Oral Answers to Questions
Debate between Tom Tugendhat and Jesse Norman(5 years, 5 months ago)
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Tom Tugendhat (Tonbridge and Malling) (Con)
The Minister of State, Department for Transport (Jesse Norman)
My hon. Friend will know, because we have met on many occasions and discussed this matter in the Chamber, that the Department is very focused on concerns in the south-east. Highways England is carrying out works on the M20 smart motorway scheme between junctions 3 and 5. That work is about relieving congestion and improving journeys. Of course, some disruption is inevitable—that goes with major programmes of road investment—but I will ask Highways England to investigate the effect of the current roadworks, and in particular the timing of the overnight closures on the M20.
Oral Answers to Questions
Debate between Tom Tugendhat and Jesse Norman(5 years, 10 months ago)
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Tom Tugendhat (Tonbridge and Malling) (Con)
We are approaching the summer and traffic will be driving down the M20. I am sure that you, like me, Mr Speaker, will wish to have a speedy exit towards the coast. Will the Minister explain what he is doing on the smart motorways programme on the M20 to ensure not just that it works but that communities are protected from noise?
Jesse Norman
I am very glad my hon. Friend mentions noise, because that is a topic of great interest to us. We are actively exploring whether we can bring to local concerns about noise-capturing the same kind of concerns we are bringing to the structure of the highway.
National Policy Statement: Airports
Debate between Tom Tugendhat and Jesse Norman(5 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
This has been a generally well-tempered and constructive debate on a very important topic; indeed, it is a topic of such importance that no Government have been able to solve it for the previous 50 years, and it is therefore with great pride and delight that I put this question to the House today.
We have heard a very wide range of views and there has been great engagement, but the fact remains that the need for additional capacity in the south-east is more pressing than ever, and, as colleagues across the House have mentioned, there is a cost to doing nothing—an opportunity cost that we cannot ignore that forces us to act. We have acted so far by calling a review, and series of consultations, a statement, an urgent question, a debate, and I myself have signed 75 or so parliamentary questions; we have had a very extensive wider debate about this topic, and rightly so.
I have been very surprised, however, by the attitude of some of the Opposition Front-Bench teams. The spokesman for the SNP declared that his own Scottish chambers of commerce were in support and that he himself and the Scottish Government had spoken in favour of this proposal, yet they now find themselves against it, and at a time when airports in Inverness, Dundee, Edinburgh, Glasgow, Aberdeen and the like all stand to benefit. [Interruption.] There were many speeches in this debate and they deserve to be paid attention to. The SNP position, however, is clarity itself compared with that of the Labour Front Bench, which has managed to pull together the astonishing combination of itself being against the motion, while ordering a free vote for its Members and recommending abstention, as the hon. Member for Ilford South (Mike Gapes) mentioned; I have seen sludge from the bottom of the Thames with more clarity than Labour’s position on this topic.
The fact remains that a new runway at Heathrow is the best strategic solution to this critical issue: it is well located, and it will provide the greatest connectivity by the introduction of new domestic routes and additional and frequent long-haul routes. The north-west runway scheme would deliver the greatest quantified benefits most quickly up until the 2070s. Crucially, this is not a scheme that will only benefit the south-east; its advantages will be felt across the entire United Kingdom, as we have heard from speeches from the entire United Kingdom during this debate.
The Government are committed to protecting and expanding these domestic routes, increasing them from eight to at least 14, and 15% of them will serve domestic flights to deliver even more opportunities for greater connectivity across the UK, benefiting passengers and businesses.[Official Report, 10 July 2018, Vol. 644, c. 6MC.]
Tom Tugendhat
Are there not two things that would help my hon. Friend’s position here: first, having the CAA and NATS taking overall control of airspace and, secondly, extending the Land Compensation Act 1973 to air routes?
Jesse Norman
I thank my hon. Friend for his contribution. If I had heard all of it, I would be able to respond in some detail.
Gatwick Airport: Growth and Noise Mitigation
Debate between Tom Tugendhat and Jesse Norman(6 years, 3 months ago)
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Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
May I say what a delight it is to have you in the Chair, Sir Christopher, especially in your recently dignified form? I congratulate my hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat) on securing this debate about growth and noise reduction at Gatwick, and all those Members who have spoken. My hon. Friend has proved himself on this issue as on every other to be an indefatigable campaigner—a tribune of his people—and still more strikingly so with a voice that is obviously failing under him. We can only congratulate him on his courage and resolution.
As my hon. Friend acknowledged, this matter falls briefly but unhappily into what might be referred to as a ministerial limbo, and therefore I am responding on behalf of the Government—I should say that I am very far from an expert on these matters, as I fear will become strikingly clear with the passage of time. I also pay tribute and offer my pity, if I may, to my right hon. Friend the Member for Arundel and South Downs (Nick Herbert) for having to put up with me twice in a single day, once on transport for the north and once on noise in the south. Those issues are not necessarily as different as one might think.
