Air Passenger Duty
@AirportWatch . AirportWatch on Facebook
Rates of APD
From April 2020 an economy ticket cost (passengers aged over 16):
£13 for up to 2,000 miles (unchanged since 2012)
£80 for over 2,000 miles. (Rising to £82 after April 2021 and £84 after April 2022).
with higher rates for premium class travel.
https://www.gov.uk/guidance/rates-and-allowances-for-air-passenger-duty#rate-bands
Rates from 1 April 2023
Destination bands | Reduced rate | Standard rate | Higher rate |
---|---|---|---|
Domestic | £6.50 | £13 | £78 |
Band A | £13 | £26 | £78 |
Band B | £87 | £191 | £574 |
Band C | £91 | £200 | £601 |
Rates from 1 April 2022
Destination bands | Reduced rate | Standard rate | Higher rate |
---|---|---|---|
Band A | £13 | £26 | £78 |
Band B | £84 | £185 | £554 |
Rates from 1 April 2021
Destination bands | Reduced rate | Standard rate | Higher rate |
---|---|---|---|
Band A | £13 | £26 | £78 |
Band B | £82 | £180 | £541 |
Reduced rate
For travel in the lowest class of travel available on the plane for seat pitches less than 1.016 metres (40 inches).
Standard rate
For travel in any other class of travel or where the seat pitch is more than 1.016 metres (40 inches).
Higher rate
For travel in planes of 20 tonnes or more equipped to carry fewer than 19 passengers.
https://www.gov.uk/guidance/rates-and-allowances-for-air-passenger-duty#rate-bands
APD After April 2023
APD will be halved for domestic flights. So a return domestic flight will pay £13 in APD, rather than £25 as in previous years.
There will be a new APD band, for trip of over 5,500 miles, of £91. No change for premium class and private jets.
Air passenger duty (£ billion) income to Treasury, anticipated in March 2021 budget
2019-20 £3.7 billion
2020-21 £ 0.6
2021-22 £1.3
2022-23 £2.0
2023-24 £3.1 (Oct 2021 – now expected to be £35 million less – ie. £3.065bn)
2024-25 £4.3 (Oct 2021 – now expected to be £35 million less – ie. £4.265bn)
2025-26 £4.4 (Oct 2021 – now expected to be £30 million less – ie. £4.370bn)
Until 2015 there were 4 distance bands for APD.
And economy ticket would cost:
£13 for up to 2,000 miles.
£67 for 2,000 – 4,000 miles.
£83 for 4,000 – 6,000 miles.
£94 for over 6,000 miles.
Budget March 3rd 2021 (after a year of Covid pandemic)
P. 57 [Text is very nearly the same as a year earlier …]
2.86 Air Passenger Duty (APD) – APD rates will increase in line with RPI from April 2022, meaning that the reduced and standard short-haul rates will remain frozen at the same level since 2012, benefitting over 75% of passengers. (11) Long-haul rates will increase in line with RPI.
The rates for long-haul economy flights from Great Britain will increase by £2, and the rates for those travelling in premium economy, business and first class will increase by £5. Those travelling long-haul by private jets will see the rate increase by £13.
Anticipated take from APD over coming years: (P.100)
See link for full table (anticipated receipts from APD are a bit lower than anticipated in earlier budgets. For example now the estimate for 2023-24 is £3.1 billion, but in the 2018 Budget it was expected to be £4.4 billion.
Chancellor’s statement “A plan for jobs” – in response to the Covid pandemic. Aviation not mentioned. (NO APD cut)
8th July 2020
Though airlines had again pleaded for the Chancellor, Rishi Sunak, to cut Air Passenger Duty, to help the sector get passengers flying again, there was no mention whatsoever of air travel in the Treasury’s statement.
https://www.gov.uk/government/publications/a-plan-for-jobs-documents/a-plan-for-jobs-2020
There are strong arguments why cutting APD would be a very bad idea at present, set out in this briefing, sent to the Treasury on 7th July 2020, by the Aviation Environment Federation.
https://www.aef.org.uk/uploads/2020/07/AEF-APD-briefing-July-2020.pdf
Budget 11th March 2020. No change in short haul APD quite yet … slight increase on long-haul … but … consultation some time soon on aviation tax ?
