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Whether the airworthiness design requirements of JAR/FAR 25 (large aeroplanes) require each crew compartment to have enough fresh air to enable crew members to perform their duties without undue discomfort and fatigue.
Whether the airworthiness design requirements of JAR/FAR 25 (large aeroplanes) require each crew compartment to have enough fresh air to enable crew members to perform their duties without undue discomfort and fatigue.
Asked by
Lord Tyler
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
Yes.
Subjects
Aircraft; Design; Crew; Standards; Ventilation
Date
20 December 2005
Reference
2911; 676 c246WA
House
House of Lords
Whether the airworthiness design requirements of JAR/FAR 25 (large aeroplanes) require the air in crew and passenger compartments to be free from harmful or hazardous concentrations of gases or vapours.
Whether the airworthiness design requirements of JAR/FAR 25 (large aeroplanes) require the air in crew and passenger compartments to be free from harmful or hazardous concentrations of gases or vapours.
Asked by
Lord Tyler
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
Yes.
Subjects
Air pollution; Aircraft; Design; Contamination; Standards; Ventilation; Air conditioning
Date
20 December 2005
Reference
2912; 676 c246WA
House
House of Lords
Whether (a) all penalty schemes at airports in respect of noise, emissions and deviations from flight paths are administered by airports themselves; and (b) there is any independent oversight of these schemes.
Whether (a) all penalty schemes at airports in respect of noise, emissions and deviations from flight paths are administered by airports themselves; and (b) there is any independent oversight of these schemes.
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Air routes; Fines; Pollution; Monitoring; Noise
Date
20 December 2005
Reference
2910; 676 c241-5WA
House
House of Lords
To what purposes the money raised from airport penalty schemes has been devoted; and
To what purposes the money raised from airport penalty schemes has been devoted; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Air routes; Fines; Income; Pollution; Noise
Date
20 December 2005
Reference
2909; 676 c241-5WA
House
House of Lords
How much money has been raised at airports which have penalty schemes in respect of (a) noise; (b) emissions; and (c) deviation from planned flight path; and
How much money has been raised at airports which have penalty schemes in respect of (a) noise; (b) emissions; and (c) deviation from planned flight path; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Air routes; Fines; Income; Pollution; Noise
Date
20 December 2005
Reference
2908; 676 c241-5WA
House
House of Lords
Which airports have facilities for measuring emissions; and
Which airports have facilities for measuring emissions; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Monitoring
Date
20 December 2005
Reference
2907; 676 c241-5WA
House
House of Lords
How emissions from aircraft are measured at airports; and
How emissions from aircraft are measured at airports; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Monitoring
Date
20 December 2005
Reference
2906; 676 c241-5WA
House
House of Lords
What penalties are imposed for breaches of the noise and pollution regimes by airports with penalty schemes in operation; and
What penalties are imposed for breaches of the noise and pollution regimes by airports with penalty schemes in operation; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Fines; Pollution; Noise
Date
20 December 2005
Reference
2835; 676 c241-5WA
House
House of Lords
Which airports in the United Kingdom have penalty schemes in operation for (a) noise, and (b) pollution; and
Which airports in the United Kingdom have penalty schemes in operation for (a) noise, and (b) pollution; and
Asked by
Lord Bradshaw
(Liberal Democrat)
Answered by
Lord Davies of Oldham
(Labour)
Type
Written questions
Status
Answered
Answered on
20 December 2005
There are over 140 licensed aerodromes in the United Kingdom, and the information about their operating policies requested in a number of these questions is not collected or held by the Department for Transport. It is therefore not possible to give comprehensive information about UK airports’ policies in response to these questions. However, some illustrative examples of practices at larger UK airports are given at the end of this answer.Ambient air quality is monitored in the vicinity of all larger airports in the UK. Continuous monitoring of a number of different pollutants, which are controlled though the UK air quality objectives, is carried out near airports either through the Defra monitoring network, by local authorities or by the airports themselves. The prime pollutants are nitrogen dioxide (NO&2sub;) and particulate matter (PM10) though a number of other pollutants are monitored at different locations. Data acquired are used both for compliance monitoring against limit values and in support of modelling of pollutant concentrations. Monitors are sited at various locations that relate either to the main sources or to residential areas.Aircraft emissions are not identified separately from other sources in monitoring work though some sites will be exposed to higher levels of aircraft emissions whilst at others it will be roads that predominate. For modelling of airport area emissions, the aircraft source emissions, like other sources, will be calculated using inventory techniques related to technical and operational performance. Inevitably, this will