Latest Aviation Policy News

On 27 January 2016, the Rt Hon Patrick McLoughlin MP gave a significant speech at the British Air Transport Association annual dinner 2016 in which he reaffirmed commitment to new aviation capacity in South East.

The speech transcript can be downloaded here:

Speech by the Secretary of State for Transport to BATA 27 Jan 2016

Mark Menzies (Fylde, Conservative): Thank you, Mr Deputy Speaker, for allowing me to hold this Adjournment debate on the future of Blackpool Airport, which is an extremely important issue facing my constituency and the Fylde coast. I know that all matters relating to the prosperity of Lancashire are of great interest to you, Mr Deputy Speaker, so it is a great pleasure to see you in the Chair this evening.

Blackpool’s first venture into aviation came more than a century ago, back in 1909, after which the airfield went on to play an important role in the UK’s early aviation history. In fact, the sister of aviation pioneer Amy Johnson lived in Stanley park in Blackpool, which resulted in her often paying a flying visit. It was in the 1930s that commercial flights first began operating from Blackpool, but following the outbreak of the second world war the airfield played a crucial role in the support of the Royal Air Force. In the post-war years, the airport expanded rapidly, accommodating helicopter flights for gas rig workers and attracting scheduled flights from budget airlines, including Jet2.com, Monarch, Ryanair and smaller operators to Ireland and the Isle of Man.

Hon. Members may know that the airport was owned by Blackpool council until 2004, when it was sold to City Hopper Airports. During this time the airport grew rapidly, with passenger numbers rising from 266,000 in 2004 to more than 560,000 in 2007. In 2008, Balfour Beatty bought a 95% stake of the airport from City Hopper and gave a firm commitment to develop the airport as a commercial going concern.

The ensuing global position, however, saw most airports across the world experience a fall in passenger numbers. This saw Blackpool Airport’s passenger numbers decline from just under 600,000 in 2007 to 262,000 last year. During that time the airport lost a number of flights from carriers such as Ryanair, with subsequent financial losses averaging approximately £2 million a year.

Blackpool Airport has the ability to operate with extended flight times. During that period of downturn, the main passenger contract with Jet2.com required the airport to remain open for long hours and provide a certain level of safety and operational staff cover. The consequence was that the operational costs of the airport were in excess of £5 million a year, with little chance of recovering that sum from the number of passengers being put through the airport by Jet2.com.

Due to the significant losses being generated at the airport and the complications with the Jet2.com contract, Balfour Beatty announced in August 2014 that it had put the airport up for sale. Following a failure to find a buyer, it was announced that the airport would close on 15 October.

Many of my constituents have expressed to me their concerns that the airport’s closure seemed to proceed at breakneck speed, with insufficient time allowed to find suitable buyers. Although many of us in this House would have liked to see this situation handled differently, I want to concentrate on the next steps to secure the future of Blackpool Airport.

Since the airport was put up for sale, I have been in regular contact with Mr Stewart Orrell, the managing director of infrastructure and investments for Balfour Beatty. In our meetings, I have impressed upon him the need for Balfour Beatty to work constructively to find a suitable buyer for the airport and to ensure that staff who have lost their jobs in the process receive the required support to find alternative work in the meantime.

I have also had conversations with potential buyers and investors, my fellow Fylde coast MPs, the Minister for Universities, Science and Cities, and the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), who is in his place, to discuss ways to make the airport a more viable business.

I want to see what Government assistance might be on offer for those who wish to become involved in the airport’s future. I wrote to the Chancellor of the Exchequer and the Secretary of State for Transport outlining a range of potential measures to save the airport, including a possible reduction in air passenger duty for regional airports. My hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard) and I had a subsequent meeting with the Chancellor, at which we continued our discussions about the airport. The Chancellor listened intently to the points that we made and made clear his commitment to the Fylde coast. He said that he would work with me and my colleagues to find a solution that would increase the likelihood of aviation being retained on the Blackpool Airport site.

In recent months, the Chancellor has outlined his vision for a northern powerhouse. If done correctly, that has the potential to make the north of England the engine that drives Britain’s economy once again and an area that competes not just with London, but with the great economic conurbations of Europe. For that to be achieved, connectivity and transport infrastructure will be crucial. Good transport links are at the heart of the proposed northern powerhouse. Although there has been much talk of HS3 and proposed road infrastructure improvements, viable regional airports will also have a vital role to play. It is for that reason that I feel passionately that Blackpool Airport should be retained as a commercial airport. With the correct support from Government, it will remain a transport infrastructure asset for Lancashire and the north-west.

In order that that can happen, I have a number of requests to put to the Minister. While some of them will fall within his remit, others may fall within the portfolios of other Ministers. First, I appeal to those who are interested in operating a commercial airport to work with the liquidators, Zolfo Cooper, to ensure that the necessary equipment is retained on site so that the airport can continue to operate. That would include, for example, baggage-handling equipment, firefighting equipment and assets relating to air traffic control. When I spoke to Zolfo Cooper today, it informed me that it will be between six and eight weeks before a liquidation sale will proceed. It is important that interested parties contact the liquidators well before that deadline.

I have made it clear that I do not want Blackpool Airport to go the same way as Manston airport in Kent, where there was a fire sale of assets that put the immediate future of the airport in doubt. May I take this opportunity to urge Blackpool Airport Properties Ltd, which is owned by Balfour Beatty, to give assurances that it will maintain the runway, taxiways and terminal buildings until an operator is found? I ask the Minister to work with colleagues across Government, in particular at the Home Office, to ensure that equipment relating to airport security and customs and immigration procedures is available to future operators as soon as they come forward.

