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London City Airport Consultative Committee

The policies, procedures and projects aimed at keeping the Airport environmentally sustainable


 

 

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On this Page:

Quick Summary
Environmental Policy Statement
Noise
Air Quality
Health Impact Assessment
Travel Plan
Waste Management
Bird Control
Maintaining Water Quality
Other Environmental Issues

Other Environmental Pages
Noise Page (Alt+2)
Air Quality Report (Alt+3)

 

 
 

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Quick Summary

LONDON CITY is a city centre airport and a close neighbour of a number of residential communities, especially to the south in Silvertown and North Woolwich where there are homes within approximately 100 metres from the runway.  The Airport is keen to minimise the environmental impact of its operations on these communities and generally to keep the Airport sustainable in environmental terms

On this Page, and the associated Noise pages, we describe in detail the policies, procedures and projects introduced in collaboration with the local authority, the London Borough of Newham, to secure these important objectives.  The key points are:

  • The Airport may not be used by aircraft producing more than 94.5 PNdB.
  • The Airport's operational hours are limited to minimise the impact on local residents - the opening hours are between 06.30 and 22.00 on weekdays, from 06.30 to 12.30 on Saturdays and 12.30 to 22.00 on Sundays. There are also limits on the number of movements.
  • There is a Noise Management Scheme which includes specialised equipment to monitor the noise of departing aircraft. This is used in conjunction with a track keeping system which allows real time inspection and detailed analysis of aircraft flight paths, ensuring that aircraft adhere to the proposer arrival and departure routes. These systems will also be used to introduce a system of incentives and penalties to promote good flying practice among the customer airlines.
  • There are procedures to minimise noise from ground running including the reduced use of the Auxiliary Power Units (APU’s) and minimum use of reverse thrust on arrival.
  • There is a Sound Insulation Scheme with noise insulation and mechanical ventilation for homes above the trigger point of 57LAeq 16hour. This is the lowest trigger point of any UK airport.
  • LCY, in partnership with London Borough of Newham has commissioned an air quality monitoring station to be located in the vicinity of the airport.
  • The Airport has its own Environment & Planning Manager, Rob Grafton, to deal with complaints and to ensure that the airport remains a good neighbour.
  • There is an independent Consultative Committee set up under s.35 of the Civil Aviation Act 1982 to watch over these arrangements.

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Environmental Policy Statement

LONDON City Airport is committed to the principles of sustainable development in meeting its business objectives especially in:

  • Providing the highest quality commercially sustainable services for passengers, airlines, service providers and employees.
  • Reducing the impacts of the operation of the airport on our neighbours.
  • Actively supporting the regeneration of the local area, its transport infrastructure, and the generation of employment for local people. Contributing to the economic and social well being of the region.
  • Fostering the use of equipment and procedures that enhance environmental quality, minimise waste of resources and reduce pollution and nuisance.
  • Continue to seek further improvements in environmental performance.
  • Fully comply with all relevant environmental legislation, regulation and commitments.
  • Develop Green Transport initiatives that compliment the local Borough Council’s integrated transport plan.

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Noise

AS at most other Airports noise is the environmental issue which attracts the most attention, especially among local residents.  At London City, which operates in an area which is substantially residential, there are rigorous and detailed arrangements to minimise Airport noise and its impact on local people. These are fully described in our Noise Page.

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Air Quality

The Airport's approach to air quality is one involving full air quality assessment to ensure and demonstrate that any future growth at the Airport can be accomplished without producing unacceptable air quality impacts. The strategy is based on direct measurements and environmental monitoring rather than predictive modelling.

Air Quality monitoring equipment at City Aviation House

The Airport is confident this measurement strategy will allow them to monitor local background air quality, the effects of road traffic and surface access and provide information useful in investigating changes in aircraft types and dispersion patterns around the airport.

The strategy requires a three part monitoring programme. The measuring and collation process began in September 2006, following the installation of state of the art air quality monitoring equipment in the vicinity of the airport. The three-part monitoring programme comprises:

Long Term - A continuous urban air quality monitoring station for NO 2 and PM 10 . This was successfully installed in September 2006 on the roof of City Aviation House to allow for the assessment of background air quality.

