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Session 2013-14
Publications on the internet
Transport Committee - Minutes of EvidenceHC 78
Oral Evidence
Taken before the Transport Committee
on Tuesday 4 December 2012
Members present:
Mrs Louise Ellman (Chair)
Kwasi Kwarteng
Karen Lumley
Lucy Powell
Iain Stewart
Examination of Witness
Witness: Willie Walsh, Chief Executive Officer, British Airways and International Airlines Group, gave evidence.
Q239 Chair: Good afternoon and welcome to the Transport Select Committee. Could you please give us your name and organisation?
Willie Walsh: Willie Walsh, Chief Executive, International Airlines Group.
Q240 Chair: Mr Walsh, discussions about aviation and the issue of the need for increased capacity have been going on for a long time. Is there any new ingredient in the current debate?
Willie Walsh: The decision of the Government to establish the Davies Commission has been seen by some, and maybe by many, as a step in the right direction. Personally I am not optimistic. If you look at the history of these Commissions, we had the Roskill Commission in 1968, with the report in 1971. The report probably sits somewhere and nobody has done anything about it.
My own view is that the issue is too difficult for politicians and Governments to deal with. I am not optimistic that anything will change in the foreseeable future. As a result of that, we are planning our business on the basis that there will be no change to the capacity at the airports that we operate to in London. We have made decisions based on that assessment. I am an interested observer at this stage. I have very strong views. I campaigned long and hard for the third runway under the previous Government. I felt that the decision of the Opposition, both the Conservative party and the Lib Dems, in opposing the establishment of the building of a third runway was wrong and that the decision of the Government to cancel the approval for a third runway was a mistake. I believe we will live to regret that decision.
Q241 Chair: You say you are planning on the basis of there being no change. Over what period no change-ever?
Willie Walsh: I have said publicly that I still believe that in 2050-if you want to take that as a long-term view-British Airways will be operating from a two-runway airport at Heathrow. I don't see anything that would indicate to me or convince me that that situation will change.
Q242 Chair: Do you think there will be any expansion at other airports in the south-east?
Willie Walsh: I think cases can be made for additional runways at some of these airports. The debate needs to be widened significantly to understand how these new runways would be funded. I am always interested to hear airports making commitments to spend money. Typically, they are committing to spend somebody else's money. I am not aware of any consultation that has taken place between the airports and the main airlines operating at the airports to justify the significant additional capital expenditure that would be required and the resulting increase in operating charges at the airport to pay for that investment.
I have seen the public statements by Gatwick about a second runway after the ban on the second runway passes in 2019 or 2020, but I am not aware of any discussions that have taken place between Gatwick and the airlines operating there to see if the airlines actually want another runway at Gatwick and to see how the airport would propose to fund the building of a second runway.
There are a lot of issues that need to be discussed in quite some detail before we could make any reasonable judgment as to whether there will be a change in the number of runways at the airports in the south-east of the UK.
Q243 Kwasi Kwarteng: You have clearly stated your position with regard to why you don't think there will be any movement. Why do you feel that the reports of these Commissions have in the past simply failed to get any traction? Is that politicians being too afraid of making bold decisions? What is your understanding of that failure?
Willie Walsh: I think it is fear on the part of politicians. They are afraid to tackle tough issues. I read with interest statements made by the Prime Minister about the responsibility of Government to tackle the difficult issues. This is a difficult issue that has been kicked into the long grass and I think it will stay there for some considerable time. I don't think you require a Commission to spend three years considering an issue that has been debated, particularly given that there was a similar Commission over 30 years ago that concluded that additional capacity was required.
It is too difficult. There are 73 constituencies in London. The political parties take a view that expansion of the airport at Heathrow will be unpopular and therefore risks votes. It is a decision that politicians will take, rather than looking at the national interest and what is required to address the economic needs of this country.
It is quite staggering and the figures I give are interesting for those who want to listen. If you go back, in 2001, Dubai international airport ranked No. 99 in the world in terms of international passengers. Heathrow was No. 1. In 2010, Dubai was thirteenth. In 2011, it was fourth. It has seen growth to the end of October of this year of 13.5% versus growth at Heathrow of 0.6%. It will overtake Heathrow as the No. 1 international airport in the world certainly within two years-three years at a push. It is doing that at the expense of growth in the UK.
If you look at Eurostat data for 2007 to 2011, the growth in Europe has been somewhere in the order of 6.4%, if you exclude the UK. If you look at the EU 27 and take out the UK, we have seen growth of about 6.4%. That is 55 million or 56 million additional passengers. The passenger numbers in the UK have gone down by 7.2% or about 16 million passengers. The idea that we are in a recession and there is no growth is a nonsense. Yes, we went through a recession in 2008 and 2009, but most countries have come through that, certainly in terms of airline passenger numbers, and have seen significant growth. That growth is taking place right across the world. The only place we are not seeing growth is here in the UK and particularly in the south-east.
Q244 Chair: Is it your view that there isn't a need for growth at Heathrow or in the south-east or that it is too hard to achieve that growth?
Willie Walsh: I think there is a need for growth. The global economy will continue to grow. Air transport will continue to grow. If you look at the aircraft manufacturers-naturally, they are biased, but it is an interesting assessment of the world-the recent report by Airbus indicates that they expect to see average annual growth of 4.8% between 2010 and 2030. That is a significant degree of growth. A lot of that will be in so-called developing economies, so internally within Asia, but the estimate for growth within Europe has been 3.2%. That is significant in its own right.
We don't have that capacity available. You can't see that level of capacity growth in Heathrow because the airport is full. The only way we will get growth at Heathrow now is by increasing the size of aircraft. Heathrow already operates with probably the highest percentage of wide-body long-haul aircraft anywhere in Europe and certainly by a long distance in the UK. You can't get any more flights into Heathrow and therefore growth will be dependent on restructuring the nature of the flying that goes on in Heathrow. Those are some of the things that we will do at British Airways following our acquisition of BMI. Given that we don't believe a third runway will be built, we went out and spent our money on acquiring BMI. We will use some of the slots that BMI had for short-haul flying to expand our long-haul network.
To some degree, the UK economy will benefit because we will provide connectivity to growth markets, but it is not going to be the level of connectivity that will enable the economy here to continue to compete on a truly global scale.
Q245 Chair: How much growth can be achieved by the methods you have now suggested?
Willie Walsh: We are estimating that in the short to medium term we can probably grow our capacity by 2.5% to 3% at a push. That is largely by replacing narrow-body aircraft with wide-body aircraft. We will not significantly increase the number of aircraft in our fleet. In fact, the number of aircraft will reduce, but the average size of the aircraft we are operating will increase. We can certainly do that for the next five to 10 years with the slot portfolio that we have.
From a British Airways and IAG point of view, we have taken steps at least to ensure that we have an opportunity to grow. That growth will not keep pace with the growth internationally in other countries and will not enable us to provide the same level of connectivity to important growth markets. We will get some and that is an important feature of the British Airways' business plan, but the UK economy will still suffer as a result of the lack of capacity. It is very much the case that capacity is required, but, as I have said, I don't believe we will see that capacity being provided.
Q246 Kwasi Kwarteng: You have said that the UK economy will suffer. I would be interested to hear you giving more specifics on what the dangers and the risks are. I would also like to ask you about your view of Michael O'Leary's suggestion that, instead of just thinking about Heathrow, we should try and have a new runway at Stansted, Gatwick and Heathrow, vastly increasing capacity and thereby enabling them to compete fully with each other.
Willie Walsh: His premise was an interesting one. He argued that, if you had excess capacity and therefore built traditional runways at Heathrow, Stansted and Gatwick, you would have greater competition between the airports. Competition between the airports should lead to lower charges for the airlines and for customers and better quality of product, so you would have genuine competition, which we don't have today. I would agree with that, if that is what you are looking for.
Who is going to pay for those runways? I have no interest in paying for a runway at Stansted, but, if Michael wants to pay for it, I am sure people will let him do that. I don't see a business case to build a second runway at Gatwick. Given that the ultimate price falls through to airlines and passengers, I would want to see a business case that justified that. The only business case that you could stand over is a business case to invest in a third runway at Heathrow. As I said, I don't think that is going to happen, so we are not going to waste any time spending money, planning or looking at options around that because I don't think it's going to happen.
Q247 Lucy Powell: I have a slightly related point about the issue of hub versus multi-hub. We heard yesterday from the different airports. Gatwick airport were quite aggressive in their assertion that their expansion would alleviate a lot of the capacity issues and that they could in fact become a secondary hub that would be able to provide some of the long-haul flights. What is your view of that? You have just said now that you did not think there was any business case for a second runway at Gatwick.
Willie Walsh: No. If you look at the airports, the nature of the business at the main airports is very different. At Heathrow, you have a relatively high proportion of long-haul aircraft. I just looked at some figures so I will quote them here. 64% of all Heathrow passengers are from non-EU 27 countries. If you exclude domestic travel and EU 27-take that out of the equation-64% or 41.5 million passengers at Heathrow are from non-EU 27. If you look at the same figure for Gatwick, it is 7.2 million. Non-EU scheduled services at Gatwick are 21.5%. If you look at Manchester, it is 3.8 million or 23%. The nature of these airports is very different, and the idea that one airport is the same as another is not true.
