Why new runways are not the solution

Only a new hub airport can balance our aviation needs with those of the environment.

A quarter of all those in Europe who are affected by aircraft noise live under the Heathrow flight-path. If there is a single statistic which underlines the failure of British aviation policy it is this. For decades, a combination of powerful lobbyists and weak decision-making has led ministers to slavishly accept the hodgepodge expansion of Heathrow. There has been very little vision, and very little evidence-based policy making.

The previous Labour government, for example, decided to build a third runway at Heathrow, and only then asked the independent Committee on Climate Change (CCC) to figure out how the UK could meet its 2050 carbon reduction target. They didn't allow the facts to affect their policy. But the CCC did some very useful work, and calculated that, based on increased plane loads, new technology and fuel improvements, our carbon budget allows for about a 60% increase on current passenger numbers, bringing us to around 368 million passengers per annum. This is still a very large increase in the proportion of our carbon emissions due to aviation – the industry would emit 37.5MtCO2 a year by 2050. It is harder to decarbonise aviation than other sectors. But this 60% increase represents a lot of opportunities for new destinations and new travellers - within our carbon cap.

So, how much new capacity do we need to build to take us up to this limit? The answer is none. We can reach that 60% increase with no third runway at Heathrow, no new Thames Estuary airport, no second runway at Gatwick or Stansted. And Department for Transport forecasts suggest that we won't get to that point until about 2030. In particular, Gatwick is already expanding into new markets with routes to China, South Korea and Vietnam. Stansted is only around 50% full, and it makes no sense whatsoever to build a second runway at either. Indeed, rather than pushing for new runways, both airports are campaigning for rail links and improved surface access to help their growth, which brings environmental gains too: up to half of emissions from aviation actually come from surface movements, rather than the planes.

It’s clear that Heathrow plays a very important role - it is our only hub airport, and caters for transfer passengers, particularly business users, and that enables flights to emerging markets to become economically viable. It’s also true that Heathrow is almost totally full. While in the short term there are a few tools available to encourage flights to transfer to Gatwick or Stansted, if we are to retain a successful hub airport and all the benefits it brings, we need to look at longer-term solutions. Mixed Mode operation and a large increase in night flights have been proposed, but they fail the same test as the third runway - they affect far too many people who already suffer massively from noise pollution. And it has a huge effect on London’s air quality. Heathrow is, simply put, in the wrong location for our current needs.

Boris Johnson, I suspect for electoral reasons, recognises that Heathrow is not the answer. But his solution is perhaps even more wrong. Located east of London in the Thames estuary, 'Boris Island' would be largely inaccessible for anyone living outside London and the south east, making it even harder to spread economic growth to the north and west of the country. It would essentially be a transfer hub for foreign travellers (paying no APD) and the City. Before construction could even begin, you'd have to somehow move or defuse the remains of the SS Richard Montgomery, a wartime liberty ship whose detonation would cause a small tidal wave up the Thames and possibly one of the world's largest non-nuclear blasts. The chance of bird-strike is also 12 times higher here, let alone the crippling effect it would have on this vital migratory route. The RSPB claimed it would be one of the worst environmental decisions the country has made. Finally, the expense of this project would be astronomical and it would take far too long to construct. You'd have to start the infrastructure from scratch. It's simply not a goer, and I am delighted that I and the Lib Dems rejected it so promptly.

Is there a better option? We have to be clear that total UK aircraft movements in 2050 cannot be above the limit suggested by the CCC. So there is no point in building capacity which would allow us to vastly exceed that limit. Our 2050 carbon reduction target is not some figure that can be fiddled if a future government realises they can't meet it. The effect on our children's economy and their environment would be immense. We must not burden them with an environmental debt from which they cannot escape. But that still leaves us with a 60% increase in passenger movements which is allowed within UK carbon budgets.

For now, we can meet it with the runways we have, using the capacity at Manchester and Birmingham, for example, but it makes sense to consider the option of having a new hub, bringing together runways in one place to link with all the transfer passengers and new routes they bring to bear. That new hub could only happen with the closure of other runways and airports to ensure a future government doesn't exceed the available carbon budget. And this new hub couldn't be just anywhere - it would have to be accessible to north and south of the country, and be somewhere which would pose minimal impact to the local population and to the local environment.

The Labour Party is at best vague on this - they "accept the Government’s decision to cancel the third runway at Heathrow" - but fail to say whether they actually support it or don't - and many of their backbenchers (and frontbenchers) still argue for the third runway. They also argue for more expansion of aviation in the south east, threatening to breach our environmental constraints.

Some Tories, such as the Transport Secretary, Justine Greening, understand the need for environmental considerations to play a key role in aviation policy, in keeping with the Coalition Agreement, but there is a growing band of pro-third runway MPs, including George Osborne. Few seem to take Boris Island that seriously.

This autumn, the Liberal Democrats will vote on a conference motion that presents a proper policy to the public, outside of the vested interests in the aviation industry. The public deserve an airport policy which balances the benefits from aviation with the harm it can do to the environment globally and locally. That is exactly what we’ll deliver.

A British Airways aircraft taxis past other parked aircraft at Terminal 5 of Heathrow Airport. Photograph: Getty Images.

Julian Huppert is the Liberal Democrat MP for Cambridge.

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Caroline Lucas and Jonathan Bartley: "The Greens can win over Ukip voters too"

The party co-leaders condemned Labour's "witch hunt" of Green-supporting members. 

