Airport Expansion: Economic and Environmental Impact

John Grogan Excerpts

Wednesday 25th October 2017 Westminster Hall

[Ruth Cadbury]

Yes, my hon. Friend is right. The election delay and other excuses meant that figures that could have been in the public domain have only just come out.

Job creation figures are often used to justify Heathrow expansion, but those from the Airports Commission report have recently been revised downward. The total number of jobs that it is claimed will be created is down from 78,000 to 37,000. It is disappointing; the first draft of the national policy statement supported the higher figure and I have not had a chance to read the revisions to see whether that has changed. Analysis by Transport for London demonstrates that the 37,000 jobs are not genuinely new jobs, but merely displaced from other parts of the economy. That is not insignificant in terms of ensuring continued employment for thousands of people, but it is completely different from creating new economic activity. It is not clear that Heathrow’s promises to local communities about mitigation, to the regions about connectivity, and to the country about jobs remain the same, given the reduction in the figure for total economic benefit.

[John Grogan (Keighley) (Lab)]

Does my hon. Friend agree with my view, from a north of England and Yorkshire perspective, that rather than entrench Heathrow in its dominant position, it would be better for the balance of the UK economy to consider the potential of airports such as Birmingham, which will soon have a high-speed train connection, and Manchester? There is a lot of potential for spreading things around in the UK, rather than concentrating them at Heathrow.

[Ruth Cadbury]

My hon. Friend is right, and I shall come on to that point: expanding Heathrow appears to reduce demand and the ability for regional airport growth, rather than enhance it, as Heathrow airport keeps saying.

To return to comparisons between Heathrow and Gatwick, the Department for Transport states that,

“taken over the whole 60 year period, the Gatwick scheme could lead to greater monetised net public value”

when looking only at passenger benefits in terms of reduced fares, fewer delays and better services. Such conclusions do not shout to me that Heathrow is the better option for the country and passengers.

On the cost of surface access, increasing flights by about 47% will of course increase traffic and transport pressure on an airport whose roads and public transport are congested most of the time. That in itself is an economic cost to the local economy and a commercial cost to the airport and airlines. Improvements to public transport should shift a higher proportion of the new passengers on to rail, but many of the improvements, such as southern and western rail access, which are not even funded yet, are needed now for the smooth running of a major two-runway international airport and its hinterland. The imminent upgrade of the Piccadilly line and the creation of Crossrail were designed, according to Transport for London, to support an increased population in west London and beyond—not a third runway. I have seen no assessment of the additional pressure on the roads from freight and flight-servicing vehicles, which cannot, of course, transfer to rail. I have raised that point in the Chamber several times, and have not had an answer.