Future of RAF Northolt

Tobias Ellwood Excerpts

Wednesday 13th September 2017 Westminster Hall

[The Parliamentary Under-Secretary of State for Defence (Mr Tobias Ellwood)]

Thank you for the opportunity to respond to this important debate, Mr Howarth; I congratulate the hon. Member for Harrow West (Gareth Thomas) on securing it. I have prepared some remarks in response to where I think he would like me to go, but I will write to him in due course about a number of specific issues that he raised, if I do not cover them in my remarks today.

I agree with the hon. Gentleman that transparency is very helpful. If consultations and studies are taking place, they have to go through the course of those actions before any results can come forward. Once those are there, they should absolutely be shared. I will be delighted to meet him and representatives of his council in due course, once he has taken stock of what I have to say today.

I begin, as the hon. Gentleman did, by paying tribute to those who are connected with RAF Northolt—the community around RAF Northolt, who for many years have been so supportive of the aerodrome, and the personnel of RAF Northolt. It is not just an aerodrome, but a vibrant, core military station, with over 1,800 personnel based across 33 diverse units, from all three of the armed services and wider Government. Alongside 32 (The Royal) Squadron undertaking VIP and operational command support flying, there are many other major units at the station in ground roles. An Army bomb disposal squadron, the British forces post office, the Service Prosecution Authority, an aeronautical publication and mapping centre, two RAF bands and an operational RAF regiment unit, which also encompasses the ceremonial Queen’s Colour Squadron, are all based at the aerodrome.

I turn to the aerodrome itself. As the hon. Member for Harrow West has highlighted, it is used and needed by the military every single day. It is true that for a number of decades it has been underutilised in that role. Since the 1980s, RAF Northolt has accepted up to 7,000 business aviation movements per year, but that was done under stringent terms and conditions to utilise the spare capacity. For that very reason, from 2011 to 2013 we conducted an extensive value-for-money evaluation of RAF Northolt’s future utilisation. Wide-ranging options were considered, including selling the aerodrome off as a civilian licensed airport, devising shared civilian and military usage to better maximise revenue, and retaining the aerodrome in military hands—although that would leave an irreducible spare capacity. I impress on the Chamber that those were simply options that were considered.

While the review was going on in 2012, the Ministry of Defence commissioned a series of reports under Project Ark and Project Noah. Those reports were not designed simply to open the floodgates—no pun intended—to civil movements at the station, but rather to analyse the various available options. Other evidence was also analysed. The benefit of spare military capacity at RAF Northolt’s aerodrome was ably demonstrated in 2012, when it played a vital role in the security of the London Olympics. RAF Typhoon and military helicopters were able to seamlessly deploy to the station as part of the multilayered deterrence and defence of Olympic sites. That could not have been achieved at a civilian-operated site.

[Gareth Thomas]

The Minister describes the work that the Ministry of Defence undertook between 2011 and 2013. Does he acknowledge that it was an error not to share that assessment with local residents, and not to involve them in a full consultation process about the decisions that the Ministry was weighing up?

[Mr Ellwood]

I am willing to meet councillors and other residents. I very much want to share the information we have, but we have to allow the Ministry of Defence to conduct its own studies in due course and share them as is deemed pertinent, as decisions and options are considered.

As I said, other evidence was analysed and the benefit of the aerodrome was demonstrated in its use during the Olympics, but military movements will always have priority at RAF Northolt. If necessary, civil business aviation movements can be fully stopped from using the station at any point. Ministers took those final decisions in the value-for-money review in 2013 and decided that the firm benefit was in retaining the aerodrome as a military aerodrome. It is still used by the military every day on vital operational tasks. We also retained the same stringent civilian operating terms and conditions, which exclude schedule airlines.

I make it clear that the whole review had nothing to do with Government options on the future of Heathrow; it was purely about the future of RAF Northolt. Our decision means that the aerodrome, although vital, will remain underutilised by the military for a large proportion of the time, but also that it has capacity to accept military contingency requirements that displace civil movements whenever required for the national benefit.