If you further dig into the activity at Heathrow and the others, what is interesting about Heathrow is the high percentage of business travel. It is 28% business travel compared with 12.4% at Gatwick, 12.6% at Manchester and 13.6% at Birmingham. If you look at the split between foreign and UK-based, there is equally quite a difference.
When you look at the leisure market, what is surprising is that there is actually a surplus, if you like. We talk about a tourism deficit, but there is a surplus of foreign tourists flying into Heathrow versus all of the other airports where there are more UK-based tourists flying out of the country. The activity at these airports is very different.
Yes, you can have a second runway at Gatwick if you can afford it. The idea that Gatwick will then become a hub doesn't necessarily follow. You would have to do a lot of work, and to change the profile of the customer base, both in terms of the airlines and the passengers, would take years and years.
What you have in Heathrow, as I said, is the No. 1 international hub airport in the world. It is No. 1. The UK has the No. 1 international hub airport in the world. The debate that we have had is how can we constrain that; should we close it down; should we stop the growth; should we artificially somehow try and create something to compete with it? It is not going to happen. The amount of money that somebody would have to spend-and it won't be IAG-in trying to achieve that would be huge. We tried to do it in the 1990s and it was a failure; it cost us a fortune. We will not try to do it again.
You have to start with looking at each of the airports. What is it that they are doing today? Who are the customers flying from these airports? You have to try and understand how you could change that, how long it would take you to change that and how expensive it would be. At Heathrow, you have the starting position. You are No. 1 in the world. The idea that you can do this overnight or even in a reasonable period-and I would describe a reasonable period here, given that the runway could not be built at Gatwick until 2020, as 2030 or 2040-is so far out in the future that the lost ground in terms of the UK economic position will quite honestly make these issues irrelevant. You will be trying to catch up so much that we won't be able to afford it.
Q248 Iain Stewart: I want to pick up on one of the comments you made about attempting to have an alternative hub in the 1990s. Were you referring to Birmingham there?
Willie Walsh: Gatwick.
Q249 Iain Stewart: You did have a regional hub at Birmingham for some time and then you discontinued that. Can you segregate the transfer market into long-haul intercontinental against European transfers? If so, could you then restart a secondary hub at Birmingham or some other airport?
Willie Walsh: I have looked at some of the figures. Manchester airport is probably the best example. I know Birmingham has ambition and has expanded its runway, but from memory-I can probably check the figures and I have them here somewhere-the passenger traffic at Birmingham has been in decline for the last few years. I don't think an extended runway is going to make a big difference there, to be honest with you.
Manchester is probably the best example where they have identified a significant number of customers who fly from Manchester to China. They believe they could attract flights to China. The interesting thing about it is that there is a big difference between flying a short-haul narrow-body aircraft and a long-haul wide-body aircraft. Price is one of the things. The cheapest wide-body long-haul aircraft today is somewhere in excess of $220 million compared to about $80 million for a short-haul aircraft. Typically, there are about 250 seats in the aircraft. You need a lot of passengers to justify a daily service. You would probably need at least 150,000 passengers annually, assuming that they all travelled in an equal distribution across 365 days of the year; otherwise you are not going to be able to operate a daily flight.
There isn't sufficient traffic that wants to go to these airports or to these cities to justify that. You might be able to get some services. You are not going to be able to get a regular frequent service to multiple cities. The only way you can do that is through a major international hub airport, where you can supplement the direct demand that exists with transfer traffic.
I just can't see how you can do this on a viable and profitable basis. If you assume that airlines are sensible and look to make a return on the significant investment that they would have to make-in excess of $200 million to buy the aircraft-I don't see sufficient traffic existing in many of these markets to justify that level of commitment. So, quite honestly, if we are talking about long-haul global connectivity, it really works best at a major international hub. The other way it works is where the airport is served as a spoke from somebody else's major international hub. That is what you are seeing with Dubai.
The interesting thing about Dubai is to look at distance, because the environmental argument is very important here. British Airways started flying from Heathrow to Seoul in South Korea. If you look at the great circle distance, which is the shortest route between two points on the globe, flying from Heathrow direct to Seoul is about 37% shorter than if you fly Heathrow-Dubai-Seoul. In fact the geographic location of Dubai does not really benefit anybody in terms of distance and environmental issues, travelling from the UK other than to places like India, because it is not well located geographically.
What we are seeing today is that people from Manchester are flying to Dubai to connect to India. They are flying significantly longer distances than if they were flying Manchester-Heathrow. If you are concerned with the environmental argument, frankly, we are actually pushing people into less environmentally sustainable-friendly ways of travelling because we are forcing them to transfer over other hub airports outside the UK.
The issue is quite simple for me. The economics of the airline industry are pretty fragile at best. Airlines do what makes most sense and struggle to make profits doing that. There is no way you will get airlines committing to doing something that has no sustainable return and no economic case to support it. Quite honestly, the aspirations that some of these airports have are clearly unattainable.
Q250 Iain Stewart: I want to approach the question from another angle. It is not about feeding the long-haul flights at a hub; it is whether you can remove from Heathrow some of the European connections to another airport.
Willie Walsh: But they are vital to supporting the long haul.
Q251 Iain Stewart: That is what I am trying to get at. You could not segregate that market.
Willie Walsh: No; they are vital. You can operate what we call point-to-point very successfully. If you look at the profile of passenger traffic and airlines operating from the likes of Birmingham and Manchester, there is a significant point-to-point market. There is a significant charter market as well-a leisure market. At Heathrow, the structure is such that you need the short-haul European flights available to feed traffic into the long-haul hub.
From an economic point of view, the major concern is about the long-haul global connectivity. Sometimes that is at the expense of very important economic markets. They often get dismissed. I have heard some politicians saying that we should stop flying to places like Cyprus and Greece from Heathrow. Interestingly, there are only six EU 27 economies where the UK has a balance of trade surplus. Greece and Cyprus happen to be two of them. The idea that you stop flying to places that are economically important to you is madness to me. This is where the debate has gone wrong. People aren't looking at the big picture here. What is the economic and environmental issue? What is important today? What has been driven by history and what is going to be important for the future?
It is a very important debate that has been glossed over. I have not seen any political engagement. It needs to be cross-party, let's be honest. You need to see full cross-party engagement in this issue if you are to see decisions being taken that we know will be implemented and will be able to follow changes in Parliament, because these are long-term decisions. I just don't see that happening.
Q252 Chair: You have cross-party interest in this Committee this afternoon. What circumstances would lead you to resume international flights from regional airports?
Willie Walsh: It is very simple. If we could make money doing it, we would do it. The focus of BA has been to have a long-haul network primarily operating from Heathrow. We fly from three London airports: London Heathrow, which is our main area of operation, London Gatwick, which is an important airport for us, and London City. All three London airports are very important. We fly from all three London airports to points in the UK operating in the domestic market. From Heathrow, it is mainly about providing connectivity to the long-haul network that we operate, which is not available from the cities on a direct basis.
If we could make money flying on a point-to-point basis from other airports in the UK, we would do it. If you look at our aircraft, our long-haul aircraft are typically configured in what we call a premium rich configuration. We have a lot of seats in first and business class because there is huge demand for that product in London. The demand for that product outside London is a tiny fraction of it. If you look at it, the premium market in London is twice the size of Paris. Paris is twice the size of Frankfurt and Amsterdam. It is 10 or 20 times the size of the market in other UK airports. We would have aircraft configured in a way that is extremely inefficient for airports other than the London airports that we fly from. It just wouldn't make sense for our business.
What you could do is have a dedicated fleet of aircraft configured for these airports, but that adds complexity and cost. If we felt that we could do that and make money doing it, then we certainly would look at that. But, historically, we have not been able to do that and I suspect it is not something that fits very well with our business model. There are other airlines that can do it better than us. They are typically the low-cost no-frills airlines. They dominate that market, so I suspect that is where you are going to see the main growth coming from in airports outside London.
Q253 Karen Lumley: Do you see any circumstances at all where there will be a second hub airport in Britain?
Willie Walsh: You can build it. Without question, you can try and establish a second hub, but the economics are fragile, at best. I can't see how you can have a second hub that people would, over time, want to fly to and stay flying to. The reality of it is that despite the attraction of Gatwick-and it is a much cheaper airport to operate to than Heathrow-most of the long-haul carriers flying into Gatwick want to fly into Heathrow. Gatwick Airport won't say that, but I know because the airlines that are flying into Gatwick contact me and say, "Is there any way we can get slots at Heathrow?" If they had the opportunity to fly from Heathrow, they would. Technically, there is nothing to stop you doing it, but from an economic point of view I can't see that you can make a business case to justify it. Anybody who tries to do it is likely to spend an awful lot of money and lose an awful lot of money trying to do it.
Q254 Karen Lumley: What is your view on Boris Island?
Willie Walsh: Technically, it is possible. Financially, there is certainly no way that I have seen that you could make a business case to support it. The level of investment required, the capital commitment and the return that would be required would make the operating costs of the airport so high that nobody would want to fly there. The only way you could ever make an airport like that succeed would be to close other airports and force people to fly there so that the situation was that they had no choice other than to fly to it. I can't see that happening.
