Oral Answers to Questions

Gavin Newlands Excerpts

Thursday 16th December 2021 Commons Chamber

[Trudy Harrison]

As I said, we already have nine in the north-east and 50 operating in the country at the moment. We have 500 zero-emission buses being supported through the ZEBRA scheme, with £120 million of investment. A further 300 zero-emission buses will be supported through the all-electric bus city scheme and over 100 zero-emission buses have been supported through the ultra-low emission bus scheme since February 2020. In addition, £355 million of new funding was made available for zero-emission buses at the autumn 2021 Budget.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I wish you, Mr Speaker, the staff and all Members of the House a merry and safe Christmas, and a good new year when it comes.

Despite that answer from the Minister, the Transport Secretary confirmed to the Transport Committee that only 121 zero-emission buses are actually on the road in England, less than half of them outside London, since the Prime Minister made his 4,000 bus pledge. The Scottish order book, in contrast, is full to bursting. Will the Minister confirm how many of those 4,000 buses are currently on order from bus manufacturers, such as Alexander Dennis? When will any of those buses be on the road? When will all 4,000 buses be on the road? When will this Government raise their ambitions and horizons from their current plans to replace only 10% of the English bus fleet?

[Mr Speaker]

You might need an Adjournment debate for all those questions.

--- Later in debate ---

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

Of course I can give my hon. Friend that assurance, and I thank her for raising the topic.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

Following the Chancellor’s U-turn on sector-specific support, the sector hardest hit by covid is aviation, with the UK sector’s uneven recovery being the slowest in Europe. Understandably, omicron may now wipe out Christmas travel, so does the Secretary of State agree that the sector needs support now, whether it through furlough, grants, or route development funds? We need to see that the Government understand the urgency of the situation, including by their extending the terms of the coronavirus large business interruption loan scheme so that it covers aviation and travel businesses.

[The Parliamentary Under-Secretary of State for Transport (Robert Courts)]

The hon. Gentleman will be aware that the aviation sector has benefited from approximately £8 billion of support from the Government’s cross-economy measures. We are just about to announce the third iteration of the airport and ground handlers business rates support scheme to help with fixed costs. We will continue to listen to the sector to understand how best it may be supported.

Electric Vehicles: Transition by 2030

Gavin Newlands Excerpts

Thursday 9th December 2021 Westminster Hall

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to serve under your chairmanship for the first time, Mr Twigg. I congratulate the hon. Member for Bath (Wera Hobhouse) on securing this important debate and on starting us off so well. She made many excellent points throughout her speech and referenced the excellent recommendations of the Transport Committee. I should say that I serve on that Committee, although that was not a self-serving comment.

There have been many fantastic contributions by Members from across the House and the debate has been, in the main, consensual. The hon. Member for Broxtowe (Darren Henry) said that this is a once-in-a-generation opportunity, but that we are going too slowly. My colleague on the Transport Committee, the hon. Member for Easington (Grahame Morris), rightly spoke of the challenges facing the national grid and charging outside London, which I will come on to. The hon. Member for Rushcliffe (Ruth Edwards) spoke of a long journey, by the sounds of it, and the relationship strain of taking an electric car on holiday. I can certainly relate to that—not so much the holiday element, but the change in driving style required by an electric car. Mine has changed, my wife’s has not. No doubt I will get into trouble for saying that.

The hon. Member for Vauxhall (Florence Eshalomi), a London MP, made excellent points about range of and the need for greener public transport, which I will briefly cover. The hon. Member for Strangford (Jim Shannon), who is always here and is always welcome, spoke of transport being the largest carbon-emitting sector and urged more urgent action, if I can put it like that. The hon. Member for Leeds North West (Alex Sobel) spoke of the ZEV mandate, which I will probably not have time to cover but which we wholeheartedly support. The hon. Member for Warwick and Leamington (Matt Western), who always takes a keen interest in these matters, started out pretty starkly by saying that we have only nine years but also a very long way to go.

I declare an interest as an owner of an electric vehicle. Thanks in part to the Scottish Government’s electric vehicle loan scheme, I made the switch from diesel to electric this year. In fact, my family went from having two diesel cars to one electric. The bulk of my remarks will cover electric cars, but I will briefly talk about electric buses. Thus far, the Prime Minister’s pledge of 4,000 new green buses has been a pretty damp squib, it has to be said. The three years of the ultra-low emission bus scheme’s operation up to this year resulted in just 58 such buses on the road outside London. It will come as no surprise that London has more ULEBS-funded buses on the road than the rest of England put together. The successor scheme, ZEBRA—zero-emission bus regional areas—has not put a single new bus on the road, and thus far funding has been made available for only 335 electric buses. ZEBRA has been a total flop. The Prime Minister has zero chance of getting to his promised 4,000 buses by the end of this Parliament. In any event, 4,000 buses represents only 10% of the English bus fleet.

In contrast, the Scottish Government have promised to decarbonise more than half the Scottish bus fleet in the same timeframe. We are well into our second Scottish ultra-low emission bus scheme, which, for comparison, has resulted in the equivalent of more than 2,700 buses already ordered or on the road. Indeed, thanks to the Scottish Government’s SULEB schemes and McGill’s Buses, my own area of Renfrewshire has more electric buses on the road than anywhere outside London. These buses need passengers to fill them, and I am glad to say that, by the end of next month, those aged 21 and under will enjoy free bus travel, hopefully instilling some public transport habits into the new generation, helping to reduce car usage by 20% by the end of the decade. We see day to day what progress has been, and is being, made in rolling out the infrastructure we need to move to net zero, so when I look at DFT’s record, I have to say—not for the first time—that I am glad to live in Scotland under a Government with a serious agenda to change our transport options for the better.

Without a mass roll-out of public charging facilities, EVs will simply never be the choice for people for whom residential charging points are simply not possible, especially people who live in flats or multiple-occupancy buildings. The Climate Change Committee estimates that at least 150,000 charge points are needed, while others, such as the Society of Motor Manufacturers and Traders, say that at least 700,000 are needed, but just under 21,000 are currently in use. There has to be a rapid acceleration of investment and a clear strategy for how that target will be met. At the moment, there is no sign that the scale of investment needed matches the reality of what is available. Once again, the Scottish Government are leading on the roll-out of public charging infrastructure, and doing so on the scale needed elsewhere.

According to the UK Government’s own stats, Scotland leads the UK in public rapid charging points, at around 70% per capita higher than average, and nearly double even London’s rapid charging network, and is second only to Greater London in all public charging points. That was not achieved by accident; it was the result of policy decisions taken over the last few years in line with the Scottish Government’s net zero strategy, which aims to transform the country to net zero by 2045, five years ahead of the UK’s current plans. That kind of bold investment in infrastructure needs replicating elsewhere in these isles if we are to collectively meet the challenges of the transition to net zero and the ambition set out by COP26. How that infrastructure is accessed, as has already been referenced, is also a real concern.

When the Transport Committee took evidence on public charging and the interoperability of the many different networks—some publicly run, some delivered by the private sector—the then Minister said that regulations to enforce interoperability were planned for before the end of the year. To date, we have not had those regulations, despite the consultation closing in April and despite the Minister’s promise to the Committee.

