Oral Answers to Questions

Gavin Newlands Excerpts

Thursday 12th March 2020 Commons Chamber

[Kelly Tolhurst]

Yes.

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

The climate emergency concerns us all, and the aviation sector faces a particularly tough challenge to decarbonise, whether or not additional airport capacity is added in the south-east. However, we cannot shirk that challenge, so I am proud that Loganair, based in my constituency, is currently working to provide passenger services using electric planes to help to tackle our climate change targets. In Scotland, these targets include aircraft emissions. Will this Government match that level of transparency and honesty, and include emissions in their targets?

[Kelly Tolhurst]

I thank the hon. Gentleman for outlining his particular interest and his understanding of the situation within Scotland. As he will know, Sustainable Aviation has committed to delivering on its net zero target.

[Gavin Newlands]

As the Minister has outlined, progress has been made with new engine technology continually setting new standards of efficiency and reducing carbon emissions, and there is huge research and development in the sector right now. Given that background, plus the fact that it may cost up to 10 times more, and that it is one of just two bodies whose regulations are followed the world over, replacing the European Aviation Safety Agency properly may take up to a decade, and recruiting the expertise required will be extremely difficult. Does the Minister not realise that leaving EASA is an act of sheer folly that is putting Brexit politics before passenger safety?

[Kelly Tolhurst]

I thank the hon. Gentleman for his question. He will know—I believe he spoke about it last week—that we will potentially see the first electric flight this year. We have invested £300 million in the future flight challenge fund. We are committed to working with everyone across the industry to ensure that we have the technology and the skills and can deliver on our target.

Flybe

Gavin Newlands Excerpts

Thursday 5th March 2020 Commons Chamber

[Kelly Tolhurst]

I thank my hon. Friend for his question and note his particular interest as Chair of the Select Committee. He is right that we announced in the Queen’s Speech that we would legislate to enhance the Civil Aviation Authority’s oversight of airlines and its ability to mitigate the impact of failure. I am keen to move that legislation forward as soon as possible, and I am happy to give him further updates.

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

First and foremost, this is horrendous news for the employees of Flybe, who have lost their jobs in an abrupt, public and distressing manner. Of the 2,000 Flybe staff, about 300 were based in Scotland, with 130 of them in my constituency at Glasgow airport. My thoughts are with all of them, and my constituency office stands ready to assist any local staff affected.

This is also terrible news for passengers, airports and, in particular, regional connectivity. I need not remind the Minister how important regional connectivity is to Scotland. Flybe operated over half the UK’s domestic capacity outside London—that is a huge gap to fill. That said, I am hopeful that some of these routes can be backfilled relatively quickly. I know that Glasgow airport has already had productive discussions with airlines, and in particular Loganair.

There is no doubt that Flybe management have questions to answer; the warning signs have been clear for many years. While I do not blame the UK Government for Flybe’s demise, they, too, have some serious questions to answer. The Secretary of State stood at the Dispatch Box and spoke of the “rescue” of Flybe, yet here we are. I am sure that some passengers bought tickets as a result of the apparent strength of the Government intervention. Will the Government refund those passengers? The Secretary of State also made great play of the regional connectivity review—where is it? It was deemed urgent then, yet we have seen nothing. Moreover, many warned of the consequences of the Government failing to bring forward airline insolvency plans following the collapse of Monarch. It took Thomas Cook to go bust before this Government leapt into action, sadly all too late. If they had acted, we could have avoided the scenes at airports last night, with passengers and Flybe staff alike stranded.

I understand that the Secretary of State is to speak with Michael Matheson. What assurances can the Minister offer Scottish regional passengers? Will she consider extending public service obligations to key regional flights, which are lifeline services in parts of Scotland? The next few months will be extremely challenging for the entire travel and holiday sector. What assurances can she give that no more businesses will go to the wall, as this statement contains merely warm words and no actions?

[Kelly Tolhurst]

I understand the distress and concern in the hon. Gentleman’s constituency and region about the flights operating out of those airports. We have had some good news: Loganair has already committed to ensure that 16 of the routes stay in place. We are hopeful that we will be able to work with industry to pick up some of those routes, and I can assure him that the Department is determined to backfill those routes and maintain the viability of regional airports. He asked me a number of questions. I am more than happy to speak with him afterwards if he wants to go into detail and to speak with Scottish colleagues about the particular effect on Scotland and the PSO routes.

Transport

Gavin Newlands Excerpts

Wednesday 5th February 2020 Commons Chamber

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

I will start in a positive vein by welcoming the Prime Minister’s announcement yesterday of an acceleration in the phasing out of new petrol and diesel vehicles. Of course, he still lags a good few years behind the Scottish Government’s target of 2032, but it is progress none the less and we welcome it.

