Oral Answers to Questions

Tom Harris Excerpts

Wednesday 14th January 2015 Commons Chamber

[The Prime Minister]

I agree with my hon. Friend that the first duty of every Government is to keep the country safe. We certainly do not do that by trashing our own civil liberties and traditions. When it comes to this vital issue of being able to have proper surveillance of the communications of potential terrorists, up until now this Parliament and British Governments have taken a very clear view: whether it has been about looking at letters, or about fixed telephone communications or mobile communications, we have always believed that, in extremis, on the production of a signed warrant from the Home Secretary, it should be possible to look at someone’s communications to try and stop a terrorist outrage. The decision we have to take is: are we prepared to allow in future, as technology develops, safe spaces for terrorists to communicate? The principle I think we should adopt is that we are not content for that to happen, and as a result we should look to legislate accordingly.

[Mr Tom Harris (Glasgow South) (Lab)]

Raif Badawi faces 1,000 lashes and 10 years in prison because he wrote some articles with which his Government disagreed. Will the Prime Minister join me in condemning the barbaric and mediaeval regime of Saudi Arabia, and does he believe that our international alliances should be founded more on human rights and less on economic muscle?

[The Prime Minister]

We do not approve of these sorts of punishments, and we always raise these cases in the strongest possible way when British citizens are involved, and I know we will on this occasion, too.

Helicopter Crash (Glasgow)

Tom Harris Excerpts

Monday 2nd December 2013 Commons Chamber

[Mr Tom Harris (Glasgow South) (Lab)]

I am sure that the Secretary of State will wish to join me in paying tribute to the chaplains of the police and fire and rescue services, the Rev. Neil Galbraith and Father Jim Thomson, who did an outstanding job in offering comfort and spiritual support not only to officers but to the families of victims.

Have the Government, or, indeed, the air accident investigators, a view in terms of risks versus value on the policy of requiring police helicopters to take part in routine air patrols over densely populated areas, rather than being deployed to deal with specific incidents?

[Mr Carmichael]

I echo the hon. Gentleman’s comments about the chaplains. Today, I met social workers in Glasgow who have also been closely involved in giving comfort and counselling to those who need it, and I hope that they too may in time be able to avail themselves of any support that they may need. There is often a cost to those who have to give the counsel and the comfort, and not just to those who are most directly involved.

Use of the helicopter is an operational matter for the chief constable of Police Scotland, who would be accountable for his decision to the Justice Secretary in the Scottish Government.

Oral Answers to Questions

Tom Harris Excerpts

Wednesday 21st November 2012 Commons Chamber

[The Prime Minister]

My hon. Friend makes an important point. I join him in expressing my admiration for the Kent Messenger Group and all that it does. The problems there have been in our newspaper industry have not concerned regional and local titles, which perform an incredibly important function in our democratic system. However, we all have to wait for the Leveson report, study it carefully and respond to what it says.

[Mr Tom Harris (Glasgow South) (Lab)]

Q6. Allow me to present a tale of two companies. The first is Red Hot Comics in my constituency, which employs seven people and pays every penny of the tax that is due, on time. Its main competitor, Amazon UK, brings in revenue of up to £4.5 billion, and yet last year it paid less than £1 million in tax. Will the Prime Minister follow the example of the French Government, who have issued a back claim for unpaid tax against Amazon, or will he allow us to draw our own conclusions about whose side he is on?

[The Prime Minister]

The hon. Gentleman makes an important point about ensuring that companies make fair contributions and fair tax payments in our country. We have put an extra £900 million into the Inland Revenue to ensure that we get companies and individuals to pay their taxes properly. Yesterday I announced that one of the key priorities of the G8, which I will be chairing from January and which, I am pleased to announce, will meet in County Fermanagh in Northern Ireland next June, will be to get proper international agreement so that companies pay their taxes properly.

Scotland’s Constitutional Future

Tom Harris Excerpts

Tuesday 10th January 2012 Commons Chamber

[Michael Moore]

My hon. Friend has, of course, represented people in both Scotland and England and he speaks with authority on these matters. I entirely take his point about mandates. He raises an important point about the involvement of defence personnel and I look forward to his contribution to the consultation.

