The Impact of the London City Airport Expansion on the Surrounding Property Values - Literature review Example

Chapter 2 – Literature Review 2 Introduction Focused within the vicinity of London Airport, the main objective of the literature review is toprovide the readers with a brief overview regarding the effects and impact of airport expansion on property value. The literature review will gather some previous research, articles and journals that were written by accredited scholars and authorities. As part of the literature review, some of the existing primary and secondary research studies related to the research topic will be identified. 2.2 Background As of today, there are more than 40 airports in the United Kingdom. The table below shows the top seven busiest airports back in 2007: Airport Passengers 1 Heathrow 62,098,911 2 Gatwick 31,142,002 3 Stansted 21,204,946 4 Manchester 18,662,468 5 London Luton 8,427,893 6 Birmingham 7,592,240 7 Edinburgh 6,900,000 Source: CAA, 2008 London City Airport, one of the smallest airports in London, is located six miles east from the city of London (Airport Parking Express, 2009). It is the only Airport located just two miles from the site of the 2012 Olympic Games and three miles from Canary Wharf. As part of the expansion programme for it departure lounge, London City Airport spent £30 million (US$60 million) for the construction of four new aircraft parking stands (Bonnassies, 2008). Basically, the said expansion project was eventually completed back in May 2008. Reg Ward, the Chief Executive of the London Docklands Development Corporation (LDDC), was the first person who developed strategic ways on how to increase the operational efficiency of the airport back in 1981 (London City Airport Consultative Committee, 2009). It was in 1987 when the London City Airport was granted for route licences from the CAA before it was officially opened. One year after the airport was opened to the public, LDDC managed to handle as much as 133,000 passengers within its first year of operation (London City Airport Consultative Committee, 2009). The runway of the airport was only 1,080 metres in length with a glide slope of 7.5 degrees. Due to the limited space, LDDC managed to serve only a few numbers of small-size aircraft. Back then, LDDC was offering its runway only to De Havilland Canada Dash 7 and the smaller Dornier Do 228 which are commonly used for passenger services, freight, and other surveillance and military purposes (London City Airport Consultative Committee, 2009b). To provide its service to larger aircraft types, LDDC decided to expand its runway in 1989. In 1990, LDDC was able to handle as much as 230,000 passengers (London City Airport Consultative Committee, 2009). However, the number of passengers significantly decreased after the incidence of the Gulf War. It was only until 1993 when the airport managed to increase the number of passengers up to 245,000 (London City Airport Consultative Committee, 2009). During the same year, LDDC’s extended runway had been opened. Since the glide slope was reduced to 5.5 degrees (London City Airport Consultative Committee, 2009c), some of the larger aircraft types were able to use the airport. The number of passengers has increased from a little more than half a million in 1995 up to more than 2.9 million passengers in 2007. (London City Airport Consultative Committee, 2009) Due to the sudden increase in the number of passengers, LDDC is becoming too small to handle the significant increase in the market demand. For this reason, the airport management is considering to spend another “£40 million expansion plan” which includes the possibility of offering new destination sites to the public consumers (David, 2005). Today, the London City Airport has recently become the only airport to be ranked in the top 500 brands by business leaders and professionals. It was placed at 415 in Business Superbrand ranking due to its success in creating a strong reputation and making an impact on the UK business sector. (Park BCP, 2009) In line with being the only airport ranked in the top 500 brands, Richard Gooding – the chief executive of London City Airport revealed that “more and more business travellers are recognising the benefits of London City Airport as it is located on the doorstep of the City and Canary Wharf” (Cheap Flight, 2008). 