airports have made a joint submission to the Smith Commission (looking into extra powers for the Scottish Parliament) calling for Air Passenger Duty (APD) to be devolved to Holyrood, and eventually abolished. The airports claim APD is a significant barrier to growth and damaging to tourism, though this ignores the outflow of Scots abroad - facilitated by cheap flights - taking their holiday money to spend elsewhere. Of the £2.9 billion raised by APD in 2013-14, approximately £200m came from Scotland. APD is charged by the Treasury as a means of, partially, compensating for the tax loss caused by aviation paying no VAT and no fuel duty. Scotland is more dependent on flying than the south of the UK, as rail journeys to Europe take much longer. A report by York Aviation for the airports in 2012 suggested that having to pay APD means the country loses (?) some 2 million passengers per year, and could cost the Scottish economy up to £210m in lost tourism spend by 2016. The report is completely silent on the cost of outbound tourism, which is not even mentioned. Airports in the north of England fear APD being dropped in Scotland.
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Keith Taylor MEP: “We don’t need a new runway at Gatwick – or Heathrow, or Stansted or anywhere else for that matter”
Keith Taylor, the Green Party MEP, has set out clearly why no new runway is needed. The Airports Commission will shortly publish their consultation options, for runway plans at Heathrow and Gatwick. Keith says the extensive evidence against there being a need for a new south east runway is being ignored. The massive advertising and PR budgets by the airports are attempting to persuade that a new runway is vital is described as a con. While in theory the Commission was set up to establish if there was a need for a runway, in reality it has just been a process of making the decision where to build one more politically acceptable. It has not been an issue of "whether" as it should have been - but just "where." Keith comments: "... it seems the Commission’s sole purpose has become to choose where expansion will go despite the very strong existing evidence against all airport expansion." People in the UK already fly more than almost any other nation. Economic claims of the benefits of a new runway and claims about jobs created are also grossly exaggerated. The aviation industry is perpetrating a massive hoax, for their own purposes.
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Hundreds of villagers from Brockham, Betchworth, Beare Green etc protest over Gatwick flightpath changes
Hundreds of people packed into Beare Green Village Hall to protest against the recent flightpath changes out of Gatwick. The meeting was organised by, and chaired by the recently formed action group "Plane Wrong" which has been set up by people in Beare Green, Betchworth, Brockham, Capel, Coldharbour, the Holmwoods and Dorking, who have all been affected by increased aircraft noise nuisance. The Civil Aviation Authority (CAA) approved the flightpath changes in August last year following a much-criticised consultation by Gatwick,which was far too complex and badly written for non-experts to understand. Plane Wrong will be educating communities about what they can do to stand up to the flight path threats, and getting more and more people involved in the fight. Plane Wrong has an online petition to the CAA. People are now increasingly aware of the threat of a 2nd runway. Mole Valley MP Sir Paul Beresford told the meeting: “If you think this is a problem now, wait and see if we get a second runway. We have an enormous battle on our hands ."
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DfT signs 2nd PSO to pay £2.5 million so Flybe can profitably maintain Newquay to Gatwick route
The Government will pay £2.5 million, and Cornwall Council will pay £300,000, in a 4-year funding deal to enable Flybe to profitably operate flights between Newquay and Gatwick. The DfT says the public service obligation (PSO) will continue a link. There will be 3 flights each way on weekdays and 2 at weekends. The aviation minister, Robert Goodwill, said keeping the region connected to London is a "vital part of our long-term economic plan" and Danny Alexander said the route ”is vital for Cornwall’s businesses, tourist industry and residents" and “with a return rate of nearly £3 for every £1 invested, it’s a great deal for the UK taxpayer, as well as for the south-west." The DfT says Flybe will operate the flights with the timings providing a convenient schedule for a full working day [eh? holiday-makers?] at either destination." EasyJet took over Flybe’s Gatwick slots when the service ended in March this year, but decided to drop the Newquay service. There were about 92,600 passengers flying between Gatwick and Newquay in 2013, so over 4 years the £2.8 million would be about £7.50 each. Could the fare not rise by that amount, to save having to subsidise?
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LETTER in West Sussex Gazette: Politicians are not listening to voters on Gatwick 2nd runway threat
In July 2013, West Sussex County Council, in a rushed and questionably democratic vote, gave its support for a 2nd runway at Gatwick. This is despite having commissioned a study in 2013 that showed somewhere between 30,000 and 45,000 new houses would need to be built in the area, and other serious local problems. The Chair of CAGNE (Communities Against Gatwick Noise and Emissions), writing in the local press, has emphasised how the opinions of the thousands who have been alerted to the new runway threat, need to be taken account of by local politicians and councillors. Horsham Council is Conservative controlled, with 7 Lib Dem councillors. However, the leader of the Horsham LibDems, Frances Haigh, has backed a 2nd Gatwick runway, even though that was voted against at the recent party conference. There are very real fears about implications of a 2nd runway, on housing, transport, pressure on all social services and infrastructure - and councillors would do well to take account of these views, with some district elections next year.
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Monarch Airlines sold by Mantegazza family to Greybull Capital, trying to make a go of it
Monarch has been trying to compete against easyJet and Ryanair. It has already axed 700 jobs out of its 3,000 employees and reduce its aircraft fleet to 34 from 42. The airline will now re-focus solely on short-haul European flights and ditch charter flights. Monarch has now agreed a rescue deal that will result in Switzerland’s Mantegazza dynasty, who started the business with just two aircraft in Luton in 1968, selling up completely. The family is impatient with the airline’s financial troubles after Monarch asked for a third bailout in July despite already injecting £75m into the business in 2011, just two years after putting £45m into the business. Investment firm Greybull Capital has now agreed to pump £125m of permanent capital and liquidity facilities into Monarch. Greybull sees the deal as a "long-term investment", and will own 90% of the airline. The remaining 10% is held by Monarch’s pension fund, which has a reported to have a deficit of more than £300m. Monarch had some 6,248,160 passengers in 2013 compared with Ryanair at 81,400,000 and EasyJet at 61,332,800.
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MPs in areas affected by Gatwick say its expansion is a ‘disaster waiting to happen’
Crispin Blunt and other local MPs in the areas around Gatwick have written to Stewart Wingate to tell him that his runway proposals are a "pipe dream. " The MPs say Gatwick's runway application is “a developmental disaster waiting to happen”, and local communities are not large enough to support the planned expansion. They warn that planned upgrades to transport links, to deal with the current crowding, will not be sufficient for a possible trebling of current passenger numbers. Adding a runway will result in gridlocked traffic on the M23 and train problems, as more air passengers want to travel with large luggage items. Gatwick claims it can meet local air quality targets, which Heathrow cannot, but if Gatwick grows to approach the size Heathrow is now, it will have the same air quality problems. The MPs say: “The sooner this damaging pipe dream is abandoned, the better for its neighbours." Also that there is very low local unemployment, and already a “desperate” shortage of housing. "Gatwick’s blithe assumption that the additional housing need would be met by local authorities’ existing development plans is wholly incredible”.
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EU agreement of 40% carbon cuts by 2030 condemned as unambitious and far below what is needed
The EU came to an agreement on 23rd October, to make an overall cut of 40% in carbon emissions, compared to their 1990 level, by 2030. Though proclaimed by governments etc as a huge achievement, in reality it is nothing of the sort. The UK regrettably lobbied to weaken the targets. The 40% target includes some credits from emissions trading with countries outside the EU, so the actual targets are only 27% for energy efficiency, and 27% for renewable energy. Friends of the Earth points out that the EU had already achieved a 20% cut in emissions by 2012, meaning that it is pretty much business-as-usual for the years till 2030, with such a lax target. Leading climate scientist Professor Kevin Anderson from the Tyndall Centre sent an open letter to David Cameron about the inadequacy of the EU targets. This letter explains why, for the chance of it being “likely” that we do not exceed the international community’s 2°C commitment, requires the EU to reduce the emissions from its energy system by 80% by 2030, with complete decarbonisation just a few years later. Not a mere 40% by 2030.
