Oral Answers to Questions
Jamie Stone Excerpts(2 months, 2 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
My hon. Friend has been a fantastic champion for Fraserburgh and for that business in particular. I know very well the issue in respect of longer semi-trailers and compliance with the regulations. I would be delighted to meet him and the company, and I assure both the company and the wider industry that we are working to find a way forward on this question, because it matters and we want to support that business.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
The Parliamentary Under-Secretary of State for Transport (Anthony Browne)
Indeed; aviation is important for economic development across the entirety of the UK, including links between Scotland and England. However, the hon. Gentleman’s question was about Wick John O’Groats airport, and the public service obligations for that airport lie entirely within Scotland and are a matter for the Scottish Government.
Oral Answers to Questions
Jamie Stone Excerpts(1 year ago)
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Mr Harper
As my hon. Friend points out, the Liberal Democrats have different views on HS2 in different parts of the country, which would not be the first time.
The Government remain fully committed to HS2. Picking up the point made by the hon. Member for Bath (Wera Hobhouse) about the supply chain, I made it clear in my statement to the House that we are going full steam ahead on phase 1 from Curzon Street to just north of Birmingham, precisely to make sure we protect jobs and the supply chain, and to demonstrate clearly that the project is going to happen. We see the transformation it is having in the west midlands, as Andy Street never tires of telling me, in generating economic growth in Birmingham. We want to see more of that across the country and across the route.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
The Secretary of State for Transport (Mr Mark Harper)
Last month I announced measures to decarbonise transport, to help ensure that the UK continues to lead the international fight against climate change. That included the second round of the advanced fuels fund and further measures to progress the 2025 sustainable aviation fuel mandate, to help us fly sustainably. Earlier this week, we published Phil New’s independent report on attracting more sustainable aviation fuel investment to the UK, which I discussed with the industry and academia while chairing the Jet Zero Council on Monday.
The House will also be aware that we announced the zero-emission vehicle mandate, demonstrating how our post-Brexit regulatory freedom allows us to do more and to be more ambitious than our European Union partners. This will enable us to provide the green growth we need to grow the economy and to create better-paid jobs and opportunity across the country.
Jamie Stone
The establishment of the Cromarty Firth freeport will hopefully mean more freight travels through Invergordon, which has a railhead. Our railway network is one of the UK’s greatest national assets. What are the Government doing to make sure more freight is taken off the roads and on to rail? The establishment of HS2 will surely mean that capacity is freed up on other lines that could be used to move freight.
Mr Harper
I am grateful to the hon. Gentleman for his question, to which I have two responses. First, HS2, as I frequently say but is not always well understood, is about freeing up capacity on the west coast main line both for passenger services and for freight. In my George Bradshaw address, I made it clear that later this year Great British Railways will set a freight target to get more freight off our roads and on to our railway network to help decarbonise our transport system.
Electric Vehicles: Infrastructure
Jamie Stone Excerpts(1 year, 2 months ago)
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Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
It is a pleasure to serve under your chairmanship, Mr Bone. I want to start with the North Coast 500 tourist route, with which many Members will be familiar. The route takes tourists around the whole of the top of Scotland—the north, east and west coasts—and we hope that tourists will come and use electric cars that they hire or own.
However, I am worried by the fact that the Highland Council has recently been debating an increase in the price of charging. At present, rapid charging points are charged at 30p per kWh, and the slower chargers are 20p per kWh. The council is looking at taking that up to an eye-watering 70p and 35p respectively. Earlier in the budgeting process, it was even thinking of 84p. A price rise of that scale would have a devastating effect not just on locals but on tourists coming up, because it starts to get pretty expensive to charge the car. For rural constituencies such as mine, we have to be careful about this.
My first point is that it seems that the Highland Council is in an invidious situation. It would be easy for me to point out that it is an SNP/independent council, but that would not be fair. That would be a cheap political point. Any administration would be faced with this problem. I believe that the cost of charging the car is a bit like the cost of paying for electricity from SSE. It should not vary by council area; it should be a constant. It is more like the railways, and I believe it should be applicable right across the nation.
I appeal to the UK and Scottish Governments to look at this issue and see if we can smooth it out. If that means that there has to be a budgetary consideration for authorities such as the Highland Council or others in the UK, let us look at that. This links back to what the hon. Member for South West Bedfordshire (Andrew Selous) was saying. Some councils are better equipped to do this than others, and that is something that national Governments—perhaps devolved Governments working with the United Kingdom Government—have to have a good look at.
Turning back to the North Coast 500, we have charging points around my vast constituency, but if someone were to take a map of the top of Scotland and stick a pin in the middle of Sutherland, they would come to a village that I have often mentioned in this place, called Altnaharra—it is the coldest village in the UK every winter, but that is not my point—where there are no charging points. It is 17 miles from Altnaharra to Tongue on the north coast going one way, and 21 miles going south to Lairg. Think of a tourist who is having a great holiday and arrives in Altnaharra when they are a bit low. What are they going to do? It is not great. It is kind of a personal point, but I do hope that somebody, some day very soon—perhaps next week—will get in touch with the owner of the Altnaharra Hotel and say, “Wouldn’t you like to have a charging point? This is how we’ll help you to get it.” Having spoken to him only this morning, I think that would be exceedingly well received.
My second point is that, as other Members have said, we have to think about the distribution. I have the widest and most far-flung constituency, perhaps rivalled only by that of the right hon. Member for Ross, Skye and Lochaber (Ian Blackford), and it is a real issue for my constituents with where they live and work. It is about not just the tourists, but the local people.
My third point is linked to what the hon. Member for South West Bedfordshire (Andrew Selous) said. He mentioned the rate of VAT, and it is my belief that something similar should be done on the purchase price of an electric car. It might have to be tapered, we would have to be clever and think about what it would mean for the Exchequer, and the point is well made that as sales increase, we will have to look at doing it differently; but I believe that strong consideration should be given to that proposal, because at the end of the day most of my constituents simply cannot afford to get into that market. An electric car is just too expensive.
My right hon. Friend the Member for Orkney and Shetland (Mr Carmichael) said that we need to think afresh about the approach. He mentioned the grid, and he is absolutely correct. Because it is my wont to forever name-check my constituency, I point out that we have a freeport in the Cromarty Firth—I thank His Majesty’s Government for that. It is for generating hydrogen, which can be either stored and exported or used to create electricity when the wind is not blowing. My final point—my hon. Friend the Member for Bath (Wera Hobhouse) is urging me onwards—is that, in looking for a solution, we must have an overall view of the grid and hydrogen.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
That is the aim, Mr Bone. It is a pleasure to see you in the Chair. I congratulate the hon. Member for Winchester (Steve Brine) on securing the debate and highlighting a crucial part of these islands’ journey to net zero.
