PARLIAMENTARY DEBATE
Heathrow: National Airports Review - 22 October 2025 (Commons/Commons Chamber)

With permission, I will update the House on the steps this Government are taking to realise the benefits of expansion at Heathrow airport, having invited proposals for a third runway earlier this year.

Today I am launching a review of the airports national policy statement. Britain wants to fly, and this Government will act to meet public aspirations. Our review of the ANPS will ensure that while we unlock long-term capacity for more flights at the nation’s only hub airport, we will also meet our obligations to passengers, communities and the environment. Today is a step forward for UK aviation and infrastructure, supporting growth in the economy and enabling a modern, efficient transport system that harnesses international investment, boosts connectivity and strengthens UK competitiveness.

We are committed to making a decision on a third runway at Heathrow within this Parliament, and we are clear in our ambition to see flights taking off on a new runway in 2035. We said we would get on with this, and we have. When the previous Government set up the Davies commission, it took them five years to publish the original draft ANPS. We will get to the same point in 18 months, with the process completed by the end of 2026, showing our commitment to delivering progress swiftly but robustly. When we say we back the builders, not the blockers, we mean it.

But this is not a blank cheque. Expansion at Heathrow must minimise cost for passengers and customers. The taxpayer must not be expected to foot the bill. That is why the scheme will be privately financed—both the core project and the related infrastructure improvements. Extra staff and passengers must be able to get to and from the airport without turning the M4 and M25 into Europe’s largest car park. Crucially, the expansion must align with our legal, environmental and climate commitments. Starting the review of the ANPS is critical to delivering expansion and will provide the basis for decisions on any future planning applications.

The world has changed since the last ANPS review in 2018, which is when it was designated. New environmental and climate obligations have been introduced, and patterns of travel have changed. However, pretty much every UK airport saw its busiest summer on record. We could put our head in the sand and pretend this is not the case, but we would be doing a disservice to our economy and to the next generation. That is why, in carrying out this review, we will consider how any proposed scheme must meet four clear tests: that it contributes to economic growth across the country; that it meets our air quality obligations; that it is consistent with our noise commitments; and, crucially, that it aligns with our legal obligations on climate change, including net zero.

We will seek the independent opinion of the Climate Change Committee, which I will write to shortly to request this advice. While a third runway at Heathrow has been factored into carbon budget 6, it is right that we update our modelling and seek the views of the CCC. Given Heathrow’s national importance, we will also consider naming the airport as critical national priority infrastructure, in line with our approach to low-carbon energy projects. We are further considering whether to name a statutory undertaker as an appropriate person to carry out the project under the Planning Act 2008, providing additional clarity to stakeholders and the local community. It is clear that this is a large and complex programme that requires a thorough and evidence-led approach. Over the coming months, my Department will develop analysis on economic and environmental impacts of expansion. We will also undertake an appraisal of sustainability, as required by statute, alongside a habitats regulations assessment and other necessary technical work. If amendments are needed to the ANPS as a result of the review, we expect to consult on an amended policy statement by next summer. Communities will be able to have their say and we will shortly publish an updated stakeholder engagement approach to ensure transparency and fairness throughout the process.

Earlier this year, we invited potential promoters to submit proposals for delivering a third runway at Heathrow. Seven proposals were received and were considered by officials from the Department for Transport, the Treasury and expert financial and technical advisers. Following that assessment, two potential schemes remain under active consideration: a proposal from Heathrow Airport Limited and a proposal from the Aurora Group. We know that we must provide as much clarity and certainty for communities, investors and users of Heathrow as soon as possible, so we are seeking further information on the two proposed schemes with a view to reaching a final decision on a single scheme to inform the remainder of the ANPS review by the end of November.

When making that decision, we will consider: the interoperability of the proposed scheme with existing infrastructure; the plans for transport to and from the airport and associated road schemes; the land take and impact on surrounding homes and communities; the evidence that the scheme can be privately financed; and the economic benefits of the scheme. This Government are committed to moving quickly but we will also do this properly.

To deliver the scheme on time, the Government are also pressing ahead with a series of enabling reforms. The Planning and Infrastructure Bill will streamline the delivery of major infrastructure, including Heathrow. That includes faster consenting routes and more proportionate consultations. On judicial reviews, we have announced that we will work with the judiciary to cut the amount of time it takes for a review to move through the court system for national policy statements and nationally significant infrastructure projects. We are establishing the UK Airspace Design Service to deliver modernised airspace. That will initially prioritise airspace design for the London region, supporting both Heathrow and the wider network, and will also make flight paths more efficient so that planes spend less time over London. We will initiate slot reform to ensure future allocation maximises benefits of an expanded Heathrow, as well as approved growth at Gatwick and Luton for passengers, local communities and businesses.

