Air Passenger Duty

Angus Brendan MacNeil Excerpts

Wednesday 23rd October 2013 Commons Chamber

[Sammy Wilson]

We in Northern Ireland, of course, feel that much more than anyone else because we share a land boundary with another country and are just 100 miles away from what is now a major international airport at which there is no air passenger duty. That places airports in Northern Ireland at a grave disadvantage.

[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

I will glide over the hon. Gentleman’s advertising of Dublin airport. Is not his main point that this has nothing to do with climate, as it is really about demand management at Heathrow, where there is not enough capacity to deal with demand? That demand-management tool then damages other airports in Scotland, Northern Ireland or wherever.

[Sammy Wilson]

I do not know whether it is about demand management at Heathrow, but I do know that there has been an impact not only on the pattern of where and how people fly but, much more importantly, on economic growth in the United Kingdom and on the connectivity that many of the regions need if they are to develop markets elsewhere in the world.

Let us look at the facts. Since air passenger duty was introduced, it has increased by 160% for short-haul flights and by 225% for long-haul flights. The tax brings £2.8 billion into the Exchequer, and that is expected to rise to £3.8 billion by 2016-17. If we make a comparison with other EU countries, we can see where the problem lies. Many EU countries do not have any APD, while some introduced it but abandoned it because of its impact. The countries that have retained it have done so at a lower level than here in the United Kingdom. I shall not bore the House with all the percentages, but others might want to cite them to demonstrate the impact on airports in their areas.

I do not want to be parochial, although other Northern Ireland Members may wish to spell this out in much greater detail, but it would be remiss of me not to point out that air passenger duty has a significant impact on the economy in places such as Northern Ireland. We cannot transfer between air and train travel, so the only option for people who wish to travel to places outside Northern Ireland, whether in Great Britain or elsewhere, is to travel by aeroplane, and hence to pay the duty. The Irish Government abolished air passenger duty in the Republic, with which we share a land boundary, because they recognised the importance of air connectivity to the general well-being and growth of the economy, the promotion of jobs, the attraction of inward investment, and a range of other economic benefits.

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[Sammy Wilson]

The right hon. Gentleman is right. One of the reasons why we in Northern Ireland sought devolution of the long-haul tax is that we could not have afforded to have all our passenger duty devolved, with the impact that that would have had on the block grant. Nevertheless, chipping away at APD as the right hon. Gentleman describes is important.

I will come later to the revenue that the Government currently make from APD, as I am sure that is the point that the Minister will make. It is one thing to rant about the unfairness and inequity of air passenger duty, but where will the Government get the money from otherwise?

[Mr MacNeil]

Does not all that the hon. Gentleman is highlighting show the mindset of the zero sum game? There is no concept that, if APD were devolved, that would cause growth in the economy and the Government doing that would be rewarded. All that happens is that devolved Governments are penalised, while another Department in London gets the extra revenue in the economy.

[Sammy Wilson]

I have dealt with the issue in Northern Ireland, so I shall deal with that as a general issue for the United Kingdom economy as a whole. Let us look at the Government’s present objectives. We wish to achieve economic growth. We have heard the Chancellor on many occasions in the House argue that growth cannot be achieved simply by injecting more public funds into the economy, although some of us would query whether a particular type of injection, especially in infrastructure, would not have benefits.

Leaving that aside, the Government’s main thrust is that, if industry in the United Kingdom became more productive and more export-oriented and sold goods abroad, we would be able to achieve economic growth. Yet if there is one tax militating against export-oriented growth, it is this tax. Businesses currently pay about £500 million per year in air passenger duty. That, according to all the reports that have been done, influences the willingness and the ability of businesses to go overseas to look for suppliers, markets, investment and opportunities, and the frequency with which they do so. Therefore, air passenger duty has a deflationary effect and reduces the incentive for businesses to do what the Government want them to do. It therefore impacts on the ability of firms to increase their markets, increase their productivity and bring in investment, which can create further competition and help to increase the health of the economy.

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[Sammy Wilson]

The point was made earlier by my right hon. Friend the Member for Lagan Valley (Mr Donaldson) that APD must be seen in the context of an overall strategy. However, as has been pointed out by a number of Members, there are airports other than Heathrow and Gatwick which are capable of taking long-haul flights. Having those direct long-haul flights or even short-haul flights to other destinations would help many regional economies significantly, and there is excess capacity there. We should not always think in terms of only the main hub airports when we are talking about the industry’s capacity.