be an approximation given the variation in numerous factors that affect the actual level of emissions for a particular movement.Moreover, it is not possible to ascribe a particular operational level of emissions to an individual aircraft. The Civil Aviation Bill does not, therefore, make provision for the establishment of emissions control schemes at airports.There are currently no penalty schemes in operation at UK airports for emissions, and no current statutory powers to airport operators to impose such penalties.Clause 1 of the Civil Aviation Bill would give airport operators clear powers to fix their charges by reference to aircraft emissions. BAA currently makes a charge, or offers a rebate, dependent upon the ascertained NOx emission of aircraft types using Heathrow and Gatwick airports. Given that some airport operators would like explicit clear powers to make such charges, it is not unexpected that there should be so few charging on this basis.Clauses 3 and 4 of the Civil Aviation Bill would give airport operators the power to levy financial penalties on the operators of aircraft which breach noise control requirements set by the Secretary of State (in the case of airports designated for the purposes of section 78 of the Civil Aviation Act 1982) or the airport operator itself (for other airports). There is no current statutory basis for charging such penalties.At present a number of airports impose penalties for breach of their noise limits for departing aircraft, using their terms and conditions of use; some examples of these are given at the end of this Answer, along with details of the limits in question and the penalties imposed. The Government are aware of one airport—Stansted—that levies penalties for flagrant or persistent deviation from flight path as part of its terms and conditions of use.Noise and track-keeping systems are required to assess breaches of departure noise limits and deviation from noise preferential routes. These systems are potentially costly to install and run and it may therefore not be appropriate for smaller airports to impose noise controls that require this apparatus.There are a variety of ways in which airport operators may manage the noise impact of their operations, which should be selected and used in response to local circumstances. These may include curfews, restrictions on the number or type of aircraft permitted to fly at night, or overall limits on the number of aircraft movements at an airport; the Government also expect operators of larger airports voluntarily to offer noise insulation for residential and community buildings subject to certain levels of noise. The operation of noise penalty schemes needs to be seen in the context of these other measures.As noted above, the Government do not collect or hold information about the funds raised by airports that impose penalties for breach of their departure noise limits, or the purposes to which those funds are put. However, examples of such information are given at the end of this Answer.Nor does the Government collect information about how all penalty schemes are administered. However, it can be seen from the examples provided that a community trust fund is frequently established to administer grants, with local authorities and representatives of the airport’s consultative committee generally included as trustees. It is also common practice for the consultative committee to be informed about the operation of the scheme. Those funds which are registered charities will receive independent regulation from the Charity Commission.The Secretary of State has set departure noise limits at Heathrow, Gatwick and Stansted. These are 94dBA in daytime (0700-2300); 89dBA between 2300-2330 and 0600-0700; and 87dBA in the night quota period, 2330-0600. BAA, the operator of these three airports, charges aircraft operators £500 for an exceedance of the relevant noise limit, or £1,000 if the aircraft breaches the limit by 3dBA or more.The Secretary of State has also set noise preferential routes for aircraft departing from these airports. Each airport has a noise and track-keeping (NTK) system in place to monitor breaches of the departure noise limits and deviations from the noise preferential routes. As noted above, Stansted Airport imposes a surcharge of £500 for each flagrant failure to adhere to a noise preferential route.At Heathrow Airport, the BAA Heathrow noise fines fund has used the income generated from fines for breaching the departure noise limits to provide noise insulation for local schools and community halls; the fund is being reviewed, given that the needs of schools and other noise-sensitive buildings should be met by the airport’s new community buildings noise insulation scheme.At Gatwick Airport, the Gatwick Airport Community Trust is a registered charity set up in 2001. The trust receives the money raised from fining for breaches of the departure noise limits, in addition to an annual donation of £100,000 per year (index-linked) until 2008 from BAA Gatwick. It grants money to projects that benefit the area around the airport, including environmental or conservation schemes and projects that benefit community life or improve community facilities. In 2004 the trust made grants for a wide range of purposes, including tree planting, play facilities in a rural community and music in residential homes.At Stansted Airport, until this year the consultative committee has advised the airport on the distribution of funds raised from noise and track-keeping infringements. The Stansted Airport Community