[Mr Tom Harris (Glasgow South) (Lab)]

I welcome today’s statement. What discussions has the Secretary of State had with Ministers about the possibility of a clarity Act, which might be seen as a somewhat less heavy-handed mechanism to force our nationalist friends to ignore their own base instinct and to offer the Scottish people the fair and honest referendum we deserve?

[Michael Moore]

Nobody here intends to be heavy-handed or to force anything. What we want to do is find agreement that will enable us here at Westminster to ensure that the Scottish Parliament has the powers to conduct the referendum and that it does so in a fair and decisive way. We are starting a consultation period today. I look forward to everybody contributing to it.

Constitutional Status (Scotland)

Tom Harris Excerpts

Tuesday 25th October 2011 Commons Chamber

[Pete Wishart (Perth and North Perthshire) (SNP)]

Will the hon. Gentleman give way?

[Mr Harris]

I am tempted; of course I will.

[Pete Wishart]

I have been listening very carefully to what the hon. Gentleman is saying. When does he think that Westminster should take over the whole referendum process? Given that he is so concerned, perplexed and exercised about the third question, what does he have to say to Lord Foulkes, Malcolm Chisholm, former First Ministers and those of his hon. Friends who believe that a third option should be put on the referendum?

[Mr Harris]

When the SNP starts telling us dates, I will, in turn, give the hon. Gentleman some dates for any deadline that the UK Government might wish to impose.

Even in his typically humble and understated conference speech in Inverness on Saturday, the First Minister gave an opaque hint that “Separation Lite” might yet be included on the ballot paper, but he fell short of clarifying the issue, though his spin doctors had told the press in advance that that was exactly what he intended to do. Let us be clear that none of these things—the refusal to name a date, the lowering of the voting age, the exclusion of the Electoral Commission and the inclusion of a third, vague option—was in the SNP manifesto, and for a very good reason: fair-minded Scots would have concluded that someone, somewhere, was attempting a constitutional sleight of hand; and they would have been right. Whether or not the Scottish people wish to remain part of the UK, it is of the utmost importance that the result of any referendum cannot be second-guessed, misinterpreted, reinterpreted or undermined. It must not be ambiguous.

In 1995, the people of Quebec were asked to take part in their second referendum on independence. One might be forgiven for assuming that the question on the ballot paper was, “Do you want Quebec to become independent?” That would have been far too honest and straightforward a question. After all, the actual question was framed by nationalists. This is the question that was put to Quebec’s voters in 1995:

“Do you agree that Quebec should become sovereign, after having made a formal offer to Canada for a new economic and political partnership, within the scope of the Bill respecting the future of Quebec and of the agreement signed on 12 June 1995?”

Very straightforward, is it not? Given the high esteem in which Scottish nationalists hold the separatists of Quebec, I expect that they looked upon that wording and on the narrow margin of defeat that it suffered with envy and admiration.

It would be a great shame if the nationalists’ posturing, prevarication and cowardice on the referendum were to result in the same kind of solution to which the Canadian Parliament was forced to resort: a Clarity Act to ensure that certain basic principles of transparency and honesty were adhered to in any referendum. That is not a road that I want to go down, but it is something we may have to consider. After all, the sovereignty of the Scottish people and our right to a fair and honest say in the future of our nation trump the pomposity and pride of Scottish Government Ministers of whatever rank.

Perhaps this jiggery-pokery—I do not know whether this will be the first time that that phrase will appear in Hansard—is understandable from a nationalist perspective. After all, politics is about priorities and the SNP priority is independence, nothing else. Jobs, the economy, the health service, schools, the fight against poverty—none of those issues matter as much to the nationalists as the prospect of replacing the words “United Kingdom” with the word “Scotland” on their passports. Perhaps in their minds, the end justifies the means. In my mind, and in the minds of the great majority of Scots, it certainly does not.

It is not too late. The Scottish Government could, even now, rescue their reputation and re-establish their commitment to Scottish democracy by making it clear that the question we were promised—yes or no to independence—will be asked, with no fudging, no cheating, no rigging, and with complete transparency. The Scottish people deserve that at least.

