Oral Answers to Questions

Christine Jardine Excerpts

Thursday 21st March 2024 Commons Chamber

[Huw Merriman]

My right hon. Friend is spot on, as always. I thank him for his work, because ultimately that project would not have got off the ground without the campaigning and partnership that he provided. It just shows that a superb MP working in the community, and the Access for All stations fund, which has delivered 240 projects and will deliver more, is a winning partnership.

[Christine Jardine (Edinburgh West) (LD)]

Passengers in my constituency of Edinburgh West face consistently overcrowded trains from ScotRail, which was taken into public ownership by the Scottish Government in 2022; an unreliable service from Avanti; and now a staggering pilot from London North Eastern Railway, in which east coast main line prices from Waverley to King’s Cross will increase by 123% in some cases. Does the Minister agree that that is not providing a good service to the people of Edinburgh, or those anywhere else on that line? It is the wrong move when we are trying to encourage more people on to the railways.

[Huw Merriman]

The trial with LNER tries to give passengers greater flexibility. They can now get on a train 70 minutes either side of the one that they booked, rather than just the one fixed train. Only 11% of fares are impacted in that trial, and 55% are better value than before. Working with our partners at LNER, we are trying to flatten out demand, rather than having crowded trains followed by quieter trains. We hope to change the number of passengers on trains, which would make for a better service overall. I will happily write to the hon. Lady, because I believe that the trial has great merits. We sometimes have to be bold and try fares and ticketing reform. If we do not, we will never change the system that many criticise for being too complex.

Oral Answers to Questions

Christine Jardine Excerpts

Thursday 13th July 2023 Commons Chamber

[Jesse Norman]

We recognise this important issue. The Secretary of State has had the question put to him by local stakeholders. He is considering the matter and will respond in due course.

[Christine Jardine (Edinburgh West) (LD)]

6. What steps his Department is taking to support local authorities to transition to low-emission buses.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

Our policy has been to support the introduction of zero-emission buses, which will reduce emissions, support manufacturing and improve the passenger experience. The Government are committed to supporting the introduction of 4,000 zero-emission buses and achieving an all zero-emission bus fleet across the UK. I am pleased to inform the House that since February 2020, an estimated 4,200 zero-emission buses have been funded across the UK, including Scotland, of which 1,600 are on the road.

[Christine Jardine]

Lothian Buses, which covers my constituency, has removed 15,000 tonnes of carbon dioxide from its footprint, including by introducing several electric buses. Together with the tram and the low-emission zone, that is helping to reduce pollution, particularly in Corstorphine, which has one of the worst air pollution records in the country. Would the Government consider giving all local authorities greater powers and resources to franchise bus services and simplify the application system, to reverse the ban on local services setting up their own companies? How will the Government improve the measures already mentioned and introduced, as we fight to tackle what is still 25% of the pollution that we face every day?

[Mr Holden]

I thank the hon. Lady for her multiple questions. The Government have committed to look into municipal buses by the end of the Parliament. On devolution, we are happy to work with local authorities right across England and Wales on devolution settlements and what more can be done. I was delighted to visit Lothian Buses to see its fantastic red, white and gold livery right across the streets of Edinburgh and the wider region. I saw the excellent work it is doing on the ground, not just on local bus service provision but being a responsive service to the local community she represents.

--- Later in debate ---

[Mr Speaker]

I call Christine Jardine.

[Christine Jardine (Edinburgh West) (LD)]

T2. Thank you very much, Mr Speaker. I promise that I will not ask for multiple answers—

[Mr Speaker]

Order. Can Members please observe the proceedings? It is important.

[Christine Jardine]

Thank you, Mr Speaker. I promise that I will only ask for one answer this time.

Without a price stability mechanism for sustainable aviation fuel, which will be crucial in bringing down our carbon footprint, the UK risks falling behind the SAF mandate by 2030. A homegrown sustainable aviation fuel industry could contribute £2 billion a year to this economy. In order for that to happen—

[Mr Speaker]

Order. Make a guess at that, Minister. I am not going through another five minutes.