Expanding Heathrow will be one of the largest infrastructure projects in the UK. Rigorous and effective cost control will be essential to its success, both in minimising any impact on airline charges and costs to passengers and in maintaining credibility with financial markets. The Government will therefore work with the Civil Aviation Authority to review the framework for economic regulation for capacity expansion at Heathrow, ensuring the model provides strong incentives for cost-effective delivery. We expect the CAA to publish a working paper in November, with a view to that work completing next summer.

This is a landmark opportunity for Heathrow, for the aviation sector and for the UK economy. The Government remain fully committed to ensuring the expansion is delivered in a way that is timely, cost-efficient and environmentally responsible. I commend this statement to the House.

I call the shadow Secretary of State for Transport.

I am grateful to the Secretary of State for her statement and for advance sight of it.

The statement should have been brought to the House months ago. The Secretary of State surely recognises that today marks a delay and an acknowledgment of that, rather than a decisive move forward. The truth is that this whole process has come about the wrong way round. Recent announcements on Gatwick and Heathrow, rather than being any clear plan for the future of British aviation, are not driven by planned and prepared work but by a clear attempt to divert attention from the Government’s growing list of crises, scandals and cover-ups. However, we on these Benches welcome the fact that this statement has finally been brought forward to the House, because both the aviation sector and passengers deserve clarity, as do the local people who will be affected, and we hope that they will see sensible mitigations to these proposals.

Can the Secretary of State confirm what assessment the Government have undertaken so far of the total cost of Heathrow expansion, given that one of the central estimates now stands at almost £50 billion, excluding an extra £10 billion for further surface access works? Those figures would quadruple Heathrow’s current asset base, which is already responsible for some of the highest passenger charges in the world. If Britain is to remain competitive on the global stage, those costs must be kept down, not driven up.

Crucially, how will the Government ensure that the costs are minimised, not maximised? I am sure that, like me, the Secretary of State does not want those costs directly passed on to airlines and then to their passengers in higher fares, because affordability must be at the heart of any credible aviation strategy. Maintaining affordable flights is crucial for passengers, so can she assure the House that the Heathrow expansion will not result in significant pass-through costs, especially with the Government’s rises in air passenger duty, the jobs tax and now real concerns over how business rates will affect the aviation sector?

I understand that the Chancellor has claimed a third runway will be operational by 2035—something the Secretary of State has reflected today—and that she wants to see spades in the ground during this Parliament. Of course, we welcome the reforms that will enable this to happen. Those reforms will not have any teeth, however, unless the Government commit to backing our plan to scrap the Climate Change Act 2008. Otherwise, Heathrow expansion will face judicial review after judicial review, bogging down the process, driving up costs and delivering further delay. Even Labour’s Mayor of London has said that he “wouldn’t hesitate” to launch legal challenges against a third runway. Can the Secretary of State commit to ensuring that her own Labour colleagues—including those she worked for previously—and allies will not be the ones who prevent this important project from ever seeing the light of day? Can the Secretary of State also commit to ensuring that the associated road and rail links not just into London but to the south are included, so that the expansion delivers genuine economic growth and connectivity for the whole of the United Kingdom?

The Conservatives would end the constant threat of judicial review and eco-lawfare to ensure that infrastructure across the country could finally be delivered on time, on budget and in Britain’s national interests. It was great to hear the Secretary of State’s words on this from the Dispatch Box, but will those reforms relating to the judiciary come into force before the decisions on Heathrow and the development consent order are made, or will they be subject to the current situation we are facing?

We on these Benches recognise that greater competition is the most effective way to deliver value for money and reduce costs to consumers, and I am grateful that the Secretary of State acknowledged in her statement that Heathrow expansion must minimise costs, but the only way to achieve that is through real and genuine competition. Heathrow’s current structure has the potential to create perverse incentives that reward higher spending rather than efficiency, pushing up charges for passengers and airlines. I note the commitment that the CAA’s review into economic regulation will begin in November, but that review must look seriously and fundamentally at how to embed competition and reverse perverse incentives. How do the Secretary of State and the CAA intend to bring competition to the heart of delivering this project? She said that the review would be delivered in the summer of next year. Will it be before the summer recess so that the House will have time to scrutinise it?

While this Government continue to splurge cash, hike up taxes and debt and tie Britain up in eco-lawfare with their Green allies, only the Conservatives would restore confidence, break that cycle and deliver a stronger economy with world-class aviation at its heart. Sadly, under this Government, taxes have risen to historic highs. They have imposed a punishing jobs tax, and borrowing has soared to the highest levels since 2010 outside the pandemic, with £100 billion in annual debt interest payments. A third runway alone will not shield the country from the consequences of Labour’s economic mismanagement, but it is a project that must be delivered correctly and responsibly and put passengers at its heart.