Studies have been done on the impact of removing air passenger duty and a report by PricewaterhouseCoopers went to the Chancellor. All economic models can be challenged. As an economist, I used to tell youngsters when I was teaching them in school that the model is only as good as the assumptions put into it, and those may change before the model has been run for sufficient time. We always have to be careful about economic modelling, and I am sure that the Minister will make the same point. The model used by the consultants took cautious views about elasticity of demand for tourism and elasticity of fiscal changes. It used a model that is used by the Treasury to measure the impact of policy changes. When the Chancellor comes to the House with Budget policies and tells us that behavioural changes will lead to this or that, he uses exactly the same kind of models that were used in this report. The outcome was that to remove air passenger duty altogether would lead to GDP growth in the first year of 0.45%, and in the next two years of 0.3%. During those three years, £16 billion would be added to GDP and there would be 60,000 jobs, an increase in exports of 5% and an increase in inward investment of 6%.

When people asked me for money, I would ask where it was to come from. If they wanted me to spend money on this, I would ask where we would spend less. If they wanted taxes on business reduced, I would ask where we were to get the money from. There must always be a counterbalance, but the good thing about this proposal is that it is fiscally neutral. If anything, given its impact on exports, investment and growth, the £4 billion that would be lost by 2016-17 would be more than compensated for by the increase in tax revenues and the reduction in benefit payments. That is most unusual for any fiscal change. The reasons for it are, first, that the level of taxation is so high in the UK compared with elsewhere that there would be a positive impact. Secondly, there is the importance of transport. This is borne out not just by the model but by the Department for Transport. The importance of transport to the economy is such that there is a huge multiplier effect. Lastly, because of the connectivity that this gives to other markets, there would be a positive impact.

The coalition Government promised to look at a replacement for air passenger duty and said that the revenue raised—they did not say that more would be raised—would be used to offset income tax changes. If the Government changed the method of taxation for air travel, they did not see that money as going into the general pot, either to reduce borrowing or to facilitate spending on other Departments, but as something that would be given away anyway to taxpayers. Therefore, as for how we pay for it, all the work that has been done indicates that it should be revenue-neutral. However, I assume—perhaps I am just being naive—that if the Government had made a promise that the revenue from taxing air travel would be given in income taxes and that had been factored in already, they did not actually need it for their fiscal reduction plans anyway.

I was going to talk about the environmental concerns. Members might have gathered that the impact of CO₂ emissions, or whatever other emissions there might be from air travel, on the world environment does not feature very high on my list of priorities. I am one of those who believe that there is a big orange globe up in the sky that has influenced the Earth’s climate for billions of years and will continue to do so and that the impact humans have on that is very limited. We should certainly not be strangling our economy in order to try to change the climate, especially when countries around the world that emit far more CO₂ than we ever will, do not give two hoots about emissions, so anything we do strangles our economy and is likely to have very little impact anyway.

Another reason why I do not believe that we should spend too much time on the environmental concerns is that air passenger duty, as a number of Members have pointed out, is not a green tax anyway. In that case, I am sure that Members will not be using arguments about polar bears sinking to the bottom of the Arctic ocean, or whatever other emotive arguments and blackmail they might wish to use, during this debate. Actually, it also means that I do not even have to deal with the environmental concerns.

[Mr MacNeil]

I hear a sigh of relief from behind you.

[Sammy Wilson]

There probably is a sigh of relief from hon. Friends behind me, because they do not all share my views on that.

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[Nicky Morgan]

First, I am not sure that all hon. Members do understand the fiscal challenges facing the Government, but I will assume that the hon. Lady does, very much so. I listened carefully to what she said about the Caribbean. I know that Ministers, including my predecessor, have engaged with representatives. I could be wrong, although I do not think the hon. Lady will be surprised if I said that I know more about air passenger duty today than I did this time last week, but I think that zoning for the Caribbean was introduced by the previous Government. All Ministers keep all taxes under review. However, I heard what she said, and we will listen to the representations that are made.

[Mr MacNeil]

I, too, welcome the hon. Lady to her new position. What are these fiscal challenges that the Westminster Government face? The hon. Member for East Antrim (Sammy Wilson), as Finance Minister in Northern Ireland, has to balance his books. The UK has not paid its way since 2001; in fact, in the past year it has borrowed £120 billion. There is a good argument that says that changing the management of APD will increase GDP and tax revenues. With that body of evidence behind it, is it not worth listening to the wise words on APD rather than ploughing on regardless?