1.158 A cornerstone of the government’s levelling up agenda is its commitment to regional connectivity. The aviation industry has an important role to play in connecting the nations and regions of the UK. Following the review of Air Passenger Duty (APD) that has been undertaken by HM Treasury, the government will consider the case for changing the APD treatment of domestic flights, such as reintroducing a return leg exemption, and for increasing the number of international distance bands. These considerations will form part of a consultation on aviation tax reform that will be published in spring 2020.
Full document at
.
Autumn Budget 2018 – APD frozen on short haul, long haul up by rate of RPI
Rates from 1 April 2018 | |||
Destination bands | Reduced rate | Standard rate | Higher rate |
Band A (up to 2,000 miles) | £13 | £26 | £78 |
Band B | £78 (nothing for those aged under 16) | £156 | £468 |
Rates from 1 April 2019 | |||
Destination bands | Reduced rate | Standard rate | Higher rate |
Band A | £13 | £26 | £78 |
Band B | £78 (nothing for those aged under 16) | £172 | £515 |
Rates from 1 April 2020 ? | |||
Destination bands | Reduced rate | Standard rate | Higher rate |
Band A | £13 | £26 | £78 |
Band B | £80 (nothing for those aged under 16) | £176 | £528 |
Rates from 1 April 2021 | |||
Destination bands | Reduced rate | Standard rate | Higher rate |
Band A | £13 | £26 | £78 |
Band B | £82 (nothing for those aged under 16) | £180 | £541 |
Rates from 1 April 2022 ? | |||
Destination bands | Reduced rate | Standard rate | Higher rate |
Band A | £13 | £26 | £78 |
Band B | £84 (nothing for those aged under 16) | £185 | £554 |
Autumn Budget 2017. 22nd Nov 2017. APD frozen from April 2019 for standard class air travel.
Air Passenger Duty (APD) – Short-haul APD rates for 2019-20 will remain frozen as they have been since 2012. The long-haul rate for economy passengers will be frozen at the 2018-19 rates while the rates for premium economy, business and first class will increase by £16 and for those travelling by private jet by £47. (12)
https://www.gov.uk/government/publications/autumn-budget-2017-documents/autumn-budget-2017
Hammond’s budget also says: Early in 2018, the government will publish a call for evidence which will consider the impact of VAT and APD on tourism in Northern Ireland, to report at Budget 2018.
Policy paper: Air passenger duty: rates from 1 April 2019 to 31 March 2020
Policy objective
“This measure freezes short-haul and reduced long-haul APD rates for the tax year 2019 to 2020 and therefore keeps costs down for the vast majority of passengers. Overall revenues from APD continue to rise in line with the retail prices index (RPI) helping to contribute towards general taxation.”
Section 30 of Finance Act (FA) 1994 sets out the rates of APD.
Legislation will be introduced in Finance Bill 2017-18 to amend section 30 of Finance Act (FA) 1994. The rates will be as follows:
From 1 April 2019
Bands (distance in miles from London) | Reduced rate (lowest class of travel) | Standard rate (other than the lowest class of travel)(1) | Higher rate (2) |
Band A (0 to 2000 miles) | £13 | £26 | £78 |
Band B (over 2000 miles) | £78 | £172 | £515 |
(1) If any class of travel provides a seat pitch in excess of 1.016 metres (40 inches) the standard rate is the minimum rate that applies.
(2) The higher rate applies to flights aboard aircraft of 20 tonnes and above with fewer than 19 seats.