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Stansted airport claim “66% cut in net carbon footprint” this year – they are buying biomass-generated electricity from Drax
Stansted airport has produced its "Sustainability Report" for 2013. It announces the remarkable claim that: "Our net carbon footprint for 2013/14 was 9,940 tonnes of CO2 equivalent emissions – a reduction of 66% compared to 2012/13." It does not specify what a "net" carbon footprint is though. Unfortunately the format of the 2013 Sustainability Report and the format of earlier years makes comparison impossible. However, the claim of a 66% cut - written to imply a cut in the carbon footprint of the whole airport - is only referring to its use of electricity. The press release says: "... 66% reduction in the carbon footprint achieved by moving the airport onto MAG’s group contract for purchasing low carbon electricity, which is generated using only biomass such as wood and straw rather than coal." It turns out that MAG has a contract with Haven Energy, that is part of Drax, which is turning its generators from burning coal to burning biomass, in the form of wood pellets from forest in the southern USA, doing considerable environmental harm. While Drax claims its biomass electricity has 80% less CO2 than coal, some consider it to produce more, not less. That 66% claim is highly dubious ...
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Classic council nimbyism: Wandsworth Council backs Gatwick expansion – anything to avoid more Heathrow noise misery
Wandsworth Council has been a vociferous opponent of expansion at Heathrow, because its residents are badly affected by Heathrow aircraft noise. But now a motion has been voted on - unanimously - by the full Wandsworth Council, backing a new runway at Gatwick. This is a stunning example of Council nimbyism, and irresponsible self interest. Gatwick has spent a lot of money in lobbying west London councils, and this has paid off in Wandsworth. The Council rightly praises itself on its battle against Heathrow, expansion which "would deliver a devastating blow to hundreds of thousands of Londoners whose lives would be blighted by noise and pollution." They appear not to appreciate that they are advocating inflicting the same misery on other people, in Sussex, Surrey and Kent. Wandsworth even hopes Gatwick expansion will benefit them financially. Their view is based on the opinions of their unfortunate residents, who suffer significantly from Heathrow, but Wandsworth also unquestioningly backs the myth of airport expansion in the south east being "badly needed." You can email them your views: aviation@wandsworth.gov.uk
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Cardiff Airport drop in passenger numbers prompts Tories’ private ownership call
The Welsh Conservatives have called for Cardiff Airport to be returned to private ownership after September saw a year-on-year drop in passenger numbers of 7%. The fall was described as “expected” by the Welsh Government. An air industry insider said: “This is more bad news for Cardiff Airport - and the figures don’t include the imminent closure of the CityJet route to Glasgow. The downward trend is noticeable – in August the passenger numbers were down 8.2% at 135,900." Shadow Transport Minister Byron Davies said: “These reports of a near double digit decline in passenger numbers at Cardiff Airport in the past two months compared to 2013 are deeply concerning. Welsh Conservatives disagreed with Labour’s decision to spend £52m buying Cardiff Airport, but now it is state-owned, Labour ministers must work hard to help it achieve its potential." There will soon be one Ryanair flight per week from Cardiff to Tenerife. All just holiday traffic. Bucket 'n spade.
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Road and rail chaos, with congestion and over-crowding, predicted if new Gatwick runway built
A new research paper prepared by author and environmental expert Jeremy Early, on Surface access to Gatwick Airport predicts that a new runway at Gatwick would bring road and rail chaos. He points out that the existing road structure is nearly full, with serious delays occurring on many routes, especially on the M23 and A23 into London. Planned improvements will only be sufficient to deal with the forecast growth in traffic – without a new runway. A new runway, operating at full capacity of 95 million passengers a year, would mean an a massive increase in road traffic movements each day. It would probably reduce the M25 and M23 to a standstill - all day not just occasionally. On rail, the report shows that already between 2010 and 2014 rail journeys in the South-East increased more than 20%. The extra trains that Gatwick airport boasts of are in reality already just to cope with the expected increase in demand – with no new runway. With a new runway Gatwick predict a three-fold increase in the number of air passengers using Gatwick station. It could be standing room only, with no spare capacity on parts of the network.
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Failed Blackpool airport, now shut, owes some £21 million, of which £2 million to unsecured creditors
Blackpool airport has been closed down, but it has now emerged that Blackpool Airport Ltd (the operator), which is part of its owner, Balfour Beatty, owed divisions of its parent company Balfour Beatty £19.2m. It also owes unsecured creditors, firms and individuals supplying goods and services to the airport, £2m. Now the assets and equipment on the airport’s site will have to be sold off to the highest bidder to pay off creditors. Liquidators have visited the airport to price up anything which can be auctioned off to raise money. The airport had been losing around £1.5m a year and had been put up for sale in September. A Blackpool councillor commented: “Clearly the management of the airport was not working and has not been for a long time. The debt seems an awful lot and it seems to be much more than the losses they had been reported as making over recent years. It’s clear ... Balfour Beatty was out of its depth when it comes to running an airport. I think it has a lot of explaining to do."
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Will there soon be too much low cost airline capacity on core European city routes?
An interesting article by Aviation Economics looks at the European low cost airlines, and whether they will be able to keep up their relentless growth. It says these airlines are trying to both lower seat costs and offer greater frequency to some destinations, for business travellers. They have needed to do more on business travel, “as leisure markets reach saturation.” This is likely to lead to massive overcapacity on core city routes as large numbers of new aircraft are delivered over the next decade. EasyJet and Ryanair are both ordering new planes that can fit in slightly higher numbers of passengers, and these will continue to arrive past 2020. Aviation Economics comments that there are a limited number of city pairs in Europe that can sustain twice-daily frequency with a 200-seat aircraft – which means about 250,000 passengers a year at 85% load factor. Currently there are only 665 routes in Europe with traffic of over 250,000 passengers per year. But Ryanair and easyJet combined will have a fleet of more than 800 aircraft by 2019, which may be more than there are profitable routes …
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Thousands fear compulsory purchase of their land, and eviction, for massive Taiwan aerotropolis + 3rd runway
A huge airport city, or Aerotropolis, is planned around Taiwan Taoyan airport. However, its construction needs a great deal of land (about 3,000 hectares), and that many thousands of people (about 12,000 households) are moved. Residents who may face forced eviction, for inadequate compensation, have been battling against the threat since last year. Some of the land is earmarked for a new runway – the airport already has two runways, and only about 30 million passengers per year. One person, in tears, facing expropriation said: “My family has been on the plot of land on which our two-story house now stands since my great-grandparents’ time. We got married in this house, we raised our children in this house ….We want to grow old in the house, and we want our children to get married and have their children in the house, too.” People question why good quality farmland would be destroyed, and whether corruption in high places has been a reason for the airport plans.
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Biggin Hill and Oxford airports sue RAF Northolt over its expansion into commercial private jet flights
Two small UK airports that depend on business jets, Oxford and Biggin Hill, are suing the military airport, RAF Northolt because it has expanded into civilian flights. It has done this to make money for the MoD, after their budget cuts. They claim that, because Northolt is operated by the MoD and therefore taxpayer funded, it has an unfair competition advantage. The expansion at Northolt also affects the number of business jet flights that Luton and Farnborough can get, and their flight numbers have fallen in recent years. In May 2013 Northolt said it would begin to more than double the number of civilian flights from a self-imposed cap of 7,000 to 17,500 by 2016. Of that total, military movements will remain at about 5,500 a year. Northolt is the closest private jet airport to central London. The MD of Biggin Hill said: “We, like Oxford, like Farnborough, have all been through a very tough time and they’ve pulled the rug from underneath us. It’s not a level playing field.” They claim Northolt has about 15% of the London market, and are cheaper as they don't have to meet the same safety standards as commercial airports.