Rail Ticket Offices

Christine Jardine Excerpts

Thursday 6th July 2023 Commons Chamber

[Huw Merriman]

I can give my hon. Friend that assurance. I would certainly be delighted to meet him and any other hon. and right hon. Members who wish to meet me to discuss this issue. Again, let me set out the process, which has been triggered by the train operators setting out their plans. There is a period of time— 21 days—for members of the public to respond. There is then a 35-day period for the transport groups, London TravelWatch and Transport Focus, to assess what is being said at each station. If they are not convinced, they will work with the train operator, and if that mechanism cannot reach an agreement on these matters, it will go to its ultimate stage, which is with the Secretary of State.

[Christine Jardine (Edinburgh West) (LD)]

Many Members have mentioned the impact on those with accessibility problems, and I would urge the Minister to take that into account. For my constituents in Edinburgh West, the closures announced by LNER, CrossCountry, Avanti West Coast and TransPennine all affect stations on the main line route. Can the Minister tell us how he is going to address the perception, which is growing, that people are not being encouraged on to public transport, and that accessibility to the south of the United Kingdom from Scotland, particularly from Edinburgh, is being undermined?

[Huw Merriman]

As part of this process, a number of stations will not be included. They tend to be bigger hub stations, as we call them, so Edinburgh is not included in that regard. I may be in danger of repeating myself, but the reason I sat down on the very first day this came up with those who represent disability and accessibility groups is that I was concerned they would feel that such a change may not be a positive for them. I wanted to work with them to understand how we can make this change positive, and how we can deploy more staff into the spaces where they will be able to access them more than they can right now. I continue to work with those groups, and I give the hon. Member the assurance that that process will remain. Of course, after the consultation and at the end point, all the current accessibility requirements will have to be met under these proposals, as they are under the existing set-up.

Heathrow Airport Expansion

Christine Jardine Excerpts

Wednesday 24th May 2023 Westminster Hall

[Fleur Anderson]

I thank my hon. Friend for his helpful intervention. An expanded Heathrow would see an additional 175,000 trips every day. That is more than the daily rail arrivals to the whole of Birmingham, yet the proposal does not have a plan for how to deal with it. I shall say more on that later. My hon. Friend is absolutely right.

What about green aviation? We are told that green aviation and green tech will catch up. Are we close to the breakthrough in alternative fuels, carbon capture or battery-powered planes that would make an expanded Heathrow sustainable and viable? No, we are not. In 2010, the aviation industry pledged to source 10% of its fuels from sustainable sources by 2020. We are in 2023; how is that going? Only 0.05% are sustainable fuels. There are no electric aircraft currently in development that could be commercially viable for long-haul flights. The green aviation revolution that could make the Heathrow expansion environmentally viable is a long way from taking off.

So what is the case against? I will talk about climate change, air quality, noise and transport. First, on climate change, the expansion is fundamentally incompatible with the Government’s own net zero target. Heathrow is the largest single polluter in the UK. Its emissions account for half of all UK aviation emissions. Its expansion proposals of 260,000 additional flights a year, on top of the existing 480,000, will increase carbon dioxide emissions from air travel by a staggering 9 million tonnes a year. As I said, that is more than the entire carbon emissions of Luxembourg.

The Government recently published their jet zero strategy; is that the answer? No. The strategy makes no attempt to set out what share of the transport carbon budget the aviation sector should be allocated or how that would be divided between airports, and it fails to articulate circumstances in which airport expansions could be compatible with climate change targets. Heathrow is just one of many airports across the UK with ambitions to expand, yet the Government has no overarching framework to guide airport expansion plans throughout the country.

[Christine Jardine (Edinburgh West) (LD)]

The hon. Lady is making an important speech. I also have an airport in my constituency, and it is investigating sustainable fuels. The French Government have announced that they will ban short flights when a train is an alternative; does the hon. Lady agree that such ideas should be part of the strategy we hear about from the Government? Part of the net zero strategy should be to reduce the number of ridiculously short flights in this country. I do not mean island-hopping; I mean flights between cities that are unnecessary and no one would even think about taking if we had better train routes and train services.

[Fleur Anderson]

I thank the hon. Member for that useful intervention. The need for investment in other areas instead of this expansion is the whole argument.

If we are really going to meet the net zero target, we cannot rely on the increasing long-haul flights that we are talking about at Heathrow. Can the Minister be clear about the trade-offs? If a third runway is built, does that mean that growth must be curbed at all other UK airports in order for the UK not to breach its carbon targets?

