Scotch Whisky Excise Duty

Debate between Brian H. Donohoe and Ian Paisley

Wednesday 8th January 2014 Westminster Hall

[Mr Donohoe]

On a bottle of whisky that costs £12.70, more than £10 is tax, including VAT. That is the level of taxation placed on our best industry in Scotland.

[Ian Paisley (North Antrim) (DUP)]

Will the hon. Gentleman give way?

[Mr Donohoe]

I will take interventions towards the end of my speech, if I may. I will give everybody who has made a representation to me an opportunity to speak. I also have an eye for the chair of the all-party group on Scotch whisky and spirits.

As I said, this is the year of separation, so it is important to have this debate as we move towards the Budget on 19 March. I fully support the “UK okay” campaign. One of the areas of vulnerability is the current disproportionate tax on Scottish whisky compared with English beer or cider. Whisky is taxed at 48% more than the same amount of alcohol served as beer. That is the difference in terms of the taxation on whisky and spirits. The beer duty escalator was abolished last year, but the spirits escalator continues at 2% above inflation. That should be addressed and I will come to the reasons why.

Excise duty on Scottish whisky is now 44% higher than in 2008. The escalator in 2014 will mean an increase in duty of 4.8%, or, in terms that I understand, 38p per bottle. That is what the escalator will bring. As I said, taxation as it stands now is more than £10 a bottle. Scotch whisky exports are growing, but the home market remains important, and the UK is the third largest market for Scotch whisky by volume.

However, volumes in the UK have declined by some 12% in the UK since the escalator was introduced—as a result of it, I would argue, and I am sure some of my colleagues would, too. The UK tax on spirits, which of course includes Scotch whisky, is the fourth highest in Europe. When we compare that with Sweden, Finland and Ireland, which have particular reasons for having high taxation, we can see the unfairness of the tax for the spirits industry.

The Scotch Whisky Association, which helped the all-party group, has called on the Chancellor to freeze duty on Scotch whisky in the 2014 Budget and to scrap the escalator. It should be scrapped because UK consumption has declined since it was introduced, and we want to see the UK market expand. Ernst and Young research shows that scrapping the escalator in 2014 would boost the drinks industry contribution to public finance by some £230 million in 2014 alone.

Consumers should be treated fairly across the range of alcohol products, but Scotch whisky drinkers are being heavily penalised. The sales of Scotch whisky form a significant part of the pub trade. Scrapping the escalator would boost UK sales, and therefore UK jobs in the industry. The industry is good not only for Scotland, but for the whole of the United Kingdom, because it accounts for more than 25% of all UK food exports. That is a significant figure that should not and must not be lost on the Treasury. It is good to see the Minister in her position this afternoon.

In 2012, the industry generated £4.27 billion for the UK balance of trade and 35,000 jobs. I can see there are Members present from the remote areas of Scotland; the industry has been the main employer in many small towns and villages in their constituencies. It has always been a major contributor to the support of the infrastructure within such communities, and I do not think that that has been taken into account by the Government.

Some 10,000 of those jobs are directly within the industry. Most of them, if not all of them, are in areas of most need, and they have supported the towns and communities for many years. The jobs are in rural and urban areas, and the industry is the sole employer in some of the smaller areas in Scotland.

The Scotch Whisky Association has called on the Chancellor to freeze duty on Scotch whisky in 2014—I am sure the Minister has seen that request—and also to scrap the escalator. The Chancellor took the decision last year on the basis that he would cancel the escalator for beer and cider, but not for spirits. I think that that is unfair and it does not really stack up when one considers that the reasoning was to safeguard the jobs in the pub industry. In fact, 40% of the pub industry is down to the sale of spirits, so the matter of unfairness between the pint and the wee dram needs to be looked at.

Taking action on Scotch whisky would show that the Government support that major industry both at home and abroad—that they support the jobs it creates and do not disproportionately penalise Scotland’s national drink.

--- Later in debate ---

[Mr Donohoe]

I am grateful to my hon. Friend for making that important point. The issue affects not only Scotland; it equally affects his English constituency.

[Ian Paisley]

I am not the representative of Irish whiskey, but I do have the Bushmills distillery in my constituency. It employs 102 people, but it also supports a vital tourist industry; there are more than 140,000 visitors each year to the distillery. Does the hon. Gentleman agree that the tax impacts on jobs not only in Scotland, but in my part of the United Kingdom? Indeed, 90% of what is manufactured in my constituency’s distillery is exported globally, but if the Government continue with the escalator, we are going to have high taxation on products that are exported. That is a bad signal to send to an industry.

[Mrs Anne Main (in the Chair)]

Order. Please make interventions brief. There are a lot of Members in this room. If everyone has interventions of that length, Mr Donohoe will run out of time.

Aviation Industry

Debate between Brian H. Donohoe and Ian Paisley

Tuesday 15th November 2011 Westminster Hall

[Mr Donohoe]

I want to make some progress because I know that there are a number of hon. Members who wish to speak. To give way again will impact on that wish, so I will, if I may, move on.

