Regional Airports

Catherine McKinnell Excerpts

Tuesday 2nd February 2016 Westminster Hall

[Valerie Vaz (in the Chair)]

Quite a number of hon. Members are present and wish to speak. I am sure that at some stage I will have to impose a limit of approximately four to five minutes.

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I beg to move,

That this House has considered regional airports and UK airports capacity.

It is a pleasure to serve under your chairmanship, Ms Vaz. I am delighted to have secured this debate, which could not be more timely in a year when I hope that the Government will face up to some of the most significant decisions in the aviation sector for decades. That could not be more important for regional airports, such as Newcastle international airport in my constituency and countless others around the UK, which are the backbone of regional economies and, therefore, the economy as a whole. The interest in and concern about the issue is demonstrated by the number of hon. Members present.

Newcastle international airport celebrated its 80th anniversary last year. As the Minister knows because he came to visit, it is the largest airport in the north-east and the 10th largest in the UK. It also happens to be the single largest employer in my constituency and is proud of its public-private partnership model, with ownership between the seven local authorities and AMP Capital. Indeed, it served a record 4.56 million passengers in 2014 and supported 3,200 jobs directly on site and 12,200 indirectly. It contributes over £581 million in gross value added to the north-east economy, including £181 million in tourism impact and 1,750 tourism jobs.

Newcastle airport exports well over £300 million of goods every year. The vast majority are carried by Emirates on its long-haul service to Dubai and last year saw the first ever trans-Atlantic service from Newcastle by United Airlines to Newark, which is set to return this summer. Newcastle international airport makes an invaluable contribution to the north-east’s proud claim to be the only consistently net exporting region in the UK, just as other regional airports make an invaluable contribution to their local economies.

This is when we come to the purpose of today’s debate. The Government are facing critical decisions that will determine the future of the UK’s aviation sector, which in turn will have a major impact on regional economies. Those decisions are not new and include where to build the new runway to provide the capacity we need for the future and how properly to support regional airports during a time of considerable upheaval with devolution.

Time and again, the Prime Minister has kicked the can down the road rather than face up to the challenges. It is not just Heathrow or Gatwick that loses out from this chronic indecision. The future growth and sustainability of the UK’s regional airports and, by extension, the growth of our regional economies, are equally put at risk.

[Mr John Spellar (Warley) (Lab)]

Does my hon. Friend, like me, find it utterly extraordinary that, given the huge advantage to many regional airports around the country, the fact that business is overwhelmingly supportive of an early decision on airport capacity and the fact that the private sector trade unions—GMB and Unite—are also campaigning vigorously on behalf of their members to increase airport capacity, the Prime Minister, dithering Dave, is still holding back on bringing a decision to Parliament?

[Catherine McKinnell]

I thank my right hon Friend, who makes my argument for me. Hon. Members will remember the Chancellor’s claim in 2011 of a march of the makers, which he has since forgotten, and his more recent talk of a northern powerhouse. How does he expect the makers to march or the north to become a powerhouse if they cannot export or do business with the rest of the world? That is what is at risk thanks to the Government’s dither and delay.

[Ian Mearns (Gateshead) (Lab)]

It is fantastic that my hon. Friend has this debate this morning. The problem with provincial airport capacity using Heathrow as a hub is that we unfortunately rely on flights in and out of Heathrow and those are the very flights that will be squeezed due to the lack of capacity at Heathrow. When they are in competition with increased demand from overseas flights, those provincial flights, which are important for the regional economies, will lose out.

[Catherine McKinnell]

My hon. Friend excellently makes my argument for me. I want to talk about the most important decision on the desk of the Secretary of State for Transport at the moment: airport capacity and expansion. Having pledged to cancel the Labour Government’s plans for a third runway at Heathrow, the coalition Government set up the independent Airports Commission in 2012, chaired by Sir Howard Davies, to assess and to report on long-term aviation capacity options by summer 2015. The commission did exactly what it was asked. Having considered a plethora of options, it decided in its interim report in 2013 to narrow these down to just three, all of which were in the south-east. In July 2015, it produced a thorough and comprehensive report assessing each of these in turn.

[Sammy Wilson (East Antrim) (DUP)]

Does the hon. Lady agree that it is important not only that airport capacity is increased in the south-east so that regional airports can feed into it but that slots are guaranteed for flights from regional airports? Otherwise, as capacity diminishes because airlines use more and more flights across the world, regional airports will be squeezed again.