The review seeks to ensure that taxpayers’ money is used properly, so we still need value for money from that spare capacity when the military are not using the aerodrome. Further consideration was given to one “Project Ark” option that had the potential to increase civil use of the military aerodrome to up to 20,000 movements, to generate additional revenue from the underutilised spare capacity. That, in turn, would benefit taxpayers by offsetting the costs to the taxpaying public of the station’s military operation. However, Ministers took the final decision to increase the self-imposed cap on civil movements to only 12,000 movements per year. That was implemented in April 2013, as the hon. Gentleman knows. I firmly assure hon. Members that there are no plans to revisit that decision.

Following the review decision, the “Project Ark” report and other review documents were archived and the project’s other options remained hypothetical. I assure the hon. Gentleman and residents of the area that no current active planning is looking at any further changes to that 2013 decision about the cap or the operating terms and conditions. The unchanged, stringent terms and conditions that have been in place for civil movements for many years mean that in future we will not attract any aircraft larger than those that we have accepted for decades.

It was against these terms and conditions, which were reaffirmed in 2013, that Flybe made an unsolicited bid in 2015. No meetings about RAF Northolt have been held with any commercial airlines, but in late 2015 and early 2016, Ministers corresponded twice with the chief executive of Flybe to inform him that his bid was not being considered further.

The hon. Gentleman asked why there was no public consultation. In 2013, the decision was for a relatively modest increase; the terms and conditions of use remained unchanged, as I have stressed, and the existing infrastructure had the spare capacity to absorb the increase. No formal regulatory action was therefore required in any form, but the station did undertake extensive community engagement to keep residents informed once the decision had been taken. I will be delighted to continue that process, as the hon. Gentleman requests.

On the aviation regulatory and safety structure, the Military Aviation Authority is the single independent regulatory body for all defence aviation activity, and regulates Government aerodromes. The Civil Aviation Authority is responsible for the safety regulation oversight of civil aviation activity at Government aerodromes and sets out the requirements for civil operators that wish to use them. The robust oversight relationship between both regulators is formalised in a memorandum of understanding that demonstrates constant dialogue and joint audit and assurance activity where appropriate.

There is close stakeholder engagement with the CAA on changes related to air safety that may have an impact on civil aviation operations at RAF Northolt and on the oversight of published aeronautical information pertaining to it. The memorandum of understanding is reviewed annually to ensure that the MAA and the CAA continue to employ robust oversight and assurance of civil aviation activity at all Government aerodromes.

The runway resurfacing project at RAF Northolt aims to make improvements as required to upgrade existing military runway end safety features and extend the life of the main runway pavement to between 10 and 15 years. This planned life cycle replacement works in line with the safety cases for the military aircraft that operate from the station. I repeat firmly that the aim is not to accept bigger commercial aircraft, but to ensure that the runway has the strength to accept the larger military aircraft that may be required to visit the station in future. Alongside the BAe 146 military airframes based there, a number of European allies operate medium-airliner-sized military aircraft into RAF Northolt on military business. The RAF C-17 and A400M Atlas are the largest types of aircraft that visit the station.

In conclusion, RAF Northolt remains a core station with many diverse units. The aerodrome is needed by the military every day and is valuable for contingency, as we saw during the Olympics and the Ebola outbreak. A decision on its future use was taken in 2013, and we will not revisit that decision. After the military runway works are complete and the runway reopens, nothing will have changed: the same stringent terms and conditions on civil movements that have been in place for many years and that were reaffirmed in 2013 will remain in place. The MAA and the CAA continue to employ robust oversight and assurance of civil aviation activity.

[Gareth Thomas]

Does the Minister recognise that despite his words, there will still be widespread concern about the scale and cost of the runway works, and about what they might mean for the future? Will he commit to consulting residents to explain what that money will achieve?

[Mr Ellwood]

I have only a short time left, but the hon. Gentleman will be aware that we are comparing apples and pears. A runway’s length, thickness and usage and an aircraft’s heaviness all determine the total cost. I will write to him with more details.

Civil operating hours and numbers of passengers will remain limited, the movement cap of 12,000 that was set in 2013 will remain unchanged, and scheduled commercial operations will remain excluded. I hope that that reassures the hon. Gentleman and the communities he represents.

Question put and agreed to.