As has been highlighted, the hon. Gentleman posed a question: are we really ready to transition to zero-emission vehicles? As the hon. Member for North Antrim (Ian Paisley) said, any objective respondent would have to say an emphatic no. I hear what he said; having studied the figures many times over the last few years, I know that those for Northern Ireland are atrocious. I certainly would never have switched to an EV if I was living in Northern Ireland with that network. His points about road pricing were also well made.
The right hon. Member for Orkney and Shetland (Mr Carmichael), who is no longer in his place, made a good intervention about excess renewable energy and problems accessing the grid. That is becoming an ever-increasing problem, and the Government and National Grid need to get a grip on the issue of the grid. The hon. Member for Bristol East (Kerry McCarthy) spoke of the improvements to charging and the strategic road network in Scotland.
I agreed with almost every word that the hon. Member for South West Bedfordshire (Andrew Selous) said. This is one of the very few debates in which I have listened to Conservative Members and found it hard to disagree with a single word. Well, the Minister is still to speak, but hitherto I have not disagreed with a word that a Conservative Member has said. [Interruption.] It is probably me who needs to resign, rather than the hon. Member.
My Scottish colleague, the hon. Member for Caithness, Sutherland and Easter Ross (Jamie Stone), made some very good and fair points about charging. The highlands—apart from Altnaharra—have benefited from enhanced infrastructure over the last few years, compared with probably anywhere else in the country outside London. In my county, Renfrewshire, we still have free public chargers. We are moving to a paid model, but at a reasonable price. The figures that he mentioned seem quite high when we are trying to move people over to electric vehicles.
The hon. Member for Ellesmere Port and Neston (Justin Madders) spoke of the discrepancy between domestic and on-street VAT, which the Government need to get a grip on. Lastly, the hon. Member for Bath (Wera Hobhouse) spoke of a different inequity in charging infrastructure—not just from a postcode lottery point of view, but for those homes without a driveway on which to park their car.
I am the SNP member of the Transport Committee, which has been engaging with this subject over a number of years, including in our current “Fuelling the future” inquiry. The resulting report was agreed just yesterday and will be hitting the bestseller list any day. It is clear that Scotland has led the way compared with England and, indeed, the rest of the UK outside London; London has had great results for some time. Over the last year, the number of public charging points per capita has increased by no less than 33% in Scotland. That is ahead of England, even allowing for Scotland’s head start. Inner London has largely dragged England’s figure along with it.
The hon. Member for North Antrim mentioned the figures for rapid chargers. We have 73% more rapid chargers per capita than south of the border, and in just the last quarter of last year there was an increase of 15% in the number of rapid chargers. The UK Government’s target of 300,000 public chargers by 2030 is looking more and more like a pipe dream rather than a reality in making the switch to net zero. We can also see the difference that a wider network of public chargers makes to the uptake of battery electric vehicles. In the year to September 2022, there was a 16% higher increase in the number of EVs on the road than there was in England. There is still a great deal to do in Scotland, and an ever-diminishing timeframe in which to do it, but that progress should be encouraging.
I have said many times here and in the main Chamber that the Scottish Government’s approach should be exported down south, because they are doing something right while the UK Department for Transport is lagging behind. Moreover, if the UK Government were to get anywhere near their annual targets for charger installations, that would allow Scotland to ramp up our charger installation to a point where we were getting close to the required amount.
We are also lagging miles behind Norway, where more than 50% of new car sales are now fully electric, with another quarter coming from hybrid. They are on course to meet their goal of phasing out all private petrol and diesel cars within the next two years, which is a phenomenal achievement in such a short period of time. I would say this, wouldn’t I?—but imagine that: a small, energy-rich, independent northern European country with control over its own finances and infrastructure, setting ambitious targets and taking the radical steps needed to meet those targets. It will never, ever catch on.
Gavin Newlands
We can’t agree on everything!
On electric public transport, it is only due to the Scottish Government’s continual action that the UK Government feel able to proclaim that they might meet the 4,000 buses targets set by the previous, previous Prime Minister, three years ago. Only this week Ayrshire has benefited from another two dozen zero-emission buses serving local communities, which will be on the road next month—they are not added to the stats while awaiting a tender, which I am afraid has been the Department for Transport’s way of pockling the stats whenever anyone—more often than not, me—asks how the 4,000 buses target is being met.
The former Prime Minister may have forgotten the words, but the wheels on the electric bus are very much going round and round in Scotland. Indeed, without the hundreds of buses funded under the Scottish Government’s ScotZEB and SULEBS—the Scottish zero emission bus challenge fund and Scottish ultra-low emission bus scheme —the UK Government’s target would be in tatters, despite them having no control over those Scottish schemes.
Even with smaller-scale initiatives, such as the extra financial support available for domestic charge points in Scotland compared with elsewhere, there is a clear gap, and it shows no sign of being closed. That extra support for domestic infrastructure is particularly well targeted to rural areas where the additional need for state support in transitioning to electric is well recognised.
I should declare that, as an EV owner myself, I was able to access the interest-free car loan scheme in Scotland that was available at the time, in addition to the home-charging top-up grant. That is the key difference in approach. When we have such important environmental targets on shifting drivers over to zero-emission cars, which are still usually more expensive—some often far more expensive and beyond the reach of most households —we need a Government that make zero-emission driving available to all without slashing and then ultimately removing any carrot they had dangled before the market was mature enough and costs low enough to ensure much more equitable access.
Whether it is rural or urban, what is clear is that, across a spectrum of measures, the UK Government’s offering is just not up to scratch, either to fulfil current needs or to take on board future demand. On the Government’s 300,000 chargers target, with current figures, we need to install 32,860 per year to meet that target. Last year, despite an increase on the previous year, 7,680 were installed. That is miles behind the target, and that sort of progress will prevent the phasing out of petrol and diesel cars by the same year.
There is still time to ramp things up and accelerate deployment. As I said, the Transport Committee’s “Fuelling the future” report will be out shortly, but we can look at its “Zero emission vehicles” report from 2021, where we see recommendations that have been ignored by this Government. It was an excellent report, ably drafted by the Chair at the time—I am not sure what happened to him.
Time is against me, so I will raise two or maybe three points from that report. The Committee recommended that the Government intervene to support the second-hand market in electric vehicles. The Scottish Government did that with their interest-free loan scheme. The Committee recommended that all charge points should be interoperable. We spoke about that point at length, but we are getting nowhere fast on interoperability. People who rely on public charging infrastructure should get value for money. Finally, and more importantly, the Government have to address the discrepancy between the 5% VAT and the 20% VAT incurred at public charge points.