A number of aviation businesses, such as flying schools, private jet service companies and helicopter operators, are currently working from the site and are facing uncertainty. It is crucial for the immediate future of the airport that those aviation businesses are retained. One of the largest operators is Bond Offshore Helicopters, which provides logistical support and personnel transport for the Morecombe bay and Irish sea gas rigs. I have been informed that it is temporarily operating out of BAE Systems’ Warton aerodrome, which is also in my constituency, while the future of Blackpool Airport is decided. I understand that that is for a three-month period. I would not wish to see it go on any longer than that. I will speak to Bond Offshore Helicopters and BAE Systems to make my feelings clear: the company must remain at Blackpool Airport.

Blackpool Airport may be eligible to benefit from the regional airport connectivity fund. I would very much like the Government to offer that, should a suitable airline come forward to provide such a service to London.

Another source of Government assistance that I would like Ministers to explore is whether Blackpool Airport could be considered for development capital through the regional growth fund. I believe that airport runways are strategic national assets that can only grow in importance, and they should be protected and supported by the Government to ensure their future viability.

Blackpool Airport is about 400 acres, and I have been told that a viable airport business on that site would require only 220 acres to maintain an airport service. That leaves well over 100 acres that may be suitable for commercial development, and if done in a carefully planned way that would not only raise capital for the airport’s development, but it may also attract new businesses that seek to use the runway and hangerage facilities. Down the road in Warton we have an enterprise zone that sits adjacent to a runway and has been zoned for aviation, energy, and advanced manufacturing. May I suggest to the Government that the Warton enterprise zone be expanded to include excess Blackpool Airport land that may be deemed suitable for commercial development?

Let me make it crystal clear, however, that if any developer is seeking to buy the airport, viewing it as a glorified brownfield site, simply to redevelop the land in its entirety for housing, retail or commercial use, I would find that completely unacceptable and fight it every step of the way. Such an act would be tantamount to economic vandalism, and would betray the hopes of local people and those across Lancashire who have supported the airport through thick and thin. To those developers thinking of going down that path, I say, “Don’t bother, and think again.”

Although the airport may be closed for now, I remain determined to work for its future and to keep the airfield working as it is a proud part of the Lancashire and Fylde economy. I feel the airport has the ability to be a successful commercial venture, and with the correct support and as Member of Parliament for Fylde, I will work with interested parties, including Blackpool and Fylde councils, the Lancashire enterprise partnership and any potential investors, to secure its future. I believe in Blackpool Airport, and I ask us all to work together to secure its future because Lancashire deserves it.

Gordon Marsden (Blackpool South, Labour): I congratulate the hon. Member for Fylde (Mark Menzies), my constituency neighbour, on securing this debate and on giving an excellent speech that summed up most, if not all, of the very strong arguments for why Blackpool should retain its airport in an operational state. He was right to draw attention to Blackpool Airport’s long history and tradition, which goes back to 1909, as well as to its contribution during the second world war as the place where thousands of aircraft pilots were trained.

Today we must realise that the airport is of benefit not only to the people of Blackpool and the Fylde, or even to the tens of thousands of passengers who have used it every year for leisure and indeed business travel, and who now find themselves bereft of that opportunity because of what is – we hope – its temporary closure. The airport has the economic potential to be a crucial part of not only the sub-economy in the Fylde area but the economy of the whole of Lancashire, and I want to say a little more on that point.

The hon. Gentleman, quite rightly, referred to operations out of the airport, and at the time of closure the airport site was supporting 11 tenants, with important small businesses employing up to 200 people. That made up about a £20 million contribution to the sub-regional gross value added, and included, as the hon. Gentleman said, commercial passengers, offshore helicopters, general and corporate aviation, fuel sales and estates and commercial land development. Whatever problems there may have been, and whatever the disputes between Balfour Beatty – the owner of the airport – and Jet2.com, we must not lose sight of the fact that the businesses that were operating there were doing so in an expanding economic climate. We need only to look at the map of Liverpool bay – as I have done when wearing my hat as shadow maritime Minister – and at the sheer amount of activity going on to see that, so we must take that point into account. There are strong arguments and feelings among my constituents in Blackpool, not simply because of passenger usage or the airport’s heritage, but because of its economic value.

The issues raised in the debate are crucial. As the Minister knows, there are general problems with smaller airports in the regions. I will not stray from the topic of the debate, but I wrote to the Minister about the regional air connectivity fund. I was grateful for his positive response. As the hon. Member for Fylde has said, the Minister indicated that if new people come in with new flights, Blackpool could bid. However, it is not only a question of the air connectivity fund. It is also a question of what enabling mechanisms there might be for any new bidders to come in and take the airport on. The role of Lancashire enterprise partnership is potentially crucial in that, which is why I am glad that it is seriously considering what it can do with the support of the Fylde coast MPs to get that side of things moving.

The hon. Gentleman referred to the situation for anyone who wants to use the land for building or retail purposes. I entirely concur with his sentiments but, more importantly, so do the two councils – two thirds of the airport is in Fylde and the other is in my constituency, but Blackpool Airport retains residual shares. I am glad that both councils have so far indicated that they would set their face against that form of development.

I shall conclude on one important point that the hon. Gentleman mentioned. There are bidders and potential discussions, but as you well know, Mr Deputy Speaker, it is one thing to have bidders and another to close the deal. One thing that might be needed to close the deal is the reuse and remodelling of that extra acreage to which the hon. Gentleman referred. Therefore, I would say both to him – I am sure he would agree – and to the Minister that that could be a crucial enabling facility for getting those potential bidders to sign up to the deal. I therefore ask the Minister to give an assurance that he will discuss the matter with the Minister for Universities, Science and Cities, or at least send the message to him.

