Air quality is an issue of concern both locally and nationally. People have a right to breathe air which is free from harmful levels of pollutants generated by industry, vehicle exhausts and other sources. The EU Air Quality Framework Directive requires member states, including the UK, to stay within set limits for a number of pollutants. To ensure we meet these requirements, the UK Government has a National Air Quality Strategy, which contains objectives to reduce health impacts and meet the requirements of the EU Directive.

Aircraft, road vehicles and stationary sources such as boilers at and around our airport emit a number of pollutants, particularly nitrogen dioxide (NO2) and fine particles (PM10) which can impact on human health and the environment.

Of course, the airport is not the only contributor to local air pollution. Around Heathrow, air quality is also significantly affected by the nearby M4 and M25 motorways and by the A4. There are nevertheless many practical measures that we can and do take to manage air quality at our airport.

Addressing the emissions for which we are responsible is a key part of managing air quality around Heathrow. We also work in partnership with airlines and other companies that use our airport to encourage them to do the same. 

Air quality action plan

Our approach to managing local air quality impacts is outlined in our air quality action plan. We have set key performance indicators to monitor the effectiveness of the action plan, and we will report on our performance in future corporate responsibility reports. The action plan relates to operating a five-terminal, two-runway Heathrow Airport from 2007 to the end of 2011. It does not address the impacts of any further development above and beyond a five-terminal, two-runway Heathrow Airport. These impacts have been assessed separately by the Department for Transport’s (DfT) Project for the Sustainable Development of Heathrow.

Project for the Sustainable Development of Heathrow

Impacts on local air quality from further potential expansion have been assessed through the DfT’s Project for the Sustainable Development of Heathrow. The project commenced in 2004, following publication of the Future of Air Transport White Paper. In its role as the airport operator, BAA provided its technical expertise on airport, airspace and surface transport operations.

The consultation paper included an assessment of future air quality at Heathrow and concluded that EU air quality limits will not be met around Heathrow by 2010, in common with other areas of London and urban locations across the EU. The study found that these limits will be met by 2015 in the immediate vicinity of the airport and by 2020, full compliance is predicted everywhere around Heathrow, including along the M4 due predominantly to vehicle and aircraft emission improvements. BAA has submitted its response to the consultation, welcoming publication of the study and recognising the need to work with the Highways Agency and other relevant organisations to address residual air quality problems along the M4.

Influencing aircraft emissions

Aircraft engines are designed to meet the emissions standards set by the International Civil Aviation Organisation’s Committee on Aviation Environmental Protection (CAEP). The standard for new engines, called CAEP/4, applied to new aircraft types from 1 January 2004. A new standard, CAEP/6 (which is 12 percent lower than CAEP/4), came into force from January 2008. Emissions from aircraft vary considerably. Some engines made before CAEP/4 was introduced produce more nitrogen oxides (NOx) than the standard, but some produce much less.

We track the percentage of aircraft movements with NOx emissions at least 20% below the CAEP/4 standard, as this reflects a higher level of ambition for aircraft emissions than the CAEP/4 standard itself. From 2007 we also started tracking the percentage of aircraft movements with NOx emissions at least 40% below the CAEP/4 standard, representing best available technology.

At Heathrow an element of our landing charges are linked to emissions. We assess the amount of NOx created during the take-off and landing and charge airlines accordingly. This is an incentive for airlines to use lower emissions engines. In 2007 we reviewed landing charges and in future, the NOx component of landing charges will rise at twice the rate of overall charge increases.

Tackling ground-based emissions

Ground based emissions result primariliy from vehicles operated by BAA and other companies involved in ground operations, as well as aircraft using auxillary power units (APUs) or Ground Power Units (GPUs) to power their aircraft while on the ground.

Supplying power for aircraft on the ground via the use of an APUs or GPUs produce both emissions and noise. Two systems that reduce the need for these are fixed electrical ground power (FEGP) and pre-conditioned air (PCA). We are working with airlines to increase the use of these systems.

Our award-winning clean vehicles programme (CVP) was introduced at Heathrow in 2002 and is aimed at companies that operate a fleet in and around the airport. It encourages companies to reduce vehicle emissions in the Heathrow area by using lower-emission vehicles, increasing fuel efficiency, reducing mileage and encouraging staff to use alternatives to car travel.

Our performance
Our plans