Environmental Sustainability

BAA Heathrow year-after-year experiences increases in the number of passengers and planes using the airport. The outcome of the rising numbers is definitely pollution. The airport in the last ten years has attempted to put measures or reported that it would introduce measures however enough has not been done to curb pollution. For instance whilst Heathrow might have hit the flight numbers upper limit to and from the runways, the real passenger volumes is certainly rising. One has to witness an A380 plane off-loading over five-hundred passengers at Heathrow to realize the airport’s expansion is required and which will impact negatively on the environment.  Currently Heathrow handles over sixty-nine million passengers when the additional terminals are all completed, Heathrow will be able to handle 90-95 million customers annually.

The major concern here is the impact of the increasing capacity to the immediate regional environment for instance in terms of air and noise pollution (BAA, 2002).  Both the 2001and 2002 environmental sustainability report indicated that Heathrow’s aim was to minimize the airport’s impact on London’s air quality, however, currently after central London the second main hot spot with regard to air quality is Heathrow especially with NO₂ quantities. These environmental reports are merely meant for public relations (BAA, 2002). Reduced poor quality of air in London is sentencing at least 4,300 London residents to death annually. This makes UK face the threat of legal action along with hefty fines amounting to millions of pounds due to breaching EU air pollution limits. Whilst a lot of attention is directed to these fundamental health issues within London, minimal or no attention is given to Heathrow.

Heathrow’s environmental impact is not exclusively affecting West London residents. It is known that over 28 percent of individuals in Europe who are impacted by aircraft noise reside beneath the airport’s flight path representing over 700,000 individuals as indicated in the year 2012. However this excluded the individual who were affected by the operational freedom tests taking place within Heathrow in Wandsworth : a place where over 500 noise complaints were filed in 2011. This is as opposed to the 2011, 2012 and 2013 reports that air pollution has been decreasing, but this kind of evidence nullifies Heathrow’s claims (Heathrowairport, 2012: Heathrowairport, 2013).

Surface transport within and around BAA Heathrow is an additional fundamental aspect of discussion that is largely missed in Heathrow’s environmental sustainability reports. This requires to be improved since elevated passenger volumes creates additional road traffic and which is also a primary pollution source. Heathrow’s environmental sustainability require to improved through usage Piccadily tube line link and ensuring that Cross-rail provide enhanced service levels to take in rising quantity of passengers entering central London  (Sustainable Aviation, 2001). Most fundamentally we must recognize that Heathrow forms a core transport hub and with regard to other transport modes, it attracts numerous traffic volumes originating from Thames Valley similar to central London. Evidently this possesses knock-on impacts towards transport provision planning along with infrastructure in London. Heathrow require doing more than encouraging employees to switch off lights that are not being utilized in the name of environmental sustainability (Heathrowairport, 2012).

Air transport movements or ATMs within Heathrow are indicated to be 480,000 every year and the airport is operating almost to capacity. For instance, in 2011 Heathrow recorded 476,000 ATMs (99% of yearly limit). This was a notable increase from 2010 which recorded 449,000 (93% of yearly limit). Additionally this year the expected completion of redevelopment along with construction projects will definitely increase the annual passenger capacity. The elevated passenger volumes will be as a result of higher aircraft load factors and secondly, via bigger planes designed to carry high capacity such as A380 superjumbo. The two main pollutants which are of particular concern within the airport are Nitrogen Dioxide along with particular matter within a ten microns diameter (PM₁₀). Greater London forms part of about forty air quality regions, which failed to attain the January 1^st 2010 EU NO₂ limits deadline (BAA, 2009). The UK presented a plan package aimed at seeking an extension of meeting the limits by January 1^st 2015; however, actual plans indicated that compliance would be attained in 2025.  Heathrow forms part of the biggest contributor to the poor air quality within London and thus airport’s sustainability report require adopting additional measures to curb its pollution contribution. PM₁₀ EU set concentration levels were not exceeded in 2003, however the value was exceeding in the year 2011 and 2012 (BAA, 2010: BAA, 2011). Heathrow claims to be placing measures to decrease NO₂ levels, however much require to be done: for instance, Heathrow could increase NO₂ emission landing fines to encourage usage of cleaner and quieter planes. Additionally, the Clean Vehicle Programme which is an incentivized scheme requires more support to persuade the airport fleet operators in cleaning their fleets.

Generating a comprehensive record of Heathrow’s operations contribution towards air pollution has overtime been tricky. HAL representatives in 2012 indicated that the comprehensive data used till 2011, was established in 2002 (Civil Aviation Authority, 2003). This indeed is an outright negligence of accounting for the airport’s actual contribution to air pollution in London and its environs. The airport traffic comprehensive data established in 2002 was used as a reference point till to 2011 (Heathrowairport, 2011). This means that no actual data was taken in almost 10 years. The Heathrow airport in its 2010 annual reports show that air pollution is being dealt but it is clear that Londoners are in a great danger posed by the airport operations. Heathrow thus needs to precisely quantify the contribution of airport along with airport associated sources of pollution to ensure concentrating measures on the most considerable contributor. Resolving all data limitations is critical if HAL expects to appropriately focusing on where it will be within the next 10 years (Greenpeace, 2008). Additionally HAL’s strategies going forward must seek to alleviate air along with noise impacts whilst growing passenger volume at Heathrow. This, as well as the rising appreciation that Heathrow has become a transport focal point for passengers originating from western Hounslow makes it extremely important that HAL focuses on its responsibilities.