I am interested in the right hon. Gentleman’s comments about our pace of delivery, and I roundly reject his criticisms on this. We are the party that is accelerating Heathrow expansion, today setting out this swift and robust review of the ANPS to help us determine applications swiftly. Previous work to get a final airports national policy statement by the last Government took more than five years. This Government will do it three years faster. We are getting on with the job and taking the important and sometimes difficult decisions to get Britain building. I gently remind him that when his great ally and mentor, Boris Johnson, was Prime Minister, he went to such lengths to duck decisions on this issue that he ended up in Afghanistan.

The right hon. Gentleman is absolutely right to care about consumers and cost control, and that is precisely why we are reviewing the ANPS and why we are starting the work, via the Civil Aviation Authority, on the model of economic regulation. If we fail to plan for future capacity, prices will rise and choice will shrink. This review will be integral to keeping the UK competitive and connected by ensuring sufficient capacity, sustainable growth and fair competition between global hub airports. I agree with him that consumers deserve affordable fares and greener aviation, and that is what we are working to deliver.

The right hon. Gentleman also asked about climate change, service access and our reforms to judicial reviews. On service access, I can be clear with him that we expect this project and associated infrastructure improvements to be privately financed. Through the ANPS review, we will be looking holistically at public transport requirements, be that southern rail access, western rail access or how people get to and from central London. He will recall that, in the spending review, we set out the biggest investment in London’s transport for over 10 years, with £2.2 billion enabling Transport for London to buy new rolling stock on the Piccadilly line and 10 extra Elizabeth line trains. We will work closely with our colleague, the Mayor of London, and TfL to ensure that appropriate infrastructure is in place.

The right hon. Gentleman talked about the changes that we are making to judicial review, and I would simply say to him that we are acting where his Government had their head in the sand. I am confident that the CAA will look carefully at competition issues in the work that it is doing. I am also confident that, ultimately, we could create 100,000 jobs through expansion at Heathrow. We could boost economic growth as well as opening up new opportunities for trade, tourism and travel. We will do this properly, and that is what we are doing by launching the ANPS review today. I look forward to answering further questions from other hon. Members.

I call the Chair of the Select Committee.

I thank the Secretary of State for her statement. I look forward to the work she does on this ANPS coming to our Committee in due course. A third runway at Heathrow, combined with all the other agreed—or likely to be agreed—expansions of capacity in London and south-east airports would involve an increase of 177 million passengers, which would be 70% more than the number of passengers in London and the south-east from 2024. I look forward to the Climate Change Committee’s response to the proposal, because it has said that a 35% increase in capacity would be the maximum that would keep the UK compliant with our international legal commitments.

To return to the specifics of the statement, the Secretary of State said that she seeks to minimise costs for passengers and customers, but given that the cost of a third runway will be between £25 billion and £49 billion, how exactly will that cost not be passed on to the airlines and therefore the passengers if the Treasury is not going to fund those costs, which we know it is not? On surface access, ever since the building of the fifth terminal, the local authorities all around Heathrow have been pushing for southern rail access to Heathrow. Heathrow Airport has long said—and has clarified recently—that it will not pay the cost of southern rail access, so how does she expect that to be funded? If the M25 and M4 are not to grind to a halt, and if passengers and workers from the west and south of the airport are to be able to get in and out of the airport, how is that to be achieved?

My hon. Friend is entirely right to raise these issues. We will give very careful and thorough consideration to them in the airports national policy statement review, which will take place in the coming months. She referred to the Climate Change Committee’s opinion on capacity expansion. We are making rapid progress in cleaning up the fuel that is used in planes, and we are making huge efforts to reform our airspace, so that we can have cleaner and more direct flights. The carbon intensity of flying has to come down if we are to have more planes in the air. She was also right to highlight the importance of the regulatory model. That is why we have asked the Civil Aviation Authority to do this piece of work over the coming months; it is aligned with the review in the airports national policy statement. We will say more on that in due course.

I call the Liberal Democrat spokesperson.

I thank the Secretary of State for her statement, which made the Government’s intent of supporting the proposed third runway at Heathrow very clear. It was good to hear her recognise the complexity of all that will be needed to deliver it, including major diversionary works on two of the country’s busiest motorways. We Liberal Democrats continue to support the right infrastructure in the right place, which is why we have always supported schemes such as East West Rail and Northern Powerhouse Rail. However, we need the right infrastructure to tackle the right problems, and there are many unanswered questions about the Heathrow third runway.

The New Economics Foundation has been very clear in its analysis that the environmental impact of airport expansion will erode a lot of our carbon emission reduction plans, and many studies have questioned the economic case for Heathrow expansion. I would be interested to hear from the Secretary of State about the dangers of relying solely on the private sector to fund large schemes, as happened in the case of the channel tunnel, which remains an enormously underused asset, partly because of the costs that resulted from the decision to fund it only through the private sector.

