Birmingham International Airport - Assignment Example

The Impact and Effects of the New Runway at Birmingham International Airport (BHX) United Kingdom Abstract The Birmingham International Airport Limited (BIA) has received government approval to expand the current runway to 3000 metres, add terminal additions and build a new runway to stimulate air traffic in and out of BIA. This was proposed to boost the economy, provide jobs in the area and make air travel more accessible in the Midlands. In reality, the airline industry costs more monetarily and environmentally than it provides economically, especially since aviation pays no fuel tax, low VAT and benefits from duty free. Taxpayers subsidise the industry as it causes congestion, road wear and tear, noise pollution and degrades air quality. Real estate values drop and countryside vanishes as air traffic increases. The additional vehicle traffic requires new roads or maintenance of existing ones and further degrades air quality and raises noise pollution. The proposed Birmingham Alternative attempts to address environmental and economic issues. The BIA has offered to build a wide-spaced runway to reduce the negative impact on the Solihull Borough area. Some believe the economic benefits are offset by the level of noise and air pollution as detailed in such reports as The Plain Truth, a study commissioned by the Ashford Trust. Compromises can be reached by efforts to decrease demand which will lessen congestion, emissions and noise levels, which have been shown to cause health problems and learning disabilities in children. Airports and the aviation industry are an important part of the UK culture and economy. The government, local residents and the airports can work together to ensure that the increasing air travel does not significantly effect the health of UK residents and the environment. Table of Contents Abstract ii Table of Contents iii List of Figures iv List of Tables v Chapter 1 Introduction 1 1.1 Background of the BIA 1 1.2 Justification for Study 4 1.3 Methodology 5 Chapter 2 Literature Review 5 An Overview of the Conflicting Data and Opinions Chapter 3 The Airline Industry in the West Midlands 8 3.1 Airport Economics 8 3.2 Noise and Air Pollution 12 3.3 Effects on the Community 14 Chapter 4 Conclusions and 17 Recommendations References 20 List of Figures 1. Blueprint of Proposed Terminals 2 2. Blueprint of Proposed Access Roads 3 List of Tables 1. Contracts between BIA Master Plan and BANG Approach 10 2. Maximum Noise Levels (WHO) 13 3. Toxic Compounds and Health Effects 14 Chapter 1 1.1 Background on the Birmingham International Airport The Birmingham International Airport (BIA) was built and operated by the Birmingham City Council in 1939. During World War II the RAF used the facilities until 1946 when the airport resumed civilian use, but it was controlled by the government until 1960 (BIA). The airport expanded several times throughout the years with the "Eurohub' being added in July 1991. It was billed as the first terminal to host both domestic and international passengers. Remnants of the original airport are still evident west of the hangars near the main runway. In April 1987 the airport changed hands and became the Birmingham International Airport plc (public limited company) owned by seven district councils in the West Midlands. BIA currently serves over 800,000 passengers a month and hosts thirty eight airlines, making it the fifth busiest airport in England. The airport handles nine million passengers a year and is located near the M42 motorway and A45 main road. Service is also provided by the Birmingham International railway station. The airport currently has two paved runways one being 2,605 metres and the other 1,315 metres. Expansion plans include lengthening the 2, 605 runway to 3000 to accommodate long haul flights for the 2012 London Olympics and a starter strip. This expansion will require the A45 Coventry Road to divert under a tunnel. Additions to terminal 1 are included in the scheme as well as construction of a third terminal. A new food court completes in June 2006. Figure 1. From the proposal submitted to the Solihull Metropolitan Borough Council. Detail of terminal addition. BHX was the first airport in the UK to combine both domestic and international passengers. Figure 2 Proposed Inbound and Outbound Access Roads. The building of additional roads was controversial as it means increased noise and engine emissions. 1.2 Justification for the Study The proposed expansions to the Birmingham International Airport have caused a great deal of protest and controversy from residents living in the area and environmental groups who have lashed out passionately against the renovations. The aviation industry has responded to the accusations of degrading the quality of life in Solihull borough, as well as the UK government. This dissertation will look objectively at both sides of the issue and at the positive and negative aspects of the BIA expansion and will answer the following questions; 1. What impact will the expansion have on local neighbourhoods and real estate values 2. How will the increased air traffic effect air and noise pollution levels 3. What are the costs and benefits of the airport expansion 4. Will the airport really improve the economy of the area 5. Who really benefits from the BIA expansion 6. What effects will the congestion have on the communities 7. How good is the BIA Alternative really 1.3 Methodology The research will consist of an analysis of