As hon. Members will be aware, the Government recognise that noise disturbance from aircraft is a serious concern to local communities. The concern can be still more pronounced when an airport is experiencing growth of the kind that has been seen at Gatwick. The Government’s role is to ensure that the right balance is struck locally and nationally between the environmental impacts and the economic and consumer benefits that aviation growth can deliver. Those environmental impacts of course include noise.
I need hardly say that the value of aviation does not need to be debated in this Chamber. It connects us with the world and allows us to visit our friends and family, to conduct our business and to see foreign countries and further parts of this country. The sector is also, as has been recognised, a very important part of the economy, directly supporting more than 230,000 jobs with many more employed indirectly. It contributes around £20 billion annually to the UK economy. The inbound tourism industry alone across the country is worth a further £19 billion.
Although there has been an aerodrome at Gatwick since the 1930s, the commercial airport as we know it today was opened by Her Majesty the Queen in 1958. In its first year of operation, just 186,000 passengers passed through the airport. Today, it is the UK’s second largest airport and helps take more than 44 million passengers to 228 destinations in 74 countries around the world every year.
As has been recognised by several hon. Members, Gatwick is a very important local employer—it is important to put that on public record again from the Government perspective. Almost 24,000 people work on the Gatwick campus across 252 different companies, with 2,800 directly employed by the airport. Nationally, the airport supports a further 61,000 jobs and contributes more than £5 billion towards our GDP. As such, it is a key part of our national infrastructure. Its local economic impact and the local economic value of its recent growth are significant drivers of growth and prosperity in the south-east. That means better pay, more jobs, stronger local businesses and growing asset values.
The Government recognise and have made clear that the benefits of airport growth must not come without due consideration and mitigation of the environmental impacts of aviation, in particular those impacts caused by the noise generated by aircraft. As my hon. Friend the Member for Tonbridge and Malling mentioned, the Government’s policy, as set out in the aviation policy framework, is
“to limit and where possible reduce the number of people in the UK significantly affected by aircraft noise.”
My colleagues have recently brought forward new policies and measures in line with that aim. It has been suggested that nothing has happened, but I understand that that is not true and I want to put some of the measures on the public record. They can then be discussed and debated and used as a framework for further discussion.
As hon. Members are aware, the Government set noise controls at Heathrow, Gatwick and Stansted airports using powers in the Civil Aviation Act 1982. My Department has the power to direct those airports, including Gatwick, to fine for noise infringements. I have no doubt that Gatwick’s management is, or shortly will be, following this debate closely. The responsibility—as matters presently stand, pending a further aviation strategy—lies with Gatwick, as advised, with potential enforcement from the Department.
One of the main controls the Government set is restrictions on operations at night time, because we recognise that noise from aircraft at night is, among many unacceptable aspects of aircraft noise, widely regarded as the least acceptable. In October last year, the Government introduced changes to improve the night flight regime. By introducing a new quota count category for the quietest aircraft, the Government are seeking to improve transparency for communities and to ensure that all aircraft movements will count towards an airport’s movement limit, whereas before such aircraft were exempt.
I reassure hon. Members that the Government have maintained the previous movement limit for night flights at Gatwick, which has been fixed for many years. It will guarantee until 2022 no increase in flights beyond what was already permitted. Furthermore, among other measures, from later this year there will be a reduction in Gatwick’s quota count limit, which should incentivise airlines to purchase quieter aircraft to make use of the airport’s permitted noise and movement allowances.
Separately, last October the Government published our decision on how we aim to support airspace modernisation, which includes new policies to ensure noise is more thoroughly considered in these important decisions. As hon. Members may know, the way our airspace is managed is based on arrangements that are in many cases almost 50 years old. In today’s world, that approach is increasingly inefficient, and can lead to unnecessary delays for passengers and an excessive impact on the environment around airports. We therefore need to modernise our airspace to enable the UK to keep pace with the rest of the world in exploiting the newest technologies. Advances in technologies have provided great improvements in the environmental performance of aircraft airframe design and engines, in terms of both noise and carbon emissions, and that has had a substantial effect on the noise experienced on the ground. For example, new-generation aircraft such as the Airbus A350 and Boeing 737 MAX have a noise footprint that is typically 50% smaller on departure and 30% smaller on arrival than the aircraft they are replacing.
We expect aircraft noise to continue to fall in the future, compared with today’s levels, and we believe that that trend has the potential to outweigh the noise generated from increases in air traffic. My right hon. Friend the Member for Mid Sussex (Sir Nicholas Soames), who is no longer in his place, discussed the screaming banshee of the BAC 111. There is no doubt that, as it and the A320 indicate, tweaks to aircraft design can greatly improve noise performance. As he said, the noise experienced over the past few years may have actually decreased by some measurements. I respectfully suggest to my hon. Friend the Member for Tonbridge and Malling that it may not be correct to measure from just 2013. Possibly the correct measurement for noise is to look at before the recession of 2007-08—the Gordon Brown recession, as I like to refer to it—when noise levels were not quite at the level they are now in terms of the number of people affected, but were certainly significantly higher than in the intervening period.