It is welcome that the Secretary of State has made her support for Heathrow expansion subject to four tests, but I detect perhaps a slight hint of cognitive dissonance, and a contradiction in the Government setting out timelines for delivering something that they say is subject to four tests. The Secretary of State said that she would hear the independent advice of the Climate Change Committee. If the CCC decides that the preferred option for the Heathrow third runway is incompatible with our carbon emissions and our net zero targets, will she drop her support for the third runway?

I start by congratulating the hon. Gentleman on his appointment. He referred to New Economics Foundation research. I should be clear with him that the Government are absolutely committed to reaching net zero for the whole economy by 2050, and that we will meet our climate change obligations as set out in the Climate Change Act 2008. We have also been clear repeatedly that any airport expansion proposals will need to demonstrate that they will contribute to economic growth and can be delivered in line with the UK’s legally binding climate change commitment. We will engage with the CCC in the ANPS review.

Heathrow is only one part of the process; the expansion of Heathrow, Luton, Gatwick and Bristol airports was factored into carbon budget 7, and the hon. Gentleman will know that the Government will publish our updated delivery plan for carbon budgets 4 to 6 in the coming weeks. We should not see economic growth and our climate change commitments as being inconsistent with each another. I believe we can go further, faster, on cleaner fuels and technological developments, but people want to fly, and I do not think that this Government should get on the wrong side of public aspiration.

I first of all express my sympathy for the Secretary of State: she knows from past experience that this is like watching a car crash in action, and it has been thrust upon her by the Chancellor. She knows that Heathrow has made the clear commitment that it will not pay for the infrastructure; that landing charges will go up, and passengers will pay for it; and that there is no way that we can meet our climate change targets if the expansion goes ahead. That is why I express my sympathy; she has been given an impossible task.

I have a constituency interest, as the Secretary of State will know, because Heathrow is in my constituency. She mentioned that the stakeholder engagement process will be published shortly. Could she be a bit more precise on the timescale, and on what measures will be included in that? The House needs to know that in my constituency, 4,500 homes will be demolished or rendered unliveable; 15,000 people will lose their homes; we will lose three schools; and whole communities will go. My constituents want to ask: where are they going to live? Where will their children be educated, and what will their happen to their community? We just need some certainty now—and from my point of view, it is certain that this is a white elephant. It is almost like watching High Speed 2 all over again.

I am sure it will not come as a surprise to my right hon. Friend to hear that I reject his characterisation of the work I am doing. I see the expansion as an opportunity to improve our connectivity as a nation, to improve UK competitiveness and to ensure that we deliver for businesses and passengers all across the UK. I understand why he raised the interests of his constituents who live closest to the proposed expansion. He asked me for more detail about the consultation timeline. If we make changes to the ANPS through the review, a consultation will take place on that next year, and we are working on a timeline that would see a new ANPS designated by the end of next year. I give him a commitment to meaningful engagement and consultation. In the document that I referred to in my statement, we will set out a new stakeholder engagement approach, so that people will be treated with fairness. We will act transparently throughout the process.

I ask colleagues to keep their questions short, so I can get everybody in.

I sympathise with the right hon. Member for Hayes and Harlington (John McDonnell); my Spelthorne constituency is on the southern side of Heathrow airport, and the residents of Stanwell Moor, a village of some 520 homes, are half a mile away from the southern perimeter. They have put up with a lot, including appalling behaviour by Uber drivers, holiday parking and noise pollution. In the consultation, will the people of Stanwell Moor be engaged with directly? I also ask that we measure air and sound pollution, and use current levels as a baseline, so that we can determine the impact of the Heathrow expansion.

In the ANPS, there will be a very thorough review of the noise requirements, and mitigations are set out in that document. I can give the hon. Gentleman a commitment that there will be meaningful engagement with his constituents.

Can the Secretary of State confirm that this is not a done deal? As part of the ANPS review process, will there be a full and independent analysis of the economic costs and benefits, the environmental effects, and demand in London and the south-east, given airport expansion elsewhere? As she says, the world has changed since 2018. Can my constituents, who will be seriously detrimentally affected by any further expansion of Heathrow, be assured that the Government have their best interests at heart?

We will do this properly. As Secretary of State for Transport, and as the person who may ultimately be the decision maker on any future planning application, I assure my hon. Friend that I will approach this issue with an open mind and will apply the highest standards of professionalism and probity to the process that I am overseeing.

Egham in my constituency is five miles from Heathrow, and it is not the fact that it is overflowing that I want to ask about today. The shadow Secretary of State for Transport, my right hon. Friend the Member for Basildon and Billericay (Mr Holden), visited the patch on Monday, and we waited 12 minutes while level crossing barriers were down in Pooley Green. The Secretary of State did not mention whether trains would be part of the consultation. Will they be within scope? If the expansion goes ahead, we will desperately need to deal with our level crossings, and we will need better rail access from Egham to Heathrow to make this work.

I agree that we need to deal with the issue of level crossings on the rail network. We will look holistically at rail requirements in the ANPS review.