Q255 Karen Lumley: Do you think there are too many airports in Britain?
Willie Walsh: I think regional airports are very important for regional economies. They make a huge contribution both in terms of jobs and investment. Without question, they do attract foreign investment where there is an airport and when you can get access. I think Britain is fortunate to have the number of airports it has. Many countries would like to see more airports in their countries, and many countries are building them. China is building 52 additional airports in the next few years, but then the size of that country would justify that.
I don't think you could argue that there are too many. There is probably a case to be made for a better geographic spread. You could argue that some of the airports are too close together and create some competition. That is always good for airlines but I am not sure whether it is sustainable in the long term. I don't think we should be critical of the number of airports. Every region that has an airport would be very worried if they lost the airport.
Q256 Karen Lumley: How do you think HS2 is going to work with aviation strategy?
Willie Walsh: I have been a supporter of HS2 because I believe that integrated transport is very important. I think high speed rail is certainly a positive development. My preference would be to see HS2 linked directly into Heathrow. I have clearly stated that if you had a high speed rail link between Manchester and Heathrow airport we wouldn't fly to Manchester. We fly to Manchester because there are hundreds of thousands of people in Manchester who are flying to Heathrow to connect. They are not flying to London; they are flying to the world. The most efficient way for them to do it, and in some cases the only way for them to do it, is to fly or drive to Heathrow. They are not going to take the train into the centre of London and take another train out of the centre of London. They will fly to Amsterdam or somewhere else. If we had direct high speed rail links from Manchester into Heathrow-particularly Manchester, because there is a big market there-then we wouldn't fly to Manchester. We fly there because there are people in Manchester who want to connect. The same would apply if you could connect to Scotland. It is going to be 2032 before you see it in Manchester and I don't know when you would see it in-
Q257 Karen Lumley: But don't you see any aspect for Birmingham Airport, for example, where people would come out of the north of London and it would be easier to get to Birmingham to use that than to go to Heathrow?
Willie Walsh: Yes, if you have the flights from Birmingham. But, if you want to fly to China, you are not going to have flights from Birmingham. If you want to fly to thousands of destinations, you are not going to have those flights from Birmingham, which is primarily a short-haul leisure market. That is the nature of it if you look at the passenger profile flying from Birmingham. Is that going to change? It might change a little but it is not going to change an awful lot.
Q258 Karen Lumley: There is no way you see yourself going back to Birmingham.
Willie Walsh: No, I don't. Certainly I don't see any business case or business justification for us to operate long-haul flights from Birmingham. It may attract a couple of other foreign airlines to operate into Birmingham, but not on a scale that will make any difference and certainly not on a scale that would justify the investment in HS2. If the business case for HS2 is to connect to Birmingham airport, I would really worry. If there is a business case to connect to Birmingham airport, there must be a business case that is 20, 30, 50 or 100 times more robust to connect to Heathrow. So I just don't see it.
Q259 Karen Lumley: You don't see rebalancing the economy as a priority for Britain.
Willie Walsh: Rebalancing the economy is a nice thing for politicians to talk about but it is difficult and expensive to do. Often, in terms of rebalancing it, you may have a worse overall economic position. You have probably heard me quote this. I was in China and a very senior business leader there said, "What is this thing about balanced growth in the UK? I will take imbalanced growth-unbalanced growth-over a balanced recession any day." That is the risk. The risk is that we try and rebalance things, but, in doing so, we create quite a bit of damage.
We have the No. 1 international airport in the world. I don't think the debate should be, "Can we get rid of the No. 1 and have the No. 8 or No. 9?"-that that is somehow better. You are the best in the world at something. Surely you try and keep that and, in fact, build on that. That is what other economies have tried to do.
Chair: That is the issue and its ramifications that we want to consider.
Q260 Lucy Powell: I want to ask about the environmental case. We heard from some of the environmental campaigners yesterday. Do you think that you can make an environmental case for Heathrow expansion? If so, do you think someone should make that? Obviously, there is the issue around stacking. You referred earlier to an issue around some of the connected flights going via Dubai. Has anybody done that work? Do you think you could start this from a different perspective and make the environmental case for Heathrow expansion?
Willie Walsh: I would not seek to make an argument that a third runway at Heathrow can be justified on environmental grounds. The argument is that if you have a third runway you will have less stacking. That doesn't hold up. Yes, if you had a third runway, you are likely to have less stacking. The figures are interesting and you probably heard them yesterday. It is estimated that we had about 270,000 tonnes of CO2 generated by aircraft stacking between June 2011 and July 2012. It was clearly unnecessary.
Chair: We must suspend the Committee for 15 minutes. I will ask members to come back as soon as they can.
Sitting suspended for a Division in the House.
On resuming-
Q261 Kwasi Kwarteng: I would like to declare a constituency interest inasmuch as British Airways employs, I believe, 1,500 people who live in my constituency. There are also 2,500 additional residents of my constituency who are on the British Airways retirement pension scheme. This is clearly something of absolutely vital importance to my constituency. In relation to this, I would like to ask what you think the prospects are for Heathrow and for the economic climate of the area should Heathrow close down.
Willie Walsh: Devastation, I would have thought. I have not given it much consideration because, quite honestly, the scale of the problems you would see if that happened would be unlike anything we have seen before. When you look at the number of people who depend on Heathrow directly or indirectly for employment, it would have a devastating effect on the economy of the region. While I know there are many local councils, authorities and groups who oppose the expansion of Heathrow, there would be very few who would support the closure of Heathrow because of the effect that it would have on employment, business and the general economic conditions in the environment.
Q262 Kwasi Kwarteng: On that environmental point, clearly you have very strong views about the expansion of Heathrow. In the political climate we are in, I am afraid that people are looking at alternatives because there is a vocal lobby of people in the area who do not want more expansion or more noise. They are worried about the environmental impact. I was wondering whether you would meet that argument halfway. Are you open to any suggestion that we should have another hub in a more suitable environment?
Willie Walsh: I don't see a case for it. I have looked at most, if not all, of the proposals that have been in the public domain. I have spoken to some of the people behind some of these proposals. I don't see a business case that could justify it.
There is clearly a very important need to look at the economic and environmental contribution. I do not think you can look at one without the other. Sometimes the debate has become polarised in that there are some groups who only want to focus on one and others who only want to focus on the other. I actually look at both. I fully recognise that there are environmental issues that need to be addressed. I believe a lot of progress has been made on environmental issues in relation to Heathrow. There is a very clear focus on the issue because everybody who has or has had an interest in the operation and expansion of Heathrow has recognised that the environmental issues have to be addressed and should be improved.
We have seen significant improvement in the noise profile of Heathrow. Aircraft are getting quieter without question and will continue to get quieter. Big investment is being made in that. When British Airways was looking to place a significant order for aircraft back in 2007 and 2008-certainly 2007-I made it very clear to both the airframe and engine manufacturers that we would not consider their aircraft unless we saw a significant improvement in their environmental performance, particularly noise. We said that price was not going to be the only issue we looked at; we would give equal weight to the environmental performance. The manufacturers have taken that on board.
Heathrow is a specific case because the issue of noise is of greater relevance at Heathrow than at many other airports around the world. Heathrow is a very important airport, so the manufacturers have put significant investment in to improving the performance of their aircraft.
Q263 Kwasi Kwarteng: Chair, I have a couple more questions. What do you think of the Heathwick proposal?
Willie Walsh: I think it is nonsense.
Kwasi Kwarteng: Then I will be finished; I am sorry about this.
Chair: Everybody has their points to make.
Kwasi Kwarteng: We are quite reduced numbers so I am exploiting this to ask a few questions.
Willie Walsh: I think it is a nonsense.
Q264 Kwasi Kwarteng: You think Heathwick is nonsense.
Willie Walsh: Yes.
Q265 Kwasi Kwarteng: My last question is this. There is clearly a conflict of values here. You are a commercial businessman, who essentially wants to make money. I could point you to residents who say, "We have had enough, we don't need any more aviation, we are quite happy with where we are and we want a quality of life. We are not interested in you making money. Of course you are going to back expansion at any cost. We have had enough and we just want to carry on with our lives as they are." What would you say to someone who made that objection?
Willie Walsh: The first thing is that I won't back expansion at any cost. Being a business person, I look at the business case to justify any investment. There are lots of people who will back expansion regardless of how much it costs, mainly because they are not going to pay for it either in terms of the financial or environmental cost. We give significant weight to all of the arguments and we would only support a case where we believed there was justification, where the environmental concerns can be taken into account and where there is sufficient balance between the environmental issues and the economic arguments. I would not make the case, and I would not have supported the case for a third runway when I did, if I did not feel confident that those environmental concerns could be addressed and could be met. It was very clear at the stage when this was being debated before the 2009 decision that the environmental issues were a significant factor in the debate that went on. We recognised that any licence to grow, if you want to put it that way, could only be achieved if the environmental criteria that had been set down could be achieved.
I firmly believed that it could. I believed the issues of noise, local air quality and global climate change could be addressed. I still believe that that is the case, but the argument for runway expansion at other airports is less secure if you look at those criteria.