If the SNP Government cannot rise to the challenge of delivering their own manifesto commitment, we may have to accept that the UK Government have a role to play. Alex Salmond is highly thought of in Scotland. [Interruption.] He is. He is a substantial politician and I have no doubt—I am not being sarcastic—that he loves Scotland dearly. If he is guilty occasionally of putting his party’s ambitions above those of the Scottish people, it is only because he too often conflates the two. So what would it say about Alex Salmond if the right hon. Member for Witney (Mr Cameron), the Prime Minister, turned out to be more capable than he of delivering the SNP’s key manifesto commitment?

Scotland Bill

Tom Harris Excerpts

Tuesday 15th March 2011 Commons Chamber

[David Mundell]

As has been said, there has been a change from the view that Members should not stand on both the list and in constituencies to a position where that should be done when it is in someone’s self-interest.

[Mr Tom Harris (Glasgow South) (Lab)]

I apologise for not being here for the debate before now, but I wish to clarify one matter. I hope the Minister will recall that in the first Scottish Parliament elections Donald Dewar stood as a candidate for Anniesland, in addition to being No. 1 on the Glasgow list. A number of prominent first-past-the-post candidates also stood on the list, so this is not a new procedure in the Labour party—it has been going on since 1999.

[David Mundell]

As I recall, the reason given for Labour Members taking that approach was that they were encouraging people to vote on the list; they were seeking to demonstrate that prominent people were on the list and so it was an important vote in which to participate.

--- Later in debate ---

[Mr MacNeil]

I would envisage far more than one full-time station in Aberdeen.

This will not be the first time that the House of Commons has heard of the concept of change and of control moving away from the MCA. In 1989, the Isle of Man formed its own coastguard after the UK unilaterally decided to shut down the coastguard co-ordination centre in Ramsey. The Manx Government—perhaps this shows what happens when there is more local control—rightly decided that they should no longer depend on the United Kingdom to protect their coastline and therefore created their own coastguard. That coastguard has five stations open around the Isle of Man and has retained close ties with the Liverpool maritime rescue co-ordination centre, which I would like to remain open.

The Government of the Isle of Man took the right decisions at the right time to ensure that their coast was secure. Surely, it cannot be the will of the Committee to deny Scotland that same inalienable right. This is not the first time that a potential coastguard authority move has been presented. In its illustrious 189-year history, the coastguard has been under the Board of Trade between 1923 and 1939, the Ministry of Shipping from 1939 to 1940, the Admiralty from 1940 to 1945, the Ministry of War and then the Ministry of Transport from 1945 to 1964, the Department of Trade from 1964 to 1983, the Department of Transport from 1983 to 1997 and finally, the Department for Transport from 2002 to this date. All we seek to do is move that one step further and ensure that the Scots coastguard reports directly to Scotland.

[Mr Tom Harris]

I agree with the substance of what the hon. Gentleman is saying about the effects of the cuts to the coastguard system, but would he be proposing this change if the cuts to the maritime coastguard service were not being made at the Department for Transport? He is in danger, I think, of opening himself up to accusations of opportunism if this move is a response to budget cuts rather than a point of principle. I am not aware that this point of principle has been raised by the SNP in the past.

[Mr MacNeil]

I am glad that the hon. Gentleman agrees with me on the substantial thrust of my argument and I hope to see him with me in the Lobby as a result. Would I have done this if such a proposal had not been made at the moment? Perhaps not, but given the safety concerns, this matter is pressing. Given that the process started without any risk assessment from the MCA, despite the relevant Minister telling me at the Dispatch Box that there had been such an assessment, I think that politics has to meet the pressing concerns among Royal National Lifeboat Institution crews, people who used to be involved in shipping, working coastguards and a variety of people across the community—certainly in the highlands and islands and, I imagine, further down to the Clyde and over to the Forth and, indeed, Shetland.

New clause 4 would redress a bizarre part of the Scotland Act that prevents the Scottish Government from creating incentives for the maritime industry in Scotland. Currently, the Government of Scotland have the ability to incentivise travel for maritime journeys that both start and end in Scotland, which has meant that a successful pilot project on the west coast for the road equivalent tariff has been brought to the Outer Hebrides and to Coll and Tiree. We hope that policy will continue, as it has done quite a lot to help the economies of those areas in a time of severe economic downturn.