Hon. Members are pulling together with Blackpool council and Fylde council. I pay tribute to the work of Blackpool council officers and John Jones, the transport cabinet member. We all want a successful future for Blackpool Airport for the sake of the regional economy, and for the people of Blackpool and the Fylde coast, but we need that little bit of extra help and leverage from Ministers and the Government.

Paul Maynard (Blackpool North and Cleveleys, Conservative): I congratulate my hon. Friend the Member for Fylde (Mark Menzies) on securing the debate. I endorse everything he and the hon. Member for Blackpool South (Mr Marsden) have said. I will not repeat the points they have made but make one or two small observations.

The position has caused great concern on the Fylde coast for several weeks. It is right and proper that we debate it in the House of Commons. Many people in the aviation sector have told me that they are surprised that Blackpool lasted as long as it did. They say, “It was only the 29th busiest airport in the country. How could it possibly have had a long-term future?” Superficially, their point is attractive, but I should point out to the Blackpool naysayers that there is a profitable coastal airport over in Humberside – it is the 33rd busiest in the country and yet manages to turn a profit.

If we are thinking about the future of Blackpool Airport, it is worth looking at what Humberside has achieved on limited means, and at how it has built a profitable business. First and foremost, Humberside has had good, strong growth in charter flights. We recognise that Balfour Beatty and Jet2.com have not had the easiest relationship. I urge Jet2.com to engage more constructively with any potential buyer about their possible future use of Blackpool. Jet2.com needs to show commitment and support to the airport. We should also recognise that many Jet2.com employees have lost their jobs at Blackpool Airport as a consequence of the decision. They deserve a voice in the debate.

The hon. Member for Blackpool South (Mr Marsden) rightly pointed to the high degree of activity in the oil and gas sector in Liverpool bay at the moment. It is worth noting that Humberside has a major oil and gas operation that sustains what it is doing.

The third crucial leg of what makes Humberside profitable is that it is has a connection to Amsterdam. I am quite sure that the Treasury does not want to hear this, but links to Amsterdam are an excellent way for passengers to try to avoid paying air passenger duty. If one looks at passenger usage figures for Humberside, one sees that the flights to Amsterdam contribute the most passengers. It would be an excellent addition to Blackpool’s portfolio of routes if KLM or a similar operator were to introduce an operation to Amsterdam or, for that matter, Frankfurt.

Those three sets of circumstances could together make an airport like Blackpool profitable once again. Many constituents have written to me to say how distressed they are that one of the country’s first airports, with a fine proud heritage, has somehow fallen into obsolescence without anyone really seeming to take much notice, as though there was nothing that could be done. The local MPs here today have at least made the point that there is plenty that can be done, providing there is great optimism. If we can secure this precious enterprise zone, and if the local enterprise partnership steps up to the plate and delivers on its potential in terms of economic regeneration, Blackpool Airport will once again reopen and have a profitable mix of routes that will make it sustainable in the long term. I urge all our constituents not to despair at this stage, but to hope that the many potential buyers out there can engage fruitfully with the other airlines and local councils.

The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill):
I congratulate my hon. Friend the Member for Fylde (Mark Menzies) on securing this debate on the future of Blackpool Airport. I commend him for his engagement with those who have been striving to secure a future for the airport.

In recent years, 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 our aviation policy framework published last year, 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 like to refer to them as local international airports, rather than just regional airports. The Government are therefore determined that the UK continues to benefit from the services that regional airports offer. We welcome the ambition many of them are showing through investing in their infrastructure, increasing accessibility and facilitating more services to more destinations. I have also been impressed by the efforts many airports are making to diversify into different activities, such as aircraft maintenance, repair and overhaul, business aviation and other support services, and providing space for other, non-aviation businesses.

I am aware of Blackpool Airport’s proud history, which goes back as far as 1909 when the UK’s first official public flying meeting took place there. In the 1930s, the pioneering Railway Air Services operated commercial schedules to the Isle of Man, Manchester and Liverpool, with connections to other UK destinations including London. As RAF Squires Gate, the aerodrome had an illustrious history. During the second world war it served as a base for operational RAF coastal command squadrons patrolling the Irish sea and eastern Atlantic, and for specialist reconnaissance and technical training schools. The Ministry of Aircraft Production set up a huge shadow aircraft factory close to the aerodrome for Vickers Armstrong to manufacture and test more than 3,500 Wellington bombers between 1940 and 1945. Airline services resumed from 1946 and the airport enjoyed relatively steady commercial air operations for many years, allowing a lot of people in the Lancashire area to experience their very first foreign holiday. However, services and passenger numbers declined steadily from the 1970s onwards, as charter operators moved to other, larger airports.

In recent years, Blackpool Airport has struggled to attract and retain consistent air passenger services. However, like many other smaller airports, Blackpool Airport has more strings to its bow, and also serves as an important base for a number of aviation-related support and maintenance businesses, as well as flying training schools and business and general aviation operators. In fact, Blackpool Airport played a role in the 1983 general election campaign, when Prime Minister Margaret Thatcher was spirited to the Fylde coast via the airport for one of her final election rallies. I was therefore very sorry to learn in August that Blackpool Airport’s owner, Balfour Beatty, was putting the airport up for sale and that it would close in mid-October if no buyer came forward. Unfortunately, as we know, no buyer was forthcoming, and the airport’s owner issued a statement on 7 October confirming that the closure would go ahead on 15 October. The final commercial flight departed for the Isle of Man at 5 pm that day.

