Flight Buzz
Pushing airport expansion while rail travel languishes – so much for Labour’s green agenda | Polly Toynbee

August is peak flying time, and airports are on many minds. The government has signalled its support for colossal expansions, whose extra flights would bust its carbon pledges. The excuse is that supertechnology will magic away the extra CO2 pumped into the atmosphere, though it must know that clean, green flying is still futurology. Here’s the pity of it: until now this government has rightly boasted of its green credentials, making massive investments in sustainable energy and retro-insulating cold homes. Expanding air travel is not on any green agenda.
Heathrow has just submitted proposals for a £50bn third runway, as approved by Labour in 2009 and the Tories who voted it through parliament in 2018. Covid applied the brakes but now Heathrow is back with gold-plated, “shovel-ready” plans. Its owners, including Qatar, Singapore and Saudi Arabia, expect the planning bill to prevent newts or judicial reviews blocking the runway. Their pitch to an investment-hungry government is that expanding Europe’s busiest airport would create 100,000 new jobs, propelling growth with 750 extra daily flights.
Flying gets a green light from the transport secretary, Heidi Alexander: she agreed to double the size of Luton airport, favours Gatwick’s second runway for 100,000 more flights and gives Stansted’s expansion a fair wind. These allow a 70% increase in flights above 2018 levels, and cancel out all the carbon savings from the government’s clean power plan.
Rachel Reeves promised to be “Britain’s first green chancellor”, but her plans live or die on growth, so billions in private investment is hard to resist. But beyond construction, the growth-potential claims for extra flights look highly dubious. The promised global “connectivity” imagines business people zipping into Britain with briefcases full of contracts. But that’s not who these extra flyers will be. Most will be frequent flyers flying more frequently, not for business but for leisure, according to the New Economics Foundation and Possible, the climate campaign. National Travel and Civil Aviation Authority passenger surveys show only one in 14 UK passengers are business travellers. The pandemic showed that meeting online saves money and time; business travel has already peaked. Would extra flights bring in tourist income? No, 70% of flights are British tourists off abroad to spend vastly more than foreigners spend here.
Of extra flights in 20 years, 83% were taken by already frequent flyers, mostly for leisure. Growth will not be from more families taking an annual holiday: half the population doesn’t fly in any year, while just 15% consume 70% of flights. Nearly a third are “ultra-frequent flyers” taking six or more journeys a year. Instead of these heaviest users paying more for their pollution, airlines reward frequent flyers. The Flying Fair report from the New Economics Foundation suggests imposing a high levy on those flying six or more times a year, not added to ticket prices but raised in tax returns. That makes the cost of their excessive air travel highly visible, and could raise £6bn a year, while cutting aviation CO2 by 28%.
Newly nationalised trains would gain from disincentivising flight. But UK prices are a bizarre deterrent. I’m planning to go to Edinburgh next week – a train journey I love. Checking prices, I found a £29.99 flight each way, while LNER costs £181.69 return. France has banned domestic flights where trains can do the journey in less than two and a half hours and so should we: start by banning airlines charging less than rail. Switch the 39m domestic journeys being made annually by plane to train.
The good news is the extra potential capacity in the Channel tunnel, which could be realised with a little investment. Twelve trains an hour run each way, but the tunnel could run 2.5 times more, and prices would fall. That’s where investment should go, instead of to airports, as new European routes open up. Yes, it takes longer. It means adding train time to the concept of a holiday. But if it were cheaper, what luxury it would be compared with the hell of holiday airports and flights that don’t land you in city centres.