Air Passenger Duty rates2829
Bands (approximate distance in miles from London) | Reduced rate (lowest class of travel) | Standard rate30 (other than the lowest class of travel) | Higher rate31 |
Band A (0 – 2,000 miles) | From 1 April 2017 £13 From 1 April 2018 £13 From 1 April 2019 £13 | From 1 April 2017 £26 From 1 April 2018 £26 From 1 April 2019 £26 | From 1 April 2017 £78 From 1 April 2018 £78 From 1 April 2019 £78 |
Band B (over 2,000 miles) | From 1 April 2017 £75 From 1 April 2018 £78 From 1 April 2019 £78 | From 1 April 2017 £150 From 1 April 2018 £156 From 1 April 2019 £172 | From 1 April 2017 £450 From 1 April 2018 £468 From 1 April 2019 £515 |
Summary of impacts
Exchequer impact (£m)
2017 to 2018 | 2018 to 2019 | 2019 to 2020 | 2020 to 2021 | 2021 to 2022 | 2022 to 2023 |
---|---|---|---|---|---|
– | – | +25 | +25 | +25 | +30 |
These figures are set out in Table 2.1 of Autumn Budget 2017 and have been certified by the Office for Budget Responsibility. More details can be found in the policy costings document published alongside Autumn Budget 2017.
Economic impact
This measure is not expected to have any significant macroeconomic impacts.
Behavioural responses were included to take into account the change in the number of passengers in response to changing airfares.
Impact on individuals, households and families
This measure will impact on some individuals, households and families who travel by air. Freezing the short-haul and reduced long-haul APD rates for the tax year 2019 to 2020 will keep costs down for the vast majority of passengers. However, increasing the standard and higher long haul rates will mean some passengers will pay more for their flights.
The measure is not expected to impact on family formation, stability or breakdown.
Equalities impacts
This measure will impact on those who travel more by air. Some protected characteristics are likely to be over represented in the class of people who travel by this means.
Impact on business including civil society organisations
This measure is expected to have a negligible impact on approximately 800 airlines and aircraft operators. One-off costs include familiarisation with the new rates and updating systems to include the new rates. It is not expected that there will be any on-going costs. There is no impact on civil society organisations.
Operational impact (£m) (HM Revenue and Customs (HMRC) or other))
Costs to HMRC of implementing this change are expected to be negligible.
Other impacts
Other impacts have been considered and none have been identified.
.
These numbers are unchanged, up to 2021, from those produced up till then in the Autumn 2015 budget.
There was no change to APD in Chancellor Philip Hammond’s Spring Statement on 7th March 2017
The Budget just said: “3.26 Air Passenger Duty (APD) – APD rates for 2018-19 will be uprated in line with RPI. To provide good notice for the airline industry, rates for 2019-20 will be set at Autumn Budget 2017.”
There was no change to APD in Chancellor Philip Hammond’s Autumn Statement on 23rd November 2016 .
(APD stays at £13 for short haul Europe, and rises from £73 to £75 for anything further than 2,000 miles, from April 2017. (And up £4 for long haul first class etc, from £146 to £150).
2.1 APD rates from 1 April 2017
Destination Bands and distance from London (miles) | Reduced rate: (for travel in the lowest class of travel available on the aircraft) | Standard rate: (for travel in any other class of travel) | Higher rate: (for travel in aircraft of 20 tonnes or more equipped to carry fewer than 19 passengers) |
---|---|---|---|
Band A (0 to 2,000 miles) | £13 | £26 | £78 |
Band B (over 2,000 miles) | £75 | £150 | £450 |
2.2 APD rates from 1 April 2016
Destination Bands and distance from London (miles) | Reduced rate: (for travel in the lowest class of travel available on the aircraft) | Standard rate: (for travel in any other class of travel) | Higher rate: (for travel in aircraft of 20 tonnes or more equipped to carry fewer than 19 passengers) |
---|---|---|---|
Band A (0 to 2,000 miles) | £13 | £26 | £78 |
Band B (over 2,000 miles) | £73 | £146 | £438 |
TaxThe tax take from APD is expected, by the Treasury, to be £3.2 in 2016/17; and £3.4 billion in 2017/18; and £3.5 billion in 2018/19; £3.7 billion in 2019/20 ; £3.8 bn in 2020/21 ; £4.0 bn in 2021/2022 .