The Scottish Cabinet Secretary for Transport, Michael Matheson, today set out Scotland’s national transport strategy. It is an ambitious and bold strategy that places decarbonisation and our net zero target at the heart of all the Scottish Government do. It also places active travel where it should be—at the top of the transport hierarchy. The benefits to our transport system and the environment are manifold, but the wider benefits are in many ways greater still. Diseases of inactivity are among the biggest killers in western society. Placing walking at the centre of any transport strategy boosts life expectancy and allows our NHS to spend resources and time elsewhere. This debate, therefore, is not just about the environmental benefits for all; it is also about the environment in which each of us lives and how we can improve it to give everyone the best outcome possible for life.

That requires a strategy—something that is missing from the UK Government’s approach. There is no national transport strategy for England or the UK as a whole. There are investment strategies, inclusive strategies, strategic plans for the north of England, and infrastructure skills strategies. They are all important and part of the mix, but there is no overall plan to improve transport in the round. My colleague at Holyrood deserves praise for the work that he and Transport Scotland have done to embed in a national plan of action the principles of fairness, environmental justice and sustainable growth in tackling inequalities and transitioning to net zero.

To achieve those net zero targets, we need a strong lead from the state, with clear-headed policies, not just in terms of our obligations to cut emissions and tackle climate change, but in order to develop our economy and society more generally. Gone are the days when millions of us lived within a short walk of our workplaces and neighbourhood shops. We now need and expect to be able to travel with the minimum of fuss and the maximum of comfort, which is exactly how it should be in a wealthy 21st-century society.

That sort of system cannot focus on one solution alone; we need a basket of policies that fit all our lives and take into account our varying geography and topography. We can look at what works and at what can be done now and in the near future to accelerate sustainability. One example, as both Front-Bench representatives have said, is to improve our buses. In Scotland, nearly 400 million bus journeys are made every year, which is four times the number of ScotRail passenger journeys. More than one quarter of all people use a bus at least once a week, and nearly one fifth of our school students travel to school on a bus. Four thousand buses result in more than 1 million journeys every day, travelling the length and breadth of Scotland, from Shetland to Stranraer.

For far too long, however, the public bus system has been overshadowed by rail. Barely a week goes by without some breathless coverage—often merited, sometimes not so much—of an incident on our railways. Meanwhile, the slow decline of bus services and the drift downwards of patronage and coverage largely goes unreported and is not commented on.

That is exactly why last September the Scottish Government’s programme for government announced a record half a billion pounds of investment in infrastructure designed to improve bus services by reducing and removing the impacts of congestion, giving more priority to buses, and fundamentally increasing buses’ modal share and reducing our use of private cars. That modal share slipped below 10% for the first time in the most recent round of transport statistics, which is just one reason why that £500 million represents a massively positive breakthrough in transport priorities.

Investing in the bus network is not just about reducing emissions and congestion or moving to decarbonisation; it is also about social justice. Put simply, the lower somebody’s income, the more likely they are to rely on the bus. Social mobility is not just a figure of speech. Flexible transport services go hand in hand with ease of access to employment and they improve labour market options for employees. Supporting bus travel is a fully progressive policy that shifts wealth and income to the poorest in society and empowers people to have a much wider choice of where and how they want to earn a living.

I welcome the Government’s announcement of extra funding to reinstate some of the slash-and-burn policies instituted by Beeching nearly 60 years ago, but I am concerned about the “reversing Beeching” programme. How does a series of separate branch lines scattered around the country form part of a system-wide plan for a rail network with a bigger picture for the regional and national level? Whatever people’s opinions of HS2, it is at least an attempt to think strategically about future transport needs.

I know the Secretary of State will disagree with me, as he has done previously, on the £500 million being a drop in the ocean, but that is the truth. The Borders railway, which was a strategic project aimed at massively boosting connectivity and the economy of a part of the world that is too often left to fend for itself with crumbs from the table, and was one of the final victims of the Beeching report in 1969, cost £294 million for 40 miles of single-line track over a distance of 31 miles. With consumer prices index inflation factored in, that is £328 million. By the time the consultants, the press officers, and the hi-vis and hard hats for visiting dignitaries and—dare I say—Secretaries of State have been paid for, the £500 million promised by the DFT will pay for about one and a half Borders railways somewhere in England. That would be 60 miles of track, added to a network of over 16,000 miles in England and Wales—an increase of 0.38%.

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

The hon. Member is making an important point. The budget for HS2 is about £100 billion, and Lord Berkeley’s dissenting report says that the cost-benefit ratio is 60p for every £1 spent, so the British Government are about to burn £40 billion. Would it not be better to chuck that £100 billion into the Beeching reversal fund, because that would do far more for connectivity than HS2?

[Gavin Newlands]

I certainly agree that the money that has been promised thus far is insignificant in reality. I think Transport for the North put it best when it said that around £70 billion is required just to increase connectivity to the requisite level in the north of England, let alone the rest of the country. The best I can say is that £500 million is a good start.

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

Will my hon. Friend give way?

[Gavin Newlands]

I will give way briefly, but I am conscious of Madam Deputy Speaker’s urgings about time.

[Alan Brown]

I have just received a response to a written question about that £500 million, but the Government have confirmed that it is not new money in the Department’s spending. It is actually money that has clearly come from somewhere else. Does my hon. Friend agree that it is another Tory con trick, and that the investment coming forward should actually be new?

