Airport Expansion: East Anglia

Debate between Kelvin Hopkins and Robert Goodwill

Tuesday 12th January 2016 Westminster Hall

[Mr Goodwill]

My hon. Friend is absolutely right that aircraft have become much quieter. Each generation of new aircraft is quieter than the previous one. Of course, the problem with aviation tends to be the very long life of aircraft. Cars might have a 10, 12 or 15-year turnaround, but many 25-year-old aircraft are still flying. Turnaround happens more slowly in the aviation sector, but it is good news that both Boeing and Airbus have thick order books and that companies such as easyJet, which is based in Luton, are buying new aircraft. We heard that, at London City airport, new Embraer aircraft are providing quieter and cleaner journeys.

Of course, air quality around airports is not just about aircraft. In some cases, it is mainly about other sources of pollution, particularly NOx from traffic. I need not remind Members of the problems that we experienced last year with vehicles that did not come up to the emissions standards that might have been expected from the lab tests. That is one factor that we must consider to see how we can improve air quality in areas, particularly London, where air pollution has not decreased as much as we would have expected based on the replacement of old vehicles with new vehicles that perform to Euro 6 standards.

Crucially, the timetable set out by the Airports Commission for delivering additional capacity to the south-east by 2030 will not alter. My right hon. Friend the Member for Saffron Walden will, I am sure, appreciate the importance of airports for businesses and residents in the Anglian region. This debate has shown that it is not just larger airports such as Stansted and Luton that are important to the Anglian region; some of our small airports also play a key role in supporting the economic growth of the regions that they serve. The Government have always made it clear that regional airports make a vital contribution to the growth of regional and local economies as a way to provide convenience and travel choice for air passengers.

[Kelvin Hopkins]

Has the Minister, or have the Government, been lobbied by a group that seems to make a reasonable case for expanding all the airports as a better way forward than an extra runway at Heathrow? I leave it with him; I have not definitely made up my mind one way or the other, but there seems to be a case.

[Mr Christopher Chope in the Chair]

[Mr Goodwill]

Virtually every airport that I have visited around the country shows increased passenger numbers and investment, both by the airports themselves and by the airlines that use them. I support the growth of regional airports. It is all about choice. We have a fantastic opportunity in this country to provide more choice, aside from the arguments that we will revisit later this year about the main decision on airport capacity at either Gatwick or Heathrow.

The smaller regional airports help to encourage investment and exports. They provide valuable local jobs and fuel opportunities for the economic rebalancing of their wider region or area. In the 2013 aviation policy framework, we emphasised the importance of regional airports for the availability of direct air services. Indeed, I prefer to call them local international airports rather than regional airports, because if someone lives in a region their local airport is their international airport.

Flights from those airports help to reduce the need for air passengers and air freight to travel long distances to reach larger UK airports. The Civil Aviation Authority’s statistics for 2014 show that the UK’s regional airports handled 92 million passengers, which was about 39% of the UK’s total. That underlines the point that the hon. Member for Luton North (Kelvin Hopkins) made about the importance of regional airports. Services from UK regional airports operated to more than 100 domestic and international destinations.

It is heartening to see that many of the airports that were impacted by the economic downturn a few years ago are now seeing real growth again, like the rest of our economy, and we want to see that growth continue. We warmly welcome the ambition of the UK’s airports. They are responding to local and regional demands by investing in their infrastructure to enable services to more destinations, better facilities and more choice for their passengers. That is particularly true for airports in the Anglian region.

At Stansted airport, passengers are seeing the benefits of a £260 million investment programme. That funding is transforming the airport and the passenger experience, with a terminal upgrade, improved security and immigration areas and investment in car parking facilities. It is not just the passengers who are benefiting from that investment. The airport has recently invested half a million pounds in a new education centre for five to 18-year olds to create an inspirational airport-themed learning environment for the local communities. That will encourage the next generation to consider jobs in the aviation industry. Indeed, I was pleased to hear about similar work being done at London City airport.

At Luton airport, a £100 million investment programme is seeing expansion of the existing terminal, investment in the latest security scanning technology and improvements to the airport’s forecourt.