Trust Fund, a registered charity, has now been set up to deal with this. The trust is also being funded through a donation of £100,000 per year from the Airport until 2012. The trust is managed by independent trustees representing local authorities in the area of the airport, and makes grants to projects that protect and enhance the social, economic and environmental well-being of the community.Manchester Airport sets departure noise limits of 92dBA/105PNdB in the day and 85dBA/98 PNdB at night (2300-0659). The minimum penalty for exceeding the limit is £500, and a further £150 is applied for each PNdB in excess of the noise limit.Manchester Airport has a NTK system to monitor aircraft noise, and has set up preferred noise routes to minimise the impact of noise from departing aircraft. It has lobbied for many years for the power to charge penalties for failure to observe these preferred noise route corridors. Clause 4 of the Bill will give operators of non-designated airports this power.The Manchester Airport Community Trust Fund is a registered charity set up by the airport. It has a board of trustees including representatives of the local authorities whose areas are eligible for grants from the fund (the ““area of benefit””). It considers applications from not-for-profit groups that aim to improve the environment or social welfare within that area, and specifies that projects should be open to all and demonstrate wide, lasting benefit to all members of the community.Since the fund was set up in 1997 it has donated £1.7 million to over 500 projects. The airport donates £150,000 per year to the fund in addition to donating the money it levies for breaches of the departure noise limits.Birmingham International Airport sets departure noise limits of 92dBA in the day and 87dBA at night (2330-0600). The penalty for breaches of the daytime limit is £500 plus £150 for each full decibel over 92dBA; the penalty for night-time breaches is a surcharge of the full runway charge payable for that aircraft.The airport has set up noise preferential routes for departing aircraft and has an NTK system in place.Birmingham International Airport has set up a community trust fund. A registered charity, it receives £55,000 from the airport each year in addition to the penalties levied for breaches of its departure noise limits. The fund invests in projects that directly benefit areas affected by the airport, and are aimed at improving quality of life through heritage conservation, environment improvement and education, encouraging and protecting wildlife or social and leisure activities.It is operated by nine trustees who are nominees of Solihull Metropolitan Borough Council, Birmingham City Council, the airport consultative committee and the airport company. Since the trust was launched in January 1998 around 250 grants totalling over £530,000 have been awarded to local community projects.Nottingham East Midlands Airport sets departure noise limits at night and fines operators of aircraft that breach those limits. It also has an NTK system in place and has noise preferential routes for departing aircraft.The Nottingham East Midlands Airport Community Fund was set up in April 2002 and has donated over £130,000 to community initiatives since then. This includes £79,550 raised through fining airlines for breaches of the night-time noise limits. The fund is administered by a committee including members of the airport’s consultative committee and representatives of the airport.London Luton Airport sets departure noise limits of 94dBA in the day and 87dBA at night (2330-0600 Monday to Saturday, 2330-0700 Sunday). The penalties are a surcharge based on the combined landing and air navigation charges for the aircraft concerned. For a daytime breach this is 400 per cent of that combined charge; for night-time breaches the operator is charged a 300 per cent surcharge for a breach at 88-91dBA, a 500 per cent surcharge for a breach at 92-95dBA, and a 600 per cent surcharge for a breach of 95dBA and above.
Subjects
Air pollution; Aircraft; Airports; Fines; Pollution; Noise
Date
20 December 2005
Reference
2834; 676 c241-5WA
House
House of Lords
To ask the Secretary of State for Foreign and Commonwealth Affairs if he will carry out an investigation similar to the one proposed by the Polish Government into the use by US aircraft of UK airports and airspace.
To ask the Secretary of State for Foreign and Commonwealth Affairs if he will carry out an investigation similar to the one proposed by the Polish Government into the use by US aircraft of UK airports and airspace.
Asked by
Greg Mulholland
(Liberal Democrat)
Answered by
Kim Howells
(Labour)
Answering body
Foreign and Commonwealth Office
Type
Written questions
Status
Answered
Tabled on
14 December 2005
For answer on
19 December 2005
Answered on
20 December 2005
I refer the hon. Member to the answer given by my right hon. Friend the Foreign Secretary to the right hon. and learned Member for North- East Fife (Sir Menzies Campbell) on 12 December 2005, Official Report, columns 1652–53W.
Subjects
Detainees; Aircraft; Prisoners' transfers; Terrorism; Torture; USA; Rendition; Airspace
Date
20 December 2005
Reference
38717; 440 c2838W
House
House of Commons
To ask the Secretary of State for Transport on how many occasions in each of the last 10 years permission has been withheld to aircraft requesting access to UK airspace.
To ask the Secretary of State for Transport on how many occasions in each of the last 10 years permission has been withheld to aircraft requesting access to UK airspace.