Q266 Lucy Powell: Could you expand on that a little further? You talked about the environmental impact before the vote. We obviously saw some concessions to that with the previous decision, but what further do you think could be put on the table to offset some of those environmental concerns on a decision around Heathrow expansion?
Willie Walsh: In relation to noise you probably have quite a good interaction between the airport, the airlines and particularly British Airways, and the local community-HACAN. We have engaged with one another in what I think is a very positive and constructive way. There are changes that can be made to the operating procedures at Heathrow that would make a difference in terms of the noise portfolio. We are doing a lot of research in relation to that.
Many of the things we do in terms of how we operate our aircraft are established by practices that were relevant back in the 1940s and 1950s. These can be changed. We are looking at a steeper final approach path into Heathrow. We are looking at dispersion. The navigation equipment on aircraft today is so accurate that we will fly over exactly the same point on every departure because the navigation equipment will bring us to that point. That is not the way it was 30 years ago when I started flying. The navigation equipment was much more basic. There is a lot that we can do utilising the equipment that we have and introducing new equipment that can certainly improve the noise situation. When you combine that with more efficient and quieter aircraft, I genuinely believe we can make progress.
We are never going to eliminate noise. The reality is that even a glider will make noise. There is aerodynamic noise from something without an engine. We can make significant improvements in terms of the noise footprint, and we will, whether there is expansion at Heathrow or not. I see it as very much in our interest to do that. We will continue to work with the local community and continue to look for ways to improve that.
On issues in relation to local air quality, again, there are technological solutions and improvements that can be made with regard to engine manufacturing that can help to address that. On global climate change, huge steps forward are being taken. We are delighted with the programme we have in conjunction with Solena to create what we believe is a truly sustainable biofuel, to put our money where our mouth is. We are committing $500 million of BA expenditure to take the product that this new facility will produce so that we can prove commercial success when we know there is technology that exists that can turn urban waste into a sustainable biofuel. There is a lot of work going on. That work will go on whether the expansion takes place or not because it is absolutely right that it does. I would hope that the communities around the airport will recognise that we are trying to improve the situation and will continue to do so.
Q267 Iain Stewart: I have a couple of unrelated questions out of thoughts that have arisen in my mind in the discussion. First, can I go back to your earlier comments about High Speed 2? If it was configured in the optimal way from your perspective with a direct connection to Heathrow, with the transfer of passengers who you say could transfer off short-haul domestic flights into Heathrow, what sort of percentage of slots would that free up at Heathrow for longer-haul services?
Willie Walsh: From memory, if you look at all of the domestic operation of the slots at Heathrow, it is about 8% of the total number of slots at Heathrow, if you took in the full domestic operation. If you were able to provide high speed connectivity that would replace all of that, you would free up less than 10% of slots.
Q268 Iain Stewart: So there would be a small increase in capacity from that, but nothing game-changing.
Willie Walsh: Any increase in capacity clearly would be welcome. Not all of that capacity could be utilised for long-haul flying because of the times of the slots, but it would free up some capacity; so I wouldn't dismiss it as being insignificant. I think the time scale that we are talking about is quite long, but it would be around 8% from memory.
Q269 Iain Stewart: Our discussion has focused entirely on passenger flights. There is also the question of air freight. I am not sure to what extent you carry freight in the cargo hold of your passenger flights, but are there any aspects of air freight policy that influence our discussion on airport capacity?
Willie Walsh: The only dedicated freight or aircraft that we operate operate into Stansted. We have three 747 freighters. They don't and can't operate to Heathrow, but we do carry freight on our passenger aircraft. That is an important part of our business. In looking at the economics of a route, we would take into account the revenue that we can get from freight as well as passenger travel.
Q270 Iain Stewart: In terms of existing capacity for handling freight, is that sufficient to cope with current demand or do we need to build in that sort of-
Willie Walsh: No; I do not think there is any significant development that would be required and certainly not at Heathrow. You wouldn't do it at Heathrow.
Q271 Chair: How does your merger with Iberia affect your commitment to developing direct services from the UK airports?
Willie Walsh: It doesn't, in that if we have the opportunity to develop routes directly from the UK we will. Evidence of that was our acquisition of BMI. The business case to acquire BMI was that it would give us access to slots that we could use for long-haul expansion. Not all of the slots can be used, but we have estimated that it is about one third of the slots that we acquired. Maybe 14 slots will be used for long-haul growth. Typically, that will give us the opportunity to fly to 14 new long-haul destinations or a number of destinations with multiple frequencies. We will, if possible, expand our long-haul network at Heathrow, but the growth that won't go to Heathrow may well go and will go to other European airports. We would hope that some of that will go to Madrid, so we will also expand our business over time at Madrid.
Q272 Chair: Is it that way on, Mr Walsh? Is it that you would go to the other European hubs including Madrid if you couldn't go to Heathrow, rather than a decision that you would rather go somewhere else?
Willie Walsh: If we can't do it at Heathrow, then unfortunately it is going to be outside the UK. It is not going to be at one of the other UK airports.
Q273 Chair: You prefer Heathrow.
Willie Walsh: Absolutely; yes.
Q274 Chair: Are you clear about that? That is where you want to start.
Willie Walsh: That is why we spent so much money acquiring BMI. It may not have been the headline price for the acquisition, but the costs that we are incurring as a result of taking on that loss-making entity were all justified on the basis that it would give us an opportunity to expand primarily our long-haul network at Heathrow.
Q275 Chair: If you are mistaken and a third runway is built at Heathrow, would that be sufficient or would there soon be a need for a fourth?
Willie Walsh: It is an interesting question. In the past, I have felt that a third runway would be sufficient for the foreseeable future and certainly beyond my business lifetime. It would be wrong for me to say that there will never be a requirement for a fourth runway because I don't think it is for me to say that. It would be misleading if I was to make an argument that a third runway was the end of it and we would never need a fourth. I think a third runway may well be sufficient, to be honest with you, but I can't say that for definite.
Q276 Chair: You wouldn't put a date on "sufficient".
Willie Walsh: I have argued that, if you had a third runway with the potential, the growth was estimated to go from 480,000 slots to 702,000 slots. I think that would be enough to take you well beyond 2030 and probably to 2040. I have no idea what is going to happen then. I haven't really thought about it too much. My reason for supporting a third runway when I did was because I believed it kept us in the game. Had the decision that was taken back in 2009 gone ahead, we would be looking at a third runway coming into operation probably in 2016. We would have demonstrated that we had the ability to grow.
The problem now is that other countries looking at us say that we are out of the game. Even if a decision was taken after the Davies Commission, which will report in 2015, I am sure it will be debated for a while, and if you got the go-ahead in 2016 you might see something happening in 2026. The world will have moved on. At that stage your third runway may well be sufficient, but, as I said, I don't think it is going to happen.
Q277 Chair: There is a suggestion from the Centre Forum and Policy Exchange that there should be four new runways to the west of the existing Heathrow site. Do you have any views on that?
Willie Walsh: I wouldn't support it because, quite honestly, I can't see how you can afford to do that. People make these great suggestions because they are not going to have to pay for it. We would have to pay for the expansion. If I looked at it from a business point of view, I couldn't see how you could support that scale of investment. Effectively, you are ignoring runways that you have. You have perfectly useful assets and you are saying, "We'll just scrap them and start building something else in a completely different area." There is no business logic to doing that. They are looking at it from a technical point of view. Could you do it? Absolutely. Could you afford to do it? Absolutely not.
Q278 Chair: Do you want to see any changes in the regulatory regime?
Willie Walsh: How long have we got? I think the CAA is an excellent safety regulator. It is world class when it comes to safety regulation. The CAA is poor in other areas of regulation. The CAA has been very poor when it came to economic regulation. It was far too generous to the airports, allowing excessive returns through very high prices. I believe there is a case for economic regulation. Somebody should do it but the CAA has a poor track record. I am not arguing against having airports economically regulated. I am just arguing for a better and tougher economic regulator than we have had in the past.
Q279 Chair: What about noise regulation? Would you like change there?
Willie Walsh: There should be, and there are, global standards for noise. That is the right way to do it. We buy the aircraft. We are the operators of the aircraft. I can't do an awful lot with the aircraft when I have bought it. You need standards to be set for the manufacture of aircraft and engines. That is the best way of achieving progress. That is how we have achieved progress in relation to the noise performance of existing aircraft through ICAO specifying noise regulations for the aircraft. That is the best way to do it. The idea that you have different countries regulating noise just leads you into a potential mess. I don't think that is an efficient way. Again, you always have to look at the economic argument and the environmental argument. Looking at one without the other can lead us into decisions that will have massive economic consequences that may not be recognised by the people who are taking decisions solely on environmental grounds.
Q280 Chair: Do you have any views on air passenger duty?
Willie Walsh: I think it should be scrapped. It is damaging the UK economy. The evidence is clear. The figures that I quoted earlier were Eurostat statistics. I picked Eurostat because it is a common set of data across the EU 27. The CAA has data as well that will show that we have seen a decline in passenger numbers. Some of that has been as a result of the recession, but a lot of it has been as a result of this excessive tax, which is unique to the UK and is putting us at a competitive disadvantage. There is no better example than what happened in Belfast, Northern Ireland, when it was recognised that, if the tax continued, the only long-haul flight that operated to that airport-the United service from Newark to Belfast-would be cancelled. In the face of that economic issue, the tax was initially reduced to the domestic rate and now, I believe, has been scrapped altogether.
