Airport Capacity

Alan Brown Excerpts

Tuesday 25th October 2016 Commons Chamber

[Chris Grayling]

All I can say on that is that I have no doubt that my right hon. Friend the Chancellor of the Exchequer will have heard that representation in advance of the autumn statement and the subsequent Budget.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

I welcome the fact that the Heathrow proposals include the potential for a logistics hub at Prestwick airport, and I urge the Secretary of State to involve all the relevant parties to ensure that that happens. May I also ask him, in relation to strategic thinking, to consider Prestwick when making the spaceport decision? This would give Prestwick sustainability and a long- term future.

HS2: North-west of England

Alan Brown Excerpts

Tuesday 11th October 2016 Westminster Hall

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to serve under your chairmanship, Mr Owen. I congratulate the hon. Member for City of Chester (Christian Matheson) on securing the debate. My job of summing up for the SNP may have been slightly easier if the motion did not say “north-west of England” but stopped at just “north-west”. I noted that the hon. Member for Weaver Vale (Graham Evans) said that he agreed with every word that the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) had said. That may be a first, and it says a lot about the quality of the debate.

I agree that HS2 should be not just about connecting London, Birmingham and Manchester. It must be much more strategic than that. We have heard about east-west connectivity, and the hon. Member for City of Chester mentioned connectivity onwards north to Scotland, which must happen. There has been a bit of a theme among all the contributions: the economic benefits that arise from the expenditure on this big project, not just the cost burden, must be spread across the whole of the UK.

The call for a hub at Crewe makes absolute sense. That seems critical to connectivity between the regions and nations of the UK. I also agree that the project must be future-proof. I am concerned that under the current HS2 arrangements the classic compatible trains that will be purchased to run on the network will actually run slower on the west coast main line north of Crewe than trains do at present. People will get to Crewe having had a quicker journey time, but then the service north of there will be diminished. That is not acceptable, so I ask the Minister to think about that in the long run.

To pick up on some of the other contributions, the hon. Member for Eddisbury (Antoinette Sandbach) almost seemed to make the case against the project, which I found quite surprising, talking about the costs and engineering difficulties. I think there was a wee bit of “not in my back yard” and “we’ll take the benefits, but please build the railway somewhere else.”

Like the hon. Member for Stalybridge and Hyde, I was on the High Speed Rail (London - West Midlands) Bill Committee, and I agree with him that HS2 is about capacity. The hon. Member for Colne Valley (Jason McCartney) said in an intervention that it is about not speed but capacity, but in my opinion it is about both. If we do not have the right speed, the attraction for passengers will not be there, especially when we look at extending the network north to Scotland. We have aspirations of a three-hour journey time from London, which would really compete with the budget airlines.

I have already said that the hon. Member for Weaver Vale agreed with every word said by the hon. Member for Stalybridge and Hyde, which was good. The hon. Members for Wythenshawe and Sale East (Mike Kane) and for Cheadle (Mary Robinson) made clear the need for Manchester to be properly connected, with the benefits that it will bring, and the need for the east-west spur.

I apologise for repeating myself, but HS2 must be strategic and connect the entire country. Plans must be taken forward to bring the high-speed network north to Scotland. The hon. Member for Stalybridge and Hyde said he hoped that the project would start in the north, and he used Manchester as his example of the north. Actually, “north” is further north than Manchester. However, I agree with the sentiment: it would be great to start construction in the north—north of Manchester, perhaps in Glasgow, and bring it right down from there, with the economic benefits being shared by all.

Oral Answers to Questions

Alan Brown Excerpts

Thursday 15th September 2016 Commons Chamber

[Chris Grayling]

My policy and the Government’s policy is that devolution should happen where it will make a difference, not simply for its own sake. I need to see the Mayor’s proposals about how he thinks he can enhance services in London—I am looking forward to seeing them—before I consider any changes.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Given that the Secretary of State has today confirmed his commitments to Scotland and to investment in infrastructure, will he have a word with the Chancellor about reversing the 25% cut that Scotland has suffered in its capital budget to allow further investment in roads and rail in Scotland?

[Chris Grayling]

Scotland benefits enormously from the funding support that is provided to it as part of the United Kingdom. That will continue, unless people seek to change the situation and put Scotland in a position where it would be far worse off and far less able to invest for its future.

Electric and Hybrid Electric Cars

Alan Brown Excerpts

Wednesday 6th July 2016 Westminster Hall

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to serve under your chairmanship for the first time, Mr Turner. I congratulate the hon. Member for Tiverton and Honiton (Neil Parish) on securing this debate. One quite good thing about Westminster Hall debates is that they give me a chance to agree with Conservative Members, and I pretty much agreed with everything he said, including his recommendations and conclusions. He mentioned the need for continued tough regulations and targets on climate change and air quality after Brexit. I agree with that, but from a Scottish perspective I hope Scotland will remain in the EU, as the Scottish people wish.