government white papers, aviation consultations, environmental studies, and statistical data to provide an overall view of the airport expansions at BHX due for completion by 2030. An examination of newspaper articles and publications by opposition groups also contributed to the study to provide a balance of official and nonofficial documentation. Chapter 2 Literature Review 2.1 An Overview of the Conflicting Data and Opinions The Department for Transportation (DFT) published a series of consultations in 2002 examining the aviation industry by regions, including the Midlands. The Future Development of Air Transport in the UK: Midlands, was a well organized look into the next thirty years of aviation in the UK. Primarily, the paper foresees a substantial increase in air traffic demand and makes a case for needed improvements and expansions such as new terminals, road ways and runways. It briefly touches on the impact of land acquisitions, ecology and the Countryside and Rights of Way Act 2000, which requires governments to maintain a regard for biodiversity conservation. In the government White Paper of 2004, it was decided to build a new runway at Birmingham International Airport (BIA), which solicited a barrage of protests from such opposition groups as Birmingham Anti Noise Group (BANG) and the Birmingham branch of the Friends of the Earth (BFOE). In a response to the numerous anti-expansion publications put out by these groups, the BIA drafted a new scheme that they entitled, The Birmingham Alternative. The plan proposes to build a wide spaced short runway instead of the new second runway suggested by the government, thereby reducing the amount of agricultural land and real estate property required and the effects of noise pollution. In the paper the BIA supports the government in respecting social progress and the protection of the environment while promoting aviation growth. The Civil Aviation Bill 2006, which amends the Civil Aviation Act 1982, pays particular attention to noise and aircraft emissions while taking off and landing in sections one and two. The Bill offers a number of solutions for controlling noise and emissions at BIA, which include pilots of aircraft to have met BIA standards before landing and the restrictions of certain types of aircraft during certain hours (Section 4 (a-d). The area pertaining to airport control extends 40 kilometres from the centre of the longest runway. The opposition group, Friends of the Earth (FOE) published a study called, Flying with Big Business: The European Investment Bank and the Aviation Industry in 2003, which disputes all the claims of the airline industry to respect the environment and quality of life of area residents. In particular, FOE looks at Heathrow Airport where planes take off every 45 seconds. The report refers to the area in London as the "neighbourhood from hell." Aircraft noise extends as far as 20 miles away and the majority of new rail or underground additions or improvements are not considered unless they serve the Heathrow Airport. The point being that airports are supposed to serve the people, not the other way around; FOE states that the largest portion of benefits from Heathrow Airport, with less that 50% of passengers being business clients, are enjoyed by the aviation industry, and not the people of London. One of the biggest complaints the FOE have with the government and the aviation industry is that the philosophy of social inclusion is mostly hype, with public opinion either ignored or residents are simply told what is going to occur in their regions. A report commissioned by the Ashford Trust, The Plain Truth: Aviation and the Environment, reflects many of the same concerns as FOE and BANG. Whitelegg and Williams indicate that the UK aviation industry is the fastest growing mode of transportation with the number of passengers increasing 310% over the last 25 years. They predicate that by 2050 passenger aviation will increase between 450% and 820%. While advancement in engine technology has decreased noise levels some, the rising increases of air traffic have made the reduction barely noticeable. The World Health Organization relates that noise levels effect health by causing insomnia, mental disorders, cardiac problems and stress (Community Noise 1993). High noise levels also can result in reduced responses and dulled startle reflexes, hearing impairment, decreased sexual drives and anxiety. The effects are even more troublesome to hospital patients and school children. The Plain Truth points out that obtaining information on air pollution from the aviation industry is difficult as the government position is that the airline industry produces very little. Not only do the aircraft produce toxic emissions, but service vehicles, maintenance equipment, terminals and hangars add to the mix. Toxic emissions also cause health problems such as aggravating asthma and compromised immune systems, which leads to infections. Chapter 3 The Airport Industry in the West Midlands 3.1 Airport Economics One of the main arguments for attracting airline business to the BIA is the economic benefits purported to accompany such a scheme. But do airports bring as much positive influence to an area as negative consequences Aviation growth contributes to economic development in two ways. The aviation industry itself provides employment, production, exports and investment and secondly, aviation helps other markets improve their businesses with rapid transport (Whitelegg 2001). Foreign visitors