I hope to hear the Minister address his own report when he responds. I hope he does respond to those issues, because if we are serious about a net zero economy, it cannot just mean action at one end of the supply chain for the end consumer. It has to include an industrial strategy that reflects innovation and modernisation of production and supply. Unfortunately, that is currently just not happening in the UK. We are falling way behind the curve. We need to make Project Rapid move a little less glacially, and we need to do so as soon as possible.
Lifeboat Services: Search and Rescue
Jamie Stone Excerpts(1 year, 3 months ago)
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Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
It is a great pleasure to serve under your chairmanship, Mr Davies. I congratulate the hon. Member for Torbay (Kevin Foster) on a characteristically erudite and well-informed speech. I first want to mention the RNLI in my constituency. I have sailed out on the Thurso lifeboat—and did not sink it. The waters in the north of Scotland are treacherous, and subject to very strong tides, changeable winds and fog. My grandfather, alas, put his warship HMS Goldfinch on the rocks in 1915 in a very thick fog, and was not given command of a destroyer again. That proves how treacherous the waters are.
The work that the lifeboat crews undertake is varied. The hon. Member for Torbay touched on some of the big, dramatic stuff, but we have little stuff as well. For instance, in August the Wick lifeboat—the Wick station was put there in 1848—was called out to rescue a lady on a paddleboard. She had sailed out from the beach at Reiss, north of Wick, and, thank goodness, was rescued. It was a small rescue, but so important to the family, and to the people of Caithness.
More locally, we have the East Sutherland Rescue Association, which I have often spoken about to the hon. Member for Totnes (Anthony Mangnall). It is crewed by volunteers and is based at Dornoch in the Dornoch firth. It was founded in 1981 to cover a lack of facilities to rescue people, and it uses Dornoch or Embo beaches. It was called out not long ago to rescue some sheep off the village of Nigg, which got stranded as the tide rose. That might seem semi-laughable, but would a crofter or a farmer want to see their animals slowly drown? No, I do not think so. That shows how much the crews do for the local area.
I want to praise Lord Cadogan, who has given substantial amounts of money to the East Sutherland Rescue Association. He owns land in Sutherland and, out of the goodness of his heart, has seen to it that it is adequately financed and was able to build a new facility, so that it could maintain and launch its boats. I want to put that on the record in Hansard, because I am grateful to him, as is the whole community. I have touched on the treacherous waters of the north of Scotland, and the splendid work done by the RNLI and its volunteers, and how close it is to all our hearts. The hon. Member for Torbay thanked them, and I thank them, too. They do fantastic work.
Thinking ahead, as global warming carries on, and as the ice pack in the Arctic gets thinner and retreats, the north-east route from Europe, round the top of Norway and along the north coast of Russia, to markets in the far east, which we can use in the summer months, becomes more and more important. Scapa Flow is in the constituency of my neighbour, my right hon. Friend the Member for Orkney and Shetland (Mr Carmichael). Before the first world war, Scapa Flow was set up as a natural anchorage for the grand fleet, so that it could defend the United Kingdom. I believe that there is scope for Scapa Flow to once again feature as a shelter anchorage for vessels about to undertake the long journey over the north of the continents of Europe and Asia.
My point is this: in future we will need lifeboat services just as much as we need them today. They are here for a very long time to come—here for keeps. Man can do many things, but man cannot alter the weather and or change dangerous circumstances, so this is a blatant plug. Lifeboat services have long done a great job. They are doing a great job now, and there is a great future for them. We must support them and back them to the hilt.
Douglas Ross
I absolutely agree with the hon. Gentleman’s comments. There is a very good publicity system around the RNLI in Buckie. In fact, the sub-editor of the local paper is a member of the RNLI at Buckie, which always gets good front-page coverage in the Banffshire Advertiser and other papers. The point on equipment is well made, and the Minister will have heard it.
The coastal communities that I represent across Moray simply could not imagine not having the support of the brave men and women who dedicate their lives to rescuing those in peril at sea. The RNLI and our independent lifeboats across Scotland and the rest of the United Kingdom deserve our full support, and it is vital and fitting that we have a platform in Parliament today to give them that recognition.
Jamie Stone
The hon. Member’s constituency faces mine across the Moray firth, which is named after his constituency, but it really should be named after mine—but that is not the point. In an emergency, it is a fact that the lifeboats in the hon. Member’s constituency can, if necessary, go out in the Moray firth and help out the communities in my constituency. I highlight the inter- connected nature of the service all over Scotland and the United Kingdom.
Douglas Ross
I agree with almost everything the hon. Gentleman said, but calling it the Caithness, Sutherland and Easter Ross firth, rather than the Moray firth, might be a bit long-winded for some—but his points are absolutely right.
Let me focus on Moray and Buckie. Lifeboats have been launching into the waters of the Moray firth from Buckie for over 145 years, and crews and volunteers there have rightly been honoured with numerous awards. I have mentioned the late, great Adam Robertson in this Chamber in the past. He was a Moray Council employee with whom I worked closely in my time as a Moray councillor, but he dedicated his voluntary work throughout his life to RNLI Buckie, and his family has continued that trend since his sad death. Most recently, Anne Scott, RNLI Buckie’s lifeboat operations manager, received a special award that recognised her 20 years of professional service. Anne retired from the RNLI in 2021, and immediately after retirement became a volunteer. That shows the dedication of those who support our lifeboat services. It is absolutely right that Anne was given that award. When Anne received the award, RNLI Buckie’s Davie Grant said:
“We call Anne the lady who launches”
because she “hits the big button” as the lifeboats speed out to save people. Pillars such as Anne and Adam demonstrate not only the timeless contribution of the RNLI to rescue services and the support given by those volunteers, but the overwhelming contribution of lifeboat services to our local coastal communities.
Let me quickly move on to independent lifeboat services. Last year, I was honoured and delighted to support my hon. Friend the Member for Totnes (Anthony Mangnall) in his launch of the National Independent Lifeboat Association, which is a new charity that will assist the UK’s independent lifeboats in ensuring the preservation of life on the water. I am proud that one of its founding members is the Moray Inshore Rescue Organisation, which is in my constituency. Based at Findhorn, it is, as the hon. Member for Strangford said, one of 46 established independent lifeboat services manned by unpaid volunteers, and does not receive any funding from the RNLI. First formed in July 2005, it is a proud recipient of the Queen’s award for voluntary service and does outstanding work from its base at Findhorn.
At the launch, MIRO’s chairman, John Low, said:
“We are a small organisation working locally with larger organisations, such as UK Coastguard, RNLI, police and fire services, to provide vital lifesaving services. It makes sense to join the new National Independent Lifeboat Association to collaborate and share practice with colleagues in similar small organisations around the country. We also hope that in the future there will be financial benefits such as accessing funding and services such as insurance and training.”