[Nicky Morgan]

I thank the hon. Gentleman for his comments. I think that the fiscal challenges are very apparent. We still have a large debt and a deficit run up under the previous Government which this Government have said we need to tackle. Later in my speech I will talk about the PricewaterhouseCoopers report, the impact on GDP, and the assumptions that are made.

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[Nicky Morgan]

I thank the right hon. Gentleman for his remarks. As a Conservative, I believe in the lowest tax possible, but I also believe in running the economy as responsibly as possible, meaning that what we get in, we spend out. That was put out of kilter by the legacy of the previous Government. We have been very clear about the reason for APD and the role it plays. We cannot choose to ignore £3 billion when we have to deal with the deficit and legacy left to us by the previous Government, of which the right hon. Gentleman was at times a member.

[Mr MacNeil]

On balancing the books and spending what we raise, if that were the case the UK would raise income tax by 8p to 10p in the pound, such is the size of the UK deficit in a country that has not paid its own way since 2001.

[Nicky Morgan]

This Government are making progress in making sure that we do pay our way. We also believe that people should keep as much as possible of the income they earn. I will come on to talk about household income and the impact APD has on it, but for now I want to address UK competitiveness.

When comparing different countries’ tax regimes, it is important to view the system as a whole. Comparisons between individual elements can be misleading, especially if companies’ decisions about where to invest are driven by the impact of the system as a whole, not its individual parts. As my right hon. Friend the Chancellor has made clear many times, the Government are committed to ensuring that the UK has the most competitive tax system of all advanced economies. We want to have a tax regime that supports the attractiveness of all parts of the UK as places to invest in and that ensures that the whole of the UK is open for business.

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[Catherine McKinnell]

I thank the hon. Gentleman for his kind wishes. The companies commissioned the report, but it is for the Government to set out their position and their own findings. I would like to focus on the Government’s statistical analysis and assessment of APD. I know the value added to the north-east economy by Newcastle airport. I know how critical certainty and stability on issues such as APD are for the airport and the businesses that rely on it, and for the export-led recovery that the hon. Member for East Antrim referred to on a number of occasions. Newcastle airport alone supports 7,800 jobs across the north-east region, with 3,200 on site, and more than £250 million of UK exports were shipped through the airport in the last year—facts that speak for themselves. It is therefore little wonder that the Government’s dither and lack of direction has caused significant frustration for passengers, the travel and tourism sector, and the industry as a whole.

What have we heard so far from the Government on APD? The Conservative 2010 election manifesto pledged to:

“Reform Air Passenger Duty to encourage a switch to fuller and cleaner planes”.

The Liberal Democrats went further, suggesting that they would ensure that pollution was “properly taxed” by replacing the per-passenger APD with a per-plane duty and that air freight would be taxed for the first time. They also said that they would introduce an additional, higher rate of PPD on domestic flights if realistic, alternative and less-polluting travel was available.

[Mr MacNeil]

The hon. Lady makes a good point about the views of the Liberal Democrats. The Liberal Democrats held a multitude of views in opposition and hold another multitude of views now they find themselves in government, so her words do not surprise me at all.

[Catherine McKinnell]

The hon. Gentleman anticipates my next comment. It is important not to take a Liberal Democrat election manifesto at face value, but one might reasonably have expected to see some action from Ministers given that the coalition agreement promised that the Government would:

“reform the taxation of air travel by switching from a per-passenger to a per-plane duty.”

and

“ensure that a proportion of any increased revenues over time will be used to help fund increases in the personal allowance.”

The Chancellor then announced in the 2010 Budget that major changes to APD, including switching to a per-plane duty, would be subjected to public consultation, but nothing happened, and almost one year later, at Budget 2011, he announced that the Government would consult on simplifying the structure of APD. In between, the fair tax on flying campaign was launched not only to raise concerns about this issue, but to elicit a modicum of action or at least certainty or clarity from the Government. Budget 2011, however, saw the Chancellor U-turn on the coalition agreement pledge made less than 12 months earlier to switch to a per-plane duty, informing the House:

“we had hoped that we could replace the per passenger tax with a per plane tax. We have tried every possible option, but have reluctantly had to accept that all are currently illegal under international law. So we will work with others to try to get that law changed.”

Will the Minister update the House on how that work on changing the law is going?

