On hearing that Heathrow had been selected as first choice on providing a new runway, the London Borough of Hillingdon objected strongly! Their reasons for the objections included: loss of green belt; farming land; forfeiture of national heritage buildings; ecological damage; demolition of homes; and greater noise levels, pollution and congestion. In addition they criticised the assumption that Terminal 5 would be built, thereby increasing pressure for adding an additional runway.
In 1995 the Department of Transport, in reply to the RUCATSE, announced that despite the group’s “strong case for additional runway, capacity in the South -east”, no further consideration should be given to either a third runway (Heathrow) or at second Gatwick. It was considered essential to take full account of the impact on the environment.
The government published a White paper ‘The future of Air Transport’ setting out a strategic framework for developing Britain’s airport capacity within the next thirty years. Statistics in December 2003 revealed that out of a national total of around 200 million flights from British airports, 120 million (60%) were through airports in the South -east of England. Similarly it is estimated that more than 50% of flights in 2030 will be through South -east airports. The demand is high in this locality mainly as a result of the strong economy in the South -east and particularly in London.
If a runway space is built than it will affect the stakeholders in a positive and a negative way. The stakeholders that will be affected positively are the shareholders because when there is an increase in trade larger profits will be created meaning shareholders will receive larger dividends. The potential customers will be effected positively because there will be an increase likelihood of the business coping with the demand and granting them a flight.
Another disadvantage would be that some of the community will be forced to re-locate because the runway space will be built on the plot where there are many houses. Therefore they will face a negative externality.
The South -east is the most heavily populated area. Any expansions in terms of runway capacity must necessarily compete with other land use whose needs might outweigh those of the airport industry. And yet airports in the South -east are the most heavily populated area. Any expansions in terms of runway capacity must necessarily compete with other land use whose needs might outweigh those of the airport industry. And yet airports themselves help to raise economic growth. Plans for their expansion therefore need to fit in with the government’s strategies for sustainable growth in line with the Communities plan. Not only does the South -east benefit from airport capacity but also the UK as a whole mainly businesses and leisure travellers.
The first priority is that the best possible use is made of existing runways. More effective use will increase the capacity- but not sufficiently to solve the long term needs over the next thirty years. A new runway is needed within the present decade and work should start immediately on planning a second new runway to be completed no later than 2020. It has not been possible to find an ideal site for the building of the new runway. There are certain to be objections for reasons such as environmental problems but we must identify the most suitable location for the first new runway. So that we don’t have the same problem in years to come, a decision on the construction of the second new runway should also be made now and the land set a side for this use.
In conclusion I have assessed the positive and negative effects of building a new runway space each with some points more important than others. A very important point that I have raised is that how the community is affected. They must take this into account when deciding whether to build a new runway space because it will have major adverse affects on them disrupting a matured community. However some of the figures are debateable for instance the TUC’s estimate of hundred pounds increase in the average from London airports by 2030; could well be way of the mark. It is impossible to take inflation and other criteria into an effect nearly a quarter of a century before 2030. There is no way of accurately assessing how many million passengers journey’s will be gained or lost so far ahead: we do not know what needs and choices the next generation will have regarding flights. It is very speculative.
Although it is a tough decision on whether and where to build a new runway in the South –east, I feel on balance that a new runway is a basic necessity rather than just desirability. My preference, having studied the evidence, is to start building as soon as possible at Heathrow. This is the acknowledged principal airport of London and people living in the area are already accustomed to constant flights in and out, noise, pollution, vibration and all other aspects of inconvenience to residents and workers in this area.