I fully recognise concerns in the area about the impact that the airport’s closure could have on the local and regional economy, and the reduction in travel choice and opportunity. However, in the first instance this is essentially a commercial matter for the airport’s owner. As hon. Members will understand, airports in the UK and the airlines that use them operate in a competitive, commercial environment. The UK’s aviation sector is overwhelmingly in the private sector, and this Government support competition as an effective way to meet the interests of air passengers and other users. It is for individual airports to take decisions on commercial matters, which will of course include questions of services and future viability. Equally, airlines take similar commercial decisions in regard to the routes that they operate and from which airports. It is not open to the Government to compel airports or airlines to operate services.

I know, however, that my hon. Friend the Member for Fylde and other parliamentary colleagues from the area, from whom we have heard tonight, are involved in ongoing discussions to secure the future of the site and retain an aviation presence there, as well as working with local partners, including Blackpool council, to explore the potential for turning the airport into an enterprise zone. The airport continues to work with general aviation businesses and others based on the airport site to discuss options for them to remain there in the longer term. I warmly commend all those collaborative efforts and very much hope that a resolution can be achieved that will maintain aviation activity at the airport.

Taking a wider view, the Government remain committed to rebalancing the economy and supporting regional development. Hon. Members will know that Lancashire’s local enterprise partnership was successful earlier this year in securing over £230 million from the Government’s local growth fund to support economic growth in the area. Let me restate our determination that the UK should 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. We hope to be in a position to announce routes that can be funded in the new year.

As hon. Members will also be aware, the independent Airports Commission, chaired by Sir Howard Davies, has been 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 interim report, published last December, details a 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 also recognised that, in the short and medium term, the Government do not have effective levers to redistribute traffic to less congested airports, even if it were desirable to do so. All the shortlisted long-term options are now 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.

I was asked a number of questions. First, I was asked what the Government can do to step in and prevent the liquidator from selling off the airport’s fixtures and fittings. I can report that the Insolvency Service has confirmed that Blackpool Airport Ltd entered creditors’ voluntary liquidation proceedings on 7 October and that a liquidator was appointed on 16 October. Matters concerning the disposal of the airport’s assets are for the airport’s owner and the appointed liquidator, and we heard that it would be six to eight weeks before a sale could proceed. The liquidator has a duty to ensure that the maximum levels of realisation from sales of assets are achieved to ensure the best returns to the creditors. In the meantime, there is an important window to explore other aviation-related options.

We heard about other forms of aviation, particularly helicopters. I can comment on the North West Air Ambulance helicopter operations from Blackpool Airport. The North West Air Ambulance charity has confirmed that its service will not be affected by the airport’s closure. The charity has confirmed publicly that whatever happens, it has a number of measures in place and that emergency services will not be affected. The airport continues, too, to work with other aviation support businesses and general aviation operators based at the airport site to discuss options for them to operate from the site in the longer term. I know that Bond Offshore Helicopters was mentioned in the debate.

I appreciate that the hon. Member for Blackpool South (Mr Marsden) is the shadow aviation Minister, and I particularly value his contribution through correspondence. He is speaking as a Back Bencher in this debate, but I understand how important this issue is for him – not only locally as the local Member of Parliament, but nationally in respect of our overall regional airport policy. When it comes to bidders, it is important to make the best use of all the land on the site and to capitalise on the opportunity. The hon. Gentleman asked me to be a messenger to the Government, but I do not think he needs me to pass on the message, as I am sure his contribution to tonight’s debate will have gone out far and wide to all interested parties.

My hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard) rightly drew attention to the fact that passenger numbers, freight numbers and aircraft movements have declined and mentioned the success of Humberside in that regard. Yes, Humberside has opportunities for oil and gas, but one of the biggest problems for Blackpool by comparison with Humberside is that it is not quite so close to an airport that is as strong and competitive. My hon. Friend mentioned the fact that a KLM route from Schiphol will benefit to an extent from the distortion of air passenger duty, but I must point out that any questions about APD should properly be directed to the Chancellor of the Exchequer. It is interesting to note that what precipitated the problems at Manston was in many cases due to the fact that the KLM service was withdrawn.

I thank my hon. Friend the Member for Fylde once again for securing this debate. I underline the fact that the Government are committed to improving the capacity and the efficiency of UK airports to maintain the UK’s aviation hub status. Although fully aware of the importance of regional airports in this, the Government are unable to intervene directly in Blackpool’s case, as it is ultimately the responsibility of the airport’s owner to determine whether or not it is commercially viable.

Question put and agreed to.

Stuart Andrew (Pudsey, Conservative): Thank you, Sir Christopher. It is a great honour to be able to raise this very important issue. I am particularly grateful to have secured a debate on connectivity to Leeds Bradford international airport, given its significance for many of my constituents, particularly those living in the Horsforth, Rawdon, Guiseley and Yeadon areas, but also those in areas much further beyond. When I was preparing for the debate, I reflected on the fact that when I was first elected to Leeds city council back in 2003, it coincided with the publication of the then Government’s White Paper, “The Future of Air Transport”, which said that the growth in air travel would continue, and that airports such as Leeds Bradford would need improvements to surface access to accommodate that growth. Since then, I have taken a keen interest in the matter, and I note that surface access improvements featured in the recent report by Howard Davies on air travel in this country. More than a decade after the first report, when it comes to getting to and from Leeds Bradford airport, all we have seen are some improvements to signalling and traffic lights at the most congested local junctions, and some increase in bus services. That is hardly adequate if we are serious about finding ways to cope with increased numbers of passengers.

Barry Sheerman (Huddersfield, Labour): I congratulate the hon. Gentleman on this debate, which we have been looking forward to. My constituency welcomes the commitment to expand the potential of the airport and we are fully behind it, but he is absolutely right that we need the connecting transport that will allow us to get to that hub. It costs only about £55 or £60 to fly to Heathrow—what a bargain! Compare that with the cost of travelling on the east coast main line.