There is no sign of forcing operators to have common systems, which would give consumers a seamless experience, regardless of which provider they charge the vehicle with. We do not expect drivers of diesel or petrol vehicles to have to remember which card matches which petrol stations, and it should not be any different for EV drivers. Interoperability is standard in the Netherlands, as has been said, with a larger installed base of public charge points. There is no reason whatsoever why that cannot be implemented here. I hope that the Minister will clarify that point because, if that is indeed the case, the Government need to up their game and get those regulations drafted as quickly as possible.

Just over two years ago, I spoke in a similar debate in this Chamber and mentioned the success of electric vehicles in Norway. At that point, just over half of new cars sold there were EVs. This year, that proportion reached over 77%. So successful has their transition been that the debate in Norway is now not about how to get EVs making up the bulk of the new car market, but how to realistically phase out the remaining petrol and diesel cars on their roads.

That, it must be said, is in an oil and energy-rich, progressive and independent northern European country with the power to act in its own national and international interests without a Whitehall-type system to battle through. Norway shows that if the will and investment are there, the marketplace for cars can be transformed in a relatively short period. Therefore, while I may despair at much of the UK’s track record, the optimist in me—there is an optimist in me, somewhere—still believes that it might be capable of pulling it off, if the political will is there. Of course, that is a big if.

In yesterday’s debate on rail investment, I made the point that, compared with the capital, the rest of England was being badly let down on transport spending year after year. That mistake is being repeated in the roll-out of a public charging network. Again, as the hon. Member for Easington said, it is the north of England losing out, with the north-west and Yorkshire and the Humber at the bottom of the league table, while London streaks ahead.

If the Government are serious about a national EV strategy, it has to be just that: national. If the Scottish Government can fund and support charge points from Unst—the most northerly island in these isles—to the Mull of Galloway at the very south of the country, there should be no reason for English regions to be left behind in the transition to zero emission vehicles. Norway has managed it, Scotland is managing it, and I hope that the Minister will seek advice from her counterparts in those countries and elsewhere on how to drive forward the transformational change needed over the coming years.

To conclude, on the vehicles themselves, it again seems that the UK is in the slow lane while others are powering ahead. If we are to change historical behaviours, we must have an appropriate balance between carrot and stick, but the Government keep shifting that balance before the market is ready for it. The Transport Scotland-funded low carbon transport loan gives potential EV customers an interest-free loan of up to £28,000 for new cars or £20,000 for used ones, and also covers electric motorcycles and e-bikes. Compared with the UK’s grant-only scheme, the interest-free loan scheme is delivering affordability to households who would otherwise be unable to make the switch to electric vehicles. It is also undoubtedly one of the reasons why take up of EVs in Scotland over recent years has considerably outstripped the rest of the UK, outside of London. That loan has also now been extended to include used EVs, which are now an important area of growth in the market.

The top three factors holding potential EV buyers back are cost, access to local charging points, and range anxiety. By rolling out zero-interest loans, the Scottish Government are addressing that first factor; by having so many charging points, they are addressing the second; and by ensuring that no part of the country is untouched, they are addressing the third.

--- Later in debate ---

[Trudy Harrison]

I was going to mention this, but I did have the pleasure of meeting Minister Mallon in Belfast a few weeks ago. I also visited Wrightbus, not far from Belfast, in Ballymena. We are having those conversations with the devolved Administrations—supporting, providing funding and learning how we can collaborate best to ensure that the roll-out reaches all the UK.

[Gavin Newlands]

The Minister mentioned the strategy. Presumably within that strategy will be interoperability. When is that issue going to be addressed? We were told it would be at the end of this year.

[Trudy Harrison]

I will comment on Members’ queries now.

The hon. Member for Bath asked about energy provision. That is a matter for the Department for Business, Energy and Industrial Strategy, as I am sure she knows, but making sure we have the clean electricity is vital. She will know as well that the Prime Minister’s 10-point plan sets out the commitment towards 40 GW of wind by 2030 and 5 GW production capacity for hydrogen. We have also passed the regulated asset base for gigawatt-plus nuclear power stations, so we are not shy of taking action on energy.

The hon. Member for Bath also referred to fairness. I think that is really important, because in this transport revolution we have an opportunity that we perhaps did not have 150 years ago, which is to ensure that everybody is involved, this time in charging vehicles. We are working with organisations such as Motability to make sure that the charging infrastructure can be used by all, including disabled people. This is about ensuring through the regulations we are bringing forward that people know where charging infrastructure is; that they can be sure the infrastructure will work; that they will not need to use a selection of apps, but instead can use contactless, for example; and that we have the interoperability across different providers to provide a really comprehensive network, as is needed as we transition from fossil fuel to a decarbonised transport economy.

Rail Investment and Integrated Rail Plan

Gavin Newlands Excerpts

Wednesday 8th December 2021 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I, too, welcome the hon. Member for Sheffield, Heeley (Louise Haigh) to her post and wish her well. No doubt we will chat soon about the role.

Those of us with long experience of the UK Government’s trail of broken promises and inaction knew that this day was likely to come. The minute the High Speed 2 Bills in this place were split by phases, it was clear that the Government were preparing the ground for cancellation once the political cover of promised HS2 to the north was no longer required. The idea of a rail strategy coming from the Department for Transport is a bad joke. In recent months, my office, and indeed my house, has accumulated a colourful collection of glossy DFT booklets and reports—a substitute for genuine action and construction. What with the Williams-Shapps plan, the integrated rail plan, the net zero strategy, the Union connectivity review and the transport decarbonisation plan, to name but a few, the Department is at least keeping graphic designers in work, and will no doubt keep fact checkers busy for months and years to come.

If hon. Members want to see real ambition and forward thinking, they should look across the North sea to Denmark—do not worry; I will come to Scotland. Denmark has managed to construct an 8 km bridge and a 4 km tunnel linking it with Sweden—a real bridge and a real tunnel, by the way, not a back-of-a-fag-packet scheme with roundabouts under the Isle of Man, dreamed up by the Prime Minister while he organised secret Santas. [Interruption.] I will come to it; don’t you worry, Secretary of State. Denmark’s fixed link with Sweden includes a high-speed rail link between the countries. For the foreseeable future, there will be more high-speed rail over and under an inlet of the Baltic sea than over a single inch of the north of England.

Now the Danes are building a fixed link to Germany —the project is financed and run by the Danish Government—while also building high-speed rail links joining the rest of the country. In fact, on current plans, Denmark, which takes up a third of the area that England does, will have more high-speed track in use than England by the end of next year, and it will continue to pull miles and miles ahead.

The Danish authorities are showing more vision and commitment to the nation’s transport infrastructure than their counterparts in the DFT. In Denmark, connecting neighbours is not a wheeze dreamt up by the Prime Minister, with no basis in reality; it is part of a sustained, long-term strategy to truly level up. I cannot imagine the Danish transport authorities planning a bridge or tunnel over a munitions and radioactive waste dump. They live in the real world, where they are building real infrastructure and real connections. This is a small, independent, northern European country taking bold and radical steps to improve connectivity with its neighbours, to push towards decarbonisation, and to boost its economy and that of its neighbours.

Contrast that with the Union connectivity review, where, despite the Scottish Government wanting meaningful engagement on a raft of issues, the UK Government simply ploughed ahead and ignored them.

[Mike Amesbury]

Will the hon. Gentleman give way?

[Gavin Newlands]

I will give way once, but I see that a number of Members want to speak in the debate, and this is a devolved issue.