Asked by
Peter Robinson
(Democratic Unionist Party)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
10 November 2005
For answer on
14 November 2005
Answered on
20 December 2005
International civil aviation is governed by the Chicago Convention. Under the convention, the International Civil Aviation Organisation (ICAO) is responsible for establishing minimum safety standards which contracting states are required to implement. States are required to recognise the certificates issued by other contracting states unless they have reason to believe that they have not been issued in accordance with ICAO standards.Any airline from outside the EU, Iceland, Norway or Switzerland which wishes to pick up or put down passengers or cargo in the UK requires a permit from the Secretary of State for Transport. It is a condition of the permit that the airline should be operated in accordance with international safety standards established by ICAO.If we have doubts about whether an aircraft or airline complies with international safety standards we will arrange for the aircraft to be inspected by the Civil Aviation Authority (CAA). Permits may be refused, and existing permits suspended or revoked by the Secretary of State. This may occur where there is a breach of a permit condition, which would include non-compliance with international safety standards; however action can also be taken for reasons other than safety. Permit decisions will be reviewed in the light of new information or changed circumstances. An up to date list of airlines which have been refused permits is maintained on the Department's website.
Subjects
Air traffic control; Aircraft; Safety; Airspace
Date
20 December 2005
Reference
440 c2940W; 28866
House
House of Commons
To ask the Secretary of State for Foreign and Commonwealth Affairs pursuant to the answer of 5 December 2005, Official Report, column 1023W, on airspace (extraordinary rendition), if he will define the term ‘non-scheduled, non-commercial civil aircraft'; and if he will make a statement.
To ask the Secretary of State for Foreign and Commonwealth Affairs pursuant to the answer of 5 December 2005, Official Report, column 1023W, on airspace (extraordinary rendition), if he will define the term ‘non-scheduled, non-commercial civil aircraft'; and if he will make a statement.
Asked by
Marquess of Lothian
(Conservative)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
7 December 2005
For answer on
12 December 2005
Answered on
20 December 2005
I have been asked to reply.““Non-scheduled, non-commercial civil aircraft”” refers to foreign civil aircraft that are not engaged in scheduled international air services and have not been engaged in the carriage of passengers, cargo, or mail for remuneration or hire. Such flights do not require prior permission to land from the Secretary of State for Transport. Article 5 is the relevant article in the Chicago Convention.
Subjects
Detainees; Aviation; Aircraft; Prisoners' transfers; Terrorism; Terminology; USA; Rendition; Airspace
Date
20 December 2005
Reference
36814; 440 c2841-2W
House
House of Commons
To ask the Secretary of State for Foreign and Commonwealth Affairs on what date (a) he and (b) his officials first became aware of allegations that the United States was using civil aircraft for the purpose of the rendition of terrorist suspects.
To ask the Secretary of State for Foreign and Commonwealth Affairs on what date (a) he and (b) his officials first became aware of allegations that the United States was using civil aircraft for the purpose of the rendition of terrorist suspects.
Asked by
Lord Hague of Richmond
(Conservative)
Answered by
Kim Howells
(Labour)
Answering body
Foreign and Commonwealth Office
Type
Written questions
Status
Answered
Tabled on
12 December 2005
For answer on
14 December 2005
Answered on
19 December 2005
As the US Secretary of State, Condaleeza Rice, made clear in her statement of 5 December 2005, the United States and other countries have for decades used ““renditions”” to transport terrorist suspects from the country in which they were captured to their home country or to other countries where they can be questioned, held or brought to justice. As to the current allegations about rendition, my right hon. Friend the Foreign Secretary and his officials became aware of them when they appeared in the media.
Subjects
Aircraft; Terrorism; USA; Rendition
Date
19 December 2005
Reference
37966; 440 c2468W
House
House of Commons
To ask the Secretary of State for Transport what discussions he has had with the Civil Aviation Authority on its decision to increase its charges, with particular reference to pilots' services.
To ask the Secretary of State for Transport what discussions he has had with the Civil Aviation Authority on its decision to increase its charges, with particular reference to pilots' services.
Asked by
David Drew
(Labour; Co-operative Party)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
7 December 2005
For answer on
12 December 2005
Answered on
19 December 2005
I met the CAA to discuss their scheme of charges as a whole on 5 October, in the context of the adjournment debate which took place on 11 October.
Subjects
Aircraft; Crew; Civil Aviation Authority; Fees and charges
Date
19 December 2005
Reference
440 c2296W; 36915
House
House of Commons
Type
House of Commons papers
Author
Marine and Aviation Insurance (War Risks) Fund
Laid on
19 December 2005
Subjects
Armed conflict; Aircraft; Insurance; Marine insurance; Marine and Aviation Insurance (War Risks) Fund
Commons Library location
CS 187
Date
19 December 2005
Reference
HC 784 2005-06
House
House of Commons
May we have a debate on the unlikely subject of Government help to distressed citizens? [Hon. Members: ““Charles Kennedy””] Is the Leader of the House aware that since the beginning of 2003, 119 million calls to so-called Government helplines have been missed? That is 126,270 missed calls a day, so...