[Catherine McKinnell]

Indeed. The commission looked at that issue and its decision was unequivocal: a third runway at Heathrow presents the clearest case and the greatest strategic and economic benefits to the UK. That view was shared unanimously by its members. For the benefit of hon. Members, it is worth revisiting what some of those benefits are.

The commission estimates that by 2050, GDP would be boosted by £129 billion; 78,000 new jobs would be created; productivity would be boosted by £69 billion; and 12 new long-haul routes would be available to UK passengers with 16 million extra long-haul seats. Those benefits far outweigh those that would be provided by an expanded Gatwick. Perhaps most important, the commission said that an expanded Heathrow would

“provide a stimulus to economic growth throughout the UK.”

It estimates that £70 billion to £80 billion of economic benefits would spread across the regions of the UK by 2050.

I recognise the many concerns, both local and national, about an expanded Heathrow, particularly local air quality, noise and other community impacts, not to mention whether an expanded Heathrow is even possible in line with our climate change commitments. The Airports Commission also recognised those challenges and set out a package of measures to meet them. Let us remember that the commission did not simply give an unlimited green light to expanding Heathrow. It recommended that any new runway must be accompanied by a ban on night flights, which is possible only with expansion anyway; a legally binding noise envelope so that noise levels do not exceed current limits; a new aviation noise levy on airport users to fund a mitigation package for local residents; a £1 billion commitment from Heathrow for community compensation; a legal commitment that expansion will happen only if it does not delay local surrounding areas complying with EU limits on air quality; and compensation for homes lost at full market value plus 25% available immediately. That would provide the framework within which to approach the challenges posed by an enlarged Heathrow.

Why is airport expansion in the south-east so important to other regions such as the north-east? The trend in recent years has been towards a hub-and-spoke model of aviation, whereby airlines have routed all operations through a hub airport and joined with other airlines, creating alliances, to provide customers with hundreds of destinations, all accessible through a single hub. We can look all over the world and see that the hub-and-spoke model is key, from the likes of Schiphol, Charles de Gaulle and Frankfurt in Europe to the rise of the increasingly dominant middle eastern hubs in Dubai, Qatar and Abu Dhabi, not to mention the well-established far eastern hubs such as Singapore and Hong Kong. Of course, Heathrow stands alongside those, accounting for 70% of the UK’s scheduled long-haul flights and serving 75 unique destinations.

That is not to say that long-haul routes are neither valuable nor viable from regional airports. As I mentioned, the daily Emirates service from Newcastle to Dubai has been transformational, facilitating millions of pounds in exports from the north-east to the middle east, but it has been so successful because it is operating to another hub airport, from which those goods and passengers can travel on, throughout the middle east, to Australasia and beyond. I hope that we will see more of those links developing in the future. Regional airports play a significant role in providing their own direct connections worldwide, in conjunction with connections through a hub such as Heathrow.

[Ian Mearns]

My hon. Friend is making an excellent point about the fact that the delay in relation to Heathrow could cost the UK economy significant amounts of money. If I am flying from Newcastle, I do not mind which hub I use, as long as I can get where I want to go, so if Heathrow is not developed and the capacity is not there for inbound flights from Newcastle in order for me to change to an international flight, I will happily use Schiphol, Brussels, Paris or even Dublin if I am going to the United States of America. Therefore, it is vital for all the UK’s provincial airports that that capacity is provided as soon as possible.

[Catherine McKinnell]

My hon. Friend makes a very important point, but we must always look at this in both directions. It is not about where we would be happy to go via if we want to go somewhere, but where people are happy to come via if they want to come and do business where we are. That is increasingly important.

[Ms Margaret Ritchie (South Down) (SDLP)]

My hon. Friend is making compelling points about the need to develop airline and airport capacity. Does she agree that to do that, there needs to be a review of air passenger duty? I am thinking of us in the Northern Ireland context having to compete with the Republic of Ireland, where there is zero air passenger duty.

[Catherine McKinnell]

I thank my hon. Friend for that intervention. I will come on to that issue shortly.

To go back to the airport expansion issue, Newcastle currently has a six or seven times daily service in and out of Heathrow. It is used by 500,000 passengers a year, including many of my constituents, as well as residents and businesses from across the north-east, 50% of whom use the domestic service into Heathrow to connect to hundreds of destinations worldwide—an opportunity that no other UK airport provides for my constituents, or passengers from any other region, for that matter. As the Transport Secretary himself told the British Air Transport Association last week, we must keep

“beating the drum for the regions in this debate.”