2.3 Expansion Plans Aside from expecting the number of takeoffs and landings to double up to 14,000 in 2007, it is expected that travellers using the airport will increase from 2 million in 2005 up to at least 3.5 million by 2010 (David, 2005). Back in October 2008, The London City Airport received permission to increase the number of flights by 50 percent (Skyscanner, 2008). Furthermore, the Newham council has given approval for the airport to increase the number of routes from “80,000 to 120,000 per year” (London City Airport News, 2008). Because of the high number of expected passenger traffic, the plan of the expansion has included the widening of the terminal station and the development of more spaces for the aircrafts. This will create additional 1,000 jobs making the London City Airport the largest private sector employment site in Newham. (London City Airport, 2008) The new target for the airport will handle “8 million passengers per annum by the year 2030.” (London City Airport, 2006) Basically, the expansion development plan has been divided up into three phases. Phase I will allow London City Airport to accommodate up to 3.5 million passengers per annum by around 2015. (Greater London Authority, 2006) Expected to be undertaken by year 2015, phase I which included that extension to the terminal building. Furthermore, a new hanger will be built to allow aircraft maintenance and a replacement of the fire station will be taken placed. The second phase was designed to allow London City Airport to accommodate around 6 million passengers per annum between 2015 and 2025 whereas the third phase will enable London City Airport to accommodate around 8 million passengers per annum by 2030. (Greater London Authority, 2006) Basically, phase two and phase three are expected to be completed between the years 2015 to 2030. As a result of expanding the airport, more aircrafts parking stands is expected to be situated along the east of the airport terminal. Likewise, a new taxiway is also expected be constructed in order to cater the needs of the passenger. Aiming to minimize the traffic, a multi-storey card park will have to be built in order to replace the current surface car park. Eventually, it is possible that a new terminal would also be constructed to replace the existing terminal. 2.4 The Economic Benefits of the Proposed Airport Expansion Plan The London City Airport is looking forward to become a primary gateway for travellers during the 2012 Olympics. Because of the large number of travellers going in and out of the country to witness the Olympic games, Arup reported that the country is expected to experience economic benefits including: (1) roughly more than 3,000 additional jobs for the local people; (2) approximately £70 million worth of economic growth; and (3) additional income of £280 million to £507 million coming from tourism alone (House of Commons Transport Committee, 2006, p. 9). Even though the London City Airport is growing mainly for private jets as of the moment, Rupa Haria – the London City Airport spokesperson stated that “the number of leisure travellers, as opposed to businesses passengers, is continuing to increase at the east London Airport” (Skyscanner, 2008). Aiming to increase the airport’s capacity to handle roughly 3.9 million passengers (London City Airport News, 2007), the London City Airport has already submitted a planning application for its growth up to 2010. Aside from focusing on the expansion plan of the London City Airport, the Transport for London (TfL) has already publicly announced investing as much as £10 billion for the need to operate, maintain, and support the extension of the Docklands Light Railway (DLR) aside from the Lewisham and London City Airport extension route going to Woolwich Arsenal (Transport for London, 2005). As a result of improving the local transportation, the expansion of the airport will enhance the growth of the local and international businesses as well as tourism in London (London City Airport News, 2008). As the eastern part of London becomes more popular, a lot of new commercial and transportation developments are expected to take place. For instance: The increase in the number of local and foreign travellers could inspire the construction industry to build more hotels and other related leisure places. Likewise, the increase in demand for transportation group could open up new business opportunities for the local people. As a result of increasing the investment opportunity in the area, the eastern part of London could generate more job opportunities for local people. Today, the London City Airport is providing as much as 2,000 local jobs for the people. As soon as the airport expansion plan has been approved by the local government, the number of employment within the airport is expected to increase by additional 1,000 employees. In line with the increase in the provision of job opportunity, London City Airport is committed to recruiting local residence within a five-mile radius from the airport (London City Airport News, 2008). 2.5 The Adverse Mental and Health Impact of Airport Noise Disturbance Researchers also showed that people living for at least five years near an airport would have greater risk of developing chronic high blood pressure or hypertension as compared to those people who live in a peaceful environment. (Airport Watch, 2008) In line with this matter, environmental noise is often considered as a health stressor that can cause a person to suffer from psychological irritation. In general, excessive exposure to a continuous environmental noise disturbance between 85 to 90 dBA is enough to cause a person to suffer from the loss of hearing and the increase in the threshold of sensitivity to sound (Kryter, 1985). Basically, the type of noise varies depending on the noise’s intensity, frequency, duration, or even the