See below. Figures from Page 58 of https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/571556/autumn_statement_2016_print.pdf
New rates of APD announced in the 19th March 2014 Budget, to start on 1st April 2015:
New rates of APD after 1st April 2015 compared with during 2014: (No changes to APD in the March 2016 Budget)
Lower (standard) rate | Higher rate | |||||
2014 | From 1.4.2015 | From 1.4.2016 | 2014 | From 1.4.2015 | From 1.4.2016 | |
Band A. 0 – 2000 miles | £13 | £13 | £13 | £26 | £26 | £26 |
Band B. 2000 – 4000 miles | £69 | £71 | £73 | £138 | £142 | £146 |
Band C. 4000 – 6000 miles | £85 | £71 | £73 | £170 | £142 | £146 |
Band D. Over 6000 miles | £97 | £71 | £73 | £194 | £142 | £146 |
From 1.4.2016 Private jets: Higher rate: (for travel in aircraft of 20 tonnes or more equipped to carry fewer than 19 passengers) £78 under 2000 miles, and £438 over 2000 miles.
Also there would be no APD on economy tickets for children under 12 from May 2015 and for children under 16 from May 2016.
Loss to the Treasury of the amalgamation of Bands C and D into Band B after 2015
Exchequer impact (£m)
2014-5 | 2015 – 6 | 2016 – 7 | 2017 – 8 | 2018 – 9 | |
Exchequer impact | 0 | – 215 | – 225 | – 230 | – 250 |
These changes to APD have meant the total tax take by the Treasury are lower than they had been expected to be in earlier Autumn Statements.
The figures below show that, for 2015/16 the actual receipts from APD will be 3.1 billion. But they were anticipated to be £3.4 billion in the 2011 and 2013 Autumn Statements.
For 2018/19 the estimate of APD receipts in the 2015 Autumn Statement is £3.5 billion. But in the 2013 Autumn Statement, it was expected to be £4.3 billion. That is a difference, between those two years, of £0.8 billion that the Treasury has lost out on, due to air travel not being properly taxed.
Budget 16th March 2016
No mentions of APD, just a continuation of how it was during 2015 – with rises at the rate of inflation in April 2016 and April 2017:
“Air Passenger Duty (APD) rates – As announced at Budget 2015, all APD rates will increase by RPI from 1 April 2016. All APD rates will increase by RPI from 1 April 2017. (Finance Bill 2016 and Finance Bill 2017) “
From March 2016 Budget https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/508193/HMT_Budget_2016_Web_Accessible.pdf
.
The Treasury view of APD
The airlines and the aviation industry try to give the impression that APD is an iniquitous and deeply unfair tax on those who fly.
The reality is different. It is charged because there is no VAT or fuel duty charged on flying, unlike on almost every other sector.
Below are some quotes from the Treasury, showing that they regard APD as fair, and necessary. They reiterate why they charge APD.
1. 9.6.2015 in response to demands by airlines for an APD cut:
“The Government has also helped them by cutting corporation tax rate to 20% – the lowest in the G20 (group of leading world economies) – saving businesses £9.5 billion a year from 2016.”
Link: http://www.expressandstar.com/
2. Page 10 of Treasury document “Reform of Air Passenger Duty: December 2011- response to consultation”
3. Treasury comment on the PwC report commissioned by the airlines in 2013:
The FT reports that a Treasury spokesperson said APD, which is forecast to bring in £2.9bn this year, makes an “essential contribution” towards helping meet the government’s deficit reduction plans. “We do not recognise the figures in this report or agree with the assumptions behind it,” the Treasury said. (see link)
http://www.ft.com/cms/s/0/46ace600-6ebf-11e2-9ded-00144feab49a.html#axzz2K4JNtKH2
Changes to rate of APD for business/private jets
2014: Private jets (which were exempt from APD until 2013 and which environmental groups campaigned for several years to have included) will from 1st April 2015 be subject to 6 times (x6) the economy APD rate per passenger. They pay 4x the economy rate in 2014.