[Mike Amesbury]

I thank the hon. Gentleman for giving way during his powerful contribution. In May, a station in my patch, Northwich, collapsed. It still has not been rebuilt. People who are disabled or have mobility problems cannot travel in one of the directions, yet the Government have so far refused to build back better, fairer and in an inclusive way. Does he concur that that is the reality on the ground in many parts of the UK, including the north of England?

[Gavin Newlands]

I thank the hon. Gentleman for his intervention. I have not been to his part of the country yet, but I am sure that I will make plans to shortly. I have no doubt about what he says, and I am entirely unsurprised by it. I am sure—or at least I hope—that the Secretary of State was listening to what he said.

[Chris Loder (West Dorset) (Con)]

Will the hon. Gentleman give way?

[Gavin Newlands]

I apologise to my Transport Committee colleague, but I promised to try to keep my contribution under 10 minutes because of the number of Members who want to contribute. [Interruption.] It is a devolved matter.

It is the usual pattern for Downing Street. Don’t like something? Ignore or marginalise it. Transport for the North speaking up for a real rail network, and against the Government’s plans? Neuter it out of any real existence. Afraid that the Welsh Government might use Barnett consequentials from HS2 spending in a way that shows up the paucity of ambition on the other side of the border? Just do not give them any. Worried that the Scottish Government will come to some different conclusions about what is needed for real connectivity across these isles? Just ignore them when they look for real engagement. And, dare I say it, do not like the rules about Christmas parties during a pandemic? Organise that secret Santa anyway.

To be crystal clear, the Minister, in his summing up, must confirm that Scotland and Wales will receive full Barnett consequentials from the English rail plan and confirm the level of consequentials and the timing, because the transfer of the funds simply cannot be punted down the track. Everyone on these isles would benefit from improved connectivity internally and externally, but instead of working collaboratively with the devolved Administrations, Mayors and combined authorities in England, once again Whitehall knows best, and Whitehall, as ever, knows London best.

[Chris Loder]

Will the hon. Gentleman give way?

[Gavin Newlands]

I will give way once to the hon. Gentleman because he is persistent.

[Chris Loder]

I very much appreciate the hon. Gentleman giving way and it is always a pleasure to serve with him on the Transport Committee. In the interests of collaboration, which he just mentioned, would he care to share with the House why, during the Union connectivity review, the Scottish Government refused engagement on this issue from the United Kingdom Government to achieve that very point?

[Gavin Newlands]

As I have outlined, that is not true. We asked for engagement on a number of issues and those advances were rebuffed by the UK Government. [Interruption.] It is a simple fact.

In the last financial year, the east midlands saw spending on transport of £477 per person. London received £1,476 per head. Even allowing for the fairly extraordinary circumstances of the pandemic, if we go back another year, we see a similar picture: £377 per person versus £856 in London. On every metric going back decades, we find a similar picture, with every single region of England not just outstripped by London, but overpowered by multiples of 200%, 300% and even 400%.

This system is holding back every part of these isles while making sure that London gets the lion’s share year after year, decade after decade. For all the Government’s talk of levelling up, there is no sign, and nor has there been since time immemorial, of making the kind of investment in the rest of England that is deemed necessary in Greater London. Even assuming that every single inch of track and electrification laid out in the integrated rail plan actually happens—about which, given the precedents of cancellation that have been referred to in this debate, we are right to be sceptical—it will do little or nothing to close the gap between the north of England and London.

There is a fundamental flaw in not just how the UK is governed, but how policy is decided, that allows this kind of warped disparity to go not only unchecked, but positively encouraged by successive Administrations and Transport Secretaries. Again, places such as the north of England, the south-west and the midlands bear the brunt of that dysfunctional system.

Lest anyone thinks that it is just SNP Members calling out the Government for their failures, let me correct that record. The chair of Transport for the North called the integrated rail plan “woefully inadequate”. The former technical director of HS2 said:

“You can’t have prosperity without being well connected.”

The chair of the North East Joint Transport Committee said that the plan is

“a hammer-blow for the North East and…the very opposite of levelling up”.

And the chief executive of the Rail Industry Association asked:

“How certain can the railway industry be that the”—

plan—

“will actually be delivered, given what’s happened to the previous plan?”

Once again, the north of England is being let down by a Government whose action, if not their rhetoric, stops at the M25.

We in Scotland are well used to being let down over connectivity. Nearly three decades ago, we were promised direct rail links to Europe through the channel tunnel. Just as with HS2 to the north-east of England, those promises were buried as soon as it became politically expedient. Even the proposed sleeper trains were punted off to Canada, and what a mistake that looks now. Europe is seeing a rapid renaissance in cross-border sleeper trains. Today, anyone looking to avoid flying to Europe will be boarding in central London, not Manchester, Birmingham, Edinburgh or Glasgow.

Around the same time—[Interruption.] That is a bizarre contribution; I will take an intervention, but I would advise against it if that is what it would be. Around the same time, the old Strathclyde Regional Council brought forward plans for a new and modern light rail network for Glasgow. They were kiboshed as the UK Government were more interested in their dogmatic rush to privatise British Rail. Residents of Leeds should look into the history of the UK’s commitment to urban light rail in Scotland, given the promises now being made to them as a fig leaf to cover the HS2 cancellation. It was the UK Government who spent months and who knows how many fag packets drawing up madcap schemes for bridges over munitions dumps instead of working to improve our infrastructure in the real world. Knowing that, it was rich to hear the Scottish Secretary laud his Government’s Union connectivity review the other week. It is only since the dead hand of Westminster was removed from transport policy in Scotland that real progress on rail modernisation and a decarbonised future has been made.

It is the Scottish Parliament and Scottish Governments —in fairness, from three political parties on these Opposition Benches—who have upgraded, reopened, and decarbonised the four rail lines running between Scotland’s two biggest cities over the past two decades, and launched many other electrification projects, including Paisley Canal, which boosted demand by up to 35% at some stations. The length of track electrified in Scotland has gone up by nearly 50% since devolution under both SNP Governments and Labour-Lib Dem Administrations. In contrast, in England and Wales the increase is more like 14%.

It is the Scottish Government who have overseen the reopening of the Airdrie-Bathgate line, the current work on the Levenmouth rail link and, of course, the Borders Railway, with demand far outstripping predicted passenger numbers. We have got on with reversing Beeching without the need for exaggerated rhetoric, overpromising and underdelivering. It is also the Scottish Government who are taking our rail services back into public ownership, where they belong, from next year.

Scotland’s economic prosperity depends on not just our own domestic connectivity, but that of our neighbours. We want and need a prosperous and well connected north of England. Collectively, Scotland and the three northernmost regions of England have a population of 21 million. That is bigger than all but five EU member states, but nearly 16 million of those people are being let down by a UK Government and a Department for Transport who are stuck in a 19th-century mindset, where Whitehall is the centre of power and woe betide those who challenge its authority, as Transport for the North is now finding out.

To conclude, the north of England deserves better. The birthplace of the first steam railway, the first inter-city railway and the first purpose-built main line electric railway; the cradle of an industrial revolution where the railways and commerce went hand in hand—it is being let down, as it has been for decades, by a Westminster Government who lack vision, lack ideals, and above all lack commitment.

The new industrial revolution will be much different from that of the 19th century. It is about decarbonising our economy and society to meet the challenges of the 21st century. Scotland’s rail network will play its part by decarbonising all passenger services by 2035.

