Oral Answers to Questions

Debate between Alison Thewliss and Alan Brown

Wednesday 12th October 2022 Commons Chamber

[Alison Thewliss (Glasgow Central) (SNP)]

11. What recent discussions he has had with (a) Cabinet colleagues and (b) the Scottish Government on the cost of living crisis in Scotland.

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

13. What recent discussions he has had with (a) Cabinet colleagues and (b) the Scottish Government on the cost of living crisis in Scotland.

Nuclear Energy (Financing) Bill

Debate between Alison Thewliss and Alan Brown

Report stage & 3rd reading
Monday 10th January 2022 Commons Chamber

[Alan Brown]

Unlike the hon. Member for Morecambe and Lunesdale (David Morris), I do not support the Bill, which may come as a surprise to some.

The basis of the Bill, as outlined by the Secretary of State, is that the Government recognise market failure in nuclear power, with Hitachi and Toshiba walking away from the sites they were developing. It is interesting that the Government now admit what we have said all along, which is that Hinkley Point C is a bad deal for bill payers. The Secretary of State dresses it up as being the right deal at the right time but, if we look at the impact assessment, it says the new RAB model could save up to £80 billion. By default, the impact assessment is telling us that the Government believe the model for Hinkley Point C cost bill payers an additional £30 billion to £80 billion.

Looking at the 35-year contract for Hinkley Point C, this means the Government are now telling us that bill payers will pay an additional £1 billion to £2 billion every year of that 35-year contract if Hinkley Point C starts generating electricity. That is a disgraceful waste of money.

[Alison Thewliss (Glasgow Central) (SNP)]

My hon. Friend is making a good point about the waste of money. It sounds like he agrees with my constituent Maureen from Kelvingrove, who says she believes

“the money being poured into this would be better spent on smaller scale more local solutions such as tide, wind, solar, hydro…and of course the key to it all, energy storage.”

Does my hon. Friend agree?

[Alan Brown]

I agree wholeheartedly, and I said earlier that the £1.7 billion allocated for the final investment stage of Sizewell C could deliver two pumped-storage hydro schemes in Scotland—two schemes that provide dispatchable energy when it is required.

My other big concern about the Bill and the RAB model itself is that the savings will not accrue and, worse, bill payers will carry too much of the construction risk. We keep hearing how successful the RAB model has been for other infrastructure projects, but nobody can demonstrate that it is proven to work for delivering nuclear power stations. As we discussed earlier, the examples from the United States suggest otherwise. Abandoned projects are costing bill payers billions of dollars, including $9 billion for the abandoned South Carolina project.

At the present time, in the here and now, we have a cost of living crisis, so it is absolutely scandalous to commit an estimated £50 billion to £60 billion in capital and finance costs and pass those on to bill payers. The Government tell us that is only £10 per household over the construction period, but what they do not tell us is how much more it will be when the 60-year RAB model contract kicks in.

We are in a bizarre situation where the trade body Energy UK supports the RAB model while arguing that consideration needs to be given to the removal of levies from our existing electricity bills due to the impact on the cost of living crisis. That is contradictory. Why support a payment mechanism with contractual payments of some 70 to 75 years being added to our bills during the current energy price crisis? E.ON has confirmed that it opposes such a move, and particularly the concept of bill payers starting to foot the bill as soon as construction commences.

Instead, if we retrofitted 11 million homes with energy efficiency measures, it is estimated that peak heat demand could fall by 40%. That is where the Government should start the targeted investment. We do need to consider whether we need new nuclear at all, and therefore whether we need this Bill or alternative funding mechanisms. Of the eight existing power stations, Dungeness went offline last year, seven years early; Hunterston B has now stopped production; Hinkley Point B will stop later this year; and Heysham and Hartlepool will stop in 2024. So five of the existing eight stations will be down by 2024, way before Hinkley will be up and running.

If nuclear is so critical to baseload, how will we live without it for these years? It actually undermines the Government’s own argument, particularly when we realise how often nuclear power stations go down and outages need to be managed. The wind might not be blowing and the power stations might go down as well, so what is the answer then? That is why we need investment in alternative renewables.

Worse still, the proposed EPR model developed at Hinkley looks set to be used at Sizewell. There is no functioning EPR model anywhere in the world. Taishan in China is still shut down, and according to a French whistleblower more fuel rods are damaged than China has acknowledged. Indeed, at Flamanville in France, which is already predicted to be 12 years behind, construction has stopped again because the French nuclear authorities are investigating a possible flaw in the EPR design. Surely this Government would not be so daft as to sign a new nuclear contract with an EPR design that has still not been shown to work.

This Bill represents the wrong priorities for the Government. Instead of mitigating the cost of living crisis and the cost of energy crisis, they are looking to compound the misery by adding further burdens on bill payers. I know that the Labour party has said that it will support the Bill, but I strongly recommend that it reconsiders its position, given the commitment of £50 billion to £60 billion in capital and finance costs being added for bill payers. We do not require another Tory white elephant nuclear project. I will certainly be voting against it.

