WINNERS & LOSERS AS HEATHROW PLANS BIGGEST FLIGHT PATH CHANGES IN 50 YEARS

PRESS RELEASE

Embargoed until 08.00 on 8.1.19

WINNERS AND LOSERS AS HEATHROW PROPOSES BIGGEST CHANGES TO FLIGHT PATHS IN 50 YEARS

There will be winners and losers as Heathrow proposes the biggest changes to its flight paths since the airport opened in 1946.  Although people in parts of West London will find their period of respite cut, vast swathes of London and the Home Counties are set to enjoy a predicable break from the noise from the first time.

The proposals are part of a wide-ranging 12 week public consultation which Heathrow launched today (1).  Under the proposals people in West London, who currently enjoy a half day’s break from the noise when planes switch runways at 3pm, will find that cut to one third of the day if a third runway is built.  But all-day flying will become a thing of the past for many places as the principle of respite is extended to people living under departures routes and areas such as Windsor and South East London which at present do not get it (2).

The consultation also asks for views on night flights.  One condition Parliament laid down when it gave Heathrow the go-ahead to work up proposals for a third runway is that the current 5 hour night break is extended to 6½ hours.  Heathrow is asking for views on how this should be implemented.

Heathrow is also proposing to bring in 25,000 more flights a year before any new runway opens.  The plan is called Independent Parallel Approaches (IPA). It would require the lifting of the 480,000 annual cap on flights which was imposed as a condition of Terminal 5.

Heathrow will only ask for these flights until the third runway is operational.  They would only start once Heathrow’s detailed plans for a third runway had been approved – expected to be 2021.  Heathrow aims to open a third runway in 2015 so it is likely IPA would be in place for about 4 years. 

John Stewart, chair of HACAN, the organisation which gives a voice to residents under the Heathrow flight paths, said, “A lot of West London will be badly hit by these proposals but there will be many other communities who will be relieved at the prospect of all-day flying coming to an end.  It amounts to a near-revolution to Heathrow’s flight paths.”

ENDS

Notes for Editors:

(1). Heathrow proposals attached

(2). See page 23 of the attached proposals

For further information:

John Stewart on 0207 737 6641 or 07957385650

Are we really more noise sensitive?

Those all important numbers

One of the most significant, and most welcome, sentences in the Government’s Aviation Green Paper (1) is this:

“the government recognises that statistics showing past and future improvements in noise do not necessarily match the experience of some people living under flightpaths, for whom the benefits of quieter aircraft can be cancelled out by greater frequency of movements or the effects of concentrated traffic associated with more accurate navigation technology” 

It is official recognition that, for many people, it is the number of planes overhead that is the all-important factor in how disturbed they are by the noise.

And the Government expects a big increase in aircraft numbers by 2050:

The table, taken from a major study the Government commissioned from the CAA (2) shows increases at individual airports of up to 83% (with an average just under 40%).

The CAA study found that, despite the projected increase in flight numbers, the numbers people impacted by noise would fall.

The study, the most comprehensive ever undertaken to assess future noise levels, found that the fall would be greater if it weren’t for the fact that a lot of new homes will havebeen built in the impacted areas by 2050.

The CAA study also found that the number of people highly annoyed by noise would fall at most airports.

The main reason why the CAA expects numbers to fall is the progressive introduction of less noise aircraft.

It is not the purpose of this blog to criticise the CAA's study. It would be arrogant and ignorant to do so. It is an impressive piece of work. All this blog wants to do is to make the case that the total number of aircraft passing over a community may be the all important factor.

The prime – and very often only concern – for most people is how many planes go over their own community.  They are much less interested in the total number of aircraft using the airport or even how many runways it has.  And most of them have little interest in other communities.

The challenge, therefore, for the industry and governments is to find a way to cap number of flights over any one community.  

This is likely to require the introduction of multiple flight paths.  This can be made possible by new technology.  Across the world airports are moving from ground-based technology to a satellite system to guide planes in and out of airports.  It is known as Performance Based Navigation (PBN).  PBN will mean the introduction of narrow, precision flight paths.  If a number of them can be introduced at any airport, they can then be rotated, to give each community some respite from the noise and thereby cap the number of aircraft going over any one area.  It would allow for some growth at the airport while protecting local communities.

The Green Paper spells out what can be done to provide respite:

The Green Paper not only proposes multiple flight paths as an option for airports to consider but also proposes a noise cap or noise reduction plans for airports.