I have challenged the Chancellor, along with the CEO of Ryanair, easyJet and Virgin, to commission an independent review of APD. I have pointed to the example of the Netherlands, where they recognised the big economic impact of their aviation tax when they introduced it in 2008. They set out to raise €350 million. They raised €312 million in the first year, but when they looked at the economic impact of that they found it had hit their economy by €1.2 billion; so they scrapped it after the first year. It was €312 million versus €1.2 billion: a very easy decision. I am not saying that the ratio would be the same here in the UK, but I believe the argument is fundamentally sound, and I think an independent assessment would demonstrate that there is more damage being done to the economy than there is money being raised through this tax.
Q281 Chair: What about variable rates of air passenger duty?
Willie Walsh: If you devolve APD to Scotland, for example, and the Scottish airports don't charge it, you are going to have airports that would see themselves competing with those Scottish airports claiming that they are seeing business shipped across the border. There is evidence of that in Ireland, where quite a lot of people are driving to Dublin airport rather than flying out of Belfast. There is a €3 tax in Ireland versus the £13, £65, £85 or £93 tax that exists in Belfast. You will end up with distortion of business competition and potentially economics if you do that. My view is to keep it simple and just scrap it altogether.
Q282 Chair: You have said that you think expansion at Heathrow is the best thing to do. You don't think it will happen. If I am correct on those two things, what then would you advocate as a solution?
Willie Walsh: That is why you get elected and I get to sit here and criticise you.
Q283 Chair: We have invited you here today to give us your answers.
Willie Walsh: We have bought another airline to give us slots to allow us to expand. British Airways will expand at Heathrow because we have acquired other slots. That is what we will do. I strongly supported the development of a third runway. I have found that since I have stopped supporting it and calling for it-and I won't support it-that people are saying to me, "Well, you're going to get it whether you like it or not." Maybe this reverse psychology should have been the approach adopted in the first place.
Quite honestly, if you are looking at the national interests, you should build a third runway at Heathrow. If I am looking at the narrow BA interests, we are all right. We have secured our growth through the acquisition of BMI. We will fully utilise that to ensure that we can expand and grow our network. There will be benefit to the UK economy as a result of that, but the UK economy will not benefit to the degree that it could if other airlines were able to expand as well.
Q284 Kwasi Kwarteng: I have one last question. You suggested at the beginning that you felt the Davies Commission was really a damp squib. You don't think that there is going to be a third runway. Even if the Davies Commission says that we should have a third runway at Heathrow, you have already discounted that. My assumption, given those two facts, is that you don't think this Commission is going to be particularly effective.
Willie Walsh: No, I don't, and that is no criticism of Lord Davies or the other members of the Commission. It is just reflecting on what I see the political environment to be. If there was cross-party support and commitment to the Commission, I may take a different view, but I have not seen any evidence of that. So I suspect it will be exactly like it was when the Roskill Commission reported. You had a change of Government and people who did support it no longer supported it. We have the situation today where Labour supported a third runway. I think they now don't. We have the Conservative Party, who were strongly opposed to it, who are now saying, "Let's have a Commission report." From a political point of view, as an observer, I see no evidence of there being support. If there is no cross-party support, I can't see how you take a report and do anything with it other than put it on the shelf, as has happened with many other Commission reports.
Q285 Chair: As far as I am aware, the Labour party position is that they accepted that the current Government had changed their stance and therefore accepted that position. I don't think it is a definitive decision yet.
Willie Walsh: I just comment on what I observe. I am not establishing Labour party policy.
Q286 Kwasi Kwarteng: This is quite disturbing and alarming. This is a Commission that has been set up in good faith.
Willie Walsh: Yes.
Q287 Kwasi Kwarteng: You have essentially said that you are not going to bother reading it. You don't think it is going to have any kind of impact.
Willie Walsh: No.
Q288 Iain Stewart: I have one last question. You have quite clearly stated that your future growth has been secured by your acquisition of BMI. Does that mean that other large airlines will secure their future by similar acquisitions?
Willie Walsh: If possible, but there aren't many similar acquisitions available. It is clear from current media speculation that a number of airlines are looking at acquiring Virgin. I don't think they are looking to acquire that airline for anything other than the slots that they have at Heathrow. That may well be the case, but there aren't many other slot portfolios that are available in the way the BMI portfolio of slots was available to us.
Q289 Iain Stewart: The reason I ask is because I am trying to disentangle what is in a particular airline's own commercial interest against the collective need to grow capacity. I am not clear where that line is currently drawn.
Willie Walsh: It is very simple. People have accused me of being solely interested in British Airways; so a third runway would benefit us. That is not necessarily the case. If a third runway was built, the slots that would be made available for that third runway would not go to British Airways. Most of those slots would actually go to our competitors. The cost of developing that infrastructure would largely fall to British Airways because we are the biggest operator at Heathrow. That is the nature of how infrastructure is funded at the airports.
I supported it because I felt that it was in the national interest and that anything that benefited the national economy ultimately benefited British Airways. It is the rising tide and we would all benefit from growth in the national economy. I don't see that that is going to happen. If I sit here solely as British Airways and International Airlines Group, we have taken steps to secure our growth. We have spent our money to secure our growth, so we have put our money where our mouth is. Unfortunately, that is not available to many others because the number of slots available at Heathrow is limited to 480,000.
The only way you are going to get any significant growth other than from British Airways, and significant expansion of the network operated at Heathrow, is if you provide additional capacity. That means a third runway, because mixed mode is not going to give you real capacity increases. The utilisation of the two runways for capacity purposes would just make Heathrow a poor airport because any disruption would automatically lead to cancellations and significant disruption of schedules. The fact that we can use the two runways to recover from disruption is very sensible from a business and, I would argue, environmental point of view.
Chair: Thank you very much for coming and answering our questions.


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Grace Life Fellowship
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We at Grace Life Ministries are excited about God's wonderful gift of Jesus Christ and His unconditional love for us. The gospel of grace has set us free to enjoy the fullness of liberty that we have in the Spirit, and our lives have been dramatically changed as a result. Our mission is to help other Christians experience their liberty in Christ, and to take this gospel of God's unconditional love to the nations of the world.
Grace Life Ministries began in 1994 when Kell and Lorri Frandsen started a support ministry for children and pastors in Orissa, India. Kell was ordained as a missionary in 1997 and as a pastor with International Assemblies of God in 1999. He has taught Bible School in India, participated in conferences and evangelistic outreach to Orissa tribals, and continued running the Canadian sponsorship ministry.
A church called Grace Life Fellowship was planted in the Comox Valley in February, 2001 and G.L.E.E.M. (Grace Life English Experience Ministries) was formed to reach out to students from Korea. A Bible School in the Comox Valley is in the planning stages and there are long-range plans to start a Bible School in India as well. We believe that this is only the beginning of what the Lord is planning to do through Grace Life!
What is the Gospel of Grace?
After sin entered the world through Adam, the human spirit was cut off from the Creator and mankind has been separated from God ever since, living out of his soul --mind, emotions, and will--dominated by his fleshly appetites. BUT at conversion, we are made alive in Christ (Romans 8:16)---brand new creations! This is true for all who are in Christ Jesus. God is not reforming, changing or making new the old image of self, the old man, or the flesh. This is what religion tries to do when it reverts to works as a means to live righteously. Galatians 6:15 says, "For in Christ Jesus neither circumcision (religion without Christ) availeth anything, nor uncircumcision, (no religion and without Christ) but a new creature"(creation).
Many believers see Christianity as a continual struggle between the 'inner man' and the 'outer man', between the old man and the new man. But when Jesus died on the Cross, our old man was crucified and buried with Him. When Jesus was raised from the dead we were raised with Him to walk in newness of life as new creations. The old is gone. We are called to believe it and take our rightful place in Christ, not as "two" anymore, but as "one"-- a new creation. We must believe that ALL the old man ('self', sin nature) was REALLY CRUCIFIED AND BURIED WITH CHRIST AND IS NO MORE. Though we are housed in a fleshly body which has physical appetites and a mind that still needs renewal, the flesh (our physical body) is NOT our identity( i.e. our nature).
All of our lives as Christians we have been taught that we are sinners....that we sin and come short of the glory of God--even though the scriptures consistently refer to believers as 'saints'. We have been told that we can never do anything about this sinful disposition except try to improve and try to sin less. Many earnest children of God live in this state of consciousness nearly all the time. Whatever we think about the most- the state of mind that we develop - THAT is what we are conscious of the most. Our new creation minds must be renewed if we are going to be transformed. First, we must fully believe that we have all that Christ has said we have in Him--righteousness, wisdom, sanctification,and power over sin. Secondly, we must develop, train and exercise the use of that mind, taking every thought captive in obedience to truth. This is done by filling it with the scriptures, the written Word of God. In this way we will become still enough for the mind of Christ to operate in us so that we are conscious of His thoughts and ways. Thirdly, we must develop an intimate relationship with Christ through His Holy Spirit living inside us. He will enable us to overcome sin and to walk moment by moment according to the law of love etched deeply into the new heart He has given us. A right understanding and application of the scriptures will lead us into rest and victory. Hallelujah!