The standard motion in a Westminster Hall debate is “That this House has considered” the topic. By default, for electric and hybrid cars, the answer is yes. The House has already considered the matter, and there have been different Government policies on it. However, those policies have changed, which is part of the reason why electric vehicle uptake is not as high as was originally predicted.

Everyone agrees that electric cars are good for the environment and they have the bonus that their running costs are estimated at 2p to 3p per mile, which is way cheaper than 16p per mile for the average family car that runs on conventional fuels. But, as the hon. Member for Tiverton and Honiton pointed out, up-front costs are a barrier to many people being able to purchase these cars, so the uptake has been way too small for us to start to make inroads in climate change targets. The Government need to take more action, and that action has to be joined up across the entire energy sector if it is to contribute to meeting climate change targets. I emphasise that I agree with the hon. Gentleman’s recommendations.

[Sir Greg Knight]

Does the hon. Gentleman agree that another barrier to many of us leading by example and using an electric car is the range of the vehicle? If he or I wanted to travel from our constituencies to Westminster by electric car, we could not currently do so without breaking the journey to recharge it.

[Alan Brown]

I agree with the right hon. Gentleman. The point was made earlier that the up-front cost is one barrier, but another is the availability of charge points and the distance cars can travel. I hope to touch on that a little later.

In 2011, the coalition Government published their strategy paper for electric vehicles, which predicted that between 1% and 2% of new car registrations in 2015 would be electric. That was a very modest target, but sales for the third quarter of 2015 were less than 1%—effectively, the target was missed by 100%. Between 2010 and 2015, only 42,700 out of 3.4 million new cars registered were electric. That is only 1.3%, so there is a long way to go. A 2050 horizon for nearly every car being electric is a reasonable timeframe and an acceptable target for the Government but, if we are to achieve that, instinctively, it feels that we need a much higher uptake than we currently have. To achieve that will require more Government action. Will the Minister explain what additional steps are planned?

We heard earlier that that wee independent oil-rich country called Norway has managed to achieve a market share for electric vehicles of 18%—that is what my notes say; if it is 25%, as the hon. Member for Tiverton and Honiton said, that is even better—so there are clearly lessons to be learned.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

The all-party group on energy heard last week from Statoil, the Norwegian state oil company. It said that, although setting tough targets on emissions is important, we really need to take action to change people’s behaviour. Does my hon. Friend agree that Norway is making a huge contribution in that regard? If we could mirror what Norway is doing—for example, by taking similar fiscal steps—that would be a good model on which the UK could base its plans.

[Alan Brown]

I totally agree. It is ironic that Norway has made so much money from oil but is now re-investing it and planning for the future by reducing emissions. There are clear lessons to be learned from how Norway set up an oil fund for future investment.

I return to Government policy. Further proof of inconsistency is shown by the fact that in March 2011 the coalition Government stated that by June 2011 they would publish a strategy to deliver 8,500 charging points throughout the UK. Come June 2011, the emphasis was on how charging would mainly take place at people’s homes. That was seen as a retreat from the original commitment. I agree with the logic—most people would prefer to charge their cars overnight at a charge point in their home—but in cities in particular that option is not available to many people. It is now July 2016, and there are still only 4,094 connection points, so it is clear that the planned accessibility is not there and that, as we have heard from other Members, that is a barrier to the increased use of electric cars.

In 2014, it was pledged that there would be a rapid charge point at every motorway station and a network of 500 rapid chargers throughout the country by the end of 2014. In 2016, there are still only 689 rapid chargers, so it is fair to say that that target was missed. Can the Minister update us on the status of the plan for a rapid charger at every motorway station?

General availability is patchy as well. Some 33% of connectors are in London and the south-east. I am pleased to say that Scotland is punching above its weight, with 15% of the UK’s total. That is partly thanks to the Scottish Government’s investment of £11 million in 900 publicly available charging bays. There seems to be ambiguity about charge points, which are the locations, and the number of connectors. That ambiguity seems to suit the Government when they answer questions, because the number of chargers gets conflated with the number of charge point locations.

[Michelle Donelan]

Does the hon. Gentleman acknowledge that certain authorities, such as Wiltshire unitary authority, have led the way and are ensuring that there are multiple charging points? In fact, there are many in my constituency. I agree that coverage is patchy in certain areas, but there are areas that we should hold up as beacons of how to do it right.

[Alan Brown]

rose—

[Mr Andrew Turner (in the Chair)]

Order. I should inform Members that, when the hon. Gentleman has finished, there will be five minutes for each speaker.

[Alan Brown]

I will take that as a cue to hurry up, Mr Turner. I appreciate the point made by the hon. Member for Chippenham (Michelle Donelan): good practice should be held up and rolled out.

There is no doubt that the Government can and do drive behaviour. Things just cannot be left to the free market. Previous changes in road tax certainly led me to select a hybrid electric vehicle as a company car—the tax was lower—but for others diesel cars are currently more financially accessible and are seen as having great mileage coverage. We know, though, that the flip side is that diesel vehicles cause the highest pollution in terms of particle emissions. That is further proof that a better long-term strategy is required.