At Budget 2011, the Chancellor went on to state:

“In the meantime, we are consulting today on how to improve the existing and rather arbitrary bands that appear to believe that the Caribbean is further away than California. We will also seek to bring private jets, which pay no duty at all, into the scope of taxation.”—[Official Report, 23 March 2011; Vol. 525, c. 963.]

The APD rate rise due in April 2011 was deferred to April 2012.

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[Kwasi Kwarteng (Spelthorne) (Con)]

I intervened during the speech made by the hon. Member for Newcastle upon Tyne North (Catherine McKinnell) to ask what the Labour party’s policy on this issue actually was. The hon. Lady made a good speech, but she did not answer my question. She spoke for 17 minutes without providing any clarity on the Labour party’s position, and I remain unsure about the nature of her objections—if they are objections—to this tax.

It is important to review the tax’s history. It was introduced in 1994 by my right hon. and learned Friend the Member for Rushcliffe (Mr Clarke), and at that time it was not a green tax. Like most taxes, it was brought in as a revenue-raising exercise and there was no mention whatever of its environmental impact. It was only under the previous Labour Government that the tax mutated into a green tax. It was doubled in 2007, and the banding was introduced in 2008. The right hon. Member for Tottenham (Mr Lammy) and the hon. Member for Hackney North and Stoke Newington (Ms Abbott) have spoken of how their constituents who travel to the Caribbean are particularly affected by the banding, but we did not hear any mention that that banding was introduced by the Labour Government. It seems peculiar that the hon. Member for Newcastle upon Tyne North has not mentioned that Government’s contribution to the development of the tax and nor has she set out the Labour party’s current position on it—that remains perfectly obscure.

We need to consider the deficit. As a free-market Conservative, I do not like taxation, and I yield to no one in my desire and enthusiasm to cut taxes and to stimulate the economy through reducing the burden of taxation to promote growth and enterprise, and to encourage risk-taking and other forms of business enterprise. However, I recognise that we have a deficit, and that deficit completely shapes the nature of our debates on taxation—[Interruption.] I sense an intervention coming on.

[Mr MacNeil]

I was trying to resist the urge to intervene, but the deficit in the UK has been in existence since 2001. The UK has been in a fiscal black hole since then, which was seven years before the economic crisis; it has not been able to pay its way since that time.

[Kwasi Kwarteng]

The hon. Gentleman shows an admirable grasp of our recent economic history; he is absolutely right. From 2001 to today, we have consistently run a deficit. Conservative Members have always been struck by the fact that, although the economy was actually growing during the first six of those years, between 2001 and 2007, the Government of the time saw fit to run a deficit in every one of those years. The present Government inherited a deficit of £160 billion—12% of our gross domestic product—and the fact that it has now been reduced by a third represents a remarkable success. It now stands at somewhere between £110 billion and £115 billion, depending on how the figure is calculated. In the context of deficit reduction, any Government would be reluctant to abolish air passenger duty in a peremptory way, as it brings in more than £3 billion a year. We all recognise that the deficit is a real thing—it is an ongoing annual sum that we have to close—and the £3 billion a year raised by APD makes a real contribution to its reduction.

I fully understand all the supply-side arguments. I understand that, if we were to abolish the tax, we could perhaps reap economic rewards at some future date. However, those who promote reducing or abolishing it must tell us how they would replace that revenue from day one. Where would they find the £3 billion that APD currently brings in? Conservative Members are familiar with general tax-cutting arguments. One could argue for the abolition of most taxes on the basis that that would stimulate growth, and that the money would be recouped in the long run through increased tax revenues. However, we have to face the fact of a real deficit, which is something that Opposition Members never seem to acknowledge in their speeches.

I was entertained by the speech made by the hon. Member for East Antrim (Sammy Wilson), who put forward in a typically trenchant way his views on green taxes, the environment and all the rest of it. I have often heard such arguments in the pub in Staines among my constituents and others, so I am familiar with them, but I shall not touch on green taxes, because what I am concerned about is the deficit.

If we were balancing our books and if we had succeeded a fiscally responsible Government, I would be among the first to say that this APD tax should be abolished. I would absolutely recognise the compelling argument that lowering taxes increases business enterprise. However, because we run a deficit, I feel that the £3 billion coming into the Exchequer is too high an amount simply to discard and forget about.