Stuart Andrew: I will come on to the point that extra flights of that sort will mean that more and more people use the airport. Access to Leeds Bradford airport is notoriously poor. The airport is primarily accessed via single-carriageway roads, some of which are densely residential and some of which are merely country lanes. Given that since the publication of the report, the number of passengers has increased by more than a third, from some 2 million a year in 2003 to more than 3.3 million this year, the current standard of surface access is totally inadequate, not only for the passengers but for my constituents who live nearby.

Let me say how pleased I am that, at long last, the Department for Transport has commissioned a study on connectivity to Leeds Bradford international airport. The vast majority of passengers arrive by car. Whether they arrive by private car, Hackney carriage or private hire vehicle, some 85% to 95% of people travel to the airport on local roads, such as the horrendously congested A65 and A658. Local residents are frustrated by the amount of traffic on those roads. Despite the installation of traffic calming measures, many still use totally unsuitable roads, such as Scotland lane in Horsforth and Bayton lane in Rawdon, which causes all sorts of rat-running through those communities and many others.

One of the main reasons why I wanted to secure the debate was to make my position absolutely clear. The answer has to be a new rail link to serve Leeds Bradford international airport. As I mentioned, passenger numbers have grown significantly at the airport, and all commentators expect that growth to continue. The types of passengers using the airport are likely to add to the problem, with more business passengers than ever before.

Barry Sheerman: What would be the increase in traffic if, like the Isle of Man, we had a regular flight to London City airport? Would that not be an even greater reason to get a rail link to Leeds Bradford airport?

Stuart Andrew: The hon. Gentleman is in danger of giving my speech for me. He is absolutely right that new services would mean that more people used the airport. I will give the projections shortly.Leeds Bradford airport is already one of the UK’s fastest growing airports, and it already supports more than 2,600 local jobs. All those people have to travel, of course, so they would need to use the rail link. The airport contributes more than £118 million to the city region economy. The Department for Transport has forecast that there is potential for the 3.3 million passengers to increase to 7.3 million by 2030, and to more than 9 million by 2050. Just this afternoon, the executive board of Leeds city council is discussing the potential for growth at the airport, and how it might be managed.

It is therefore imperative that instead of talking about the need to improve surface access, we start to do something about it and plan ahead. In my constituency, many of the old mills and factories have been replaced by new residential estates. Thousands of new houses are being built with barely any improvements to infrastructure. What is the result? We have caused real problems for my constituents. In a sense, we put the cart before the horse. We built the houses and caused a lack of school places and GP surgeries, and our road networks have become increasingly congested. I do not want us to make the same mistake with the airport.

As we have heard, passenger numbers are already increasing. The airport is working to increase the number of services, and its representatives are going to shows across the world to encourage new airlines to use its facilities. In the past two years, as the hon. Member for Huddersfield (Mr Sheerman) said, British Airways has introduced domestic flights to and from London. Aer Lingus is about to introduce flights to Dublin and on to the United States. The airport is encouraging more business travel, with flights to more European cities, such as Frankfurt, Brussels and Madrid. That, coupled with the huge success of the Tour de France, is seeing Yorkshire take its rightful place as a wonderful tourist destination.

Greg Mulholland (Leeds North West, Liberal Democrat): The airport is in my hon. Friend’s constituency and mine, and the links will be built in our constituencies, but it is great to see colleagues from across the region here, because this affects the whole region. I fully support the rail link. My hon. Friend has mentioned our delivery of the Tour de France. We do not want talk on these issues; we want action. Does he agree that, with the Leeds city region having an economy worth more than £50 billion, we should be able to take such decisions for ourselves, including on whether we have light rail in Leeds, rather than having to go cap in hand to Whitehall? We need to make such decisions in Yorkshire, so that we can get on and have this rail link and the kind of modern, 21st-century transport system that we deserve.

Stuart Andrew: I could not agree more. We definitely need the system that we want. We know our local areas and the benefits that a rail link would bring. I hope this is the start of a joint mission to give a loud Yorkshire clout to securing the investment that we need. My hon. Friend is right about the increase in tourists and business passengers. We can see how quickly the passenger numbers could rise to those predicted by the Department for Transport. The airport could become one of the largest airports down the east side of England, and it could be bigger than the airports in Liverpool, Newcastle, Doncaster and the east midlands.

I am aware that the current study considers a range of options, one of which is a new link road from the ring road at Horsforth through the fields that are the natural border between Horsforth and Rawdon, past the airport and joining the A658. The West Yorkshire transport fund is carrying out further studies into that solution, but it will not solve the problem. In fact, it could make the situation a lot worse for my constituents, because passengers arriving at the airport by car will still have to use the roads through Apperley Bridge, Rawdon and Horsforth to get to the link road. The increased traffic that the new road would bring will make a bad situation much worse. Additionally, I fear that the road could become a new rat run for drivers wanting a short cut from the M62 to the A1 heading north. If we are serious about coming up with a long-term solution that will provide better connectivity to the airport while improving the experience for passengers and, more importantly, reducing the impact on my constituents and the constituents of other hon. Members, the only option is to create a new rail link.

David Ward (Bradford East, Liberal Democrat): My hon. Friend mentions Apperley Bridge, and everyone here is familiar with the dreadful Greengates junction. This is all a false economy, because we now have to invest a huge amount of money to address the jams occurring in those areas. If we invested in a rail link, we might be able to save money that would otherwise have to be spent on clearing up problems caused by those traffic jams.