[Sir George Howarth (Knowsley) (Lab)]

On a point of order, Madam Deputy Speaker. I think the Scottish National party spokesman is likely to be taking up more time than the Opposition and Government Front Benchers. Is that in order?

--- Later in debate ---

[Madam Deputy Speaker (Dame Rosie Winterton)]

I am of the strong opinion that the SNP spokesperson is coming to a conclusion imminently.

[Gavin Newlands]

Thank you, Madam Deputy Speaker. I have a Front-Bench role here, but I have only four lines left, so if the right hon. Member for Knowsley (Sir George Howarth) had let me finish, I would have taken up less time.

The UK’s plans, in contrast, leave much of the north of England stuck with those 19th-century services and infrastructure. It is time for the UK to learn from elsewhere, from Scotland, from Denmark—from anywhere, frankly, because anywhere else would have a rail policy that lasts longer than a Downing Street Christmas party. Other countries are joining up and truly are levelling up, but the UK Government continue to ensure that for huge swathes of England, the only way is south.

[Mr Mark Harper (Forest of Dean) (Con)]

On a point of order, Madam Deputy Speaker. I understand that the Prime Minister’s official spokesman has now confirmed that a Downing Street press conference hosted by the Prime Minister will take place at 6 pm. As of course I am sure the Government will want to ensure that this House hears from a Government Minister no later than the time of that press conference, may I ask whether Mr Speaker has received a request from the Government for a statement to take place in this House no later than 6 pm, to enable the Government to set out any proposals that are coming forward and to allow Members of this House to ask important questions on behalf of those we represent here?

Heavy Commercial Vehicles in Kent (No. 2) (Amendment) (No. 2) Order 2021

Gavin Newlands Excerpts

Monday 6th December 2021 General Committees

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to serve under your chairship, Ms Fovargue. I will not detain the Committee for long. I will reiterate a couple of points that the hon. Member for Ilford South, my former colleague on the Transport Committee made, and make one other. He touched on the driver shortage. We are all well aware that there was a driver shortage of circa 100,000. The Office for National Statistics suggests that around 16,000 fewer EU nationals are here as drivers. Sadly, we are all getting used to the grim reality of empty shelves in our shops. I would love to detain the Committee by going on about how Brexit has ruined things and why independence for Scotland is obviously the only solution for us, just to hear the groans from the Government Benches, but I will not.

The Transport Committee is looking at this issue at the moment. Having ignored the warning signs from industry and from the Opposition for many years, just when do the Government plan to get our supply chains moving again and keep them moving? We have looked at how the industry attracts and retains drivers; at pay and conditions, which was have seen an uptick in; at the lack of appropriate facilities; and at road safety. Full import controls are planned over the next few months, including checks on sanitary and phytosanitary goods, which were due to come in in October but will now come in in January. Export health certificates were due to come in a couple of months ago and will now be introduced in July.

We need to see much more robust arrangements, not least for the drivers, who face pretty hellish conditions. They have been forced to accept handouts from kind-hearted volunteers over fences or even lowered down from bridges. I would like the Minister to explain what the Government plans are to improve that situation and to ensure there are contingencies in place should those plans fall through.

Transport for the North

Gavin Newlands Excerpts

Wednesday 24th November 2021 Commons Chamber

[Andrew Stephenson]

I thank my hon. Friend and predecessor for his comments. As he will know, the Prime Minister was very clear and we were clear in our manifesto that we would commit to Northern Powerhouse Rail, with an initial focus on the section between Manchester and Leeds. The integrated rail plan expands that initial focus to between Liverpool and York. That is the core investment. Alongside it, many of the upgrades already being delivered as part of the rail network enhancement pipeline will continue—for example, upgrades to the Hope Valley line, improving journey times to Sheffield—but we will continue to consider other investments in our rail infrastructure alongside that, to deliver the transformational benefits that we all want to see to communities across the north of England.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

The undermining of Transport for the North is just the latest act in a pattern of centralisation and Whitehall-think emblematic of this Administration. This Government do not like transport policy being run by Holyrood, so they cobbled together a Union connectivity review over its head—although it must be said that before the review is even published, the bridge over the biggest undersea munitions dump in Europe, the Prime Minister’s pet project, has been dumped. This Government do not like transport policy being run by the Mayor of London, so they are starving him of funding. Now the Government do not like transport policy being criticised by Transport for the North, so they are slashing its funding and removing many of its responsibilities.

Why does the Minister think this Government know better than the people and elected representatives of the north of England? Last week, the Secretary of State said that a whole 75 staff from the DFT have moved to Leeds. When will the rest follow to the north, so that the people at the top of the Department truly understand the rundown and under-invested transport network that they are responsible for? Will the Minister guarantee that devolved Administrations will not be subjected to such attempted power grabs and undermining in future?

[Andrew Stephenson]

The hon. Gentleman talked about devolution. As he will know, 60% of the north is now covered by mayoral combined authorities and metro Mayors thanks to the historic devolution settlement by this Government. Indeed, this Government established Transport for the North.

The hon. Gentleman also asked about Department for Transport staff based in Leeds. I am delighted that, in the past year, we have established a new DFT office there. Last time I visited, 70 staff were working there. I am pleased to confirm that, as of today, the number has gone above 100. I look forward to visiting again to welcome even more staff in the coming months.

Integrated Rail Plan: North and Midlands

Gavin Newlands Excerpts

Thursday 18th November 2021 Commons Chamber

[Grant Shapps]

My hon. Friend is absolutely right about the improvements in journey times. For example, on Bradford, which has been talked about a great deal, it will be 12 minutes from Bradford to Leeds. What we called for, and what everyone was calling for, is London or south-east-style connectivity, and 12 minutes between two of the north’s great cities as a result of this plan is one of those potential upgrades—not potential; it is one of the upgrades in the plan.

My hon. Friend is absolutely right about the cost of electrification. A lot of these things seem to cost a lot more in this country. The rail Minister—the Minister of State, Department for Transport, my hon. Friend the Member for Daventry (Chris Heaton-Harris)—is carrying out an electrification challenge to bring the sector in and challenging it to build on electrification much faster than currently happens. Of course, in addition to electrification, we also have zero-carbon trains, electric trains and hydrogen trains such as the HydroFLEX, which will help to resolve some of the more difficult-to-electrify areas, although, as I say, we have full fat electrification on nearly 400 miles of line as a result of today’s plan.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I thank the Secretary of State for advance sight of his statement, although I did read most of it in a newspaper beforehand.

I do admire the Secretary of State’s hutzpah for the most bullish U-turn I have yet seen in this place. He talks of Beeching reversal; this is nothing but an HS2 reversal. Bit by bit, HS2 and its grand vision for a rail network that might actually belong in the 21st century rather than in the 19th century is being salami-sliced until all that is left is a Birmingham to London shuttle with a few token services to Manchester, benefiting few, but costing us all.

Perhaps the Secretary of State should ask for some tips from the French Government, whose high-speed rail network is now 2,800 km long, or from the Germans, who have over 3,000 km. Denmark is building high-speed rail to link with Germany’s network, including an 11-mile tunnel under the Baltic sea. Meanwhile, the UK cannot even manage linking itself.

On electrification, the 2015 manifesto promised electrification to Windermere, south Wales and the midlands, and they were ditched, so forgive me if we are sceptical about today’s promises not meeting the same fate. For a country that started the railway age and produced Brunel, Stephenson and Joseph Locke, England is now badly served by its transport leadership—a leadership that no number of glossy reports and reviews can paper over.