We need to look at the effects of such taxation on the aviation industry. I think it was my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) who made the point that although APD is quite high, the industry is expanding and more people are flying. From the Government’s point of view, as a revenue collector, the tax is not impeding the growth of the industry, so it would be irresponsible for them to forgo such tax revenue, especially given our record deficit.

Going forward to a time when we are balancing the books under the next Conservative Government, I will be at the forefront of those arguing to abolish APD. Earlier in this Parliament, I wrote and often said that while, in principle, the tax might not be the best thing, there are specific budgetary requirements and conditions of the moment that make APD essential.

We have to consider corporation tax and taxation generally in the round. I congratulate my hon. Friend the Member for Loughborough (Nicky Morgan) on her appointment as Economic Secretary. She cited the fact that our corporation tax rates are extremely competitive. The rate of 20% is among the lowest, if not the lowest, in the OECD. In that context, general taxation on companies and business has been reduced, and we are seeing flickerings of growth—we expect encouraging growth figures at the end of this week. In the round, we can therefore say that the Government’s policy is working. The deficit reduction is happening and growth is beginning to return to Britain. Now is not the time to slacken the deficit reduction plan, so I fully understand why APD is necessary: to further our principal aim of deficit reduction.

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[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

Indeed you are right, Mr Speaker. To reciprocate your acknowledgement that I am a sensitive and caring fellow, I shall try to be as quick, brief and short as possible.

At the outset, I want to express a short apology because I might have to leave the Chamber to fulfil a previous engagement. If that happens, it is absolutely no comment on the debate, which has been riveting in the extreme. I am sure that those watching the monitors in their offices, as well as people at home, will be enjoying the debate and waiting for the next gripping instalment after mine.

Air passenger duty is one of the most damaging of the Westminster interventions in the Scottish economy. We should remember that, for the past 30 years, Scotland has on average paid more tax per person than the UK. This year, Scotland will pay 9.9% of all UK taxes, while it has only 8.4% of the total UK population. That is the situation without a tax system that is designed for Scotland’s needs.

Just about all those in Scotland who have been closely associated with the APD issue see the wisdom of devolving APD to Scotland. We know from our internal party points of view that the people who are better informed about the independence process in Scotland are those who are more likely to support it, so the Westminster Government need to understand that this policy supports arguments for independence. Of course, I welcome that, in a way, but the Government should bear in mind the downside: in the meantime, the policy is damaging Scotland’s economy, as well as the economies of other areas under centralised Westminster control. I am sure that an independent Scotland would run an air passenger duty regime if it were more in sympathy with Scotland’s needs.

As I suggested, we do not have taxes that are designed for Scotland, and if ever something crystallised that point, it is the issue of APD. Scotland is being fleeced by APD. It is estimated that, in each of the four years between 2012 and 2016, 2.1 million fewer passengers will go through Scottish airports as a result of it. APD is a demand-management tax. Heathrow and other London airports benefited from preferential treatment by successive UK Governments for decades because bilateral air agreements with a host of other countries stipulated that London airports must be used. That policy has come back to haunt those Governments. There is now a shortage of runways in the south-east of England, because the hub that was put in place cannot cope with the demand that was deliberately created, and the solution has been this congestion tax of the skies to slow traffic into Heathrow and other London airports.

In some ways, the Government’s demand-management tool has indeed been successful. The London airports are nearing full capacity, and APD has succeeded in controlling the pressing demand that has resulted from the lack of runways in London. However, London is losing passengers and commerce to other parts of the current United Kingdom, such as Scotland, Northern Ireland and the north of England. The solution is surely to devolve the policy and leave it in the hands of those who could manage it better because they are closer to the problem. Those who are distant from it advance all sorts of odd arguments, as we have heard today.

It would even benefit the Treasury if APD—the gatekeeper tax—were removed, because an increased number of people visiting the country would be likely to increase commerce. The Prime Minister has said that the UK has a lopsided economy—he is right—but will his Government act? Will they help by taking the one step for which a host of parties across the House have called? Will they right the wrong that was caused by lopsided international bilateral air agreements favouring one area of the UK by devolving APD and giving control of it to other areas? Unfortunately, they will not, but I am sure that those who are listening to the debate will understand why I argue for an independent Scotland, even if other Members in the Chamber may choose not to do so. I should add, in fairness, that there are a few Members here who do choose to, but they are keeping their heads down at the moment.