Air quality is also a major issue for my constituents in Putney. The additional 9 million tonnes of carbon dioxide that an expanded Heathrow will produce must end up somewhere. Unfortunately for residents in Putney, it will be dumped on our high street, school playgrounds and green spaces such as Putney heath.

--- Later in debate ---

[Munira Wilson (Twickenham) (LD)]

It is a pleasure to serve under your chairmanship, Ms Elliott. I congratulate the hon. Member for Putney (Fleur Anderson) on securing this vital debate. We MPs across south-west London, along with councillors and thousands of our residents, are absolutely united on this issue. Liberal Democrats across south-west London have a saying that we want a better Heathrow, not a bigger Heathrow. We are not on a crusade against the airport. We recognise the importance that it brings to our communities, capital city and country, in terms of trade, tourism and employment, but we are unequivocally opposed to a third runway at Heathrow. The project is dead in the water on every possible front.

The hon. Member for Putney made a powerful environmental case against expansion, and the economic outlook is also bleak for airport expansion. The project is not financially viable for Heathrow itself, which is already in £15 billion of debt, and it is about time that the Conservative Government actually come out, unequivocally recognise that the economic, environmental and health case is absolutely clearcut, and take it off the table. We have had broken promises from this Conservative Government in the past, and we need them to come out and oppose a third runway at Heathrow.

We know that, according to the Department for Transport’s own calculations, the economic benefits are modest at best. At worst, the project would have a net-present value of minus £2.2 billion. The environmental argument against Heathrow expansion is simple: the more planes in the sky and idling on the runway, the more damaging emissions we pump into our atmosphere. As the hon. Member for Putney said, Heathrow is the biggest source of carbon emissions in the UK. If a third runway goes ahead, growth at all other UK airports would have to be halted to keep within our carbon targets, which sinks the Government’s levelling-up agenda.

With the World Meteorological Organisation recently warning that we will breach the 1.5° temperature increase in the next few years, now is the time to invest in a cleaner aviation industry and develop green technologies to cut back on emissions. One resident went as far as saying to me that building a third runway at Heathrow would be a bit like opening a brand-new coal mine slap bang in the middle of south-west London. Based on their voting record in recent months, perhaps that is why the Conservatives are so supportive of it.

At a local level, increased capacity at the airport would bring much more congestion on to our roads. That would mean more air pollution and dirty air, which my constituents and their children would breathe.

Another important consideration, which has already been referenced, is the level of constant noise from the airport experienced by residents day and night. There is a real sense in the community, and among local action groups such as Teddington Action Group, that the noise pollution is just not taken seriously by this Government. It is not monitored properly; its effects on public health have not been thoroughly investigated or reviewed; and adequate protections have not been put in place. That is despite plenty of evidence in respect of both the mental and physical health impacts of noise pollution and our children’s ability to concentrate and learn. The Liberal Democrats want to see an independent noise ombudsman reinstated and far more robust regulations on night flights, especially during the summer months, and to look at making noise a statutory nuisance.

A third runway would only intensify disruption, particularly with the prospect of airspace modernisation, whereby we could see a significant redrawing of flightpaths over London, with fewer planes over some parts of the capital but increased flights and much more intense noise in other areas. The term “noise sewers” has been used in other countries that have implemented airspace modernisation.

[Christine Jardine]

My hon. Friend is making an excellent speech and some powerful points. She mentioned airspace modernisation; I wonder, listening to what she has to say, whether if she shares my concern that any attempt to expand Heathrow at this stage might undermine airspace modernisation and delay any improvements we have been hoping for over the past few years.

[Munira Wilson]

The problem with airspace modern-isation, and the feedback I get from some of my community groups, is that the process is not transparent at all. We have no idea whether there will be benefits or a worsening of noise impacts on the local communities around Heathrow airport. That, combined with a third runway, spells a lot of trouble for our local communities.