May we have a debate on the unlikely subject of Government help to distressed citizens? [Hon. Members: ““Charles Kennedy””] Is the Leader of the House aware that since the beginning of 2003, 119 million calls to so-called Government helplines have been missed? That is 126,270 missed calls a day, so...
Member
David Heath
(Liberal Democrat)
Type
Business questions
Subjects
Detainees; Aircraft; Government departments; Telephone services; Torture; Trade agreements
Date
15 December 2005
Reference
440 c1453-4
Chamber / Committee
House of Commons chamber
House
House of Commons
I am grateful to the hon. Gentleman for raising the question of distressed citizens, which the Government will examine as a matter of urgency. Although I am not a betting man, in the spirit of my illustrious predecessor, Robin Cook, I shall draw the attention of the House to the...
I am grateful to the hon. Gentleman for raising the question of distressed citizens, which the Government will examine as a matter of urgency. Although I am not a betting man, in the spirit of my illustrious predecessor, Robin Cook, I shall draw the attention of the House to the...
Member
Geoffrey Hoon
(Labour)
Type
Proceeding contributions
Subjects
Detainees; Aircraft; Government departments; Telephone services; Torture; Trade agreements
Date
15 December 2005
Reference
440 c1453-4
Chamber / Committee
House of Commons chamber
House
House of Commons
To ask the Secretary of State for Transport on what dates planes registered in the US by Stevens Express Leasing have landed at domestic UK airfields in each of the last five years.
To ask the Secretary of State for Transport on what dates planes registered in the US by Stevens Express Leasing have landed at domestic UK airfields in each of the last five years.
Asked by
Adam Price
(Plaid Cymru)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
5 December 2005
For answer on
7 December 2005
Answered on
14 December 2005
The Chicago Convention on International Civil Aviation sets out the international rights and obligations of the airlines of contracting states, including when it is necessary to seek prior permission to operate flights over or into another state. This is implemented by Article 138 of the Air Navigation Order 2005. Permission from the Secretary of State for Transport is only required by foreign aircraft operating civil flights into the UK where they land and take on board or discharge passengers or cargo, and where valuable consideration is given or promised in respect of that carriage. The Department for Transport has no records of aircraft operated by Stevens Express Leasing landing in the UK.
Subjects
Aviation; Aircraft; USA; Rendition; Landing rights
Date
14 December 2005
Reference
440 c2027W; 35999
House
House of Commons
(2) on how many occasions since 1 January 2001 US-registered aircraft tail number (a) N44982, formerly N8068V and N379P, and (b) N313P were provided with air traffic control services.
(2) on how many occasions since 1 January 2001 US-registered aircraft tail number (a) N44982, formerly N8068V and N379P, and (b) N313P were provided with air traffic control services.
Asked by
Lord Campbell of Pittenweem
(Liberal Democrat)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
30 November 2005
For answer on
12 December 2005
Answered on
14 December 2005
[holding answer 12 December 2005]: This is an operational matter for National Air Traffic Services Ltd. (NATS). I have asked the chief executive of NATS to write to the right hon. and learned Member.
Subjects
Aviation; Air traffic control; Aircraft; USA; Rendition
Date
14 December 2005
Reference
34630; 440 c2022-3W
House
House of Commons
To ask the Secretary of State for Transport (1) on how many occasions since 1 January 2001 US-registered aircraft tail number (a) N44982, formerly N8068V and N379P, and (b) N313P operated in UK airspace;
To ask the Secretary of State for Transport (1) on how many occasions since 1 January 2001 US-registered aircraft tail number (a) N44982, formerly N8068V and N379P, and (b) N313P operated in UK airspace;
Asked by
Lord Campbell of Pittenweem
(Liberal Democrat)
Answered by
Karen Buck
(Labour)
Answering body
Department for Transport
Type
Written questions
Status
Answered
Tabled on
30 November 2005
For answer on
12 December 2005
Answered on
14 December 2005
[holding answer 12 December 2005]: This is an operational matter for National Air Traffic Services Ltd. (NATS). I have asked the chief executive of NATS to write to the right hon. and learned Member.
Subjects
Aviation; Aircraft; USA; Rendition; Airspace
Date
14 December 2005
Reference
34629; 440 c2022-3W
House
House of Commons