On issues regarding the usage of greener and quieter planes, Heathrow could be commended to some extent since it started using these aircrafts, for instance, the newest Boeing 747-400 emits up to 42kg NO₂ per movement which corresponds to the Committee on Aviation Environmental Protection set standards.  Additionally, the volume of passengers travelling was averaged as being 143 passengers per aircraft in 2010 (London Assembly, 2012). Nevertheless, this represents a high quantity of emission per passenger. Heathrow therefore requires encouraging airlines to utilize bigger capacity aircraft such as the A380 ‘double deck’ (to replace the 747s) that carries over 530 passengers translating to a reduced NO2 emission for every passenger. Further, A380 possesses 17 percent fuel burn less for every passenger. In 2011 the government increased the landing charges towards the noisiest planes to 4,178 pounds which is double that charged in 2002 whilst the landing charges for quietest plane to 418 pounds.  Thus HAL require encouraging and enforcing the above charges to foster the usage of quieter and cleaner aircraft.  In addition HAL should consider other incentives for airlines that adopt better environmentally sensitive aircrafts (Lockley & Johnson, 2006). HAL should aim at 100 percent aircraft pollution free landing at the airport by 2020. This calls for HAL to work together with airline operators to generates a stringent timeframe requiring all aircrafts that environmentally unfriendly be removed from the fleets. Emissions originating from airside vehicle along with stationery sources indicate a sharp elevation between 2001 and 2009. Though this might be as a result of improved data collection methods, it is appropriate that HAL emphasize on reducing emissions emanating from airside vehicles and plants (Civil Aviation Authority, 2003). Thus Heathrow’s Clean Vehicle Program along with Sustainability Partnership members should help implement measures of reducing emissions, for instance, by using electrical or hybrid vehicles which are greener. Additionally, all vehicles operating within the airport should be given a compliance license and should undergo evaluation every two months.  

Airport noise has been and still is a huge concern for residents around Heathrow, irrespective of the actuality that planes have become ever more quieter within the last 30 years. Departures along with arrivals have significantly increased from annual ATMs reading 273,000 in 1980 whilst in 2012 the readings were over 480,000 (London Assembly, 2012). HAL statistics indicate a decrease in number of individuals residing within Heathrow’s noise contour to approximately 253,000 in 2013, however, the EU estimation amounted to 725,500. This is a clear indication that the airport is providing misleading information regarding the volumes of individual’s affected by the aircraft noise. The major contention which requires addressing regards the inconsistency of the results provided along with the techniques used to determine noise contours by the airport authorities and the EU (Heathrowairport, 2011). Precise number of individuals impacted by considerable aircraft noise levels is critical for enabling HAL in appropriately assessing the alleviation and compensation measures required.

The Department for Transport or DfT possesses direct control with matters regarding noise policies within Heathrow. Despite the fact that over the years numerous measures have been put in place to manage along with reducing noise levels complaints is still recorded pertaining noise pollution (BAA, 2011).  The Environmental noise (England) regulations established in 2006 demands airport operators in developing action plans aimed at managing the extent of noise effects arising from aircraft traffic. The above stated regulations were meant at implementing the 2002/49/EC European Union Directive regarding the evaluation and management of noise originating from transport along with industry sectors. HAL in 2011 established its action plan towards managing aircraft noise effects within the period between 2011 and 2015 (Heathrowairport, 2011). UK measurement of aircraft noise utilizes the LAeq method, which is described as an equal continuous noise level whilst the aircraft’s individual noise is measured in decibels or dB. Utilizing the LAeq technique the UK government states that individuals become considerably uncomfortable when aircraft noise surpasses 54dB LAeq. In order of acquiring the single daily figure the daily values are averaged between a 16 hours period, from 7am to 11pm . However, this method possesses major drawbacks since it is grounded on averages. Additionally, this method includes quiet periods considering that Heathrow is busiest between 6 and 7am. Thus, the usage of averages reduces the volume of individuals impacted by aircraft noise (Civil Aviation Authority, 2003).