[Gavin Newlands]

I absolutely agree, but I am hardly surprised by the response to my hon. Friend’s written question. It is not unusual for this Government to double- count money and re-announce the same figures.

I do welcome the new openings, if they occur. My concern is that they simply do not go far enough in creating an integrated network of the type that Beeching was happy to destroy. In 20 years of devolution, successive Scottish Governments—both SNP and Labour-led, to be fair—have understood the importance of bold action to reverse the cuts made in a previous era. Airdrie to Bathgate, Larkhall, the Borders railway, Stirling to Alloa and the extension of the Maryhill line are all reinstatements of Beeching closures. We have the biggest programme of electrification and decarbonisation of the rail network in 40 years, with all services between our two biggest cities running under the wires, as well as Stirling, Alloa, Falkirk, Paisley Canal and Whifflet, with much more in the pipeline as part of the rolling programme of electrification. The result of all this—and much more—will be a carbon-free rail system that helps Scotland to achieve net zero. I hope that the UK Transport Secretary will visit the Cabinet Secretary for Transport in Edinburgh during his tenure to hear how it is done, and see the real investment going into Scotland’s railways day in, day out. These are not magic fixes or changes beyond our economic capacity. They are realistic, achievable solutions to the challenges that we all face.

Many of our roads are at—or, in some cases, over—capacity, which brings increased congestion and the resultant increased emissions. There are those who say we should stop building roads altogether. I say, tell that to the residents of Aberdeenshire, who have seen their travel transformed by the western peripheral route, or those crossing the Forth on the replacement crossing, which has seen not one day of closure due to high winds—a bridge built in the face of opposition from many who are now curiously quiet about their lack of support. Tell it to the residents of Dalry, who, thanks to the newly opened bypass, which was completed seven months ahead of schedule, have seen traffic and pollution in their town plummet.

Targeted investments in our road network, combined with the massive expansion in electric charge points and projects such as the electric highway along the A9 are all part of the mix in reducing emissions. Private transport must be available to as wide a cohort of society as possible. That is why Scottish households can now access grant funding that will, on average, pay for 80% of the cost of installing a home charge point—30% more than the rest of the UK. There are more public charging points per head in Scotland than anywhere else outside London. We are rolling out support for e-bikes, social landlords who want to develop zero-emissions infrastructure and car clubs. The low carbon transport loan means that more households than ever are in a position to make the switch now, rather than later. With used electric cars now becoming eligible, the choice available is getting wider all the time.

Scotland is doing well, but Norway is soaring ahead in electric car deployment. By the end of 2020, half of all new cars sold there will be electric—the result of bold policies and a determination by Government to tackle a societal and environmental challenge. Those bold policies are only possible because Norway has the resources and the power of an independent state to make those changes. If the UK does not want to use the powers it has to make those changes, it should ensure that Scotland does.

Scotland has shown global leadership by being the first country to include international aviation and shipping emissions in its statutory climate targets. Aviation is undoubtedly the most difficult sector to decarbonise, although I welcome the industry’s recently announced commitment to do so by 2050. The SNP has already committed to decarbonise flights within Scotland by 2040 and aims to have the world’s first zero-emission aviation region, in partnership with Highlands and Islands Airports.

Too often, transport policy appears to be a contradiction in terms. In the short time since taking up my position as the SNP’s transport spokesperson, I have been genuinely surprised at the lack of joined-up thinking that pervades so much of what is sketched out for the future. Putting the zero-emission society at the heart of transport planning and wider Government policy means joining up some of that thinking towards a common goal and a common strategy. That is exactly what the Scottish Government have been doing and continue to do, and it is what the Cabinet Secretary for Finance will be doing tomorrow when he unveils the Scottish budget. It is what the Cabinet Secretary for Transport did earlier this afternoon at Holyrood, and I hope it is what the UK Transport Secretary will begin to do as he reflects on this debate in the weeks and months ahead.

Net Zero Targets and Decarbonising Transport

Gavin Newlands Excerpts

Tuesday 4th February 2020 Westminster Hall

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

Thank you, Ms Nokes. It is great to see you in the Chair for the first time; I look forward to many more such occasions. I congratulate the right hon. Member for East Hampshire (Damian Hinds) on securing this debate on a vital topic. Clearly his sabbatical from the current regime has been time well spent in bringing forward such topics. I am delighted that we are having this debate because it tackles the most pressing issue we face as a society. Few discussions in this place are as fundamental or urgent as climate change.

In kicking off proceedings, the right hon. Member spoke of his Government’s excellent record. I have to say I disagree with most of that, as I will explain in my speech. He spoke at length about electric vehicles, range anxiety and so on. He also spoke about changing behaviours, and he is right, but there is a need for the Government to provide just as big—if not bigger—a carrot as a stick, not just financially but in providing proper public transport alternatives outside London. That topic came up in the Chamber last week, and there is definitely a need for substantial investment.