Maritime policy is vital to Scotland as we are responsible for 70% of all the fish landed in the UK. Aberdeen is home to the North sea oil industry and lands nearly 4.5 million tonnes of cargo annually from approximately 8,000 ships. Clyde port lands 7.5 million tonnes of cargo and Stornoway port in my constituency has 200,000 people travelling through it each year. The ability to control the maritime economy is surely vital to what is a maritime nation. It is vital to secure future growth in the Scottish economy.

The figures that I have presented for the Aberdeen and Clyde ports are small in comparison with Southampton, which lands 75 million tonnes of cargo annually. Currently, the shipping industry coalesces around the south of England leaving little else for the rest of the UK. It is peculiar that most of Scotland’s goods are transported to the south of England and then driven into Scotland. With ever-increasing fuel costs and more congested motorways, surely that is not a good idea. The cost of moving goods to Scotland will invariably increase as the costs of transportation increase, and we propose that costs could be saved if there were an incentive for ships to land their goods in Scotland. The professor of maritime research at Edinburgh Napier university, Alf Baird, put it succinctly when he said that

“the present reality is that firms located in Scotland are considerably worse off in international transport cost terms compared with firms located close to hub ports in the south east of England…firms in the central belt of Scotland are between 15-23% worse off, while firms in the highlands are 22-33% worse off, and firms located on remote islands between 37-63% worse off…From a purely Scottish perspective this therefore raises the question—is the current method of serving Scottish industry’s global import and export needs through remote UK ports sustainable in the long run? Or, in other words, will rising domestic UK transport costs (rail as well as road) make Scottish industry even less competitive in global markets than it is today, leading to further job losses”—

that is the important point, as we want to keep people in employment—

“in manufacturing and reduced competitiveness?”

--- Later in debate ---

[Thomas Docherty]

Thank you, Ms Primarolo. I see that the Chamber is suddenly becoming a bit emptier. Perhaps it is worth pointing out that the Deputy Prime Minister is hosting a drinks reception tonight for Government Back Benchers. I imagine that hon. Members are off to make sure he does not drink all the wine himself, although after the Barnsley result he probably needs to do so.

I shall return to the substantive issue of the railways in Scotland. As I was saying before I was so gently interrupted, it is obviously right that we should retain the single health and safety policy throughout Great Britain. I say “Great Britain” because, as hon. Members will be aware, the railways in Northern Ireland are part of the single railway system of the island of Ireland. My proposal refers only to the railway network in Great Britain.

It is bizarre that, following the Scotland Act 1998 and the Railways Act 2005, we have successfully given greater powers to Scottish Ministers to do everything except determine the model of the franchise. I am not going to argue that a switch to a not-for-dividend model would necessarily be in the best interests of passengers in Scotland. As a member of the Transport Salaried Staffs Association, I have worked for Network Rail. The problems that Network Rail has had in the past are well documented, and there is an ongoing issue involving the cases of sexual harassment and bullying by Peter Bennett, the head of human resources, of many of his employees. That has resulted in about £300,000 of damages and compensation being paid to employees. This is not an ideological debate; it is about who is best placed to make the decisions.

I shall give a couple of examples of how the present system is not working. We have only to look at the constituency of the Under-Secretary of State for Scotland. I was lucky enough to live there, in the village of Moffat, for a number of years, and the Minister will recall that I put myself forward as a Labour candidate in a local council by-election. It was a secret ballot, so I am not quite sure how he voted, but I recall his featuring on one of my rival candidate’s leaflets, promising that if the Conservatives won the by-election—which, surprisingly, they did—he would ensure the reopening of the Beattock railway line. My hon. Friend the Member for Glasgow South (Mr Harris) will know from his time in the rail industry and as a Transport Minister that that line sits on what is now the west coast main line.

The Minister was also a great champion of the Eastriggs railway station, which is ably represented by my old colleague, Councillor Sean Marshall. The Minister’s constituency also contains the village of Thornhill, which is in the Galloway area of the constituency. In all those places, he was a huge champion of the reopening of railway stations, yet after six years as a Member of Parliament and 10 months as a Minister in the Scotland Office, none of those railway stations has reopened. That could not possibly be because he was making promises that he could not deliver, so the fault must be with the franchise model. We need no better reason for giving Scottish Ministers the power to shape their own model.