1. The Bible is God's infallible Word and authoritative in all matters of faith and conduct.
2. God is One in Three Persons - the Father, the Son, and the Holy Spirit.
3. God created mankind, male and female, in His own image and gave them dominion over the earth.
4. God's Son, the Lord Jesus Christ, being God, became man, was begotten by the Holy Spirit, born of the virgin Mary, was crucified, died, and was buried, was raised bodily from the dead and ascended to the right hand of the Father, whose two natures continue eternally and inseparably joined together in one Person.
5. The Holy Spirit alone can make the death of Christ effective to the individual sinner, leading him to repentance toward God and faith in the Lord Jesus Christ, permanently indwelling and working through the believer for godly life and service.
6. The universal sinfulness of human nature renders mankind subject to God's wrath and condemnation.
7. The sacrificial death of our Representative and Substitute, Jesus Christ, whose blood was shed as a propitiation for the sins of the whole world, redeemed mankind from the guilt, penalty, and power of sin.
8. The new birth can be obtained only by receiving Jesus Christ as Lord and Savior, through faith, not of works.
9. The security of the believer is based entirely on the atoning work of Jesus Christ, whereby he has full assurance of salvation and has the rights and privileges of a child and heir of God.
10. The sanctification of the believer is ultimately a matter of faith, just as justification is, and begins by receiving forgiveness, the life of Christ, and a new heart. It continues as the believer renews his mind by choosing the truth that is in Christ Jesus, thereby leading him to do good works inspired by faith and obedience to the revealed will of God, after which life of service eternal rewards shall be received.
11. The members of the true Church, whose Head is the Lord Jesus Christ, are all regenerate persons united to Christ and to one another by the Holy Spirit.
12. The observance of the Lord's Supper is a symbolic memorial of the death and resurrection of Jesus Christ and baptism is the testimonial of the believer's spiritual union with that event.
13. The supreme mission of the Church is to glorify God and preach the gospel to all nations.
14. The personal and visible return of the Lord Jesus Christ will occur at the end of the age.
15. There is a physical resurrection of the body of the believer.
16. Salvation is found in no other name under heaven but in Jesus Christ alone; those who are saved receive eternal blessedness in the presence of God and those who are lost receive eternal punishment.

subset: commoncrawl


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Botulism, caused by the Clostridium botulinum bacterium, is typically caused by poorly prepared, home-canned foods and can cause symptoms as simple as blurred or double vision to full body paralysis, sometimes causing death (Centers for Disease Control and Prevention [CDC], 1996). The incidence of botulism is said to be extremely low with only 126 reported cases in the United States in 2003; with only eight attributable to foodborne vectors, the predominant cause is accidental contamination (CDC, 2004).
One of the concerns regarding botulism is its toxicity. Botulinum toxin is the most potent toxin known to man (CDC, 2006). This potency lends to botulinum's ability to be used as an agent of bioterrorism, though most of the known cases have been shown to be accidental in nature (CDC, 1996; CDC, 2006). Another concern is the accidental or negligent contamination of any food prepared for wide distribution, such as canned vegetables from a large manufacturer.
Surveillance is important to identify each and every case in order to have the most accuracy possible when considering increasing or decreasing trends of incidence and prevalence of the disease. The cause of any increase or decrease in incidence of botulism should always be investigated.
Any increase of incidence could identify a possible problem while a decreased incidence could foretell efficacy in the efforts of mitigation. More appropriately, though, as Friis and Sellers (2009) show, further identification should be made in order to focus on specific descriptive factors, such as affected populations, the geography of these populations, known vectors, and factors of time. This process will ensure that more accurate trends are observed.
For instance, the CDC (2004) has stated that in a typical year, such as 2004, the incidence of botulism is less than 200. With incidence reporting covering the entire United States, increases or decreases in this crude number serve only to identify general changes in frequency; whereas, further identification of certain characteristics of the disease pattern will help to further isolate affected individuals and etiologies (Friis et al., 2009). Within the CDC's (2004) data, infant occurrence of botulism is identified as the major contributor to incidence, thereby isolating the remaining occurrences to adults. The CDC has gone further to separate the incidences of botulism into three groups, infant occurrence, foodborne infection, and wound infection. A separate group is reserved for other occurrences relating to the use of pharmacological botulin.
Using descriptive factoring of the 2003 CDC data (2004), further geographic isolation of occurrences show that infant occurring botulism is fairly wide-spread with a small number of incidences in each of twenty-two States, though California and Pennsylvania account for about half of the reported infant occurrences. Foodborne and wound occurrences of botulism were isolated to Alaska, California, Colorado, Oregon, Utah, and Washington. Texas had the only two reportable cases classified as "Other". Theoretical assumptions can now be used to show that the problem in Texas is resolved but should continue to be monitored, and food safety education projects should focus on home-canning in the western regions of the United States.
In conclusion, epidemiology is an important means of understanding and identifying causation and etiology, as well as preparing for mitigation and outbreak response. In this example of botulism, I have identified localization of the disease, common pathways of infection, or vectors, and means of helping to mitigate future occurrences of the disease. Botulism numbers are quite low, but dealing with other diseases of larger scale, grouping the data into useful subsets will assist in following the progression of the disease from outbreak to outbreak and in consideration of mitigation techniques employed.
Centers for Disease Control and Prevention, U. S. Department of Health and Human Services. (1996). Botulism (Clostridium botulinum): 1996 case definition [CSTE Position Statement No. 09-ID-29]. Retrieved from http://www.cdc.gov/ncphi/disss/nndss/casedef/botulism_current.htm
Centers for Disease Control and Prevention, U. S. Department of Health and Human Services. (2004). Surveillance for Outbreaks of Botulism [Summary of 2003 Data]. Retrieved from the Centers for Disease Control and Prevention website: http://www.cdc.gov/ncidod/dbmd/diseaseinfo/files/Botulism_CSTE_2003.pdf
Centers for Disease Control and Prevention, U. S. Department of Health and Human Services. (2006). History of Bioterrorism: Botulism. CDC Emergency Preparedness and You [Podcast]. Washington, DC: CDC Bioterrorism Preparedness and Response Program.
Friis, R. H., & Sellers, T. A. (2009). Epidemiology for public health practice (4th ed.). Sudbury, MA: Jones & Bartlett.


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About The Company :
Robosoft Technologies is an award-winning mobility solutions partner for global corporations and hot startups. For nearly 20 years Robosoft has built digital products across multiple platforms, building over 1,400 apps in the Enterprise, Consumer products/services, and Games & Entertainment segments. Over 130 of these applications have been featured as "New & Noteworthy" on Apple's App Store and many have won globally acclaimed awards. Robosoft creates equally engaging solutions for WatchOS, Android, Windows Phone & Symbian.
Company Name : Robosoft Technologies
Company Website : www.robosoftin.com
Job Location : Udupi , Karnataka
Position : Developer
Date of Off Campus : 18 October 2015
Reporting Time : 8 AM
Eligibility Criteria :
- Year of Passing : 2014 and 2015 Batch
- Degree : BE / Btech / Mtech / MCA / MSc / MS
- Branches : CS/ IS/IT/ Software Systems/ Computer Application
- Percentage : 60% and above throughout academics (10th . 12th . UG , PG )
Selection Process :
- Write a Programming Test in either C or C++.
- Depending upon your performance in the said written test, you will be appearing for Technical Round, where you shall be interviewed on the Programming Language which you have chosen to answer the written test, OOPs concepts, DS and OS.
- Based on your performance in the Technical interview, you will be shortlisted for the HR Interview.
- The entire process would take 1 day.
You are required to bring with you the following mandatory documents in original and one photocopy of each, when coming for the test/interview:
- Semester wise Mark cards of 10th, 12th, Graduation and any other degree/ course. These documents will be returned to you after verification;
- Project Report of last semester of Graduation, as applicable (For Freshers only);
- Experience proof like salary slip or appointment letter (For experienced candidates only);
- Proof of your identification – Passport / Voter's ID card / Income Tax PAN Card / Driving License. In the case of college students, ID card issued by the college will do.
- Proof of Permanent Address and local address.
- One Passport size photo
How To Apply :
Eligible candidates can directly walk-in to this off campus opportunity to the following address on 18 Oct 2015 before 8 AM.
Candidates must apply (send your CV/Profile) at firstname.lastname@example.com
Venue Details :
Jyothy Institute of Technology
Tataguni, Kanakapura Road
Bengaluru – 560082
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Tuesday, September 27, 2011
Don't you just love Cork?
My first choice was the fabulously art deco Electric Cork where I have yet to eat but have heard such good reports about. But it was not to be as they don't serve lunch on Wednesdays. Hmm, I wondered, where to now?
I strolled through the English Market where I nibbled on some Frank Hederman smoked salmon and bought Macroom oats, some Clive McCabe teas, Vacherin cheese and orzo as I considered my options. (If you have yet to visit this wonderful place, it should be the first place on your list whenever you're next in Cork.)
