Air transport

8th June 2004

John Barrett (Edinburgh, West)(LD): I have a direct interest in the debate and the Government's policies on aviation. The White Paper, "The Future of Air Transport" contains extensive plans for the development and expansion of Edinburgh airport, which is in my constituency. The plans come on top of existing, ongoing developments, such as the extension to the taxiway, a project that is well under way. I have watched the airport grow over the past 30 years from a small regional airport into a major international link.

Even if I did not have that specific constituency connection, however, I should, as someone concerned about the environment, be keeping a close eye on the words and actions of the Minister. It is clear from the debate, and the debate going on outside this place throughout the country, that I am not alone. As a number of Members have said, the debate, the White Paper and the issue are very important. They have an impact on business and communities the length and breadth of the country.

Four months ago I secured a Westminster Hall debate on this issue, and I shall not repeat what I said in February. One very important addition to the discussion on air transport since then, however, has been the publication of the report by the Select Committee on Environmental Audit. That report has to be one of the most critical that I have read. It is not the longest report produced, but it presents a serious case for the Government to answer. For that cross-party group to provide such criticism in a parliamentary report only confirms what many of us had feared: that the Government have no idea of what they mean by sustainable development. In a spirit of helpfulness to the hon. Member for Manchester, Blackley (Mr. Stringer), I suggest this definition of sustainable development: development that meets the needs of the present generation without compromising the ability of future generations to meet their own needs. Is there anything wrong with that definition?

The question now is what can and should be done to mitigate the considerable impact that an expansion in air travel will undoubtedly have. Whether we listen to the Royal Commission on Environmental Pollution, the Institute for Public Policy Research or the House's own Environmental Audit Committee, there is wide consensus that the White Paper, if implemented, will run every risk of wiping out all the Government's progress on reducing carbon dioxide emissions and could undermine their entire climate change strategy. It is important not to forget the nitrogen oxide and water vapour pollution produced by air transport, emissions that make a considerable additional contribution to global warming. The White Paper makes no mention whatever of those.

The Government have, of course, consulted extensively on the fiscal measures that can be exploited to ensure that aviation pays for the damage that it causes, yet for all the consultation there seems to be precious little progress. The Government have, to all intents and purposes, put all their eggs in the emissions trading basket. They must look again at the issue of aviation fuel taxation, because there are without question enormous disparities between how we tax different modes of transport. It seems that the air transport sector is getting off pretty lightly at present, a situation that is simply not sustainable in a sustainable aviation policy.

Mr. Wilkinson: Before the hon. Gentleman waxes even more eloquently in favour of the Liberal Democrat policy to put further taxation on aviation, will he tell us his view of the White Paper proposal to safeguard land at Edinburgh airport for the possible construction of a second, parallel runway?

John Barrett: It makes sense to protect the land, but no decision needs to be taken yet. There might be no requirement for a second runway—a subject that I shall come to later.

One of the most disappointing aspects of the White Paper is how little it says on air-rail substitution. I find it extraordinary that a Government who espouse the importance of an integrated transport policy seem to view air transport policies as separate—almost in isolation—from other modes of transport. The fact is that short-haul flights, which make up an enormous amount of the traffic arriving at and departing from Edinburgh airport, are the most polluting. By providing good, reliable, affordable high-speed rail links between north and south, we would create an alternative, much more environmentally friendly, way of connecting Scotland with London and the south of England. Approximately 50 per cent. of all flights into and out of Edinburgh are to and from cities in the UK that could be reached by rail. Back in February, the Commission for Integrated Transport produced a thorough report on that very issue. As the Secretary of State and the Minister will know, it argued that Edinburgh to London journey times could be cut to as little as two and a half hours. At present, it takes much longer to get from the centre of Edinburgh to the centre of London, a journey that I do every week by four separate modes of transport.

As I have said, about two thirds of flights arriving at Edinburgh airport come from other UK airports accessible by rail. Just think of the pollution that could be prevented if the passengers on those flights were transported by rail instead of air. Yet, for such a long White Paper, relatively little is said on the importance of investment in the development of rail routes. That is yet another example of this Government's mistaken priorities.

The Minister will know that, without question, the most controversial parts of the White Paper from an Edinburgh perspective are the statements surrounding the second runway.

The debate rages about the degree to which projected capacity can be accommodated at Edinburgh by the one existing runway. Surely such a question would not even arise if the short-haul flights that take up so many of the existing slots were redundant because of high-speed rail. High-speed rail would also help to free up airport capacity for the direct international flights that so many of us in Edinburgh want to see expanded, and it would be good for local tourism and for business.

The current construction of the Royal Bank of Scotland headquarters next to the airport will create 3,000 new jobs in the constituency. But given the location of a major airport in my constituency, and coming as I do from a city that is heavily dependent on tourism, I recognise the importance of air transport to Edinburgh and to the wider Scottish economy. The airport acts as a gateway to Scotland. It employs thousands of people directly and indirectly, it is increasingly providing my constituents with a greater choice of direct international holiday destinations, and it offers a greater number of potential foreign visitors a direct link to Edinburgh and Scotland. In the past year alone, new direct flights have been established to Prague, Moscow and New York.

These developments are to be welcomed. I am not against all expansion of air transport, but I am not in favour of uncontrolled expansion, which is almost what the Government are proposing. It is vital to get the balance right. A balance must be struck between economic interests and the environment, and it is clear to me and to many of my constituents that the Government have a long way to go before that balance will be struck.