Those are important, which is why MIRO and others have joined the collaborative approach suggested by my hon. Friend the Member for Totnes. It is right that we have the opportunity in Parliament today to highlight that and, as others have done, to thank both those in the RNLI and our independent lifeboat services for the amazing work they do, day in, day out.
Mr Holden
I could not agree more. I will come on to some of the ways the Government are trying to help independent lifeboats.
The coastguard has been working alongside my hon. Friend the Member for Totnes to support and guide the development of the NILA, to enable independent lifeboats to apply to be represented on the UK search and operators group. That would enable those small, dedicated charities to contribute to discussions on shaping the future of our maritime and rescue services, which is vital.
Jamie Stone
I mentioned the East Sutherland Rescue Association. Clearly, my constituency is in a part of the United Kingdom that is far away, which means we can feel a little bit left out, but the new body is a brilliant way of making such associations feel that they are part of a much bigger whole.
Mr Holden
I quite agree. It was great to hear from the hon. Member for Carmarthen East and Dinefwr about how remote parts of the United Kingdom, such as Carmarthen Bay—although that is not as remote as parts of Caithness, where some of my family lived for many years—need to have a voice in a central organisation. The NILA is so important in bringing those voices together into a single voice, and recognising their broader contribution. I urge all independent lifeboat operators to join the association. I pay tribute to my hon. Friend the Member for Totnes for his support for the association, which has increased recognition of the role and dedication of independent search and rescue operators.
Our independent lifeboats and lifeguards, who are not part of the RNLI, continue to provide support to search and rescue operators around the coast and on our inland rivers, lochs and lakes, as mentioned by the hon. Member for Strangford (Jim Shannon) and my hon. Friends the Members for Isle of Wight (Bob Seely), for Torbay, for Gosport (Dame Caroline Dinenage), and for Wyre Forest (Mark Garnier). My hon. Friend the Member for Clacton (Giles Watling) made a particularly important point about water safety, and I thank him for his vital work on that. It is a major issue. Through the National Water Safety Forum and our partners, we reach millions of people a year with advertising and information campaigns. It is particularly important that we continue to do that as drowning is, sadly, still a major cause of death, especially among young people. The UK is proud to continue to support World Drowning Prevention Day, and to promote the selfless work of lifesavers across the UK and the world to prevent drowning and push further prevention strategies.
Our independent lifeboats are often not recognised, but they are run by dedicated volunteers and provide vital emergency services and lifesaving capability. They offer assistance to any person who may be in difficulty around our beautiful coast and countryside. My hon. Friend the Member for Torbay made the important point that these charitable organisations rely on community organisation and voluntary support, which is at the core of a lot of what they offer. As mentioned, independent lifeboats operate across England, Wales, Scotland, Northern Ireland and Jersey, and are dedicated to the appropriate tasking authority, which may ask for assistance in life-critical operations. Independent lifeboats, in common with all our search and rescue operations, are responding to an increasing number of call-outs, particularly following the pandemic, because members of the public have been holidaying in the UK and taking part in more adventurous leisure activities. As my hon. Friend the Member for Totnes mentioned, support from the Department is very much there, and I urge him to write to the Secretary of State inviting him to come and see some of the independent operators.
I turn to a couple of the questions that have been raised. On VAT, fuel duty and the rescue grant fund, I will happily write to the Treasury about this issue, and I urge my hon. Friend the Member for Totnes to do so as well. My office will write to him when we have a response from the Treasury. It is an issue that I know hon. Members are keenly aware of, but we will require further support to get to where we want to be.
Regarding recognition of His Majesty’s Coastguard rescue facilities, independent lifeboats operating at sea and in a coastal environment are required to meet the standards laid down in the rescue boat code, as my hon. Friend the Member for Torbay mentioned, in order to meet the appropriate construction and safety standards. However, I am pleased that, following feedback from independent operators, the RNLI and key stakeholders, the Maritime and Coastguard Agency is undertaking a review of the code to modernise and simplify the requirements, which will assist our dedicated volunteers in continuing to support search and rescue operations. The MCA hopes to complete the review of the code in the early part of this year.
A presentation was held on the membership of the UK SAR in October 2022. Now that the NILA is fully established, membership applications would be welcomed, although I cannot confirm anything at this stage, as hon. Members will be aware. In some cases, independent lifeboats offer specialist skills that would support rescue and prevention activities, both in our cities and in remote inland locations, as hon. Members mentioned. Those operators continue to provide lifesaving operations during these particularly difficult times, saving hundreds of lives annually. I ask the House to join me in thanking them for their continued support for search and rescue services across the length and breadth of the UK.
I am very proud to have responded to the debate on behalf of the Minister responsible for maritime search and rescue, and I hope to have the privilege of meeting some of our wonderful volunteers and dedicated teams, who continue to rise to the challenge of providing lifesaving services, whatever the circumstances and whoever needs them. I finish by thanking my hon. Friend the Member for Torbay for raising this important subject, and all hon. Members who have taken part in a very worthwhile debate highlighting the vital search and rescue services.
Blackpool Airport and Levelling Up
Jamie Stone Excerpts(2 years, 1 month ago)
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Scott Benton
I thank my hon. Friend and neighbour for his intervention. He has been a brilliant friend and advocate of Blackpool airport over many years, and during his work as aviation Minister. From speaking to him in the past, I know that a number of the things he was looking at while in post could support regional airports and help Blackpool to grow, benefiting the local economies of both our constituencies. I know he will be a brilliant advocate and supporter of this campaign going forward.
Regional airports offer quick and easy connections, often at a fraction of the time and cost of rail travel. They are also able to connect us to the furthest corners of our United Kingdom.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
The hon. Gentleman is making an excellent speech, and it is music to my ears. As the Minister is aware, we have had a campaign in the far north of Scotland to do similar work for Wick airport. We have a destination—Aberdeen—which is great, and is a step in the right direction, but does the hon. Member agree that having a choice of destinations helps? In the case of Wick, we are seeking to get Edinburgh or Glasgow included as destinations.
Scott Benton
I thank the hon. Gentleman for his intervention. He makes a good point. He will know about the importance of public service obligations, especially in the regional context of Scotland, Northern Ireland and Wales and the work we do in England to match the PSO offers in the devolved Administrations. He will no doubt be championing that for his own constituency.
The Union connectivity review emphasised the need for Government to support journeys too long to be reasonably taken by road or rail. That is especially significant in the case of the devolved Administrations and other parts of our United Kingdom, all of which would benefit hugely from greater links between them. More practically, regional airports offer economic opportunities, increased tourism, better business connections and more investment opportunities, and they provide the chance for unique service delivery, as my neighbour, my hon. Friend the Member for Blackpool North and Cleveleys, alluded to with Blackpool airport.