I eventually hit upon the idea of going to The Liberty Grill.
Located on Washington Street, this is a bright, buzzy place with a modern vibe. It's always busy, no matter what the time of day, and its menu seems to have something to appeal to all appetites and tastes.
I was instantly greeted by a very friendly member of staff who offered me a copy of that day's paper as I was on my own. He also presented me with the menu, which tempted me with all sorts of great dishes. There are sandwiches - a choice of steak, chicken, club, crab, halloumi cheese and ham, chicken and Swiss cheese - served on sourdough or seeded rye bread. There are salads, ranging from classics such as Caesar salad and niceoise salad to more unusual combinations such as a vegan San Fran salad of soya and chilli-fried tempeh, herbed quinoa and dressed leaves. There are great brunch options which include the house muesli, porridge, pancakes, quesadillas, and baked eggs. I loved the idea of the posh toasts, which come with a range of toppings including sautéed mushrooms, spicy crab and tomato and avocado as well as more classic offerings such as eggs benedict.
But I was really hungry and none of these seemed enough. I wanted a proper lunch and I wanted it Liberty Grill style.The Liberty Grill is known for its burgers so I had to have one of those. But seeing as I didn't want meat, I opted for a crab burger.
It was a good choice. There was lots of crab and white fish in the burger which was coated in a pleasingly crunchy crust. It was served on a bed of rocket and with a zingy lemon and dill sauce and the crispest of chips. My only complaint was that the bun was a little dry and had too much of that sweet processed taste for my liking.
But these are niggling things. Overall, the Liberty Grill was a friendly, buzzing place with a great menu and I enjoyed my lunch there. The price was good too - €14.95 for my burger and a sparkling water. It ensured that my love affair with Cork continues and I'm looking forward to visiting the city again soon. Where should I go for lunch/dinner next time?
The Liberty Grill
32 Washington Street
021 427 1049
Open Mon-Thu 8am - 9pm; Fri-Sat 8am - 10pm
9 comments:
That crab burger looks great and huge! I love crabcakes but have never had a crab burger (or even seen one).ReplyDelete
I am not a huge fan of burger buns and sometimes I have to leave them aside because of that taste you described. How was the price, might I ask?
Mona, it was a good burger (or a take on a crab cake in a burger bun!).ReplyDelete
I can't believe I forgot to mention the price. I've amended the post now to include it. It was €14.95 with a sparkling water - reasonable enough I thought for what it was.
Down with crappy burger buns, eh!
Gorgeous sounding list of food on offer here. I was going to ask if there is an American influence to the menu, until I saw the name and address of the restaurant! The burger looks great, and, a reasonable price too.ReplyDelete
There is a definite American influence, Colette. But actually, the food is from all over really. Lots of influences.ReplyDelete
Sounds lovely!! I cannot wait to take a trip to the English Market!!ReplyDelete
Paula, if you've never been, you are in for a real treat! It's my favourite foodie haunt in the country!ReplyDelete
Love the Liberty Grill, I take for granted that I work across the road from it! Glad you enjoyed it!ReplyDelete
Have you been to the Electric, Chantelle? And what other places would you recommend for food in Cork?ReplyDelete
- AnonymousSeptember 28, 2011 at 6:26 PM
Great review, I like your article.ReplyDelete
Japanese Zojirushi Bread Machine zojirushibreadmachine.com


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Monday, November 1, 2010
Marie Antoinette Doll What Else !!
Her real name is Antonia Marie ( what serendipity ! ) but they call her Toni over at SUGAR COOKIE DOLLS AND JEWELS! Toni is the creator of this adorable doll and she was as sweet as sugar to fill my requests for her design of "Cake for Breakfast" Dolls for Christmas Gifts and then she created this one !! and then another !! I ordered them all !! Crazy I know but now that the first one is here...I know I'm not crazy after all.....I just know adorable when I see it and I could tell that a very talented artist was behind the scenes creating these sweeties to make us happy.
Stop by SUGAR COOKIE DOLLS at Toni's Etsy shop and see the sweet confections she makes....they'll delight you as they have us here at Paper Nosh !!
paperie, wedding, marie antoinette,stationery, christmas, dolls, let-them-eat-cake, Marie Antoinette
2 comments:
- Je m'appelle Cynthia said...
I am amazed by how enchanting these dolls are! You are soooo lucky to have received one to display - it looks FAB! I must bookmark that Etsy page for this designer's work too - because what excellent gifts for the friend who has everything, a mother, sister or sister-in-law, you name it. Thanks for sharing.
- November 4, 2010 at 7:36 PM
- Paulette Designs Inc. said...
Absolutely, they are really so charming. Toni also makes small ones that would look so sweet on a Christmas tree. ( I ordered those too ! he he) Thanks so much for your kind comment Cynthia...Toni would love it. xoxo, paulette
- November 4, 2010 at 7:45 PM
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text:
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In the heart of Salento, Parabita, Via Carlo Alberto Dalla Chiesa 6/c, the ground floor of a quiet villa, is the Bed and Breakfast Villa Apollonia.
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text: We have news. Boy do we have news! Today this item ran in the Publisher's Marketplace announcing my news series YOUNG CAPTAIN NEMO. About a 12-year-old with a submarine and a calling to adventure on the high seas. I am SO excited about this! My new agent Moe Ferrara handled the deal, selling the book to Feiwel & Friends (Macmillan Books.) More to come!


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Baby Sit Service/Day Overnight 40$-55$
This is quickly becoming one of my more popular services. Do you have special needs pets. Or maybe a sick animal that needs around the clock care. Or do you just want to get out for a movie and you don't trust your little ones with the house. This is where I come in to save the day. =) I offer this service on the weekends and afternoon/evening times. I offer my time of up to three hours. Anything past that I charge 60$ for the time you're away. If this happens it's changed to a day overnight. What do I offer with this service other then my time. Allot, I tend to call this time puppy play time. As most of the time a client books this time to ether administer medication needs. Or doggie playtime!!!! I will walk feed and play with your pooch for the time i'm there. Or if he or she needs a leg to sleep on i'm their for that to. I become fill in you for the allotted time i'm their.


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Growing up this was the type of Holi celebrations my dreams were made of. I would pore over the pictures of my parents playing Holi together in India with utter amazement.
Growing up in the 80's in Pennsylvania we just didn't have regular access to Indian stores and I never remember seeing any stocked with Holi color. It is always too cold there to have much fun anyway. Playing Holi was the unattainable. The long lost and left behind celebration I could only dream about.
I think a lot of people are more familiar with it now as the Color Run. But that is based on an actual Hindu holiday and custom. It is not a race or competition. It is about renewal and faith in God. It is about community. It is about pure joy and love. It is about family.
And, it is way better than I ever imagined.
Fun to the core.
Joyful, a time to let go, get messy and run around wildly together.
Ok, a bit.
But, the car is easy to clean, we go straight in for showers and baths. I worry about the rugs, I do. Though I make everybody put their clothes in the washing machine as soon as we get home.
I also wrapped my camera body up in bandages so the powder wouldn't get stuck deep inside the mechanism. It seemed to help.
She totally didn't buy our, "It's getting more beautiful" line. Smart girl.


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From the Nixon White House to Trump Tower
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- Ridgedale, MO: May 31 - June 2, 2018 (Missouri Organization of Defense Lawyers Annual Meeting)
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The pressure's on: Matt Webb of the Juno-Award winning pop group Marianas Trench is stepping solo into the spotlight to show fans his other side when he performs in Red Deer.
Webb's more sensitive, reflective, singer/songwriter side will be featured on Sunday, March 23, at the Memorial Centre. And he's hoping his fans across Western Canada will like what they hear.
His second solo EP, Right Direction, is a stripped-down effort that purposely lacks the seamless, pop-y, dance-inducing production values of albums made by his popular Vancouver-based band, led by Josh Ramsay.
"Marianas Trench has slick pop music that's very well produced," said Webb, while his solo stuff is another creature all together. "You hear the breaths more" on recorded tracks, he added. "There's more individuality and it's a lot more raw."
Several songs he wrote for Right Direction, including the title track, are heart-baring tunes that deal with being away from home and missing loved ones. While Webb admitted they're tied to what's happening in his real life, the singer steers away from making any romantic revelations.
He does admit that stepping up as a solo singer in front of a new backup band of musician friends (drummer Al Glassford, bassist Peter Davyduck and pianist Andrew Belson) has its nerve-wracking moments.
"The pressure's on me a bit more now," said Webb. "I can't hide in the shadows with my guitar."
That image is reminiscent of an anecdote Fargo actor William H. Macy recently told on daytime TV about being underwhelmed when watching One Direction in concert with his daughter. Apparently, a member of the British boy band, when not taking his turn at centre stage, was seen in the dim background eating a banana— or rather, sandwich.
"No banana eating here!" responded Webb with a chuckle. "I have to work harder to maintain my voice and I warm up more carefully, because vocally, it's more taxing."
While the singer/guitarist in his late 20s sometimes helps compose music for Marianas Trench, Webb said Ramsay is the main songwriter of that group (who's also had mega-success co-writing Carly Rae Jepsen's hit Call Me Maybe).