Since the last general election, we have gone from one Prime Minister who threatened to lay down in front of the bulldozers at Heathrow—but who was tellingly missing for a critical vote in the House of Commons on Heathrow expansion—to another who actively supported expansion, although luckily her tenure was short lived. Our current Prime Minister has taken a leaf out of their book, talking tough on climate change and net zero while instructing his Chancellor to slash air passenger duty on domestic flights. I hope the Minister will clarify the Prime Minister’s position on the third runway project. In particular, as the hon. Member for Putney said, we need a review of the airports national policy statement; it is five years old, and the analysis is completely out of date, especially given the pandemic. We need a commitment to a national aviation strategy that addresses the sector as a whole, not just Heathrow.

To conclude, I speak on behalf of thousands of residents across Twickenham and south-west London, as well as London Liberal Democrat MPs, Richmond Council and members of the Greater London Assembly, when I say that we wholeheartedly and vehemently oppose a third runway at Heathrow airport. We will mobilise against any further plans. It is bad for the environment, bad for local communities, bad for our net zero targets and even potentially bad for our economy. It is time that the Government woke up, smelt the kerosene and opposed Heathrow expansion.

Seafarers’ Wages Bill [Lords]

Christine Jardine Excerpts

Tuesday 7th February 2023 Commons Chamber

[Christine Jardine (Edinburgh West) (LD)]

I recognise that this measure was based on data carefully collected. However, does the Minister not accept that the figure of once a week would bring into scope an awful lot of shipping with seafarers who do have a close connection to the UK, and that once a week might be a fairer figure?

[Mr Holden]

I understand what the hon. Lady is saying and I will address that point directly in a moment, after I have gone through the main points of why we are pushing back on this suggestion. The rationale for the high-frequency criterion is to ensure that seafarers affected by the policy are only those with close ties to the UK by virtue of their working on services that regularly call in UK ports. That covers the overwhelming majority of passenger ferries. We have assessed this using Department for Transport data, which has also been backed up by the Chamber of Shipping’s written evidence to the Public Bill Committee. Crucially, this focuses the Bill on the short-sea services, clearly justifying the seafarers’ connections to the UK and therefore a UK-equivalent level of pay protection. Reducing the frequency with which services must call at UK ports before coming into the scope of the Bill’s requirements to include weekly services would dilute the concentration of the Bill in protecting seafarers with the closest ties. It would then bring into scope some deep-sea container services which we do not feel can legitimately be said to have close ties to the UK. Services that might visit many ports in a foreign country, perhaps coming to the UK once a week, would also be included, which gives rise to the question of whether we would be legislating for another country.

Furthermore, the national minimum wage equivalence will apply only in UK waters and therefore would extend to a cargo service dropping off once a week for a matter of hours, with marginal if any impact. The proposal therefore has multiple downsides, and I hope the hon. Lady can understand why we are looking at it in that sphere.

--- Later in debate ---

[Mr Holden]

I will write to the right hon. Gentleman about that to see whether we can publish anything further. I just say that a full consultation took place, and the details of it have been fully in the public domain. We have arrived at this position having considered all the implications of the proposal. On a major number of issues the Government have moved significantly in this area. I have listened to Members from across the House and in the other place to address their concerns. However, on this specific issue the scope would be widened to operators that really are not UK operators; they are from other countries and would just be popping into UK ports. That would have major international implications, as I am sure he can understand.

[Christine Jardine]

rose—

[Mr Holden]

I will take one final intervention.

[Christine Jardine]

I appreciate that the Minister is giving up a lot of time on this. However, would most people listening to this debate not feel that vising a port once a week is a regular, substantial amount of presence, and that we would be missing out a substantial number of people?

[Mr Holden]

I think the hon. Lady is incorrect on this point. We are talking about someone based overseas who visits a UK port once a week for a matter of hours and who may be operating in the territorial waters of another country for the overwhelming majority of their working time. This would be similar to someone employed under a British lorry driver’s licence going over to do deliveries in another country as well. There is this idea that we would suddenly change things for those few hours that people were perhaps at a UK port, but that would be inconsistent with our obligations and it raises real issues associated with our interactions with other port operators, particularly across the North sea, and with our friends and allies in Europe, who are looking at similar legislation. We have been working on that with our European partners. We are already in conversations with the French on this issue and on others. The UK is leading the way on legislation in this area of regular services, but we have to do it in such a way that it also fits with international maritime law. We also need to ensure that we are on the same page as our friends and partners across the continent.