Working People’s Finances: Government Policy

Debate between Alison Thewliss and Alan Brown

Tuesday 21st September 2021 Commons Chamber

[Alison Thewliss]

The hon. Member is perfectly right to point that out and to refer to the words of Torsten Bell. He came to the Treasury Committee to give evidence about some of the things that we are facing in the months ahead. Many constituents will just not be able to cope with this. They will become more indebted, they will struggle to get by, and they will find it difficult to get back out of that debt, get on with their lives and be productive members of society. This is a significant crisis, which this Government are ignoring and making worse by their inaction.

This Tory Government have already created the perfect storm: a cost-of-living crisis atop an already weak and stagnant economy. Citizens Advice Scotland found that more than 1.4 million people in Scotland ran out of money before payday at least once in the last year. Sarah Arnold, senior economist at the New Economics Foundation, found that 2.5 million working families on low incomes will lose £1,290 a year because of the double whammy of the cut to universal credit and the increase in national insurance contributions. That is utterly unjustifiable.

It may not mean much to those on the Government Benches, but that is an enormous amount of money to many people across this country, which cannot be made up through a few hours’ work, as the Work and Pensions Secretary appears to believe. It is the difference between just getting by and not coping at all, between being able to put food on the table or relying on the food bank, between keeping the lights and the heating on or disconnecting from the power supply.

I am an honorary vice-president of Energy Action Scotland—I refer Members to my entry in the Register of Members’ Financial Interests—which has found that one in five households with a prepayment meter regularly self-disconnects because they simply cannot afford to top it up. Of those households, 88% contain a child or someone with health issues. Those on prepayment meters will struggle the very most in the months ahead—they always do—and this UK Government do absolutely nothing to support them. The stress of watching the meter eat what little money has been put in it is an experience that I am sure few on the Government Benches will understand, but I have had constituents shivering, living in one room under blankets and duvets, because no matter how much money they put in that meter, they cannot keep their home warm.

There is a significant impact on older people, carers and people with disabilities, whom this UK Tory Government have often completely ignored. That is a group whose energy bills are higher. My constituent Rob McDowall is among many already worrying about how to keep warm this winter. Like Citizens Advice Scotland, he is advising people to seek assistance and advice right now. While I fully support attempts to seek advice, this UK Tory Government should take their responsibilities seriously too.

Energy costs will increase more in Scotland due to our geography. This is a life and death issue. Living in a cold home causes illness, and Energy Action Scotland has found that there are around 2,000 excess deaths in Scotland each winter as a result. That is a scandal in energy-rich Scotland, but it is a reflection of how broken the energy system is—a system entirely reserved to Westminster. Around 25% of energy bills is the cost of UK Government levies and policy choices, as well as VAT. That disproportionately hits those on low and middle incomes. The Treasury must do something now to alleviate that burden. That is in its hands.

[Alan Brown]

Is it not the case that even the schemes that are meant to help the poorest, such as the warm home discount, the eco scheme that helps with some energy-efficiency measures, are paid for by other energy users, so they are actually regressive? Those who can least afford their energy bills are paying to try to support other people, so it is a circular argument that goes nowhere. Is it not also outrageous that in the highlands of Scotland, people pay up to £400 more a year as a levy on their electricity while exporting energy to the rest of the UK?

[Alison Thewliss]

My hon. Friend is absolutely right to point that out. That is an unfairness in the system that the Government have shown no compulsion to tackle at all. We must look at that unfairness, particularly for those in the most rural parts of Scotland who find it hardest to afford their energy bills.

I seek an assurance from the Government that those who have money sitting in their energy accounts just now will see that swiftly transferred over to any new company, as people tend to pay in more over the summer to meet their bills in the winter. In his statement yesterday, the Secretary of State for Business, Energy and Industrial Strategy could not guarantee that the warm home discount would be paid to customers transferring. I also want to know what assistance will be possible for those transferred customers who are living with existing arrears. It is an uncertain and very worrying time for them all.

As an aside, my hon. Friends the Members for Kilmarnock and Loudoun (Alan Brown) and for Aberdeen South (Stephen Flynn) have been pursuing the ridiculous transmission charging regime, which makes it more expensive for us to connect the clean, green energy produced on our doorstep in Scotland to the national grid. It feels as if Ministers could not be less interested in fixing that disproportionate scandal.

We all know households that already struggle to pay their energy bills. Households relying on electricity for their energy needs pay £600 more on average than households with both gas and electricity. In the areas that are off the gas grid completely, particularly those relying on liquefied petroleum gas, those costs can be even higher.

In addition to food banks, fuel banks are springing up around the country to meet this need, but given the soaring fuel prices we face, it will just not be enough. The price of food in the shops is also going up. Inflation stood at 3.2% in August, which I understand is the highest month-on-month increase since records began in 1997. Some have predicted that it might reach 4.5% by November. The Bank of England target is 2%. That means that goods in the shops will get ever more expensive. There is the prospect, too, of the national insurance hike being passed on to consumers. The Institute of Chartered Accountants in England and Wales has suggested that companies may try to cover the increase on employers’ costs by passing it on to consumers, so as well as being a tax on jobs, this is a tax at the till.