Medium Term - A programme of NO 2 diffusion tube monitoring. This began in September 2006 and consists of an array of NO2 diffusion tubes located around the airport and nearby housing to examine the spatial distribution of NO 2 concentrations over the period of a year

Short Term – A high resolution NO 2 monitoring programme downwind of the runway thresholds began in August 2006 and is designed to examine the effects of individual aircraft types.

It is intended that the air quality monitoring programme will run in combination with the local authority monitoring programmes in the area. The continuous urban air quality monitoring station will complement the information collected by the London Borough of Newham and may even add to the body of knowledge about air quality in the London Thames Gateway. The spatial and short term monitoring work, in combination with the base station results, will allow the Airport to predict much better the effects of developments without the uncertainties in modelling assessment methods.

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Emissions reduction strategy

The Airport operates a number of operational management initiatives to help reduce emissions attributable to ground operations at the airport including:

  • The extended use of electric vehicles,
  • Restricted use of Auxiliary Power Units (APUs) on aircraft and fixed or mobile Electrical Ground Power for all aircraft types,
  • Continued improvement of aircraft taxi procedures,
  • New fire training facilities (LPG fired not oil),
  • Continued development of the airport's Green Transport Plan.

Perhaps the biggest contributor to reducing the impact of emissions from road traffic to and from the airport was the opening in December 2005 of the Airport Extension of the Docklands Light Railway which includes a station at the Airport. By August 2006, after just 8 months of operation, the airport was witnessing a much higher proportion of passengers (42%) accessing the airport by rail, more than any other London Airport.

The Airport has not been designated as an Air Quality Management Area by the local authority under its own Air Quality Management Strategy which recognises that the primary problem with air quality in the local area is associated with emissions from road traffic and not the airport.

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The Future

As it continues to develop the Airport will seek to introduce new initiatives such as research and development projects with public and private sector partners, for example, leading the way for the accelerated uptake of new low carbon technologies, and the development of a Carbon Off-setting Strategy.

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1997 Report on Air Quality

IN 1997 the Airport commissioned consultants to investigate concerns about air quality raised by a resident of Parker Street (adjoining the Airport). Click here for a copy of their report.

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Health Impact Assessment

In connection with its interim planning application the Airport in mid 2007 produced a Health Impact Assessment (.pdf 8 mb) which is well worth reading.

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Travel Plan

Cyclist

THE Airport's Travel Plan aims to provide a framework for passengers and staff which:

  • reduces reliance on the car through the reduction in the length and number of motor journeys and in particular those undertaken in single occupancy vehicles,
  • promotes the use of alternative means of travel which are more suitable and environmentally acceptable.
  • reduces emissions and encourage energy efficient vehicles within the company fleet.

  • encourages work practices which reduce the need to travel

These objectives form the basis for the draft of the Airport's most recent Travel Plan prepared by its consultants in July 2007and updated in November that year.  The plan was submitted as a supporting document with the Airport's interim planning application.  At Appendix A to the draft are the results of the most recent (2005) staff travel survey

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Waste Management

Waste management in the UK has grown rapidly over the last ten years. Initially the focus was on collection and disposal but with new legislation over the last few years there has been a shift attention towards recycling.

An audit carried out by the Airport in 2000 established baseline values of the waste produced by the airport and identified waste types and sources, e.g. in-flight waste, terminal waste and office waste. Using this data, and with the collaboration of staff, a Waste Action Plan was implemented starting with the recycling of paper in the Airport's offices.

Text Box:  In July 2004 the Airport commissioned a new waste contract with Grosvenor Waste Management Ltd. Grosvenor is an independent waste management company based at Crayford , Kent . The company has its origins in waste paper and from this has expanded to handling all types of waste including dry recyclables and general and clinical waste. Grosvenor currently recycles 96% of all waste handled and is therefore able to provide the Airport with an efficient method of waste recycling that has had a minimal impact on the previous collection service.