flying to the UK spent 11 billion, but UK tourists took 26 billion out of the country in 2004, creating a deficit, not profit from tourism (Why Airport Expansion is Bad for Regional Economies 2005). Tourists to the West Midlands spent 1,219 thousand, while residents of the area spent 2,165 in other countries. If aviation growth does reach the levels predicted by the government by 2020, then the tourism deficit for the West Midlands could be 3,350. Most regional development agencies and tourist boards believe that airport expansion is good for economic growth. The Airports Council International (ACIE) stated that restricting airport capacity in the UK could result in a loss of 9.3 billion in inbound tourist loses, but this does not take into account that much more revenue is leaving with British tourists outbound for foreign vacations (Why Airport Expansion is Bad 2005) Government statistics show a deficit in air transport services since the 1980s with a 3.3 billion deficit in 2004 (Government Pink Book 2005). The UK taxpayers subside the airline industry for a total of 9.2 billion a year because the aviation industry does not pay a fuel tax, pays low VAT and has duty free benefits. There is a blunt tax called Air Passenger Duty (APD) that increases the cost of flying by some 900 million a year, which is supposed to offset the lack of a fuel tax. The Friends of the Earth state that if the APD were increased by 10 it would generate revenue to battle the climate changes caused by the aviation industry (Counting the Costs 2003). So far the money generated from the tax has not been applied directly to control climate changes. Currently it is very debatable whether airports really bring revenue to regions when duty free flights outside of the UK cost the government 0.4 billion a year. The industry claims that higher priced tickets would prevent poor people from flying, however, the majority of passengers buying tickets on budget airlines are from the upper classes. According to a report by National Statistics, Travel Trends 2003, UK residents spent a record 28.6 billion outside the United Kingdom in 2003. For every 1 spent in the UK by European residents, UK residents spent 3 in Europe. The BAA responded strenuously to a report by the HM Treasury and Transport Department in 2003, which indicated that aviation, was not pulling its load by not paying VAT. The BAA responded that no public transport pays VAT and countered that aviation receives a considerable less amount from the government than other types of transport and that aviation funds the majority of its own expenses. Aviation was allotted 199 million while roads received 19 billion and buses some 7 billion (Counting the Costs 2003). The question that needs to be answered is, in comparison to the monetary and environmental expenses, is the aviation expansion worth the toll on regional quality of life What benefits will a new runway and additional facilities at BIA bring to the residents of Birmingham when balanced with the effects of road congestion, noise and air pollution With UK residents taking so much money out of the country on holiday and tourists bringing only a small portion back in to the UK, the seriousness of climate changes in Solihull borough need to be considered. The BIA Master Plan 2006 states that they support a balanced approach to airline development and operations that will encourage economic growth and social inclusion while keeping impacts on the environment minimal. The group, BANG, disputes the assertion that BIA has created a balanced plan since it has no clear target data for production or prevention of increases in emissions and noise. The plan is not proactive enough (Towards a genuinely balanced approach 2006). The Secretary of State responded to paragraph 13 in a report by the Transport Committee (TC) on aviation in 2003. 'Creeping development over the last two decades has increased uncertainty for people living near airports and alienated those who hoped expansion was over. It has led to uncoordinated, piecemeal development which failed to reconcile the strategic needs of the United Kingdom with local environmental concerns." While the government should not regulate how much people fly, there does have to be a sustainable level to minimize effects on the environment and health. The UK government is attempting to work internationally to change climate controls and states that taxing fuel would have to extend outside the UK where it has no authority (Government Response to TC Report 2003). There are many social benefits to air travel and a balanced plan needs to be constructed that will encourage economic growth without sacrificing health, land and ecology. Current Approach Genuinely Balanced Approach Definition of a Balanced approach Development and operation in such a way as to encourage economic growth and social inclusion, whilst minimizing the environment impact of the airport and its operations Development and operation in such a way as to achieve economic growth social inclusion and continuous environmental improvement Approach to Environmental impacts Mitigation. Major impacts reduced relative to previous proposals but allowed to increase relative to current levels Continuous environment improvement; major impacts either reduced or prevented from increasing relative to current levels Approach to Implementation of Environmental polices Extensive monitoring but no clear targets set; over reliance on external drivers (e. g technological progress, regulations) or other