Stuart Andrew: My hon. Friend is another constituency neighbour, and he is absolutely right about the traffic jams that go right through Greengates, which people try to avoid as much as they can. Adding a new link road up to the airport would do nothing to alleviate the traffic on that road. In fact, as I said, a new link road would make the traffic much worse.

Alec Shelbrooke (Elmet and Rothwell, Conservative): Does my hon. Friend agree that the biggest problem when assessing accessibility to the airport is that solutions have always been sought in and around the airport’s immediate vicinity, rather than across the whole region? Many people from my constituency also access the airport, so we must look for solutions on a much wider scale.

Stuart Andrew: Absolutely. I hope that the rail link to the airport is the start of a wider connection improvement across Yorkshire. The new rail link is the only option for me, because it offers an opportunity for greater modal shift, which will mean that we are better placed to cope with any future expansion. We need only look at other airports across the country that have direct rail links to see how successful they have been; I am thinking of places such as Manchester airport. A number of rail options are available to us. Some of them are gold-plated, but I would advocate going with a stage 1 approach that links the airport to the existing Leeds, Horsforth and Harrogate line. That would mean that a journey time of as little as nine minutes would be possible from the centre of Leeds, which is a pipe dream for anyone trying to achieve the same journey by road.

Julian Sturdy (York Outer, Conservative): I congratulate my hon. Friend on securing this important debate. The rail line he is talking about runs through my constituency, too, which shows how important Leeds Bradford airport is for connecting our region. If we are truly to connect the whole region, it must be through the rail infrastructure, rather than by tinkering with the road infrastructure. That means long-term investment, not short-term investment that means only short-term gains.

Stuart Andrew: I could not agree more. If we were to have such a spur, we could connect Harrogate, York and places much further afield, so that people had a decent transport system that offered a real alternative to those who might be thinking about using the car.

We have to be mindful of costs, and here again there are often great variations. We have all had transport projects in our constituencies and been staggered by the costs that some consultants seem to add. I had a meeting with the airport last week; the Horsforth spur that I suggested would cost some £50 million, and the Harrogate spur would cost an extra £25 million to £30 million. With all the other costs that would be added, the total is some £98 million. I know others have suggested that it would be much more expensive, and I realise that it is a considerable amount of money, but if we are serious about connecting the north, we need to invest and take a long-term approach, as my hon. Friend the Member for York Outer (Julian Sturdy) suggested.

I praise the Government for their investment in the northern hub and the massive electrification programme, but it would be perverse in the extreme not to link one of the region’s largest airports to that new and improved network. When officials and Ministers are looking at the options, they will of course have to consider the cost-benefit ratios, but I hope that they will bear in mind the cost-benefit ratios for the Jubilee line, which were poor at the time but improved significantly once the line was in operation.

I would also argue that the playing field is not level. Traditional DFT assessments of benefits relate to the value of time saved to business and leisure users over a 60-year period, meaning that a highways scheme, such as a new bypass, has a clear and large time-saving value for each road user. In turn, that becomes a large financial benefit in the appraisal. Until recently, there was an assumption that public transport travel was made up of non-working time, so that if there was a shift from using cars to using a new train service, the true value of time saved for business users was not accounted for, and neither was the regeneration or the economic impact of a new rail service. Although that has changed with more recent DFT appraisal methods, the uncertainty over the value attached to working time in the case of rail, and over the economic benefits, means that the value of time benefits for road users will more than likely be more pronounced in any appraisal.

It is imperative that we do not see a rail link in isolation. I have already mentioned the northern hub and the electrification programme, but we must not forget that we also have one of the largest infrastructure projects this country has seen in centuries coming into Leeds within the next 20 years. I am, of course, talking about HS2. What a missed opportunity it would be if people were to get off a brand new, shiny, high-speed rail link in Leeds station—one of the busiest in the country—and discover that they could not get to the airport by train. Even a three-year-old child would not come up with such a hare-brained scheme.

In conclusion, there is much that I welcome: at long last, the Department seems to be taking the issue of surface access to Leeds Bradford airport seriously, for which I am thankful. Nevertheless, this is our opportunity to be ambitious and to get it right, because this is not just about getting passengers to the airport, or the airport wanting to fulfil its expansion plans; it is also about looking after the people I represent, who live in the area. If we were simply to go with the easy option of a new road, I feel sure that within the next 20 years, or possibly even sooner, whoever is representing my seat—I hope it is me—will be calling for another debate asking for a rail link.

The time to do this is now. When the airport talks to airlines about its facilities, the question that is always asked is, “How do people get there?” For too long, it has been by car. A rail link would offer new capacity to deal with a long-standing problem and improve the attractiveness of Yorkshire and beyond, through inward investment. It would help us to cope with new tourists who want to visit the wonderful county of Yorkshire, and would also help us to spread the benefits of HS2 and the northern hub. I plead with the Minister; he could become the greatest living Yorkshireman if he is bold, takes the decision we need, and gives us the rail link that we want.

The Parliamentary Under-Secretary of State for Transport, Mr Robert Goodwill (Scarborough and Whitby, Conservative): I must say that the greatest living Yorkshireman has to be Geoffrey Boycott, and I could not even hope to compete with him. I congratulate my hon. Friend the Member for Pudsey (Stuart Andrew) on securing this debate about connections to Leeds Bradford International airport, my local airport, which I have used many hundreds of times to fly to various places around Europe.

I was pleased to visit Leeds Bradford International airport, or Yeadon aerodrome, as many people still refer to it, in my official capacity on 1 May this year, when I saw some of the surface access problems. I made it clear to my officials that I wanted to visit the airport using public transport, so I embarked on the Yorkshire Tiger bus, which took me from outside Leeds station up to the airport. Although the service was very good, it was not particularly quick. Perhaps we have a general problem with railway stations and rail companies not encouraging people to take buses, but it was not immediately clear which bus stop to use or how to get to it. It occurred to me that it might have been nice to have a little aeroplane symbol next to the correct bus number on the electronic display at the bus stop.