Seafarers’ Wages Bill [Lords]

Christine Jardine Excerpts

Monday 19th December 2022 Commons Chamber

[Christine Jardine (Edinburgh West) (LD)]

It is an honour to follow the hon. Member for Leeds East (Richard Burgon). Like him, I feel that a consensus is emerging in this place tonight. We all welcome the Bill, but we welcome it as a first step and see the flaws in it. I would like to reassure the hon. Member for Dover (Mrs Elphicke) that there is not really any opposition to the Bill, and reassure her constituents that everybody in this House feels very strongly about what happened to those workers who had given their careers, and in many cases their lives, to P&O.

As the hon. Member for Witney (Robert Courts) said, P&O is an iconic company in this country. To many people, it epitomises our seafaring tradition and the merchant marine—people see that in P&O. Like Cunard, P&O is synonymous with the image of Britannia and the waves, so when I look back to March, it is not easy to put aside the shock that came with the news that it had treated almost 800 of its staff so shamefully. It is clear from the reaction in the House tonight that none of us here has been untouched by what we remember from that time. The RMT estimates that 75% of those 800 UK seafarers worked on the Dover-Calais route, as well as on services out of Hull, Liverpool, Cairnryan and Larne. Just about every port in the UK was affected and had constituents who were affected, and landlocked constituencies had families who were affected by what happened. What was also significant about it was that it exposed a major flaw in UK employment legislation as it affects seafarers, and the potential for that major flaw in UK law to be exploited by others.

The Liberal Democrats support the Bill, which has three main principles at its core. Seafarers with close ties to the UK who work aboard services in scope of the Bill but do not qualify for the UK national minimum wage will receive fair pay. The Bill will disincentivise the race to the bottom that we have talked about in employment standards among operators. It will protect the reputation of the UK maritime sector, of which P&O is such an important part, following the disgraceful actions of that company.

However, there are flaws in the Bill. The Liberal Democrats in the other place had three main concerns: the lack of sufficient protections for seafarers; compliance with international conventions and agreements—of which the Bill potentially challenges a number—and the practicalities of implementation and enforcement, which have been raised by the UK Chamber of Shipping, the British Ports Association and trade unions. The RMT in particular wants to see changes to the Bill, including amendments to prevent port-hopping and other avoidance techniques by operators, and to introduce collectively agreed standards for roster patterns, pension rights, crewing levels and training schemes.

When the Bill moves forward into Committee, I urge the Government to take on board those concerns and to ensure that the Bill is improved in the way that I think we all—on both sides of the House—would like to see, for the wellbeing of seafarers, not just at the moment but in the future, in an industry that is in the DNA of this country.

Night Flights: Impact on Communities

Christine Jardine Excerpts

Tuesday 8th November 2022 Commons Chamber

[Munira Wilson (Twickenham) (LD)]

rose—

[Christine Jardine (Edinburgh West) (LD)]

rose—

[Sarah Olney]

I will give way to my hon. Friend the Member for Twickenham (Munira Wilson) first.

[Sarah Olney]

My hon. Friend raises an important point. We would like to see night flights restricted as much as possible to increase the amount of sleep that our constituents can get.

[Christine Jardine]

My hon. Friend is making an excellent speech and an excellent point on an issue that is pertinent to her constituents with regard to Heathrow, and affects my constituents in Edinburgh and, I am sure, people surrounding every other airport in the country. Night flights are a constant problem. I find my constituents constantly facing the problem of disturbed sleep—more so now that flights are increasing again post pandemic—which has both a physical and an emotional impact on them. Perhaps what we really need is some way of being able to control this, because the airports themselves at the moment cannot seem to control night flights.

[Sarah Olney]

I thank my hon. Friend for that excellent point. She is right, which is why we are calling for independent analysis and tracking so we can see exactly what goes on.

--- Later in debate ---

[Mr Holden]

I thank the hon. Lady for that point, and I will address that exact issue later in my speech.

As the hon. Lady said, the night flight regime is now in place until October 2025, and we intend to consult in late 2023 on proposals for the next regime. I urge hon. Members who are interested in this issue to take part in that consultation, and I look forward to the hon. Lady’s feelings and those of her constituents being made known.