[Mr Andrew Turner (in the Chair)]

Order. Are you about to finish your remarks?

[Alan Brown]

Yes. Sorry, Mr Turner.

It needs to be about more than just cars. The Scottish Government have led the way—Aberdeen now has Europe’s largest fleet of hydrogen-powered buses—and are working towards a low-carbon economy, as the UK Government should be. This debate is related to renewables targets, which have not been helped by the removal of subsidies for renewables. Finally, if the use of electric vehicles increases, we need a regulatory framework for their maintenance and a qualification regime for the technicians who will be working on them. A 500 V hydrogen cell battery cannot be tinkered with lightly.

[Several hon. Members rose—]

Oral Answers to Questions

Alan Brown Excerpts

Thursday 30th June 2016 Commons Chamber

[Andrew Jones]

The pothole action fund has a budget of £250 million across this Parliament. The first allocation has already been made this year. It has been allocated to councils according to the number of highways for which they are responsible. We are looking at how we can make the fund as efficient as possible but the key thing is that we are backing local authorities to improve the quality of their local road network.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

T9. I have previously highlighted the predicted 45,000 shortage of HGV drivers in the UK. That is only going to get worse after Brexit because many agencies already rely on EU citizens to supply HGV drivers. When will the Government commit to looking at the cost benefits of providing grants for companies to put people who are unemployed through HGV training?

[Mr McLoughlin]

I have had discussions with my right hon. Friend the Secretary of State for Work and Pensions on these matters, as far as training is concerned, and we are looking across at the Department for Business, Innovation and Skills, too, to assess what can be done to move this issue forward. There are good opportunities for young people to become drivers, and I would encourage them to look at those opportunities.

West Coast Rail Franchise

Alan Brown Excerpts

Tuesday 14th June 2016 Westminster Hall

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to serve under your chairmanship, Mr Brady. I congratulate the hon. Member for Carlisle (John Stevenson) on bringing forward this timely debate.

The hon. Gentleman spoke in his opening remarks about connecting the great cities of the country. In my opinion, it is about connecting the great cities of the countries of the UK, rather than a single country, but maybe that is me being parochial. I agree with everything the hon. Gentleman said about customer service and the importance of incorporating that into the new franchise and getting it right on car parks, luggage storage, toilets and wi-fi. I have to confess that I have been caught up in the “Euston sprint”, so I will try to remember the advice—it is a rather unedifying sight when the wee voice in the back of my head says, “Run! Run, get that table!”

The west coast main line is very important to Scotland, given that it is one of two cross-border lines that serve it. For me, it imperative that the Scottish Government are consulted and allowed to have an input on the new franchise. As to the other cross-border route, if the UK Government want to assist with the extension of the Borders railway to Carlisle, I am sure that the hon. Member for Carlisle would like that.

It was only recently that the importance of the west coast main line was demonstrated, indirectly, with the forced closure of the Lamington viaduct. Not only did that disrupt cross-border services; there was a considerable knock-on effect on local services north of Carlisle. Local commuter services in my constituency were affected because trains were rerouted from Carlisle to Glasgow via Kilmarnock.

To return to my point about the Scottish Government’s involvement, the 2012 franchise shambles confirms my view. The award process was scrapped at the 11th hour without the Scottish Government being notified; that had a knock-on effect on the Scottish Government’s tendering process for the ScotRail franchise. Also, scrapping the FirstGroup award and the direct award to Virgin cost the taxpayer about £50 million. That £50 million is equivalent to the cost of the free wi-fi that the Department for Transport pledged for some train services in 2015. A current issue, which I have raised in Parliament, is “talking buses” and the provision of audiovisual equipment on buses; the cost is estimated at £5 million a year, and we can see what that £50 million could have done, if it had not been wasted in that franchise process.

The direct award that resulted from the scrapping of the franchise limited the Government’s negotiating hand. It is much more difficult to deal with a sole bidder. I recognise that there was scrutiny of the direct award, to try to ensure best value for money. I note that the commitments made as part of that included the conversion of 21 first-class carriages to standard class; £2.5 million to improve the interior of the Pendolino fleet; £20 million to modernise and enhance stations; work with Network Rail to improve journey times from London to Scotland; and work to remodel the Carstairs junction in Scotland. I hope the Minister will update us on the progress of all those things that are part of the current direct award franchise, and see how they could be built on and improved in a future franchise. The shortest journey time to Glasgow at present is still four and half hours; it has certainly not decreased in recent years.

As for train carriage refurbishment, I will just make a wee plug for a company in my constituency. It is a train refurbishment company called Wabtec, and the work it does—the quality of the fit-out—is genuinely fantastic. The carriages look brand spanking new once they are refurbished, and the turnaround time is incredible. I make a wee plea to the Government and any of the train companies that are listening to bear Wabtec in mind.