These all could be useful tools for capping flight numbers over communities.

A noise cap can be more than a movement cap.  The Green Paper says: “A noise cap (also known as a noise envelope) is any measure which restricts noise. In its crudest form this could be a simple movement cap, but the government proposes advocating caps which are based on setting maximum noise exposure levels (such as contour area or noise quota).”  It could also include heights of aircraft, compensation packages and night flights.

But, while there is a clear upside to capping, there are two downside which would need to be addressed.   The first is the introduction of multiple flight paths might necessitate the creation of flight paths over new areas.   In my view, the latter should be avoided wherever possible – it is a brutal act to create a new flight path and would result in a lot of people becoming very angry and annoyed.  It should only be done if it is the only way to benefit communities currently under a flight path.  

The second is that at single runway airports – the vast majority in most countries – people under the final approach path cannot by definition benefit from multiple flight paths.  They should be first in line for a generous compensation and mitigation package.  But, if the time comes when any of these communities, even with good mitigation, cannot tolerate any more noise, perhaps that it is the signal that their particular airport has reached the point where further growth is no longer an option, certainly until much quieter aircraft can be introduced.  

Bobby Seagull, who shot to fame in University Challenge a couple of series ago, said that his book The Life-Changing Power of Numbers is part biography, part a love letter to numbers.  I’m not sure I love numbers like that but I suspect aircraft numbers will be critical to the future noise climate experienced by communities.

John Stewart 

Aircraft numbers matter

One of the most significant, and most welcome, sentences in the Government’s Aviation Green Paper (1) is this:

“the government recognises that statistics showing past and future improvements in noise do not necessarily match the experience of some people living under flightpaths, for whom the benefits of quieter aircraft can be cancelled out by greater frequency of movements or the effects of concentrated traffic associated with more accurate navigation technology” 

It is official recognition that, for many people, it is the number of planes overhead that can be the all-important factor in how disturbed they are by the noise.

And the Government expects a big increase in aircraft numbers by 2050:

The table, taken from a major study the Government commissioned from the CAA (2) shows increases at individual airports of up to 83% (with an average just under 40%).

The CAA study found that, despite the projected increase in flight numbers, the numbers people impacted by noise would fall.

The study, the most comprehensive ever undertaken to assess future noise levels, found that the fall would be greater if it weren’t for the fact that a lot of new homes will have been built in the impacted areas by 2050.

The CAA study also found that the number of people highly annoyed by noise would fall at most airports.

The main reason why the CAA expects numbers to fall is the progressive introduction of less noisy aircraft.

It is not the purpose of this blog to criticise the CAA's study. It would be arrogant and ignorant to do so. It is an impressive piece of work. All this blog wants to do is make the case that the total number of aircraft passing over a community may be the all-important factor.

The prime – and very often only concern – for most people is how many planes go over their own community.  They are much less interested in the total number of aircraft using the airport or even how many runways it has.  And many of them have little interest in other communities.

The challenge, therefore, for the industry and government is to find a way to cap number of flights over any one community.  

This is likely to require the introduction of multiple flight paths.  This can be made possible by new technology.  Across the world airports are moving from ground-based technology to a satellite system to guide planes in and out of airports.  It is known as Performance Based Navigation (PBN).  PBN will mean the introduction of narrow, precision flight paths.  If a number of them can be introduced at any airport, they can then be rotated, to give each community some respite from the noise and thereby cap the number of aircraft going over any one area.  It would allow for some growth at the airport while protecting local communities.

The Green Paper not only proposes multiple flight paths as an option for airports to consider but also proposes a noise cap or noise reduction plans for airports.

These all could be useful tools for capping flight numbers over communities.

A noise cap can be more than a movement cap.  The Green Paper says: “A noise cap (also known as a noise envelope) is any measure which restricts noise. In its crudest form this could be a simple movement cap, but the government proposes advocating caps which are based on setting maximum noise exposure levels (such as contour area or noise quota).”  It could also include heights of aircraft, compensation packages and night flights.

But, while there is a clear upside to capping, there are two downside which would need to be addressed.   The first is the introduction of multiple flight paths might necessitate the creation of flight paths over new areas.   In my view, the latter should be avoided wherever possible – it is a brutal act to create a new flight path and would result in a lot of people becoming very angry and annoyed.  It should only be done if it is the only way to benefit communities currently under a flight path.  