Proportion of waste segregated for landfill, recycling and energy recovery at LCY
Year Landfill (Tonnes) Recycled (Tonnes) Incinerated for Energy Recovery (Tonnes)
1999/00
673
0
0
2000/01
708.5
3.7
1.9
2001/02
738
10.9
5.4
1002/03
774.8
16
6.5

 

Grosvenor operates an MRF (Materials Recycling Facility) at Crayford, sorting dry recyclables collected from the airport. The MRF uses proven technology in the UK and combines this with new technology sourced from around the world. Utilising what is known as a ballistic separator, the machine separates materials as to their weight and shape: paper products plane off the machine; glass, cans and plastic fall back. The facility can separate any mix of materials from the list below:

  • Newspapers & Magazines,
  • Cardboard,
  • Mixed Papers,
  • Aluminium Cans,
  • Steel Cans,
  • HDPE Plastic Bottles (any colour),
  • PET Bottles (any colour),
  • Glass (mixed colours)
  • Textiles

Any residual material is shredded and then made into a brick for use as a coal substitute to generate electricity.

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Bird Control Birds

AIRPORTS often have favourable conditions for flocks of birds and this is particularly true at London City Airport because of the proximity of the Docks. This has implications for air safety which give rise to a need for bird control.

The Airport has a dedicated Bird Control Unit (BCU) controlled by Airfield Operations. The Unit's main task is to carry out constant inspections of the airfield during the Airport's operational hours for any signs of birds flocking either on the ground or in the air. The Unit patrols the airfield in an off-road vehicle with the call sign Ops 6.  The most problematic bird species include Feral Pigeons, Black Headed Gulls, Terns, Cormorants, Mute Swans and Lapwings.

The BCU uses a variety of methods and equipment to scare birds away from the airfield and in particular those critical areas where birds may endanger a departing or arriving aircraft. This variety is essential to ensure that the flocking birds do not become complacent and accustomed to the scaring methods. Methods include the Digi-Scare, which simulates the distress call of a bird caught by a predator, thus scaring other birds away. This is generally the most efficient method. The Vari Pistol, which uses shell crackers to disperse a large flock of birds, is also an effective method as well as firing rockets, similar to fireworks, for birds thermaling on warm currents of air.

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Bird ScaringSometimes the simplest methods are the most effective, such as a person standing on a vehicle and waving their arms up and down, preferably with the sun behind them. It has been suggested that this method works because it simulates a large bird of prey, which then scares the flocks away.

General habitat management is also important in deterring flocks of birds from settling at the airport. This includes the maintenance of the grass by ensuring that it is kept to an appropriate height as well as using weed killer to kill the plants on which birds may feed. However, the height of the grass may easily be affected by long periods of sunshine or rain and so constant monitoring is needed. Inspection of the surrounding area ensures that the habitat is made unfavourable for birds, thus preventing roosting. 

Other methods at the Airport have included the use of Harris Hawks by an experienced falconer to scare away Black Headed Gulls. During August and September the birds eat the fish fry in the docks and so dispersal cartridges are fired into the docks to scare the fish away. Maintenance of the Airport is essential to prevent the birds in the docks being fed by passengers as well as securing the safe and tidy disposal of catering rubbish.

All bird activity for the day is recorded in a log, which is then compiled into statistics on a monthly basis which are audited annually by the CAA, Safety Regulation Group.

On our Airport Safeguarding page is a May 2007 consultant report on bird hazards to aircraft using the Airport.

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Maintaining water quality in the Docks

Aerial View of Airport in the DocksBackground

THE Airport is located within the Royal Docks, between the King George V Dock (KGV) and the Royal Albert Dock. The quality of the dock waters is directly influenced by the quality of the water in the tidal Thames. Water is pumped into and out of the Thames so as to maintain water levels in the Docks at a reasonably consistent level. Levels do of course vary, for example because of continual water seepage through the dock bed or rainfall and surface water running off in to the docks.

The Royal Docks Management Authority (RoDMA) monitors the docks fortnightly at six pre-selected sites. They are responsible for the maintenance of the marine infrastructure, impounding and the maintenance of water quality through dredging and the removal of litter, leaves and other floating debris. The observations at each site take into account the colour of the water, the presence or absence of oil film and floatables and weather conditions. Continuous measurements record the pH levels, electrical conductivity, water and ambient temperature and the transparency of the water as well as dissolved oxygen saturation.