Greg Mulholland: I am delighted that the Minister visited Leeds Bradford airport in my constituency, and I accepted his apology for his officials’ forgetting to tell me. I would have been delighted to join him and hope that I can do so the next time he visits. I am delighted that the Minister has already offered some support to the idea of a rail link to Leeds Bradford airport, but such a link must be connected to the modernisation and electrification of, and the improvement of rolling stock on, the important Leeds-Harrogate-York line. That is such an important line but currently cannot be used because of those issues.

Robert Goodwill: The gradients involved in potential rail access to the airport are sufficiently steep that I suspect one would need an electrically powered train to have the correct number of driving wheels, and I have been advised that doing that is not just a straightforward engineering challenge. I am well aware of the surface access issues at Leeds Bradford airport—indeed, my constituents on the coast at Scarborough and Whitby often tell me that it is more convenient to use Manchester airport because there is a direct trans-Pennine express service from Scarborough and through York and Leeds. They can get on the train in Scarborough and get off the train in the terminal at Manchester airport.

The debate is timely because, as my hon. Friend the Member for Pudsey indicated, the feasibility study that we commissioned into connectivity to Leeds Bradford International airport is nearly complete, and Ministers will shortly be considering its recommendations. Members’ contributions to today’s debate will be a vital input to our consideration. My hon. Friend has been campaigning hard on the need for a rail link and has wasted no time in taking his case to both the Secretary of State for Transport and the Chancellor. Today’s debate is another part of the process.

Before I come to the study itself, I want to say a few words about the role of regional airports. The Government have always made it clear that regional airports make a vital contribution to the growth of regional and local economies and are a way to provide convenience and travel choice for air passengers. That was recognised in the Government’s aviation policy framework, which was published in March last year. The UK’s airports help to encourage investment and exports by providing valuable local jobs and fuelling opportunities for economic rebalancing in their wider region or area.

The aviation policy framework also recognised regional airports’ very important role in providing domestic and international connections. The local availability of direct air services from such airports can reduce the need for air passengers and freight to travel long distances to reach larger UK airports. New or more frequent international connections attract business activity, boosting the regions’ economies and providing new opportunities and better access to new markets for existing businesses. The Civil Aviation Authority’s statistics for last year show that the UK’s regional airports handled 90 million passengers—around 39% of the UK’s total—and services from regional airports operated to more than 100 domestic and international destinations. We should therefore start referring to these airports as local international airports rather than regional airports.

Airports act as focal points for local business development and employment by diversifying into other aviation-related areas such as hosting on-site aircraft maintenance, repair and overhaul companies, and aviation training facilities, as well as into non-aviation businesses. Leeds Bradford International airport is home to Multiflight, a flight training and aircraft engineering organisation that provides helicopter and fixed-wing charter flights, aircraft sales and management. It is also home to the Aviation Academy, which is affiliated to the universities of Leeds and Bradford and trains and prepares students to work in the aviation industry.

I am aware that many UK airports were affected by the economic downturn and that some have struggled to maintain their commercial viability. In that regard, I was saddened to learn of the closure of Manston airport in May and, just recently, Blackpool airport. I know that those closures have caused concern for people and businesses in, respectively, the east Kent and Fylde areas. However, airports operate in a competitive market and, although regrettable, the operators’ decisions to close them have been made on commercial grounds. I must say that the story is much better for Leeds Bradford airport: since the advent of Jet2, it has many times more passengers than it had in the old days when I used to fly to Brussels with Sabena.

Just like our economy, however, many of our airports are seeing real growth again. For example, Leeds Bradford and Belfast City airports saw passenger growth of more than 10% between 2012 and 2013, and we want that growth to continue. We warmly welcome the ambition of the UK’s regional airports. They are responding to local and regional demands by investing in their infrastructure, to enable services to more destinations, and to offer better facilities and more choice to their passengers.

As hon. Members will be aware, LBIA recently completed an £11 million passenger terminal development to increase airside space by 65%. That development is being replicated around the country with major investment at other airports, such as Manchester, Birmingham, Bristol and Glasgow. Given the important role that regional airports play across the UK, by providing domestic and international connections and making vital contributions towards local growth, I want to see their development continue, and I want to see LBIA reach its full potential.

The Government recognise that good surface access to airports is a key part of their success. That is why the “Investing in Britain’s Future” document, published by the Treasury in June 2013, included a commitment from the Government to undertake a feasibility study into improving connectivity to LBIA, to consider problems and identify potential solutions, some of which we have heard about today. That study has recently been completed and my ministerial colleagues and I will consider its findings and recommendations during the next few weeks, before deciding how to proceed. So, as I indicated earlier, this debate is very timely, and I welcome the opportunity to hear from my hon. Friend and other Members.

The Government wanted to understand the issues that affected the airport, which is why we commissioned a study to identify and appraise potential improvements that would substantially improve the connectivity of LBIA to its catchment area, taking into account the aspiration of the airport to grow, and including both road and public transport options. There have been a number of studies over the years to look at various aspects of surface access to the airport. Given the significance of regional airports to the economy, we thought it was important to take a fresh look at this issue, taking the previous studies and reports into account, but also undertaking some new analysis in the context of today’s air travel market.