Where does Blackpool airport fit in the levelling-up agenda, and what can the Government do to support it? As I mentioned, Blackpool airport has been in operation since the 1930s and operated commercial flights through the 20th century. However, the airport really took off—pardon the pun—in the early 2000s, with low-cost airlines such as Jet2 providing routes to international destinations, including Spain and Portugal, and smaller carriers, for example Citywing and Flybe, providing a strong regional network to destinations such as Belfast, Aberdeen and Southampton.
Unfortunately, following the financial crisis of 2007, passenger numbers began to fall and the operator of the airport, Balfour Beatty, ran into financial difficulty. Despite a number of routes still being well attended and the airport being used by over 200,000 passengers per year, in 2014 Balfour Beatty decided to put the airport up for sale. Sadly, a buyer could not be found and a subsidiary of Balfour Beatty purchased the airport and reduced operations, ultimately leading to the end of commercial passenger flights.
During this time, a decision was taken to demolish the former passenger terminal, despite protests from local residents. In 2017, Blackpool Council had to purchase the airport to save it from being permanently closed and demolished and to secure its long-term future as part of Blackpool Airport enterprise zone. That allowed for essential infrastructure to be maintained and investment plans to be explored.
Sadly, following my petition to ensure that commercial passenger flights were restored, the Labour council voted against the idea, citing the costs of bringing the airport up to scratch. While I appreciate the large capital cost of modernising the airport infrastructure, there have already been positive movements by the Government to support regional aviation, making investment more appealing. The cut to air passenger duty in last year’s Budget has provided a brilliant opportunity for domestic flights from small airports such as Blackpool. The Government have effectively halved the amount of tax paid on domestic return journeys, allowing people to travel for less. That is much fairer than the previous system, which would charge those travelling domestically more than those flying internationally, despite travelling a much shorter distance and contributing less carbon to the environment. The cut could prove especially beneficial as more people choose staycations rather than holidays abroad following the pandemic.
In the case of Blackpool, our resort is already a great destination for tourists, and exciting future developments assisted by Government regeneration funding will mean that there will soon be even more attractions to offer to visitors. That point has been echoed by many of the tourism and leisure businesses in my constituency. For example, Amanda Thompson OBE, managing director of Blackpool Leisure Beach, has stated:
“Blackpool Airport was a wonderful asset for the town and direct flights to and from London and various European destinations show how important it is to have connectivity to the city and Europe. The resort needs to establish inbound tourism from Europe...as well as from…London—this is needed to encourage investment within the resort and the Airport can help to deliver this.”
The Union connectivity review has provided great insight into how to use regional airports to achieve the Government’s aim to improve transport connectivity and enhance quality of life and economic opportunity across the UK. The report made a number of suggestions that would greatly boost the case for restoring passenger flights to Blackpool airport and increasing the role of regional airports more broadly. Alongside the cut in APD for domestic flights, the report also recommended re-examining the role of public service obligation routes and the way in which they operate.
Currently, PSO routes are eligible for support only if they run to and from London and are exclusively operated by one airline. That has limited their use and has meant that such routes mostly exist outside of England, where devolved Administrations have stepped in. The report recommended liberalising the process to allow PSOs to operate between regions. It also recommended selecting a number of routes that would not have been previously operated and removing APD on those altogether. That would not result in a loss of revenue for the Government as, without the reforms, those journeys would not previously have been made at all. If the reforms were to be adopted, they would offer a great opportunity for Blackpool to offer flights to the Isle of Man, Belfast and possibly even London or Glasgow. Blackpool’s location makes it ideal to serve those routes. I hope the Government will seriously consider that recommendation and explore the policy further in the coming months.
These are positive steps and if properly pursued would allow Blackpool and other regional airports to play a vital part in UK connectivity and levelling up. However, the barrier to Blackpool and many other regional airports in taking advantage of such developments is the need for capital investment. Although the Treasury provides many funding pots, particularly for infrastructure projects, one area not currently covered by any schemes is regional airports. That makes it very difficult for airports such as Blackpool to get off the ground, with local government administrations often unable, or in Blackpool’s case unwilling, to invest sufficient time and money in large projects.
A bespoke scheme to provide capital investment would be very welcome and would allow regional airports to modernise, invest in green technologies and take the pressure away from key hub airports. As there are only 26 regional airports, the fund could be relatively small and could deliver significant improvements quickly, certainly in the case of Blackpool.
I want to address the concerns regarding the environmental impact of flying, especially in the context of the Government’s commitments at COP26. First, it is worth noting that domestic air travel makes up only 1.2% of total domestic transport emissions—a tiny fraction compared with cars, HGVs or trains. I am concerned that in reading reports like the Union connectivity review we are not looking to the future and considering upcoming technology. I was also concerned to see the media backlash following the cut to APD and the calls from newspapers such as The Guardian to ban domestic air travel altogether. Many environmental activists seem content to return to the stone age rather than innovating to maintain our wonderful way of life. For example, the Danish and Swedish Governments are both working with their aviation sectors to make domestic air travel fossil fuel-free by 2030. That is an ambitious target, but we must surely try to improve aviation rather than abandon it altogether.
I welcome the Department for Transport’s jet zero strategy consultation and hope it will lead to constructive discussions with the aviation industry. We are now seeing the development of electric and hydrogen-powered aircraft both in the UK and around the world, and we have already seen low-carbon aircraft becoming more popular. For the technology to continue to develop and become widespread, it will have to be economically viable, and that will mean starting small. Domestic flights with their short airtime and lighter-weight aircraft would provide companies investing in low-carbon solutions with a perfect market for the technology to grow and mature.
I hope that the Government will look carefully at the role of regional airports—Blackpool in particular—in meeting their aims of levelling up, improving connectivity and moving towards net zero. It would be disappointing if, when so many opportunities are being created for regional airports and domestic flying, Blackpool with its long history of aviation and its great location were unable to benefit, particularly from the cut to APD, which could be tremendous for Blackpool’s tourism industry.
I also hope that the Government will look carefully at the reforms suggested in the Union connectivity report, especially the case for the expansion of PSO routes. Blackpool would be ideally suited for connecting to the Isle of Man and Belfast in particular.
Lastly, I hope that the Government will consider the creation of a bespoke funding pot or other targeted support to ensure that regional airports get the support they need to modernise, invest in those green technologies and take the pressure off our busy hub airports.
The Parliamentary Under-Secretary of State for Transport (Robert Courts)
It is a pleasure to serve under your chairmanship this morning, Mr Davies. I thank my hon. Friend the Member for Blackpool South (Scott Benton) for securing this critically important debate, touching as it does not just on Blackpool, which is of such huge significance to his constituents and to my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard), but to wider regional aviation. Many of the issues on which we have touched today apply to many Members throughout the United Kingdom. I know that the hon. Member for Caithness, Sutherland and Easter Ross (Jamie Stone), with his advocacy for Wick airport, will share in many of those points.