I thank the Secretary of State for her statement, and am pleased to hear that this will be a thorough and meaningful consultation, because even though my constituency is not near the airport, my constituents in Camberwell, Stockwell and Brixton write to me regularly to say that they are suffering from air and noise pollution. The Secretary of State talked about infrastructure; a key point will be ensuring that more people use public transport to get to Heathrow. The reality is that some upgrades to the airport have not had the funding over many years, as the Chair of the Select Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), highlighted. I want to tease out more from the Secretary of State on private funding, because in a number of cases, developers commit to something, but then the viability issue comes up, and the money never seems to appear. Will she ensure that there is funding to secure the transport infrastructure that will be vital if there is any new airport runway?

How people get to and from an airport is as important as the number of planes landing and taking off, so I can give my hon. Friend an assurance that we will look at these issues closely. I point out that Transport for London is buying a new fleet of Piccadilly line trains that have higher capacity. It is part of a larger fleet replacement programme, and 10 new Elizabeth line trains are also being built. We will look at the whole issue of how people get to and from the airport, because I agree that it is absolutely vital.

The Chancellor has staked her economic credibility and growth strategy on a third runway at Heathrow. The Secretary of State said that she is committed to seeing flights take off from it in 2035, yet at the same time, she talks about taking an evidence-led approach, putting this project to her four tests, taking the advice of the Climate Change Committee and doing a thorough economic and environmental impact assessment. Could she clarify a point for the House, because I fear my hon. Friend the Member for Didcot and Wantage (Olly Glover) did not get a straight answer? If the evidence shows that the environmental costs are too great and the economic benefits are too little, will she and, crucially, her Chancellor be prepared to do a U-turn and can this whole project?

We see the huge opportunities and benefits associated with expanding capacity at Heathrow and having a third runway there. There will be a thorough process, which we are starting today by reviewing the policy framework in which any planning application will be judged. The Planning Inspectorate will look at that and consider all the issues to do with economic need, air quality, noise and carbon, and then a decision will be taken. We have an ambition to see planes taking off from the runway in 2035, but that does not mean that we will not have a thorough process. We are committed to that, and that is what I am setting out today.

It is abundantly clear that air travel is here to stay; in fact, the amount of it has risen over recent years. We of course need to take mitigation measures to tackle the noise and environmental impacts, but while we have for decades been debating ad nauseam building a third runway, dozens of runways and, indeed, airports have been built by nations across the globe. I ask my right hon. Friend the Transport Secretary to safeguard the thousands of Slough households who are dependent on Heathrow to pay their bills; to boost business and trade; and to maintain our world-leading position in the aviation sector. Will she work at speed to tackle the blockages and finally help to deliver this third runway?

My hon. Friend is absolutely right. We have had decades of dither and delay on this issue, and it is right that we crack on and start the process of reviewing the airports national policy statement. He is also right to highlight the huge economic benefit of Heathrow—it is the largest single-site employer anywhere in the UK—and its effect on the livelihoods of and opportunities for his constituents. We will move at speed, but we will also do this properly.

As the Secretary of State knows from her time at City Hall, Heathrow has been a planning disaster since it was accidentally sited to the west of London, forcing planes to land over millions of heads. While it might be amusing to watch her take the chainsaw to all those trees planted at Sipson by a series of Labour politicians, why she would compound that planning disaster I have no idea. More than that, if this goes ahead, she will also be compounding the Heathrow monopoly on long-haul flights. To her four rules, I suggest that she adds a fifth, which is the impact on direct connectivity to and from regional airports. There is the strong view that the expansion of Heathrow would kill connectivity from Manchester, Birmingham, Bristol and elsewhere.

I actually think the opposite could be true: an expanded Heathrow could provide greater regional connectivity. The right hon. Member is right to highlight that Heathrow is our only hub airport, and it accounts for over 70% of long-haul flights, as well as over 70% of air freight by gross value, so it is an important economic asset. I repeat what I have said to others: we will move at speed and look at economic growth impacts across the entire country. But where he sees a challenge, I see opportunity.

I thank the Secretary of State for her statement. I welcome the mention of the four tests that will be part of the review, but it must be said that scepticism is running high in Hillingdon, where the effects are greatest, and the four tests need to be more transparent. I encourage her to publish clearly what those four tests are and the metrics against which they will be assessed. I ask her for a commitment that the data and information that will be assessed will be fully and transparently shared with communities as early as possible so that it can be interrogated. I echo colleagues’ comments about the need for meaningful engagement with the communities most affected. Can she confirm that the engagement will not just be the formal consultation on the draft statement, but that there will be meaningful early engagement for the communities affected?

We are moving at pace on this, but I do believe it is possible to have meaningful consultation opportunities as well. If through the review that we are conducting in the next couple of months it becomes apparent that we need to change the ANPS, we will consult on a new draft by the summer of next year. I will ensure that I remain in close contact with my hon. Friend, who is a fearsome advocate for his constituents, because I know that it is important that we not just address concerns about noise, air quality and carbon, but demonstrate the important economic effect that expanding Heathrow could have.