Tom Tugendhat
I am loth to be pedantic with the Minister, but he understands better than anybody, having represented his community in Herefordshire so assiduously for so long, that, although an incremental change downwards is to be welcomed, should an uptick come, it is hard to remember where we were 10 years ago—it is very easy to remember where we were before the uptick.
Jesse Norman
I am exceedingly aware of that. It is generally a feature of human consciousness that we ignore the things we benefit from but are extremely angry if things we enjoy are taken away from us. This is an example of that. I would not derogate for a second from what my hon. Friend said.
To say that we believe that the trend has the potential to outweigh the noise generated from increases in air traffic is, of course, not to say that as aircraft get quieter there are not difficult issues that need to be addressed with the implementation of the new technology. One major component of airspace modernisation—some hon. Members touched on this—is performance-based navigation, which allows aircraft to fly their flightpaths far more accurately than they could with previous navigation techniques. That has obvious benefits in terms of noise, because populated areas can be better avoided, but it also poses challenges—I do not need to remind hon. Members that with great power comes great responsibility —particularly in its effect on those directly underneath flight paths that experience a greater concentration of aircraft. That requires proper administration and control, and a sensible and considered approach. That is why the Government have brought about a new requirement for options analysis to be used when developing proposals to change the use of airspace. That will enable communities to take part in a more transparent airspace change process, and it ensure that options such as concentrated routes versus multiple routes and the degree of respite that can be offered, which has been discussed today, can be given proper consideration.
The Government recognise through the 2014 “Survey of Noise Attitudes” that attitudes towards aviation noise are changing. That goes to my hon. Friend’s point. The work carried out during the SONA study shows that sensitivity to aircraft noise has increased. The same percentage of people are registered as “highly annoyed” at lower levels of noise than in a past study. That is what we should see in an increasingly prosperous society. The threshold for interruptions and loss of amenity should go up. That is not a bad thing by any means, although it might be highly distressing for those involved. That is why the Government have introduced new metrics and appraisal guidance to assess the impact of noise on health and quality of life. In particular, it will ensure that for future airspace changes, noise impacts much further away from airports are considered much more than they are at present.
As the hon. Member for Kingston upon Hull East (Karl Turner) mentioned, the Government have also committed to creating an independent commission on civil aviation noise later in the spring. ICCAN, as it is known, is designed to help rebuild some of the communities’ trust in the industry that we recognise has been lost, and will ensure that the noise impacts of airspace changes are properly considered. Communities will be given a greater understanding of and stake in noise management.
Alongside the Government’s work, Gatwick, which in this case is the responsible entity, is seeking to address the concerns of the communities surrounding the airport. I welcome the tone of the constructive remarks in relation to how Gatwick is engaging with those around it. In response to the significant concerns raised in 2014 and 2015 about Gatwick-related aircraft noise, the airport has launched several programmes of community engagement, most notably the noise management board, which is independently chaired and attended by representatives from several local community groups. Its role is to develop, agree, and maintain a co-ordinated strategy for noise management for Gatwick on behalf of stakeholder organisations. My officials are actively involved in that work, and all evidence raised at the NMB is considered in the development of Government policy. If it is for Gatwick, as the responsible entity, to take action, it can do so under advisement from the NMB.
Furthermore, and in accordance with its obligations under the environmental noise directive, Gatwick will later this year publish its draft noise action plan for 2019-23, which will provide an opportunity for the public to have their say on what it is doing to mitigate noise. The final approval of the noise action plan falls to my right hon. Friend the Secretary of State for Environment, Food and Rural Affairs, but my officials will work closely with the airport and officials at the Department for Environment, Food and Rural Affairs as the plan is developed.
Finally, I want to return to aviation in the national context and the aviation strategy, which has been discussed. It is subject to a process that is already under way. We seek for it to be comprehensive in its scope. It will seek to address many important issues, such as security, connectivity and skills, and the development of innovation and new technology, which the hon. Member for Kingston upon Hull East raised—I have some experience of our great investment from when I was at the Department for Business, Energy and Industrial Strategy, through the National Aerospace Technology Exploitation programme, and our relationship with some of the big aircraft manufacturers. Hon. Members may be pleased to know that one of its objectives is to consider how we support growth while tackling the environmental impact of aviation. As the Secretary of State said in his recent letter to my hon. Friend the Member for Tonbridge and Malling, one of the issues that the Department wants to consider is whether there should be new framework to allow airports to grow sustainably. That means looking at trends in aviation noise over the long term and how they relate to growth in aircraft movements.
I want to give my hon. Friend a moment to finish, so I will speak for just a second longer. This issue is relevant not just to Gatwick, but to all airports across the UK, and it demands a national approach. We cannot prejudge the process, but one of its outcomes may be that we will want to clarify our existing aviation policy and how it should be monitored and enforced. My colleagues and I recognise the importance of accountability, and that may well be something that needs to be considered as part of a more developed overall aviation strategy framework.