Climate damage is the real cost of avoidable flying. The chancellor says: “Expansion must be delivered in line with UK’s legal, environmental and climate obligations.” But the Climate Change Committee (CCC), the government’s statutory adviser, warns that airport expansion would breach UK carbon budgets for net zero emissions by 2050. The aviation industry and government claim that wonder technology will deliver carbon-free flying with electric planes, sustainable aviation fuels (SAFs) and carbon capture. None is anywhere near available, says the CCC, which expects 17% SAFs by 2040. It advises no extra flying before 2030, and only 2% more by 2035, to allow time for new technology to be developed. Let’s hope clean flight arrives soon, but it’s not here yet: currently, suppliers must only guarantee that SAFs comprises 2% of the total. Here’s the honesty test for those claiming carbon-neutral flight is imminent: agree to no extra flying until it arrives.
The government’s mood music is all pro-flying, not urging climate-conscious travel. To change habits and attitudes, it should start by banning frequent flyer bonuses. Why allow private jets? Seat for seat they are 30 times more polluting, paying less tax as a proportion of ticket price, as was exposed by Possible’s Jetting away with it report.
The government’s airport policy will reveal its seriousness on the climate crisis. Politically, it shows whether Labour is sufficiently alarmed by serious threats from the left, from Greens, Liberal Democrats and Jeremy Corbyn revivalists pledged to invest in trains, not airports. But refusing airport expansion allows Tories and Faragistes to add those lost foreign billions to their dishonest tally of net zero costs.
A YouGov poll found that 61% of people regard airport expansion as the wrong priority, alongside mayors Andy Burnham and Sadiq Khan. But the Treasury’s dilemma is obvious: climate or cash? Its answer should also be clear: just call a moratorium until green flying arrives.
Flight Buzz
MP flight policy review to end bureaucrats accepting flight upgrades

“When accepted, upgrades should be declared consistent with the [public service] guidance on gifts and benefits, and … officials must not accept any upgrade to first class,” the report states.
The department also said it would publish travel usage and expenditure reports, including the carriers used and costs incurred, from early next year.
“These transparency recommendations are intended to provide greater accountability to the public on Commonwealth travel spend,” the report states.
The report did not recommend limiting access to membership to lounges, despite calls from some parliamentarians for the perk to be banned.
Independent MPs, including Kate Cheney and Helen Haines, gave up their Chairman’s Lounge membership in the furore following the release of Aston’s book – The Chairman’s Lounge – last year. Others, including Allegra Spender and David Pocock, have called for the memberships to be banned for MPs.
Senior regulators, including top staff at the Australian Competition and Consumer Commission, resigned from the Chairman’s Lounge in November.
The government has rejected other recommendations, including a call for public servants to be required to use economy rather than business class on flights of less than three hours, which could save up to $4 million a year on domestic flights.
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“While there can be operational requirements to use business class on longer flights where government officials are expected to rest on the flight and arrive and commence work immediately, there are few operational requirements for shorter flights, especially those under 3 hours,” the report states.
The department said in a document responding to the report that the “current settings are appropriate”.
A recommendation for contracted travel management companies to be required to offer a broad range of options for international flights and “strongly encourage” the use of existing flight credits before spending more, would be supported, the department said.
Albanese said in October last year that his flight upgrades had been documented appropriately.
“Every single thing has been declared, every single thing has been declared, which is why it has been reported on, and it is appropriate that those declarations occur,” he said. Other politicians, including Nationals senator Bridget McKenzie, had to apologise and declare flight upgrades that they had previously omitted.
Qantas and Finance Minister Katy Gallagher’s office were contacted for comment.
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Flight Buzz
Emirates to start fourth daily flight from Dubai to Gatwick

The new route, named EK069/070, will launch on February 8, 2026, and will offer more travel options for passengers.
The extra service increases the airline’s total flights to London to 12 per day, spread across Gatwick, Heathrow, and Stansted.
Flight EK069 will take off from Dubai at 5.05pm, landing at Gatwick at 8.50pm.
The return flight, EK070, will depart Gatwick at 11.55pm, arriving in Dubai at 11am.
The new service will be the last flight of the day between the two cities, offering convenient departure and arrival times for passengers.