Last week, I spoke about the disparity in infrastructure spending across England. The hon. Member for West Ham (Ms Brown) spoke of the disparity in London—the east-west divide—which I was not aware of. Perhaps I will look into that more after the debate.

A new Member, the hon. Member for North West Durham (Mr Holden), rather uniquely, in my experience, began by admitting that he was an adviser in the Department for Transport, and potentially to blame for current policy. That was not how he put it, but it is how I heard it. He made several good points, including his last one, on vehicle excise duty on motorhomes, which I think most of us would is agree is egregious.

The hon. Member for Bath (Wera Hobhouse) spoke of the Government arrangement to bring the ban on petrol and diesel cars forward, albeit without a proper plan to build the infrastructure of charging points. I think I will be able, later in my speech, to develop the point that the Scottish Government have not fallen into that trap.

The hon. Member for Bury North (James Daly) essentially spoke about the disparity between bus services in the north and the south, and about the fact that the bus service in his constituency is extremely poor—something that many in his constituency could agree with. The hon. Member for Strangford (Jim Shannon) speaks on a vast number of issues for his constituents, and I agreed with him when he said that behaviours will be changed by encouragement, not enforcement.

I mentioned the urgency of dealing with the issue that we are debating, and that is reflected in the action being taken in Scotland right now. The Scottish Government’s aim is a 75% reduction in emissions a decade hence and, 15 years after that, a 100% drop, or net zero. Those are ambitious targets—the most ambitious in these islands, no less—but they are achievable without disruption to our economy. Indeed, they have huge economic benefits and use existing technology. Given that 31% of our total emissions come from transport, and more than four fifths of that figure is related to road transport, it is clear that the hard action needed to curb emissions and move to net zero must come through investment and policy decisions aimed at how we move goods, services and ourselves.

Before I move on to the substantive points I wish to make, I want to ask the Minister, on behalf of the large number of hauliers in my constituency, whether he will give an undertaking to bring forward the conclusion of the longer semi-trailer trial, which has now been extended to 10 years. We are eight years into the trial, and many companies, whether they are in the trial or not, need information for the purpose of investing in their future fleets of trailers. They need to know whether the trailers they buy will become obsolete just as they buy them. Some information on that would be useful for hauliers across the country.

The establishment of the UK’s first electric highway along the A9, Scotland’s spine, is the type of bold action that is required if we are to make a successful transition to a net zero economy and the decarbonisation of our transport network. By the end of the first tranche of funding, more than 2,500 charging points will be in place across Scotland. That first step is part of the investment in infrastructure that is needed to phase out the need for new petrol and diesel cars by 2032—investment covering not just public charging points but also charging points at workplaces and in domestic settings. Members will note that I said 2032. That target is still three years ahead of UK Government ambitions despite this morning’s welcome announcement.

In recent years we have had a rail electrification programme that is the largest in our nation’s history. Edinburgh to Glasgow, Paisley Canal, Stirling Dunblane Alloa, and the Shotts and Whifflet lines—in fact all the lines between our country’s two biggest cities—are now all-electric. Virtually all the west of Scotland network has ditched diesel.

[Lilian Greenwood]

Is not there something we should learn in the rest of the UK, given what has happened with rail in Scotland? Does the hon. Gentleman share my disappointment that the previous Government cut back on electrification of our rail network? The learning from Scotland is to keep doing it, because it becomes more cost-effective. There should be a rolling programme, rather than the stop-start that we have seen in other parts of the UK.

[Gavin Newlands]

I totally agree with the hon. Lady. I was coming on to say that the amount of money that has been wasted on cancelled electrification schemes is shocking. The Government’s commitment must be called into question. We have ambitious plans in Scotland, but if the Government here were to get a move on and invest properly it would release more capital for the Scottish Government to increase their ambitious plans with regard to decarbonising transport.

[Wera Hobhouse]

Is it not true that we always count the costs in the wrong way? Not doing the things we are talking about will ultimately cost us a lot more. Cancelling projects because they are getting more expensive does not take into account the cost if we do not do those things.

[Gavin Newlands]

The hon. Lady makes a good point. It is a very short-term approach to look at such things in terms of their initial cost. They have to be considered in the medium and long term, particularly in the light of the climate emergency that the Government have announced. Cutting back on such schemes is disgraceful.

Work continues in Scotland, in planning future works. Those include the new metro running through my constituency, which will give Renfrew—currently the largest town in Scotland without a rail station—its first fixed rail link in more than 50 years; and the future decarbonisation of the Barrhead and East Kilbride lines. Scotland aims to make sure that all rail journeys are carbon free by 2035. Perhaps that is the sort of ambition that England and Wales need from their rail policy makers, who have wasted tens of millions of pounds on cancelled rail electrification schemes. That is entirely the wrong signal to send at this time to the public and the rest of the world.

