Construction of a third runway at Heathrow is likely to have significant adverse effects on the health and wellbeing of up to 3 million people living nearby, an official report has said, as the government launched the next stage of its rapid airport expansion plan.

An analysis for the Department for Transport has found that expanding London’s hub airport could have “major adverse” impacts on the health of the most local population.

Construction and operation of the third runway will worsen not just noise and air quality, but could also harm access to housing, education, healthcare, open space, and transport, the report bythe consultants Aecom said. Heathrow’s expansion will impact water quality, weaken community identity and cohesion, worsen landscapes and townscapes, and affect climate change mitigation and adaptation, it added.

The impact analysis of the new policy said construction of a third runway would likely be beneficial for jobs, income, education, skills, and training. But the report concluded: “Adverse effects are considered likely with regard to the other determinants which cover environmental and social considerations, and many of these have potential to be significant.”

While the report is expected to help shape measures to mitigate the effect on residents, it says the impacts cannot be fully offset. The DfT was approached for comment.

The disclosure came in supporting documents as the government announced another milestone in expansion, the accelerated publication for consultation of a draft national policy statement backing the third runway.

the transport secretary, Heidi Alexander, said: “Today’s consultation is a positive step towards realising the benefits of a third runway, by giving businesses, communities, and the public the chance to help shape this key project at one of the world’s most successful hub airports.

“We are determined to move quickly and responsibly to set a framework for future expansion at Heathrow that will meet the needs of local people and the country on the key issues of noise, air quality, climate change and economic growth.”

MPs will vote on whether to approve the policy, which is now known as the Heathrow Expansion national policy statement rather than covering airports nationwide.

The previous policy statement was voted through under the Conservatives after the Airports Commission judged that only one runway could be built in south-east England without breaching climate commitments. Labour has since approved expansion at London’s Stansted, Luton and Gatwick airports.

The chancellor, Rachel Reeves, has been a champion of the third runway but is widely expected to leave office if Andy Burnham wins the Makerfield byelection and succeeds Keir Starmer as leader.

She said: “Growth is this government’s top priority, and we are backing the builders to get Britain moving. An expanded Heathrow would support over 60,000 good local jobs and deliver up to £42bn in benefits to the UK – strengthening vital links and improving connectivity across the country.”

Speaking at a conference in London earlier, Reeves said: “Somebody had to bite the bullet … In the last 18 months, we’ve made more progress on Heathrow than the last government made in 14 years. And I am determined that by the time of the next election, there are spades in the ground.”

Heathrow is seeking to build a 3,500-metre runway, which would require the M25 motorway being moved and the compulsory purchase of about 800 homes. The scheme, which is estimated to cost £33bn, would allow the airport to operate up to 756,000 flights with up to 150 million passengers each year.

Heathrow’s chief executive, Thomas Woldbye, said the consultation on the third runway plan represented “something Britain has often found difficult in recent years: progress”.

He added: “Our plan is privately funded by some of the largest investors in the world, widely supported by businesses, trade unions and communities across the country and it’s ready to go after years of scrutiny. We will now focus on securing planning permission and delivering this vital project.”

Paul McGuinness, the chair of the No 3rd Runway Coalition, said the expansion plans were “lurching towards farce” and there would be a “decade of destruction” around the airport in bulldozing houses and land before any runway was built.

He said airlines would be forced to pay ever higher charges and could be out-priced, adding: “No wonder an airline boss has called it HS2 all over again. It seems extraordinary that this government seems committed to repeating those mistakes.”

Celeste Hick, the policy manager at the campaign group Aviation Environment Federation, said the government was rushing policy through “with very little meaningful consultation with the very people” who would pay the price – “communities living under the flight paths and those whose homes will be destroyed or rendered uninhabitable”.

The majority of Great Britain’s major rail operators are now in public ownership, as the Labour government continues its efforts to make the railways “more reliable, affordable and accessible”.

The nationalisation of Govia Thameslink on 31 May represents the eleventh major passenger service to be brought back into public ownership, leaving five to go before the government’s deadline of completing every operator by 2027.

The rollout, which is resulting in an operator being nationalised roughly every three months, is gradually bringing an end to a privatised system that critics argue has been overly fragmented and focused on profit, to the detriment of passenger experience.

Several operators were already under public ownership by the time Labour were elected in 2024, having been nationalised by the Conservatives over financial woes and poor performance.

Meanwhile, Transport for Wales and ScotRail were each nationalised by the Welsh and Scottish devolved governments, in 2021 and 2022 respectively.

However, under the current transport secretary, Heidi Alexander, the Department for Transport (DfT) has accelerated the pace of nationalisation, bringing five operators on to the public books since May 2025: South Western Railway, C2C, Greater Anglia, West Midlands Trains and Govia Thameslink.