policies to indirectly deliver policy goals. Sets clear objective and unambiguous targets to reduce major impacts over time; proactively pursues policy goals. Benchmarks for Assessing environmental policies Forecast impacts compared against those of previous government or BIA proposals; industry 'good practice'; government guidelines; soft targets Acknowledges improvement over previous proposals, industry good practice and government guidelines, but adopts as most important benchmark current level of major impacts Approach to Future Development Predict-and-provide; aims to exhaust current capacity; timing and scale of proposals driven by projected growth in air traffic plan period; growth impacts expected to overtake the rate of environmental improvement. Views existing capacity as a resource to be managed; rejects development proposals driven solely by projected growth in air traffic; timing and scale of proposal determined by need to make the best use of existing capacity and prevent environmental impacts increasing over time. Table 1. Contracts between current approach of BIA Draft Master Plan and the alternative proposed by BANG. (BANG Response to the BIA Draft Master Plan 2006) The aviation industry does provide many jobs and enables many other businesses to flourish and be more successful, such as mail order, parcel carriers and pharmaceuticals. It is a fact that corporations will chose cities near major international airports when investing in new factory installations (The Future of Aviation). 3.2 Noise and Air Pollution In the government's response to the Transport Committee's Report on Aviation, the improved managed of air traffic control is discussed (Paragraph 16). Attention should be paid to the amount of time planes are lined up waiting on runways. This contributes to extended noise levels and emissions. Currently the extra fuel consumed and pollution generated in connection with wait times is not considered when debating runway expansion. Longer runways or more runways would reduce the added time planes sit the region polluting the air, causing vibrations and increased noise levels. While holding stacks will be necessary at major airports, improved management of air traffic could prevent too many aircraft at one time, allowing the Continuous Descent Approach (CDA) used by pilots to be more effective. The government also suggest better synchronizations between airports for a smoother schedule. Sound is measured in the decibel A Scale, expressed as dB(A). For sleep to be undisturbed requires a reading of 55 dB(A) or less. Measurements of 70 dB(A) make normal conversation impossible. Local residents and the aviation industry disagree on which methods to use for sound measurements. Two of the most common are Leq and Lmax. Residents prefer Lmax as it can measure a single event and picks up noise problems missed by Leq, which measures sound over a period of time. The aviation industry prefers the Leq method (Whitelegg 2000). The World Health Organization (WHO) discovered that children raised in high noise environments suffer from learning disabilities and cognitive development (Community Noise 1993). A New York study of primary school children living near JFK and La Guardia found that the level of noise was directly related to poor reading ability (Natural Resources Defence Council 1996). The WHO has created a list of maximum noise levels. Context dB(A) Bedroom 30 Leq Balconies, terraces, gardens 55 Leq Outdoors at Nighttimes 45 Leq Schools and Classrooms 35 Leq Outdoor Playgrounds 55 Leq Inside Hospitals 35 Leq Single Noise Event in Dwelling 45Lmax Table 2. Community Noise, WHO 1993 The areas around airports and flights paths often exceed the above safe noise levels determined by the WHO. The government and aviation have no current plans for significant noise reduction. High noise levels cause learning disabilities and health problems such as anxiety, stress and hearing loss (Whitelegg 2000) and the safe levels set by the WHO should come under serious consideration when planning for airport expansions. The problem of air pollution stems from other sources besides aircraft, such as storage tanks and refuelling stations that emit volatile organic compounds (VOC), service vehicles and the road traffic around the airport. The major pollutants are nitrogen dioxide, carbon dioxide, sulphur dioxide, hydrocarbons and particulate matter, which are solid or liquid particles in the air (Air Quality Study). To illustrate the problem, American research places airport pollution at the same level as oil refineries, chemical plants and power stations (Flying Off Course 1996). Health problems related to airport emissions are severe. Toxic Compound Health Effects Nitrous Oxides-nitrogen dioxide, nitric oxide and nitrous oxide. Are worse when combined with particulate matter. Aggravate asthma, damage respiratory cells, harm immune system which leads to infections Volatile Organic Compounds-formaldehyde, benzene and 1,3 butadiene Cause cancer and adult leukemia Particulate Matter Sinusitis, wheezing, chest pain, bronchitis Carbon Monoxide High levels cause headaches, drowsiness and nausea. Very high levels kill. Sulpher dioxide Chronic bronchitis Table 3. Data taken from The Plain Truth 2000. The toxic emissions from airports have serious health consequences and rank in the same pollution category as oil refineries and chemical plants. This issue must be addressed, especially since air travel is predicated to increase. Engine and airframe technology have significantly reduced aircraft emissions and noise levels, but caution should be taken when increasing traffic as such advancements could be cancelled out with congested airports (Future of Aviation 2001). 