So, from 1 April 2015, APD for private jet travel will be £78 per passenger(£13 x 6) for Band A destinations (while it is £54 now) and £402 for Band B destinations (while it is £276 now).
In the 2012 budget, it was first announced that private/business jets (planes with a certified authorised weight of 20 tonnes or more and fewer than 19 seats) would at first pay just double the amount of APD of standard Band rates.
.
RATES of APD in 2013 and 2014:
From ABTA http://www.abta.com/news-and-views/policy-zone/more/air-passenger-duty
For some recent news about APD,
see News about Air Passenger Duty
General background on APD:
Air Passenger Duty (APD) is an excise duty which is charged on the carriage of passengers flying from a United Kingdom airport on an aircraft that has an authorised take off weight of more than ten tonnes or more than twenty seats for passengers. The tax started in 2006, and rates have been increased several times since then. It doubled on 1st Feb 2007. It increased again on November 1, 2009 and then again on November 1, 2010.
The duty is not payable by inbound international passengers who are booked to continue their journey (to an international destination) within 24 hours of their scheduled time of arrival in the UK. (The same exemption applies to booked onward domestic flights, but the time limits are shorter and more complex.) If a passenger “stops-over” for more than 24 hours (or the domestic limit, if applicable), duty is payable in full.
The most recent increase was on 1st April 2012, with a rise of around 8%. It then increased on 1st April 2013 by the rate of inflation, and will do so again on 1st April 2014. See rates below.
The aviation industry has lobbied long and hard against this tax.
There are four destination bands based on geographical distance from London, each having two rates of duty depending upon the class of travel (economy or premium), so there are eight different rates of duty
As part of the 2008 Pre-Budget Report, Air Passenger Duty was restructured. These new charges take distance into account, making long distance flying significantly more expensive.
Air Passenger Duty was introduced by Government to compensate for the fact that the aviation industry, for various arcane reasons, pays no VAT on any thing, and pays no fuel duty.
Government figures suggest that the benefit to the aviation industry as a result of its paying no fuel tax or VAT is around £10 billion a year, APD brings in only £2 – 3 billion. Many of the ‘pleading poverty’, and opposing APD, or increases to APD, have all recently made millions of pounds in profit. Budget airline Ryanair, for example, reported a £467 million profit in the six months to September 2011. BA has just reported large profits.
Airlines also claim that the introduction of EU ETS, assuming it withstands the current battering, will mean that paying any APD will represent a ‘double counting’ of environmental costs. But APD was never designed as an exclusively environmental tax. Suggestions that all APD revenues should be ploughed back into environmental spending are best understood as an attempt to get the Government to spend money on measures that the industry would benefit from and should be funding itself, such as the development of cleaner technology that could cut fuel costs .
With the UK committed to making CO2 cuts of 80% by 2050, it is clearly unacceptable for aviation emissions to continue rising as they have done in the past, so additional environmental policies, such as the EU Emissions Trading System (which will reward airlines that manage to cut their emissions while punishing the most polluting), and specific UK carbon targets for the sector, are essential alongside Air Passenger Duty.
Critics of APD say the tax takes no account of the efficiency of the aircraft. An airline using an old inefficient plane is pays the same one using the more efficient engines.
The industry likes to make out that the charge has a dramatic effect on reducing the number of travellers, or the number of visitors to the UK, or on the ability of the UK economy to prosper.
Their campaigns to cut APD are self-serving, and self-interested. In any one year in the UK (perhaps even more during this recession) about 50% of the population to do not fly. So any subsidies given to the industry, and thus to passengers who can afford to fly a lot, comes to the detriment of those who cannot afford these flights.
Air Passenger Duty – 10 Key Points
(APD – 10 Key Points Briefing from SSE)
1. APD was introduced in 1994 by Ken Clarke, the then Chancellor of the Exchequer, not as an environmental tax but because he considered the aviation industry to be lightly taxed compared to other sectors, largely arising from its exemption from fuel duty and VAT.
