Companies (GTMC) and one of the industry’s leading political lobbyists, says: “If the Scottish Parliament decides to cut APD in half, it will put real pres- sure on the airports in Newcastle, and maybe Manchester. A very unfair ad- vantage would be given to the owners of Glasgow and Edinburgh airports. But I do not think the politicians would allow for such an imbalance to take place.” Research conducted by the GTMC
revealed that more than half of business travellers would travel more if the tax was removed. “Lots of British people [whose flights originate at regional airports] connect through European hubs to avoid paying APD twice. There is plenty of evidence to suggest why it should be removed. Perhaps the new government could, for starters, look at lowering the rate of APD for travel to emerging markets, such as the BRICS [Brazil, Russia, India, China and South Africa] and MINT [Mexico, Indonesia, Nigeria and Turkey] economies.” ATPI’s Ramsey believes the removal of
APD would demonstrate that the gov- ernment is serious about developing the so-called ‘northern powerhouse’ of the economy. But an equally important part of the equation, he says, is the delivery of high-speed rail project HS2. “The tax issue is very important because if you’re in the North East or North West, it’s easy to hub through Helsinki, Paris or Amsterdam. But we must have high- speed rail. It is essential for the long- term success of the entire economy. We must lobby hard to be sure it is delivered. Hopefully, we will see brave decisions made early on in this parliament.” The GTMC’s Wait bemoans the fact that HS2 has, in the past, been used a po- litical football. However, the make-up of the new government might mean there will be fewer obstacles in the process. “With no Greens or Liberals in the way [of the proposed route] the political re- sistance in the House of Commons has been removed. There will be noise from local residents and protest groups, but no political opposition as such,” he says. Wait says his understanding is that some companies have already been ap- pointed to start carrying out the work on
48 BBT JULY/AUGUST 2015
Whether politicians are truly aware of it or not, the UK is in danger of falling far behind its global competitors
HS2. However, the former Virgin Atlantic and American Express executive does not believe the government is going far enough, saying he is disappointed it will not connect to Heathrow or HS1. He encourages politicians to emulate the Japanese model. “We’ve been pulling do- mestic travel data,” he says. “The majority of travel between London and Scotland is by air. But if you look at the distance Japanese high-speed trains cover in 90 minutes, then what better way could there be to join Scotland with Heathrow? And think of the slots you would free up. It’s a no-brainer.”
THE WEST WING However, it’s not just Scotland and the north of England that will be looking for transport improvements in the next five years. Political representatives and the business community in south-west England are calling for capital invest- ment in infrastructure projects. One of the most vocal proponents
of transport issues in the area is Oliver Colvile, the member for Plymouth, Sutton and Devonport. In a meeting with BBT at his office in Portcullis House, Westminster, the Conserva- tive MP (who won his seat with the narrowest margin in the country) said transport links between Plymouth and London are appalling and in need of urgent upgrade. “The train journeys between Devon and London are most scenic,” he says. “But they take far too long. We need a new line connecting the South West with central London or Heathrow.”
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Exeter Airport – home to Flybe – is the nearest airport facility for his constituents. But transports links with Plymouth are “substandard” and “in need of upgrade”. The 55-year-old is also campaigning
to have Plymouth City airport to be re- opened. The facility closed in December 2011 after its operator – Sutton Harbour Holdings (SHH) – said it was no longer viable. However, much cynicism exists about the intentions of SHH – granted a 150-year lease from the city council – which stands to make a considerable sum of money if the airport land is sold off for property development. “There have been viability studies commissioned by the owner,” recounts Colvile. “But the findings of those reports were somewhat predictable, so we com- missioned an independent organisation.” In March, a report published by the Na- tional Connectivity Task Force (NCTF) said Plymouth City Airport could reopen if it could gain access to future landing slots. The NCTF report said: “If slots into the UK’s international hub could be found for Plym- outh, the moth- balling of the airport
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