Can I ask the Secretary of State what implications this will have for Barnett consequentials for both Wales and Scotland? Will Wales now receive its fair share of funding if HS2 money is being redeployed elsewhere? Can he confirm that Barnett will also apply to Scotland’s funding? Given that the Scottish Government are miles ahead of the UK on decarbonisation, electrification and active travel, at least we know something useful will be done with that cash.

Perhaps it is time that levelling up applied to the DFT. Move the Department up to Newcastle, Carlisle or Doncaster, and quickly find out at what level the rest of England operates when given a shoestring to run a public transport network that is in the 21st century in theory only. Experiencing the third class network the north of England is expected to endure every day as compared with that in Greater London might sharpen a few minds in the DFT as to where their priorities lie in the future.

[Grant Shapps]

As the hon. Member knows, the Treasury is going to Darlington and the DFT has actually gone to Leeds and Birmingham. We already have 70 staff up at our Leeds office, and they will be delighted to be able to travel around much faster as a result of this plan today.

I should mention that the plan involves £12.8 billion of upgrade of the eastern core. This is upgrading the east coast main line, digital signalling and the like. We are not near capacity on those routes yet. The £12.8 billion will help with the journey up the east coast. Of course, the plan today also confirms the west coast update—the HS2 part of it rather—meaning that journeys to Scotland will be a great deal faster as a result. There are lots of benefits, when it comes to Scotland, from bringing these journey times way down as a result of this investment in HS2, and this plan today delivers on that.

HGV Driving Licences

Gavin Newlands Excerpts

Monday 8th November 2021 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

The Government have been warned for years and years about the shortage of HGV drivers, yet the speed of their reaction to that issue could best be described as glacial—having recently seen how quickly glaciers move, that probably gives the Government too much credit. The situation we face is of our own making. It is a combination of the industry not moving with the times quickly enough, of take-home pay being diluted in real terms when compared with other sectors, often driven by cost demands from the big supermarkets, and of this Government’s completely deaf ear and sneering cynicism about the scale of the problem facing our supply chain—problems that were clear to everyone else.

This problem is long-standing. The introduction of the IR35 was a contributory factor, covid will have had a sporadic impact, as it has on all sectors, and the way that many supermarkets and distribution hubs treat drivers going about their jobs is pretty shameful. However, even the dogs on the street can see that the Prime Minister’s botched Brexit deal was the proverbial straw that broke the camel’s back and caused this crisis, so it is incumbent on this Government to fix it.

The Scottish National party has been warning about this situation for years. Well over five years ago my predecessors as transport spokesperson, my hon. Friends the Members for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) and for Kilmarnock and Loudoun (Alan Brown) warned about the impact of Brexit, given that EU drivers were papering over the ever-widening cracks. They also mentioned the cost of HGV driver training and testing, and Government support to get people into that industry. I accept that the Government recently acted on that issue, with the £3,000 incentive payment for hiring new apprentice drivers, and that must be extended for at least—at least—another 12 months.

I have asked Ministers about this issue time and again. Indeed, back in June I wrote to the Secretary of State to urge immediate action to head off a crisis, and suggested that he would have to make contingency plans such as asking the armed forces to step in and help. The reply I received focused on apprenticeships, perhaps not quite getting the urgency of the coming situation. Despite the Government’s dismissive response, they did in fact have to ask the forces to assist and deliver fuel to forecourts across the country.

[Jim Shannon (Strangford) (DUP)]

One thing that perhaps has not been done, which perhaps the Minister could follow up, involves coaxing those who have gained their HGV licence through being members of the Territorial Army or the full-time forces, out of retirement and into taking up the position of HGV drivers. Does the hon. Gentleman feel that is something the Government have not pursued, but that they could benefit from?

[Gavin Newlands]

I thank the hon. Member for his intervention; it is good to see him here at his usual time on a Monday evening. He makes a very good point. All options should be explored. I know that a letter was sent by the Government, supported by the Road Haulage Association and Logistics UK, to a great many drivers. I am not sure whether the drivers he mentions were on the address list, but that is certainly something that the Government should strongly consider.

So what do we get? Some short-term visas, far too little and far too late, and on terms that have not exactly been a big draw for EU drivers; a welcome announcement, it must be said, on investment in driver facilities, but one that just happens to be years too late; and the potentially permanent changes before us this evening to fix a temporary problem, which have a great many people concerned about road safety.

Despite all the UK Government’s protestations to the contrary, the end of freedom of movement is the single biggest cause of the situation that we currently face. The Conservative party chair, the right hon. Member for Hertsmere (Oliver Dowden), said recently that a “relatively limited” number of EU drivers were applying for jobs, with about 300 applications received and “just over 20”—I presume that means 21—fully processed. I wonder whether the Minister can confirm the latest figures on that scheme. It is no wonder that EU drivers are not interested, with the Government initially announcing the scheme end point as Christmas eve, and in a tone that signalled that EU workers were still not welcome, seemingly forgetting that it was us who were desperate for help.

If disruption is to be minimised and the economy provided with greater certainty, drivers must be added to the shortage occupation list and this derisory short-term visa must be extended to at least 12 months. If we are honest, a two-year visa is probably necessary, given the time it will take to get the required drivers trained, passed and given the appropriate experience.

Let me turn to some of the specifics of the changes that the Government are proposing tonight to address the shortage. On the first motion, the removal of the staging between the class 2 driving test and the class 1 articulated test has been welcomed by much of the industry. I say “much” because there is some concern that, for some drivers, the process may still be a little rushed.

Delegating the testing of the reversing manoeuvre is also a concern for many. Brian Kenny from the RHA said:

“According to HSE, there’s about seven people knocked down and killed in yards each year with vehicles reversing. I think it is a step back. More than one person is one too many, as far as we’re concerned. Going forward on the roads should be assessed and should be tested. It’s equally important to test properly how an individual reverses and manoeuvres off the road.”

Andrew Malcolm of Scotland’s largest logistics company, the Malcolm Group, whom I met just last week, told the BBC:

“In principle, I can understand what they’ve done, to try to unlock test dates. However, I am seriously concerned about the safety aspect. I think they’ve cut far too much out the process of the test–that’s my biggest worry.”

Baroness Vere told me at the Transport Committee:

“We have to note that as we are reviewing all these we have to have safety absolutely at the top of our minds, and we must do whatever we can to make sure that there is no diminution in road safety.”

I ask the Minister to take note of the real concerns outlined by many and the comments of Baroness Vere, and to commit to reviewing the impact of this change in the short term and coming back to the House to report on both the positives—the number of extra drivers that have managed to go through the system as a result—and the impact on road safety, such as the incidence of accidents. As the hon. Member for Ilford South (Sam Tarry) said, if the Government could publish some of the criteria that will be used in reviewing this change after three and five years, that would be most useful to the House in holding the Government to account on this issue.

However, the second motion, on the removal of the car trailer test, is more troubling and concerns most of the industry. Put simply, there was a good reason that the tests were introduced in the first place. To allow anyone who has passed the regular driving test to tow a 3.5-tonne trailer, about two and a half times the weight of an average car, seems to be to be asking for trouble.

