I would like to take the opportunity to clarify some of the comments attributed to the Brighton and Hove Economic Partnership in the article “Do we need a second runway at Gatwick” (The Argus, December 9).

I didn’t say that a second runway would be a good thing, I said it could be a good thing. But the debate is not straightforward.

On the plus side there is no doubt airports are significant drivers of the economy providing thousands of jobs but also influencing inward investment decisions that could affect Brighton and Hove.

There is a growing school of thought the city will need to attract at least one new major employer (we only have six that employ more than 1,000 people) if we are to provide 8,000 new jobs over the next decade to provide employment for our increasing population.

Big businesses often want to locate somewhere close to an international airport. While Gatwick offers some international business flights it has always lived in the shadow of Heathrow. Gatwick’s flights are definitely skewed towards the holiday market.

The recent sale of Gatwick, allowing meaningful competition with Heathrow, could make it an attractive alternative that would influence inward investment decisions. A second runway could make it even more competitive.

Heathrow now seems unlikely to get a third runway.

As a consequence those seeking an expansion of Gatwick, although not possible until post-2019, have been emboldened. They assume that, even if an anti-airport expansion Conservative government is elected next year, it will eventually do a U- turn as reviews of air travel conclude that it plays too big a part in the economy not to accommodate an increase.

There is no doubt air travel is good for the economy but bad for the environment and this is where it starts to get complicated.

For instance, is the promise of fuel efficient planes that are less damaging really possible or literally pie-in-the-sky? Could we ban domestic flights but allow international air travel? Would this be enough and what effect would it have on domestic business activity? What investment would be needed in rail infrastructure to make this happen? Is there a case for using taxes to limit air travel and encourage holiday makers to fly less?

We need to have a grown-up debate about air travel, although with an election in 2010 the debate isn’t likely to happen in the next six months.

Tony Mernagh, executive director, Brighton and Hove Economic Partnership