The London Mayor believes that London will become a destination on the end of a branch line unless a new international airport in the Thames Estuary is built. Quite a lot of work would have to be done for me and many in the industry to be convinced of the practicality of such an airport. It is fine putting concrete on the ground, but difficulties emerge when it comes to airspace. The situation in the south-east is among the most complex in the world. Such consideration is vital in assessing the needs of an estuary airport, as there are major structural airspace implications. Of course, we could carry out such work; we have never argued that we could not. However, the scale of the airspace structural change necessary to accommodate the proposal would be enormous and should never be underestimated.

In NATS’ expert view, a four-runway estuary airport could not operate in tandem with Heathrow if Heathrow were to remain the same size as it is today. Such an airport would need to be a replacement for Heathrow. There would be significant implications for other airports in the region, most notably for City airport, which I use weekly, Southend, Stansted and Biggin Hill. It is not simply a matter of shifting current traffic patterns to the east. The eastern boundary of UK airspace is an important factor. Belgian and Dutch airspace and the proximity of airports such as Schiphol and Brussels mean that climb and descent profiles would be affected, so international co-operation would be required.

With westerly winds in the UK prevailing for 70% of the time, westerly operations may increase departures over central London itself. Refining existing flight paths provides more certainty for people already living below them and would be better than blighting new areas, which is what could happen if Boris’s idea goes forward.

Airspace is a critical pillar of national transport infrastructure, yet it is too often the forgotten factor in the consideration of aviation expansion, particularly airport development. The UK has 11% of Europe’s airspace and 25% of its traffic. We are Europe’s transatlantic gateway, which is a strategically important industry underpinning economic growth.

Airports do not work without the airspace to feed them. The Civil Aviation Authority has set out a blueprint for future airspace strategy, and NATS and BAA are co-chairing a cross-industry group over the next 12 months to work out an implementation plan. A major review of airspace has already been started. It has to assume that the current infrastructure will be in place. This is a once-in-a-generation opportunity, so the Government’s policy framework needs to be able to stand the test of time. Fundamentally, if this opportunity is not to be lost, we need cross-party support, which the shadow Secretary of State has argued for for some time.

We face the possibility of being stacked in the air—it happened to me only yesterday. I believe that that is an inefficient way to operate, but some say that it is an extremely efficient means of maximising limited runway space. None the less, it is not very good for the passenger who is trying to get into London. NATS supports the provision of additional runway capacity in the south-east because that is where the demand is. That sounds like common sense.

Taxation is another important area. When I applied for this debate, I felt that somebody from the Treasury should be here with the Transport Minister. The industry is charged some £7.9 billion in tax. Tax is paid by aviation firms, and employees contribute around £6 billion. There is also the evil air passenger duty, which was introduced by a Labour Government. When it started, we had to pay £5 for short-haul flights and £10 for long-haul flights. Now, if a family of four want to go to Australia, they have to pay more than £700 in duty. I know families who now travel from Glasgow to Frankfurt, Charles de Gaulle or Schiphol. They then take their bags off the plane and get on to another plane to reach their destination just so that they can save themselves that exorbitant tax. We are one of very few countries in Europe to apply such a tax, and the Treasury needs to look at the matter. Without a doubt, we are haemorrhaging passengers who travel, connect and interconnect through Heathrow.

[Ian Paisley (North Antrim) (DUP)]

I welcome what the hon. Gentleman says about airport duty. Northern Ireland has successfully campaigned for a reduction in its duty and we thank the Government for recognising that. The other issue that I want him to address is the connectivity between the peoples of these islands. Does he agree that we must not sacrifice our internal links for the sake of the more lucrative external links out of the United Kingdom? I am particularly concerned about the potential sale of British Midland International. If it goes ahead, will we see a reduction in internal flights between Northern Ireland and London and between Scotland and London? That is a concern.

[Mr Donohoe]

I am grateful to the hon. Gentleman for that; I will come on to that matter. Suffice it to say that, only last week, there was an announcement that British Airways was to buy the BMI routes. I predict that those will be the ones that operate between Scotland and England. We have already lost the service from Glasgow. Ryanair’s winter programme is being implemented and there are no flights from Glasgow Prestwick to Stansted. Already we are seeing problems.

As the hon. Gentleman travels in planes as often as I do, he may have experienced similar problems. Any plane that I get on from Glasgow is always full, which shows that there needs to be further expansion in the number of domestic landings in central London. I will come back to that argument a little later.

Returning to APD itself, there is no doubt that that tax was introduced, like most taxes, at a minimal level, but it has become a significant factor in how, and from where, people travel long haul.

In the future, we need to have a joined-up approach on aviation policy and taxation, which of course would involve the Department for Transport and Her Majesty’s Treasury. Such an approach is required to ensure that the tax system and aviation policy are aligned and consistent. Unless they are, we will lose out; of that, there is no doubt. A joined-up approach is absolutely imperative to ensure a sustainable and competitive aviation sector.

Returning to infrastructure development, the Government have adopted an aviation policy that states that there will be no new runway capacity in the south-east, potentially up to 2050. That approach is flawed. As demand increases, there will be a need for new capacity.