European Union (Withdrawal) Bill

Debate between Henry Smith and Lord Goldsmith of Richmond Park

2nd reading: House of Commons
Monday 11th September 2017 Commons Chamber

[Zac Goldsmith (Richmond Park) (Con)]

It is an honour and a pleasure to follow the right hon. Member for Don Valley (Caroline Flint), who gave an extraordinarily compelling and principled speech.

This is a critical Bill. We cannot logically leave the EU if we continue to subject ourselves to EU law, courts and regulators. It is for exactly that reason, however, that some Members will use the Bill as an opportunity to scupper the process and prevent us from leaving the EU. And that worries me. In perhaps the most important—certainly the biggest—democratic exercise the country has ever seen, people voted to leave. I believe that 80% of electors in the general election voted for parties that pledged to honour the result of the referendum. If that promise was broken, the resulting anger would give rise to extreme political movements right across the UK that would change our politics forever. We can improve the Bill in Committee and on Report, but to stop it on principle is to play with fire.

I want to comment briefly on one area impacted by our leaving the EU: the natural environment. The opportunity to do great things here is almost incalculable. We have a chance not only to right some wrongs, but to make historic progress. Under the common agricultural policy, for example, vast amounts of public money are handed to wealthy landowners simply because they own land. The policy supports perverse incentives to harm the environment and shuts off the UK market to developing countries through higher tariffs. For years, environmentalists, farmers’ organisations and a whole succession of farming Ministers have dreamt of changing and profoundly reforming the CAP. Well, we now can—and we must. We will be able to ensure that the subsidies regime that replaces the CAP supports food production and improves and protects the natural environment, with a system whereby public money is genuinely a return for public good. We have an opportunity to raise standards and boost our rural economy at the same time, and that opportunity extends beyond the CAP. As a country, we have led the way on animal welfare, but we have been limited in what we can do due to our membership of the EU.

[Henry Smith]

One animal welfare benefit is that on leaving the EU, we could ban the live export of animals from our ports, which causes such great suffering.

[Zac Goldsmith]

I thank my hon. Friend for making that point, which is one that I was just about to make. CAP funds have even been used to subsidise bullfighting in Spain.

Rail-Air Connectivity (South-East)

Debate between Henry Smith and Lord Goldsmith of Richmond Park

Tuesday 26th June 2012 Westminster Hall

[Henry Smith (Crawley) (Con)]

Once again, it is a pleasure to serve under your chairmanship, Mr Williams. I am grateful to have the opportunity to raise the issue of improving rail-air connectivity for London and the south-east. As a successful trading nation, we rely on aviation, and our commerce relies on connectivity. In the brief time that I have, I want to concentrate on the importance of air-rail connectivity for the world’s busiest two-terminal, one-runway airport.

The Government’s economic strategy rightly wants to see improved links with emerging markets. UK businesses trade 20 times as much with countries where there are daily flights than with those with less frequent or no direct services. Ministers correctly want to boost growth through increasing inward investment and boosting exports. Improved international connectivity is therefore critical. Gatwick airport’s recent investment programme has made it a credible competitor to London Heathrow airport.

My right hon. Friend the Prime Minister was quite correct when he recently said that, under new ownership, Gatwick is emerging as a business airport for London, competing with Heathrow. The airport has recently invested £1.2 billion in facilities. In April, it announced proposals to invest a further £1 billion from 2014 to 2019. All of the money is going into making Gatwick a better, not a bigger, airport. Today, Heathrow, the UK’s largest and major hub airport is effectively full. Whether further capacity should be provided is a debate for another day. However, Gatwick is not full. At times of peak demand, such as in August, there are constraints, but, averaged out over the year, Gatwick currently operates at approximately 78% of capacity. There is potential for a further 11 million passengers to use Gatwick every year—a 25% increase on today’s levels, and a new runway is not needed to accommodate such numbers.

If Gatwick has airport capacity that can be used, the question becomes how do we best utilise that. There is no doubt that Gatwick faces a competitive disadvantage in taking on Heathrow to deliver this connectivity. Gatwick is not a “hub” airport. In pure economic terms, “hub” airports are more attractive to airlines than point-to-point airports. Although, under current market and capacity conditions, Gatwick could not become a “hub”, it is competing, and it is serving routes that are traditionally the preserve of Heathrow. It is at best simplistic, and at worst fundamentally inaccurate, to suggest that because Heathrow is full, there is no alternative in terms of enhancing the UK’s international connectivity to emerging markets.

Surface transport links are key to airline choice and can encourage full use of existing capacity. At present, Gatwick is engaging directly with Governments and national carriers in emerging markets, and asking them what it will take for new routes to the UK to be established. They hear time and again that airlines want to come to London, and that their choice of airports rests on available capacity, suitable facilities and, crucially, the airports’ surface connectivity to London. If we want new international air links to the emerging markets, good rail access to the airports that can provide them is critical.

The UK national infrastructure plan rightly recognises the national role that London’s airports have in increasing economic output and in enabling business to access new and larger markets. Indeed the NIP has identified Gatwick’s current £1.2 billion capital investment programme as one of the country’s top 40 infrastructure projects. It also outlines that the Government will

“improve road and rail links to the UK’s international gateways to help maximise the efficiency and competitiveness of the whole transport network.”

A £53 million upgrade of Gatwick rail station is already under-way. It will deliver much-needed additional platform capacity, concourse improvements and local track and signal infrastructure.

The focus now is on the services that run in and out of Gatwick station. Gatwick is already the home of the busiest airport railway station in the UK with more than 10 million passengers every year, and proportionally more people travel by rail to and from the airport than any other major UK airport. There is already a substantial growth in forecast demand. Along with Gatwick’s substantive growth, the number of ordinary commuters who use the same rail links is forecast to grow by 29% by 2026. The Brighton main line, which is effectively Gatwick’s main rail artery, is near capacity, and peak services on the line were already at almost 80% back in 2009.

The new Thameslink project will help the airport. Already, it is quicker to get to the City of London from Gatwick than from Heathrow. The airport should see a doubling in train frequency from 2018 through Thameslink, and someone living in, for example, Peterborough or Cambridge will be able to go directly to Gatwick by rail for the first time. It is partly due to this Government’s decision to progress the Thameslink upgrade project that we will see clear improvements in north-south links to and from the airport. However, further improvements are necessary.

A consistent implication from Ministers has been that the welcome improvements that Thameslink will bring are sufficient to deliver the improved rail connectivity and capacity that Gatwick will need in future. In my view, a far more holistic approach to improvement needs to be taken and, in particular, one that takes into account just how central high-quality express services from Gatwick to London Victoria are to the airport’s growth.

[Zac Goldsmith (Richmond Park) (Con)]

I congratulate my hon. Friend on securing this important debate. Does he agree that many of his arguments relating to Gatwick also apply to airports such as Stansted, which have masses of spare capacity and many millions of unused passenger journeys, but which, like Gatwick, suffer from very poor transport links, and that, if they were improved, they would transform an unattractive airport into a very attractive one and a potential alternative business hub?

[Henry Smith]

I am grateful to my hon. Friend for his intervention. I apologise if my contribution seems a little parochial in its concentration on Gatwick, but the points relating to Gatwick are replicated for other airports, not just in London and the south-east, but around the country.

Over the past few years, Gatwick has lost direct links to Oxford, Birmingham, Manchester, Watford and Kent and, importantly, due to decisions taken by the previous Government, the Gatwick Express is now under threat. On-board ticketing has been discontinued, and 25-year-old carriages have replaced new ones.