Birmingham Airport (Flight Path Changes)
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The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)
It is a great pleasure to rise to speak this evening, particularly as the House has just voted to increase the heavy goods vehicle limit to 50 mph, which is very good news for the environment, as trucks operate very efficiently at that speed, for the economy and logistics, and for road safety. I congratulate my right hon. Friend the Member for Meriden (Mrs Spelman) on securing this debate about Birmingham airport’s flight paths. I understand and indeed sympathise with the concerns she has raised on behalf of her constituents, and I would like to thank her for bringing this matter to the attention of the House. I had a meeting with her just before Christmas in which she explained to me this complex matter, about which I know she and many of her constituents feel very strongly.
Although this debate has rightly concentrated on the concerns of some of my right hon. Friend’s constituents, we should not ignore the vital contribution made by Birmingham airport to the regional and local economies. The aviation policy framework cited Birmingham airport as an example of an ambitious regional airport, with its ongoing programme to develop more long-haul services that would help boost the west midlands economy and help ease capacity constraints at south-east airports. I was in Birmingham today, alighting at Birmingham International airport, where I was struck by the number of passengers, many with luggage, who got off at the same time as me—obviously they were using that important regional airport.
I am sure that the House welcomed the announcement of a Birmingham service to New York in 2015 and increases to services to Delhi and Dubai. We should also not overlook the inaugural flights from Beijing to Birmingham airport in July and August last year. Those were very significant as the first direct flights from Beijing to a UK regional airport. Taken together, they increase the connectivity with important trading partners that a major city such as Birmingham, and the west midlands region, requires. But if we are to continue to benefit from a continuing thriving aviation industry in this country, we also need to have an efficient airspace fit for the 21st century. That is a key objective of the Civil Aviation Authority’s future airspace strategy—FAS—which is an ambitious project. Although its prime focus is on the airspace over the south-east, it is a national strategy. FAS is expected to deliver about £180 million a year in savings in respect of fuel, emissions and delays by 2020. I am sure the House will agree that that is a welcome boost to the UK aviation industry and its customers.
A key component of the strategy is the introduction of new performance-based navigation routes with the use of satellite-based navigation rather than ground-based conventional aids. It is a bit like using GPS in a car rather than relying entirely on physical maps and road signs. When introduced, these new performance-based navigation routes enable aircraft to fly more accurately. That can reduce fuel burn and emissions, and enable a significant modernisation of the UK’s controlled airspace network. However, I know from various meetings I have had in the past 12 months with Members of this House that the introduction of these new techniques can have an effect on flight paths. Indeed, flying more accurately can assist in avoiding centres of population but may mean that some smaller communities are overflown more regularly. Such changes are naturally of particular concern in those local communities. For example, the experience my right hon. Friend has described at Birmingham has similar parallels at Gatwick and Heathrow, but it is the situation at Birmingham we are discussing this evening, and I would like to take this opportunity to update the House on developments at that airport.
As a consequence of the runway extension, it was necessary for the airport to develop its proposals in keeping with the requirements from the International Civil Aviation Organisation and the CAA’s airspace change process, as well as the air navigation guidance my Department issued in January 2014. In developing its proposals, the key aim was to replicate, as far as is practicable, the existing departure routes. However, in view of the new departure point on the runway, and the need to comply with all requirements and guidance relating to airspace changes, it was not possible to completely replicate the tracks in this case.
The airport conducted an environmental evaluation of possible options and undertook a consultation with stakeholders, including community representatives, as required by the CAA’s airspace change process. As my right hon. Friend said, the consultation carried out between January and April 2013 saw a high level of community response. During the consultation period, it was clear that although there was some support for the proposals there was significant opposition from specific communities to aspects of them. The airport then took steps to determine whether alternative options could be developed to mitigate some of the concerns raised.
For northbound departures—Birmingham is unusual in not having an east-west runway—the airport favoured option 4, known locally as the Hampton turn, but it could not be consistently followed due to the operational requirements of performance-based navigation. I understand that no further realistic options are available for consideration for that specific flight path. Although there was an initial issue with the track-keeping of some aircraft as they made the first turn, the level of accuracy has improved significantly since the trials began.
I am sure that my right hon. Friend will be pleased to learn that at a meeting between the CAA and the airport last week, the airport agreed to consider some further corrective design work. The airport hopes that that work will lead to a greater concentration of tracks within the noise preferential route that was consulted on. That should minimise the noise impact for many of her constituents.
For southbound departures, one of the key issues was the earliest point at which aircraft make their first turn. To answer that, the airport commissioned further design work and developed a new option that was subsequently called option 6. That and the previous southbound departure option, option 5, were consulted on in May 2013.
In light of those developments, the CAA took the decision to halt its processing of the airspace change proposal at Birmingham to allow time for trials of options 5 and 6. Unfortunately, as we have heard, a coding error by the airport’s procedure design organisation meant that the onboard codes used to fly option 6 were incorrect. Appreciating that difficulty, the airport decided to trial option 5 and the “wrong” option 6 on a monthly alternating basis for six months until the corrected version of option 6 could be trialled.
The trial started in spring 2014, but it was not until mid-December that all aircraft could fly the revised option 6. The trial of that option is scheduled to complete next week. It is my understanding that in light of the feedback from the trial, including complaint data that seem more favourable this time, the airport is discussing with the CAA the possibility of continuing to operate option 6 after next week. That option can be modified to mimic as far as possible the noise preferential route and, indeed, I have a copy of the letter to which my right hon. Friend referred. The airport would then seek to gain the CAA’s approval for the route to be made permanent.
The final decision will of course be made by the CAA, the UK’s independent airspace regulator, and that will probably happen this autumn. As the House will appreciate from the debate, the subject is pretty complex, but it is worth noting that Birmingham airport has tried to respond proactively to the views expressed by its local community. I was sorry to learn of the concerns about the airport’s consultative committee. It is clearly in the interests of the airport to establish and maintain good relations with those in its local communities, many of whom are also its customers. I appreciate that that is not always easy, but I hope that the airport will listen to the concerns raised tonight and will act on them.
I thank my right hon. Friend again for bringing these concerns to the House and I hope that the aviation industry has learned some lessons from the experience at Birmingham that will help communities at other airports that find themselves in similar circumstances. I applaud my right hon. Friend’s tenacity and commitment to her constituents’ concerns. I would not go so far as to say that she has been a thorn in my side, but she must take the lion’s share of the credit for this solution. If her constituents need a reason to support her in May, this is another example to add to the myriad reasons they already have.
Question put and agreed to.