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Aéroport de Notre-Dame-des-Landes: building permit suspended temporarily awaiting environmental appeals
At Nantes, a new airport to replace the existing one, is planned at Notre Dame des Landes. It has now been announced by the Prefecture Loire-Atlantique that the building permits filed in April 2013 have now been suspended pending appeals on environmental decrees. Two appeals were filed against the project by environmental groups and community opposing the project: one against the prefectural decree regarding the directive on water; the other against the decree on the transfer of protected species. The instruction "will resume on the basis of a record that will reflect the changing conditions of implementation of the project (date of commissioning, development of traffic)." It was recently revealed by Canard Enchaîné, the weekly satirical French newspaper, that the new airport buildings and facilities will actually be considerably smaller than those of the current airport. They might even be below the necessary standards, and the distance passengers would need to walk would be longer. The authorities admit it will be "more compact" but say it is scalable from 4 million passengers per year up to even 9 million eventually.
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New action group, Plane Wrong, fights Gatwick flight path changes north of the airport
A new local action group, "Plane Wrong", opposing changes of Gatwick flight paths, and the sudden increase in plane noise for some areas, has been formed. Changes to a flight path, heading west and north of Gatwick are affecting - and causing annoyance and distress to - thousands of people across parts of Surrey. The flight path is now making a wider turn. Plane Wrong has been established by people in Beare Green, Betchworth, Blackbrook, Brockham, Capel, Coldharbour, the Holmwoods, Leigh, Leith Hill, Redhill and Reigate. The group argues that there have been insufficient trials and consultations about the changes. The increased noise is damaging the environment, especially the AONB surrounding Leith Hill. Plane Wrong has organised two public meetings, on 22nd and 23rd October, to which the CAA was invited to explain its flight path changes. Plane Wrong has a petition to the CAA, asking it to stop the new route. Plane Wrong say that “If this flight path is not reversed, it sets a precedent for airspace changes to be made without proper consideration for the impact it has on the local surrounding areas and population."
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Aberdeen, Glasgow and Southampton airports sold to Ferrovial and Macquaire, by HAH, in £1bn deal
Aberdeen, Glasgow and Southampton airports have been sold by Heathrow Airport Holdings (HAH) in a £1 billion deal. All three will now be owned by a consortium formed by Spanish firm Ferrovial and Australia-based Macquarie, and managed locally. The sale is expected to be completed in January 2015. Ferrovial already part-owns Heathrow, and holds a 25% stake in HAH, which was previously known as BAA. So from January 2015, HAH will only operate Heathrow, while some years back it owned and ran seven airports. Heathrow itself is 25% owned by Ferrovial with other stakes controlled by investment vehicles from Qatar, Quebec, Singapore, the US, and China. (Nothing English). By passenger number in the UK, Glasgow ranks 8th, Aberdeen 14th and Southampton 18th. The airports are not anticipating any particular changes due to the sale. The uncertainty over ownership has not been helpful for the airports, but the investors will be wanting a return on their billion pounds.
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Eurocontrol publishes airport environmental guidance – for consultation
Eurocontrol is the European agency dealing with European airspace matters, funded by European governments. It oversees airspace matters, including those in the UK. It has now produced a very European, written-by-committee-of-bureaucrats sort of document, (Specification for Collaborative Environmental Management (CEM)) on guidance to airports on managing noise and carbon emissions. It is very guarded, and contains a large number of repetitions of the words "may", "shall", "should," to "monitor and assess." Its aim is to "formalize collaboration among “core” stakeholders—airport operators, airlines and air navigation service providers " - and try to set out basics of communication with communities. But Eurcontrol said: "....is it is voluntary. There is no enforcement by Eurocontrol or the European Union." But while voluntary, the specification is an official Eurocontrol document, for consultation till 29th November. It is aware of the noise issues affecting a range of communities and trade-offs between communities, and between noise and emissions.
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Heathrow article implies health of Scottish langoustine market depends on 3rd runway ….
An article by Bloomberg, put out as part of Heathrow's attempts to lobby for a new runway, says (I kid you not) that we need a new runway because people have to be able to export Scottish langoustines more easily to Spain and the rest of the world. The claim the Scottish fishermen, who can make plenty of money out of the crustaceans, can't get the flight connections from Heathrow for their exports. They claim this high value product is vital for the UK economy, however unsustainable it is to air freight shell fish half way around the globe. However, the Scottish langoustine exporters have managed quite adequately to use connections via Schiphol - from Inverness - rather than Heathrow. Heathrow cut many of its flights to regional airports, as more profit can be made from long haul flights elsewhere. The Bloomberg article is largely written for them by Heathrow, so trots out a lot of half truths and spin. Not impressive for the local people who have recently had their peace destroyed by a concentrated flight path trial - one symptom of which was the meeting attended by 1,000 + people in Ascot, leaving Heathrow in no doubt at all about their opposition to a new runway.
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MPs call for improved rail links to south-east airports
A cross-party group of MPs has urged the government to improve public transport links to airports in the south-east. The MPs, including Dame Tessa Jowell, Margaret Hodge, Zac Goldsmith and Julian Huppert, say excessive car journeys and the consequent pollution as one of the biggest barriers to the future sustainability of airports. [This is the carbon emissions of airports themselves, rather the emissions of the flights they facilitate, which is a massively higher number]. Tim Yeo and Caroline Spelman, Darren Johnson, and John Stewart, have also signed it, but Darren Johnson stressed that his endorsement of the letter did not imply conditional support for airport expansion. Heathrow is very well aware that it cannot build a new runway, unless the level of local air pollution (largely from road traffic) is hugely cut. It is currently close to the legal maximum, and cannot legally be increased. Heathrow and Gatwick want better rail links, to keep their surface transport emissions down. But those links would largely be paid for by public funding.
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Ryanair has been ordered to repay illegal state aid to Germany… AGAIN
Ryanair has been hit with its second illegal state-aid bill in two weeks after it was ordered to repay €300,000 to the German government. The European Commission ordered the money be returned due to Ryanair’s setup at the Alternburg-Nobitz regional airport about 42km south of Leipzig, where Ryanair was the only airline between 2003 and 2011. Ryanair is fighting the order, saying this is outside the rules, and it no longer flies from the airport. The European Commission said “certain service and marketing agreements” between the Alternburg-Nobitz airport manager, Ryanair and its marketing offshoot AMS gave the Irish carrier an unfair advantage to the tune of around €300,000. The contracts had no chance of returning a profit for the airport even in the long term, but they gave Ryanair an unfair economic advantage. Another EC decision earlier this month told Ryanair to pay back €500,000 to the German government for its contract at the Zweibrücken Airport, which amounted to illegal state aid.