This is the start, not the end, of the process. We will be transparent and clear about those four tests. We will consult on an amended ANPS if that is required following the review. A planning application would then come forward, and there would be consultation around that. There would be a public inquiry led by the planning inspector. There will be ample opportunity for people to make their views known. I refer the hon. Member to the remarks I made earlier about treating this whole process with professionalism and integrity to ensure that we make the right decision for the future of the country.

Heathrow aircraft noise has a significant detrimental impact on my Putney constituents. Similar hubs in other European countries affect far fewer people: for Schiphol it is 44,000 and for Charles de Gaulle 133,000, while for Heathrow it is more than 680,000 people who are directly impacted by the noise. Currently there are no legal noise limits. I welcome the mentions of noise in the Secretary of State’s statement; will she commit to a binding noise limit within the new strategy, as well as strong environmental limits and full community consultation in the process?

I can tell my hon. Friend that the current ANPS sets out very clear requirements on noise that any scheme would have to meet. We will review those requirements alongside any necessary mitigation requirements, and we will consult on any changes. I should also say that the rules around the operation of a night flight ban, including the exact timings of such a ban, would be defined in consultation with local communities and relevant stakeholders.

The DFT’s own updated appraisal report shows that the economic benefits of a third runway are either exaggerated or misguided. The Labour Government are yet to produce their economic analysis. Meanwhile, Heathrow Airport Ltd is in more than £15 billion-worth of debt and its own proposal has increased in cost by 50% since 2016. What makes the Secretary of State so confident that private financing will be found not just for the proposals on the table, but for all the surface transport upgrades that will be required?

The two promoters that remain in the scheme will be responsible for securing private investment, and they have expressed to me confidence that the scheme can go forward. I also gently point out to the hon. Lady that there is huge support for this expansion among the business community: the Confederation of British Industry, the Federation of Small Businesses and the British Chambers of Commerce all support Heathrow expansion, as do regional business groups across the UK.

The Environmental Audit Committee has just completed its very detailed work on aviation expansion, which we will announce soon. One thing that came across was that the Climate Change Committee was advising demand management as one of the ways that it should be delivered, consistent with our environmental commitments. I am glad that the Secretary of State has reaffirmed that the expansion will have to be consistent with those commitments, but can she tell us whether demand management will be part of that? What assessment has she made of the aspects that will require Government policy rather than being within Heathrow’s gift, such as the expansion of sustainable aviation fuel? Finally, I am glad to hear that she recognises that this is a 21st-century plan with 20th-century road links and 19th-century rail links, so can she tell us more about how she will reduce the overall carbon emissions contribution that Heathrow makes?

There were probably three questions in one there. I say to my hon. Friend that I am not prepared to stand in the way of the public’s aspiration to fly. We are not looking at demand management at the moment; our approach to aviation decarbonisation is based on the analysis suggesting that the sector can make a significant contribution to our economy-wide net zero target by 2050 by focusing on new fuels and new technologies.

I have mentioned that the naming of Heathrow as critical national priority infrastructure is vital to ending the disruption to power and systems we have seen over the summer, so I encourage the Government to go forward with that. On the plans for transport to and from the airport and associated road schemes, can the Secretary of State confirm that the costs of the southern and western rail access, the new southern access tunnel that will ease congestion on existing roads and lower emissions, and the rail access to provide reliable public transport links for passengers and staff are included in the estimates we have already seen? I implore her, as others have done, to ensure that those plans are covered as part of the project, and that it is not left to the taxpayer to pick up the bill?

I am clear that the project will need to be privately financed. That includes both the core project and the associated infrastructure improvements. It will be for the promoter submitting a planning application to set out in that application how it is consistent with the reviewed ANPS. However, I refer the hon. Gentleman to the remarks I made earlier; I am clear that we must ensure that the M4 and the M25 do not turn into a car park, because that will not result in the successful operation of the airport.

My right hon. Friend knows my constituency well, and she will know that my constituents are very concerned about air quality in London and worried that the expansion of Heathrow will affect air quality in the constituency, especially for future generations. Will she reassure not just me, but local organisations such as Green School Runs and the London Clean Air Initiative, which are campaigning hard to ensure that air quality is not impacted and is at the heart of the review, not ignored by the Government?

Air quality will be one of the factors looked at through the ANPS review. Obviously, there may have been some changes in baseline conditions compared with when the ANPS was last designated back in 2018, given that the ultra low emission zone is in force now, but we do take the issue seriously and that is why it is one of the four tests.

About an hour ago, the Prime Minister did not answer my request for a cast-iron guarantee, so I wonder whether the Secretary of State can do a bit better. My constituency is 16 minutes from Heathrow, yet it has no rail link to our country’s busiest airport. Can she give me a cast-iron guarantee that, if this airport is expanded, Woking will finally get the rail link it needs?