3.3 Effects on the Community One suggestion made by the Friends of the Earth was to include road pricing to reduce congestion. This method is called Demand Management. The government estimates that a network wide road pricing would reduce congestion by 5% to 20%. All major airports have the authority to acquisition land with government consent if in the public interest (Future of Aviation 2001). In Birmingham the real estate values have dropped 15% since the plans for expansion were publicized in 2002. The BIA has a narrow definition of areas affected and offers no compensation for those wishing to sell now (Friends of the Earth 2006). In the BIA Alternative scheme they indicate that if the wide-spaced runway is built that 41 properties will be lost and 290 hectares of greenbelt. BIA states that by using their proposed wide-spaced runway that 50% less property will be lost and reduces the number of residents affected by noise pollution. The aviation industry states they plan to include the communities in the expansion plans, but many people have not taken part in the opinion polls (Mori Poll) and the only social inclusion they experienced was to be told by the BIA that the expansion was taking place (Whitelegg 2001). In a consultation on air transport policy in 2002, questions were asked regarding the effects of airports on regional areas. 52% of those responding indicated that there were negatives aspects of developing and operating airports, while 38% states that there were no negatives qualities. The responses regarding what was negative were varied with such observations as spread of disease, damage to fruits and vegetables, labour shortages, tourist deficit, depressed housing prices, noise, pollution, vibrations and road congestion. Those that found no fault with the airports saw only positive aspects that included employment and economic development, outside investment, global trade and cultural diversity. Many supported decentralizing major airports to ease congestion by moving air traffic to smaller regional airports. This would also provide skilled employment in less populated areas. Surprisingly, only 9% thought there were both negative and positive aspects to having an airport in their area. In the past the government has used the "predict and provide" policy in road building, which means that planners estimated future traffic levels and politicians responded by endorsing large road buildings programmes (Master Plan 2006). This philosophy was rejected in the 1998 White Paper, A New Deal for Transport. The government declared that building more roads was not the solution to increased traffic, but focus should be instead on improving existing roads and keeping them maintained. Building new roads to the airports to pull traffic congestion away from the cities only increased traffic and emissions. Chapter 4 Conclusions and Recommendations on the BIA Expansion The Birmingham International Airport is the fifth busiest airport in the UK providing jobs directly or indirectly with aviation services. Sixty percent of the jobs are menial labour such as baggage handling and food service, with the rest a combination of varied skill levels from service techs and air traffic controllers to ground maintenance and airline pilots (Master Plan 2005). The expansion will also add temporary construction jobs. International airports attract investors that need access to long haul flights for new facilities, which enhances the economic status of that region. BIA is the largest employer and transport provider in the West Midlands. The airport provides a convenient link to Europe and other parts of the world and saves local residents long distance trips to larger airports such as Heathrow. There are negative aspects of the BIA with toxic emissions being the most serious since the effects on health are serious. The expansion will increase air travel in the region, which will increase noise and toxic emissions. There are ways of reducing the environmental impacts of the airport that include the wide-space runway, better management of air traffic, shorter holding times, higher tickets prices, synchronized scheduling with major airports and advances in gas turbine engines development (White Paper 2004). The BAA stated in their final white paper of 2005, that they plan to mitigate noise and other environmental disturbances with compensation for damage and funds for insulation of dwellings. This could be something that the residents of West Midlands could propose to the BIA as well, especially in schools, hospitals and homes for the elderly. The tourist deficit could be addressed by local governments to attract more tourists to the Midlands regions. A well organized marketing campaign could bring more visitors to the region, offsetting some of the UK revenue leaving for other countries. The Air Passenger Duty (APD) could be increased by the 10 suggested by the Friends of the Earth, which would earn 900 million extra for negative environmental impacts. While the government cannot apply a fuel tax without also taxing international flights, the UK can work with the EU to lower emissions and increase airport efficiency. BANG endorses environmental improvements rather than mitigation and a more proactive response to problems. Relying on technological advances requires some investment