In addition to having an impact on people’s food bills and their ability to feed themselves, this cost increase is having an impact on charities that are already trying their best to support those in need. Audrey Flannagan at the Glasgow South East food bank in my constituency tells me that food donations to it are down 30%, at a time when she is planning for an influx of people due to the cuts to universal credit. I say “cuts” because, for many who claimed benefits for the first time during the pandemic, they have known nothing else. Audrey tells me that people she has spoken to have been horrified to receive a letter from the Department for Work and Pensions informing them that their money is getting cut, because for them it is not an uplift; it is quite simply what they have been managing on for months now.

The Minister talked about living wages, but his living wage is not a real living wage, as set by the Living Wage Foundation; it is a pretendy living wage. It is not enough for people to live on, and it is not available to everyone. As he knows well, age discrimination is baked into the living wage. Younger people, who face the same bills at the checkout and on their energy and rent, are getting short changed by this Government through their pretendy living wage.

The impact on families of this cut has been well repeated, but I would like to mention the impact on single people. Twenty pounds is around a third of a single person’s income on universal credit. Glasgow South East food bank has seen a significant drop in single people coming for emergency food assistance in this past year, from 601 people in January to March 2020, to just 151 people in the same period this year. Audrey Flannagan believes that the additional £86 per month—UC is paid monthly—was enough to make a difference to those people. It pays for the gas and electric, it puts food on the table, and without that £86 a month, many will return to her service in just a few weeks’ time.

Many people have been in touch with me, as they have with my colleagues, to protest the cut to universal credit, but I want to read this email from John, because he puts it so well. He says:

“I wanted to write you a short note to tell you that cutting back on the U.C. uplift is going to have a very hard consequence on me. I was laid off at the start of the pandemic when the company I was working for closed down. With the uplift I’m receiving about £300 to last me nearly 5 weeks! The government talks like this was a favour done us! Firstly, I and all those on Universal Credit are not responsible for a pandemic! Secondly, the pandemic is not over yet! There could be further strains and further lockdowns! What then for people like me! Also benefits did not go up before the uplift for years and years, while prices and the cost of living have. This therefore is actually a benefit cut! It will be the difference for me between just getting by and crushing poverty!”

That choice will be faced by people up and down this country. Every single person in this House has a responsibility to think of each and every one of them when we vote on this issue, because it is the difference between just getting by and crushing poverty, as my constituent John pointed out.

There are global issues, of course, driving the cost-of-living crisis, but the political choices being made by this UK Tory Government are making it worse. Yet again, they have chosen to balance the books on the backs of the poor—to repeat the mistakes of the previous crash by choosing austerity over stimulus. My constituents did not choose this. The people of Scotland did not choose this. Even many Tory voters did not choose this, as those on the Government Benches break promise after promise to their own supporters. The first duty of Government is to protect its people, and this UK Tory Government have failed repeatedly on all counts. There is no Union dividend, only a Union dead end. Scotland needs the full powers of a normal independent country, to look after all of our people and seek a fairer, just and more prosperous recovery for everyone.

Leaving the EU: Impact on the UK

Debate between Alison Thewliss and Alan Brown

Wednesday 17th March 2021 Commons Chamber

[Alison Thewliss]

The hon. Gentleman does not even want us to get to that point, so I am not even going to engage with his arguments. [Interruption.] He is not interested because he is not interested in independence. I would rather talk right now about immigration policy, and the damage that his policies are causing to people in my constituency.

We have the worst possible immigration policy. We have arbitrary targets, a hostile environment and cruelty built into every stage of the system. People who come to live and work in Scotland tend to be highly skilled and are net contributors in both productivity and Government revenue. I have seen how non-EU nationals have been treated, causing misery and hardship, unthinkable poverty and deprivation—all of that serving absolutely no economic purpose. It costs more to treat people so abysmally, and the UK Government do it anyway.

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

My hon. Friend is absolutely right about immigration policy. Does she agree that it is ironic that earlier the Tories were trying to complain about the projected figures and the shortage of doctors, when they are the ones who are imposing this horrific immigration policy on Scotland?

[Alison Thewliss]

Indeed. There are very many aspects of immigration policy that cause significant damage, including loss of skills and the general hostility, which causes people to feel that they are not welcome in their own homes. It touches me every time that someone at my surgery asks me, “Why would they do this to me? Why would they make me so unwelcome? Can I go back to my country, to the war-torn conflict that I have come from? I would feel better there than I do here, under this Government.” Every time that I can, I say to somebody, “This is your home. Glasgow can be your home and you are welcome here.” I do not hear that nearly enough from the Tory Benches. This Tory Government now seek to extend the hostile environment to EU nationals. They do not do so in our name—ever.