2. It was initially set at £5.00 for short haul economy travel, which accounts for more than three quarters of all air travel. In 1997 Ken Clarke doubled APD to £10.00 for short haul economy flights.
3. Gordon Brown halved the short haul economy rate of APD in 2001, put it back up again to
£10.00 in 2007 and Alistair Darling raised it to £11.00 in 2009. George Osborne increased it to £12.00 in 2010. There was no increase in 2011 but it was raised to £13.00 in April 2012. Thus, for the vast majority of passengers APD has increased by just £3.00 (30%) over the past 15 years.
4. APD is payable only on departure from a UK airport and so the basic Band A rate of £13.00 is for a round trip to an overseas destination. APD is however payable on both legs of a domestic round trip within the UK.
5. APD raised £2.6 billion for public finances in 2011/12 and this is planned to increase to £3.9 billion by 2015/16. APD would, however, need to rise to four times its current level to offset the value of the industry’s exemption from fuel duty and VAT. If airlines paid the same level of fuel duty and VAT as road users, the cost to the aviation industry would be around £10.5 billion a year.
6. Not only do airlines pay no VAT on fuel, they are exempt from VAT on everything they buy
relating to the provision of air transport services. Mostly, VAT is not charged in the first place; aircraft and aviation fuel, for example, are zero rated. However, where VAT is charged, the airlines claim this back and in 2010/11, HMRC paid UK airlines a VAT rebate of £583 million (net).
7. In 2010/11, the latest year for which a detailed HMRC breakdown is currently available, 77% of passengers paid APD at the short haul economy rate (Band A).
8. Whilst it is true that “passengers can end up paying £184.00 tax on some flights”, as we are repeatedly told by the industry, this is the very top rate of APD and applies only to first class and business class passengers on long haul flights to countries whose capital city is more than 6,000 miles from London. Less than 0.4% of all air passengers fell into this category in 2010/11.
9. Regarding the alleged negative impacts on the UK economy of the recent hikes in APD, it is worth noting that overseas leisure trips by UK residents reduced from 60.1 million in 2008 to 49.2 million in 2011 – a fall of 10.9 million (21.5%) whilst the number of foreign tourists coming to the UK fell by less than 300,000 (1.6%) over the same period, from 23.8 million to 23.5 million. The effect of this was to reduce the UK’s tourism trade deficit by £6.8 billion and to boost spending in the domestic UK tourism industry by £5.1 billion over the same period (2011 vs 2008).
10. Finally, those in the aviation industry who are pressing the Government for APD to be reduced should explain how they would propose to make up the revenue shortfall to the Exchequer. Should we sack some more policemen, teachers or nurses? Should we cut pensions or welfare benefits?
Or should we raise VAT and/or extend its scope?
(the aviation industry has not questioned the accuracy of any of these figures).
How much is the effective subsidy air travel receives each year, from not paying VAT or fuel duty?
£8 – 10 billion is estimated
Around £10 billion per year in about 2005
This was checked in 2012 by Full Fact here https://fullfact.org/news/does-government-subsidise-airlines-10-billion/
who went through the calculations, bringing them up to date with newer data in 2012. While APD rises very slightly with RPI, the number of passengers rises. So the overall loss to the Treasury probably rises each year, depending on passenger growth.
http://fullfact.org/factchecks/airline_industry_subsidies_green_taxes-3256
There is no clear figure from government, but the FullFacts check put the figure at about £8.2 billion for 2010/2011. So the number is at least that – and now the higher rate of APD has reduced, it may be more like £9 billion.
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How much does APD contribute to the Treasury each year, and how much will it bring in during future years?
November 2011: “The Government hopes to recoup about £2.6 billion from the tax in 2011/12, up from £2.2 billion during the previous financial year. According to the Office of Budget Responsibility (OBR), the figure will increase to £2.8 billion in 2012/13. The OBR forecasts that APD will earn the Government £3.2 billion by 2014/15 £3.8 billion by 2016/17.”