It need not be like this, however. Friends in Catalonia tell me that while Madrid may be notoriously intransigent and knuckle-headed on many issues—a sentiment that friends in Gibraltar would share—it has shown some sense in one respect, on which London should follow suit, by abolishing APD, or reducing it by 100%, on new routes. Barcelona alone has gained 37 new routes this year: to Islamabad and Karachi in Pakistan, Lebanon, Iceland, Kos in Greece, Bucharest, Kiev, Oslo, Helsinki, Luxembourg, Bergen, Pristina, Kristiansand and Hamburg, to name but a few. Such is the growth of Barcelona as a result of that more intelligent approach. Reductions in APD have been shown to benefit a number of other countries.

The hon. Member for East Antrim (Sammy Wilson) advanced some tremendous arguments, to which the Treasury ought to listen. As a former Treasury Minister, he ran the Treasury in Northern Ireland by balancing the books. The UK Treasury does not balance its books and has not done so since 2001.

Prestwick, the Scottish airport that has been most affected by APD, lost 14% of its traffic in 2012, and just the other week it had to be nationalised by the Scottish Government because the alternatives were unfortunately unthinkable. The Scottish Government feel that Scotland is a high-quality aviation market. It has a record of establishing successive intercontinental air routes with high load factors, including business-class traffic. They believe that there is considerable potential for improving Scotland’s international air connections, but the UK Government’s punitive APD rates are seriously hampering that process. York Aviation has pointed out that APD rates have rocketed since 2007, with short-haul travellers being hit by a rise of about 160%. The price paid by a family of four travelling to Spain has increased from £20 to £52 since 2007, and the price that they would pay to travel to the United States has increased from £80 to £268—a shocking rise.

PricewaterhouseCoopers says that the reduction or abolition of APD could bring about immediate and permanent increases in UK GDP worth around £16 billion in the first three years alone, which backs up the point made by the hon. Member for East Antrim. Increased revenue from other taxes would more than compensate the Exchequer for the revenue forgone by the abolition of APD. Indeed, the dividend in the first year alone would be half a billion pounds.

Passengers are losing out as a result of opaque methods of ticketing. Fully flexible tickets mean that people get back the entire cost of the ticket and the taxes if they do not fly, but there is a question for those travelling on restricted tickets who would lose their ticket price, because they also seem to be losing the taxes they have paid. The penalties imposed by airlines seem exactly to match the amount of APD taxation, so I would like the Government to look into this opaque process.

What do these penal levels of APD mean for Scotland? York Aviation says that by 2016 Edinburgh airport would be losing 1 million passengers due to high APD rates each year for four years, while Glasgow would lose 700,000 a year and Aberdeen about 200,000 a year. That shows the economic damage that is being done to Scotland’s economy.

Disappointingly, we have seen no significant difference between Labour and the Conservatives today, so the message to Scots is, “Business as usual, regardless of who gets into office in Westminster.” That is why, on 18 September next year, we will vote for independence in Scotland.

[Several hon. Members]

rose—

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[The Exchequer Secretary to the Treasury (Mr David Gauke)]

We have had an interesting and wide-ranging debate, given that it has focused on one particular tax, and I thank hon. Members for their contributions. We began with the hon. Member for East Antrim (Sammy Wilson), who delivered a wide-ranging speech in which he made it clear that APD did not constitute a green tax but that, even if it did, he would be against it. He was described by various hon. Members as “trenchant”, “outspoken” and even “abrasive”—and those were the comments from his hon. Friends. However, he set out a strong case on behalf of Northern Ireland and, indeed, the UK more widely. Interestingly, the motion applies to APD across the UK; it is not specifically a Northern Irish issue.

We heard from the new Economic Secretary—I add my words of welcome to the many warm words already offered—who has already demonstrated that she will be a formidable Treasury Minister. We then heard from the hon. Member for Newcastle upon Tyne North (Catherine McKinnell), whom I also congratulate on her move to the post of shadow Economic Secretary, although I am saddened that she is no longer the shadow Exchequer Secretary. I am pleased, however, that we have had the opportunity to debate again so soon, and I am sure that we have many happy hours together in Finance Bill Committees ahead of us. She was very critical of Government policy although, as her history of APD pointed out, the regime in place is largely the one that we inherited from the previous Government. Despite her criticisms, she did not give us any examples of what she would change, but we were grateful for her contribution none the less.