I agree with the RHA when it says that trailer use requires a special set of skills that are best instilled by a training and testing process. I know, because I have been told many times by the Secretary of State and other Ministers, that the Government will encourage drivers to take training, but the truth is that the vast majority of drivers will not undertake proper training, given that they will tow only occasionally. I would prefer that the DVSA continues to test, but as a temporary measure I back the Road Haulage Association’s proposal to delegate the testing to a DVSA-authorised trainer, in a similar fashion to the proposal to delegate the HGV manoeuvring test or, currently, MOTs. With the appropriate safeguards in place, road safety can be protected rather than abandoned.

The other unintended—I hope—consequence of the decision is to make parts of the driver training sector completely obsolete, largely without warning. I wrote to the Secretary of State back in September on behalf of a constituent whose business disappeared overnight when the changes were announced. I told him that my constituent had recently invested £30,000 for a vehicle, £4,500 for a trailer, and—to me, this is the worst of all—£6,000 from a covid support loan that the Government encouraged him to take before swiping the rug from under his feet! The letter he received in response was essentially silent on the impact on the sector and on any support that my constituent, and anybody like him, could access. I asked the Secretary of State at the Dispatch Box and Baroness Vere at the Transport Committee about compensation for those affected, but nothing was forthcoming. They both spoke of the hope to have an industry-led accreditation scheme, but, as I said, the vast majority of drivers simply will not take any non-statutory training. I appreciate that we are not talking about tens of thousands of people, but the Government have essentially closed viable businesses and surely they must meet their obligation to those people.

To conclude, I would like to amplify a point made by a constituent of my hon. Friend the Member for Gordon (Richard Thomson), who highlighted the clear inconsistencies of this Government on this issue and on wider road safety decision making. They would not extend theory test validity, despite the inability of many of my constituents to take theory tests, because of the large backlog in Scotland, because of a supposed risk to road safety in theory, and because it would require further legislation. However, they are now happy to rush through legislation to terminate B+E testing, a decision which will increase actual road risk and have a disastrous impact on the training industry. It is clear that the Government must act, but the time to act was years ago when the industry and many of us in this place warned about the repercussions of Brexit combined with inaction. Instead, that inaction has led to the empty shelves which are now commonplace across the country and to these panic measures before us, which compromise road safety for all of us.

--- Later in debate ---

[Trudy Harrison]

I would like to thank hon. Members for their clear consideration of these instruments. I will respond in turn to the various points that have been raised.

The shadow Minister, the hon. Member for Ilford South (Sam Tarry), encouraged swift action, and we have certainly taken swift action. There is a shortage of 39,000 HGV drivers, according to my data, as a result of a variety of factors including a lack of diversity and poor quality facilities. That is why in the latest spending review we have committed £32.5 million to improving those facilities. On diversity, I am delighted to be able to inspire the House with the latest figures on vocational tests. They indicate that 56% of men are passing the tests and that 65% of women are doing so. That is an uplifting statistic on vocational heavy goods vehicle testing.

We are also working with the Department for Education and now have specific apprenticeship standards with a funding band of £7,000. That is really working. We are providing funding to Think Logistics and working with Career Ready. As the hon. Member for Strangford (Jim Shannon) suggested, we are already working with ex-military personnel and others, including people who have retired, to help to retrain them to work in the sector once again. My hon. Friend the Member for North East Bedfordshire (Richard Fuller) questioned the timescales. Yes, we will review formally in three years and five years, but we will also review continually at every stage. Should there be a need for intervention, we will not hesitate to intervene where road safety is concerned.

I would really like to thank the hon. Member for Bristol South (Karin Smyth) for her work on chairing the all-party parliamentary group, and I would be delighted to accept her invitation to come and speak to the group and to understand how we can make this work. I want to reassure her, her members and, most importantly, Freddie’s family that safety is of paramount importance to the Department, and quite rightly so. We will continue to support the Tow Safe for Freddie campaign, which the Department has supported in the past, because we take road safety very seriously. The UK has some of the safest roads in the world. Our support for the campaign will continue, and will draw attention to the importance of motorists doing safety checks whenever they are towing.

The hon. Member for Richmond Park (Sarah Olney) raised a number of points. I have reached the grand old age of 45, and I passed my test before 1997. I can already tow a trailer of up to 750 kg—and indeed of up to 3,500 kg—because this change came in in 1997. Earlier this year, we ran a trailer safety campaign. It was timed to coincide with the lifting of the travel restrictions and the anticipated rise in the number of motorists towing caravans and trailers. It focused on encouraging motorists to do several basic checks before setting off on their journey, and highlighted the most common defects found by Driver and Vehicle Standards Agency examiners at the roadside. This reinforces the vital importance of maintaining trailers. I very much hope that people will take advantage of the Department’s encouragement of accreditation, which will also be provided.

We will shortly be publishing the impact assessment. It is being handled urgently and requires clearance, including by the Regulatory Policy Committee. We will keep those timescales to a minimum, but at the earliest we expect to be able to publish the assessment before the end of the year. We understand the concern that a full analysis has not yet been published, and we are working on it urgently. It was a case of balancing the need to take action quickly to address the driver shortage against the need to assimilate evidence and analyse it in full.

I hope the Chamber has found the debate informative. These instruments will play a critical part in ensuring we can rapidly address the acute heavy goods vehicle driver shortage that the haulage sector faces.

[Gavin Newlands]

Will the Minister give way?

[Trudy Harrison]

I am afraid I will not—I am nearly there. The instruments will free up driver examination time so that more HGV driving tests can be conducted. As has been seen in recent weeks, this is a matter that affects us all in our daily lives and action must be taken.

Question put.

The Speaker’s opinion as to the decision of the Question being challenged, the Division was deferred until Wednesday 17 November (Standing Order No. 41A).

Resolved,

That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, which were laid before this House on 18 October, be approved.—(Trudy Harrison.)

Decarbonising Aviation

Gavin Newlands Excerpts

Tuesday 21st September 2021 Westminster Hall

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to see you in the Chair, Sir Gary. I congratulate the hon. Member for Putney (Fleur Anderson) for securing today’s debate and for leading it so thoughtfully at the start. She said that if we are to achieve net zero targets, we need to fight on many fronts, and that aviation is a front we cannot retreat from. I could not agree more. She also referenced the British Airways’ perfect flight. I am not sure that is a title that the hon. Member for Brighton, Pavilion (Caroline Lucas) would have come up with—she is no longer in her place.

The perfect flight was by an A320neo, which flew from Heathrow to Glasgow airport, in my constituency, using sustainable jet fuel. Continuous climbing and descent, with help from NATS, helped to achieve a reduction of CO₂ emissions of 62% compared to a similar flight 11 years ago. That shows the importance of utilising all of the tools we currently have as we transition—hopefully—to greener technology, and of airspace modernisation, which I will come to later.

The hon. Member for Richmond Park (Sarah Olney) said that delivery objectives are dependent on new technologies, and pondered the question of “What if they do not come along?”—a point made by many others. The Bill presents a great opportunity for the UK to be at the forefront of transport technology—two points that we can all agree on—and decarbonised aviation can be at the forefront of the green jobs we need for the UK’s sustainable future.

The right hon. Member for Hayes and Harlington (John McDonnell), who I see often in aviation debates, understandably, started off by rightly inflating the ego of my hon. Friend the Member for Angus (Dave Doogan). I will come on to his contribution shortly. The right hon. Member asked for a clear statement opposing the third runway at Heathrow before COP26, and I suspect that the Prime Minister is itching to give just that. He also floated the idea of an aviation scrappage scheme, but, from the travails of the last 18 months or so, God help the aviation Minister trying to go to the Treasury with that particular request.