The night flight regime limits the number of flights for the purpose of noise management. The restrictions significantly reduce the number of flights that would otherwise operate because of the quota. At Heathrow, the number of movements permitted has not changed for many years. Although I admit that there are occasional extra flights, they are not something that the Government want to see expand in the future.

The new generation of aircraft, such as the A350 and the Boeing 737 MAX, have a significantly smaller noise footprint on departure and on arrival—it is about 50% smaller on departure and 30% smaller on arrival—than the aircraft they are replacing.

[Christine Jardine]

rose—

[Mr Holden]

I am sorry, but I have to get through my speech.

Overall, aircraft noise is expected to continue to fall in the future. The last consultation on night flight restrictions did implement a ban on QC4-rated aircraft movements at the designated airports during the night-time quota period to specifically address some of the noise concerns. Prior to the pandemic, departing Boeing 747-400s were the noisiest aircraft in regular service at those airports. Although they could not be scheduled during the night quota period, they could still operate if delayed, although there were only very few of those delays. The operational ban on QC4-rated movements came into effect for the most noisy aircraft at the end of last month for the winter 2022-23 season. It will help in limiting the number of people significantly affected by aircraft noise by preventing those aircraft from operating.

On the dispensations, I know that Heathrow would be keen to meet the hon. Lady and other colleagues to discuss the issue further. I am aware of the issue she raises. Section 78 of the Civil Aviation Act 1982 sets the legal framework through which the Government set the night flight operating restrictions at the designated airports. That allows the airport operator, or the Secretary of State for Transport, to disregard certain movements, providing that they meet specific criteria. Those dispensations are granted by the Secretary of State and include flights by senior members of the royal family, UK Government Ministers or Heads of State on official visits. Humanitarian relief flights or exceptional circumstances could also be covered. Dispensations under a notice granted by an airport manager, which would include emergencies where there is immediate danger to life or health, are also included, as are delays as a result of disruption that lead to serious hardship and major congestion at an airfield or terminal.

This summer was particularly challenging from an air traffic control perspective and resulted in an increase in late-running flights. Widespread and prolonged air traffic disruption accounts for the majority of the 415 flights that the hon. Lady mentioned, which qualified for a dispensation at Heathrow. Any movements that are granted a dispensation in this way do not count towards an airport’s movement allowance. I appreciate that that creates uncertainty about the night flights that communities can expect.

Airspace Modernisation Strategy

Christine Jardine Excerpts

Tuesday 1st November 2022 Westminster Hall

[Christine Jardine (Edinburgh West) (LD)]

I beg to move,

That this House has considered the progress of the Airspace Modernisation Strategy.

It is a pleasure to have you chair this debate, Sir Edward. I think it is fair to assume that if I were to say to most of my constituents—and to most people—the words “airspace modernisation strategy”, they would not necessarily immediately assume that it directly affected them or was something they might even get emotional about. But they would be wrong.

For as long as I have been elected, my inbox has been full of reactions from people reaching out to me because of their distress at the constant noise, the lack of sleep and the pollution caused by the local airport, all of which are reasons why it is difficult to overstate the importance of the current airspace modernisation exercise to our communities, to our airports themselves and, of course, to the climate.

The airspace above the UK is, as we know, some of the world’s most complex. It has been variously described as an invisible motorway network or an infrastructure in the sky, and it is at least as crucial to the UK’s domestic and international connectivity as our more tangible ground-based networks. However, its use and air routes were designed in the 1950s for a very different generation of aircraft. Modern planes and their capabilities, and modern navigation technology, make it possible to move towards having more efficiency and environmental protection.

Aircraft can now follow clearer and less complicated structures, fly more directly and reduce emissions. With such changes and modernisation, passengers can be more confident that their holidays, business trips and deliveries will not be affected by costly delays, and that they will be offered quicker, quieter and cleaner flights, which is the aim of NATS, as a founder member of the International Civil Aviation Organisation’s global coalition for sustainable aviation. We are also told that changes will make it possible to achieve the 2050 net zero emissions target that the aviation industry has set itself.