When it comes to reducing journey times to Scotland, it is imperative that rail upgrades north of Crewe should tie in with the planned upgrades for HS2. At present, the planned high-speed classic compatible trains will actually run slower when they are in the existing train network north of Crewe, because they are designed fundamentally for the high-speed infrastructure. Previously, Ministers have told me that that would be addressed in the next investment phase for Network Rail. Will the Minister confirm that the improvements north of Crewe, which should clearly benefit the hon. Member for Carlisle and his constituents, will be taken on board in the Network Rail investment phase? Without that investment, the current journey time of four and a half hours will be really difficult to get down to the predicted three hours and 40 minutes—the stated post-phase 2 journey time to Glasgow. Otherwise, it seems to be a matter of the timetable that clearly exercises other hon. Members; and I can understand why they are fighting for their constituents, to make sure they do not lose out on services this year.

I want to comment briefly on the recent ScotRail franchise, which has been awarded by the Scottish Government. I suggest that it contains some of their asks for the forthcoming west coast main line franchise. The franchise, which was awarded to Abellio, confirmed that the living wage will be payable to all staff and contractors. There were no compulsory redundancies, and pensions and travel rights were protected. There is free wi-fi in all trains—wi-fi has already been mentioned in the debate—and upgraded rolling stock. Also, Abellio relocated its headquarters to Scotland. I am not saying that that would be an ask, but, again, if the winner of the west coast franchise wants to relocate its headquarters to Scotland, it will be very welcome.

In answer to an oral question I asked in the Chamber, the Secretary of State advised me that the Scottish Government could learn good practice from the UK Government, but I beg to differ, given that the ScotRail Abellio franchise was awarded in October 2014, with the bidding process starting just after the previous west coast main line shambles. At that time, the Labour party called on the Scottish Government to halt the ScotRail franchise process, on the basis that some unspecified powers might come to Scotland after the Smith commission.

Rather than proceeding with a bid that allowed new investment, new ticketing, new jobs and a possible profit share, the Scottish Government were asked to do nothing but extend existing arrangements—which would have prevented that investment. For a franchise to work, there must be some form of security as to duration, and that is why it was important to go ahead with it. Under Labour’s plans, we would have been left in limbo until at least the year 2018, and more likely 2019. Actually, by then we will be half way through the Abellio franchise, which is allowing continuing investment at the moment. Also, now that we have additional powers under the Scotland Act 2016 to allow a public sector bid, it is possible to plan for that process, for when the Abellio franchise comes to an end, which will be in 2022 or 2025.

To go back to the main thrust of the debate, the new west coast main line franchise must have Scotland at its heart, and accordingly it must have reduced journey times to Scotland. That means marrying the new franchise to the strategic rail investment programme. It also means involving the Scottish Government.

[Mr Graham Brady (in the Chair)]

We have about 40 minutes for the three Front-Bench winding-up speeches, and perhaps a brief comment from the hon. Gentleman who moved the debate. I trust the Front-Bench spokesmen to co-operate with each other to ensure that that happens.

--- Later in debate ---

[Claire Perry]

I am always happy to look at things that happen on ferries, because I represent one of the most landlocked constituencies in Britain, so it is always novel to do so. I will come on to smart ticketing, which the hon. Gentleman knows is a particular passion of mine.

[Alan Brown]

I thank the Minister for giving way, especially as she was moving on to another point. I asked earlier about the commitment on journey times in the existing franchise, which was supposed to look at improving journey times in Scotland. That is clearly a massive issue, and I remind her to give us an update on that.

[Nadine Dorries in the Chair]

[Claire Perry]

It is a pleasure to serve under your chairmanship, Ms Dorries.

Absolutely, and looking at how existing commitments to journey time improvements can be met is part of the current programme.

I wanted to say to my hon. Friend the Member for Carlisle that during the public consultation, we will go out and talk to as many people as possible. We will hold a meeting at Carlisle station tomorrow from 3.30 pm until 5 o’clock. Perhaps he will encourage his constituents to come along and see some of the proposals and have a conversation with officials.

I will deal briefly with fares and on-board service. Although this franchise has some of the most reasonable fares in the country, particularly for tickets bought in advance, it also has some expensive walk-up fares. The most important thing is that we have capped fares at inflation for the duration of this Parliament, at a cost to the public purse of £750 million, which will save the average season ticket holder around £425 over the Parliament. That is absolutely right. However, we will ask the next franchise holder how fare structures could help to ease the shoulders around the peak, when trains can be very crowded. The world is changing; people are not working nine to five, five days a week the whole time. I have been keen for bidders to be asked to propose options that allow people who work part time—perhaps two or three days a week—to buy more cost-effective tickets or multi-buy discount tickets. We have specifically asked for that in franchise competitions, and we plan to do so in this one as well.