My hon. Friend the Member for Blackpool South is a hugely powerful advocate for this sector and for his area and I commend him for his energy, enthusiasm and vision for Blackpool airport and for the wider regional airport ecosystem. He has made a number of points to me throughout his time here, many of which the Government are considering. I hope to address some of those points during this debate.
I was particularly struck during my hon. Friend’s speech by the history of Blackpool airport—everything from Henri Farman in 1909, with his record, through to Vickers Wellingtons during the war, and today’s modern aircraft and aerospace technology at Warton nearby. I look forward to hearing more about that. We touched on it when we met recently and I look forward to seeing more when I visit this Friday. The importance of Blackpool airport to his area has been made vividly clear during this debate. The 8,000 signatures to his petition also show how important it is to his constituents.
I will touch on as many points as I can in the time that I have, particularly those relating to Blackpool and wider regional aviation. If we look at the issue as a whole, the UK is lucky to have one of the best-connected, best-value, safest, most innovative aircraft industries in the world—aircraft and aviation. It creates jobs, encourages the economy to grow, connects the United Kingdom and all of us with the wider world. It consolidates and grows our position as a dynamic trading nation.
Regional airports link us and serve our local communities, as we have heard vividly today. They support thousands of jobs in the regions and act as a gateway to international opportunities and economic growth. They foster, never let us forget, social and family ties and strengthen the bonds between us.
The figure that is perhaps most vivid is that before the pandemic, the aviation sector directly contributed at least £22 billion to the UK’s GDP, supporting approximately half a million jobs. It is vital that, as we build out from the pandemic, the aviation sector is a key part of that. As far as this Government are concerned, it will be.
My hon. Friend the Member for Blackpool South rightly mentioned air passenger duty. That is part of our plans to boost regional connectivity and why, as he mentioned, the Treasury announced in the recent Budget a package of APD reforms to bolster air connectivity within the Union. That is a new reduced domestic band to support precisely the regional connectivity that he rightly pays tribute to, aligned with an ultra-long-haul additional band to ensure that our overall policy aligns with our environmental objectives. The reforms will take effect from 1 April 2023. That will be part of a package that aims to assist our domestic and international connectivity in the aviation world as we build out of the pandemic.
It is no exaggeration to say that levelling up is a key part of the Government’s agenda and a key part of what aviation can enable. We must have our local communities and businesses connected not just with London but, as the hon. Gentleman quite rightly points out, with other parts of the UK, and level up the regions and build a truly global Britain. Our objective is to ensure that all nations and regions of the UK have the domestic and international air transport connections that they rely on, while ensuring that we meet our net-zero commitments. Maintaining the national network of aerodromes and airports is the foundation of the success of the wider UK aviation sector, be that general, business or commercial aviation.
We have touched upon Union connectivity. In November 2021, Sir Peter Hendy published his independent Union connectivity review. As the hon. Member for Caithness, Sutherland and Easter Ross has pointed out, I know the importance of Wick to him and to the wider UK; that has been emphasised during this debate. For Scotland, Wales, Northern Ireland and all parts of England, we will be looking to improve access to opportunities and everyday connections across the United Kingdom.
Jamie Stone
I am grateful for the Minister’s kind comments. Does he agree that the operation of Wick airport is crucial to our endeavours, with Britain’s first vertical space launch in Sutherland?
Robert Courts
The hon. Gentleman is absolutely right. He draws attention to some of the future opportunities that regional aviation can sponsor. We have the space launch in his part of Scotland, with Wick enabling that, and a similar story in Newquay, at the other end of the United Kingdom. We see there vividly what regional aviation can bring to communities, wherever they happen to be. That is why the Government place so much importance on regional aviation. I thank the hon. Gentleman for making that point so clear.
The review shows the importance of airports and air connectivity, for all the reasons that we have touched upon. It also mentions the benefits of jobs, trade, investments and the strengthening of social ties. My hon. Friend the Member for Blackpool South rightly draws attention to PSOs. We currently jointly fund those from Londonderry, Newquay and Dundee into London and that protects air connectivity from some of the more peripheral areas of our UK. As we consider our response to the Union connectivity review, we will explore what further opportunities there are to use PSO policy to support regional connectivity and the levelling- up agenda. We will continue to consider Sir Peter’s recommendations and we look to respond later this year.
As part of the rebuilding out of covid, we are looking to produce a strategy on the future of aviation in the UK. That will explore the sector’s return to growth. It will explore many of the issues that we have touched on in this debate and some that we have not had a chance to mention—not only the return to growth, but workforce and skills, aviation noise, innovation, regulation, consumer issues and, critically, regional connectivity, alongside climate change and decarbonisation and the critical role that aviation plays in retaining that global reach.
The hon. Member for Blackpool South is quite right. When we talk about decarbonisation, regional aviation will be a key testbed and he is right to draw attention to that. Indeed, on that, the consultation on jet zero—as we call it—was published in July 2021. While press headlines often tend to focus on transatlantic aviation, regional aviation is key to that as well. The consultation outlines our vision for the aviation sector and its decarbonisation. We are looking to publish that final strategy later this year.
One of our key proposals included a sustainable aviation fuels mandate consultation, which sets out our level of ambition for future uptake. We have published a summary of the responses that have come in already and we aim to confirm a mandate, targets, timescales and the design following a second consultation later this year.
The Government continue to support progress towards low and zero-emission aircraft technology, which includes some of the technology that my hon. Friend the Member for Blackpool South has been referring to, through the Aerospace Technology Institute programme, providing £1.95 billion of funding towards aerospace research.
I will quote something that my hon. Friend said, because I wholeheartedly agree with it. He said that we should innovate to maintain our wonderful way of life. He is absolutely right and I am keen to emphasise that flying is not the problem; aviation emissions are the problem and it is those emissions that we have to tackle. We are tackling them, and by doing so we will create guilt-free flying.
On Blackpool airport and some of the work that has been going on with it, we published a general aviation road map in April 2021, which set out the Government’s vision, strategic priorities and forward programme of work to support the general aviation sector. As part of that, the Government delivered the Airfield Development Advisory Fund to support local airfields and associated GA businesses to grow, thrive and upskill. I am delighted that Blackpool airport has made use of that consultancy service. The ADAF provided technical support on the potential relocation of the air traffic control C tower to a new location, as well as advising on the adoption of new air traffic control technology named virtual remote towers.