Therefore, WSP/Parsons Brinckerhoff was appointed to conduct a study in April and is due to submit its final report shortly. It has looked at the evidence and reviewed the existing body of work on the issue, identified and shortlisted options, appraised the shortlisted options and set out its conclusions. I am pleased to say that the study has also drawn on the knowledge and expertise of local stakeholders, through the stakeholder reference group, which included representatives from the airport, local councils, Network Rail, bus operators, environmental organisations and the LBIA air transport forum. My colleague, Baroness Kramer, has provided updates to local MPs and ran a briefing session for them this morning.

I recognise that hon. Members may have concerns about the impact of potential solutions to this issue on their constituencies. All modes of transport have been considered in the study, including consideration of the case for new and improved highways, as well as bus and rail options. It may be that some of these potential impacts may be positive if congestion is reduced and connectivity improved, but I am well aware that some of the proposals for both road and rail schemes could require the construction of new infrastructure in what is now open space. That is naturally a cause for local concern and I can assure hon. Members that environmental considerations form part of the assessment process.

Whatever action the Government decide to take on the study’s recommendation, individual scheme proposals such as a new road or rail link would need to be subject to further evaluation, and would require statutory consents before they could proceed. This process would provide the opportunity for further consultation and public comment if people have concerns that they wish to bring forward.

 Aviation related highlights from the Labour Party Conference, Autumn 2014

‘Not in my backyard! How can planning balance local and national interests?’

Demos and Heathrow Airport

Speaking at a Labour Party fringe event entitled ‘Not in my backyard! How can planning balance local and national interests?’ Mr Benn focussed his remarks on housing, but noted that the question of planning often posed conflicting interests for the public. Ms Dillner emphasised that local people voiced legitimate concerns over developments, calling for a planning process where concerns could be aired. Mr Milton focussed his comments on Heathrow Airport and planning for expansion, stating the airport aimed to convert people who did not support a third runway at the site. Speaking at the event were: Shadow Communities and Local Government Secretary Hilary Benn; Generation Rent Community Campaigns Manager Betsy Dillner; Heathrow Airport Director of Policy and Political Relations Nigel Milton; and British Chambers of Commerce (BCC) Director-General John Longworth. The event was chaired by Demos Chair of Trustees and Times columnist Philip Collins. It was hosted by Demos and Heathrow Airport.

‘Transport Hub at Conference: The Big Transport Interview with Shadow Secretary of State for Transport Mary Creagh’

Transport Hub

Speaking at a Labour Party fringe event, Transport Hub at conference, Labour Shadow Transport Secretary Mary Creagh said that she felt state-owned operators should be allowed to bid to run UK rail franchises. Talking about aviation Ms Creagh said that the political agenda was preventing progress in this area. The event was chaired by Sky News Political Correspondent Sophy Ridge.

‘Putting people first: The consumer in the UK transport debate’

New Statesman in partnership with Gatwick Airport

The Shadow Transport Secretary Mary Creagh called for integrated transport infrastructure plan to assist the customer journey in UK transport. While speakers from Gatwick Airport, Manchester Airports Group and Virgin Trains all argued that a competitive market place was key to providing the best passenger experience. Speaking at the event were: Shadow Transport Secretary Mary Creagh; Manchester Airport Group (MAG) Corporate Affairs Director Tim Hawkins; Gatwick Airport Chief Executive Stewart Wingate; and Virgin Trains Corporate Affairs Director Richard Scott. The event was hosted by Gatwick Airport and the New Statesman. It was chaired by the New Statesman’s former Deputy Editor Jon Bernstein.

‘Delivering Labour’s Transport Priorities in Government’

Labour Transport Group

Speaking at an event to discuss Labour’s Transport Priorities in Government Shadow Transport Secretary Mary Creagh called for swift decisions on transport infrastructure, which she believed to be an integral part of any transport policy. While Assistant General Secretary of Unite Diana Holland said that the Labour Party needed to develop a set of clearer commitments and a clearer message on transport policy. Former Mayor of London Ken Livingstone urged Labour policymakers to adopt a transport policy that discouraged people from using cars and encouraged the use of public transport. While Labour MEP Lucy Anderson talked about the importance of devolving power regionally, suggesting that Britain was not making enough use of the EU, who had done this well. Speaking at the event were: Shadow Transport Secretary, Mary Creagh; Former Mayor of London, Ken Livingstone; Assistant General Secretary of Unite, Diana Holland; Labour MEP and Member of the Transport Committee of the European Parliament, Lucy Anderson. The meeting was chaired by the current Labour Transport Group Chair Mike Parker.

‘Made in Britain: Developing a workforce to compete globally’

Institute for Public Policy Research (IPPR) and Heathrow Airport Ltd

Speaking at the Labour Party fringe event ‘Made in Britain: Developing a workforce to compete globally’, Shadow Young People Minister Rushanara Ali said the Labour Party would introduce a Technical Baccalaureate and higher quality apprenticeships to ensure young people were leaving schools and colleges with appropriate skills. Speaking at the event were: Shadow Young People Minister Rushanara Ali; TUC General Secretary Frances O’Grady; Manchester Metropolitan University Vice-Chancellor John Brookes; and Heathrow Airport Ltd Corporate Affairs Director Clare Harbord. The event was chaired by Financial Times Political Correspondent Kiran Stacey.

‘Urban Transport Question Time – what do the voters want?’

Passenger Transport Executives Group (PTEG)

Speaking at the fringe event ‘Urban Transport Question Time – what do the voters want?’, Shadow Secretary of State for Transport Mary Creagh argued for ‘London style’ management of transport networks across the UK, including integrated ticketing. Speaking at the event were: Shadow Transport Secretary Mary Creagh; Labour MP Bridget Phillipson; Guardian Northern Editor Helen Pidd; and pteg Chair David Brown. The event was chaired by transport author and broadcaster Alan Whitehouse.