Of course, we all want the modernisation exercise to succeed, but we also have to recognise that since it was launched the circumstances have changed. It will now be more complicated and more expensive. At a time when the aviation sector is recovering from the impact of covid, the additional costs will place an enormous burden on our airports. Along with NATS, they have to follow the Civil Aviation Authority’s seven-stage CAP1616 airspace change process. That is why I felt it was important to raise this issue and its implications, to examine progress, and to ask whether more can be done to support our communities and to put our airports through this exercise more smoothly and effectively.

[Fleur Anderson (Putney) (Lab)]

I have a lot of constituents writing to me about flights coming into Heathrow at 4 o’clock in the morning. Does the hon. Lady share my concern, and the concerns of my constituents, that more and more special dispensations are being given to break the Heathrow airport night-flight quota? Does she agree that as part of this modernisation all airports in urban areas should be beginning to move towards an eight-hour night-flight ban?

--- Later in debate ---

[Christine Jardine]

I thank the hon. Lady for her important intervention on another aspect that is reflected in communications from my constituents. As the effects of the pandemic on air travel have lessened, so the number of night flights has increased, as have the number of complaints. Not to criticise the airports, but they seem unable to do anything about flights simply arriving late and companies being willing to pay to the levy. This is caused by delays because we have not yet modernised the airspace and flights are taking longer. I completely agree that that is an important effect of the delays that we have to take into account.

The pandemic damaged the profitability of our aviation and travel industries. It has made the cost of this modernisation exercise much more difficult to absorb. Just last year, on the announcement of £5.5 million of Government funding, the chief executive of the Airport Operators Association described airspace modernisation as,

“essential for aviation to build back better, so that a recovery of 2019 passenger levels does not come with 2019 noise impacts and carbon emissions.”

That is very much what the hon. Lady was talking about—the 2019 impacts on night flights and pollution. That is part of the reason why it is so important to the communities throughout the country who live beside or beneath airport flightpaths that we address this issue.

In Edinburgh, the situation is further complicated. The mailbox I mentioned is full of concerns and complaints, because new flightpath plans for Edinburgh airport have been the subject of planning consultation and rejection by the Civil Aviation Authority for more than five years. By the time the modernisation is completed—if it is completed on schedule—it will have been more than a decade since the exercise to modernise the approach and take-off routes was launched. That has had an impact on not just my constituents but those in adjoining constituencies who live under the approach. Their patience has been stretched.

It has been difficult for the airport, too. Please remember that Edinburgh airport is vital to the economy of not just the city but Scotland, in providing employment and connectivity around the globe. The delays have been expensive at a time when it has had to bear the impact of the pandemic, which I mentioned. It now finds itself, like every other airport in the country, competing for the best results it can get from the modernisation. We all want the Civil Aviation Authority to get this right—of course we do—but we want that within a timeframe that is acceptable for those who have lived with the effects of an outdated scheme for 20 years. We do not want them to wait 20 more.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

Does the hon. Member agree that although the Civil Aviation Authority should obviously continue to have a primary duty in respect of safety, it should also have greater responsibility than it currently has for the environmental impacts of aviation on not just climate change but noise?

[Christine Jardine]

I do. I completely agree with the hon. Lady; she makes a good point. The environmental improvements that we are seeing in aircraft, such as the use of sustainable fuels and vertical take-off aircraft, all need to be taken into account in the modernisation. I am told by various organisations that they have not been, or that after the airport gets the latest instructions from the Civil Aviation Authority, something else is improved and, by the time they go back with the proposals, the goalposts have shifted again. It is vital that the latest technology and improvements are part of the modernisation and that we do not find that when it comes into place it is already out of date.

[Steve Brine (Winchester) (Con)]

It is good that the hon. Lady has secured this debate. I represent Winchester; Southampton international airport is next door to me but not in my constituency. No matter how the flightpaths into that airport are changed, it will either please one group or community and displease another, or displease the first and please the second. It is only really moving the pieces around. The hon. Lady’s point about using modern technology for quieter, cleaner and more efficient aircraft has to be part of the airspace modernisation programme; otherwise we will go through a whole world of pain for little change in some regional airports, such as the one next door to my constituency.

[Christine Jardine]

I thank the hon. Member for his point, which is absolutely correct. There is a danger that we just shuffle everything around and a different community bears the brunt, whereas there are improvements being made that could improve the situation for everybody.