Far be it from me to give a different answer from the one the Prime Minister gave. I can assure the hon. Gentleman that we will be looking at rail in detail through the ANPS review and the public transport requirements, in order to have an expanded Heathrow with a third runway that operates successfully.

Providing jobs for 800 people and supporting a further 7,000, East Midlands airport is a fantastic example of how aviation powers regional growth. Does my right hon. Friend agree that, whether it is through Heathrow expansion or at East Midlands airport, delivering sustainable expansion in aviation is not just about flights, but about delivering jobs, apprenticeships and growth, and about securing Britain’s role as a green aerospace and aviation leader?

My hon. Friend is right; I know that East Midlands airport plays a particularly important role in air freight, second only to Heathrow. That is something we do not talk about enough, given its importance to the economy, so I welcome the comments he has made.

I am and always will be a proud Yorkshireman, but I lived in west London for a number of years, so I am aware of the diverse range of views on Heathrow expansion. I certainly do not subscribe to the luddite nimbyism of the hon. Member for Hammersmith and Chiswick (Andy Slaughter), but may I ask the Secretary of State what consideration she has given to potential Chinese investment into this critical national infrastructure?

It will be for the promoters of any future scheme to secure financing for the development. I can reassure the hon. Gentleman that national security always comes first and foremost for this Government, but we are keen to secure international investment so that we can boost UK competitiveness and improve global connectivity. That is central to everything we are trying to do.

Regarding the new airports national policy statement, can the Secretary of State clarify whether “airports” is in the plural? If so, will she be looking to change the planning process so that it can take into account the cumulative environmental impact of different airport expansions around the country?

The review of the airports national policy statement is site-specific for Heathrow. The other applications I have dealt with for Luton and Gatwick in the past couple of months were dealt with using the “making best use of runways” policy. The ANPS is specific to Heathrow.

Britain wants to thrive, but all I can hear is this Government once again prioritising the needs of the wealthiest, most frequent flyers above those of us on the ground. Can the Secretary of State tell me what crumbs of our carbon budget will remain for the rest of us and our lives after the review is complete? After the fudge on Gatwick, if the tests say no, will she say no as well?

I refer the hon. Lady to the remarks I have made previously about carbon budgets, but I dispute the statement that it is only the wealthiest in this country who want to fly. This may be sad, but one of the highlights of life for me is the bacon butty on an easyJet flight to a Greek island in the summer. That is an aspiration shared by many of the British public.

I reassure my right hon. Friend that many of us on the Government Benches want us to get on and build, baby, build. [Hon. Members: “Hear, hear!”] Thank you. While much of the national conversation is understandably London-centric, can she assure the House that regional airports, particularly those in the west midlands, and the communities and businesses that they support, are being considered by the Government?

I assure my hon. Friend that this Government are ambitious for all airports across the UK, including regional airports. I was with the chief executive of Birmingham airport only yesterday, and I am really excited about the £300 million investment in that airport that they announced at the regional investment summit yesterday. Just as with the expansion of Heathrow, there is huge potential for driving economic growth through our regional airports.

While most of the comments today have been critical, regions across the United Kingdom need a strong hub airport, and Heathrow provides that. I seek assurances from the Secretary of State that slots at any expanded airport will be ensured for flights from regional airports. But I also warn her: given the way climate change targets have been used to stop major infrastructure projects in Northern Ireland, such as major roads, is she confident that, by sticking by the Climate Change Act 2008, we are not giving a weapon to those who are opposed to this project and will use the courts to ensure that it is stopped?

The right hon. Gentleman is right to highlight the opportunity for other regional airports and the regional connections that an expanded Heathrow could provide. It has been operating at about 95% capacity for much of the past two decades, so we are taking slot reform forward. We will look closely at a range of issues to ensure that we are maximising the contribution of that process to our economy.

I thank the Transport Secretary for her statement and recognise the national importance of this project. As she said, we must ensure that the whole of the United Kingdom benefits from the project, should it go ahead, and I am particularly keen that firms across Staffordshire and the midlands are involved. If she approves the scheme, how will British firms play their part in this nationally significant project?

My hon. Friend is right to highlight the very significant supply chain that will exist, and not just in relation to the construction of a third runway, but in terms of the expanded airport and the opportunity that presents to the aviation sector. We will review the economic impacts through the ANPS review, so more detail will be available on all that in due course.

Can the Secretary of State update the House with a bit more detail on the progress of airspace modernisation in relation to noise? Residents in my constituency who are on the flightpath for Bournemouth airport have no night-time restrictions and are seeing massive increases. In places such as Dorset, people are being disturbed in their homes and in their sleep. If regional airports will not be included, can the Secretary of State explain when we can get something further on them?