29.11.2011 Telegraph
http://www.telegraph.co.uk/travel/travelnews/air-passenger-duty/8923504/Autumn-Statement-2011-Air-Passenger-Duty-rise-confirmed.html
(Page 77 of Treasury Autumn Statement 2011) http://cdn.hm-treasury.gov.uk/autumn_statement.pdf
The Chancellor’s 2013 autumn statement (5.12.2013) included these projections of income from Air Passenger Duty (only part of the table reproduced here)
.from
The Chancellor announced a further increase in Air Passenger Duty by the rate of inflation in April 2013. link
The real facts about Air Passenger Duty:
APD distance bands APD £ per passenger from 1 April 2012
(old rates from 1.11.2010)
Miles from UK Reduced rate Standard rate *
in lowest class of travel in other than lowest
class of travel
Band A (0-2000) £13 (£12) £26 (£24)
Band B (2001-4000) £65 (£60) £130 (£120)
Band C (4001-6000) £81 (£75) £162 (£150)
Band D (over 6000) £92 (£85) £184 (£174)
* premium classes, business class, first class etc
.
2013 rises in APD
- Figures in orange are the 2012 prices
APD distance bands | £ a year | ||
(£ a passenger from 1 April 2013) | |||
Miles from UK | Reduced rate (in lowest class of travel) | Standard rate (in other than lowest class of travel) | Higher rate1 |
Band A (0-2000) | £13 (13) | £26 (26) | £52 |
Band B (2001-4000) | £67 (65) | £134 (130) | £268 |
Band C (4001 – 6000) | £83 (81) | £166 (162) | £332 |
Band D (over 6000) | £94 (92) | £188 (184) | £376 |
1 To apply to aircraft with an authorised take off weight of 20 tonnes or more, authorised to seat less than 19 passengers. |
http://cdn.hm-treasury.gov.uk/as2012_tax_and_tax_credit_rates_and_thresholds_051212.pdf
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From ABTA http://www.abta.com/news-and-views/policy-zone/more/air-passenger-duty
The tables specifying which countries and territories fall into each of the APD bands can be found on theHM Revenue & Customs website (page 43).
Air Passenger Duty (APD) – how much the aviation industry is under-taxed
In 2010/11 the exemption from fuel tax and VAT was worth more than £11 billion to the airlines. After deducting APD revenues, the net benefit is around £9 billion – equivalent to a subsidy to the airlines of about £360 per household. The 53% of the UK population who do not fly – mainly the less affluent – find themselves subsidising the aviation industry. (Details) The amount of APD raised in 2010/2011 was around £2.2.
The rates of APD change on 1st April 2012, when the rates rise by around 8% – in line with inflation, taking into account the fact there was no rise in 2011. The tax take is likely to be around £2.8 billion in 2012/2013.
That means the net benefit to the industry of its exemption from VAT and fuel duty will be around £8.2 billion, after April 2012. ( £11 bn – £2.8 = £8.2 billion)
The Treasury has reiterated that APD is not an environmental tax. It was instituted in order to – in a small way – compensate for the aviation industry’s non-payment of fuel duty and VAT. This is on Page 10 of Treasury document “Reform of Air Passenger Duty: December 2011- response to consultation”
http://www.hm-treasury.gov.uk/d/condoc_responses_air_passenger_duty.pdf or
“3.16 The Government has been clear that APD is primarily a revenue-raising duty which makes an important contribution to the public finances, whilst also giving rise to secondary environmental benefits. Furthermore, VAT is not applied to flights and aviation fuel for commercial flights is not taxed”.
Details on APD compared to the benefits gained by the aviation industry by not paying fuel duty and VAT:
(Details – letter dated November 2011)
Comparing costs of motoring compared to flying:
• Motorists pay 61p a litre duty on their fuel. Airlines pay nil. (see link )
• Motorists pay a further 20% VAT on their fuel. Airlines pay nil.