The second is that at single runway airports – the vast majority in most countries – people under the final approach path cannot by definition benefit from multiple flight paths.  They should be first in line for a generous compensation and mitigation package.  But, if the time comes when any of these communities, even with good mitigation, cannot tolerate any more noise, perhaps that it is the signal that their particular airport has reached the point where further growth is no longer an option, certainly until much quieter aircraft can be introduced.  

Bobby Seagull, who shot to fame in University Challenge a couple of series ago, said that his book The Life-Changing Power of Numbers is part biography, part a love letter to numbers.  I’m not sure I love numbers like that but I suspect aircraft numbers will be critical to the future noise climate experienced by communities.

John Stewart 

References:

(1) Green Paper: Aviation 2050, The future of UK aviation, A consultation

(2) CAA Study: Aviation Strategy: Noise Forecast and Analyses, CAP 1731

Test of Green Paper noise proposals that they make a difference to people’s lives

PRESS RELEASE

16/12/18 strictly embargoed until 00.01 17/12/18

CAMPAIGN GROUP WELCOMES AVIATION GREEN PAPER PROPOSAL TO CUT NOISE BUT SAYS IT MUST RESULT IN A REAL DIFFERENCE TO PEOPLE’S LIVES

Campaign group HACAN welcomed the Government’s proposal in its Aviation Green Paper, published today for a 16 week consultation period, to reduce future noise levels for local communities.

The Green Paper sets out proposals for a new aviation strategy to cover the coming decades.  It stresses the Government belief that growth is important for the UK economy but also sets “practical requirements to reduce emissions and noise levels” and plans “to embed noise exposure levels into the planning approval process”.  Noise caps will be introduced and “regularly reviewed and enforced”.

John Stewart, chair of HACAN, the long-established body which gives a voice to residents under the Heathrow flight paths, said: “We welcome the proposal to reduce noise levels.  The challenge for the Government and the aviation industry will be to ensure that local communities notice a real difference on the ground.”

The Green Paper also says the Government will cut air pollution from planes and will ensure that the planned growth in flight numbers is within the current climate change targets to get CO2 emissions from aviation back down to their 2005 levels by 2050.

The Green Paper assumes a third runway at Heathrow.

Alongside today’s Green Paper, the Government published a detailed assessment by NATS (National Air Traffic Control) of plans to modernise airspace.  Over the next few years UK airports will be required to switch from a ground-based system to guide aircraft in and out of airport to the satellite system that is being introduced across the world.

It will enable aircraft to be guided more precisely which the industry believes will lead to savings in fuel and climate emissions as well as improve the resilience of airports. 

Today’s report from NATS, commissioned by the Government, confirms that the new system will be workable in the congested skies of London and the South East.

The Government also confirmed today that Robert Light, a former leader of Kirklees Council, has been appointed as the chair of the ICCAN, the new Independent Commission on Civil Aviation Noise.

The final aviation strategy is expected during the second half of next year.

ENDS

For further information:

John Stewart on 0207 737 6641 or 07957385650

Hendy Noise

Din from gyms, bars and brothels is nothing new…

author and broadcaster David Hendy considers how the impact on society of global and historical soundscapes must inform our management of neighbourhood noise in today’s complex, crowded cities.

A year ago, while recording my BBC Radio 4  series, I found myself at a busy road junction in Accra, the capital city of Ghana.  I could barely hear myself think, surrounded as I was by a rich sonic brew of passing cars, taxis, and lorries, competing with lamp-post loudspeakers blasting out advertising jingles.

Was it noisy? Undoubtedly. Unacceptably noisy? I didn’t think so. Not because I harboured some romantic notion that Ghanaians have some magical tolerance towards noise.  They don’t: in Accra I also witnessed quieter neighbourhoods where whole families faced the almost daily aural assault of nearby evangelical churches blasting out amplified sermons at ungodly hours. Those Ghanaians certainly weren’t happy about what reached their ears.

It’s a commonplace to say that noise is in the mind of the beholder; that one person’s music is another person’s din. And most of us would agree that, whatever the merits of the decibel as an objective measurement, noise is ultimately a highly subjective matter. But what Accra brought home to me was something less often acknowledged in debates over sound-levels: that often noise is deep down a matter of simple inequality. Inequality between rich and poor, yes. But more generally, inequality between the powerful and the weak. Which is why we might fruitfully try to think of noise as an abuse of power.