[Mr Tom Harris]

I am genuinely unclear about the nature of my hon. Friend’s grievance with the current model. Is he saying that Scottish Ministers and Transport Scotland do not have the legislative capability to reopen disused stations?

[Thomas Docherty]

The issue at the moment is that Scottish Ministers must let the franchise according to a privatised railway model. As my hon. Friend knows, the Railways Act 2005 specifically bans a public body from acting as the franchise operator. The only exception to that is if that body is the operator of last resort, as is now the case with the east coast main line. The new clause would give Scottish Ministers the right not only to fund the railway, to let the franchise and to monitor its performance—all of which they have to do anyway—but to determine the shape of the model involved. This might well result in a privatised model like the one that we now have on the ScotRail franchise, or perhaps in a co-operative model. The Ministers might ask Transport Scotland to run the franchise, or set up a new company called Scottish Passenger Transport to do so.

The new clause provides a logical conclusion to the direction of travel—again, please pardon my poor pun—of the reconfiguration of the railways in Scotland. The reason that the proposal was not considered by the Calman commission is that it involves such a small technical change. Most Members of Parliament and MSPs were simply not aware that Scottish Ministers did not have this ability.

I look forward to hearing the Minister’s response to these points. It is possible, if his civil servants have not done a particularly good job of advising him, that he might claim that the measure would somehow bring the whole of Great Britain’s rail network crashing down. Obviously, that would be an absurd argument. The Department for Transport is already running the east coast main line as the operator of last resort, placing the line back in the public domain. I am talking about a service that is wholly contained within Scotland, and the measure would have no impact on any other service. It would have no impact on the CrossCountry service or on the east coast main line—or, indeed, on the west coast services. The only services that leave Scotland are the one that runs from the Minister’s constituency to Carlisle, on the Glasgow to Carlisle line, and the Caledonian sleeper, which runs between London and Fort William, Inverness, Edinburgh and Glasgow. That service would stay in the franchise. As I have said, this is a very technical new clause. It is supported by all the trade unions and by the Scottish Government, who see it as a logical way forward.

--- Later in debate ---

[David Mundell]

If the hon. Gentleman had listened to the hon. Member for Dunfermline and West Fife, he would have heard him give a very narrow definition of services which start and finish in Scotland, without giving sufficient recognition to the fact that there are significant services that cross the border.

[Mr Tom Harris]

I listened closely to my hon. Friend’s speech, and he was very explicit in saying that the new clause refers only to the ScotRail franchise. That includes one cross-border service, the Caledonian sleeper, but this would have no effect whatever on other franchise services that cross the border—Virgin, East Coast and TransPennine Express. They would be completely untouched; nothing would change in their operational or financial arrangements. The only thing that would change is the ScotRail franchise. Can the Minister explain why that is beyond the wit of the Government?

[David Mundell]

If the hon. Gentleman had been listening, he would realise that I have said that Scotland benefits from a mix of services within the ScotRail franchise, and that cross-border services are vital to Scotland. I would have hoped that he would support the view of my hon. Friend the Member for Milton Keynes South (Iain Stewart) that high-speed rail is important to Scotland. However, none of those things is why the Government do not support the new clause.

[David Mundell]

There are indeed services that travel from Glasgow to Dumfries and on to Newcastle.

However, the Government’s objection to the new clause is that we are committed to maintaining a GB-wide national rail network that is publicly specified, funded in the public interest and provided by the private sector. The new clause would interfere with that national network. If the intention of the hon. Member for Dunfermline and West Fife is to allow for a not-for-dividend operator of the ScotRail network, that is possible within the current framework.

[Mr Tom Harris]

I am grateful to the Minister for giving way once more. I agree with him that the GB-wide network should be publicly specified and commercially provided by the private sector. However, surely it goes against the spirit of devolution and of the Scotland Bill to deny Scottish Ministers the right to take a different view with regard to one self-contained franchise in Scotland. Surely devolution is about allowing Scottish Ministers to make mistakes, if that is what they wish to do.