from BIA in research and further studies on energy conservation (BANG Response to BIA Draft Master Plan 2006). The opposition groups like Friends of the Earth and the Birmingham Anti Noise Group can aid in keeping the aviation industry in line with regulations and by informing the public about BIA schemes. Active, outspoken groups do make a difference. The West Midlands residents can work with the BIA to improve the economy and prevent any further deterioration of the environment, which includes land and property loss. The BIA Alternative scheme reduces the land needed for the new runway, while providing new jobs and improving airport capacity. Compromise and active citizen involvement can ensure that having a growing airport in the region does not have increasingly negative consequences. Airports are by nature noisy and polluting and bring traffic congestion, which is not going to drastically change. The government is aware of the noise and air pollution caused by the aviation industry and has addressed those concerns in White Papers. BHX is a value asset to Solihull borough and to the West Midlands and while growth and expansion are good, care should be taken that expansion does not override the ability of technology to keep up with emission controls. Opposition groups are not opposed to having an airport in their regions, but do insist that government regulations are enforced and that BIA respect local communities and their opinions. BHX brings direct social and economic benefits to the region, but BIA should be accountable for damage to property and the environment. The expansion will ease airline congestion, reduce aircraft holding times and move passengers through BHX more quickly. Unrestricted growth, however, is detrimental to the environment and not cost effective. The BIA Alternative runway is preferable to the longer one suggested by the government since it will take up less property and greenbelt land. References Air quality modelling of SERAs options technical report. (June 2003) BAA with AEA Technology. Airline to solve airport delays by cutting 1,000 flights from Heathrow (2004) The Birmingham Post. September 16, pg 22. Airport stakes claim in open skies free-for-all. (2005). The Birmingham Post. November 21, pg 3. Airport update: consultation or imposition Dec 2005-Jan 2006. Newsletter of the Birmingham Friends of the Earth. Birmingham Anti Noise Group (BANG) response to BIA Draft Master Plan. (March 2006). 'Towards a genuinely balanced approach: Submission to Birmingham International Airport draft master plan consultation.' Charter on transport, environment and health. (1999) World Health Organization. Regional Office for Europe. Civil Aviation Bill 2006. (March 2006) House of Lords and House of Commons, the Stationary Office Limited. Counting the cost; BAA's response to the HM Treasury and Department for Transportation Discussion-Aviation and the environment: using economic instruments. (June 2003). Environmental impacts: Chapter 3. (2004) Department of Transportation Consultations. Flying with big business: The European investment bank and the aviation industry. (2003) A Report by Friends of the Earth International and CEE Bankwatch Network, The future development of air transport in the UK: Midlands, a national consultation. The Birmingham Alternative (2003) BIA. The future development of air transport in the UK: Midlands (full report) (2002) Department for Transport. The future development of air transport white paper-a BAA progress report ( January 2006) Government's response to the Transport Committee's report on aviation. (December 2003) Secretary of State for Transport. Presented to Parliament by command of Her Majesty. Government's response to the environmental audit Committee's report on budget 2003 and aviation. (December 2003) Secretary of State for Transport Presented to Parliament by command of Her Majesty. Hallmark, Stephen. (2005) We're staying at No.1 in region; expansion plan: Birmingham Airport dismisses Coventry "Threat." Coventry Evening Telegraph. October 31, pg 7. Pain, Steve. (2004) Go-Ahead is boosting its airport parking concern. The Birmingham Post June 12, pg 15. Pink Book 2005. Office of National Statistics (ONS). Chapter 3, pg 42. Proposed detailed phased scheme for the erection of airport passenger terminals. Existing 1996 layout to proposed 2005-2006 layout.(1997) Birmingham International Airport Limited. Protecting against airport noise: proposals for schemes to address airport noise for communities close to the airport. (September 21-December 21 2004). BAA Stansted. Responsible growth: BAA's response to the government consultation, the future development of Air Transport in the United Kingdom. (May 12, 2003) BAA Dispatch UK taxpayers 'subsidise' airlines by 300 each every year. (March 13, 2006). Friends of the Earth press release. Retrieved June 1, 2006 from http://www.foe.co.uk/resource/press_releases/uk_taxpayers_subsidise_air_1003200 .html Williams, Alison. (2004). 7 million fliers a year and climbing; business life: booming Birmingham International believes passenger popularity will make it the airport of the century. Coventry Evening Telegraph. January 18, pg 19. Winning, David. Foreign investors have UK firms in their sights. (2005) The Birmingham Post. December 28, pg 15. Why airport expansion is bad for regional communities. (2005) Friends of the Earth Briefing. Whitelegg, John Professor and Williams, Nick. (2000) The plain truth about aviation and the environment. The Ashton Trust. Read More