At that busy road junction in Accra, people tolerated the racket because it was the accumulation of sounds, piled one on top of the other, from many different sources. No single sound dominated. No single person caused it. Responsibility – and suffering – was evenly distributed and mutually acknowledged. In that sense, there was no abuse of power going on. The noise, so to speak, was owned collectively. In the quiet neighbourhoods, though, the sound was all one-way. There was the offender – a church – and a group of victims – those living nearby. Responsibility and suffering were starkly divided. There was no collective ownership, and, in short, an obvious abuse of power.

Across history, those in positions of strength and authority – churches, colonists, slave-holders, factory-managers – have by and large been able to impose their standards of behaviour on those with no authority: citizens, parishioners, indigenous peoples, slaves, factory-workers, and the rest. They’ve decided who makes a noise and who doesn’t. They’ve exercised their power to shape the soundscape. In ancient Rome, for example, a city of a million people living cheek-by-jowl, delivery carts would trundle loudly along the narrow stone streets all night long. Gyms, bars, brothels – all stayed open into the small hours, and sleep was a rare commodity. The city’s elite, of course, lived in calm oases such as the Palatine Hill, where they’d only be disturbed by a few footsteps on marble and the trickle of ornamental water. Not only did they care little for those living in the teeming apartment blocks below – why would they? – but they made things appreciably worse for them: night-time deliveries were required specifically to ensure the ruling class could move through the city with ease during the day.

Modern towns and cities are more muddled and layered than ancient Rome. Rich and poor don’t necessarily live together. But neither can they live entirely apart. The city is now a place of rapid movement and constant turnover. Dividing lines between those who make noise and those who don’t are blurred. A great deal of noise is irritating and unwelcome, but much is also generated by productive activity: the whirr of commerce, the buzz of street culture. Silence, meanwhile, can signal calm gentrification – or a place of bleak abandonment. There is also that modern condition: a retreat into private solutions – moving to the suburbs, putting on one’s headphones, soundproofing our places of work and rest. All of which is easier for some than for others. The result is that all too often, the world’s supply of unwanted sound has been distributed very unevenly – and that a collective response to the problem of noise is too often abandoned as simply too much for us to contemplate as individual citizens.

What remains even today, then, is this fundamental and enduring difficulty: ensuring that noise is in some sense ‘equitable’ – generated by all and experienced by all, under the control of no one person more than any other. That way, everyone has an interest in ‘solving’ noise – by which I mean agreeing some sort of mutually agreed notion of what is tolerable and what is not. Creating this delicate equilibrium is never easy. Wanting an off-switch will lead to no end of trouble: it sets the bar too high. The more realistic aspiration is to find some point in the volume dial that is workable, some live-and-let-live ethos. The Dutch had a slogan for it back in the 1970s. It simply said, ‘Let’s be gentle with each other’. That might sound a little wishy-washy to contemporary ears, bruised and bloodied as they are by all our disputes and anxieties and suspicions. Yet it reminds us that even today sound has to be managed not by technology or by force but by ethics.

That, of course, is where noise enforcement and legislation comes in. For we cannot always trust ourselves as individuals to be as ethical and as selfless as we would wish. In our democratic era, it is local councils that are – or at least should be – able to ensure on our collective behalf a proper balance between all our competing needs and desires. The powers-that-be don’t always get it right, of course. In ancient Rome, one of the few attempts at reducing noise ended with the bizarre rule that coppersmiths mustn’t operate in any street where a professor lived: a great victory for the education lobby, but hardly much use to anyone else.  In New York at the start of the 20thcentury, street hawkers, newspaper sellers, buskers, roller-skaters, children playing were all targeted – with the result that streets were soon abandoned to traffic and stripped of the sounds of sociable human interaction. Generally, though, we’ve learned by our mistakes. And a simple but profoundly important set of principles has come to be embodied in the various noise regulations now enforced in most modern British, European, and American cities: that there are limits to the noise we can make if it disturbs our neighbours, and there are certain times of day that we can and cannot make a racket.

It’s a code of ethics to which we submit, sometimes happily sometimes grumpily. But it is based on a relatively simple set of compromises. And it is for the public good. Over the years, and with a certain amount of rough justice, it has helped hold cities together and minimise strife. The results have been life enhancing, in the true sense of the word. So whenever we hear our leaders urging that ‘red tape’ is to be slashed, we need to remember what that might mean in practice: the cutting of legislation that keeps the soundscape of our living environment in workable order, the destruction of a social compact, and the potential loss of one of the great democratic achievements of the modern era.