The Expert Advisory Group on Migration and Population has estimated that the impact of post-Brexit immigration policy will be a 50% to 80% reduction in net EU migration to Scotland after 2020, and an overall reduction in overseas net migration of 30% to 50%. It has found that very few jobs in key sectors in Scotland will meet the arbitrary salary threshold this Government have imposed. The Home Secretary is aware of these issues and has done absolutely nothing to address them. There are currently no plans to include a route to jobs below the skills threshold, and the UK Government have rejected the possibility of any regional variation in the salary threshold. There has been no clarity on whether the Scottish shortage occupation list will continue to operate. This is a disaster for our remote communities, who depend on migration to counter depopulation. It is a disaster for businesses, who rely on that pool of talent to gain a competitive advantage in an increasingly global market. It is a disaster for our universities, who face a reduction in international staff and students and the experience and richness they bring. And it is a disaster for Scotland’s cities, whose wonderful cultural offerings are ever-enhanced by our migrant communities.

There are few starker examples than Brexit of how a Westminster Government are willing to sideline Scotland’s interests for their own cheap political gain. A differentiated approach to migration works well in Canada and Australia, and there is no sound economic reasoning not to do it, but the UK Government would rather put Scotland’s future at risk to appease the worst excesses of the Tory party.

Many people are beginning to realise that Brexit was a pig in a poke and the much-vaunted schemes that have followed it are merely a mirage. I spoke recently about the shared prosperity fund, the UK Government’s replacement for EU structural funds. It is almost unbelievable that we are now five years since the Brexit vote and still awaiting detail on how this scheme will operate. What we are certain of, however, is that this scheme will, due to the United Kingdom Internal Market Act 2020 and the power grab, bypass Holyrood entirely. This UK Government have made sure that decisions are taken out of the hands of the people of Scotland and restored to the backrooms and corridors of Whitehall.

When we have the choice in Scotland, we invest in projects that meet the needs of our population. The Scottish Government built the stunning Queensferry crossing—toll-free and clearly adored by the hon. Member for Moray (Douglas Ross) as he delivered his keynote speech to the Tory party conference in front of it.

Taxation (Post-transition Period) (Ways and Means)

Debate between Alison Thewliss and Alan Brown

Ways and Means resolution & Ways and Means resolution: House of Commons
Tuesday 8th December 2020 Commons Chamber

[Alison Thewliss]

I think the EU has been more than patient for some time, to try to get some kind of agreement and something sorted out. The UK Government have held two general elections in that time, and we have had several different Prime Ministers. The Government have been an absolute shambles from start to end, and that is where we are today.

[Alan Brown]

Despite the valiant efforts of the hon. Member for Thirsk and Malton (Kevin Hollinrake), is it not the case that if the EU was not so patient, we would already have suffered a no-deal crash out months ago, perhaps even a year ago?

[Alison Thewliss]

The EU has done everything it can because it knows it is everybody’s interest to have a deal.

United Kingdom Internal Market Bill

Debate between Alison Thewliss and Alan Brown

Wednesday 16th September 2020 Commons Chamber

[Alison Thewliss]

I would like to find out how much money the UK Government would like to put to that, because they have not put money to anything very much so far. I am sure the Scottish Government will hear his plea on that issue, and I hope to hear more about that.

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

Does not the previous intervention show the risks that are associated with clause 46, in that it allows Tory MPs to lobby for wee pet projects to get funded from Westminster, bypassing the Scottish Parliament, which is democratically elected by the electorate of Scotland? While bypassing Scotland, they are also at liberty to cut Scotland’s budget.

[Alison Thewliss]

My hon. Friend is absolutely right, because none of this is in Scotland’s hands. The budget purse strings are still controlled from Westminster, so if the hon. Member for West Aberdeenshire and Kincardine (Andrew Bowie) would like more money for those projects, perhaps he should speak to his colleague the Chancellor. [Interruption.] Absolutely; the budget continues to be cut and put under pressure by the actions of the UK Government.

To return to the Bill, clause 46(1) states:

“A Minister of the Crown may, out of money provided by Parliament, provide financial assistance to any person for, or in connection with, any of the following purposes”.

Let me stop there. It states “to any person”. I very much hope that that person is not the former Transport Minister, the right hon. Member for Epsom and Ewell (Chris Grayling), or we may be in deeper bother than we think. After all, just shy of 20 major UK Government failings can be traced to him, including handing £40 million to a ferry firm with no ferries. But back to my list.

“(a) promoting economic development in the United Kingdom or any area of the United Kingdom”.

That is a clear responsibility of the Scottish Government, in co-operation with local government or enterprise agencies, business and the third sector. They know best the landscape of Scotland and what would work best for her people and her communities, and we have a quite different idea of economic development from the UK Government’s race to the bottom. Who are the UK Government to say that, all of a sudden, factory X must drop from the sky? We may be lured in by a sweetheart deal, but would prefer sustainability for the long term. We have seen too much of that in Scotland in the past. We seek quality, sustainable jobs for our people, now and in the future.

Clearly, we cannot trust the Tories to be strategic or impartial, because they have recent form in their towns fund, which funnelled money to Tory marginal seats. As the Chair of the Public Accounts Committee said,

“Ministers relied on flimsy, cherry-picked evidence to choose the lucky towns”.

To add insult to injury, we have still not got to the bottom of the Barnett consequentials for the towns fund.

Paragraph (b) states:

“providing infrastructure at places in the United Kingdom (including infrastructure in connection with any of the other purposes mentioned in this section)”.