complexity of the sound. Since too much noise causes a person to become annoyed and stressed out, it is likely that a person could eventually develop a possible illness (Black et al., 2007; van Dijk, Souman, & de Vries, 1987). There is a lot of health problems associated with aircraft noise. Upon examining the impact of airport noise coming from Heathrow and Gatwick airports, the Civil Aviation Authority Study revealed that there is a strong connection between sleep disturbance and an increase in environmental noise (Civil Aviation Authority, 1980). Aside from the fact that environmental noise could disturb the sleeping patterns of an individual (Ohrstrom, 1989; Civil Aviation Authority, 1980), medical research studies have shown that excessive exposure to aircraft noise could lead to hypertension, cardio-vascular diseases and psychiatric conditions. (Black et al., 2007; Stansfeld & Matheson, 2003) “Aircraft noise events could cause an average increase in systolic blood pressure of 6.2 mmHg and an average increase in diastolic blood pressure of 7.4mmHg.” (Airport Watch, 2008) In general, people who often experience a sudden increase in the blood pressure of more than 140/90 mmHg have a higher chances of experiencing a life threatening event since excessive airport noise could lead to a lot of major risk factors such as coronary heart disease, stroke, kidney failure, and dementia (Science Daily, 2008). Although Goto and Kaneko (2002) revealed that there is no significant connection between airport noise and blood pressure among 183 women who participated in the research study, there is a possibility that excessive exposure to environmental noise during sleep could increase a person’s blood pressure, heart rate, and finger pulse (Stansfeld & Matheson, 2003). Likewise, some people who finds it difficult to sleep may end up taking non-prescribed sleeping medication or sedatives at night to avoid headache or feeling tired and restless in the morning (Franssen et al., 2004). With regards to heart condition, several studies revealed that there are a lot of research studies that has proven a direct link between noise and hypertension but not with cardiovascular disease (Stansfeld & Matheson, 2003). Furthermore, researchers also discovered that properties which are near to airports and which are in city centres have different temperature distributions and this has a various impact on mortality (de Donato et al., 2008). Upon examining the differences in temperatures at the airport of Milan, Rome, and Turin; the researchers revealed that many of the elderly women suffer from psychiatric conditions, depression, heart, and circulation disorders aside from cerebrovascular disease during summer (de Donato, et al.). Aside from the adverse health effects caused by the increase in temperature, the American Academy of Pediatrics (1997) revealed that too much noise does not only affect hearing loss and high blood pressure but also dangerous on the fetus and the health of a newborn. As part of minimizing the negative health impact of airport noise over the health of the people living close to the vicinity of the London City Airport, the airport operator BAA revealed that a high level of airport noise have been reduced because of the introduction of new aircrafts (Murray, 2008). Despite the use of new aircrafts, it is still possible that the increase in the number of domestic and international flights would still mean that the noise impact of aircrafts over the health of the local people would remain as bad. London City Airport has been showing their concerned about the environment and issues related to climate change. (London City Airport, 2009) Even though the London City Airport’s greenhouse gas emission has not reach the threshold for the scheme yet, the airport has already implemented that all airlines should strictly follow the guidelines set under the European Union Emission Trading Scheme (EU ETS) in 2011 in order to effectively control the emission of greenhouse gases (London City Airport, 2007). Likewise, the airport is currently practicing not only the proper waste management for food and non-food items that are consumed within and outside the aircrafts but also the use of proper safeguarding, sound insulation grant scheme as well as the noise and track keeping (NKT) system to monitor and minimize the noise levels coming from the aircrafts (London City Airport, 2009a, b, c, & d). 