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.
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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.
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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.
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LCY, in partnership with London Borough of
Newham has commissioned an air quality monitoring station to be
located in the vicinity of the airport.
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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.
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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. 
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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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
THE Airport's Travel Plan aims to provide a framework for passengers and staff which:
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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,
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promotes the use of alternative means of
travel which are more suitable and environmentally acceptable.
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reduces emissions and encourage energy efficient vehicles within the company fleet.
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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.
 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. Top of Page
Bird Control 
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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 Sometimes
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
 Background
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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 In
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.
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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