Let us take a quick look at the UK Government’s woeful record on infrastructure. HS2 is beset by delays, cost increases and a lack of strategic vision. Originally supposed to make it to Scotland, it has not even got to Birmingham yet. Crossrail is late and receiving a further half-billion pound bail-out. So-called smart motorways put the lives of motorists at risk. In energy, Hinkley has become a byword for UK Government incompetence and profligacy to the detriment of renewables.

[Alan Brown]

I am not sure if my hon. Friend is aware of this, but just today it was announced by Horizon that it is pulling out of the Wylfa nuclear power station and Oldbury, so half the proposed nuclear power stations the UK Government are trying to progress are now dead and buried in the water. Is it not time that they accept their failure and move back to renewables?

[Alison Thewliss]

My hon. Friend is absolutely right to say that. I was about to mention the proposed power station on Anglesey, which has apparently been scrapped because the company could not get the assurances it needed from the UK Government.

We might also mention the Scottish Government having to use planning permission to stop the UK Government bringing in fracking in our country by issuing licences that we did not want to have. We are having to use planning permission to block fracking—this is something that is fundamental to the health and wellbeing of our country. Some £186 million has been spent on two carbon capture and storage competitions, and we still have exactly zero carbon capture and storage facilities, despite David Cameron promising £1 billion to the north-east at the “indyref”. Renewable projects that the Scottish Government would love to see promoted further are hampered by lack of interest and by constantly switching energy Ministers. Those are just the physical projects; UK Government IT projects are notorious for their capacity to waste money and fail to deliver.

Paragraph (c) states:

“supporting cultural activities, projects and events that the Minister considers directly or indirectly benefit the United Kingdom or particular areas of the United Kingdom”.

I wonder if this will bring us more joys such as the millennium dome or the festival of Brexit, which is still limping on despite coronavirus: £120 million to tell us all how lucky we are to be stuck in this island and thumbing our nose to the world. Haud me back! Is it perhaps a sign of panic, as Ewan McGregor has joined the chorus of creatives backing independence?

Paragraph (d) states:

“supporting activities, projects and events relating to sport that the Minister considers directly or indirectly benefit the United Kingdom or particular areas of the United Kingdom”.

That is the vaguest of the vague, again with Ministers deciding they know what best would benefit particular areas. I say this from a point where Glasgow has a very strong track record in bidding for, paying for and hosting international sporting events—the best Commonwealth games ever in 2014, European championships in 2018 and the UEFA Euro 2020—now Euro 2021—which is sadly not taking place this year due to covid.

Paragraph (e) states:

“supporting international educational and training activities and exchanges”.

This one, I must say, is a real kick in the teeth. The UK Government cannot yet say what will happen with our membership of Erasmus+, a project that we do not even need to be members of the EU to participate in. Children from Pollokshields Primary, students at colleges and universities, and people in community youth groups have all felt the benefit of Erasmus+ over the years, and they do not need this all-powerful Minister of State to reinvent the wheel and put a Union flag on these activities. They need to have continuing membership of Erasmus+ confirmed to allow for seamless participation in this horizon-widening programme.

Road Safety

Debate between Alison Thewliss and Alan Brown

Monday 5th November 2018 Commons Chamber

[Alan Brown]

I completely agree, and I am going to touch on that. Funding for the recent upgrades has been provided from the European Investment Bank, so we want to know what will replace that source because we have heard nothing from the Government about that. My hon. Friend mentioned the highlands, where many roads are still single-track with passing places, and these are sometimes lifeline roads. The trunk road from Fort William to Mallaig, the road to the isles, was only upgraded to a continuous two-lane carriageway in 2009; it was the last remaining single-track trunk road in the UK. Again, that was thanks in part to £3 million of European regional development fund money and European transitional fund assistance, so he is right. It is proof that if Scotland had not been able to access that money from the EU and had been reliant just on the Westminster purse strings, we would not have been getting the money for these vital road upgrades.

Going forward, at the Budget we heard about Barnett consequentials—well, living off Barnett scraps is not the way it should be. It is not how we can do long-term planning. It is a reactive measure to decisions that are made in England, for England, and we should not have to rely on these scraps from the table.

Other measures that can be introduced for road safety include such things as average speed cameras in a bid to change driver behaviour. The introduction of those on the A9 in Scotland was not popular and was cynically hijacked by Opposition politicians, yet since the cameras were introduced, the number of fatalities has been reduced by 40%. They have also been successfully introduced on the A77 and the A90, but the success of those on the A9 demonstrates not only how important these measures can be, but that politicians should act responsibly and not oppose for opposition’s sake.

When analysing accident statistics, it is clear which three groups of road users are most vulnerable: pedestrians, cyclists and motorcyclists. Too many short journeys are made by car. Statistically, these should be safer for the occupants of the car, so if we want to get more people walking and cycling, we need to make sure that people feel reassured that that can be done safely. The Scottish Government have announced a community links fund that will make £36 million available over the current financial year to develop walking and cycling paths, and this is certainly a welcome step forward. When we look at motorcyclists, we see that that group has around 6,000 casualties per 1 billion miles travelled and a fatality rate of just under 117 per 1 billion miles travelled. Pedal cyclists have similar statistics, yet car occupants have a casualty rate of 238 per 1 billion miles travelled and a fatality rate of 1.9 per 1 billion miles travelled. There is a huge disparity, which needs to be addressed.