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Margaret Hodge: Gatwick runway appeal ‘is hypocritical when it avoids corporation tax’
Gatwick has been accused of “hypocrisy” for avoiding corporation tax while campaigning to build a new runway, allegedly for the benefit of the UK economy. Margaret Hodge, head of Parliament's Public Accounts Committee, said the airport should pay its “fair share” if it wants its runway campaign to be credible. She also criticised Heathrow which has not paid corporation tax for several years. But she particularly criticised Gatwick. Its Guernsey-based parent company Ivy Mid Co LP has invested in a £437 million “Eurobond” which charges the airport 12% interest, thus avoiding tax. Gatwick says this sort of bond is often used by other infrastructure companies. Companies in the UK should pay 21% corporation tax on profits, but by spending £1 billion on upgrading the airport, Gatwick has made no profit recently. Despite pre-tax loses in recent years, it has paid dividends to its overseas shareholders of £436 million. Heathrow has also avoided profits by investing in new buildings etc. Mrs Hodge said the companies “made a fortune” from their UK activities, which relied on public services, adding: “For them to pretend they are only in it for the benefit of the UK economy is a touch hypocritical.”
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Meeting in Bagshot on 10th October does little to reassure or convince those affected by flight path changes
About 200 Windlesham, Lightwater and Bagshot residents attended a meeting in Bagshot on 10th October to get answers on flightpath trials at Heathrow. They heard from their MP, Michael Gove and Heathrow staff (Matt Gorman, Mark Burgess) and Ian Jopson from NATS. The flightpath trials are to end on November 12, two and a half months earlier than first planned, because Heathrow bosses say they have collected enough data - and there has been an unprecedented level of public opposition. Further trials due to begin this month have been postponed until autumn 2015. Matt Gorman admitted there was insufficient notice given to villagers, and not enough information shared about what was happening and why. He said: “There is a concentration of flights over areas that have had fewer in the past. That has caused some concern." Such statements do very little to defuse the anger. He also said the practices during the trials would not become permanent, but needed to be tested to assess noise levels and how the planes turn. It is likely that the level of trust in the airport and the aviation authorities was not increased, following their performance at the meeting.
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Over 1,000 attend packed Ascot protest meeting against Heathrow flight path trials
A hostile audience grilled Heathrow officials over trial flight paths at a public meeting in Ascot on 13th October. It was standing room only in the Pavilion at Ascot Racecourse as well over 1,000 people gathered to question the airport about the trials which have affected residents across Bracknell, Ascot and the surrounding villages. The airport has received a deluge of complaints from residents about the 'intolerable' and unacceptable noise caused by aircraft flying over their homes since the trials began in August. Angry residents asked about the level of noise, impact of air pollution and about the data the airport are collecting. They want the trial to stop, and for these flight path plans to be abandoned. Following the protests, Heathrow agreed to shorten the trials. Instead of ending in January, they will now end on November 12. Heathrow officials were stunned by the turnout, and are now in no doubt that they will have to radically reassess the extent of noise misery that people living in the areas affected by Heathrow are prepared to put up with in future.
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Tiles ripped off roof in Birmingham by plane vortex – fortunately nobody injured
Birmingham Airport has had a Vortex Protection Scheme in place for many years. As with many other airports, the problem of damage to roofs by vortices created by over-flying planes is well known. In some air conditions, swirling masses of air descend from planes, like a very small tornado, and can rip off loose tiles. So far nobody has been badly injured by this. Airports are keen to get the damage fixed as fast as possible, to avoid danger and bad publicity. Predicting where vortex damage is likely is difficult. Now in Birmingham a resident has had a number of tiles (around 12 perhaps) dislodged from the roof of her council house, falling onto the patio below. She commented that it was lucky that she was not sitting outside, nor that any children were playing there. An airport spokeswoman said officials were “looking into the incident” after being informed. There have been many such incidents, with cases in Germany near Frankfurt airport early in 2013, a case in March 2013 in Old Windsor, and several incidents at Belfast City Airport in 2010.
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Luton plans to change flight paths for departing aircraft submitted to CAA for approval
Luton airport held a consultation on changing some of its flight paths, between March and June. The changes involve using precision navigation, RNAV, enabling aircraft to fly more precise routes. In effect this means the flight paths are concentrated, and the the aircraft are all channelled down a specific track. The trial departure route is the one which heads out to the west and then turns left to navigate between Markyate and Flamstead, and left again to navigate between Hemel and St Albans to the south, and Redbourn and Harpenden to the north. Previously, its planes had not made this second turn at all accurately. For people who do not live very close to that track, it’s probably a better way to control wayward flights. But those who live underneath it may get all the flights thundering overhead. Luton has now submitted its proposals to the CAA for approval. The Safety and Airspace Regulation Group (SARG) will analyse the consultation feedback and technical merits behind the proposal against the requirements. Assuming all the necessary information has been provided, the SARG aim to provide a decision within 16 weeks.
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Open letter to London City Airport asking that they consult properly on flight path changes, and treat people fairly
London City Airport is proposing to concentrate flight paths, in the same way that other airports have been doing recently. This is how air traffic controllers, NATS and the CAA want airspace to be used in future, in order to fit more aircraft into our already very crowded skies. However, London City Airport decided not go give any prior notice to anyone about the changes, except their Consultative Committee, or any warning about the substantial increase in aircraft noise for those unlucky enough to be under one of the new concentrated routes. It seems even local councils were not notified. Local community group, HACAN East, have now written an open letter to the airport, to complain. HACAN East says the flight path proposals will have a profound effect – for the worse – on the lives of tens of thousands of Londoners. This is deeply inequitable. While the airport makes out that the proposed changes are not significant as the planned flight paths are not noticeably different from the current routes. That is incorrect. There is now a concentrated line. Thousands living in Bow, Leytonstone, Wansted, Catford, Brixton and Vauxhall are very well aware there is a significant change. And that these are seen as unfair.
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HACAN East suggested letter of objection to London City Airport re: its plans to concentrate flight paths
London City Airport are conducting a consultation on airspace changes, which started on 4th September. It ends on 27th November. It aims to concentrate flight paths, in line with the intentions of UK air traffic control service, NATS. Concentrating flights along narrow corridors is more efficient for air traffic control. Instead of a swathe of perhaps 2 miles wide along which planes are directed, they can now follow a 100 metre track. This means fewer people in total are overflown; but for those unlucky enough to live under the new concentrated route, the noise can be deeply unpleasant. London City airport chose not to give any warning about the changes to local councils or local residents. It is not leafleting any areas, nor holding public meetings to explain the proposals. The areas particularly affected are Bow, Leytonstone, Wanstead, Colliers Row, Dagenham, Hornchurch, Catford, Dulwich, Brixton, Stockwell and Vauxhall. It is deeply inequitable. Local campaign group, HACAN East, will be holding a public meeting. They also have a simple template letter people can send in, to express their views. The lengthy consultation document is hard for laypeople to clearly understand.
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Hounslow spending £150 million trying to limit Heathrow plane noise from 40 local schools
Hounslow has a plane landing or taking off over it at least once per minute for most of the day. With noise loud enough to make it difficult to hold a conversation outside while a plane goes over, and loud enough to make speech and teaching difficult indoors, this is a serious problem for schools under Heathrow's flight path. The airport is well aware of the issue and that children have little option but to be in schools there. A teacher at a primary school some 2km from the airport’s south runway, said: “We’re in classrooms where we have to shut the blinds, we have to stop speaking, the air quality’s not very good and in the summer the temperature soars. But you can’t open the windows because of the noise, so it’s like we’re in a greenhouse melting.” Hounslow now has a £150m school rebuilding programme which aims to provide quieter classrooms in 40 schools under Heathrow’s flight path, over 5 years, partly by a heavyweight construction approach that incorporates a highly insulated concrete structural envelope. This cuts noise and gives more thermal stability. Unless there is proper ventilation, and air cooling in summer, just triple glazing and closed windows are not enough.