He also said:

“One of the most persuasive arguments for new capacity is the links it will provide to the north, the south west, Wales, Scotland and Northern Ireland. Opponents have tried to suggest that a new runway would somehow undermine our domestic network. In fact the reverse is true.”

I could not agree more. However, these vital connections between the regions and Heathrow, which, let us be clear, is where domestic links are most valuable, are at risk. As the Airports Commission found, a crowded Heathrow has led to a decline in the number of domestic services, from 18 in 1990 to just seven at present, but it estimates that that could bounce back to 16, and an additional 1 million passengers a year, if a third runway is built. By contrast, the commission says that if we maintain the status quo at Heathrow, domestic passengers using the airport could fall by a staggering 2.5 million.

In that case, I hope that the Minister will acknowledge the vital links between regions such as mine and Heathrow and the economic benefits that they provide for regional economies. I hope that he can reassure hon. Members today that the impact on regional economies is playing a key role in the weighing up of the decision. Most importantly, I hope that the Minister will set out clearly when we can expect a decision once and for all, and provide a guarantee that we will see no more dither and delay from this Prime Minister.

The other major concern for regional airports in the UK at the moment is the devolution of APD to Scotland and Wales. As a result of the Smith Commission proposals, APD is being devolved to Scotland through the Scotland Bill, and the Government are now considering the case for doing the same in Wales, as part of the St David’s Day agreement signed last year. We know already that the Scottish National party programme for government includes a pledge to cut APD in Scotland from 2018, initially by 50% if the SNP wins power this year, with a view to replacing APD with a “more competitive regime” in the long term. Of course, it was welcome that the leader of the Scottish Labour party, Kezia Dugdale, pledged while visiting Newcastle that a Labour Scottish Government would not cut APD north of the border, acknowledging the risk of such a move to north-east airports and businesses. The implications for airports such as Newcastle and others, including Bristol, Manchester and Birmingham, should not be underestimated. We have long made that clear; we have done so since the Smith Commission’s proposals were published.

[Julian Knight (Solihull) (Con)]

The hon. Lady’s mention of Birmingham airport prompts me to intervene. What does she think about the idea of an APD holiday for new flights? For instance, the American Airlines flight that she mentioned from her constituency to Newark is a summer flight at the moment, but potentially, with an APD holiday, could become an all-year-round flight instead.

[Catherine McKinnell]

A number of options are being mooted and discussed as part of the solution. What I want to see from the Government is some certainty about what they will actually do to ensure that regional airports are not disadvantaged by some of these changes. All options need to be considered and taken seriously. Indeed, analysis by Her Majesty’s Revenue and Customs of the impact of devolving APD to Scotland found that Newcastle would be the most acutely affected, at least immediately, with an initial 10% reduction in passenger numbers. That is the Government’s own analysis. In particular, HMRC’s review forecast that the savings to medium and long-haul passengers from reduced APD in Scotland would outweigh the cost of travelling further.

[Sammy Wilson]

Does the hon. Lady accept that we do not even have to rely on modelling done by HMRC? We have only to look at the example of Northern Ireland. Passengers are being sucked out of Northern Ireland to an airport 100 miles down the road, where there is no APD at all. The same would happen if we had an uneven playing field in the rest of the United Kingdom.

[Catherine McKinnell]

The hon. Gentleman makes a very important point. It is a very clear illustration of the impact that such a move can have.

[Ian Mearns]

I am grateful to my hon. Friend for giving way again; she is making a very powerful speech. The situation is similar for those of us in the north-east, with our regional airport at Newcastle. It is 104 miles from Newcastle airport to Edinburgh. If the Scottish Government were to reduce APD by half or possibly do away with it altogether—there would be a real economic disbenefit for Newcastle airport. However, we are already suffering a major disbenefit because people travelling from provincial airports into a hub such as Heathrow get charged APD twice. There is a charge at Heathrow for being inbound and there is a charge from Newcastle for being outbound, so people are charged twice for flying between a provincial airport and a hub such as Heathrow.

[Catherine McKinnell]

My hon. Friend makes a very important point, and I can see that the Minister is interested. He should give some consideration to the impact that that practice has on domestic passengers and regional economies.

[Ian Paisley (North Antrim) (DUP)]

The hon. Lady is making an excellent point. Does she agree that this should not be about persuading Scotland not to reduce this taxation? In fact, I am delighted that Scotland has indicated that it will reduce it. This should be about all of us persuading the Chancellor to remove this pernicious, dirty, nasty little tax on passengers and on business.