Southend airport did not get much of a mention today, which I was a bit disappointed about. However, I will visit it in two weeks’ time. Substantial redevelopment of the airport has seen a new control tower, a dedicated rail station, improved terminal facilities and a runway extension. The Secretary of State for Transport had the pleasure of opening the new £10 million extended passenger terminal back in April 2014. Private sector investment at Southend airport has also meant the dedicated railway station being opened, providing direct rail links to the airport for passengers travelling on the line between Southend Victoria and London Liverpool Street.

We have heard from almost everyone who has contributed today that good surface access links to our airports are essential, because getting to and from an airport as quickly and easily as possible is vital for passengers. Also in Southend, investment by the Government is seeing improvements to routes in and around the town, including those to the airport. More than £38 million of funding has being provided through the local pinch point fund and local growth fund. In addition, funding secured by the South East local enterprise partnership will see further expansion of the Southend airport site to create a business park, commercial developments and jobs.

The Government’s plans for the first road period, from 2015 to 2020, include investments that will improve access to many of England’s major airports. For Stansted, that will include a technology upgrade on the M11 between junctions 8 and 14—incident detection improvements, automatic signalling, variable messaging signs and CCTV cameras will all benefit those travelling to Stansted airport. Further improvements are scheduled for passengers travelling to Stansted by rail.

Between 2014 and 2019, which is control period 5, Network Rail will deliver the construction of a third track between Tottenham Hale and Angel Road and power supply improvements on the line, along with a new station at Cambridge science park. Those changes will benefit passengers from the rest of the Anglian region and from London who travel by rail to Stansted.

I am well aware that my right hon. Friend the Member for Saffron Walden chairs the West Anglia taskforce, which I understand is looking at ways of improving rail connections between London Liverpool Street, north-east London, Cambridge and Stansted airport. We look forward to seeing the taskforce’s findings when they are presented later this year. During the debate today and on other occasions—often over breakfast—my right hon. Friend has made his own position on the issue more than clear.

At Luton airport, we have funded improvements connecting the M1 spur to the wider motorway network, improving access to the airport and helping to reduce congestion. The South East LEP has also secured more than £21 million of funding to improve road access for passengers and planned development around Luton airport. By the way, we will also consider the recommendations set out in the Transport Committee’s study of surface access to airports when they are published later this year. I was pleased to be able to give evidence to that Committee.

National Policy Statement (National Networks)

Debate between Kelvin Hopkins and Robert Goodwill

Tuesday 13th January 2015 Commons Chamber

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

I beg to move,

That this House approves the National Policy Statement for National Networks, which was laid before this House on 17 December 2014.

The draft national policy statement was published and laid before Parliament on 4 December 2013. Following public consultation on the report and recommendations from the Transport Committee, the final NPS has now been prepared for designation. I thank the members of the Transport Committee and their Chair, the hon. Member for Liverpool, Riverside (Mrs Ellman), for the important work that they undertook in scrutinising the draft NPS and publishing a report on their findings. I also give thanks for the scrutiny that was undertaken in the other place, which made an important contribution to the final document.

It may be helpful if I begin by clarifying the role and purpose of the NPS, as it is a specific document with a specific purpose. It is a technical planning policy statement that will comprise the decision-making framework for nationally significant road, rail and strategic rail freight interchange projects, as set out in the Planning Act 2008. First, the NPS establishes the need for the development of our national networks at a strategic level. Secondly, it provides the policy framework by which proposals will be decided. It includes, for example, policies on safety, environmental projections and design quality. The NPS sets out a compelling case for development of our national road and rail networks to sustain and drive economic growth, improve quality of life and safety, and deliver better environmental performance.

According to central forecasts, road traffic is set to increase by 30% and rail journeys by 40% by 2030. Rail freight has the potential to nearly double by 2032. The strategic road network makes up only 2% of roads in England but carries a third of all road traffic and two thirds of freight traffic. Under the Government’s 2014 estimates, we forecast that a quarter of travel time will be spent delayed in traffic by 2040 if we do nothing. Our national networks are already under considerable pressure, which is expected to increase as the long-term drivers of demand for travel—economic and population growth—are forecast to increase substantially over the coming years.