At this point, let me I thank and pay tribute to those in my constituency and around all our airports: without them, we would not be able to pursue this issue. Because they have been vocal about the impact, we are able to highlight just how important it is to get this right. It is our duty to look after the wellbeing of the people we represent. When I receive as many messages as I do talking about the decline in the mental and physical health of people living under the flightpaths, I believe it is our responsibility to do everything we can to ensure that this exercise is successful.

I have, then, several asks of the Government. Will they assure us that everything possible is being done to take into account the technological changes and overcome the problems and delays caused by the pandemic, when many airspace modernisation programmes—as part of this exercise—had to be paused?

I know that it will cost money, which is my second ask. The Airspace Change Organising Group has the financial backing to support our airports, many of which were devastated by the pandemic. They will not get back to 2019 levels and do not have the financial resources any more; they need more support.

Finally, but perhaps most importantly, I ask that we do everything possible to improve communications and ensure that local communities are aware of how the plans are progressing and what the potential benefits are for them. CAP1616 places a greater emphasis on consultation with stakeholders than there was previously, but I know from my own constituents and local airport that that is not enough. I am told by the airport that the communications are not what they should be, and that that is slowing down their progress in getting in successful modernisation proposals and getting them through.

At a time of so much uncertainty, in politics and in our economy, we can surely never have had a stronger reminder that confidence and trust come from communication and listening. We need the clarity, communication and reassurance for our airports, our aviation industry and—most importantly—our communities that this exercise is progressing swiftly and being effectively organised.

P&O Ferries

Christine Jardine Excerpts

Thursday 17th March 2022 Commons Chamber

[Robert Courts]

The hon. Member is quite right to draw attention to the fact that we have and will continue to have a need for seafarers. We are a maritime nation and we depend on such links for connections in respect of people as well as in respect of freight. The hon. Member is of course right about that. I am passionate about championing British seafarers, about their skills and about ensuring that more people have the ability to benefit from a fascinating, rewarding and enjoyable career. I will continue to work with my colleagues to see what more can be done on that.

[Christine Jardine (Edinburgh West) (LD)]

I, too, thank the Minister for coming to the House on this matter and for the tone that he has adopted. I am sure that we all share the feelings that this is completely despicable and unacceptable behaviour by the company. Rather than just signposting people to help, have the Government considered taking this company into public ownership, in the way that they have with previous companies, such as railway or aviation companies, to ensure that the jobs are protected and that our vital transport link with the continent is protected? Have the Government considered that and if not, why not?

[Robert Courts]

The hon. Lady is not drawing direct comparisons. As I understand it, this is not a company that is at risk of immediately ceasing operations, so the parallel she seeks to draw is not entirely accurate. I can be absolutely clear that, while commercial decisions have to be taken by companies, they should engage with people, they should consult, they should discuss things with them, and, at all times, they should treat them with the respect that they deserve.

Oral Answers to Questions

Christine Jardine Excerpts

Thursday 4th November 2021 Commons Chamber

[Chris Heaton-Harris]

I would be delighted to visit. I am sure that the Secretary of State would as well; he definitely does not need a harness to visit places. We are well aware of the opportunities that exist in this area and the importance of the National Memorial Arboretum to so many people. I look forward to continuing conversations with my hon. Friend in due course.

[Christine Jardine (Edinburgh West) (LD)]

My inbox—and, I am sure, those of many other Members—is mounting up with complaints from constituents who have been waiting months for responses from the Driver and Vehicle Licensing Agency about drivers’ applications. Many of them are professional drivers, of whom there is a shortage at the moment. One of my constituents who was renewing his licence has not had a reply in time and now cannot work. Will the Secretary of State assure us that something is being done to catch up with the backlog?

[Grant Shapps]

I bring the hon. Lady and the House good news. It was reported a few weeks ago that there were 56,000 outstanding licence applications at the DVLA, where there had been a long-running strike during covid. The good news is that that 56,000 is now down to just 16,000, of which 4,000 are returned within five days. Those are the new applications. The remainder are being worked on quickly and do not, in fact, stop anybody from driving. They are largely renewals, changes of address and so on. Drivers are allowed to continue driving while waiting for those to be returned, but we will have even that list down within the next week or two.