The hon. Member for Westminster Hall—sorry, the hon. Member for Strangford (Jim Shannon)—rightly spoke of the importance of Bombardier to Northern Ireland. He also floated the Northern Ireland protocol and then, frankly, dropped it as quickly as he brought it up. He spoke about frequent fliers and those who had to be frequent fliers—this is an important point—when the alternative is the train and the extra time that that takes. I have some sympathy with that point. I take the train on a semi-regular basis, but I fly a lot more, not just to support jobs in my constituency at Glasgow airport. If I took the train week in, week out, that is a lot of extra time that I would be away from my family and that is not, at this point, a sacrifice that I am willing to make—although my family might give a different answer, if they were asked.

The hon. Member for Bath (Wera Hobhouse) made a very fair point about the difference in cost between air and rail travel. Rail and for that matter buses outside London are far too expensive, in all parts of the UK, and we must address that. She also spoke about the difference between green and blue hydrogen and asked the Government for more considered work on that point.

I come lastly to my hon. Friend the Member for Angus (Dave Doogan), who brought a level of expertise often missing from these debates. He described the aviation Minister as an aviation geek. He seemed affronted by that, but I am quite happy to admit that I am an aviation geek. [Interruption.] Oh sorry—he is an aviation geek; we have managed to get that on the record, so that is fantastic.

My hon. Friend spoke from the experience of his past career in aircraft engineering and maintenance. I have to say my inbox over the last 18 months has been rather full of communication from engineers at British Airways maintenance about some of the tactics that British Airways has employed. I have been in regular contact with many workers in that sector.

My hon. Friend rightly compared and contrasted the UK Government’s investment in defence programmes such as Typhoon with that in sustainable civil aviation. I also hear his well-made point about the weight of batteries, which is why they are currently not an option on any medium or long-distance flight, only on local, regional or near-regional flights. He mentioned the Vulcan and our great tradition of fantastic aircraft well ahead of its time. That took me back to my younger days at airshows like Leuchars. The Vulcan was an astonishing aircraft. I am not sure it would be within current noise levels, let alone emissions levels, but it was well ahead of its time and was a fantastic aircraft.

We need projects such as the Ampaire hybrid-electric aircraft that is operated as part of the sustainable aircraft facility at Highlands and Islands Airports Ltd at Kirkwall airport in Orkney—a centre that was funded to the tune of nearly £4 million as part of the Scottish Government’s commitment to a net zero country. HIAL plans to decarbonise all its airports or at least make them carbon-neutral. Its chairwoman, Lorna Jack, said:

“HIAL’s mission is to create social benefit and economic prosperity by building Scotland’s sustainable regional airport group of the future.”

The plans are designed to match the Scottish Government’s ambition to be the world’s first zero-emission aviation region by 2040, which is being enacted in a partnership of the Scottish Government, local authorities, Transport Scotland and our airports and airlines—in particular, Loganair, based at Glasgow airport in my constituency. That airport is also playing its part, achieving carbon neutrality status in 2020, as it gets ready to welcome the world in the coming weeks to COP26 in Glasgow.

Loganair, through its GreenSkies programme, became the first UK regional airline to commit to being fully carbon neutral by 2040 to manage and mitigate the environmental impact of flying. While using immediate means of mitigation, the airline is tackling the long-term goal of introducing sustainable aircraft into its fleet, with live trials taking place in the Orkney Islands this summer on developmental aircraft powered by hydrogen and renewable electricity as the first step to fully converting Loganair’s fleet to net zero by 2040.

Orkney seems to be the place to be. It is a centre of world-leading renewable investment and technology, so it is only fitting that that cutting-edge research and development is taking place there. Using renewables for inter-island travel has the potential to not only revolutionise air travel in Orkney, but also help reduce dependence on diesel ferries, a real multiplier effect for the local economy. With the summer’s installation of the world’s most powerful tidal-powered generator off its coast, Orkney is showing how the advanced renewable technology being rolled out today is helping to support the development of the aviation sector of the future. That is only a first step, but as battery and energy storage technology advances, it cannot be long before short and medium-haul flights can encompass fully electric propulsion, making huge dents in aviation emissions across these isles and demonstrating world-leading technology on a day-to-day basis.

The live data shows that Orkney is generating more renewable electricity than it can consume. The iniquities of the network charges and the glacial pace of inter-connector investment that penalise rural and island communities like Orkney are for another debate. Had I got into BEIS questions this morning, I would have asked about that issue earlier. Using those renewables to provide quick, efficient connectivity and exporting energy to the grid for other aviation use will help to shape a future for aviation that is far more sustainable.

There are other routes to zero carbon, such as the ZeroAvia programme, which uses hydrogen fuel cells with a fully renewable cycle from electricity generation to electrolysis and powered flight. Again, that is a technology at its first—perhaps second—step, which has the potential to not only harness renewables in the aviation sector, but also spur development of hydrogen fuel cells and an improved hydrogen infrastructure, with spin-off for other industries. I hope to see real progress in the area in the next year or two, and I hope to get up to Orkney to see these revolutionary passenger aircrafts and the associated infrastructure.

I note that the transport decarbonisation plan has a commitment to consult on, among many other things, a target of reaching net zero by 2040 on domestic aviation only. I understand and appreciate that the aviation mix is somewhat different for England, particularly the south-east, in terms of large widebodies for medium and long-haul routes, but I think it is a little weak to consult on the domestic front. We need leadership, not continuous consultation. The Minister can correct me if I am wrong, but I think there are four consultations alone, just in the aviation section of the decarbonisation plan. The UK Government should follow Scotland’s lead and match ambition for a zero-emission region for England by 2040, at the very least for domestic aviation.

Decarbonising aviation is also about using what we already have smarter and better—levelling up, dare I say—and boosting efficiency throughout the industry. Of course, as many Members have mentioned, the Scottish Government would like to see a modal shift from air to rail for shorter journeys, but the fact remains that demand for medium and long-haul air travel will be here for some time. The challenge is to minimise its impact and for Government to intervene when needed to regulate and steer investment, crucially, and change. I am pleased that the Department for Transport took on board the recommendations of the Airspace Change Organising Group earlier this year, although, as I have said previously to the Minister, it is disappointing that the Jet Zero Council did not invite a representative of the group to help their work.

Modernising and remodelling the UK’s airspace is another tool that can reduce the impact of aviation emissions. I hope that as the Government take forward the results of the jet zero consultation we see far greater engagement with ACOG as a crucial piece of the decarbonisation jigsaw. Improved connectivity for non-London airports is also vital. Too often, passengers looking to travel outside of these islands are forced to change at Heathrow or another London airport to reach their final destination. Glasgow, Edinburgh, Aberdeen and Inverness have been assiduous at cultivating route development to miss out the south of England’s crowded skies, but too often there is a feeling that UK Government policy is led by what is good for those London airports, not for connectivity as a whole. Direct connections from airports outside of the south-east of England to destinations in Europe and elsewhere will help to reduce unnecessary journeys, maximise efficiency across the board and boost regional economies. It is a win-win. The quicker the Government move from their London-centric approach thus far, the better.

Fully decarbonising air travel and aviation is among the biggest challenges in tackling climate change and carbon emissions. It will not be easy, or indeed cheap, but investment in a real strategy now, rather than after delayed and dragged-out consultations will produce game-changing results as we move forward.