Wi-fi has come up several times. I was delighted to be the Minister to announce that all trains, with the exception of those that are being phased out, will have free on-board wi-fi by the end of 2018, and this franchise will be no exception. It already has a good wi-fi service in certain classes, but it is not free on all services, and it absolutely should be. I take on board the comments that my hon. Friend the Member for Carlisle made about improved luggage and seating arrangements, which is another thing to feed in.

Transport and Local Infrastructure

Alan Brown Excerpts

Thursday 19th May 2016 Commons Chamber

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Like the hon. Member for St Austell and Newquay (Steve Double), I start with an apology. Unfortunately, I will be unable to stay for the duration of the debate and to listen to the summing-up. Unlike the hon. Gentleman, however, I am not going to Buckingham Palace; I am going back to my constituency.

The theme of today’s debate is transport and local infrastructure, and there is no doubt that infrastructure investment drives growth and creates both construction jobs and long-term business-related jobs. Any sensible investment in infrastructure is therefore to be welcomed, but I believe that more can be done, which is why the SNP’s proposal to release additional spending of 0.5% per year in real terms for public services over the period to 2020 should be considered. That would free up an additional £150 billion, eliminating the needless £40 billion of cuts in the Chancellor’s austerity budgets. It would allow something to be done about the transitional arrangements called for by WASPI— the Women Against State Pension Inequality Campaign—and still leave money for long-term investment to stimulate growth. Such a proposal would lead to net debt and borrowing falling over the current Parliament.

Another way of freeing up money for sensible infrastructure investment would be to scrap the idea of Trident renewal, which has an estimated cost of £205 billion. If the SNP’s proposal for an alternative summer Budget was implemented, the majority of the Chancellor’s £32 billion giveaways through tax and other means could be reversed. We could scrap the £28 billion commitment to Hinkley Point C and the five other nuclear power stations in the pipeline, which would create another half a trillion pounds for investment in infrastructure—a truly transformational sum. That would double the current allocation within the UK’s national infrastructure delivery plan, and allow for that plan to be truly national and for Scotland to get its fair share of investment.

What could we do with such additional money? We have heard a lot about roads, and additional roads investment in the rest of the UK would be welcome. However, another issue associated with roads is the shortage of heavy goods vehicle drivers. This could have an impact on us all because of the knock-on effect on the price of goods in the shops, given that within the UK 85% of consumption goods are delivered by road. It could also have knock-on impact on exports—another target that the Chancellor is currently failing on. The industry suggests that there could be a shortage of some 45,000 HGV drivers by 2020. It is well known that the cost of driver training is approximately £3,000, which prevents many individuals from being able to take it up, and the test costs a further £230. There is no way that someone who is unemployed with little income can access that, and someone who is young can forget it, because they clearly do not have that money behind them. A Government initiative in this area could create additional career opportunities for the younger generation.

When this matter has been raised in the Chamber before, the Government have said that it is the industry’s responsibility to step up. However, given that the average fleet size is just six trucks, and that 85% of haulage companies are classified as medium or small, the industry does not have the capacity to step up. In reality, the Government are missing a trick. In simple terms, covering the cost of training and testing is much cheaper than the payments associated with companies involved in the workfare programme and, of course, if people are put into employment, that reduces welfare payments in general. I estimate that the payback period in Government welfare and overhead costs would be in the region of six to 12 months, depending on the age of the person on jobseeker’s allowance, for each licence that the Government paid for. While I am not asking for additional investment, this would be a spend-to-save move that could make inroads into the figure of 630,000 unemployed 18 to 24-year-olds.

For many people, the most important aspect of local infrastructure is housing. We cautiously welcome the UK Government’s ambition to deliver 1 million new homes, but we do not know what mix of housing will be included in that, and so far the UK Government have had a poor record on affordable homes. I have often spoken out against the extended right to buy for social housing. It is obvious that the only way to ease the housing crisis is to build more homes—not just homes for sale, but homes for rent at affordable prices. Instead, as the hon. Member for Sheffield South East (Mr Betts) said, we have a Government who are potentially crippling housing associations with enforced rent cuts as well as the sale of more attractive stock. In Scotland, after years of sell-off without replacement, the SNP has ended the right to buy for council houses. That was absolutely the right thing to do when faced with such an imbalanced and depleted stock.

The UK Government continue the myth that like-for-like replacement will be the solution, but there is no guarantee of what that really means, nor about the geographical location of the replacement houses, given that they are clearly dependent on land supply. The latest figures indicate that since the new right to buy was introduced in 2012-13, there have been over 35,000 sales, with on-site starts of just over 4,100. Clearly, at the moment, there is not realistically going to be like-for-like replacement. Indeed, a National Audit Office report in March confirmed that 8,500 homes were sold in 2014-15 and that, in order for those to be replaced in the target three-year period, on-site starts needed to rise fourfold from an average of 420 per quarter to 2,130 per quarter. It would be good to know what Ministers are going to do to achieve that.