2.6 Impact of Airport Noise Disturbance on Property Value The expansion plan of the London City Airport means that more aircrafts will be taking-off and landing. The research study that was conducted by Visser, van Wijnen, and van Leeuwen (2005) examined the possible relationship between the aircraft noise with the people’s safety risks and long-term adverse health effects like cancer. To prevent any forms of health detriments associated with the noise nuisance that is often caused by airplane take-off and landing, the London government is trying their best to keep the local airports and property development far apart from each other (Caruana & Simmons, 2001). Particularly in some other countries, there are regulations on how far a development can be built within the vicinity of an airport. For instance, in Netherlands it is prohibited to build properties within the first 30 KU zone from the airport whereas no new homes can be constructed to the existing developments within the 35 KU zone. To prevent loud aircraft noise, The London City Airport has implemented a Noise Management Scheme. The Noise Management Scheme was approved by the local planning authority back in 1993 (Adshead & Innes, 2007). The scheme is consists of the acquisition of special equipments used in measuring the noise of aircrafts and determining their flight tracks. Basically, the main purpose of the scheme is to minimize noise disturbance. As part of the scheme; each of the local airport management is required to include the following points as stated below: (a) “The use of combined monitoring of noise and track-keeping in order to identify any deviations from the standard routes should be followed by any aircraft using the airport aside from verifying the noise contours”; (Adshead & Innes, 2007) (b) “A system of incentives and penalties which shall include financial penalties (but not in the case of track-keeping infringements) as well as operational penalties in order to: (i) Minimize noise disturbance from aircraft using the Airport including any aircraft overhaul facility; (ii) Ensure that track-keeping is maintained by aircraft using the Airport; and (iii) Control maximum noise levels of aircraft using the Airport.” (Adshead & Innes, 2007) (c) “The minimising of noise disturbance that arises from the operation of any aircraft overhaul facility, from aircraft at the Approved Ground Running Location, or generally from any aircraft ground noise source subject to the requirement to ensure the safe operation of aircraft at all times” (Adshead & Innes, 2007); and (d) “Regular meetings and consultation with the Airport Consultative Committee and such other statutory body or bodies as may be reasonably nominated by the Council, and provision to the Local Authority of all relevant information indicating the efficacy of the Noise Management Scheme.” (Adshead & Innes, 2007) The London City Airport has a program to sound-insulate properties materially affected by noise triggered at a lower noise level (57dB LAeq 16h) than at any other airport in the UK. (Adshead & Innes, 2007) In order to minimize the production of noise disturbance, the airport will continue to follow the program which includes requiring each of the local residents to sound insulate their homes at a low trigger level. Several research studies were done to test the effects of airport noise on residential properties as compared to commercial properties. (Pope, 2008; Bell, 2001; Pitt & Jones, 2000; Feitelson, Hurd, & Mudge, 1996) Upon examining the impact of the Manchester Airport second runway – the third largest international airport in the UK on property values of residential and commercial properties, Pitt and Jones (2000) revealed that the socio-economic effect of airport noise has on property is different for commercial and residential property. In general, the presence of the airport closer to commercial properties has more benefits to the local economy as compared to the construction of residential homes close to the airport. In most cases, the construction of residential properties close to the airport is not advisable because of the short- and long-term adverse health effects of airport noise nuisance caused by the aircrafts to the residence given that the airport is located close to a residential property (Visser, van Wijnen, & van Leeuwen, 2005; Pitt & Jones, 2000). In some cases, the total property value of the residences close to the local airports could depreciate more often as compared to the residential communities that are situated away from the airport. Basically, a property value can be assessed by comparing the location of the property in respect to noise contour using a price equation. (Pitt & Jones, 2000) As explained by Pitt and Jones (2000), the affect on property value can be calculated such that the level of noise is inputted into this price equation as an independent variable. The presence of airport noise could significantly affect the home buyers’ willingness to pay (WTP) for residences. According to Feitelson, Hurd, and Mudge (1996), “beyond a certain disturbance threshold, households are unwilling to pay anything for the residence; yet, different households have different thresholds.” It simply means that a home buyer’s decision to purchase a residential home close to the airport varies from one person to another. Likewise, Pope (2008) revealed that the presence of airport noise does not always affect the buying decision of a prospective buyer to purchase a house close to the airport. In other words, the personal preferences of a prospective buyer such as wanting to live in a quiet and peaceful surroundings, are some of the common factors that needs to be considered when purchasing a residential property close to the airport. 