Arriving in Dubai at 11am allows tourists to check into their hotels and start their activities early.
The late evening departure from Dubai gives passengers more time to wrap up business meetings, shop, or enjoy leisure activities before heading to London.
The Airbus A350-900 aircraft, used for the new service, will have a three-class configuration.
This includes 32 lie-flat Business Class seats in a 1-2-1 layout, 28 Premium Economy seats, and 238 Economy Class seats.
Passengers can also expect next-generation products and services, including wireless charging in Business Class, electric window blinds, digital inflight menus on ice screens and more.
Gatwick will be the second UK airport to welcome Emirates’ new A350 aircraft, after Edinburgh.
With the addition of the fourth daily flight, Emirates will now operate 140 weekly flights to eight major UK airports: Gatwick, Heathrow, Stansted, Manchester, Birmingham, Newcastle, Glasgow and Edinburgh.
These flights will be operated using a mix of A350s, A380s, and Boeing 777s.
Emirates’ new A350 aircraft also serves several global cities, including Lyon, Bologna, Dammam, Mumbai, Edinburgh, Bahrain, Colombo, Kuwait, Muscat, Tunis, Amman, Istanbul and Ahmedabad.
Travellers can book tickets on the Emirates website, the Emirates App, at Emirates retail stores, via the Emirates contact centre, or through travel agents.
The new flight aims to provide more flexibility and convenience to passengers travelling between London and Dubai.
Flight Buzz
United Airlines’ New Flight Rebooking System Sparks Outrage: Travelers Criticize Lack of Support After Delayed Flights and Frustrating Online-only Solutions

Wednesday, August 6, 2025
In recent years, United Airlines has prided itself on delivering improved customer service, offering travelers an experience that exceeded its competitors. However, this reputation is now being challenged as the airline faces a backlash following a particularly frustrating customer experience. The controversy began after a flight delay from Quebec City, which led to the traveler and their family missing their connecting flight at Newark International Airport.
The airline’s new rebooking system, which had been designed to streamline the customer service process, is now being slammed for leaving travelers stranded and unsupported. While the shift to digital-first solutions had promised efficiency, the reality has been far less favorable. The incident has sparked concerns about the growing reliance on technology at the expense of personalized service and human interaction—an issue that could have far-reaching consequences for the airline industry, particularly in how travelers experience disruptions.
The Shift from Personalized to Impersonal Customer Service
Traditionally, United Airlines was known for its quick, hands-on assistance during delays and flight disruptions. Travelers could typically expect immediate help from customer service agents, who would work swiftly to find a solution. Unfortunately, this once highly praised service model has been replaced by a digital-only system that is leaving passengers frustrated and dissatisfied.
In the Quebec City to Newark incident, the traveler’s family faced a significant delay during customs, causing them to miss their connecting flight by mere minutes. At what should have been a critical moment for customer service, the family was instead given a QR code and directed to a slow, impersonal rebooking website. They were left with no clear instructions on what to do next and no immediate human contact to resolve their situation.
While digital rebooking systems are often seen as more efficient and cost-effective for airlines, they can also alienate travelers when problems arise. In the case of United’s new system, the lack of real-time, human support made the rebooking process longer and more frustrating, with travelers experiencing significant delays in communication and receiving only generic responses from the airline.
Digital-Only Rebooking: A Growing Trend with Significant Consequences
The trend toward using technology to handle customer service is becoming more widespread across the airline industry. However, as airlines like United embrace this model, they risk alienating travelers who expect a more personalized experience. The desire for human interaction during stressful travel situations is not just a luxury; it’s a crucial aspect of maintaining trust and loyalty.
Digital-only rebooking systems, like the one used by United, are meant to streamline the process, saving time and costs for the airline. In theory, they provide passengers with the ability to manage their own rebooking without waiting in line or speaking to a customer service representative. However, in practice, tech-heavy solutions often lead to long waits, confusion, and a general sense of being abandoned in times of crisis.
