Air travel and health - Government response to Select Committee report

Seating

15. We were pleased to hear about new CAA research into people's size and the reduction in mobility after long flights to ensure that the emergency evacuation requirements are in line with modern circumstances. Given changes over the years in the length of flights and in the sizes, ages and health states of people undertaking them, we recommend that this research be completed urgently (paragraph 3.51).

The CAA-funded research study, on behalf of the JAA, is considering the relationship between aircraft seat dimensions and passenger sizes. The work looks at the changing size of the European population but also includes a review of recent DVT research. The draft report was completed in January 2001 and indicates additional areas where further work may be necessary. This should be ready for publication in March 2001.

16. To facilitate passengers' choice of seating, we recommend CAA to use its current research to develop an unambiguous set of definitions for seat dimensions. The key issues are: the minimum size of seat taking account of health considerations; accommodation of passengers above average size; and proper allowance for seat-space reductions from the seat in front being reclined, material in seat-back pockets and fold-down tables (paragraph 6.49)

The current CAA-funded research study (and any subsequent follow-on study) will provide Government with the information necessary to review current regulations on seat spacing. In the light of the study DETR and the CAA will also consider the scope for developing unambiguous definitions for seat dimensions for use in informing passengers of the seat size and space available on a flight.

Ventilation

17. For the main purpose of airworthiness certification, JAA currently has no specific cabin air supply requirements for passengers, and the US Federal Aviation Administration (FAA) requirement is seen by manufacturers as, in some cases, impossible or impracticable. Because of the intrinsic importance of the matter and also to clarify matters which cause great public concern, we recommend the Government, CAA and JAA to find a practicable way forward as soon as possible (paragraph 3.36).

The Government accepts this recommendation. The CAA will write to the JAA requesting a review of airworthiness requirements and guidance material relating to cabin air supply requirements for passengers.

18. JAA's requirement for only fresh air to be supplied to the flight deck reinforces the perception that there is something intrinsically "bad" about re-circulated air. We recommend the Government to urge JAA to reconsider its requirement for ventilation of the flight deck with only fresh air (paragraph 5.17).

This recommendation appears to be based on a misunderstanding over the JAA's requirement for ventilation of the flight deck, which states:

"each passenger and crew compartment must be ventilated and each crew compartment must have enough fresh air (but not less than 10 cubic feet per minute per crew member) to enable crew members to perform their duties without undue discomfort or fatigue."

The Government notes that this requirement does not specify the exclusive use of fresh air on the flight deck.

Air Quality

19. We welcome the ASHRAE work on cabin air quality standards and recommend the industry to support and encourage its timely completion and promulgation. We recommend that, in the light of the outcome, regulators consider extending cabin air quality standards beyond those for carbon dioxide, carbon monoxide and ozone for which they already provide (paragraph 5.51).

The Government accepts this recommendation. Depending upon the results of the ASHRAE work, the CAA will consider whether cabin air quality standards should be extended beyond those for carbon dioxide, carbon monoxide and ozone.

20. We recommend the Government to urge ICAO to upgrade the smoking ban recommendation to a formal requirement on its Member States in relation to all flights (paragraph 4.31).

The Government takes the view that, provided safety requirements are met, airlines are best placed to ascertain whether their customers are in favour of smoking on board aircraft or not. As the report states (paragraph 4.30), consumer demand has ensured that smoking is now extremely rare on flights to or from the UK. Indeed, virtually all passengers flying to or from the UK now do so on a flight on which smoking is banned.

The Government is therefore of the view that the current status of the ICAO recommendation is appropriate in that it allows those countries who wish to ban smoking to do so, while allowing those countries which prefer to leave such choices to the airlines to do so. We would be reluctant to press for a world-wide ban in ICAO when the practical impact on passengers travelling to and from the UK would be so limited.

21. Where in-flight smoking may still be permitted, we recommend that airlines and their agents should actively make this clear to intending passengers prior to ticket purchase (paragraph 4.31)

This recommendation is for airlines to consider, but the Government notes that a similar proposal is currently on the table in discussions between airline representative organisations and passenger groups on a possible voluntary charter on passenger rights in Europe, following the European Commission's Communication on Air Passenger Rights of July 2000.

Transmission of Infection

22. As part of improved health information for intending passengers, we recommend the Government and airlines to do more to dissuade intending passengers from flying while they are likely to infect others. This could be further reinforced by a reminder that boarding may be denied to those who are obviously infectious (paragraph 7.33)

The Department of Health will be considering how to broaden the dissemination of health information for intending airline passengers, stressing the importance of individual responsibilities (see response to recommendation 30).

23. We recommend the Government to consider requiring UK airlines and their agents to retain all aircraft passenger information which could be useful in tracing contacts for a minimum of three months after all flights, and that the Government should seek to extend this requirement internationally (paragraph 7.40).

The Government considers that, even though the number of people at risk is very small, it would be desirable if aircraft passenger information which could be useful in tracing contacts were to be retained for a suitable period. The International Air Transport Association (IATA), which comprises a large number of international airlines, has published a recommended practice on the carriage of passengers with infectious diseases. The World Health Organisation (WHO) has also published recommendations on the subject, most of which are addressed to airlines. The work programme of ICAO includes consideration of how responsibility for the public health follow-up of passengers exposed to tuberculosis should be allocated between airlines and public authorities.

The Government would be reluctant to impose obligations on UK carriers unilaterally because of the impact such action could have on their international competitiveness. But it notes that British Airways now retains passenger data for three months and that it co-operates with requests from the UK health authorities to trace contacts. In addition the British Air Transport Association has re-established a health group, through which work on issues such as the tracing of contacts can be taken forward. Meanwhile the Government is considering the scope for streamlining the arrangements by which the UK health authorities make their requests to airlines.

The Government hopes that ICAO will be able to agree on recommendations for Member States to follow up with their respective airlines and public authorities, and that IATA will consider refining its recommended practice on the carriage of passengers with infectious diseases. In the longer term another possible means of international action may be for the WHO International Health Regulations to be amended to include tuberculosis.

Filtration

24. HEPA filtration is not yet standard. To minimise the risk of cross-infection, we are clear that it should be, and we recommend the Government and regulators to make filtration to best HEPA standards mandatory in re-circulatory systems (paragraph 7.26)

Because the use of HEPA filters in aircraft is not mandatory, the selection of minimum performance standards is an option for each individual airline that chooses to fit them. Likewise, it is up to the airlines to select an appropriate maintenance regime that would ensure their in-house performance standards are met. However, the Government accepts that the standard of filtration is a key contributor to minimising the potential for cross-infection in aircraft using re-circulatory ventilation. The vast majority of passengers flying on UK aircraft will experience HEPA standard filtration, but the Aviation Health Working Group will continue to promote the use of HEPA standard filtration on those aircraft where such standards are not achieved.

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