Defence Reforms

Debate between Christopher Pincher and Bob Stewart

Thursday 17th October 2013 Commons Chamber

[Christopher Pincher]

In that, as in most cases, the Government are very wise.

I am pleased to be able to speak in the debate. I shall ask three brief questions. The first question, to the House, is this: do we need to restructure our armed forces? We had not had a review for many years. Given the military deficit that the Labour Government left the current one, if Labour were still in power—heaven forefend—it would have had to have one.

The second question is whether we need to rebalance the armed forces in favour of the reserves. Broadly speaking, that is the right thing to do. I disagree with my hon. Friend the Member for Basildon and Billericay because in this post-cold war asymmetrical world he referred to, it is not appropriate to have an overwhelming number of regular forces. It is more appropriate to have a flexible reserve-based force. Our allies are doing that. In 1990, our Territorial Army was more than twice the size than the proposed Reserve Army, so I do not think that having approximately 30,000 reservists out of a total of 120,000 in our armed forces is inappropriate.

There have been many reforms and there has been opposition to them. There was opposition to “Options for Change” a generation ago, and to the Keith Speed reforms in 1980. There was opposition to the changes in 1959, and I am sure there was opposition to Edward Cardwell’s reforms in 1872. The question is not so much whether reform is wrong, but whether the Ministry of Defence has got this reform right. Broadly speaking, I think it has. The question we are asking ourselves is can we recruit enough people into the reserve to match the draw-down of our regular forces at a time of falling joblessness and increased career alternatives for young people? The answer is yes, if we get it right.

[Bob Stewart]

The regiments will have gone by 2015, and on any optimistic assumption the reservist plan will not be complete until 2018. There is a three-year gap.

[Christopher Pincher]

Gap planning is the trial and tribulation of any organisation. Businesses all around the country have to deal with gap planning, particularly when people who are in the reserves need to go on deployment or training. The issue for many such firms—I used to be involved in an organisation that had a lot of reservists going on deployment—is not so much planning for 40 days away, because that is something that can, to a greater or lesser extent, be planned for; the challenge is ensuring that there is somebody to step temporarily into the reservist’s role, that the handover is done effectively, the person is able to discharge their other responsibilities while stepping into that role, and, when the reservist returns, that the handover back is smooth. Making sure that those sorts of challenges are dealt with is one way for companies big and small to be confident about recruiting and retaining reservists. That is particularly important for firms whose bread and butter is deploying their resources at their clients’ sites. They have to consider what their clients might think of their staff leaving and coming back for periods of time.

The key message for the Minister, who is knowledgeable about these matters and is committed to our armed forces, is to ensure that big and small businesses recognise the advantages of having reservists on their books. Most firms put great store in training and skill capability. They need to know that the MOD, the Army, the Air Force and the Navy will train the reservists on their books, giving them the skills that their firms want, need and can use. As my hon. Friend the Member for South West Bedfordshire (Andrew Selous) said in a very good speech, it is incumbent on the MOD to work with the Federation of Small Businesses, the CBI and local chambers of commerce to ensure that businesses know the value of the training that reservists will receive, so they are more likely to want to recruit and retain them. If we do that, we can move further and faster towards the objective the Minister hopes to achieve, and this change in the deployment of our resources will be successful.

Civil Aviation Bill

Debate between Christopher Pincher and Bob Stewart

Monday 30th January 2012 Commons Chamber

[Christopher Pincher]

I am grateful for that intervention. The hon. Gentleman clearly intends to carry on for Luton South where Lorraine Chase left off; we have brought forward this Bill, and we have heard what the Secretary of State had to say.

I welcome the Bill, which is timely, because we all know that aviation is an industry that is as important to Britain as it is maligned. It is important because it employs 1 million people throughout the country, sustains a tourist industry employing 2.6 million people and generates about £9 billion of Treasury receipts every year, plus all the Treasury receipts that it generates by making our economy work more effectively and better.

There is no doubt in the minds of operators that they want better regulation. We want regulation that puts passengers first. We want regulation that ensures that security in the age of the terrorist with trainers is sharpened and honed. We want to ensure that transparency at the Department for Transport, at the CAA, among operators and at airlines is the best that it can be. However, we do not want regulation that loads unnecessary bureaucracy on to airport operators or that drives up costs that are of no benefit to the travelling public or to operators that simply want to make a fair buck by doing better and more efficient business.

Birmingham is the airport in my neck of the woods. It has one runway and carries 8.6 million people a year. It could double its capacity without changing its infrastructure in any way. It has a plan to extend its runway so that it can carry bigger planes with more passengers, more fuel and more baggage for longer distances, as far as the far east. That could extend its carriage capacity by up to 27 million passengers a year. At that point, it would begin to compete with airports such as Gatwick.

[Bob Stewart (Beckenham) (Con)]

Presumably, the high-speed link from London will work in reverse and people will be able to get up to Birmingham and increase the airport’s capacity, making it a south-east England airport.

[Christopher Pincher]

My hon. Friend is trying to draw me into the trap of discussing High Speed 2. Birmingham airport carries only 40% of the passengers in its catchment area, so it could extend capacity without picking up passengers from the south-east or elsewhere.

The operators are concerned—the hon. Member for Bolton West touched on this—about changes that might allow the CAA to increase costs by a third on undesignated airports such as Birmingham. In designated airports such as Heathrow and Gatwick, those costs can easily be passed on to airlines. In undesignated airports, they cannot. That places a burden on those airports as they develop their plans of expansion and as they try to build the regional economy, such as that of the west midlands.

It is striking that Britain, with a population of 60 million, has only one formal hub airport, whereas Germany, with a population of more than 80 million, has five hub airports and plans to expand that to six. It seems that the Germans recognise the importance of aviation in building their regional economies. I hope that we will do the same. As we take the Bill through Parliament, as the Secretary of State and Ministers consider it and as it goes through the Public Bill Committee, we must ensure that the clauses do not disadvantage regional airports, which can be so important in building our regional economies.

I will make two more points, thanks to the injury time that has been granted to me. The first relates to environmental protections and reports. We all agree about the importance of demonstrating the effects that aviation can have on carbon emissions and about ensuring that proper environmental reporting is built into the Bill. I ask those on the Treasury Bench to ensure that the information that they wish airports to develop and deliver is not already available through the Department of Energy and Climate Change or reports that are produced by the Department for Transport. We do not want to overburden airports or demand that they duplicate information that is produced already.

My final point relates to the levy, which has already been touched on. Operators are worried that demanding 10% in penalty clauses because of events that are outside their control can place a significant burden on the airport. They say, and I agree with them, that when there are extreme weather conditions or when planes are grounded, the decision on safety is also made by the airlines. Should the airlines not, therefore, also be responsible for carrying some of the penalty clause that is imposed? If that is not appropriate or possible because airlines can choose whether to take slots and can go elsewhere—it is much more difficult for airports to move—is it not possible to reduce or abolish the penalty, so that we do not place undue burdens on our airports?

My hon. Friend the Member for Crawley (Henry Smith) said that we are a trading nation. Of course, we are an island trading nation. Aviation is therefore all the more important to our competitiveness in Europe. It provides the quickest and best connections to markets for our goods and services. I hope that when the Government further consider the Bill and when it goes through the Public Bill Committee, we will place front and centre the importance of balancing and regionalising our economy, and ensure that aviation plays a part in that. We must protect and promote our regional airports. I look forward to the Minister, in winding up, saying that we will.