This Government have moved with speed to set up the UK airspace design service, and we plan to have that mobilised by the end of the year. The first region we will look at is London—that is partly to do with the connection to expansion schemes in London as well. If the hon. Lady writes to me with the details of what her constituents are experiencing, I will look into the matter further.

Does my right hon. Friend recognise the severe concerns that my constituents in Fulham will have about aspects of this proposal, particularly the noise? They will hence take an interest in ensuring that the four tests are properly adhered to. Can she reassure me that she has no intention of watering down the ANPS to lessen its noise commitments?

As I said in response to a similar question from my hon. Friend the Member for Putney (Fleur Anderson), we will review the noise requirements set out in the current NPS and the mitigations associated with that. As I stand here today, I have no intention of diminishing in any way those requirements, but we will look at the new technology associated with new aircraft and new places, and we will do a thorough piece of work. If any changes are made, we will consult on those before next summer.

As far back as 2019 there was talk of manufacturing and logistics hubs for the Heathrow hub being sited in Northern Ireland. Can the Secretary of State still give a reassurance that the whole of the UK will be considered in support of the manufacture of the third runway, should it go ahead? Will sites be considered in my constituency, for example, which is critical to Belfast international airport?

One of the four tests relates to economic growth across the whole of the UK, and when I talk about the whole of the UK, I mean the whole of the UK. I hope that provides the hon. Gentleman with sufficient reassurance.

My right hon. Friend knows how ambitious I am for improving connectivity from Bracknell to Heathrow airport. Heathrow’s proposals say that it is exploring the option of promoting a new rail scheme that combines the objectives of a western rail link to Heathrow and southern rail access to Heathrow, and there are similar commitments in the Aurora Group’s plans. Will she ensure that the review of the ANPS helps us to hold it to account for those promises so that we can deliver the better surface access that my constituents so badly need?

The ANPS will provide the policy framework against which any future planning application is assessed. As I have said to other hon. Members, when a planning application comes forward, a thorough consideration process will be associated with that before any decision is taken. Clear conditions will be set out on any planning decision relating to surface access.

I very much welcome the Secretary of State’s statement—her positive words are encouraging. This is an economic advantage for everyone, and I thank her for that. The fact that Heathrow’s numbers look set to surpass last year’s numbers, with 8 million passengers in August 2025 alone, demonstrates abundantly clearly the need for expansion. A fit-for-purpose airport can only increase revenue through tourism and connectivity for business. How can she ensure that the extension will secure regional airport connectivity and enhancement and a streamlined domestic service, as well as international increases? How can she ensure that Northern Ireland contractors can be part of the building of the new third runway?

We are at the start of this process, and I am as ambitious for the whole UK as the hon. Gentleman is. We will look at the economic impact through the ANPS review. If a scheme comes forward and gets planning consent during this Parliament, all Government Departments and I are absolutely clear that we must make the most of this incredible economic opportunity.

I thank the Secretary of State for her statement, her leadership, her focus on growth and her commitment to fit this project within the Paris agreement. I welcome the four tests that it will be judged against, but I have a suggestion for a fifth test—people might not be surprised to hear that it focuses very much on my constituency. In recent years, Edinburgh South West has benefited from fantastic rail connections between Edinburgh and London, and from fantastic direct international flights from Edinburgh airport to overseas. Does she agree that if this project goes ahead, it cannot be to the detriment of places such as Edinburgh?

My hon. Friend is a fine champion for his constituency and the fantastic city of Edinburgh. An expanded Heathrow could open up more regional connectivity to cities such as Edinburgh. Improving the rail network between our two capital cities is absolutely essential as well, and we are committed to doing that.

We urgently need to modernise and expand British airspace—it is at capacity, and our growth depends on it. I was at Bournemouth airport last week. We are close to a bus service and a public transport interchange, but Bournemouth airport cannot easily connect with European airspace, as most traffic joins it at a single space. That is particularly problematic, given that I hope the Cherries, who are contesting for European football, get to play European teams next season. Will the Government review and modernise our airspace and back regional airports such as Bournemouth’s?

As I said in answer to a previous question, the work that the UK airspace design service will do to modernise our airspace will start with the London area. It will not be limited to the London area, but we need to make that a priority. I appreciate the case that my hon. Friend makes with respect to Bournemouth.

I draw attention to my chairship of the GMB parliamentary group. As someone who worked on this issue the last time around, I was astonished to hear the Opposition’s flight of fantasy when they accused others of delay. On their watch, the airports commission was artificially delayed until after a general election, with three more years spent producing the current NPS and a further two years tied up in the courts. Can the Secretary of State assure the House that the lessons have been learned from those eight wasted years?

I totally agree with my hon. Friend. Let us be honest—it was not just eight wasted years, it was 14. I repeat what I said earlier: it comes to something that the previous Prime Minister, Boris Johnson, went to such lengths to duck these decisions that he ended up in Kabul.