In addition, in October 2020 the Department provided funding to establish the Civil Aviation Authority’s Airfield Advisory Team, to provide complementary support and technical aviation advice to GA aerodromes on a range of matters. The AAT is an independent non-regulatory advisory team within the CAA, which also liaises with organisations to ensure that the economic, educational and community benefits of GA are understood, so that local planning authorities can make informed decisions. I encourage Blackpool airport to draw on that valuable service and support to help it advance its operations.
As I touched on at the start of my remarks, the UK has a world-leading, competitive commercial aviation sector, with airports and airlines operating and investing to attract passengers and respond to demand. Airports have a key role to play as part of that commercial sector; as I have said, they boost global connectivity and levelling up in the UK. Where opportunities for growth exist, it is key that local partners can come together with industry to develop the business case for new commercial flights.
I wholeheartedly commend and pay tribute to the energy and expertise of my hon. Friend the Member for Blackpool South on this issue. I can see how passionately he cares. He has a key role, which I can see he is doing already, in convening some of those local partners. He has mentioned his local authority and I encourage it to engage energetically with him to explore the options that may exist. He will also be able to bring together local enterprise partnerships, local businesses and other stakeholders to work together as a holistic whole, to establish the case for commercial flights and then to work with airline partners to create new connections for the communities. He mentioned the connections that existed in the past; hopefully, by bringing all those local partners together, he can build the case for those connections to exist again in the future.
We know that this process can work and I have given the example of Teesside International airport. This work happened there, with local authorities, the Mayor and local businesses coming together with airline partners to identify the need for new connections and then to develop the business case for them. Thanks to that effort, for the first time in over a decade Teesside International airport has direct flights to Heathrow. Also, just last month the combined authority and the local Mayor announced the creation of a new business park at the airport, which is expected to create up to 4,400 jobs when fully operational. That is an example of what can be done with leadership like that provided by my hon. Friend; we can look for such progress at Blackpool airport as well.
In the minute or so that I have left, I will say a little about diversification. I am conscious that Blackpool is already a highly diversified airport, which means that we have the option for highly skilled, dynamic and innovative businesses to grow and flourish—for manufacturing and the maintenance of aircraft; aviation services; and for research and innovation. That means that the wider economic benefits of airports and aerodromes can be fed through to the entire wider community, which of course increases the financial viability of those airports and aerodromes, and helps them thrive. Additional functions include pilot training. Also, as my hon. Friend said, there is the example of Newquay airport, which will also host a spaceport. That is a particular example of innovation, but there are other examples of such innovation.
Regional airports and regional connectivity are utterly critical to the UK’s aviation sector because they unlock investment, jobs and trade across the country. I am in no doubt of the critical importance of airports such as Blackpool airport, which is why I look forward to visiting it on Friday and to hearing more from my hon. Friend and his campaign.
Question put and agreed to.
Regional Airports
Jamie Stone Excerpts(2 years, 9 months ago)
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Jamie Stone (Caithness, Sutherland and Easter Ross) (LD) [V]
It is a pleasure to speak under your chairmanship, Ms McVey, and I congratulate my good friend, the hon. Member for St Austell and Newquay (Steve Double), on securing the debate. He represents Cornwall at one end of the United Kingdom, and I represent Caithness at the other.
I want to speak about Wick airport. For some time, there has been a question mark over its future, which worries me and everyone who lives in the far north of the United Kingdom. It worries us all a great deal. The point about trying to regenerate the economy of Caithness once Dounreay, the UK’s first nuclear reactor, has been decommissioned is that we have to replace the employment up there. The airport is crucial not only to the present local economy, but to the future local economy of the far north of Scotland.
We all know how enthusiastic the Prime Minister is for a space launch, which I completely support. There was a proposal to have one of Britain’s first space launch sites in Sutherland, close to Wick airport. It strikes me that although we are forging ahead in a good way with a space launch, any question mark over Wick airport would take us in completely the wrong direction. In fact, if we lost Wick airport, that would be a major disaster for the north of Scotland and a big disaster for the United Kingdom, because, as the hon. Member for St Austell and Newquay has said, our chain of regional airports is crucial to the way we run our country and our economy.
For some time, we have been campaigning in the north of Scotland for a public service obligation for Wick airport. To that end, I give credit where it is due. The Scottish Government have offered a sum of money towards that, which is good, and I congratulate a former Member of the Scottish Parliament, Ms Gail Ross, on having achieved it, but that is not enough money to run this.
My erstwhile council, Highland Council, on which I had the honour to serve for a number of years, does not have the deepest pockets in the United Kingdom, but it has, very much to its credit, come up with an offer of £300,000 per annum, but we have a shortfall. So, Ms McVey, my request is simple, and you can imagine what is coming. I would be deeply grateful if Ministers agreed to meet me, and probably Mr Raymond Bremner, chairman of the airport committee, to talk about how we could establish a joint funding package for a PSO that ensured the future prosperity of Wick airport.
This is my final point. If we can increase the flow of passengers through Wick airport, that is good for the economy of the country and it is good for the local economy. Part of keeping the United Kingdom united, frankly, is to have all the airports working with each other across the length and breadth of the country, all the way from Cornwall at the bottom of the country to Caithness at the top of the United Kingdom.
Aviation, Travel and Tourism Industries
Jamie Stone Excerpts(2 years, 10 months ago)
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Jamie Stone (Caithness, Sutherland and Easter Ross) (LD) [V]
This will come as no surprise to you, Madam Deputy Speaker, but I will take a slightly different tack from what has been said before. If our country is going to get itself back on its feet once covid thankfully has passed, we are going to have to play to our strengths.
What is one of the greatest strengths of the tourist industry? What is something that was invented in Scotland? What is important as part of global Britain? Golf. During the time when the Kaiser’s high seas fleet faced Admiral Jellicoe and Admiral Beatty’s grand fleet, a small golf course was built in a place called Pitcalzean, which is near Nigg, near Invergordon. It was greatly used in two wars by Royal Navy personnel. Sadly, in the late 1960s, it fell into disuse and was closed down. I have a constituent called Robert Mackenzie who has tremendous plans to re-establish this golf course entirely using private finance. It has the support of the local authority and goes to planning shortly.
I very much hope that we can see that project come to fruition, but I am making this speech because we recently had a similar project at a place called Coul, near Dornoch. It went all the way to the final stage of the race, if you like, and suddenly having got all that way, the Scottish Government decided to call in the application and turn it down. It is heavily rumoured locally that it happened due to Green party influence on the Scottish Government. This must not happen again.
Jobs do not grow on trees in my constituency—we all know that. Golf can be a terrific tourism product that we can offer people, and it is ultimately sustainable in the longest possible term. I very much hope that both those projects will go ahead. I just say in passing that the name Pitcalzean is one that will fox Hansard, I do believe, and I will be happy to furnish them with the correct spelling by email once I have stopped speaking.