[Catherine McKinnell]

Interestingly, the Prime Minister seemed to recognise the issue during the general election campaign. He told regional newspapers:

“We are not going to accept a situation where there’s unfair tax competition...We will do what’s necessary to make sure that England’s regional airports can succeed.”

However, there has been near total silence on this issue ever since and there is a considerable amount of understandable concern that that was simply a lot of hot air.

[Dr Philippa Whitford (Central Ayrshire) (SNP)]

I echo the comment made by the hon. Member for North Antrim (Ian Paisley). It is not a matter of trying to stop regional airports in Scotland from developing. APD was designed to dampen some of the demand here, and it holds back all regional airports. The land border with southern Ireland has been mentioned. If someone from Germany, such as the German side of my family, wants to visit the wilderness, they have a massively different choice between Ireland and Scotland because Ireland does not have APD and it has 9% VAT on tourism. We are ranked 139th out of 140 countries for tourism competitiveness.

[Catherine McKinnell]

It is almost a year and a half since the Smith commission’s proposals were published and accepted by the Government, yet we are still no closer to understanding how the Government intend to protect regional airports that are set to be adversely affected by the changes. In last summer’s Budget, the Treasury belatedly published a discussion paper on options for supporting regional airports through the changes. The document outlined three options: devolving APD in England; varying APD rates in England; and providing aid to regional airports in England. Unsurprisingly, those proposals begged more questions than they answered.

For instance, which bodies in England would APD be devolved to—local authorities, combined authorities or local enterprise partnerships? If APD was left as it is, and the Government provided financial support instead, how would they ensure that adequate aid reached airports acutely affected by lower APD rates across the border in Scotland or Wales? There are stringent EU guidelines on state aid support, particularly in the aviation sector, and we have previously heard the Government promise compensation to sectors impacted by one policy or another, but they have often under-delivered. How will this be any different? Will airports such as Newcastle be left to plug the gap?

Those and many more questions remain regarding the Government’s proposals, yet, six months on from the publication of the paper, there is near total silence from Ministers. I hope that the Minister will break that silence and provide us with some much-needed detail. When will the Government publish a response to the discussion paper that they published last summer? Are all three options still on the table or have some been ruled out? Most importantly, will the Minister tell airports such as Newcastle, Bristol and others how they will be supported by the Government when APD rates are devolved to Scotland and, potentially, to Wales? At the very least, will he tell us when airports can expect to hear about the plans?

The Airport Operators Association has made clear its very strong preference for any future reduction in APD in Scotland to be

“matched, immediately, by a cut everywhere”

so that no part of the UK is “disadvantaged in any way.” It is clear that the continued uncertainty on the issue is very damaging, and it is already having an impact on regional airports when it comes to airlines planning future routes and commitments. It is not good enough to wait and see what happens in Scotland. Action and certainty are required for England’s regional airports now.

A further concern I want to raise briefly this morning is the effect of regulatory charges—including, for example, the cost of a 24-hour police presence and all the security borne by airports—on regional airports such as Newcastle International. I understand that very large airports, with airlines queuing up to use their runways, are easily able to pass on those costs on to airline operators. However, it is much less easy for regional airports to do so, and the impact of the shift in costs is therefore having a disproportionately adverse effect on them. Regional airports are understandably extremely concerned about proposals that they should bear the costs of Border Force operating on their sites. Given that the agency is responsible for national security, I would have thought that responsibility lay squarely with the Government.

The decision on airport capacity and expansion has been kicked into the long grass far too many times, even after a £20 million independent commission made the decision on the Government’s behalf, as it was asked to do. The Government must make a decision in the national interest, but it should be a decision that respects our international commitments and the concerns of local communities. The Airports Commission has set out a plan that can achieve those twin aims, but the Government do not seem to accept it.

It is time to end the dither, delay and prevarication that has prevailed for far too long under this Prime Minister and Chancellor because it is not just London and the south-east but Newcastle, the north-east and many other regions will lose out most. Heathrow is, after all, not a London airport; it is the national hub. Airports across the country are looking for answers and long-term certainty from the Government, whether it is on airport capacity or the tax regime for aviation in the UK. I really hope that the Minister will be able to provide that certainty for them today.

[Valerie Vaz (in the Chair)]

The wind-ups will begin at 10.30 am, so it would be helpful if Members would stick to a four-minute time limit. We will see how it goes from there.