The Scottish Government are doing what they can under current financial and constitutional constraints, but hon. Members who have had the pleasure of hearing me speak on this topic will not be surprised if I bring up Norway at this point. The right hon. Member for East Hampshire has already alluded to results there in response to an intervention by my hon. Friend the Member for Kilmarnock and Loudoun (Alan Brown). Norway’s population is less than one tenth of the UK’s, and it is a country with a great many similarities to Scotland. Its electric car sales outstrip the UK’s, with an almost exponential growth rate. Last year alone, electric car sales increased by 31%, while the figure for petrol cars dropped by the same rate and that for diesel cars fell 13%. The car industry in Norway predicts an even greater demand for electric vehicles this year. By the end of this year there is every chance that half of all new cars sold in Norway will be electric. In the UK, the figure stands at 2.1%, while fossil-fuel cars continue to increase in number.

The difference is that Norway has a Government who are taking concrete action to push electric vehicles, and who are investing in the infrastructure needed, with nearly as many charging points as the entire UK. An independent, northern European, energy-rich country with full access to the single market and the European economic area is leading the way on the sort of bold transport policies that others can only follow, which are possible only with the full powers of a sovereign, independent Parliament and Government. Norway now, and Scotland in the future: one has only to look at the polls over the past week or so to see that the writing is on the wall for Scotland’s continued membership of the United Kingdom. However, I digress, and time is slightly against me.

Norway and Scotland show that leaving decarbonisation to the free market simply does not work. It needs strong policy and intervention from the Government, investment at a local and national level, and the commitment to match. I said before that the Scottish Government do an outstanding job, despite operating with one hand tied behind their back. Indeed, Scotland has shown global leadership by being the first country to include international aviation and shipping emissions in its statutory climate targets. Given its nature, aviation is the toughest of transport modes to decarbonise, but I welcome today’s news that the UK aviation industry has vowed to decarbonise by 2050. The Scottish Government are working with Highlands and Islands Airports and the aviation industry to bring to Scotland trials of cutting-edge zero-emission aircraft, using battery and hydrogen fuel-cell technologies, starting in the Orkney archipelago, where no flight lasts longer than 20 minutes. Indeed, it boasts the world’s shortest scheduled flight, from Westray to Papa Westray, which is shorter in distance than most airport runways, and lasts a minute or so. The Scottish National party will decarbonise flights within Scotland by 2040, and is aiming for the world’s first zero-emission aviation region, in partnership with HIAL.

Meanwhile, the UK Government’s track record is disappointing, to say the least—just ask the former president of COP26, Claire O’Neill, for her take. The feed-in tariff has been scrapped, and Scotland’s renewables have been subjected not just to discriminatory but to utterly shameful transmission charges. Both are key inputs to a decarbonised transport system. The tax and licencing regime delivers little benefit to those switching to electric vehicles, who play their part in driving the change that is needed. It is surely time for the Government to look to our European colleagues for inspiration and ideas. Perhaps that approach is not in vogue down here at the moment—it is certainly not within the present Government—but it would assist massively in delivering the transformational change needed across our network. If the Government are not prepared to do that, they should make sure that Scotland’s Parliament and Government have the powers and the finance needed to do the job properly.

Oral Answers to Questions

Gavin Newlands Excerpts

Thursday 30th January 2020 Commons Chamber

[Grant Shapps]

We are spending £48 billion on rail over the next five years, not including Northern Powerhouse Rail. We are spending £13 billion just in the north and, as the hon. Gentleman will know, I made a significant intervention on the Northern franchise yesterday. That level of investment will continue, and a figure that has not been exposed enough is that £333 per person is spent in the north-west, which compares with £183 per person in London. This Government are more committed to the northern powerhouse, the rail network and the transport network than any before.

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

The news about Northern proves that the current system is simply not fit for purpose and highlights yet again the chronic lack of investment in the transport infrastructure of the regions of England. Transport for the North has said that £70 billion is needed for the required improvements, yet regions outside London have averaged a third of London’s public transport spend per capita over the past five years. Does the Secretary of State not see the sheer scale of investment required and therefore accept that gimmicks such as the £500 million announced this week will simply not cut it?

[Grant Shapps]

We have heard several Opposition Members claim that the half a billion pounds on Beeching announced the day before yesterday is somehow just a drop in the ocean and does not matter. Only the Opposition could think that half a billion pounds is not very much money these days. We are absolutely investing in all the other areas. An IPPR North report claimed that there was much less investment in them, but I have figures that challenge that.

[Gavin Newlands]

I would love to hear those figures, because the maths simply does not add up. The RMT described the money as a drop in the ocean, and it is right. The Scottish Government have invested in modernisation and electrification schemes, completing them without cancellation, on the Aberdeen-Inverness and Edinburgh-Glasgow lines, the Paisley corridor and many other routes, and we reopened the hugely successful Borders railway. Does the Secretary of State not see that that level of ambition is needed to modernise the rail network? If the Government match that ambition, then through consequential funding Scotland could build the rail network of the future and decarbonise even quicker than our 15-year target.

[Grant Shapps]

We share the same ambition, and I hope the hon. Gentleman will join us in welcoming the Williams rail review which, among other things, will do so much to devolve more power to local communities.

Thomas Cook

Gavin Newlands Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

As the hon. Lady knows, I share her concerns. I do not want to abuse Mr Speaker’s counsel, so I refer the hon. Lady to my previous comments and will have the Insolvency Service look fully into the situation.