Turning to targets, the Scottish Government have committed through “Scotland’s Road Safety Framework to 2020” to achieving safer road travel. This maps out intermediate targets, and I am pleased to say that we are well on our way to achieving these. In 2016, the Scottish Government’s road safety framework was awarded a prestigious Prince Michael international road safety award for outstanding achievements and strong collaboration with partners. I suggest that the UK considers the work that has been done.

Clearly, it is illegal to drive while impaired by drugs. Scottish Government plans to introduce new drug-driving limits will allow prosecutions when different drug types are detected above specified limits. This is simply intended to make it easier to hold drug-drivers to account, as there will be no requirement to prove that someone was driving in an impaired manner. The introduction of roadside testing means that this can be done without needing to look at whether somebody was driving in an impaired manner.

As other hon. Members have mentioned in interventions, another vulnerable cohort is horse riders. I live in a rural constituency with lots of minor country roads that are great for walkers, cyclists and horse riders, providing, of course, that vehicle drivers pay attention. I know myself to give respect and plenty of room to horse riders, but unfortunately not all car users do. Several of my constituents, including the chair of north Ayrshire riding club, have contacted me to express their concern that horse riders and carriages have not been included in the Department for Transport’s review of the Highway Code. I share their concern and that of the British Horse Society, which has highlighted the fact that, over a seven-year period, 40 horse riders and 237 horses have been killed as a consequence of road injuries. Why not include them in the review?

I also echo the call for the Minister to consider strengthening section 215 of the Highway Code to include the British Horse Society’s “dead slow” advice to drivers.

[Alison Thewliss (Glasgow Central) (SNP)]

My hon. Friend is making some good points on horses. Mine is an urban constituency, but we often get police horses going about the city, so it is important that different road users—

Rail Franchising

Debate between Alison Thewliss and Alan Brown

Wednesday 10th January 2018 Commons Chamber

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

A belated happy new year to you, Madam Deputy Speaker. I also welcome the new Ministers to the Front Bench and pay tribute to the work done by the previous Minister, the right hon. Member for South Holland and The Deepings (Mr Hayes). He certainly knew how to conduct himself at the Dispatch Box, and perhaps the Secretary of State should be thinking about how he conducts himself. He said that the hon. Member for Middlesbrough (Andy McDonald) spoke for 25 minutes just talking rubbish, but he then spent 18 minutes just union bashing before getting on to any substantive point.

Let me be probably the first in the Chamber today to congratulate Virgin on its recent decision to stop selling the Daily Mail on the west coast route. I am sure that many Members will agree when I say that I hope other outlets follow suit. That is probably the last compliment I will pay Virgin, but I want to commend the hard work of its staff. I encounter them fairly regularly on the west coast route and I can certainly testify to their professionalism and hard work.

The motion covers rail franchising in general and the bail-out of Virgin East Coast in particular. It is fair to say that there are opposite views across the Chamber on the merits of privatisation and franchising—we have already seen that in this debate—but one thing I am really confident about is that the Transport Secretary wrongly connects cause and effect when it comes to the privatisation of the railway. It can be argued, and has been, that British Rail was struggling, with poor rolling stock that was outdated, but that is only half the picture. Any under-investment in British Rail and rolling stock was due to Government constraints. Passenger numbers were affected by the recession, in terms of both affordability and commuters having jobs to travel to. Spending power for investment was further hampered by the safety-critical upgrades required following the 1988 Clapham rail crash, and upgrades needed to service the Channel tunnel links—yet another example of investment in the south-east of England to the detriment of the rest of the United Kingdom.

The response of John Major’s Government to the problems in British Rail was to privatise and sell it off, but they did that at such a pace that there was no co-ordinated or strategic approach. History shows that that rushed privatisation gave us Railtrack, which eventually went bust and was replaced by Network Rail. If ever there was a demonstration that infrastructure is best owned and managed by the public sector, to avoid profit being put before safety, that is the prime example. I do not pretend that Network Rail is operating as efficiently as possible, but it certainly does not put profit before safety.

The franchise approach to privatisation gave us a model in which the countries of Great Britain were the only ones to have completely divested themselves of any public stake in passenger rail operations. Given the problems since then, that appears to be another clear example of the UK leading the world, but leading it down completely the wrong path. What rail privatisation gave us was a complex model—stuck doggedly to by the Tories and the Blair and Brown Governments—of charging, interactions, private companies requiring large profits, and ticketing arrangements, and a way for companies and the network owner to play a game of blaming each other for problems.