David Hendy wrote and presented Noise: a Human History for BBC Radio 4 in 2013. A book of the series has been published by Profile, and is out now in paperback. He is also Professor of Media and Communication at the University of Sussex.

Robert Light as the head of the new Independent Commission on Civil Aviation Noise (ICCAN).

Changes to flight paths

A New Type of Flight Path Coming Our Way 

Over the next few years Heathrow will see the biggest change to its flights paths since it opened in 1946.  It will happen whether Heathrow remains a two runway airport or if a third runway is built. 

Changes to flight paths are happening at airports across the world, driven by new technology.  Ground-based systems are being replaced by satellite-based systems.  This is a world away from simply replacing one flight path with an alternative one.  

Essentially SATNAV of the air will be coming in.  It is called Performance Based Navigation (PBN).  In essence, it means that aircraft can be guided more precisely as they land and take-off.  Flight paths will be along a few, predicable, concentrated routes.  This will allow more aircraft to use an airport, save on fuel costs, possibly reduce CO2 emissions from each aircraft, improve the resilience of airports and probably cut the number of air traffic controllers required.

In January Heathrow will be consulting on the second stage of its plans for new flight paths.  Earlier this year it asked for views on the key things people wanted from flight paths.  By a big majority people rejected concentrated flight paths flying over the same communities all-day long.  People wanted to see new areas avoided if possible but also wanted predicable breaks from the noise.

Heathrow are designing the flight paths to reject all-day concentrated routes and to give people respite even if that may mean some nears are impacted.  In January, as part of a major consultation, Heathrow will be asking us for more detail about the sort of flight paths we want.

The choice of new flight paths, though, will constrained by the new technology.  PBN flights will be along narrow predicable routes.  That is not up for grabs.  So dispersing the planes across a wide area will no longer be an option.  What is an option is the creation of multiple narrow flight paths which, if rotated regularly, would mean each local community could enjoy guaranteed periods of respite which many don’t get – and yearn for – at the moment.  Heathrow has committed itself to rotating flight paths.  The limiting factor will be the number of flight paths which can practically be created in the busy airspace of the South East. 

The consultation in January will be our next chance to help shape our future flight paths.

PBN

Performance-Based Navigation

More fundamental than changed flight paths

A revolution is taking place in the way aircraft use airspace.  And it will have a lasting impact on local communities.  Flight paths are changing across the world but the change is much more fundamental than simply moving routes around.  New technology is enabling aircraft to be flown in a fundamentally new way.  And this will bring significant benefits to the aviation industry.   

The way the industry is looking to cater for the predicted explosion in air travel over the coming decades is through making more efficient use of airspace.  For much of Western Europe and America, think airspace change, not new runways.

The airspace changes are made possible through the introduction of new technology called Performance Based Navigation (PBN).  In essence, it means that aircraft can be guided more precisely as they land and take-off.  Flight paths will be along a few, predicable, concentrated routes.  This will allow more aircraft to use an airport, save on fuel costs, reduce CO2 emissions from each aircraft, improve the resilience of airports and probably cut the number of air traffic controllers required.

Given the scale of the benefits, it is little wonder the aviation industry is investing huge sums in PBN. In Europe the industry has invested 2.5 billion euros in PBN on which it expects to get a return of 4.4 billion euros: https://ec.europa.eu/transport/sites/transport/files/modes/air/consultations/doc/2014-01-31-sesar/sju1.pdf. In America, its is estimated PBN improvements have accrued $1.6 billion of benefits since 2010 and it is expected that by 2030, the total benefits of PBN improvements will be $160.6 billion, at a cost of $35.8 billion to the FAA and the aviation industry.  190 countries across the world have introduced PBN.

PBN is not, in my view, an optional process.  It will become an integral part of the aviation industry. Check out this video: https://youtu.be/5eMENLKYY6o(if you remember the cowboy and war trailers of the 1960s, you’ll enjoy the dramatic music and voice-over!).