To demonstrate that much more can be done, the Institute for Fiscal Studies has highlighted that the Scottish Government spend 85% more per head on social housing than is the case in England and Wales. The SNP Government outperform other parts of the UK in terms of social sector completions, with over 31,000 affordable homes delivered to date, two thirds of which are available for social rent. The SNP is delivering on promises, which was why we were elected for a third term.

I would like much more investment in transport infrastructure in general. My hon. Friend the Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) suggested further rail investment. We could extend the Borders rail link to Carlisle. More needs to be done on the high-speed rail line, which should be extended to Scotland. At the very least, the existing network north of Crewe needs to be upgraded to allow for quicker journey times when we move to the classic-compatible trains.

We welcome the idea of a spaceport, but it is vital that the Government set out clear assessment criteria and timescales for making a decision. In general, I would support any of the Scottish airports that are shortlisted but, like many other people, I want to make a pitch for my local airport, which is Prestwick in the adjoining constituency. This would give my constituency a great boost, but it is also the most logical choice. In terms of existing transport infrastructure, we have Ayr harbour; a railway, including a halt at Prestwick; and close links to the motorway network. There is therefore no doubt that Prestwick is the most accessible of the airports under consideration. There is already an aerospace industry located around Prestwick, and nearby Glasgow has existing space technology firms. Prestwick has one of the longest runways in the UK and does not suffer from fog problems. It really is a logical choice.

I cannot emphasise enough the importance of infrastructure investment. It is something that the SNP Scottish Government have taken seriously since coming to power in 2007, with investment of over £15 billion in transport, including the largest road investment programme that Scotland has ever seen. We have heard about the new Queensferry crossing and the 31 miles of new Borders rail. Infrastructure investment drives growth, reduces congestion and increases productivity. Conservative Members and some Opposition Members are wedded to the idea of austerity and Trident at any cost. I suggest that additional investment in roads, rail, housing, broadband access for all and energy security are more likely to get Members re-elected and, importantly, to create a true legacy that would stand the test of time.

Oral Answers to Questions

Alan Brown Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Speaker]

I call Alan Brown, who I do not think will refer to Heathrow as his local airport.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is not, Mr Speaker, but this decision could impact on Scottish airports.

To return to the Secretary of State’s earlier comments, I think that the Government should provide a running commentary on what they are doing about this important decision. Will he state clearly what additional work is being done to refine considerations on air quality and noise? When will that work be completed, and what else needs to be done for the Government to come to a decision?

[Mr McLoughlin]

I am afraid that I disagree with the hon. Gentleman about providing a running commentary, for the reasons that I gave in my earlier answers. That work is being done, and I hope soon to inform the House of the Government’s recommendations.

High Speed Rail (London – West Midlands) Bill

Alan Brown Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Jonathan Edwards (Carmarthen East and Dinefwr) (PC)]

I did have a very detailed speech on this important issue for Wales, but I am afraid that time will defeat me, so I will be as quick as possible.

Ministers will know of my long-standing concerns about the Barnett classification of HS2. The Plaid Cymru position has always been that this is an England-only railway. All the destinations on the map are clearly in England. The position of the UK Government has always been that this is a UK-Government railway scheme. However, when it came to the statement of funding policy document that accompanied the comprehensive spending review, the railway is an England and Wales railway, because Scotland and Northern Ireland had a 100% Barnett rating for HS2, while Wales had 0% rating.

The impact of that, in a project that may well cost more than £80 billion over the next 20 years, will be severe for my country—in terms of not only HS2, but the precedent set for HS3, Crossrail 2 and the Sheffield-to-Manchester subterranean road. These are massive multibillion-pound projects, and Wales is losing out.

This is an issue of fairness, and unless the Minister says on Third Reading that he will address the issues I have raised in my new clause, my colleagues and I will vote against the Government on Third Reading.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

I will be brief. The SNP welcomes this investment. Although, as has been said, the initial roll-out of the route is in England only, we see the benefits that this can bring to Scotland, and we welcome the aspiration for a sub-three-hour journey time to Glasgow and Edinburgh. I welcome the fact that the Minister says trains will run to Scotland on day one.

On the back of the comments by the hon. Member for Carmarthen East and Dinefwr (Jonathan Edwards) about Barnett, I would ask the Secretary of State to consider the wider issue of Barnett consequentials and the estimates process. There needs to be more clarity on that, but I welcome the investment in HS2.

Question put and agreed to.

New clause 19 accordingly read a Second time, and added to the Bill.

New Clause 20

Public Sector Operators

‘(1) Section 25 of the Railways Act 1993 (c. 43) (public-sector operators not to be franchisees) does not apply in relation to the franchisee in respect of a franchise agreement—

(a) which relates wholly or mainly to the provision of one or more Phase One of High Speed 2 passenger services, or

(b) which relates wholly or mainly to the provision of one or more other services for the carriage of passengers by railway where—

(i) the services run wholly or partly on the route of Phase One of High Speed 2, and

(ii) the services are likely to be subject to substantial disruption because of the construction of Phase One of High Speed 2.

