Heathrow (Third Runway)

My right hon. Friend is right to say that Mr. Oakervee is employed by the Department, and in that capacity I have met him. I am delighted by his judgment, because it is that it will never be built. That was his conclusion. The hon. Member for Chipping Barnet suggests that increased competition will somehow provide a solution. I welcome the work that the Competition Commission has done and I believe passengers will see some real benefits from the changes outlined. But to suggest that competition on its own can solve the capacity problems we face just is not credible. Let me quote Oliver Dowden, recently installed as the Conservative party's director of political operations. Last summer he said:"““No matter how much competition you inject into the UK airport market, the fundamental problem remains the same. The projected growth in demand for air travel continues to exceed the projected growth in supply. The way to rectify this is by building more airports and runways. Approving such expansion requires real political will””." Perhaps in his new position he will instil real political will into the Conservative party, and he should start with the hon. Lady. Even with all the evidence of the need for expansion for economic and social reasons, this was not a decision to be taken lightly. I know that the decision to support a third runway at Heathrow will have a significant impact, especially on those who live in the surrounding area, and that that understandably arouses strong feelings. That is why I have always been clear that while there is a strong case for expansion, it could be supported only if strict conditions on noise, air quality and public transport were met. Last week I announced my decision that those conditions could be met. A key part of that statement was that there will be a limit on the initial use of the expanded airport, so that the increase in aircraft movements is only around half the level on which we consulted. The modelling carried out showed that the critical noise and air quality tests could both be met in 2020, with the airport operating at that level; that the 57 dB noise contour would be no larger than it was in 2002; and that no residential properties would be in areas of nitrogen dioxide exceedances. However, to ensure that we are basing our decisions on facts, not modelling, we have provided added reassurance by committing to a legally binding mechanism that will ensure that additional capacity will be released only when an independent assessment shows that the limits have already been met and will not be compromised by additional flights. We will legislate to ensure that, in the event that air quality or noise limits could be breached, the independent regulators would have a legal duty and the necessary powers to take action. Modern aircraft are quieter and less polluting than older aircraft. Modern designs have helped to deliver a reduction in the number of people around Heathrow affected by average levels of noise at or above 57 dB. That was some 2 million people in 1974, but had fallen to 258,000 people by 2002, as the result of significant improvements in aircraft technology. Those improvements in technology will continue, ensuring that aircraft are quieter, more fuel efficient and less polluting. To reinforce that trend we intend to make new capacity at Heathrow subject to a green slot principle to incentivise the use of the most modern aircraft. My decision also included responding to many concerns about the loss of runway alternation if we had agreed to options for mixed mode on the existing runways. I announced my decision not to support mixed mode ahead of a third runway. That means that people living under the existing flight paths will continue to enjoy the predictable periods of relief from aircraft noise that many local residents told us they value highly.