--- Later in debate ---

[Robert Courts]

I thank the hon. Member, who raises a very good point; I will answer her question when I get to that section of my speech.

I entirely hear the concerns raised by hon. Members, but I feel that the UK Government are leading on this and I want to spend a few moments explaining why that is the case. On our overarching approach, we are confident that by working in partnership with industry, non-governmental organisations, academics and, of course, the public, we can deliver net zero aviation by 2050 through technological solutions and not through restricting the freedom to fly.

I think that the hon. Member for Bath said that the problem is not with flying, but with emissions. I agree with that and I will explain why we will be able to get there. We want to encourage the growth of the sector as it encourages innovative new ways to cut aviation emissions while protecting the benefits of travel, which we probably all agree are cultural, economic and social. It also binds our binds our country together, as I experienced recently when I flew back from Aberdeen.

The Government take this issue seriously and have a strong record on it. We have shown steadfast commitment and are the first major economy to pass laws to end our contribution to climate change by 2050, making us one of the first major economies to legislate a net zero target. We have also set the most ambitious climate change target yet, in the sixth carbon budget, which aims to reduce carbon emissions by 78% compared with 1990 levels, in line with the recommendations of the independent Climate Change Committee. Also in line with those recommendations, the Government have formally included, for the first time, the UK’s share of international aviation and shipping emissions, meaning that those emissions can be accounted for consistently with other sectors.

July was another milestone in our pathway to jet zero as we published the jet zero consultation. I hear what the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) says about consultations, but I think we should be using the extraordinary expertise that we have in the industry. We must get this right and we need to ensure that we are working and moving forward in a collegiate fashion.

[Gavin Newlands]

I very much hear what the Minister is sayings, but could he give an indication of the timescales for the four consultations? When will they report back and when will we see action?

International Travel

Gavin Newlands Excerpts

Monday 20th September 2021 Commons Chamber

[Grant Shapps]

My hon. Friend is an excellent Chair of the Select Committee on Transport—always tough, but fair. He has rightly pointed out that there is likely to be a big expansion in the amount of transatlantic and other aviation. Things such as the pre-departure test form will be greatly simplified by not having to prove a pre-departure test at check-in. On the other side, coming back into the UK, it is Border Force that runs those services. It has spent a lot of time over the summer integrating pre-departure tests, vaccine status and other information into its e-gates. It is now trying to incorporate that. I will certainly be reflecting his comments in discussions with the Home Office, which runs Border Force and will want to make things as smooth as possible as the numbers pick up.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

For months, the sector, airlines, airports, unions and politicians from all parts of the House have called for an extension of furlough, which ends in just 10 days’ time, having essentially given up on the sector-specific support deal promised by the Secretary of State and the Chancellor. The Government again refused to listen, but, miraculously and coincidentally, the scientific evidence arrived to allow the UK Government to relax the rules just four days later. Will the Secretary of State outline what clinical advice he has received on removing pre-departure PCR tests and on the change to lateral flow testing from PCR testing on day two?

Testing international travellers before and after travel is an important part of Scotland’s border health surveillance to minimise the risk of importing variants of concern. The Scottish Government, and indeed the Welsh Government, want to maintain a four-nations approach to international travel restrictions, but they will need to consider carefully the risks associated with the proposed changes to testing before aligning with the UK Government. The First Minister will provide a further covid update to the Scottish Parliament later this week.

The Scottish Government’s changes, with sensible safeguards built in, recognise the success of the vaccination programme and will provide a welcome boost to Scottish tourism. A four-nations approach is obviously preferable, not least because Scottish travellers, as we have seen, will travel down to English airports to fly, and that may affect routes and could further job losses at airports such as Glasgow airport in my constituency. However, the Scottish Government are absolutely right to look at the evidence in detail before making such an important decision.

Moreover, the last time that there was a divergence in policy, the UK Government went against the scientific advice that the Scottish Government followed, and the result was the importation of the delta variant with huge numbers of passengers arriving in England from India. In many cases, they went on to Scotland. If there is to be a divergence, however temporary, will the Secretary of State work with airports in England and the Scottish Government to ensure that the correct checks are carried out on passenger arrival paperwork, so that passengers cannot arrive in England to travel on to Scotland to circumvent the different rules?

[Grant Shapps]

I think it would be wrong not at least to acknowledge that the delta variant has got to every single country in the world—including Australia, which does not allow its own citizens to come back freely into the country, even with quarantine. By throwing that in, the hon. Gentleman rather weakened the rest of his argument. The Joint Biosecurity Centre is so called because it works with the devolved Administrations. The chief medical officers work together as part of that set up and, as he surely must know, provide us with the same advice to consider.

The hon. Gentleman’s first point was on the furlough scheme, which has been of enormous assistance to aviation everywhere, including in Scotland. The very best help we could give to Scottish aviation workers and others would be to stop curtailing aviation and travel industries in the recovery. Those are not my words. Edinburgh airport said that the Scottish Government’s

“decision to diverge yet again…further”

curtails

“Scotland’s aviation and travel industries in their recovery”.

It leaves travel agents in Scotland, led by LAH Travel’s Linda Hill Miller, saying that it will be a “very bleak winter” in Scotland if the policy does not shift.

HGV Driver Shortages

Gavin Newlands Excerpts

Monday 13th September 2021 Commons Chamber

[Mr Speaker]

Are you giving up the day job?

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

God help us all, Mr Speaker, if that comes to pass.

Ministers are said to be worried about Christmas, and they should be, but the crisis is upon us now, not in three months’ time. I wrote to the Secretary of State in spring urging action, but there has been nothing until now. The impact of Brexit on daily life is becoming clear, so does he regret the number of times that Members of his party said that the prospect of bare supermarket shelves post Brexit was some baseless “Project Fear”?

The loosening of regulation must not be allowed to put safety at risk. I have been contacted by training providers in my constituency that are facing overnight financial ruin. They were given no notice, no consultation and no explanation of what the Secretary of State and his Department are proposing on trailers and on B+E tests. My constituent has seen his full list of bookings until the end of the year cancelled. How will training firms going out of business or staff being made redundant due to a lack of work help when the longer-term problems of driver recruitment, retention and drivers’ facilities still have not been addressed?

Finally, the Government must listen to the Road Haulage Association, the Food and Drink Federation and pretty much everyone else outside the Department for Transport, and grant temporary visas for HGV drivers. Is the Secretary of State lobbying the Home Office for that—yes or no?

[Grant Shapps]

Let me first stress that we have been working on the issue for a very long time. In fact, I think it was in my first meeting when I became Secretary of State—certainly my first meeting with the Road Haulage Association—when I granted the RHA £1 million for the Road to Logistics fund to bring in ex-forces and those who have been unemployed for a long time. That was the very first thing I did, more than two years ago. It is important to recognise that we had been taking action on this for a long time, and, indeed, before many others started to look at the situation. This is a long-term shortage in the marketplace.

The hon. Gentleman expresses legitimate concerns about the role now for those carrying out driver training. We are working to introduce an industry-led accreditation scheme, which could help the 16 million drivers who do not currently require trailer training to have some form of accreditation—perhaps leading to lower insurance and the rest of it—before trailing trailers. We very much hope to help, including firms in his constituency, by expanding the skills base for people driving in all its forms.