Without action, congestion on our roads and crowding on our trains will affect the economy and reduce the quality of life. Congestion has a significant economic cost. In 2010, the direct costs of congestion on the strategic road network in England were estimated at £1.9 billion per annum. Developments are also needed to achieve our broader environment, safety and accessibility goals. There is a need to tackle safety issues, improve the environment, and enhance accessibility for pedestrians and cyclists—an issue very close to my own heart.

The NPS sets out high-level policies and a general requirement on the need for better infrastructure. It does not set out specific locations where development of the national networks will take place. Although the NPS is not spatially specific, it recognises the need for a high-performing road and rail network that connects our cities, regions and international gateways to support economic growth and regeneration, and to improve the user experience. For strategic rail freight interchanges, the NPS identifies a need for an expanded network located near the business markets they serve and linked to key supply chain routes, especially in poorly served areas.

[Kelvin Hopkins (Luton North) (Lab)]

The Minister talked about rail freight interchanges. Is not the problem with our railways that the gauge is too small for trains to accommodate lorry trailers and the large containers in use today? We need large-gauge special rail freight systems to deliver that kind of freight.

[Mr Goodwill]

The hon. Gentleman has a long history of campaigning for freight cars that will carry semi-trailers such as the type used on our roads. It is not the Government’s policy to move to that type of gauge. The High Speed 2 network and the improvements to electrification will free up capacity on the existing network for container freight. There might not be lorry trailers on the trains, but capacity will be released for more container freight on the railways. That will mean that motorways are less congested, which will be good news for everyone else who uses them.

[Kelvin Hopkins]

Sure, some containers can go on the existing rail network on low-loading and flatbed trucks, but the containers that are now becoming common are too large to go through, even on those low-level, flat trucks.

[Mr Goodwill]

We are slightly digressing from the NPS. I well understand the hon. Gentleman’s long-held belief that we should move that way, but I gently remind him that to improve the gauge of our existing Victorian network would mean extensive work on tunnels and bridges and other work. We only have to look at the disruption that the west coast main line improvements caused to realise that such work does not come without a cost.

--- Later in debate ---

[Mr Goodwill]

I was very careful not to blame the previous Government, but to state the fact that, because people were not buying as many new cars—for a variety of reasons, which I will not go into because we have just had a debate on that—we were not getting as many clean vehicles on to our roads. Moreover, it is always disappointing to see how the published fuel consumption figures at the bottom of an advert compare with use in practice. I have had discussions with the motor industry to see how we can make the test cycle, which is meant to give a clear indication of a car’s performance, more relevant to normal operating conditions.

Although we have made tremendous progress in reducing sulphur dioxide emissions by cleaning up fuel—we have taken lead out of petrol—we still have the problem of “knocks”. That is due not to the fuel but to the atmosphere, and is produced in the engine by the combustion process. However, it is linked to fuel consumption, so as we have more fuel-efficient cars, we will have fewer nitrogen oxides, which cause air pollution and health problems.

[Kelvin Hopkins]

Would not a scheme to take 5 million lorry journeys off the roads and on to rail every year contribute enormously to improving air quality?

[Mr Goodwill]

We do have a scheme to take a lot of lorries and freight off the roads and on to rail—it is called High Speed 2—and it will deliver that. We are committed to investing in High Speed 2, to creating capacity on the existing rail network, which is currently blocked up with commuter and inter-city trains, and to getting more freight off the roads and on to rail. Indeed, the interchanges that are part of the NPS will also help to increase rail connectivity.

Oral Answers to Questions

Debate between Kelvin Hopkins and Robert Goodwill

Thursday 23rd October 2014 Commons Chamber

[Mr Goodwill]

I thank the hon. Gentleman for that question. This is a matter for local authorities, and of course they are keen to reduce the carbon footprint resulting from having needless lights on. The experience around the country is mixed. In fact, some local authorities have shown that turning off lights does not detract from road safety.

[Kelvin Hopkins (Luton North) (Lab)]

A large gauge rail freight network capable of carrying lorries and lorry trailers on trains is being developed across the continent of Europe. In Britain, such traffic can only reach as far as Barking from the channel tunnel, so Britain is being left behind on these developments. Will the Secretary of State look seriously at proposals to develop such a rail freight network in Britain?