The problems are aptly summed up in the report on the southern rail franchise just published by the National Audit Office, the main conclusion of which is that it cannot be demonstrated that the franchise has delivered value for money. The operator blames Network Rail and the unions. The Government blame the unions, as we heard again today from the Secretary of State, but completely ignore the part they played. The bottom line is that 60% of cancellations were due to Govia Thameslink and 40% due to Network Rail. It was the UK Government who set up the model that was supposed to align with the complex infrastructure upgrades; it was the UK Government who took the revenue risks, which means that strikes cost the taxpayer money; and it was the UK Government who awarded the franchise based on even further roll-out of driver-only operation; so the initial unwillingness on the part of the UK Government and Transport Secretaries to get involved is shameful.

The NAO also makes it quite clear that the Department for Transport had a large responsibility, especially in relation to access to the network and timetabling pressures. I am concerned that the DFT’s lack of understanding of pressures arising from upgrades and timetabling will have an impact on the west coast franchise and HS2 awards. Is that the reason why the invitation to tender for the west coast franchise, which was due in November 2017, still has not been issued and we do not know when it will happen?

Other franchise issues include the failed award of the west coast franchise in 2012. I am sure that, had Virgin Trains won that franchise in 2012, it would happily have taken it rather than threaten court action. As we have already heard, the case led to direct awards. According to a Library briefing, 12 of 16 franchises have now been subject to direct award. Further failures by the Department for Transport give us the worst of both worlds—there is no competition, and short-term awards provide no incentive for long-term investment, yet the companies are still guaranteed a profit. That is a poor set-up.

[Alison Thewliss (Glasgow Central) (SNP)]

According to the House of Commons Library briefing, the direct award for the west coast franchise mentions a commitment to work to remodel Carstairs junction, which is seen as significant bottleneck in the network. Anyone who has travelled on the line knows that time spent at Carstairs is often time that could be shaved off a journey, therefore making rail more attractive. Does my hon. Friend agree that the Government should increase investment to remove bottlenecks such as Carstairs junction?

[Alan Brown]

I agree with my hon. Friend. Carstairs junction could be a major blockage for HS2, as well as the other operation, so I hope that the Minister was listening to her intervention and will explain why, if the remodelling was a part of the direct award, it has not happened yet.

--- Later in debate ---

[Alan Brown]

A small history lesson: it was the UK Labour Government who refused to hand these powers over to Scotland. They had the chance to do so in 2000 and 2005. Since the Scottish National party Government came to power in 2007, they have written to three Transport Secretaries to ask for the powers to be devolved to Scotland, and three times that has been refused. The shortlist for the ScotRail-Abellio tender process was drawn up in November 2013, so the initial invitation to tender came way before that. The contract was awarded in October 2014—a year and a half before the new powers came into play. It is absolutely ridiculous to say that the Scottish Government could have sat on their hands and waited for future powers that might not have come. They did come, the Scottish Government will use them in the future, and they are preparing that public sector bid, so I thank the hon. Gentleman for that intervention.

[Alison Thewliss]

Does my hon. Friend agree that the experience from our casework is that Network Rail is not an accountable body at all? When we try to raise constituency cases, or make complaints about works on the line or things that it wants to do, it is very difficult to get any answers from it, because it just does not want to consult. It just wants to do things and pays lip service to community engagement.

[Alan Brown]

It is certainly a big problem. Network Rail is too big. The fact that it is effectively accountable to two Governments, but ultimately to the UK Government, causes further problems.

The Labour party is calling for full-scale renationalisation. I am certainly not against that—there is clear merit to keeping all moneys within the public purse—but I have concerns about the model proposed in its manifesto, in that the result might be something that is too large to be fully accountable, which touches on my hon. Friend’s intervention. Labour’s proposed model shows that it believes that the railway can be nationalised within the EU single market, given the EU firewall proposed between rail access and the network/operations side of the business, so the argument that we cannot be in the single market and have national railways clearly falls, as the Labour party itself recognises. We do know that nationalisation works, given how many state-owned railway companies current operate in the UK, and of course they are doing so under EU rules. The Tory anti-nationalisation attitude is therefore clearly utter nonsense.

The Library briefing on rail structures suggests there is no agreed best model operating in the world, but it does give some excellent examples of variations in models. What is clear is that public sector involvement or state-owned franchise companies can work. The UK has a franchise model that has not worked effectively, and a change of thinking is undoubtedly required.

Ultra Low Emissions Vehicles

Debate between Alison Thewliss and Alan Brown

Wednesday 1st February 2017 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mrs Moon. I congratulate the hon. Member for South West Bedfordshire (Andrew Selous) on bringing forward this debate and sticking to a theme that he has raised before—it is obviously close to his heart.

We have heard much about air quality and the need for action. Just today, I read in the newspapers that according to the United Nations special rapporteur on hazardous substance and waste, air pollution is a crisis that plagues the UK, particularly for children, and urgent Government action is required. In November 2016, for the second time in 18 months, the Government lost a court case on their proposals to tackle air pollution. ClientEarth, which took the Government to court, states that over-optimistic modelling of diesel car fumes was used rather than actual road emissions. The Government clearly need to take proper action. It has also been widely reported that up to 40,000 deaths per year arise from air pollution. Air pollution is a killer, and we need to tackle it head-on.

