Manston Airport

Robert Goodwill Excerpts

Monday 28th April 2014 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I am grateful to my hon. Friend the Member for North Thanet (Sir Roger Gale) for securing this debate about the future of Manston airport. In recent years, the increasing demand for commercial air travel has heightened the need to improve the capacity and efficiency of UK airports. This is absolutely essential to meet the Government’s commitment to maintain the UK’s aviation hub status.

In the 2013 aviation policy framework, we recognised the crucial role that regional airports play in providing airport capacity and the vital contribution they can make to the growth of their local economies. Indeed, I prefer to refer to them as local international airports, rather than just regional airports. We are therefore determined that the UK continues to benefit from the services that regional airports offer, and we welcome the ambition of those that are investing in their infrastructure, increasing accessibility and facilitating more services to more destinations.

I am aware of Manston airport’s proud history, which can be traced back to the first world war. It also played a crucial role in world war two, first in supporting troops during the Dunkirk evacuation and then by playing a front-line role during the battle of Britain and providing vital air support during the D-day landings. During the war, the length and width of the runway were improved, meaning that it can now handle the largest jets, such as the new Airbus A380. Manston was even identified as a contingency runway for landings of NASA’s space shuttle programme. It was after the war and during the 1960s that the airport began to be used by commercial airlines and enjoyed relatively steady commercial air operations for several years. That allowed many people in the area to experience their first foreign holiday. However, services and passenger numbers declined steadily from the 1970s onwards, as charter operators moved to larger airports with better surface transport connections. In recent years, Manston has struggled to attract and retain consistent air passenger services, and there have been periods when the airport has had no regular services.

I am aware that Manston airport’s owners have begun a consultation with staff regarding the airport’s future, and I recognise concerns about the impact its possible closure could have on the local and regional economy. I hope that a resolution can be achieved which sustains the commercial viability of Manston airport to keep it as a going concern. I welcome the news that my hon. Friend held the first meeting of the Manston working group earlier today. The meeting brought together representatives from Thanet district council, Kent county council and the local enterprise partnership, and was supported by Departments to explore options for the airport’s future. I commend his tireless work in this regard, but whatever the result of efforts to secure such a resolution, the Government are unable to intervene directly, as we believe that UK airports and airlines operate best in a competitive and commercial environment. It is therefore for individual airports to take decisions on matters of future economic viability.

KLM’s decision to discontinue the route between Manston and Amsterdam will undeniably impact the profitability of the airport. The route was the airport’s main source of passengers and offered a connection with KLM’s international services through the airline’s Schiphol hub. The remaining passenger services offered by the airport are mainly summer charter services, and will likely offer limited air traffic. I am aware that Manston also serves as a destination for air cargo operations, as well as a number of aviation maintenance, repair and overhaul, and airframe breaking and spares recovery businesses, which operate on the airport site. As with airports, airlines must take commercial decisions regarding the routes they operate according to what is in their best interests. It is not possible for the Government to compel airlines to operate certain routes.

There have been additional concerns about the closure of the airport and the possible loss of the Lower Airspace Radar Service—LARS—unit, an information service used by some airspace users. Although closure would result in a gap in the LARS system, it would be no larger than elsewhere in the UK. More importantly, the loss of the system would not be seen as a safety-critical issue. We have been assured by the Civil Aviation Authority that the London Flight Information Service provides an appropriate alternative, and the CAA has stated that it would not support the retention of an airport or air traffic unit for LARS provision, particularly as it is unclear how costs would be covered.

As I said earlier, the UK’s aviation sector is overwhelmingly in the private sector and operates in a competitive international market. The Government support competition as an effective way to meet the interests of air passengers and other users. I restate our determination that the UK continue to benefit from the contribution that regional airports can offer. The Chancellor recently announced that applications will now be allowed for start-up aid for new air routes from UK regional airports. To be eligible, airports must handle fewer than 5 million passengers per annum and meet new European Union state aid guidelines. The Department for Transport is working with the Treasury to determine how the funding process will operate in practice, and over this summer will develop guidance for those organisations seeking to make applications for supporting air routes. Should Manston airport be eligible, we would encourage it to apply for this funding.

As hon. Members will be aware, the independent Airports Commission, chaired by Sir Howard Davies, was established to identify and recommend options to maintain this country’s status as an international hub for aviation. In preparing its interim report, the commission undertook a detailed assessment of the UK’s future aviation demand and connectivity requirements. The commission's interim report, published in December 2013, details its shortlist of long-term options for further study to increase airport capacity along with recommendations for the short term to make the best use of our existing infrastructure.

The commission has explained in the materials supporting its interim report why the expanded use of Manston airport was not selected as an option for further consideration. It concluded that Manston’s distance from London and other significant population centres meant that it was unlikely to be able to play a substantial role in meeting future passenger demand in London and the south-east in the long term, although I did hear what my hon. Friend had to say in relation to transport times as opposed to distance.

The commission also recognised that, in the short and medium term, Government do not have effective levers to redistribute traffic to less congested airports such as Manston, even if it were desirable to do so. The Government are carefully considering the recommendations in the interim report and intend to publish a response to the short-term recommendations shortly. All the shortlisted long-term options will now be the subject of more detailed analysis and consultation by the commission. To protect the integrity of the process, the Government will not comment on any of the shortlisted options.

My hon. Friend also raised the issue of landing and take-off slots in relation to freight. The allocation of slots is governed by EU airport slot regulations, which prescribe the allocation, transfer and exchange of slots at London Heathrow and other “co-ordinated” airports in the UK—that is, those airports where capacity is shown to be insufficient to meet all actual or planned airline operations.

Any decisions about how airlines use the slots allocated to them at busy airports like Heathrow are a commercial matter for those airlines to determine, and that includes freight slots. The European Commission looked at recasting the slot regulation in 2011 as part of the “better airports” package, but progress stalled in late 2012 owing to issues with other aspects of the package. However, the European Commission hopes to reinstate the slots element of the “better airports” package within the European presidency’s transport agenda, and my officials will continue to engage with the process to ensure that the UK aviation sector's interests are fully represented.

Once again, I thank my hon. Friend for securing this debate. The Government are committed to improving the capacity and efficiency of UK airports to maintain the UK's aviation hub status. Though fully aware of the importance that regional airports play in this, the Government are unable to intervene directly in the case of Manston. It is ultimately the responsibility of the airport owner to determine whether or not it is commercially viable.

Question put and agreed to.