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Unite union calls for more time to help save Blackpool airport jobs after closure on 15th
Unite Union bosses have called on Balfour Beatty to think again about the rapid closure of Blackpool Airport to give parties more time to come up with a rescue package to save jobs. As no buyer has been found for the airport, it will close on 15th October. Although air traffic control and fire cover will also end at that point, the smaller general aviation companies will continue to operate. However, more than 100 jobs are set to go - including fire fighters, security, air traffic controllers and administrative staff - and the long term future of the airport now lies under a cloud as Balfour Beatty, MPs, local councils and the Lancashire Enterprise Partnership continue to look for ways to retain aviation use of the site while making the best use of the 400 acres to support jobs and the local economy. Unite said “Because it is going to be made insolvent then our members will have to claim back their redundancy and any back holiday pay from the state." Unite wants the owners to rethink. The Blackpool area already has high unemployment, and a shortage of skilled or well-paid work.
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Kevin Anderson blog on decisions of academics and climate community about personal travel
In a blog in June 2014, Professor Kevin Anderson writes about the need for people to consider their own behaviour in relation to flying. He is personally highly conscious of his own energy use. He looks in particular at academics and those in the climate change community, and their justification for the use of high carbon travel. These are some quotes: "Amongst academics, NGOs, green-business gurus and climate change policy makers, there is little collective sense of either the urgency of change needed or of our being complicit in the grim situation we now face." And on the desire to fly to save time to spend with our families: "When we’re dead and buried our children will likely still be here dealing with the legacy of our inaction today; do we discount their futures at such a rate as to always favour those family activities that we can join in with?" And "Surely if humankind is to respond to the unprecedented challenges posed by soaring emissions, we, as a community, should be a catalyst for change – behaving as if we believe in our own research, campaign objectives etc. – rather than simply acting as a bellwether of society’s complacency."
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How an uneven transport market is killing off green options – while the highest CO2 forms are the cheapest
An interesting blog by a PhD student, researching behaviour change and air travel, looks at the problem of unfair competition between low carbon forms of transport - such as rail - with high carbon flying. Depressingly, many overnight sleeper trains across Europe are now being cut. Due to the tax exemptions of aviation, paying no VAT and no fuel duty, the market for air travel is rigged. This makes low-carbon travel choices uncompetitive and eventually unprofitable, so they are ended. T&E has estimated the industry's tax exemptions cost EU governments around €10 billion. It is also the case that those who travel the most, the furthest, or fly first/business class are the most subsidized. Because of the tax breaks and subsidies, as well as significant economies of scale enabled by the rapid growth of low cost carriers, air fares have become, on average, 1.3 % cheaper every year since 1979 – a third cheaper in real terms than they were 20 years ago. In stark contrast, rail fares have risen, on average, by 1.2% since 1995. Transport choices are being reduced, and we risk being on a path to flight dependency, with the lower emissions types being priced out of competition.
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European Commission scraps plan to label tar sands as polluting – it causes at least 20% more CO2 emissions in its production
The European Commission has proposed scrapping a mandatory requirement to label tar sands oil as highly polluting, after years of industry opposition. The new proposal abandons one obstacle to Canada shipping crude from tar sands to Europe, and will draw strong criticism from environmental campaigners and Green politicians. To extract the oil the tar sands have to be blasted with steam, using large amounts of gas and water. In 2011, the EU agreed that tar sands should be given a carbon value 20% higher than for conventional oil. However, member states could not agree, and the Commission has been reconsidering the proposal ever since. The new proposal released only requires refiners to report an average of the feedstock used. They do not have to single out tar sands. It retains, however, a method for calculating the carbon intensity of different fuel types over their lifecycle. Some of this very high carbon oil is now making its way to Europe, and some will be turned into jet fuel. This will further increase the emissions from aviation, if the fuel used has required high carbon emissions in its production.
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NGOs set out policy proposals on UK aviation, with 6 tests, for all party manifestos
A number of the main environmental NGOs in the UK have together published their joint policy proposals for sustainable future aviation strategy for the UK. The NGOs welcome the increased recognition of the need to keep aviation expansion within UK carbon targets. However, there is concern that a new runway would represent locking into carbon-intensive infrastructure at a time when the UK urgently needs to reduce emissions. It is critically important that climate change targets continue to be respected in the context of aviation expansion. A new south east runway would mean caps on expansion of regional airports, and tightening of carbon budgets for emissions elsewhere in the economy. The document sets out six key tests for a new runway or airport expansion, relating to climate change, sustainability, society, and wildlife. The NGOs would oppose airport expansion or the construction of any new runways unless any future government ensures their six tests are passed, with the necessary policies. They are calling on all political parties to include meeting these tests in their manifestos.
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Heathrow says flight paths being tested are “not indicative of future flight paths” Really?
Heathrow airport has managed to thoroughly upset and anger thousands or residents in areas affected by its flight path trials. The airport had some 500 complaints per day last month - the highest number in its history, and it can barely cope with them. There has been particular anger that there was no warning about the trials, even to the Mayor's office or to local councils. The flight path changes are part of a drive to overhaul the UK’s airspace by 2020 and use more accurate precision navigation technology - which means narrow, concentrated flight paths that make things easier for air traffic control, to get more planes into the same airspace. NATS wants this "for the UK to remain competitive." How Heathrow's PR people have said that the routes being tested “are not indicative of future flight paths”. But that seems difficult to believe. Looking at maps produced by Heathrow earlier, for the Airports Commission, the routes there seem to be remarkably similar to those on trial, over Ascot and nearby areas. The document says they are "indicative and subject to consultation". When is an indicative flight path not indicative ?
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New AEF Policy Briefing setting out how a new south east runway is not compatible with UK climate policy
The Aviation Environment Federation (AEF), a policy-focused UK NGO, is producing a series of policy briefings, to inform the airport expansion/runway debate. The issue remains whether to build a new runway, not merely where. AEF's new briefing "AIRPORT EXPANSION AND CLIMATE CHANGE - Is a new runway compatible with climate policy?" is a concise, easy to read, document setting out the facts very clearly. A key point is that a new runway would have very significant climate implications that fall outside the remit of the Airports Commission to address. AEF explains how both the Committee on Climate Change and Airports Commission have stated that demand for flights in the UK will have to be restricted to prevent CO2 emissions from the aviation sector overshooting the level consistent with the Climate Change Act. However, neither has identified how this can be achieved if a new runway is built, leaving a policy gap. That gap would result in the UK’s climate targets being compromised. The options are to dramatically increase the cost of flying (by the UK acting alone), restrict capacity available at regional and other South East airports to below today’s levels - or better and more acceptable - make optimum use of existing airport capacity.
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Small regional airports band together to promote the advantages of regional airports and lobby government for support
In response to the difficulties that small regional airports have faced, a number of them are joining together to form the Regional and Business Airport Group. Its members include Exeter, Norwich, Southend, Newquay, Durham and Blackpool. They hope to promote the advantages of regional airports, make the case for regional airports to government, and get more support. They say their airports help to rebalance the economy, and serve less well-connected regions - but they will need financial help. They want a cut in their level of Air Passenger Duty, and less regulation. Unless a buyer is found for Blackpool airport by 15th October, it will have to close. Manston, Bristol Filton, and Plymouth City airport have closed. Others have been taken over by councils or sold for token sums of money. The small airports with under one million passengers per year had much larger drops in numbers during the recession, from 2008, than larger airports. One analyst considers a small airport needs at least half a million annual passengers, to be viable. The small airports suffer from low cost airlines driving down fees. The FT says over 40% of European airports do not make a profit.