Last year, I invited the Chancellor of the Duchy of Lancaster to come and see for himself the Scottish whisky industry in my constituency and other things he cared to see. The right hon. Gentleman came, and I believe the visit was a success. It may prove to be something unusual for an Opposition MP to do, but at the end of the day, I am about trying to get the best for my constituency, and I will speak to politicians of any party if it helps bring things to fruition.
I extend the same warm invitation to the Minister responding to this debate today or, indeed, any other member of Her Majesty’s Government who would like to come and see what we already have in terms of golf—and in whisky, food or whatever, too—but also what we seek to do for the future. As I said at the beginning, and I say it again, this is all part of the effort to get our great country back on its feet.
Oral Answers to Questions
Jamie Stone Excerpts(3 years ago)
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Robert Courts
My right hon. Friend is quite right. A home port call is estimated to generate approximately £2.95 million in today’s money, which underlines the critical importance of cruises for employment in Southampton and other ports. The restart of domestic cruises has indeed been confirmed, and the global travel taskforce advises that international cruises will restart alongside the wider restart in international travel. I am committed to working with colleagues at the FCDO and across Government to see a safe restart of international cruises as soon as possible, in line with the GTT.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
The Secretary of State for Transport (Grant Shapps)
Responsibility for bus services is a devolved matter. My Department engages with the devolved Administrations, including in Scotland, on issues with bus services all the time.
Jamie Stone [V]
I live near an Asda store. Many of the people who work there, who are friends of mine, would like to use the local bus services to get to work, but the timetables do not work. Equally, I have people living in Caithness who are disabled, who would like to use the buses to Inverness more, but the disabled facilities are not what they should be. I have made representations to the Scottish Government and to the bus company, Stagecoach, but to no avail. I realise, of course, that transport is devolved, but what advice can the Secretary of State offer me to try to sort this wretched problem out?
Grant Shapps
The hon. Gentleman is quite right that this is a devolved matter, but there are Barnett consequentials, so there is quite a lot of money coming through, particularly from the “Bus Back Better” plan. He is also right to be concerned, as I have been, about the level of bus services and threatened cuts across Scotland, including by First Bus in Glasgow and Stagecoach in Stirling. I encourage him to work hard to highlight these issues and remind the Scottish Government that they have a lot of money for buses coming through as a result of Barnett consequentials.
Oral Answers to Questions
Jamie Stone Excerpts(4 years, 9 months ago)
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Michael Ellis
This is a matter for local authorities and they can exercise their discretion, depending on the circumstances in their particular area. I appreciate that there is a demand for the blue badge scheme; that means that the scheme works very effectively. It assists people who have mobility issues, and that is what it is designed to do. It is right that people with non-visible disabilities are also covered by the scheme. That has been the case heretofore, but this highlights the issue and we encourage local authorities to work with the system.
Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
I am a Scottish MP, but the blue badge scheme is UK-wide. As the Chamber knows, my wife is disabled and nothing is a bigger pain than to run my wife to Raigmore Hospital in Inverness and find that all the parking spaces have been taken or, worse still, that people who do not have the badge have taken spaces. Will the Government ensure that people who abuse the system are sorted out and brought to account as quickly as possible?
Michael Ellis
Yes. First, the fraudulent use of blue badges is a criminal matter and that can be dealt with accordingly, as one would expect. As for those who park in disabled parking spaces when they are not permitted to do so, such infractions ought to be dealt with by the supervisory authority, and that can be by way of fines.
Regional Transport Infrastructure
Jamie Stone Excerpts(5 years, 1 month ago)
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Jamie Stone (Caithness, Sutherland and Easter Ross) (LD)
It is a pleasure to serve under your chairmanship, Ms Ryan. I shall be brief. The good news for the Minister is that, on the basis of what I am about to say, he can remind me that all I have said is the responsibility of the Scottish Government. However, I think I am duty-bound to raise the issues, partly on behalf of my constituents, but, secondarily and in a wider context, as a cautionary tale.
Some weeks ago, my wife and I had occasion to catch the ScotRail service from Inverness to Edinburgh. ScotRail has become something of a national sad and bad joke in Scotland. I think I speak for all Scottish Members when I say we are deeply critical of the appalling standard of service—to call it the standard of service that we enjoy would be to use the wrong verb. On that particular train, I happened to notice as we took our seats—by the way, seat reservation does not work on ScotRail for some reason—I noticed that the toilet was marked as out of order. I thought quickly, and I shall explain why in a moment, and went down the train to see whether the other one was working. I discovered that it was also out of order. There were only two toilets on the train, although it was embarking on a long journey.
I kind of threw my weight about, for which I apologise to hon. Members: I got hold of the guard and said, “Really, you cannot leave and go all the way from Inverness to Edinburgh with no toilets working.” The staff were helpful and it is not them I blame, not one little bit. They got the toilet working. We hear about trolleys being cancelled, toilets not working and trains being cancelled. It is a shambles, and that is the cautionary tale for the UK Government. I hope to goodness that our letters to Nicola Sturgeon and Michael Matheson will have some effect. The best thing would be for the contract to be changed—got rid of.
My second point is about the Stagecoach X99 bus service and a letter that appeared in last week’s John O’Groat Journal:
“I am temporarily disabled following a fall. Last week I took the…bus from Edinburgh with comfortable seats, hot drinks and snacks. There was a ‘new bus’ from Inverness to Wick. It is the worst-designed vehicle ever. The entrance step did not lower. There were no grab-bars at the door to pull myself up, then a steep and narrow stair, impossible for me. Access to the driver was impeded and awkward. Other folk told me the upstairs seats are most uncomfortable.
For disabled people there were three cramped, narrow seats behind the driver. Access to the toilet was up the impossible stairs, then down again to the loo—and back again. It was too much for the third disabled passenger who soaked the velvet seat.
Stagecoach has a full fleet of these for the X99 service. All of our representatives… I dare you to take a trip on one. Then have them taken off the road.
Nancy Nicolson, Loch Street, Wick”.
There is a letter in this week’s issue, which I shall not read out in full, but it begins:
“I am in total agreement with Nancy Nicolson who wrote…that these so-called double-decker coaches are not designed for use on public service”.
For Stagecoach, a company owned by Sir Brian Souter, to get a fundamental design so badly wrong, particularly for disabled people, appals me. I mentioned the train because my wife is disabled, and when I am not with her in the north of Scotland she has to take the bus, unless she can get a friend to drive her, to go to hospital appointments in Inverness, for example. When I think of her having to scale the stairs to get to the toilet—it is all very well, travelling on a long-distance coach in Europe, but in the highlands, when the bus goes around the twists and bends and up and down hills, it is not funny trying to negotiate that. I thank you for being patient with me, Ms Ryan, but I speak with some passion on the matter.