Transport alone accounts for 23% of CO₂ emissions; transport and electricity generation are the joint largest net contributors to those emissions. That highlights the scale of the problem that needs to be tackled. Over the years, Governments of different colours have introduced a series of initiatives to encourage low emissions vehicles. Many of those initiatives seemed logical at the time, but Governments and their initiatives change, and that has hindered progress in people purchasing low emissions vehicles and the roll-out of the infrastructure that is required to support them.

In January last year, the Minister said he reckoned that the sale of ultra low emissions vehicles had reached a tipping point, and in September 2016 the Department for Transport issued a triumphant press release that said there had been a 49% increase in registrations of ULEVs compared with the previous year. That sounds great, but 805,000 new vehicles were registered and fewer than 10,000 of those were ULEVs, so they actually account for only 1.2% of new vehicles. As the hon. Member for South West Bedfordshire said earlier, we need a massive increase in the sale and registration of these vehicles to reach the 5% target by 2020, and we are behind schedule. It is good to hear praise for the wee independent oil-rich country also known as Norway, where ULEVs have a market share of approximately 20%. What lessons does the Minister think can be learned from Norway, and what are the Government doing to replicate its success?

I appreciate the Government’s grant scheme. On the face of it, the scheme is good—it is attractive and the figures look good—but clearly there are still not enough people purchasing ULEVs, so perhaps it needs to be reviewed. Perhaps the Government just need to raise awareness and encourage the public to take up those grants. The Scottish Government have introduced a low-carbon transport fund, which, as well as grants, allows people to access interest-free loans of up to £35,000, which are repaid over six years. Businesses can access interest-free loans of up to £100,000. That is another way of encouraging people to purchase these vehicles. Again, perhaps the UK Government could do more.

The Scottish Government have spent £13 million in the last five years to support bus operators, and Aberdeen actually has Europe’s largest fleet of hydrogen-powered buses. Some 15% of charge points in the UK are in Scotland, which shows that Scotland is ahead in providing that infrastructure.

[Alison Thewliss (Glasgow Central) (SNP)]

Does my hon. Friend also recognise that Glasgow City Council and the Scottish Government did a lot of work during the Commonwealth games to install lots of charging points in sports venues around the city where people may want to go?

[Alan Brown]

Yes, and I welcome that work, although ironically, I was contacted by a constituent who is concerned that Glasgow City Council will charge people for using parking bays while they charge their cars, which is actually a disincentive. The council needs to take that on board.

As we have heard, we need to get diesel vehicles off the road. Similarly to the example that the hon. Member for Wells (James Heappey) gave, I have been contacted by constituents who are concerned that they will be penalised for having purchased diesel vehicles in good faith. Will the Government look at compensation or find other ways to fully incentivise those people to move to ultra low emissions vehicles? We must find a way to disincentivise people from buying diesel cars. There were good proposals in the Government’s consultation on the modern transport Bill, but the Bill has been delayed. When will it come forward, and will it contain proper measures, as we have discussed?

Budget Resolutions and Economic Situation

Debate between Alison Thewliss and Alan Brown

Monday 21st March 2016 Commons Chamber

[Alison Thewliss]

I absolutely agree with my hon. Friend and with other colleagues from that part of the world, who are also here. I understand that the Edinburgh and south-east Scotland city deal team put in their bid in September last year. To open negotiations only now is an unacceptable delay in a region that needs that stimulus.

Select Committee reports on city deals have mentioned that they are often dictated by political imperatives. It seems as though Edinburgh’s deal sits nowhere in those political imperatives. We have waited and waited with bated breath for an announcement on the Edinburgh and south-east Scotland deal, but we have had no certainty about how well the plans have been received. It would be good to have an announcement soon, because the purdah period for the Scottish Parliament elections is imminent. There will then be a further purdah period for the EU referendum.

The people of Edinburgh deserve to know how their deal is being received and when work can get under way. It would be a shame if the ambitious proposal in the bid for £1 billion to improve infrastructure, skills and innovation were put on hold by an EU referendum. That £1 billion of investment could unlock an additional £3.2 billion of private sector investment in Edinburgh and south-east Scotland. Because the bid team is working collaboratively with Edinburgh University, surely the potential impact of the city region deal to the UK’s productivity and growth is deserving of an announcement of significant funds very soon.

There are fledgling deals in other parts of Scotland as well, and I would welcome early engagement by the UK Government in those deals. This morning, I met people involved with the Ayrshire growth deal, which involves ambitious proposals for the area to bring in greater science, technology and innovation and to make the most of the Prestwick hub—

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

And beyond.

[Alison Thewliss]

There is lots of potential in the area, and indeed in Kilmarnock. The growth deal should help to encourage young people to stay in the area and to make their lives there, and it should attract back families who have moved away.

There are many ways in which Scotland looks at issues differently. Our population of 5 million allows us fleetness of foot and innovative thinking. In local government, housing, homelessness, city deals and a host of other areas we can lead the UK. I hope that the SNP’s involvement in this Parliament, however long or short that involvement may be, will allow Members to look to Scotland for ideas of civilisation.