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.

Photo: Getty
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Michael Carrick is the “Geordie Pirlo” that England misunderstood

The Manchester United legend’s retirement announcement should leave Three Lions fans wondering what if?

That it came in the months leading up to a World Cup arguably added an exclamation point to the announcement of Michael Carrick’s impending retirement. The Manchester United midfielder, who is expected to take up a coaching role with the club afterwards, will hang up his boots at the end of the season. And United boss Jose Mourinho’s keenness to keep Carrick at Old Trafford in some capacity only serves to emphasise how highly he rates the 36-year-old.

But Carrick’s curtain call in May will be caveated by one striking anomaly on an otherwise imperious CV: his international career. Although at club level Carrick has excelled – winning every top tier honour a player based in England possibly can – he looks set to retire with just 34 caps for his country, and just one of those was earned at a major tournament.

This, in part, is down to the quality of competition he has faced. Indeed, much of the conversation around England’s midfield in the early to mid-noughties centred on finding a system that could accommodate both box-to-box dynamos Steven Gerrard and Frank Lampard.

As time went on, however, focus shifted towards trequartistas, advanced playmakers and those with more mobile, harrying playing styles. And the likes of Jack Wilshere, Ross Barkley, Jordan Henderson and Dele Alli were brought into the frame more frequently than Carrick, whose deep-lying capabilities were not utilised to their full potential. That nearly 65 per cent of Carrick’s England caps have come in friendlies shows how undervalued he was. 

In fairness, Carrick does not embody similar characteristics to many of his England midfield contemporaries, including a laudable lack of ego. He is not blessed with lung-busting pace, nor is he enough of a ball-winner to shield a back four solo. Yet his passing and distribution satisfy world-class criteria, with a range only matched, as far as England internationals go, by his former United team-mate Paul Scholes, who was also misused when playing for his country.

Rather, the player Carrick resembles most isn’t English at all; it’s Andrea Pirlo, minus the free-kicks. When comparisons between the mild-mannered Geordie and Italian football’s coolest customer first emerged, they were dismissed in some quarters as hyperbole. Yet watching Carrick confirm his retirement plans this week, perfectly bearded and reflecting on a trophy-laden 12-year spell at one of world football’s grandest institutions, the parallels have become harder to deny.

Michael Carrick at a press event ahead of Manchester United's Champions League game this week. Photo: Getty.

Where other players would have been shown the door much sooner, both Pirlo and Carrick’s efficient style of play – built on patience, possession and precision – gifted them twilights as impressive as many others’ peaks. That at 36, Carrick is still playing for a team in the top two of the top division in English football, rather than in lower-league or moneyed foreign obscurity, speaks volumes. At the same age, Pirlo started for Juventus in the Champions League final of 2015.

It is ill health, not a decline in ability, which is finally bringing Carrick’s career to a close. After saying he “felt strange” during the second-half of United’s 4-1 win over Burton Albion earlier this season, he had a cardiac ablation procedure to treat an irregular heart rhythm. He has since been limited to just three more appearances this term, of which United won two. 

And just how key to United’s success Carrick has been since his £18m signing from Tottenham in 2006 cannot be overstated. He was United’s sole signing that summer, yielding only modest excitement, and there were some Red Devils fans displeased with then manager Sir Alex Ferguson’s decision to assign Carrick the number 16 jersey previously worn by departed captain Roy Keane. Less than a year later, though, United won their first league title in four years. The following season, United won the league and Champions League double, with Carrick playing 49 times across all competitions.

Failing to regularly deploy Carrick in his favoured role – one that is nominally defensive in its position at the base of midfield, but also creative in providing through-balls to the players ahead – must be considered one of the most criminal oversights of successive England managers’ tenures. Unfortunately, Carrick’s heart condition means that current boss Gareth Southgate is unlikely to be able to make amends this summer.

By pressing space, rather than players, Carrick compensates for his lack of speed by marking passing channels and intercepting. He is forever watching the game around him and his unwillingness to commit passes prematurely and lose possession is as valuable an asset as when he does spot an opening.

Ultimately, while Carrick can have few regrets about his illustrious career, England fans and management alike can have plenty. Via West Ham, Spurs and United, the Wallsend-born émigré has earned his billing as one of the most gifted midfielders of his generation, but he’d never let on.

Rohan Banerjee is a Special Projects Writer at the New Statesman. He co-hosts the No Country For Brown Men podcast.