--- Later in debate ---

[Sir Alan Haselhurst (Saffron Walden) (Con)]

It is a pleasure to serve under your chairmanship, Ms Vaz. I congratulate the hon. Member for Newcastle upon Tyne North (Catherine McKinnell) on securing this debate and on her speech, in which she made many important points. I was a little worried that her speech was becoming slightly political. She sounded somewhat like a cheerleader for Heathrow, so I hope she checked her script with the hon. Member for Hayes and Harlington (John McDonnell). I am also surprised that the debate has very much turned to APD—the debate could have been entitled that to give guidance to other colleagues who might have wanted to contribute on that subject. There is a serious problem with what the Scottish Government might do but, by and large, APD has not acted as too much of a brake on the increase in passenger traffic, which is at the heart of the problem of how we provide airport capacity.

Airport capacity is much easier to decide in opposition than in government. Looking back at what has happened over the past decades, the party in government is always the one that is in trouble trying to determine airport capacity, whereas the parties in opposition are freer to comment. The problem with airports, and our country as a whole has never been good with big projects—we agonise over them, and over the consequences in the immediate area where their impact is most felt—is that we struggle because people say, “Of course we want air travel, but we don’t need an airport just near us, thank you very much, because of the disadvantages that come with it for the rest of the year.” It is essential that an island country such as ours has good airport connectivity. Politics does not help, because one party comes in and has to look at airport connectivity more realistically, and then that party goes out. No one is sure whether a policy conceived in one Parliament will be continued in another.

[Catherine McKinnell]

I appreciate the right hon. Gentleman’s point about politics, but does he agree that the point of the independent airports commission, which the Government spent £20 million constructing, was to come up with a viable plan for the whole UK? The commission has made that recommendation, so is it not incumbent on the Government to say whether they support that decision?

[Sir Alan Haselhurst]

One might think that, but the reality is that it depends on what the commission says. The majority recommendation of the 1968 Roskill commission was rejected by the then Government, and the minority recommendation, which was accepted by the Government of 1970, was rejected by the incoming Government in 1974. Such recommendations do not have a very good record.

I will say a little more about the Davies commission before I conclude. We are beset by the division between the capital city and the rest of the United Kingdom, and I find that the term “regional airports” somehow implies second division—it is like talking about the premiership and the championship in football—and that regional airports are somehow different or less good. I am a northerner, and at one stage I represented a Greater Manchester seat. I was very pro the development of Manchester airport, but we have never yet exploited the regional airports to their full. At the moment, there is an urgent need to do so, because they have usable capacity.

Of course I do not want to decry London’s importance to our country, but I think that we do not extol the virtues of the rest of the country. I find the concept of the northern powerhouse exciting. I acknowledge that Government after Government over the past 50 or 60 years have tried to decrease the emphasis and pressure on London and the south-east, but we have never succeeded. There is a still a net drift to the south-east, and it is unhealthy for our country.

A point that has not yet been covered in this debate is the difference between hub and point-to-point. Where the Davies commission falls short is that it recommends a hub airport in London, but then says, “Oh, but we can’t have a fourth runway.” Even a third runway puts us way behind the competition in the rest of Europe. If we are really to have a hub airport, it must have the necessary capacity. Figures suggest that Heathrow’s domestic connectivity with three runways will decline, not improve, because the more profitable long-haul routes will steadily displace domestic services.

We must make more use of the spare capacity in the rest of the country, recognising that there are aircraft types being developed now that encourage the growth of point-to-point services from many of the airports in our country. I hoped that this debate would concentrate on that more than it has so far.

--- Later in debate ---

[Catherine McKinnell]

Thank you for your excellent chairing of this debate and for ensuring that everybody managed to have their say, Ms Vaz.

There are many opinions on this issue and very localised concerns, but there is one overriding message that we can all agree on that applies to airport capacity and air passenger duty. We need decisive action to ensure that our regional airports not only survive the changes ahead, but thrive on them. “Wait and see” is not an option. It is damaging our regional economies and the national economy. We await the Government’s decisions on two key issues.

I was disappointed that the Minister did not have time to deal with air passenger duty. Although it is the responsibility of the Chancellor, I hope that the Minister’s Department will exert all the pressure necessary to get a swift decision, because the issues have a major impact on our future regional connectivity in this country. We need an end to the dither and delay on the vital issue of regional aviation. I urge the Minister to do everything he can to ensure that his Department, the Secretary of State and the Chancellor come back with responses on all the issues raised in the debate without further delay.

Question put and agreed to.

Resolved,

That this House has considered regional airports and UK airports capacity.