PBN will be hard to reverse.  The old technology which guided planes – ground-based systems – is being replaced by something quite different: satellite-based systems.  This is a world away from simply replacing one flight path with an alternative one.  It is explained in this video: https://youtu.be/FOmyNC8hvOk 

PBN will have huge impacts on local communities.  Narrow, predicable concentrated routes will create noise ghettos – as has happened at many American airports where PBN has been introduced in a brutal way.  At a number of these airports residents have been in revolt and some of them, often backed by their local authorities are taking the Federal aviation authorities to court.  The outcomes of the cases are as yet uncertain but, if the residents are successful, it is unlikely that the courts will order that PBN is no longer used.  It is more likely the courts will order the flight paths are shared around more equitably or possibly limit the introduction of PBN routes over new communities.  

PBN, introduced sensitively, could assist local communities.  If there were multiple concentrated routes, rotated regularly, each local community could enjoy guaranteed periods of respite which many don’t get – and yearn for – at the moment.

I’m all too aware that the price of getting such respite is enduring some periods of intense concentration of aircraft overhead:  the sort of thing which happens in West London at present when planes landing at Heathrow switch runways at 3pm to give residents a half day’s break from the noise.

But we do need to be brutally honest with ourselves about what the alternatives are……and are not.  PBN will become, is becoming, a fact of life.  It can either deliver one concentrated route and everything which that entails – noise ghettos; no relief at all for those communities under it; blatant unfairness – or delivers the equitable option: multiple routes, rotated to provide respite.

Some campaigners have argued that they want to see dispersal rather than concentration.  I understand that argument but I’m not really sure that is on the table under PBN.  The respected former Concorde pilot Jock Lowe is of the view that it would be asking too much of the technology to fire off individual planes in different directions to allow for planned dispersal.  

The aim is to introduce PBN at all airports in the UK over the next 10-12 years.  The Department for Transport is working closely with NATS, the CAA, the airlines and the airports to make it happen.  It is overseen at the highest level by a board chaired by the aviation minister.  Key community groups, such as the Aviation Communities Forum and HACAN, have ongoing discussions with the Department and industry stakeholders as the plans are being drawn up.  Indeed, HACAN has initiated seminars and working groups to explore how PBN can benefit communities.

NATS have made clear that respite is possible under PBN.  Particularly in the congested airspace of London and the South East, the number of multiple routes will be limited but some respite will be possible.  And Heathrow is committed to respite being central to its flight path changes.

Fundamental changes to our airspace will be made over the next few years.  They will have lasting changes for communities.  HACAN has been involved in trying to influence them for over a decade.  We will continue to be so to try to ensure PBN-inspired changes benefits communities as well as the industry.

Change on this scale can be frightening for local people.  And there is an understandably tendency to do nothing and hope it will go away or to believe we can stop this gigantic wave of change driven relentlessly, as it is, by the onward march of new technology.  What we can do is strive to shape that change.  I fully believe PBN can bring benefits to local communities.  But we need to campaign for them.         

to Heathrow and City

Here’s your starter for 10.  How many times during a typical year has the east wind blown above 5 knots between lunchtime Saturday and lunchtime Sunday?  

The question is of more than quiz trivia interest to people in South East London because it is the only time many of them get a break from aircraft noise.  

Here’s how it works:

West Wind: Planes landing at Heathrow; can be over 40 an hour

East Wind:  Usually no Heathrow planes, but London City aircraft land in their concentrated corridor over swathes of SE London

Light East Wind:  Heathrow planes still landing (because they only switch when the wind gets above about 5 knots) but City planes are also landing (because they switch immediately wind direction changes). Total can be over 50 planes an hour.

East wind above 5 knots Sat lunch – Sun lunch:  No planes!  Heathrow aircraft are landing over Windsor; and London City is shut.

Last year because of the beast from the east and its summer cousin we saw a lot of east wind but in a typical year it just blows about 30% of the time.  How often is it over 5 decibels?  I’m not sure.  And how often is it over 5 decibels between Saturday lunchtime and Sunday lunchtime?  Even less. But that is the only time many in SE London get a break from the noise.

Heathrow and London City have started talking.  When Heathrow introduces its new flight paths after 2025, there is the opportunity to provide respite through the introduction of multiple rotating flights (particularly if London City will play ball and add to its current single concentrated flight path).  In the short term HACAN is speaking with both the airports and NATS to look at what could be done to ease matters.

A bonus mark to those of you who added Christmas Day:  City Airport is closed and an east wind above about 5 knots means Heathrow planes land over Windsor. 

Here’s your starter for 10.  How many times during a typical year has the east wind blown above 5 knots between lunchtime Saturday and lunchtime Sunday?  