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

About 250 Thomas Cook staff based at Glasgow airport in my constituency, along with countless others in shops across Renfrewshire, have lost their livelihoods; my thoughts are very much with them. Can the Secretary of State tell us whether, in taking his deeply disappointing decision not to intervene, he asked his Department and other Departments to calculate not only the cost of Operation Matterhorn itself, but the related costs, including out-of-work benefits, the loss of tax revenue to the Exchequer and the wider economic impact of the collapse?

[Grant Shapps]

As the hon. Gentleman will know, there are pretty strict rules involved in when the state can and cannot intervene in private businesses. If it intervened all the time, other much more successful businesses would be disadvantaged and those employments could be affected. As I mentioned briefly earlier, an accounting officer would not have signed off that kind of intervention because it simply would have represented a big problem for the state, and we almost certainly would have ended up having to repatriate people in any case, as we are today.

EU Exit Preparations: Ferry Contracts

Gavin Newlands Excerpts

Tuesday 5th March 2019 Commons Chamber

[Alan Brown]

I thank the hon. Gentleman for gamely trying to defend the Government position. Fair play to him; he is the only one willing to do that. I would like to see him argue to all the members of the Public Accounts Committee that that NAO report was reassuring and that the evidence it took was reassuring, because that is not what I have heard from PAC members. So again I disagree.

If this were a real and robust process, the Government would have defended themselves to the hilt in court. They would not have caved in and done an out-of-court settlement. Again, that is indicative of where the Government are and the lack of confidence they had once they were eight-balled by Eurotunnel.

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

I also read the NAO report said that warnings were ignored in the “rushed…ineffective” and “inappropriate” privatisation, creating “significant risks”, that it wasted £500 million and that the number of recalled prisoners skyrocketed. But that was about the Secretary of State’s careless probation service legacy. So he clearly has a track record. As a master of understatement, he said that those reforms had not worked as well as he had hoped.

[Alan Brown]

I thank my hon. Friend for that intervention. I spoke earlier about the systemic procurement failures in the Department for Transport. It is clear there is a common thread between the systemic failure in the privatisation and procurement of probation services and the man who is now in charge at the Department for Transport, who is sitting here lackadaisically thinking everything is okay in the world and he is doing a fine job. I am sorry but that is not the case and that is not how it is seen in the wider country.

I will now return to some questions raised in the Chamber that have still not had satisfactory answers. The permanent secretary at the Department for Transport told the PAC that the Department had awarded Seaborne the contract before Arklow confirmed its backing. So the Transport Secretary needs to be able to provide further clarity on that. We return to the question: where were the written guarantees that he was supposedly assured about from Arklow before it walked away? It is shameful that it turns out that as far as we know no written guarantees were given by Arklow, yet when it walked away some of the most hard Brexiteers, the right-wing Brexiteers, said it was an Irish conspiracy because Arklow is an Irish company. That is shameful. It was the Department for Transport not doing its due diligence

Additionally, the director general at the Department for Transport said that it was no longer possible to complete procurement and operation for any large amount of further capacity across the channel before the end of March by either sea or rail. Can the Secretary of State explain that? Can he explain how the sudden £33 million settlement with Eurotunnel, if it is going to provide all these vital services at the end of March, stacks up against the fact that the previous argument was that the Department no longer had time to be able to source those additional services?

In relation to Seaborne Freight, the Secretary of State said that

“we have spent no money on this contract.”—[Official Report, 11 February 2019; Vol. 654, c. 619.]

I ask him once again if he could please spell out the real financial implications of that award to Seaborne Freight and the handling of the direct negotiations.

--- Later in debate ---

[Alan Brown]

I cannot confirm that. The right hon. Gentleman is quite comfortable with his legacy there, so I will leave that to him; what he said is on the record. No one else seems to appreciate his legacy, including the current Justice Minister, who is trying to deal with the mess.

[Gavin Newlands]

I cannot believe that the Transport Secretary stood up and defended his probation service reforms. I serve on the Select Committee on Justice, and the Ministers who replaced him and his team at the Ministry of Justice have said time and again that the service is a shambles. I am absolutely amazed that he stood up to defend it. Does my hon. Friend agree?

[Alan Brown]

I agree wholeheartedly. To be fair to the current Transport Secretary, he allowed VTEC, the Virgin-Stagecoach consortium, to walk away owing the taxpayer £2 billion and said that that was not a bail-out. If I let somebody off from owing me £2 billion, it would seem that I had bailed them out. As I touched on earlier, he also has a lot of culpability in the Southern rail franchise and in how the model was set up, and he has been unwilling to get involved in industrial disputes. In fact, in a way he wanted the disputes to continue because of his views on the unions. We had the Northern rail timetable fiasco, where the Government again tried to argue that the taxpayer was not liable, but when Network Rail pays compensation to a franchise holder, that money comes from the taxpayer. All that is in addition to the £800,000 on due diligence and the out-of-court settlement with Eurotunnel. It has been a farce from start to end, but the Transport Secretary is not willing to accept accountability.