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Belfast International Airport seeks enterprise zone status
Belfast International Airport is planning to seek enterprise zone status, to become similar to Manchester's Airport City. The Manchester one was confirmed as one of the government's enterprise zones in March 2011, and is able to offer businesses incentives to locate there to create new jobs and stimulate economic growth. Belfast International airport has 100 acres of developable land, and it wants to get enterprise zone status from the government, so it can include logistics centres, warehouses, distribution, offices and leisure uses. But the airport does not have many long haul flights, and tourism in Northern Ireland is below the volume they would like. Belfast International only had around 4 million passengers in 2013, (compared to Belfast City airport, with about 2.5 million). It had about 5.2 million on 2007 and 2008, so has been in decline for some time.
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LibDem conference votes against new runways in south east, keeping existing policy
LibDems have voted against an amendment, by Lorely Burt (Solihull) and Stephen Gilbert (St Austell and Newquay), to reverse Lib Dem policy of no new net runways. Party policy remains opposed to a new SE runway. The amendment proposed continuing opposition to Heathrow, but backing Gatwick expansion (Gatwick helped with conference expenses - and lobbied relentlessly). It was supported by Nick Clegg, Danny Alexander, Vince Cable, Ed Davey and Susan Kramer. However, no cabinet minister spoke in favour of it during the debate. Ed Davey and others made rather poorly informed comments about aviation becoming "cleaner and quieter" in future, meaning a new runway could be built without breaching environmental limits. "According to one party source, Clegg was also worried about going through an election campaign saying the Lib Dems would block a new runway, only for it to be agreed by parliament soon after the election." LibDems will not back a new runway if in coalition after 2015. Julian Huppert played a central role in defeating the amendment. Caroline Pidgeon spoke strongly against it, and tweeted that "softening on airports is bad for environment, for London and for the LibDems' credibility." What this does to voters' faith in LibDems not selling out to big business, at the expense of the environment, in future is not clear.
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Virgin scraps its unsuccessful, loss-making “Little Red” domestic services from 2015
Virgin Atlantic has announced plans to scrap its heavily loss-making domestic airline, Little Red, after just over 18 months. It has struggled to fill seats on its services linking Heathrow with Edinburgh, Aberdeen and Manchester, and finally admitted defeat after weeks of speculation. Virgin’s daily services to Manchester will end in March 2015, while the Scottish services will cease next September 2015. Little Red, which was operated by Aer Lingus for Virgin on a “wet lease”, ie with the Irish airline’s planes and crew in Virgin colours, could never make money. It was started in March 2013 after competition authorities made BA relinquish Heathrow slots for domestic flying, in the wake of BA’s takeover of bmi. Its aim was to feed in passengers from the regions, to make Virgin's long haul Heathrow flights more profitable. However, instead most passengers were just on point-to-point flights. Richard Branson complains that the slots they had for Little Red were inadequate. Its load factor was around 30 - 35%, which was about the lowest in the whole industry. Virgin Atlantic has made losses for years, requiring cuts in flights to (business?) destinations to focus on the profitable tourist ones to North America.
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Vince Cable: Gatwick runway is “a preferable alternative” and “less problematic” than Heathrow runway
Vince Cable, the Liberal Democrat business secretary, is reported as saying, at the LIb Dem party conference, that he backs the expansion of Gatwick over Heathrow. His speech on Monday did not mention airports, but he is reported by the BBC as saying expansion at Gatwick was "a preferable alternative" and "less problematic" than a third runway at Heathrow. His constituency of Twickenham is close to Heathrow, and badly overflown. So it unsurprising that he has previously voiced his opposition to a new Heathrow runway. In December 2013 Mr Cable said: "The Davies Commission interim report has put Heathrow at the front of its thinking which is questionable economically, damaging environmentally and probably undeliverable politically.... I fully support the need to improve UK business links with airports in the emerging markets of Asia which is important for jobs, but this could be achieved more quickly by reforming and reallocating airport slots; by building up point to point services; and by strengthening the capacity of UK regional airports." He wants the UK economy to be "knowledge based, outward looking, and green."
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EU orders Germanwings, Ryanair and TUIfly to repay large sums for subsidies wrongly obtained
In February 2014 the European Commission adopted new guidelines on how Member States can financially support airports and airlines in line with EU state aid rules. The aim is to ensure fair competition. The aim is to avoid overcapacity and the duplication of unprofitable airports, or support for an airport that is too close to another. Aid is allowed if there is seen to be a genuine need for accessibility by air to a region, to help economic growth. Many low cost airlines have derived benefit from subsidies to airports, and now a number are having to make repayments for money they should not have obtained. The EU has confirmed that Germanwings must pay €1.2 million, Ryanair €500,000 and TUIfly €200,000 that they got from Germany’s Zweibruecken airport, in the form of lower fees. Zweibruecken is only 25 miles from Saarbruecken airport. Brussels Airlines separately faces an EU probe into €19 million that airlines at Belgium’s Zaventem airport received from the state to fund operating costs from 2014 to 2016. And there are other cases. Belgium’s Charleroi airport must give back €6 million in aid.
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Lib Dems hoping to get more votes by dropping opposition to Gatwick runway
The Liberal Democrats voted at the 2012 conference, exactly two years ago, against any new runway at Heathrow, Gatwick, Stansted or the Thames estuary. But just a short time later, they have apparently abandoned their environmental principles, and decided to change policy, in the hope of saving some of their declining vote. Their pre-manifesto put out only on 9th September, reiterated the No New Runways message, though by June there were indications that they were wavering. Not there will be an amendment at the conference for a change to this policy, and for the Lib Dems to only oppose a runway at Heathrow. They are thus effectively discussing backing a Gatwick runway. Looking at the map showing location of Lib Dem constituencies, this is quite a cynical move. It seems the party has been led to believe that planes will become substantially "quieter" and "cleaner" and so a new runway would be environmentally acceptable. The problem is that there are no step changes in either aircraft carbon emissions or noise expected for decades. There will be a debate at the Lib Dem conference on Tuesday, and the industry will be there in force, lobbying hard.
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Don’t muddle energy efficiency or fuel efficiency with overall cuts in CO2 emissions
Naomi Klein has written a new book, called This Changes Everything: Capitalism vs. the Climate. Professor Kevin Anderson has written about one of the key issues of how big business in dealing with carbon emissions, and the need to understand the difference between society (or business) actually cutting carbon emissions, or just cutting them per unit of output. This is a vital distinction, but one often lost in the fog of marketing and publicity. If an organisation manages to cut its carbon emissions by, say 10% while producing the same amount of product, that is great. But if it increases production by, say, 20%, the net impact is an increase in emissions. This is very much the case with the much hoped for carbon efficiencies by the aviation industry. Globally through IATA hopes for "An average improvement in fuel efficiency of 1.5% per year to 2020" (how it is measured is not defined). But the industry wants to expand by at least 5% per year. So regardless of the gains in fuel efficiency, the net effect is more carbon emitted. The aviation industry wants "carbon neutral" growth after 2020, meaning no NET increase in carbon emissions, by trading carbon permits with sectors than are genuinely cutting carbon overall.
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Willie Walsh of BA: Heathrow expansion is a ‘lost cause’
Willie Walsh, chief executive of BA owner, IAG, has said again that there will not be a 3rd Heathrow runway, as it is too controversial. He says UK politicians "lack the character" to get it built. “Historically, politicians have not been brave enough and I don’t think they will be brave enough going forward. You need a big shift in the politics of the country,” he said. However, Walsh warned a Conservative or Labour-led government against choosing Gatwick for an extra runway, adding that the case for growing the capital’s second-largest airport is “significantly weaker.” Gatwick did not have the same international attraction. He said: “You won’t find many airlines that say ‘God I’d love to be able to fly to Gatwick’. That’s why this isn’t a business issue, an economic argument. It’s a political argument and the politics of expanding Heathrow are significantly more difficult than the politics of expanding Gatwick.”