[David Mundell]

The devolution settlement is indeed about allowing the Scottish Government to take decisions in respect of the areas for which they are responsible, as determined by the Scotland Act 1998 and the Scotland Bill. This discussion is about whether the issue in question should be devolved to the Scottish Government. The Government do not agree with that proposal because we believe that it would open the opportunity to fundamentally alter the national framework by allowing a renationalisation of the railway in Scotland.

[Mr Harris]

Will the Minister explain what negative consequences have resulted in the GB-wide network from the nationalisation of the east coast main line franchise?

[David Mundell]

The hon. Gentleman knows better than most that the Government were required to take over the east coast main line as a measure of last resort. Within the framework of the rail industry, there have to be measures of last resort. It is not a measure that the Government wish to promote. As I have said, we wish to promote a national rail network that is publicly specified, funded in the public interest and provided by the private sector. As I have also said, if it is the intention that a not-for-dividend company should operate, there is nothing to stop that in the present arrangements.

Summertime (Scotland)

Tom Harris Excerpts

Tuesday 16th November 2010 Commons Chamber

[Mr Tom Harris (Glasgow South) (Lab)]

Thank you, Mr Deputy Speaker, for providing me with the opportunity to raise an issue which, although not considered earth-shattering in its political significance, tends to provoke extremely lively debate on both sides. The question is whether it would be better for the UK as a whole to move away from Greenwich mean time and to adopt what is confusingly entitled single/double summertime. This would mean that instead of living in GMT, as we currently are and have been since the end of last month, we would have GMT+1 hour during the winter and GMT+2 hours in the summer.

We have this debate every year in this country, and the debate is particularly keenly followed in Scotland where, among certain commentators and politicians, there is always the temptation to indulge in the “poor us” victim mentality. This was effectively illustrated last week when John Scott, the Conservative Member of the Scottish Parliament, asked the Scottish National party Minister, Fiona Hyslop, about the campaign to move to single/double summertime, and said:

“Does she agree that Scottish children walking to school in darkness is not an acceptable price to pay for an extra hour of sunlight in Sussex?”—[Scottish Parliament Official Report, 11 November 2010; c. 30349.]

There are times when I feel like holding my head in my hands and weeping for my nation, when such nonsense passes for intelligent discourse. First of all, there is the small point that it is not possible to create, reduce or ration the amount of daylight available to any part of our globe. That is a matter for God Almighty and the immutable laws of the physical universe.

Secondly, there is a dangerous laziness in summoning forth the bogeyman of the Auld Enemy. It plays fast and loose with the Union—it should be noted that Mr Scott’s party was once proud to describe itself as the Scottish Conservative and Unionist party, though admittedly that was many years ago now—in the hope of currying favour with a particularly aggrieved audience; and there is always an aggrieved audience for such messages, which is why it is so dangerous to indulge them by raising the spectre of a change which, it is alleged, would have a beneficial effect on England while disadvantaging Scotland.

I believe that claim to be nonsense. I also believe that there is much more support in Scotland for the change than has previously been the case. There have been various claims in support of a change to single/double summertime, some of which are harder to justify than others. The change would boost Scotland’s tourism industry, we are told. It would help us to reduce our greenhouse emissions, we would be a fitter and healthier nation, our streets would be safer to walk on, trade between Britain and Europe would increase, the lamb would lie down with the lion and Trident would be beaten into ploughshares. Actually, I made those last two up, but I hope that the point is made. The advantages claimed for the change are many, and they are valid, but I do not blame some of the public for being unconvinced by some of them.

[Thomas Docherty (Dunfermline and West Fife) (Lab)]

Does my hon. Friend appreciate that the fact that he has given up his blog means that hon. Members and the wider public will not have an opportunity to see his views being promoted on the internet, and will he perhaps reconsider giving up his blog so that he can take forward this important issue?

[Mr Harris]

I am almost grateful to my hon. Friend for raising that point and intruding into personal grief. Now that I am no longer a blogger, I may consider going into politics.