• Motorists pay 20% VAT to have their car serviced. Airlines pay nil.
• Motorists pay 20% VAT to buy their car. Airlines pay no tax on new aircraft.
So as the aviation industry pays no duty and no VAT, there is Air Passenger Duty instead.
This tax is charged at only £12 (£13 from 1.4.2012) per passenger for any short haul flight (under 2,000 miles) departing from a UK airport. Not on return trips. £13 on a holiday trip to anywhere in Europe does not seem a lot. The price of one or two main course in a restaurant? or 3 or 4 cups of coffee?
Higher rates of APD apply to longer flights. The APD rates (Nov 2011 – slightly higher from April 2012, see above) are:
Distance to capital city from London Economy / Premium After 1.4.2012
Band A (less than 2000 m) £12 / £24 £13 / £26
Band B (2001m – 4000m) £60 / £120 £65 / £120
Band C (4001m – 6000m) £75 / £150 £81 / £150
Band D (6001m+) £85 / £170 £92 / £174
The Treasury says: APD is an excise duty which is charged on the carriage, from a UK airport, of chargeable passengers on chargeable aircraft. Details
Information on APD on Wikipedia, including old rates, at http://en.wikipedia.org/wiki/Air_Passenger_Duty
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APD on business jets:
Air passenger duty (APD) will be extended to smaller aircraft and business jets (5.7 tonnes
threshold), effective from 1 April 2013. Passengers aboard luxury business jet flights will pay new premium rates of APD set at double the business/first class (standard) rates of APD.
The majority of passengers flying aboard business jets will pay APD at the same rates as
passengers aboard commercial flights. To ensure the tax is fair, the Government is
introducing new premium rates of APD for passengers on flights using planes with a certified authorised weight of 20 tonnes or more and fewer than 19 seats. Flights in this category, which tend to offer a luxury service, will pay APD at double the prevailing standard
business/first class rates of APD.
[It is expected to bring in to the Treasury about £5 million each year, from 2013/14 to 2016/17.]
http://www.hm-treasury.gov.uk/d/apd_business_jets_and_northern_ireland.pdf
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UK airlines seek to evade taxation
Nov 18 2011 (Aviation Environment Federation)
While both EU and non-EU airlines have been complaining noisily about the modest amount they will be required to pay for emissions permits from 2012 under the EU ETS, four UK and Irish airlines this week had a go at Air Passenger Duty – the only tax in the UK levied on flights. Ryanair, Easyjet, Virgin Atlantic and British Airways have called for the duty to be scrapped ahead of George Osborne’s statement later this month, in which he is expected to announce APD increases. With public finances stretched, a number of taxes such as VAT have already been increased, while APD rates have so far been frozen.
AEF gave comment to Channel 4 News, noting that while Government figures suggest that the benefit to the aviation industry as a result of its paying no fuel tax or VAT is around £10 billion a year, APD brings in only £2 billion. The four airlines ‘pleading poverty’, notes Channel 4, have all recently made millions of pounds in profit. Budget airline Ryanair, for example, reported a £467 million profit in the six months to September 2011.
Airlines have also claimed that the introduction of EU ETS, assuming it withstands the current battering, will mean that paying any APD will represent a ‘double counting’ of environmental costs. But APD was never designed as an exclusively environmental tax. Suggestions that all APD revenues should be ploughed back into environmental spending are best understood as an attempt to get the Government to spend money on measures that the industry would benefit from and should be funding itself, such as the development of cleaner technology that could cut fuel costs .
With the UK committed to making CO2 cuts of 80% by 2050, it is clearly unacceptable for aviation emissions to continue rising as they have done in the past, so additional environmental policies, such as the EU Emissions Trading System (which will reward airlines that manage to cut their emissions while punishing the most polluting), and specific UK carbon targets for the sector, are essential alongside Air Passenger Duty.
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House of Commons Library Standard Note, on Taxing Aviation Fuel
October 2012
Contains some useful information, but is somewhat muddled and inconclusive.