The association linking noise and health overtime is progressively more becoming evident. The health issues include mild annoyance, added stress along with critical manifest disorder for instance hypertension. The airport authorities require undertaking a complete noise health impact evaluation on the local communities (London Assembly’, 2005). In addition to confirming the airport’s evaluation an independent assessment should also be carried out at the earliest possible period. For HAL, runway alternation should be practiced: this is a valuable technique of offering relief originating from aircraft noise. Runway alternation requires to be carried out since currently noise is travelling further east towards Clapham and Brixton: this would provide relief to surrounding residents. Additionally, HAL should initiate a ban on noisy night flights since nocturnal aircraft noise is highly connected to significant public health effects for individuals residing around airports. There exist robust evidence stating that noise exposure possesses serious impacts towards human health these include sleep disturbance, hypertension and noise annoyance. HAL require adopting the 2009 WHO Night Noise Guidelines. However if the night flights persist runway alternation should be done on a nightly basis to allow alternating noisy days (London First, 2008).

Recommendations

The methods utilized in determining noise levels require to be adjusted towards the WHO guidelines. Additionally, the 2003 Government’s Aviation White Paper must be revised and replaced with a more recent and realizable strategy towards curbing environmental pollution. The 2002 base year require to be replaced to evade the Concorde distorting effect on the noise set limits (Civil Aviation Authority, 2003). Further, there exists a dire need for clarification regarding ways in which air quality is met around Heathrow. Thus, before any future expansion Heathrow must first table a clear and decisive plan of improving air and noise pollution. BAA’s surface access plan require to be amended  to incorporate exhaustive projections indicating how the fresh targets shall be attained along with meticulous information concerning what contribution the latest technology could take in reducing NO₂ emissions and concentrations (London Assembly’, 2005). BAA requires integrating within its strategy, greater innovative mitigation steps along with approaches of decreasing emissions, in proportion to the special steps indicated within the Mayor’s draft Air Quality Strategy, for improving air quality within the short and log terms.

Conclusion

The reports covering 2001/2012 towards 2011 to 2013 have overstated the accomplishments of Heathrow towards environmental sustainability: a lot remains to be done parallel to the increasing passenger capacity.    It is therefore clear that urgent and prompt action need to be undertaken to address both air and noise pollution produced by the airport. The future prospect of Heathrow’s expansion is very real since it has increasingly become a transport hub and its passenger handling year-after-year is ever rising. This coupled by increased aircraft landing elevating aircraft noise and NO₂ emissions. Varying sources are contributing to high NO₂ emissions coupled with the slower than expected progress of reducing road traffic emissions. HAL needs to put more effort on action rather in sustainability reports that are not actionable. This document has identified three areas that Heathrow could look into to reduce environmental impact namely: introduction of cleaner aircraft, decreasing surface traffic and thoroughly cleaning the on-site vehicle fleets.   

References

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BAA. (2009). Towards a sustainable Heathrow. Retrieved from http://www.heathrowairport.com/static/Heathrow/Downloads/PDF/LHR_CR_performance.pdf

BAA. (2010). Towards a sustainable Heathrow. Retrieved from http://www.heathrowairport.com/static/Heathrow/Downloads/PDF/2010-sustainability-performance-summary.pdf

BAA. (2011). Towards a sustainable Heathrow. Retrieved from http://www.heathrowairport.com/static/Heathrow/Downloads/PDF/Towards-sustainable-future.pdf

Civil Aviation Authority. (2003). Economic Regulation of BAA London Airport. Retrieved from http://www.caa.co.uk/docs/5/ergdocs/baadecision200308.pdf

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Heathrowairport. (2011). Towards a sustainable Heathrow. Retrieved from http://www.heathrowairport.com/static/Heathrow/Downloads/PDF/2011_sustainability_performance_summary.pdf

Heathrowairport. (2012). 2012 SUSTAINABILITY PERFORMANCE SUMMARY Towards asustainable Heathrow. Retrieved from http://www.heathrowairport.com/static/HeathrowAboutUs/Downloads/PDF/Sustainability/2012_sustainability_summary_report.pdf

Heathrowairport. (2013). RESPONSIBLE HEATHROW 2013. Retrieved from http://www.heathrowairport.com/static/HeathrowAboutUs/Downloads/PDF/Sustainability/2013_sustainability_summary_report.pdf

Lockley, P., & Johnson, T. (2006). An assessment of the noise and air pollution problems at Heathrow airport and the measures proposed to tackle them. Retrieved from http://www.aef.org.uk/uploads/EmissionsImpos.pdf

London Assembly. (2012). Air and noise pollution around a growing Heathrow Airport. Retrieved from http://www.london.gov.uk/sites/default/files/Heathrow%20airport%20-%20Final%20version_0.pdf

London Assembly’. (2005). Heathrow Expansion. Retrieved from http://legacy.london.gov.uk/assembly/reports/plansd/heathrow_expansion.pdf

London First. (2008). This report was commissioned by London First and prepared by London Economics. Retrieved from http://londonfirst.co.uk/wp-content/uploads/2012/08/Imagine_a_world_class_Heathrow_FULL_REPORT.pdf

Sustainable Aviation. (2001). Noise From Arriving Aircraft. Retrieved from http://www.sustainableaviation.co.uk/wp-content/uploads/ACOP.pdf