Webb feels it's fulfilling to slip on the songwriter's shoes for his solo EPs — and nice to do something different than what fans might expect.
His first EP, Coda and Jacket, was released in 2011 and featured the single Bad Girl. The video for the title track of his second solo effort, Right Direction, was released in February. It's in heavy rotation at MuchMusic and getting good feedback.
Webb feels he owes a big debt of gratitude to Marianas Trench and the band's following for making his solo tour possible. "We have this nice little built-in fan base and they've been really supportive . . . They've always been there for us."
Webb and his backup band, along with special guests Vancouver-based Fake Shark Real Zombie and Jessica Lee, perform from 6:30 p.m. Tickets are $24.50 from the Black Knight Ticket Centre.


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January 21, 2010 ( Happy Birthday, dear, sweet Sister!)
This is my first official shot at a savory pie. Chicken pot pie, tomato-onion pie, spinach-cheese pie, seafood pie, dozens of different egg based pies…these are a few that come to mind when I think of savory pie. The French would call this particular one Sausage Quiche, but since it is a pie blog I call it Sausage Pie.
I admit I have been holding off on making a savory pie since I knew it would be hard to share this type of pie with others. Savory pies are the kind that do double duty since they can be a meal in itself. With four growing boys and a husband who really likes pies of all types, I envisioned after the swarm of five males attacked it, there would not be a piece left on the pie plate. Another reason for the delay, is that I am truly enjoying the fun of the reviews. If there is no pie to share, there are no reviews. And I can't imagine my boys ranging in age from 4-9 would want to write a comment on the blog. They are more interested in finding out what is for dessert. Yes, it is true, I admit I haven't shared my previous pies with the boys….bad Mom! (Well, actually I did let a couple of them taste the Raisin Pie, which they did not care for either.) Once I get on to the fruit pies I know there will be upheaval in the house if I start handing out pieces. Doubt many samples will pass through the door unless, I decide to double my recipe and make TWO of the same kind…..
……which I did today because I wanted to bring one to share with my women's prayer group and one to feed to my family. So when you look at all the photos and you see two pie crusts and the proportions of ingredients seem a bit large it is because I doubled this recipe.
For this pie, I decided to use whole wheat flour since it is better for you and it seems more flavorful for a savory pie. Mom doesn't use whole wheat flour in her pies, so I made up my own version of a whole wheat pie pastry based on Jan Mom's recipe. Whole wheat flour is a different animal than white flour. It absorbs water and oil more readily, and it is not as smooth or easy to roll out. Don't be surprised it you have to use cuss words or start over and add more water to the mixture.
- 1 cup + 3 tablespoons whole wheat flour
- pinch of salt
- 1/3 cup +2 tablespoons Crisco vegetable oil
- 3-4 tablespoons cold water
Mix flour, salt and oil with a fork. Add water, mix and form into a ball. Spread 2 tablespoons of water on the counter, then lay your bottom layer of wax paper down. Roll dough ball in between two pieces of wax paper until flat. Add curse word here! Peel top layer of wax paper off and flip other layer of wax paper and rolled dough onto a 9″ pie pan. Form decorative crust. (Poke holes around rim of crust if single). Bake for 12-14 minutes at 375° or until golden brown if recipe asks for a "baked pastry shell". Cool on a wire rack.
My inspiration for Sausage Pie came from my go-to internet recipe finder at Food Network. The more famous Paula D., that is Paula Deen, posted this as: Ron's Tybee Island Sausage Pie. Since I have once again made my own alterations to it, I am going to list the recipe as it was prepared and baked by me. But if you want the original, here is the link: http://www.foodnetwork.com/recipes/paula-deen/rons-tybee-island-sausage-pie-recipe/index.html Usually, I look at the review beforehand, this time I did not. I made it, then ate a piece and then went back to see what the group consensus was. It scored pretty high on the taste factor and once you get over tackling the pie crust, the rest is a piece of cake. I mean pie.
- Paula's whole wheat baked pastry shell
- 1 pound ground sausage
- 1/3 cup of chopped onion
- 1 tablespoon of butter
- 3/4 cup of milk
- 1 (8-ounce)* package of cream cheese
- 3 eggs
- 1 cup of cheddar or cheddar/jack cheese
- 1/2 teaspoon of Worcestershire sauce
- 1/2 teaspoon of salt (if needed)
- 1/8 teaspoon of pepper
Preheat oven to 375°. In skillet over medium heat, crumble and cook sausage until done. Drain off fat, remove sausage and set aside. Melt butter in skillet and saute onions until tender. Add the milk and heat mixture until steam rises, but does not boil. Cut the cream cheese into pieces, add it to the onion mixture and remove pan from heat. In a large bowl, beat the eggs, then add the cheddar/jack cheese, the onion mixture, Worcestershire, salt and pepper. Mix thoroughly and pour this into a baked whole wheat pie crust. Top with sausage, and bake 30 minutes, or until set.
*the Food Network recipe asked for a 3 ounce package of cream cheese. Can't think of any package of cream cheese that comes in that size so I figured it was a typo. I used an 8 ounce package instead.
Personal Notes:
- I did want to use curse words as I was rolling out one of the whole wheat pie crusts. I actually sent everyone out of the kitchen so that I could concentrate better and figure out why it was not rolling properly. A tablespoon of water and a drop more of oil did the trick.
- Since I doubled the recipe, I used one tube of hot sausage and one tube of mild because that was what was on hand. I combined both together so the taste was probably considered "medium".
- I used one cup of cheddar and one cup of cheddar/jack cheese. Combining both these as well.
- I had a lot of filling left over even with two pies and that is when I rechecked the amount of my ingredients. Have you heard of a 3 ounce package of cream cheese? I didn't look at the number, instead I assumed it was the normal 8 ounce size package. Lesson learned, read the fine print. But honestly, I don't think it really mattered. The pie was still fabulous. I rate it a 7.5!


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Wisdom tooth??10:26
8 comments
I have extracted all 4 out.ReplyDelete
Not on the same day though. 2 on each side on 2 occasions.
Hmmmm not to worry though. I'm sure you will be able to survive on ure own after the surgery. I'm not sure how good the dentist is back in your hometown too. How well and fast it heals depends on the skill of the dentist in sewing up the wound haha..
if you are daring enough to extract all 4 in a go, then you will be placed in a general anaesthesia then you will need your family to take care of you for a few days. I preferred 2 each side in a go is because so I can still eat semi-solid food on the other side while it is still recovering. The most uncomfortable part is having a grain of rice ummm fall into the ..
omg, that's really brave of you! Hehhee don't worry, we have good dentist here too. I wanted to come back here is because at least my mom can control what I am eating rather than eat out in Sg. I don't think I have the mood to cook and clean up later on if I stayed there. Not really take care as in feed me, bathe me and stuffs like that. hahahha.Delete
Anyway, I couldnt extract it out as the doc is fully booked this weekend. I am thinkinking of settling in Singapore if it hurts again. Do you have any recommendation? How much it cost you?
Mine was free.Delete
I plucked them out during my Army days. So the army paid for me haha. Well, I get MC as well!
I heard it is not cheap though.. for 4 wisdom teeth. U can consider Q&M. They have quite many outlets around. Or, I have a friend working in NUH's dental department I can help you check out
My friend from NUH got back to me. The dental there is considered as private clinic. First consultation with specialist is 80-120. Wisdom tooth surgery 650 up to 1200 per tooth. Wisdom tooth extraction 90 up to 220.Delete
The doctor told me that my wisdom tooth need a surgery to take it out :/ That's expensive! omg.. But still thanks for your information!!Delete
A wisdom tooth extraction can be really expensive. You would need to undergo surgery because it's at the end corner of your gum line; which would make it difficult to extract.ReplyDelete
Silvia Ballard
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Emergency Dentist
I like this post,And I guess that having fun to read this post,they shall take a good site to make a information,thanks for sharing it to me.ReplyDelete
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Judo is the sport of Japanese origin, which makes use of the principles of jujitsu and unarmed self-defense system. Buddhist monks in China, Japan and Tibet developed jujitsu for 2,000 years, as a protection system, which can be used against armed looters and still do not conflict with their religion. Jigoro Kano, a Japanese jujitsu expert established judo in (1882) by modifying or dropping out many holds that were too dangerous to be used in competition. It depends on the success on the ability to use your own weight and strength against him by his opponents, thereby allowing less light or individually, to overcome a physically superior opponent.
The match begins with a ceremonial bow judo, and then each player takes the other by the collar and sleeves of a jacket or GI. Points are scored when a fighter has successfully implemented various throws or holding the opponent for varying periods of time. Penalties can lead to deduction of points and called, among other reasons, throwing the opponent, as the twisted legs; applying joint locks other than the elbow; using hand or side of the face of the enemy; or grabbing the opponent's trousers.
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I'll be in and out for the next week or so, we are doing a little traveling. We got back from
yesterday and are heading to Phoenix Friday morning to visit some family. Here's one of my fav. shots from Vegas of one of my good friends (in the green hat) and an acquaintance of mine. They were both so gracious to amuse me while I picked out their garb and snapped this shot. They are both such beautiful women don't ya think?
Be back soon!