Heathrow Airport Expansion

Andy Slaughter Excerpts

Wednesday 24th May 2023 Westminster Hall

[Andy Slaughter (Hammersmith) (Lab)]

It is a pleasure to serve under your chairmanship, Ms Elliott. I thank my hon. Friend the Member for Putney (Fleur Anderson) for securing the debate. I agree with everything that she said, including about the toxic effects of Heathrow, which apply equally, if not more so, to my constituency of Hammersmith and Shepherd’s Bush and across west London.

We know the arguments against Heathrow: congestion on the roads and on public transport, noise pollution, air pollution, safety and the threat to whole communities. Those arguments have not changed. What has changed is that the aviation sector does not support Heathrow. We have expansion plans from London airports—Stansted, Luton and Heathrow—that will take up the carbon allocation. Regional airports, as we have just heard, are severely underused. Manchester is at about 50% capacity, and Birmingham airport, which will be about half an hour from Old Oak station in my constituency by High Speed 2 when it is constructed, is an alternative and is running at 40% capacity. We have heard that the airlines have withdrawn their support and some, such as Virgin, actively oppose the expansion.

What has changed since covid and the pause is that climate targets have got harder to meet, and the cost of doing so has become greater. Construction costs have gone through the roof. Heathrow has lost about £4.5 billion. It has also lost its chief executive and not yet recruited a new one. It is not in a good state.

Like the hon. Member for Twickenham (Munira Wilson), I believe in a better rather than a bigger Heathrow. We understand the advantages of Heathrow to the economy—across the whole Thames valley, as well as to London, and west London in particular—but it is obscene to think of increasing its capacity by 50%, given its location. Transport policy has moved on.

We have heard that the airports national policy statement is five years old, and the airports commission is eight years old. Transport policy has moved on and history has moved on, but Heathrow has not; it is stuck trying to talk in the language of one or two decades ago and, unfortunately, the Government are listening. Well, the Minister is clearly not listening, because he is texting away, but I hope that when he responds, he will show a shift in Government policy on the issue. It is long overdue. Other Opposition parties have thought about this and changed their policy over time. In the Labour party, we welcome that. I hope that we see a realistic appraisal by the Government—a genuine review of the situation—because from any impartial or unbiased view of Heathrow, it should not expand. There are many alternatives.

--- Later in debate ---

[Andy Slaughter]

That is a whole ’nother debate. Given that the Government will not fund major strategic infrastructure because it is in London—if it were anywhere else in the country, they would be paying 80% or 90%—and given how much they have dragged their feet for years on this project, the Minister has a cheek, quite frankly, to make the comment he has just made.

[Jesse Norman]

I do not have much time, but I think the Chamber knows that the funding per head and the sources of revenue that exist in London are vastly greater than in other parts of the country, and it is appropriate that that money should be properly invested alongside any other support that can be given.

We are not going to be distracted from this important topic. On a more constructive point, it is noticeable that the Opposition’s position on the issue of Heathrow expansion is not so very different from that of the Government. It is important to explore what the Government’s position is.

Hon. Members will recall that, in 2015, the independent Airports Commission’s final report concluded that a new north-west runway at Heathrow airport was the best solution to deliver the future additional airport capacity the country required. The Government considered the commission’s recommendation and announced in October 2016 that they agreed with the conclusions.

The Government then developed a draft airports national policy statement that provided the framework and criteria against which a development consent application would be judged. The draft statement was published for consultation in 2017 and scrutinised by the Transport Committee, before being laid before Parliament. In June 2018, the airports national policy statement was designated, following Parliament voting overwhelmingly in favour of the north-west runway proposal, by 415 votes to 119. That is an overwhelming majority in favour of the north-west runway proposal. Following its designation, the airports national policy statement was subject to a number of legal challenges, which have been heard in the High Court, the Court of Appeal and the Supreme Court. The legal challenges concluded in December 2020, when the Supreme Court unanimously concluded that the airports national policy statement is lawful.

Challenges against the statement, however, did not end there. The Planning Act 2008 requires the Secretary of State to review a national policy statement whenever they consider it appropriate to do so. Between 2019 and 2021, the Department received numerous requests from third parties to review it. When the Supreme Court determined that the airports national policy statement once again had legal effect, those review requests were considered. In September 2021, the then Secretary of State for Transport decided that it was not appropriate at that time to review the airports national policy statement. The Government said that the matter would be considered again after the jet zero strategy was published, and that the timing of re-consideration would need to have regard to the availability of long-term aviation demand forecasts.

The jet zero strategy was published in July last year and sets out the Government’s approach to achieving net zero aviation by 2050. The idea that the Government have not thought at length and in depth about this, and set out a strategy for achieving it, as was raised earlier in the debate, is nonsense. The jet zero strategy and its accompanying documents set that out. The strategy focuses on the rapid development of technologies in a way that maintains the benefits of air travel while maximising the opportunities that decarbonisation can bring to the UK. It creates a strategic framework for aviation decarbonisation.

It is clear that the Government continue to support airport growth where it is justified, and that expansion of any airport in England must meet our strict climate change obligations to be able to proceed. The Government’s approach to sustainable aviation growth is supported by analysis that shows that the country can achieve net zero emissions by 2050 without the need to intervene directly to limit aviation growth. The jet zero strategy set out a range of measures to meet net zero. I will touch on three of those.

First, we are supporting the development of new, zero-carbon emission aircraft technology through the Aerospace Technology Institute programme. An example of that is the announcement last week by Rolls-Royce that it has commenced the testing of its UltraFan technology, which will enable efficiency improvements in current and future aircraft and is 100% SAF compatible.

Secondly, this year the Government have conducted a call for evidence on implementation of a 2040 zero-emission airport operations target in England. My Department is currently considering responses and will publish a Government response shortly. Thirdly, the suggestion that this country is behind its international competitors on sustainable aviation fuels is entirely wrong. We have published a consultation on the SAF mandate, and that is currently available for discussion.