The nationalisations come ahead of the establishment of a new state-controlled company called Great British Railways, expected this year, which will manage rail infrastructure and services.

It has been described by the DfT as a “single directing mind” for “bringing track and train together, putting passengers and customers first, [and] rebuilding trust in the railway”.

It will soon manage most of the publicly owned operators in Great Britain, combining them with Network Rail, which owns the tracks, signals and big stations.

However, Great Britain’s trains will remain privately owned.

Industry insiders have expressed cautious optimism about Labour’s plans, highlighting the potential for Great British Railways to achieve more coordination and, in turn, greater efficiency.

However, experts have also warned that nationalisation alone may not be enough to fix all of Britain’s problems with rail, given ballooning costs.

“Irrespective of the ownership changes, the government’s got a major headache with the fact that rail is gobbling up so much public subsidy, and that’s before you get to HS2,” said Stephen Glaister, the emeritus professor of transport and infrastructure at Imperial College London and a former chair of the Office of Rail and Road.

“The government are making promises to make fares even cheaper and services even better, but both will cost more public money.”

The data available on nationalised operators so far offers a mixed picture on performance.

Several have experienced improving train punctuality and a reduction in cancellations but the performance of others has worsened over the past year.

LNER has been one of the most improved – and in June the rail minister, Peter Hendy, described the operator as a “blueprint” for wider renationalisation efforts.

When will the next operators be nationalised?

Labour committed to bringing rail into public ownership in the party’s 2024 election manifesto – claiming it had come up with a way to nationalise trains “without costing taxpayers a penny in compensation”.

Instead of an “all-at-once” approach, nationalising every operator simultaneously and paying off shareholders, the government is running down the clock on existing rail contracts.

The DfT is waiting for each operator’s core contract expiry date, which allows the government to take over without compensating the private companies.

The final operator to expire in this way will be CrossCountry in October 2027 – and this is when the government says it will have completed rail nationalisation in Great Britain.

Until then, the government has set a pace of nationalising one operator in each annual quarter. Chiltern Railways is due next, in September 2026.

Fewer than half of rail commuters in Great Britain think their train fare is value for money, a national passenger survey has found.

Travellers on the CrossCountry long-distance rail service were the least satisfied overall, according to the research by the passenger watchdog Transport Focus.

The findings came alongside news that passenger journey numbers had reached a record high of 1.83bn in the last year, surpassing pre-pandemic levels for the first time.

Transport Focus said that while most passengers were happy with their journey, there was a “striking gap” between the best and the worst train operators.

Only 49% of commuters were satisfied with the fare they paid, compared with 67% of leisure travellers who regarded it as providing value for money.

Of more than 100,000 passengers questioned immediately after their journey, 87% were satisfied with their overall experience. That fell to 79% for CrossCountry customers, with the majority dissatisfied with how the train operator had dealt with delays.

CrossCountry runs long-distance trains on several routes from southern England to the north and Scotland via Birmingham. Transport Focus has urged it to improve passenger information during disruption and tackle overcrowding on services.

The Arriva-run operator said the results were “disappointing” but added: “We know we must do more to deliver the service our customers rightly deserve.”

CrossCountry is expected to be brought into public ownership next year, as the government concludes a programme of nationalisation and rail changes. Train operators and Network Rail will be integrated into a new Great British Railways, run as an arm’s-length national body reporting to the government.

Alex Robertson, the chief executive of Transport Focus, said: “These results show that it’s possible for the railway to get it right, but that this isn’t happening consistently enough. The gap between the worst and best performing operators is striking, and it also shows that disabled passengers are experiencing a worse service than everyone else.”

He said the survey showed how big a difference the handling of delays made to customer sentiment: “More than nine in 10 people will report a positive experience if a delay is handled well – a remarkably high figure given their train is late – but this falls to one in four when it isn’t. Fixing this is well within the railway’s control and should be a priority.”

Hull Trains passengers were the most satisfied with their journey at 94%, closely followed by LNER with 93%, while Lumo polled best value for money. Hull and Lumo are both open access services run independently of the Department for Transport by FirstGroup, whose chief executive is Graham Sutherland.

He said: “We’ve clearly demonstrated on the east coast mainline that having effective competition there has driven more volumes and more sustainable transport, and brought real value to customers.”

The Office of Rail and Road (ORR) said passengers made 1.83bn journeys on the railway in the 12 months to the end of March, up 6% on last year.

But about one in seven journeys were on the Elizabeth line, while the ORR said that an increasing use of split ticketing – dividing up longer journeys into several legs to exploit ticketing anomalies for cheaper fares – was also inflating the figures.

It meant the that rail fare revenuewas £12.3bn, which was still £1bn less than the pre-pandemic totals.