The question is of more than quiz trivia interest to people in South East London because it is the only time many of them get a break from aircraft noise.  

Here’s how it works:

West Wind: Planes landing at Heathrow; can be over 40 an hour

East Wind:  Usually no Heathrow planes, but London City aircraft land in their concentrated corridor over swathes of SE London

Light East Wind:  Heathrow planes still landing (because they only switch when the wind gets above about 5 knots) but City planes are also landing (because they switch immediately wind direction changes). Total can be over 50 planes an hour.

East wind above 5 knots Sat lunch – Sun lunch:  No planes!  Heathrow aircraft are landing over Windsor; and London City is shut.

Last year because of the beast from the east and its summer cousin we saw a lot of east wind but in a typical year it just blows about 30% of the time.  How often is it over 5 decibels?  I’m not sure.  And how often is it over 5 decibels between Saturday lunch time and Sunday lunchtime?  Even less. But that is the only time many in SE London get a break from the noise.

Heathrow and London City have started talking.  When Heathrow introduces its new flight paths after 2025, there is the opportunity to provide respite through the introduction of multiple rotating flights (particularly if London City will play ball and remove its current single concentrated flight path).  In the shorter term HACAN is speaking with both the airports and NATS to look at what could be done to ease the situation.

A bonus mark to those of you who added Christmas Day:  City Airport is closed and an east wind above about 5 knots means Heathrow planes land over Windsor. 

There is no doubt that the Civil Aviation Authority’s backing last month of London City’s concentrated flight paths was a huge blow to very many people.  

But I suspect that is not the end of the matter.  There may be renewed pressure on London City to offer some respite.  

The pressure could come from three directions:

Local discontent will not go away.  And may intensify as thousands more homes are built under or close to the flight path in East London over the next few years.  These homes may be well-insulated and many of the newcomers will have some awareness that they will get aircraft noise.  However, It is expected that, London City could come to impact at least 74,000 people which would mean it would overfly more people in the UK than any airport except Heathrow and Manchester and almost twice as many as Brussels or Schiphol.  Will they all really keep quiet if they get no predicable break from the noise?

Flight paths at airports across London and the South East will be altered.  Before Christmas NATS, the air traffic controllers, will publish a major report looking at how the flight paths changes at the different airports can mesh together.  It is probable that NATS will not expect to see changes to London City’s flight paths but the changes to the airports’ flight paths are so fundamental that nothing is guaranteed.

Heathrow is committed to introducing respite.  Heathrow’s new flight paths are not expected to come in before 2025 (when a third runway would open if it is given final permission) but Heathrow flight paths which were rotated to give people respite would highlight just what a poor deal people were getting from London City.

AIRCRAFT NOISE AND MENTAL HEALTH

HACAN, in conjunction with the Aviation Environment Federation, staged a successful seminar on aircraft noise and mental health on 4th July 2016 in Parliament.  It was chaired by Tanya Mathias MP.  The speakers included Dirk Schreckenberg, one of the authors of the ground-breaking NORAH Study, and Matt Gorman, Director of Sustainability at Heathrow Airport.

 Summary of presentations of seminar on aircraft noise and mental health (pdf)

Read latest blog on what could be done to ease the situation for people with mental issues living under the flight paths: http://hacan.org.uk/blog/?p=489

Here is the link to a powerful blog I put on the impact of concentrated flight paths on one man’s mental health http://hacan.org.uk/blog/?p=501 .

 

HEATHROW’S 2018 CONSULTATIONS

Heathrow consultations finished on March 28th

Heathrow Airport held two key consultations. One set out options for construction around a third runway in the more immediate area of the airport including a possible shorter runway, moving part of the M25, changes to the local road lay-out and compensation for the Heathrow villages.

The other set out options for the principles which inform the design of the extensive flight path changes, driven by new technology, which will be brought in whether or not a third runway is built.

Read the official HACAN response to the airspace consultation:  http://hacan.org.uk/wp-content/uploads/2018/03/HACAN-Response-to-Heathrow-Airspace-Consultation-1.pdf

Read the official HACAN response to the expansion consultation: http://hacan.org.uk/wp-content/uploads/2018/03/HACAN-response-Heathrow-consultation-expansion-1.pdf

Read the response from HACAN East: http://hacan.org.uk/wp-content/uploads/2018/03/HACAN-East-response-to-Heathrows-Airspace-Consultation-1.pdf