Oral Answers to Questions

Gavin Newlands Excerpts

Thursday 14th February 2019 Commons Chamber

[Jesse Norman]

It is hard for me to comment on whether the council has any excuse, since I do not know the circumstances it is under. All I can say is that it has a share in £420 million more than was expected at the end of last year.

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

5. What steps he is taking to reduce potential disruption to travel in the event of the UK leaving the EU without a deal.

[Angela Crawley (Lanark and Hamilton East) (SNP)]

6. What steps he is taking to reduce potential disruption to travel in the event of the UK leaving the EU without a deal.

--- Later in debate ---

[The Secretary of State for Transport (Chris Grayling)]

My Department is undertaking a comprehensive and wide-ranging programme of work to ensure that we are prepared for a scenario in which the UK leaves without a deal. We continue to work to ensure that the UK does not leave without a deal.

[Gavin Newlands]

I am grateful for that answer, which I am not sure even those on the Government Benches will buy. The Secretary of State told the House on Monday that Arklow had confirmed its backing for Seaborne Freight “from the outset”. Yesterday the permanent secretary to the DFT told the Public Accounts Committee that the DFT had awarded Seaborne Freight the contract before Arklow confirmed its backing. Those two statements are entirely contradictory, so who is telling the truth—his permanent secretary or him?

[Chris Grayling]

It is very simple: the contract was conditional on Seaborne Freight producing a reference from Arklow, which it did.

Leaving the EU: Aviation Sector

Gavin Newlands Excerpts

Wednesday 31st October 2018 Westminster Hall

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

It is a pleasure to serve under your chairmanship again, Mr Hollobone. I want, like other hon. Members, to congratulate the hon. Member for Wythenshawe and Sale East (Mike Kane) on bringing forward the debate. The opportunity is timely, given the ticking of the clock towards Brexit day. The hon. Gentleman was right to highlight the aviation industry’s skills and its scale—the fact that it supports thousands of jobs, as well as exports, imports, businesses across the entire UK, and of course inward and outward tourism. He went on to highlight the risks and opportunities, and I found some parts of what he said easier to agree with than others.

Unfortunately I agreed with the negative points, rather than the positive ones. As to risks, the hon. Gentleman was right to highlight the risk to connectivity. There is clearly such a risk, and the UK Government are now beginning to acknowledge that. He highlighted how critical the EU is for Manchester airport’s connectivity, citing the figure of 74% of its flights. With respect to connectivity risks and day-to-day operations, he mentioned evidence to the Public Accounts Committee that air and rail services between Britain and the EU are an “area of growing concern.” That point was recently echoed by Michael O’Leary of Ryanair, who last month stated industry concerns about the implications of no deal, and the lack of preparation for that. Along with my hon. Friend the Member for Central Ayrshire (Dr Whitford), the hon. Gentleman was correct that the WTO is not an option; that is not an alternative that is compliant with the aviation sector. The UK Government need to get their act together.

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

Does my hon. Friend agree that the Department for Transport has been telling the aviation industry since the Brexit vote that it will be all right on the night? I warned the Airport Operators Association and others that, while that might be the case, there was no justification for that confidence. Does my hon. Friend agree with the EASA and Civil Aviation Authority employees I spoke to a few months ago, who think that there is a huge risk that the UK Government are sleepwalking into an aviation crisis, and that it is time we in this place, and the industry, made a lot more noise about it?

[Alan Brown]

I completely agree. The UK Government’s attitude is completely blasé and lackadaisical.

The hon. Member for Wythenshawe and Sale East, in discussing opportunities, spoke about future markets, but I agree with my hon. Friend the Member for Central Ayrshire, who intervened on him to say we do not need Brexit for those opportunities. The whole growth of the airline industry is the result of our membership of the EU, so it is hard to see what opportunities there are. The hon. Gentleman spoke of aviation as an essential component of an outward-looking Britain, but unfortunately that is not the message that people from outwith the UK get at the moment. Britain is becoming too inward-looking, rather than being outward-looking. However, I agree with the sentiments of the hon. Gentleman’s “how” questions to the Minister, and I should like to hear the response.

Clearly, no Westminster Hall debate would be complete without a contribution from the hon. Member for Strangford (Jim Shannon). He certainly knows how to maximise the lack of a time limit; he used all his experience there. It was good to hear him talk about the importance of Bombardier to his constituency, but it reminded me of the games that can be played in trade negotiations, and protectionism such as the recent carry-on in the US. I am glad that that has been resolved, and it was good to hear about the new order for 60 planes to go to Latvia. I wish them well with the opportunities and jobs that it will bring.

The hon. Gentleman spoke about bringing positivity, but then even he had to admit that Brexit is not a quick and easy process, so I find it hard to believe in the opportunities that will suddenly arise the day after Brexit. I agree with him about the opportunities that the third runway at Heathrow would bring, but I hope he shares my concern at the fact that the UK Government have not confirmed how they will provide protection to domestic slots that are supposed to open with the expansion.

