Heathrow (Third Runway)

The guarantee that I can give is that that can never happen without expansion and more capacity at Heathrow. As I set out, the history of Heathrow since 1990 has been that the number of different destinations served has fallen from 227 to 180, and it is precisely the regional airports that have suffered most. Essentially, what has happened is that, because of the scarcity of slots at Heathrow, airlines have consistently substituted shorter routes for long-distance ones. Therefore, I cannot give the hon. Gentleman the guarantee that he seeks; all I can guarantee is that there will be no change without expansion. I turn now to the question of climate change, which various hon. Friends have mentioned. I recognise that Heathrow does not raise only local environmental issues: quite rightly, people also want to understand how the Government's support for a third runway can be reconciled with our climate change commitments. As a result of the measures that we have set out, we now have a set of proposals that give the UK the toughest climate change regime for aviation of any country in the world. There will be a new target to reduce carbon dioxide emissions from UK aviation in 2050 to below 2005 levels. That provides clear assurance that our strategy for aviation is consistent with our wider climate change goals. There will be a limit on the initial use of Heathrow's third runway so that the increase in the annual number of flights is no more than 125,000 a year. That is almost half the additional capacity that we consulted on. In addition, there will be no future capacity increases at Heathrow beyond that figure without Government approval, and following a review by the Committee on Climate Change in 2020 as to whether we are on track to achieve our new aviation carbon dioxide target. The Committee on Climate Change has also been asked to advise on the best basis for measuring that target. The Government are also at the forefront of international efforts to include aviation in a global deal on climate change that would build on the UK's leadership in securing the inclusion of aviation in the European Union emissions trading scheme. As a result of the agreement reached by European Ministers last year, aviation will join the ETS in 2012. From that point, net carbon dioxide emissions from aviation in Europe will be capped at 97 per cent. of average 2004-06 levels, with the cap tightening to 95 per cent. from 2013 onwards. Any increase in emissions above those levels would need to be matched by equal reductions in other sectors in the scheme. In addition, we are arguing for progressively stricter limits on carbon dioxide emissions from aircraft, similar to those already in place for new cars within the EU. My hon. Friend the Under-Secretary of State for Transport, the hon. Member for Poplar and Canning Town (Jim Fitzpatrick), proposed that idea at a G8 meeting very recently and we plan to develop it further with our international partners. That is why I can say with confidence that the United Kingdom will have the toughest climate change regime for aviation of any country in the world.