In this case, after missing their connecting flight, the family was left to deal with a slow and unresponsive website. Instead of receiving immediate rebooking options or a clear path forward, they were forced to navigate a cumbersome process with minimal guidance. This lack of support is especially problematic in high-stress situations, where travelers need quick assistance to avoid further disruption to their plans.
Effect on the Travel and Tourism Industry: What This Means for Airlines and Customers
As travel disruptions continue to affect passengers worldwide, airlines need to reconsider how they handle customer service during these times. The increasing reliance on automated systems may help airlines cut costs and reduce the need for staff, but it also comes at the expense of personalized service. Customers expect more than just a quick solution to a problem—they expect empathy, understanding, and, most importantly, human interaction.
The backlash United Airlines is facing over its rebooking system highlights a broader issue within the travel and tourism industry. As travelers become more accustomed to using digital tools, they expect airlines to balance technology with a personal touch. Airlines that fail to provide a balance between the two risk losing customer loyalty, which could have long-term repercussions on the industry’s growth.
The trust that travelers place in airlines is not easily regained once broken. Delayed flights and missed connections are common occurrences in the travel industry, but the manner in which they are handled can make or break a customer’s experience. United Airlines, with its previously strong reputation for customer service, may now find itself in a difficult position as it grapples with the fallout from this rebooking debacle.
A Case for Balanced Innovation: Can Airlines Improve the Tech-Human Experience?
While technology is undeniably an essential part of the modern travel experience, the human element remains crucial, especially when things go wrong. The key takeaway from United Airlines’ recent incident is that airlines must find a way to balance innovation with the needs of their passengers. Digital tools should enhance, not replace, the human connection that customers expect when dealing with disruptions.
To avoid further damage to their reputation, United Airlines and other airlines adopting digital-only systems should consider implementing hybrid models where technology can assist customers, but human agents are readily available to step in when needed. For example, automated systems could provide travelers with initial options, but if a problem arises, passengers should be able to quickly access real-time support from a representative who can provide immediate assistance.
Moreover, airlines should focus on improving their online interfaces to make them more intuitive, ensuring that travelers can find solutions quickly without feeling lost or frustrated. A seamless blend of technology and human service would likely provide the best of both worlds—offering the convenience of automation while maintaining the personal touch that passengers need during times of uncertainty.
The Broader Implications: What This Means for the Future of Travel
United Airlines’ new rebooking system fiasco may be an isolated incident for now, but it reflects a larger trend in the travel industry. As airlines look to cut costs and streamline operations, many are moving toward digital-first models. While these systems have their benefits, they must be implemented with care to avoid alienating customers who still value the personal touch that has been a hallmark of quality service for years.
As travel and tourism continue to evolve, the industry needs to strike a balance between cutting-edge technology and personalized customer service. Innovations in tech should aim to make the travel experience easier and more convenient but must not replace the empathetic, human connections that passengers expect. The success of any airline or travel company in the future will depend on its ability to provide a seamless blend of both, ensuring that customers feel supported and valued at every step of their journey.
Conclusion: Restoring Trust Through Customer-Centric Solutions
The experience shared by a United Airlines passenger highlights a growing concern in the travel industry: technology is not a substitute for human care. While digital solutions can improve certain aspects of the travel process, they should never replace the human element that is essential in maintaining trust and customer satisfaction. In this case, United Airlines must recognize that a seamless customer experience requires both innovative tech and personal support, especially in times of disruption.
To rebuild customer loyalty and trust, airlines must carefully consider how they incorporate technology into their customer service strategies. A balance between automation and real-time assistance is key to ensuring that passengers feel supported—not just processed—when things go wrong. By prioritizing a customer-centric approach that integrates the best of both worlds, the travel industry can avoid further backlash and ensure that passengers’ needs are met with both efficiency and empathy.
Image Custody: United Airlines
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