2.7 Public Opinions Related to the Airport Expansion Plan of London City Airport Even though the economic impact associated with the airport’s expansion plan seems to be very promising, there are still a lot of people who are against the approval of the plan. According to John Austin – a member of the Labour MP for Erith and Thamesmead: “the proposal to increase the aircraft movements from 80,000 to 120,000 could result to an unacceptable increase in noise and disturbances for nearby residents” (London City Airport News, 2008). Aside from leaving a large amount of fumes and aircraft noise, some people also considers the airport expansion plan unrealistic due to the fact that no signs are present regarding the infrastructure development plan between North Woolwich going to Silvertown nor the provision of open spaces for recreation, improvements in the bus service, and the increase in the use of other mode of land transportation heading to the London City Airport (Annie, 2008). There are a large number of public opinions trying to stop the development of the expansion plan. Since the increase in flights would eventually increase the aircraft noise and air pollution, most of the local residences with their house located under the flight path do not support the expansion plan. A guy named Roger Wood stated: “When a person sits at his home and an airplane is taking off and generates 88.8db, it doesn’t really matter what is the average” (Wood, 2008). Because of a long list of health and environmental concerns, Mayor Boris Johnson has also withdrawn himself from having the power to give consent to the airport expansion plan (Hill, 2008). Instead of allowing the Newham Council to grant the planning consent for the London City Airport, the London Assembly was allowed to make the final approval for the plan (Hill). It remains a question as to whether or not it is feasible on to give consent to the London City Airport’s expansion plan. Despite the negative public opinions regarding the said project, the management behind London City Airport revealed that they have no plans in changing its opening hours to maximize the company’s profitability out of using of the available airport facilities. For this reason, the airport management claims that pushing through the airport expansion plan will not affect the residents who are living within the area. In fact, the London City Airport has agreed to maintain a number of restrictions on its operation. Some of the restrictions include the following: (1) the banning of noisy aircrafts; (2) restriction on night flights; and (3) the closure of the airport during weekends (London City Airport News, 2008). 2.8 Future Expectations Property experts like the Buy Association is expecting that the value of residential and commercial properties situated within the east of London may increase over the next few years. This is primarily due to the preparation for the 2012 Olympic Games and the expansion of the London City Airport. (About Property, 2008) Pursuing the airport expansion plan is not likely to affect the property values due to the fact that east London where the airport is situated is an urban area. Therefore, it is less likely that huge planes would be using the airport facility. Because of the fact that the London City Airport is mainly used for private jets and smaller aircrafts, the granting the expansion plan would eventually improve the available land transport infrastructure around the area. For this reason, it is possible that the property values of both residential and commercial properties built around the airport vicinity may increase overtime. There is really no guarantee that the residential or commercial properties built around the airport vicinity would not earn profit. Recently, the market price of a property that is built close to the flight path and noise contour has been going up whereas the property value of a property in Greenwich crashed (London City Airport Fight for the Flights, 2008). There was a campaigner who recently valued some residential homes. “One was told that their property value had decreased by £57,000 in 3 years whereas a similar development had lost over £100,000” (London City Airport Fight for the Flights). The value of residential or commercial properties is not totally dependent on the proximity of the property from the airport. In general, external factors such as the economic growth or slowdown could significantly affect the property value residential and commercial properties (Livingstone, 2009). In case there is an economic growth, demand for residential and commercial properties would go up and vice versa. Likewise, the personal preferences of the buyers also affect the property value (Filatova, Parker, & ven der Veen, 2009). In case the demand for commercial property within the airport vicinity is high, it is likely that the demand for residential property within the area would also increase. Therefore, it is most likely that the value of these properties would eventually increase as soon as the demand for both properties is high. References: About Property. (2008, January 17). 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