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British Airways adds more Heathrow leisure routes – Olbia, Kos, Corfu – to the existing list
Heathrow airport makes a lot of how important its flights to emerging economies are, and how limited its slots are for this. So it would be logical to imagine that spare slots would be used for just this sort of flight. Heathrow is keen on making statements like: "The UK will fall behind in the global race if it cannot connect to growing economies." And "Global air transport provides access for our key industries to established and emerging new markets, which will help deliver economic growth across the UK." So one might expect that, if spare slots come up, they would immediately be used for these long haul destination, to emerging economies. However, Heathrow will now be getting new British Airways flights to ... guess where? Olbia in Sardinia; Kos and Corfu in Greece and Split in Croatia from summer 2015. And these will use Airbus A319s and A320s. To be fair, it is moving its Las Palmas flights to Gatwick. Other purely holiday destinations Heathrow offers in the Med are Mykonos and Santorini, which started earlier this year. There are also Pisa and Porto. And the Heathrow destination map includes many, many more ... Ibiza, Nice, Tunis, Malta, Malaga ....
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Heathrow bows to extent of flight path fury by bringing end of trails forward to 12th November
On 28th August Heathrow started flight path trials, testing if flight paths could be concentrated, over flying slightly fewer people - but creating far more noise for those now under the narrow flight paths, used by more planes. As soon as the trials began people were upset, disturbed and annoyed at the noise misery that had been perpetrated upon them. Protests rapidly sprang up in the Ascot, Windlesham, Lightwater, Bagshot, Teddington, Twickenham and other areas. Heathrow has been stunned by, and swamped by, the number of complaints, and has not been able to cope. Now, as a damage-limitation exercise, Heathrow has announced it will cut its trials short, ending on 12th November, rather than the original end date of 26th January 2015. In addition, trials due to start on 28th October will be postponed till autumn 2015. This is good news for those who have been suffering. However, it is not a decision to stop growth in Heathrow flights - or noise. Cynics might say that these decisions are to ensure there is less protest about flight paths between now and the May 2015 election, and the Airports Commission decision on a new runway, expected after the election, next summer.
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“We didn’t think you’d notice”: Heathrow ‘apologises’ for not informing residents of new flight paths
Matt Gorman, the sustainability director of Heathrow airport, has told people in the Bracknell and Ascot areas why they were not given notice of the flight path trials overhead. He said: “We didn’t go as far as sending letters out to all the people that would be affected as we did not feel people would notice any change.” This is scarcely credible, unless Heathrow does not follow the news about rival Gatwick at all. The flight path trials at Gatwick have provoked massive opposition, with thousands highly angry and upset. Gatwick also decided not to give the public prior warning of their trial. At a Gatwick Consultative Committee meeting in January 2014, Gatwick's Head of Corporate Responsibility, said: "If people were aware of the trial it was possible that they would be more alert to changes and feel obliged to comment.” That backfired spectacularly. Another classic Heathrow comment recently, from Nigel Milton, to a meeting in Stanwell on 15th September, when asked why past Heathrow promises were allowed to be broken said: “The people who made those promises weren’t in a position to make these promises.” But the comment was made by the then BAA chairman, Sir John Egan. So Heathrow chairmen's promises should not be taken seriously?
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Residents of west Kent pleased that Gatwick will delay decision on controversial airspace consultation
Gatwick will be delaying the decision on their very controversial flight path changes, to the delight of campaign groups across west Kent, and their local MPs. People have been experiencing, and complaining vociferously about, an increase in night flights, plane noise and low-flying aircraft. The Gatwick noise complaint lines have been swamped, and people have not been given satisfactory responses by the airport. Gatwick is postponing their plans till next year, but it is believed this is only being done in order to prevent further bad publicity during the Airports Commission consultation, starting this autumn. Opponents of the airport's 2nd runway say that if Gatwick are truly serious about "being a good neighbour they would publish what people really think to help the Commission decide." Gatwick said in a statement that they would "Reflect further on the feedback received during local consultations," "Undertake detailed analysis work on final route options," "Undertake further work on the possibility to introduce more respite for residents most affected by noise," and "Consider how Gatwick can engage better on any new flight change options." But just talking to people about noise does not reduce it. They want they want less noise, not more "engagement."
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Gatwick admits defeat and is postponing new flight paths in the face of vocal opposition
Gatwick is postponing the planned introduction of new flight paths, as a result of massive opposition. A proposed new departure flight path to the west, outlined in a recent consultation, has been postponed. This will set an important precedent for similar new flight paths proposed at Heathrow and at Birmingham. A new procedure for arriving aircraft – the point-merge system – proposed by NATS has also been postponed, in the face of widespread concern expressed across East and West Sussex, and Kent. A new flight path recently introduced over Beare Green, Holmwood, Reigate and Redhill is currently under review by the CAA. But other new concentrated departure tracks - which have resulted in a wave of agonised complaints, and vocal new anti-noise groups, up to 20 miles around the airport - remain in position. Brendon Sewill, chairman of the GACC Gatwick’s Big Enough campaign, wants not only a postponement, but all new routes cancelled. It is thought that Gatwick may have ordered the postponement as they realise the protests were undermining their case for a new runway. A new runway, with twice as many aircraft as now, would be far worse than the present situation. Determined opposition will continue, for as long as it takes.
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Heathrow lodges appeal with Planning Inspectorate over protection of Cranford against take-offs
Heathrow has lodged an appeal with the Planning Inspectorate over the London Borough of Hillingdon’s refusal, in March, to grant permission for taxiway infrastructure. If the government inspector approves the appeal, it would allow Heathrow to alternate the use of both its runways, regardless of wind direction. At present, due to the "Cranford Agreement", made in the 1950s, planes cannot take off from the northern runway, to the east, except in exceptional circumstances. When there are easterly winds, planes therefore have to land from the west, on the northern runway, but take off from the southern runway. Ending the Cranford Agreement would give Windsor residents more respite, with up to 50% cut in the number of planes currently landing from the west of Windsor. The Cranford Agreement was formally ended in 2010, but to operate on easterly operations, Heathrow says the taxiways are required. But ending the Cranford Agreement will mean more noise, on easterly operations, for those in Old Windsor, Horton and Wraysbury, while residents in Windsor would get a better deal. People can submit comments - by 19th November.
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Airlines in the US have been flying slower to cut fuel bills
Higher oil prices have made US airlines work to control costs. Between 2002 and 2012, the price of jet fuel quadrupled and fuel bills rose from 15% to more than 40% of the operating costs of US airlines, and their single largest operating expense. Airlines have made many efficiencies to cut fuel consumption, including now flying more slowly. Most of the fuel economies which have been implemented in the last decade will not be undone, even if oil prices were to fall (partly due to the possible future costs of CO2 emissions). There is an optimal cruising speed for each aircraft based on altitude. Flying faster increases the amount of fuel burnt. Historically, commercial aircraft have flown on average about 8% faster than their optimal cruising speed. Getting the aircraft to its destination quicker to pick up another load of passengers and minimise crew cost was worth the extra fuel expense. There is a trade-off between fuel consumption and time. But between 2004 and 2011, the average ground speed of seven major US airlines fell by 1.1%. More than anything else, however, airlines have focused on reducing excess weight.