“You only have to cast your eyes along those green benches to think this place doesn't really represent modern Britain,” said Caroline Lucas, the UK’s only Green MP, of the House of Commons. “There are lots of things you could do about it, and one is say: ‘Why not have job share MPs?’”

Politics is full of partnerships and rivalries, but not job shares. When Lucas and Jonathan Bartley were elected co-leaders of the Green party in September, they made history. 

“I don't think any week's been typical so far,” said Bartley, when I met the co-leaders in Westminster’s Portcullis House. During the debate on the Hinkley power plant, he said, Lucas was in her constituency: “I was in Westminster, so I could pop over to do the interviews.”

Other times, it’s Bartley who travels: “I’ve been over to Calais already, and I was up in Morecambe and Lancaster. It means we’re not left without a leader.”

The two Green leaders have had varied careers. Lucas has become a familiar face in Parliament since 2010, whereas Bartley has spent most of his career in political backrooms and wonkish circles (he co-founded the think tank Ekklesia). In the six weeks since being elected, though, they seem to have mastered the knack of backing each other up. After Lucas, who represents Brighton Pavilion, made her point about the green benches, Bartley chimed in. “My son is a wheelchair user. He is now 14," he said. "I just spent a month with him, because he had to have a major operation and he was in the recovery period. The job share allows that opportunity.”

It’s hard enough for Labour’s shadow cabinet to stay on message. So how will the Greens do it? “We basically said that although we've got two leaders, we've got one set of policies,” said Lucas. She smiled. “Whereas Labour kind of has the opposite.”

The ranks of the Greens, like Labour, have swelled since the referendum. Many are the usual suspects - Remainers still distressed about Brexit. But Lucas and Bartley believe they can tap into some of the discontent driving the Ukip vote in northern England.

“In Morecambe, I was chatting to someone who was deciding whether to vote Ukip or Green,” said Bartley. “He was really distrustful of the big political parties, and he wanted to send a clear message.”

Bartley points to an Ashcroft poll showing roughly half of Leave voters believed capitalism was a force for ill (a larger proportion nevertheless was deeply suspicious of the green movement). Nevertheless, the idea of voters moving from a party defined by border control to one that is against open borders “for now” seems counterintuitive. 

“This issue in the local election wasn’t about migration,” Bartley said. “This voter was talking about power and control, and he recognised the Greens could give him that.

“He was remarking it was the first time anyone had knocked on his door.”

According to a 2015 study by the LSE researcher James Dennison, Greens and Kippers stand out almost equally for their mistrust in politicians, and their dissatisfaction with British democracy. 

Lucas believes Ukip voters want to give “the system” a “bloody big kick” and “people who vote Green are sometimes doing that too”. 

She said: “We’re standing up against the system in a very different way from Ukip, but to that extent there is a commonality.”

The Greens say what they believe, she added: “We’re not going to limit our ambitions to the social liberal.”

A more reliable source of support may be the young. A May 2015 YouGov poll found 7 per cent of voters aged 18 to 29 intended to vote Green, compared to just 2 per cent of those aged 60+. 

Bartley is cautious about inflaming a generational divide, but Lucas acknowledges that young people feel “massively let down”.

She said: “They are certainly let down by our housing market, they are let down by universities. 

“The Greens are still against tuition fees - we want a small tax for the biggest businesses to fund education because for us education is a public good, not a private commodity.”

Of course, it’s all very well telling young people what they want to hear, but in the meantime the Tory government is moving towards a hard Brexit and scrapping maintenance grants. Lucas and Bartley are some of the biggest cheerleaders for a progressive alliance, and Lucas co-authored a book with rising Labour star Lisa Nandy on the subject. On the book tour, she was “amazed” by how many people turned up “on wet Friday evenings” to hear about “how we choose a less tribal politics”. 

Nevertheless, the idea is still controversial, not least among many in Nandy's own party. The recent leadership contest saw a spate of members ejected for publicly supporting the Greens, among other parties. 

“It was like a witch hunt,” said Lucas. “Some of those tweets were from a year or two ago. They might have retweeted something that happened to be from me saying ‘come join us in opposing fracking’, which is now a Labour policy. To kick someone out for that is deeply shocking.”

By contrast, the Greens have recently launched a friends scheme for supporters, including those who are already a member of another party. “The idea that one party is going to know it all is nonsense,” said Bartley. “That isn’t reality.”

Lucas and Bartley believe the biggest potential for a progressive alliance is at constituency level, where local people feel empowered, not disenfranchised, by brokering deals. They recall the 1997 election, when voters rallied around the independent candidate Martin Bell to trounce the supposedly safe Tory MP Neil Hamilton. Citing a recent letter co-signed by the Greens, the Scottish National Party and Plaid Cymru condemning Tory rhetoric on immigrants, Bartley points out that smaller parties are already finding ways to magnify their voice. The fact the party backed down on listing foreign workers was, he argued, “a significant win”. 

As for true electoral reform, in 2011, a referendum on changing Britain's rigid first past the post system failed miserably. But the dismal polls for the Labour party, could, Lucas thinks, open up a fresh debate.

“More and more people in the Labour party recognise now that no matter who their leader is, their chance of getting an outright majority at the next election is actually vanishingly small,” she said. “It’s in their interests to support electoral reform. That's the game changer.” 

Julia Rampen is the editor of The Staggers, The New Statesman's online rolling politics blog. She was previously deputy editor at Mirror Money Online and has worked as a financial journalist for several trade magazines.