The view from Gatwick

London enjoys world-class air links. With 134 million passengers flying in and out each year, it’s the best-connected city in the world. Yet with a future capacity problem it begs the question: for how long?

Much is already changing in air travel. Low cost carriers continue to gain market share, orders for new long distance, hub-busting aircraft are increasing, and new hubs in the Middle East and Far East are growing rapidly – all of which reduce the relative importance of traditional transfer traffic through London. We have also seen a transformation within London itself. The three largest airports are now separately owned and have begun to compete. This is a real game-changer. 
 
Despite this, we are still told that it is only growth at our largest airport that matters. But London is a world city and destination in its own right: 87 per cent of passengers begin or end their journey here. It’s not a city people pass through. Only 13 per cent of passengers make up the transfer journeys we hear so much about. This proportion is likely to increase in the coming years, which means that despite what the proponents of creating a ‘mega hub’ at Heathrow or in the Thames Estuary might say, the importance of hub passengers in London is exaggerated. 
 
Policy should be framed around the travel needs of all passengers and not dictated solely by those who only want to change planes in London. Transfer passengers are important but they are in the minority. As the Airports Commission looks at  the options, it will need to ensure that any recommended solution is deliverable, environmentally sustainable, and has a strong business case behind it. A degree of political consensus is also key, as is the  need to deliver certainty to airlines, businesses and communities. 
 
Our vision for a two runway Gatwick, as part of a constellation of three major airports surrounding London, is affordable, deliverable, sustainable and promotes competition for the benefit of passengers. 
 
We believe a constellation model provides a better strategic fit for London and for the UK. It could be delivered at a fraction of the cost of a new airport in the Thames Estuary and would generate significantly less noise than a third runway at Heathrow. It will also be the most beneficial option for passengers, allowing competition between airports, better connections and affordability. Twenty two of the world’s 40 busiest cities for air travel successfully employ this model and have more than one airport serving their needs. 
 
Building the next runway at Gatwick would not only solve the capacity issue for a generation but allow us to collectively offer a greater selection of destinations to passengers. We have already invested over £1bn since the change of ownership in 2009. We’ve opened new direct routes to some of the fastest growing economies such as China, Russia and Vietnam. More competition will deliver the enhanced connectivity the UK economy needs. Where there is passenger demand, the market should be able to respond.
 
So far, the needs of passengers have been largely lost in the aviation debate. I believe they should be able to choose where to fly, when to fly, and who to fly with. In the longer term, capacity has to be matched to the passenger need. They want better value fares, new destinations, higher quality airports and more convenient door-to-door journeys every time they travel. Our option will deliver these benefits by creating multiple layers of choice for passengers.
 
Crucially though, noise impacts will be substantially lower than for Heathrow’s plans. A two runway Gatwick will affect fewer than 5 per cent of the people Heathrow impacts today. And unlike Heathrow, we will not breach European and national air quality standards.  
The Airports Commission has provided us with a unique opportunity to look to the future and develop a strategy which will benefit the UK for decades to come. Gatwick expansion will cost between £5bn and £9bn – a fraction of the cost of expansion at Heathrow – and a second runway can be open by 2025. Our runway plans are currently backed by local authorities and business groups. With the right political will, our vision is not only possible but the best. 
 
Stewart Wingate is chief executive of Gatwick Airport 
Gatwick's South Terminal. Photograph: Getty
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Why the Labour rebels have delayed their leadership challenge

MPs hope that Jeremy Corbyn may yet resign, while Owen Smith is competing with Angela Eagle to be the candidate.

The Eagle has hovered but not yet landed. Yesterday evening Angela Eagle's team briefed that she would launch her leadership challenge at 3pm today. A senior MP told me: "the overwhelming view of the PLP is that she is the one to unite Labour." But by this lunchtime it had become clear that Eagle wouldn't declare today.

The delay is partly due to the hope that Jeremy Corbyn may yet be persuaded to resign. Four members of his shadow cabinet - Clive Lewis, Rachel Maskell, Cat Smith and Andy McDonald - were said by sources to want the Labour leader to stand down. When they denied that this was the case, I was told: "Then they're lying to their colleagues". There is also increasing speculation that Corbyn has come close to departing. "JC was five minutes away from resigning yesterday," an insider said. "But Seumas [Milne] torpedoed the discussions he was having with Tom Watson." 

Some speak of a potential deal under which Corbyn would resign in return for a guarantee that an ally, such as John McDonnell or Lewis, would make the ballot. But others say there is not now, never has there ever been, any prospect of Corbyn departing. "The obligation he feels to his supporters is what sustains him," a senior ally told me. Corbyn's supporters, who are confident they can win a new leadership contest, were cheered by Eagle's delay. "The fact even Angela isn't sure she should be leader is telling, JC hasn't wavered once," a source said. But her supporters say she is merely waiting for him to "do the decent thing". 

Another reason for the postponement is a rival bid by Owen Smith. Like Eagle, the former shadow work and pensions secrtary is said to have collected the 51 MP/MEP nominations required to stand. Smith, who first revealed his leadership ambitions to me in an interview in January, is regarded by some as the stronger candidate. His supporters fear that Eagle's votes in favour of the Iraq war and Syria air strikes (which Smith opposed) would be fatal to her bid. 

On one point Labour MPs are agreed: there must be just one "unity candidate". But after today's delay, a challenger may not be agreed until Monday. In the meantime, the rebels' faint hope that Corbyn may depart endures. 

George Eaton is political editor of the New Statesman.