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George Osborne’s speech at conference omits climate, and says Tories will “decide where to put a runway”
Chancellor George Osborne has today again underlined his commitment to delivering a shale gas revolution in the UK, in a conference speech that ignored climate change threats. Osborne told the Conservative Party conference that the country needed to fast-track infrastructure decisions if it was to deliver on his vision of becoming the most prosperous and creative nation in the industrialised world. Some verbatim quotes: "We will build the high speed rail, decide where to put a runway and support the next generation with starter homes in a permanent Help to Buy." And " Let’s face it, even today this country has spent forty years failing to take a decision about building a new runway in the South East of England." While making the case for investment in new high and low carbon infrastructure the speech contained no mention of climate change, despite David Cameron last week telling the UN that he regards it as "one of the most serious threats facing our world". New Environment Secretary Liz Truss could only manage, on climate, to say this:" we’re now leading international efforts to tackle climate change."
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Public meeting to be held in Ascot on Monday 13th October on Heathrow flight path trials
Royal Borough of Ascot councillor, David Hilton, has taken on responsibility for organising ta public meeting on 13th October (7pm) in Ascot, on the matter of Heathrow flight paths trials. The number attending the meeting is not known, but Mr Hilton said “It’s hard to say how many people will turn up, however there have been more complaints on this issue than any other issue raised, even more than the complaints I received about Heatherwood Hospital." The meeting will be at the Pavilion in Ascot Racecourse. Representatives from NATS and the CAA will be at the meeting to answer residents’ questions, and Nigel Milton from Heathrow will make a presentation before answering queries. Meanwhile, about 70 crammed into a meeting of Sunninghill and Ascot Parish Council last Tuesday. That had been the first chance people from the area had to address officials about the flightpaths trial. People are really concerned and frustrated about the situation. Cllr Hilton advised residents to complain whenever they are disturbed by noise, and not only once. "“It’s more like a trial of the local people’s patience and resistance to noise.”
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Countries with most visitor to UK are still France, Germany, USA, Ireland, Netherlands
Data from the ONS (the government's Office of National Statistics) shows each year how many foreign tourists visit the UK and how many Britons travel abroad, for holidays or business or to visit friends and family. The figures for 2013 show that the "tourism deficit" (the difference between the money spent by inbound visitors to the UK, and the money spent by Brits on their trips abroad) remains around £13.7 billion. So we export much more money by our air trips than we get into the UK economy from foreign visitors coming here. The countries with the largest number of visitors to the UK remain, in descending order, France, Germany, USA, Ireland, Netherlands, Spain, Italy and Poland. The countries which pay the most into the UK economy from their visits are, in descending order, USA, Germany, France, Australia, Spain, Italy, Ireland and Netherlands. The countries whose citizens spend the most per day are the UAE and other Middle East countries, Egypt, Nigeria, Norway, Denmark, Hong Kong and Russia. 51% of all overseas visitors come to London. The countries whose citizens spend most in London are Americans and Middle Eastern countries.
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IAG is to pay its first ever dividend and British Airways is due to return to profit
The parent group that owns British Airways, IAG, have said that they are now making profits and will give their first dividend, probably in November. This is their first dividend since they were created in 2011 through the merger of British Airways and Spain’s Iberia. IAG has also bought bmi and Spanish budget carrier Vueling since its formation. Analysts believe shareholders will receive their first payment at the end of IAG’s 2015 financial year at the latest, as the controversial turnaround at Iberia, which required the loss of some 4,500 jobs and sparked strikes and political outcry in Spain, has stemmed the losses. IAG posted a €96m pre-tax profit for the six months to June 30 this year, up from a €503m loss at the same time in 2013. IAG says it is on track to improve operating profit this year by “at least” €500m, from €770m in 2013. British Airways' CEO, Willie Walsh said in August that BA had now returned to profit for the first time since 2007, the start of the financial crisis. BA has barely paid any UK corporation tax for years - it may pay round £61 million for the 2013 financial year.
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Residents and their MP in west Kent want Kent County Council to formally state their objection to a 2nd Gatwick runway
In 2012 Kent County Council produced a document called "Bold Steps for Aviation" in which it recommended to government the building of a 2nd runway at Gatwick airport (as well as high speed rail between Heathrow and Gatwick). It stated: "Capacity growth at Gatwick through the addition of a second runway after 2019. " This has infuriated many people in west Kent who are increasingly badly affected by Gatwick, and its aircraft noise in particular. Now KCC's councillor Matthew Balfour has said publicly that the support of KCC for a Gatwick 2nd runway is "history." Sir John Stanley, Tonbridge and Malling MP, has sent a letter to Kent Council leader Paul Carter asking him to formally rescind the authority's support of the 2nd runway. He has not received a reply. At a public meeting in Southborough, people were directed to the current document on the KCC website (Facing the Aviation Challenge - August 2014) that now states it currently has no preferred option. "KCC gives support in principle to expansion at either airport as the right solution to the UK’s aviation needs” by 2030. Sir John Stanley MP does not feel that this new document is enough.
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GACC assesses Gatwick’s economic claims, and find them to be flimsy, at best
In May 2014 Gatwick submitted to the Airports Commission their case for building a new runway, but this document has not been published. In July Gatwick published a document "Connecting Britain to the Future. Faster" which was said to be a summary of their case. On examination, however, it appears to be a collection of assertions chosen for their publicity value but with virtually no supporting evidence. That is particularly true for the claims that a new runway would create substantial economic benefits. GACC (Gatwick Area Conservation Campaign) has assessed the claims made. Many are shaky, at best. On the issue of the alleged benefit to the wider UK economy of £28 billion, from more trade, inward investment and inbound tourism, GACC points out that it is illogical to count the benefits of inbound tourism but not the cost of outbound. Official forecasts show that Gatwick in 2050 will handle around three outbound tourists for every one inbound. The main effect of building a new runway would be a net increase in tourist expenditure abroad, thus having a negative effect, not a positive benefit, for the UK economy. GACC: "If Gatwick Airport Ltd were using this document as a basis for a contract they could be sued for misrepresentation."
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Councillors are told Durham Tees Valley Airport must focus on its Amsterdam routes if it is to survive
The strategic planning director of Peel group, which own the airport, says that its existing routes to Amsterdam and Aberdeen must be prioritised ahead of new London or international routes. The Peel Group gave an overview to local Darlington Borough councillors, of the airport's masterplan to develop businesses and houses at the airport site. Peel says any future London routes were dependent on increased capacity being granted at Heathrow or Gatwick airports something that could take more than 15 years to get through government. Peel say the airport should secure its routes to Schiphol and Aberdeen, while keeping an eye on the London opportunities, as and when they arise. Durham Tees Valley lost its route to Heathrow in 2009. That was not because it was not making money, but Heathrow could make a lot more money by using the slot for a long haul route. A councillor commented: “To keep the airport going we need to accept that expanding leisure flights is not viable. You can’t get enough of those flights to keep the airport paying its way." Peel want to "look at the site as a whole by growing the airport, the employment park and also the community aspect with the housing.”
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Heathrow flight path trial over Teddington & Twickenham “could be shortened” due to volume of complaints
The Heathrow flight path trial affecting Teddington and Twickenham could be shortened - from its due end on 26th January 2015 - due to pressure from thousands of residents. Heathrow has temporarily changed easterly departure routes as part of the Government's future airspace strategy, but the move has prompted an average of 350 complaints per day affected by the noise increase. An online petition, run by TeddingtonTown.co.uk, has received thousands of signatures from people furious with the increased noise from planes and those calling for an end to the trials. Twickenham MP Vince Cable has stepped in and demanded an urgent meeting with senior management at the airport. He said: "There has always been a problem with easterly take offs over local residences, especially late at night, but the latest trials have had especially serious impacts in Teddington." Mr Cable knows well that the increased noise is a sign of what could happen on a permanent basis if there is a 3rd runway. There is due to be a public consultation about defining permanent routes in 2016 and the final decision is taken by government.
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