Airport Capacity and Airspace Policy

Bob Blackman Excerpts

Thursday 2nd February 2017 Commons Chamber

[Chris Grayling]

No, I am not passing the buck to anyone else. If the hon. Gentleman looks at the plans for improved public transport connectivity around Heathrow, as I described, he will see that Crossrail, HS2, an improved Piccadilly line, the south-west rail access and the western rail access will entail the kind of transformation to access that Heathrow has never seen before. My belief is that, with tight commitments on the airport developers to ensure that they meet their promises, we can deliver this with lower-noise aircraft, a smart compensation package and benefits for the United Kingdom.

[Bob Blackman (Harrow East) (Con)]

The economic case for HS2 is partly built on the fact that we would reduce the number of internal flights within the UK, yet reports suggest a dramatic increase in their number when Heathrow expands. Can my right hon. Friend clarify the position? What commitment is he making to expand regional airports so that they have international flights and people do not have to come to Heathrow?

[Chris Grayling]

On that latter point, if my hon. Friend takes a look at what some regional airports have achieved, he will see extraordinary amounts of international connectivity. I went to Bristol airport recently to open its expanded terminal building, which is going to serve more than 100 international destinations. Our regional airports are already a great success story, and this is meeting an additional need, not replacing what they do. The great benefit from HS2 is not only the connectivity it generates, but the capacity it releases. We have such congestion on the rest of our rail network. In his part of the world, HS2 alone will deliver thousands of extra commuter seats into Euston in the morning rush hour, in an area that is already heavily congested, by taking those express trains off the existing route. So the business case for HS2 is much broader.