Airports National Policy Statement

Debate between Lilian Greenwood and Tanmanjeet Singh Dhesi

Thursday 7th June 2018 Westminster Hall

[Lilian Greenwood]

The Secretary of State responded within approximately two months to our report. We are looking at the detail of the final report and what has made its way into the final NPS.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

For many of us who are still to decide which side of the argument to take, the devil will be in the detail. Does my hon. Friend agree that those who are impacted the most should be the ones compensated the most in terms of the mitigation? I allude in particular to my Slough constituency, where the third runway will be built. The mitigation, in terms not only of air and noise but of training and skills colleges, and other logistics and jobs facilities, should be sited more in Slough than in other constituencies.

[Lilian Greenwood]

My hon. Friend is a great advocate for his constituency and rightly so. It is important that, if the proposal goes ahead, the impact on local communities is carefully considered. I am also mindful, however, that this scheme is intended to benefit the whole of the UK. It is vital that, if it goes ahead, the whole of the UK is seen to benefit, including from the opportunities for jobs and apprenticeships that it would bring.

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[Lilian Greenwood]

Our analysis shows that there would be fewer direct international flights from other airports if Heathrow expansion goes ahead, because there is a clear demand from airlines for slots at Heathrow—a demand that cannot be met because it is currently operating at capacity.

The benefits and costs in the economic case for the north-west runway are finely balanced, and we uncovered some shortcomings in the way the Department for Transport had completed its analysis. Although there are wider economic benefits that are not captured as part of the case, there are also environmental and social costs that are not monetised.

More significantly, the case rests on the scheme being delivered by 2026, and at capacity by 2028. We heard evidence of factors that might prevent delivery of the scheme. We also heard that the Department’s assumption that capacity would be filled within two years of opening was implausible and inconsistent with Heathrow’s own plans. In the Minister’s reply, I would be grateful if he confirmed whether the Government updated the airport’s NPS to reflect the relatively small difference in strategic and economic benefits of the schemes considered, and whether they have fully corrected the shortcomings we identified in how they completed their appraisal.

According to the Government’s analysis, the financial and delivery risks of the north-west runway are the highest of the schemes considered. One of the main delivery risks that our inquiry identified was airspace change. The airspace change required to facilitate the north-west runway is significant, and although it may be deliverable from a technical or safety point of view, the reality is that such change has proved extremely difficult to implement because of its impact on populations beneath routes.

The Civil Aviation Authority is of the view that more substantive reform is required if the change needed to accompany the north-west runway can be delivered in full. We therefore recommended that the Government outline their intended policy approach to delivering airspace change for their preferred scheme as a priority. Is the Minister confident that the airspace change required for the scheme can be delivered in full? What specific reforms do the Government intend to implement to ensure that occurs?

The environmental and community impacts of the north-west runway are by far the greatest of the schemes considered. Our Committee was concerned that the numbers presented by the Government in the draft NPS and the supporting documents did not present the full picture of those possible impacts. Arguably, the future noise impacts present the greatest area of uncertainty for the scheme. Although modern planes are undoubtedly quieter, noise is a key concern for communities, and high exposure to noise can have a serious impact on people’s health.

The Department’s approach to presenting noise exposure nets out the winners and losers from noise changes, but the reality is that community acceptability is more often shaped by the losers who experience new or increased noise. The evidence shows that more than 300,000 people could be newly affected by significant noise annoyance from an expanded Heathrow.

The analysis presented also uses a higher threshold for noise annoyance than is consistent with the Department’s guidance. Using the lower threshold takes the total number of people in the noise annoyance footprint to more than 1.15 million. Our investigation found that the Department’s estimates are likely to be towards the lower end of the scale of potential impacts, and called for greater clarity in presentation.

Noise has real effects on people’s daily lives. It is essential that MPs are fully informed about the scale of the impacts from the scheme when reaching their decisions. I would be grateful if the Minister could explain why the Department has not included those numbers in the latest iteration of its sustainability appraisal.

During our inquiry, a great deal of attention focused on the surface access needs of the airport now and in the future. We commend the Government for expressing policy support for the southern and western rail access, as per recommendation seven in our report. Those schemes are important to achieve modal shift for the two-runway airport and are critical if the north-west runway scheme is to be delivered without having a perverse knock-on effect on other parts of the surface access network.

However, the eventual impact of a north-west runway on road congestion and rail capacity is still highly uncertain, because no comprehensive surface access assessment was published alongside the draft NPS to understand what it would be. We welcome the Government’s publication of figures on the impact that an expanded Heathrow would have in terms of the number of cars on the road, although they have still not published a full assessment. Those figures show that by 2030, if unmitigated, there will be a 33% increase in the number of vehicles on the road with a new runway. Can the Minister explain what surface access schemes are included when modelling those figures, and whether the Department has assessed the surface access schemes that are required to ensure that there will be no more cars on the road, as pledged by Heathrow airport?

[Mr Dhesi]

My hon. Friend makes an excellent point. Does she agree that the Minister needs to acknowledge that the western rail link to Heathrow is not incumbent on whether we have a third runway? That scheme needs to happen forthwith regardless. More than 20% of the UK population will be within one interchange of our busiest airport. The Government committed to the scheme six years ago, but it has still not seen the light of day. It is imperative, and I hope that she and the Minister will confirm that.

[Lilian Greenwood]

My hon. Friend has been a real campaigner for western rail access, and he was well represented on the Committee by other hon. Members who share that view, including my hon. Friend the Member for Plymouth, Sutton and Devonport.

Our Committee also called for the sections of the draft NPS that deal with air quality to be revised before the final NPS was tabled. The air quality impact on nearby populations had been estimated only within the immediate 2 km vicinity of Heathrow airport, and had not been updated since 2015. The population impact assessments still do not appear to be updated in the final version of the NPS, and I would be grateful if the Minister could explain why.

It will be for hon. Members to judge whether the balance of potential benefits and costs of the proposed north-west runway is sufficient to approve the NPS. If they are to make an informed judgment, they need the full suite of facts to be on the table. That is why we recommended that the Government comprehensively update the evidence base and the final version of the NPS to accurately reflect the balance of evidence.

We also wanted to ensure that the conditions of approval in the NPS provided enough safeguards for the environment and for affected communities. Air quality was recently described by four Select Committees as a “national health emergency”. It is therefore vital to demonstrate that airport expansion is compatible with tackling that emergency. The NPS states that the north-west runway scheme will be legally compliant on opening, but it does not say that the UK’s legal air quality obligations are at a high risk of being breached between 2026 and 2029.

Legal air quality compliance for the scheme rests on national air quality measures being implemented in full. Three consecutive successful legal challenges do not instil a great deal of confidence in the Government’s ability to deal with air quality effectively. We recommended that the Government adopt a more stringent interpretation of legal compliance in the NPS to protect against the inherent uncertainty of modelling future air quality compliance. Are the Government confident that their interpretation of air quality compliance will be the same as that of the courts, given that there will almost certainly be a judicial review?

On noise impacts, we recommended that the Government define an acceptable noise limit that reflects a maximum acceptable number of people newly exposed to noise due to the north-west runway scheme. The Government have not done so, and I hope the Minister will explain how he can be confident that the noise impacts of the scheme can be effectively mitigated without clear targets in place. What safeguards will there be for communities that are concerned about the potential scale of noise impacts?