Previous SectionIndexHome Page

Malcolm Wicks: I do not intend to detain the House for long. The debate is not about pensions policy as a whole, or about local government finance, although I note the interest of the hon. Member for Tatton (Mr. Osborne) in that subject. I understand that he was a special advisor at No. 10 when the poll tax started to unravel—

Mr. George Osborne: The Minister is not going to tar me with that brush. I did work in No. 10, but long after the poll tax had disappeared.

Malcolm Wicks: I apologise if I got that wrong, but I note—as will the Hansard reporters—the use of the
 
8 Jun 2004 : Column 174
 
phrase "tar me with that brush". The poll tax is indeed not something of which to be proud. If that is the first apology that we have heard for the poll tax, I welcome it.

The hon. Member for Northavon (Mr. Webb) asked why we did not simply use the winter fuel payments mechanism—in fact, he was urging us to use secondary legislation. To have to be consistent is a terrible thing, but being a Liberal Democrat means never having to be consistent. It must be wonderful, but those of us in serious politics have to point out such inconsistencies.

Mr. Webb: So why did the Minister not do it then?

Malcolm Wicks: There is a good answer to that question. The winter fuel payments system draws on the social fund that relates to cold weather payments, and it is a tribute to the Government that winter fuel payments are now at such a level that they meet a large proportion of people's winter fuel bills. Legally, therefore, that system would not have been an appropriate way to deliver the £100. In any case, this £100 is related not to winter fuel, but to council tax. That is the answer to the hon. Gentleman's question.

The hon. Member for Northavon was not terribly generous about the fact that we are helping our elders and betters, and talked about the Government having a formidable track record. I plead guilty—we do have a track record, as we have reintroduced free sight tests for elderly people, which were abandoned by another Government in a mean-minded moment. We have a formidable track record of 3 million individuals now receiving pension credit; free television licences for the over-75s; and winter-fuel payments of £200, or £300 for households where someone is over 80. I therefore plead guilty to having a track record of which we are proud and which supports some of the most vulnerable people in the community. We will add to it with £100 for households where someone is 70 or over if Members support the Bill, which I commend to the House.

Question put and agreed to.

Bill accordingly read the Third time, and passed.
 
8 Jun 2004 : Column 173
 

 
8 Jun 2004 : Column 175
 

Air Transport

[Relevant documents: The Sixth Report from the Transport Committee, Session 2002–03, on Aviation (HC 454) and the Government's response thereto (Cm 6047). The Third Report from the Environmental Audit Committee, Session 2003–04, on Pre-Budget Report 2003: Aviation Follow-up (HC 233) and the Seventh Report from the Environmental Audit Committee, Session 2003–04, on Aviation: Sustainability and the Government Response (HC 623).]

Motion made, and Question proposed, That this House do now adjourn.—[Derek Twigg .]

2.11 pm

The Parliamentary Under-Secretary of State for Transport (Mr. Tony McNulty): The White Paper entitled "The Future of Air Transport", which was published on 16 December, is recognised by many people as breaking new ground. In the history of policy papers on aviation, it is the first to make a comprehensive and integrated attempt to put in place a strategic framework with a 30-year horizon. Other White Papers, whatever the nature of the Government who produced them, were largely concerned with catching up with prevailing conditions. They did not look to the future or the 30-year vista established in the present White Paper, which shows that the Government are prepared to take difficult decisions and see that they are followed through. It shows the Government's commitment to modernising Britain's communications infrastructure to allow us to compete properly in the global economy. It recognises the importance of aviation in our economy and shows that we understand fully the critical balance between aviation and the environment. As I said, it provides the first strategic vision for our airports in nearly 30 years, and includes a programme of action to ensure that key policy objectives are met. As the Secretary of State for Transport said when the consultation was introduced, whatever policy prevails, doing nothing is not an option when it comes to making things happen.

People who would make sloppy, rather than intellectually rigorous, criticisms of the White Paper might dismiss it for taking a predict-and-provide approach. That, however, is an easy canard, as early drafts of the White Paper gave three graded demand curves on future aviation ranging from 400 to 600 million passenger movements. Total capacity will be nowhere near the higher end of that demand structure. Unless people have degrees in futurology or far-sightedness, they should not dismiss the White Paper for taking a predict-and-provide approach. That is not helpful, and we need a mature debate about the future of our air transport industry and aviation in general.

We have already had the opportunity to debate specific recommendations in the White Paper, including those on Scotland and the midlands. On an estimates day we had a useful but limited debate on the document itself, and I am pleased that we have a chance to debate it again today. I should like to paint a picture showing where we are six months after its publication and update the House on the way in which the Government and others are developing some of its recommendations in advance of the progress report that we intend to publish in 2006.
 
8 Jun 2004 : Column 176
 

I am delighted that there is a great deal of interest in our debate. Even with the extended time now available, there is still a limit on Back Benchers' speeches. It is important that the Government hear people's views six months after the publication of the White Paper, when they have had time to reflect and resist any early knee-jerk reactions.

Our priority is to focus on realising the objectives set out in the White Paper; to ensure that the best use is made of existing airport capacity and that regional airports, where appropriate, continue to grow; and to follow up the commitment to increase capacity in the south-east of England. We have not been idle in the six months following 16 December, and work is already in hand. I shall set out what has been achieved so far and, more importantly, what we expect to happen next. I have been encouraged by the airport operators' positive response to the White Paper and their quick reactions in taking the policy forward. I hope that that will continue. I fully accept that communities close to all airports, not simply those earmarked for expansion, should have clear information about their development in the next 10, 15 or 30 years. We have asked every airport to produce a master plan by the end of the year, and we will consult on their form and timetable. Airports that will undergo lesser expansion, as well as those seeking to achieve significant increases in capacity, should explain how they might expand and, within their region, grow in spatial and economic capacity.

Mr. David Wilshire (Spelthorne) (Con): The hon. Gentleman said that he had asked every airport to produce a report. Does he agree that we can prevent misunderstandings and knee-jerk reactions by keeping local communities close to airports up to date with what is happening at all times? My experience is that that helps to get the truth across. If he is already doing so, is he prepared to give a step-by-step explanation of progress?

Mr. McNulty: On balance, I agree, with the exception of the phrase "at all times." It may not be appropriate to tell communities that certain meetings or processes are unfolding if there is not a tangible end product. With that minor quibble, I agree with the hon. Gentleman, and shall look at specific issues affecting Heathrow and Stansted, as well as larger projects discussed in the White Paper. Broadly, communities should have information about how their local airport is going to develop. There has been much discussion about development, not simply in London and the south-east but in other areas where people are troubled by the lack of information about the future of their airports. We are trying to facilitate the provision of such information—that is the essence of master planning, whether of larger airports in London and the south-east or of smaller regional airports. It is in the interests of operators and others to ensure that, even if they cannot take their communities with them as they develop, people are kept informed.

Mr. Alan Duncan (Rutland and Melton) (Con): Apart from the big three airports, there is no statutory planning process for approving airport expansion or, indeed, verifying the plans. Given what the Minister has just said, will he consider instigating a procedure whereby he adds his imprimatur to an airport's plans
 
8 Jun 2004 : Column 177
 
and verifies them, so that there is recourse and redress if there is a complete collapse of trust, as there is with Nottingham East Midlands airport, and people do not believe what the airport says?       


Next Section IndexHome Page