Using the information interpreted from these results, RoDMA is able to make recommendations regarding the safety of the water for recreational sports. For example, if the pH level gets high, it is recommended that showers should be taken following all activities. Often changes in pH and dissolved oxygen concentrations result from temporal and seasonal changes. During the summer months the warm weather encourages the growth of algae, thus depleting the level of carbon dioxide within the water increasing the acidity and pH levels.

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At the Airport

As a major player in the Docks it is vital that the Airport should play its part in maintaining the quality of the dock waters.  Many of its activities have the potential to affect the water quality. These include the de-icing of aircraft and the runway as well as the use of pesticides and herbicides for habitat management. It is therefore imperative that the Airport should have both a drainage system which minimises any potential contamination by containing it on the airport site and a comprehensive system of operational procedures. 

The present drainage system collects fluids from the runway and the apron via a series of gullies and slot drains, each filtered through an oil/fuel interceptor. The water is then collected in a shut down chamber located at the edge of the apron. The apron and runway water then combines and enters the main public sewer. If an event with the potential to pollute should occur, such as a fire, the shut down chamber is operated manually by one of the fire team.  The spillage is thus contained and water/contaminants entering the system are stored safely until ready for removal.  A licensed waste management company is then called in to wash the tanks and pipes and remove the contents to an authorized site for treatment and disposal.

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View of the Airport's ApronIn planning for the Operational Improvements Programme (OIP) in 2000, an water quality study was carried out for the purposes of the Environmental Impact Statement.  The object was to ascertain baseline values of the water quality and readings were taken in the KGV Dock. Monitoring was undertaken during the spring period of January to May 2000. The primary objective was to establish whether the water was safe for human health under the EC Bathing Water Directive using chemical and microbiological parameters relevant to water recreational activities like jet skiing and water skiing. The protection of the fishery ecosystem is also important and so guidelines from the EC Freshwater Fisheries Directive were also used. Standards tested included indicators of chemical contaminants (arsenic, cadmium, lead etc), indicators of microbiological contamination (Coliform) and general indicators of water quality (Salinity, pH, Dissolved Oxygen and Transparency).

The KGV dock was monitored at two places where water sports take place. The water was sampled to depths of 1 metre, being the zone of greatest exposure for water sports, and at 1 metre above the sediment surface. Contaminant levels were monitored and the priority pollutants, cadmium and mercury, were below their respective annual average limits. Similarly, lead and arsenic were shown to be below the UK environmental quality standard.  It was thus determined that the water quality within the docks is generally good.

Nonetheless when the apron is extended as part of the OIP, it is planned that water will be collected by a new set of slot drains and pipes to a new fuel/oil interceptor. This will also have an automatic closure device, so that any pollution from the apron will be detected and contained, so obviating the present need for manual operation.

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Avoiding Pollution

To maintain the quality of the water it is important wherever possible to avoid the use of polluting materials. To this end the Airport's Fire Service has been experimenting with a newly developed ‘Fluorine Free Foam’ (F3). This is thought to be more environmentally friendly than the Film-Forming Flouro Protein (FFFP) foam which is commonly used in fire fighting at UK airports.Fire Fighters using Foam

FFFP contains Fluorine compounds, essential for providing rapid extinguishment of fires. However, recent concern over the potential long-term toxic effects of these Fluorine compounds led to the trial of F3 at London City. The Airport's Fire training ground has a fully contained system of interceptors, so that contaminants are contained on site and stored for collection by an authorised waste collection contractor for appropriate treatment and disposal thus avoiding the release of any potential contaminants into the public sewerage system.

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Other Environmental Issues

This page is under development.  Other aspects of the Airport's environmental policies will be covered here in coming weeks including:

  • Energy Conservation and Renewable Energy
  • The Airport and Climate Change
  • The Airport's Flora and Fauna

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An independent Consultative Committee established by London City Airport pursuant to Section 35 of the Civil Aviation Act 1982
Chairman:
John Adshead     Secretary: Stuart Innes
E-Mail

Page last modified: 25th January 2008