(2) The following may in particular be taken into account in determining whether, for the purposes of subsection (1)(b), services are likely to be subject to substantial disruption—

(a) the frequency with which the services are likely to be disrupted,

(b) the duration of the period in which the services are likely to be disrupted (and, in particular, its duration relative to the length of the franchise term),

(c) the severity of any likely disruption.

(3) In this section—

“franchisee”, “franchise agreement” and “franchise term” have the meanings given by section 23 of the Railways Act 1993 (designated passenger services to be provided under franchise agreements).”—(Andy McDonald.)

Brought up, and read the First time.

Question put, That the clause be read a Second time.

--- Later in debate ---

[Alan Brown]

Once again, I confirm that we welcome the HS2 proposals before Parliament. We certainly welcome the wider context of the roll-out of the high-speed network, as well as the Government’s commitment, alongside that of the Scottish Government, to the aspiration for a three-hour journey time between Glasgow or Edinburgh and London. That will mean a quicker point-to-point journey time compared with using Gatwick or Heathrow airports. It will bring obvious environmental benefits and, clearly, much greater choice for air travellers.

I welcome the release earlier this week of the broad options report, which was commissioned by both Governments. It is important to develop these options as soon as possible to achieve shorter journey times to Scotland. In Scotland, the Scottish Government have confirmed their commitment to rail investment with the construction of the Borders rail line, which is the longest rail line to be constructed in the UK since Victorian times. As we have already heard, the vast bulk of the existing rail network was built in Victorian times. It stood the test of time fantastically, but now is the time to reinvest in and to future-proof the rail network. That will be done through these options.

I welcome the proposals, and I look forward to the roll-out of the high-speed network and to the improvements on lines to the north to improve journey times to Scotland.

GPS and Heavy Goods Vehicles

Alan Brown Excerpts

Tuesday 22nd March 2016 Westminster Hall

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to serve under your chairmanship for the first time, Sir Alan. I congratulate the hon. Member for South Thanet (Craig Mackinlay) on securing this debate. He made an excellent speech covering a wide range of subjects, and I commend him for it.

When the hon. Gentleman apologised for the technical nature of the debate, I started wondering whether I was the right person to sum up on behalf of the Scottish National party, as I am a bit of a technophobe at times. However, it was good to hear about GPS and how all these things come together. He clearly understands the heart of the issue. It is an important constituency matter. I am not very familiar with the local geography of Kent, but when I looked at a map before coming to this debate, I promised myself to get back to the area. It has been a long time since I travelled through there—I was much younger—on my way to continental trips.

In terms of some of the examples that the hon. Gentleman gave, things in my constituency are not quite so intense, because where I come from we obviously do not have that level of traffic or any ports. However, there are some small villages in my constituency with issues involving the HGVs that traverse them, so I can empathise on that basis, although on a much smaller scale. Householders complain about vibrations and say that frequent HGVs loosen manhole covers, which seems trivial but becomes a regular noise issue and an irritant for residents nearby. It is another hidden consequence of heavy traffic that people do not realise. In my area, I have asked for improved signage to keep HGVs on motorways and the dual carriageway network, so we will see where that goes. It is a slightly different matter from sat-nav, but the hon. Gentleman also rightly spoke about signage appropriate for HGVs.

Other hon. Members made some good points as well. The hon. Member for Thirsk and Malton (Kevin Hollinrake) highlighted how serious the issue is in his constituency, where the average is two incidents a week. The hon. Member for South Suffolk (James Cartlidge) taught me a wee bit more about Harry Potter. Likewise, I do not know much about Harry Potter, but it must be serious when a Harry Potter film set is being damaged. He quoted clear, important personal testimonies about how dangerous and concerning the issue can be for his constituents. He is absolutely right to highlight those. The hon. Member for Southampton, Itchen (Royston Smith) correctly spoke about the general stress and pressure suffered by his constituents as a consequence of this problem.

The hon. Member for South Thanet correctly spoke about the good and bad uses of sat-nav. If it is used properly, it is generally safer, as drivers are less likely to get lost. Equally, drivers can become too dependent on sat-nav. At one time, it was normal practice to check a map before setting out in order to understand the geography of the route. He cracked a joke about being a Luddite and going back to looking at maps, but there is definitely merit in looking at a map. It made me remember a time when it was commonplace to try to drive, look at signage and look at a map in the passenger seat, which is clearly not the safest means of driving either.

It seems from previous Government consultations and reactions that there has been a reluctance to legislate. I agree with the suggestion about decriminalisation and allowing local authorities to undertake civil penalties, which would allow much greater local control, local signage, local understanding and local action. It would resonate well with constituents, who would understand and who like to see their local representatives taking action.

Another potential issue that I have identified ties in with the high frequency and volume of foreign drivers going through hon. Members’ constituencies due to the international nature of ports. There is a skills gap in the UK HGV industry at the moment. The industry estimates there is a shortfall of some 50,000 drivers. If the skills gaps are not being filled in this country, that will result in the roads being used even more frequently by drivers less familiar with the geography.