My hon. Friend the Member for Central Ayrshire confirmed that the single aviation market is what has transformed travel in the UK and within the EU, with the connectivity and opportunities it has brought. However, Brexit now brings risks to companies such as Ryanair, which is so important to her local airport, Prestwick. She highlighted the fact that those companies operate using the freedoms of the European common aviation area, and the registration issues that will arise post-Brexit.

Finally, the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) correctly highlighted issues to do with EASA—that it is not just a matter of safety. He pointed out the standards that it imposes for pilot registration, and consequent issues relating to conversion to the CAA and a bilateral agreement. We need to know the Government’s plans as to membership of EASA.

It is clear that from the perspective of Tory Back-Bench Members the future of the aviation seems not to be of much concern. It is surprising that those Benches are empty.

As the clock ticks towards Brexit, the UK Government’s handling of the aviation sector sums up their shambolic approach, including the attitude of the Secretary of State for Transport, who is an arch-Brexiteer and has the blasé attitude that, as my hon. Friend the Member for Paisley and Renfrewshire North said, “It will be all right on the night; everything will be okay.” I am speaking of a Secretary of State who does not know how the US-Canada border works for lorry crossings, and who seems still not to accept Brexit’s implications for the Ireland-Northern Ireland border. He is someone who goes along with the mantra “They need us more than we need them,” and the assertion “You know what—Spain needs flights, and the tourists who come from the UK, or their economy will crash.” That level of arrogance is not enough to get over the finishing line, which will need hard thinking, hard negotiations and a willingness to compromise.

Let us consider the promises on an aviation deal, to date. In November 2016, in a debate on Brexit, the Transport Secretary said he was

“in absolutely no doubt that we will secure in good time and effectively the agreements that our aviation sector needs to continue to fly around the world”.—[Official Report, 23 November 2016; Vol. 617, c. 953.]

In October 2017 he told the Transport Committee:

“I am absolutely certain that over the coming months we will have mutual sensible arrangements put in place”.

On the open skies agreement with the US, another EU benefit, he said in October 2016 that his

“expectation and my intention would be that we retain the open skies arrangement for the United States.”

In March 2018, after media reports that the US would offer only its standard bilateral agreement, those claims were rebutted. We heard from Nick Calio, the chief executive of Airlines for America, who said:

“In terms of the timetable, we hope something will be in place as early as the end of the month or the beginning of April.”

There we are. Two years on from initial claims of how easily and imminently those definite agreements would be reached, I ask the Minister where they are. Yesterday in an article in The Guardian we learned that with five months to go the Secretary of State for Transport admits that negotiations on an aviation agreement have not even started. What does the Minister say about that? It is truly shameful, if it is true.

It is now five months to Brexit day. As my hon. Friend the Member for Central Ayrshire said, airlines are now selling seats with disclaimers for post-Brexit issues. Clearly, people are being put off from making bookings beyond Brexit. It is a fact that lack of certainty is curbing airline expansion and the opening of new routes in the EU, with respect to the UK. If an EU airline has a choice of a new destination, it will clearly choose the internal EU market over the UK. That will be a simple business decision to make.

The UK Government have clearly been operating on the premise that there is no way the EU will allow flights to be grounded, because of the inconvenience that that would cause EU citizens and airlines. I agree that it seems inconceivable; but it also now seems to be a real possibility, and our only method of overcoming it seems to be to kick it into the long grass of a transition period. It is clear that the proper preparations for no deal are not in place. There will be some sort of fudge. It will be kicked down the road and not be dealt with properly. Why do not the UK Government look at staying in a customs union, the single market and the single aviation market? It just makes sense.

We have heard that the UK Government have been making contingency plans for no deal. They, too, have warned about the risk of planes being grounded. However, the advice about the no-deal technical notice for aviation seems to be that each airline is to negotiate directly with the relevant authority in each country that it wants to fly to, and must get approval from EASA, with the slight caveat added that at present there is no process enabling individual airlines to do that. What kind of no deal preparations are those? It is saying to the airlines, “It is over to you lot, because we don’t know what to do.”

Oral Answers to Questions

Gavin Newlands Excerpts

Thursday 5th July 2018 Commons Chamber

[Chris Grayling]

Let me be clear: all Members of the House would like to see a long-term solution to the issues on the island of Cyprus. This country will continue to work with our friends in Cyprus to try to achieve that goal, but our policies on flights have not changed.

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

T5. The east coast franchise is now run with the part publicly-owned London North Eastern Railway, and it is a major transport operation in Scotland. Despite that, the UK Government have not allowed any Scottish Government representation on the board. Will the Secretary of State rethink that, and commit to ensuring that the Scottish Government are represented on that vital piece of infrastructure?

[The Minister of State, Department for Transport (Joseph Johnson)]

The London North Eastern Railway started operations on 24 June. We are in the process of establishing the east coast partnership board, and we will ensure independent representation on that board. We are in consultation with stakeholders across the length and breadth of the line to ensure that their views are taken into account in the management of that new operation.