My hon. Friend the Member for Spelthorne (Kwasi Kwarteng), who has a strong interest both in aviation and in lower taxes, made the point very strongly that we have to reduce the deficit. His injunction that we should not slacken on deficit reduction was sensible advice.

The hon. Member for Na h-Eileanan an Iar (Mr MacNeil) raised Scottish concerns, citing criticism that APD rates had rocketed since 2007. I should point out that, since 2010, APD has risen in line with inflation—it has been frozen in real terms. That means, for example, that since 2010, the price of an economy ticket for a short-haul flight—such tickets apply to the majority of passenger flights—has risen from £12 to £13. It is worth pointing out that that is an increase of £1. He also raised concerns about the impact of APD on Scotland, but the most recent figures I have—for 2010-11—show that passenger numbers at Scottish airports grew by 5.5%, so they are not being slashed by any means.

[Mr MacNeil]

rose—

[Mr Gauke]

No doubt the hon. Gentleman wants to intervene and take the credit for the Scottish Government.

[Mr MacNeil]

I do not need to take the credit for the Scottish Government, because the Minister has already given the credit to them, for which I thank him. Can he discern any real difference between his position and that of the Opposition, because I cannot?

[Mr Gauke]

Is the implication of the hon. Gentleman’s question that he managed to identify the position of Labour Front Benchers, because I could not particularly?

My hon. Friend the Member for Brigg and Goole (Andrew Percy) delivered a thoughtful speech in which he set out the evolution of his own thinking and made the case for regional airports. The hon. Member for Mitcham and Morden (Siobhain McDonagh) raised a point on behalf of her constituents who originally come from the Caribbean. Such a point was also made in interventions, so let me reiterate that APD must adhere to international rules on aviation tax—a point that she acknowledged—specifically the Chicago convention. The capital city convention in APD ensures that the duty complies with the rules. She asked why we could not reform the bands. We could move to having two bands, and we did examine that as part of the 2011 consultation, but no banding structure can be entirely free of anomalies, and a revenue-neutral move to two bands would require an increase in APD for about 90% of passengers, including those flying to Europe and the United States. We were not attracted to that approach.

The hon. Member for Paisley and Renfrewshire North (Jim Sheridan) raised a point about Scotland, following on from the contribution by the hon. Member for Na h-Eileanan an Iar. He rightly said that there would be an implication if the tax were devolved to Scotland and then abolished, because the cost of that would have to be found from the block grant. We have not estimated what that would be, but such a decision would have consequences to comply with EU state aid rules. It is also worth pointing out that we would need to take into account any market distortions that would be created and that the cost would have to take into account any lost revenue for neighbouring English airports, for example. That is not an insignificant point.

The hon. Member for South Down (Ms Ritchie) spoke about domestic flights. It is worth pointing out that several European countries put VAT on domestic flights, whereas the UK does not—the rate is 19% in Germany, 21% in the Netherlands and 27% in Hungary. My hon. Friend the Member for Mid Norfolk (George Freeman) made the point that we would like to get rid of most taxes, but we are not in a position to do so. He also highlighted the fact that rates have increased with inflation. The hon. Member for Strangford (Jim Shannon) argued that there would be a net gain for the Exchequer if APD were abolished, but we do not agree—I shall set out the reasons why in a moment.

The hon. Member for North Antrim (Ian Paisley) spoke against the tax and also hoped that we could all unite behind the motion. I am terribly sorry to say that I have to disappoint him on both fronts. The hon. Member for South Antrim (Dr McCrea) summed up the debate, arguing that we should perhaps follow the example of the Republic of Ireland, which is not always an argument that I hear from him.

As I have made clear, APD makes a crucial contribution to tackling our fiscal challenges. The tax raises nearly £3 billion in annual revenue. Contrary to the claims of the PricewaterhouseCoopers report, which has been cited frequently, scrapping APD would not be costless; it would result in a significant loss to the Exchequer. Unless we were to give up on our fiscal goals—my hon. Friends have been absolutely right to highlight the need for us to maintain discipline on reducing the deficit—the lost revenue would therefore need to be found elsewhere, either by increasing other taxes or by further reducing our public spending. In the course of the debate, I have heard few realistic proposals as to how that could be done. Not only would scrapping APD create substantial costs to the Exchequer, but the benefits of such a step would be small compared with those of the policies that the Government have already put in place.

We are not persuaded by the case that has been put before us. We cannot take risks with the public finances, so we will not be supporting the motion.

Question put.

The House proceeded to a Division.