[Royston Smith]

It is interesting to hear foreign drivers and sat-navs talked about, although it is not all about sat-nav, as it happens. We in Southampton had to put in an engineered solution to prevent HGVs from going through a residential area. We had an expensive traffic regulation order and an expensive engineered solution, and within a couple of months a foreign driver following a sat-nav got stuck in the engineered solution that was there to prevent him going into the road. Is that something that the hon. Gentleman recognises?

[Alan Brown]

It is not something that I have personal experience of, but it ties in with the points made by the hon. Member for South Thanet about the need to update the technology, to share data and perhaps to make it mandatory not to use out-of-date equipment. If someone is caught using out-of-date equipment or non-HGV-compliant equipment, it could be taken away, and that would solve the problem that the hon. Member for Southampton, Itchen has identified.

I mentioned the shortage of skills in the HGV industry. Perhaps the Government could subsidise a training course and help to fill the skills shortage in the UK. I think that would lead to safer driving as well.

Again, I commend the hon. Member for South Thanet for securing this debate, which has been excellent. He has identified solutions to the problems, which is commendable because it is too easy to identify a problem but not advise how to address it. Given that not much seems to have happened on the back of previous Government consultations, which we are now some years on from, I urge the Minister to consider the sensible recommendations that could lead to substantial improvements.

--- Later in debate ---

[Claire Perry]

The hon. Gentleman’s points are often very sensible but, in my mind, they can also often lead to a sort of slightly dystopian world of lots of checks and balances, with organisations set up to do in-cab checks, and that is entirely what we do not want to deliver. What we want is an industry that believes in being responsible and has the tools to do so.

The point my hon. Friend the Member for South Thanet made about having a little lorry symbol come up, in the same way as a car, or in my case a bicycle, symbol comes up is brilliant. The new technology—the open mapping system—will enable that. What I have instructed my officials to do—rather cheekily, as they no longer work directly for me—is to ensure that the Freight Transport Association and other bodies are given every opportunity to see the mapping process, consider how they might use it and exercise their powers to make recommendations—as has been mentioned, they have a recommended list of sat-navs. I would like them to be involved and, indeed, that offer applies cross-party to any hon. Member here—it is open to anyone who wants to see the information and be involved. This is a really important step forward in solving many of the problems about which we are all concerned.

It does not stop there. The road investment strategy sets out, finally, a long-term investment strategy for roads. That is so important. It includes a £150 million ring-fenced innovation fund that enables Highways England to develop technologies, including sat-nav, and approaches for a smoother, smarter and more sustainable road network. There is an element of driverless and co-operative vehicle technologies, and of improving the information and data that help drivers to plan their journeys.

The hon. Member for Birmingham, Northfield made a fair point about what happens when roads are closed. I think that we were all surprised by what happened. With my rail hat on I can say that any delays like the ones he mentioned would have led to outrage among rail passengers across the country and demands for compensation. Somehow, we often accept that roads are closed, and there are lessons to be learned perhaps from other parts of the infrastructure.

A traffic information strategy developed by Highways England was published in January 2016. It sets out how the agency will work more closely with local authorities to integrate journey planning across the network and improve communications. I am aware, of course, that the Office of Rail Regulation now includes an element of road regulation and I would like to ask my officials to check whether the duty to inform—the duty to work with local authorities—is part of the office’s statutory powers.

The Highways England strategy also focuses on further development of the Traffic England website as a trusted source of information for road users in planning their journeys, and on sharing data from the National Traffic Operations Centre so that there is real-time information.

In conclusion, this debate is fascinatingly important and relevant to us all, in all our constituencies no matter where they are. I hope that some of my points have reassured my hon. Friend the Member for South Thanet that the Government are absolutely committed to working more closely with the private sector and that there is real money backing that commitment. I invite all hon. Members to review the £3 million digital road map when it is perhaps in beta format, to see how we could encourage road haulage associations in our constituencies to take advantage of the new technology.

[Alan Brown]

I know that it might have seemed a tangential point, but I asked about the skills gap in the HGV industry and about Government support for filling it.

[Claire Perry]

I am delighted to respond to that. The hon. Gentleman is absolutely right. We had an influx of HGV drivers from other parts of the world and many of them returned there when the economy turned down. It has, therefore, been a challenge to recruit and retain drivers. There is ongoing work into what could be done to make the cost of training more acceptable, for example. As the only lady in the room who represents a constituency, may I say that women do not want to be long-distance drivers partly because some of the rest facilities are absolutely atrocious? I have encouraged many HGV companies to realise—indeed the responsible ones do—that there is an enormous talent pool of people out there, for whom long-distance driving could be an appropriate career but who will not do it if they have to relieve themselves behind a bush at a rest stop. Raising the terms and conditions and working practices of many parts of the industry could attract non-traditional drivers to what is an important and growing part of the British economy.