[Mr Tobias Ellwood (Bournemouth East) (Con)]

On a more serious note, the hon. Gentleman brings up an important issue that will be debated in a private Member’s Bill very shortly. May I commend what he is saying to the House? I did some studies on this in Scotland and found that the farmers who were once against this, on passionate and logical grounds, are now either neutral or in favour of it. They appreciate the extra hour in the evening, because many of them have diversified into the tourism market where bed and breakfast and so forth provide value. The other aspect is road deaths. A net decrease in road deaths would be a significant improvement were the clocks to be changed. I welcome the debate that has been brought to the House tonight.

[Mr Harris]

I am grateful to the hon. Gentleman for making those valid comments and trying to pre-empt the points that I hope to make in the next few minutes.

It is up to the Lighter Later campaign and its many supporters here in the Commons to make the case for all the benefits that will accrue from pushing the clocks forward an hour, and they can do that during the debate on the private Member’s Bill promoted by the hon. Member for Castle Point (Rebecca Harris), who is in the Chamber. I will return to that issue shortly.

As a father of young children, I approach this subject from a particular direction. The other alleged benefits that I mentioned earlier notwithstanding, it is the effect on Scotland’s road safety record, particularly as it affects children, that most concerns me. We already know that road accidents are more likely to occur in the evening peak hour than in the morning. One will often hear the protest that drivers are not fully alert first thing in the morning when they drive to work, and are more alert as they return. I do not believe this to be the case, and the evidence is indeed to the contrary.

The 1998 study by Transport Research estimated that a move away from GMT would lead to an overall reduction in road deaths and serious injuries of 0.7% in Scotland alone. Based on the figures for 2009, that would mean 20 fewer deaths and serious injuries on Scotland’s roads, and 30 fewer casualties across all categories of severity.

John Scott MSP said that Scottish children should not have to go to school in darkness. Mr. Scott represents Ayr, and I grew up in that same county, and I know that by December children there will be doing precisely that anyway. Dawn can arrive after classes have begun.

[Cathy Jamieson (Kilmarnock and Loudoun) (Lab/Co-op)]

I thank my hon. Friend for giving way because he has been very generous with his time. I note the points that he makes in relation to John Scott MSP, whom I know well. He is a farmer in Ayrshire, so I was rather surprised that he did not agree with some of his farming colleagues. I am old enough to remember the last experiment in Scotland when I was a pupil. Will my hon. Friend say something to reassure those parents who have heard tales of children going to school in the dark with the high-visibility armbands securely attached to the duffle coats and torches to get them to the end of their streets?

[Mr Harris]

That is a valid point. It will have to be met head on by the supporters of the campaign, because there is no doubt that in the 1968 trial, although road deaths throughout the vast majority of Scotland reduced significantly, there was a small increase in the number of road deaths in the far north of Scotland. Of course that has to be taken seriously, and I will say as much later on, but let us remember that when it comes to generating publicity on a particular campaign, it is far easier for the media to publicise deaths and injuries on the road than to publicise deaths and injuries that were avoided.

We, as parents and—all of us, I think—as former children, know that when children head out to school in the morning on, say, a 10-minute journey, they allow almost exactly that amount of time for the journey. The return journey, however, is a different matter. It may sound counter-intuitive to suggest that children will be in a bigger hurry to reach school in the morning than to get back home again in the afternoon, but it makes perfect sense. Children adopt a more relaxed approach as they head home, perhaps taking diversions to friends’ homes, popping into a shop or chatting with friends at the school gate.

We see exactly the same phenomenon in our working lives. I saw it as a Transport Minister and when I worked in transport planning before being elected to the House. The evening rush hour is being extended every year and becoming longer and longer, as flexible hours mean more people leaving the office later, more people perhaps heading to the pub or to the shops on the way home, and evening buses and trains carrying the same total number of commuters on their return journeys as they did in the morning rush hour, but over a significantly longer period.

However, too much time in this debate—too much attention—is focused on the journey to and from school. In any one year, children in Scotland spend as much time travelling between home and their friends’ homes, and walking to and from various places of recreation, as they do travelling to and from school. Indeed, during the very darkest mornings in December and early January, children are on holiday from school and do not have to make those journeys at those early times, but they still make journeys later in the day, when the light is fading and they are far more at risk from passing cars.

[Mr Ben Bradshaw (Exeter) (Lab)]

Will my hon. Friend consider the remarks of the former Prime Minister, our right hon. Friend the Member for Kirkcaldy and Cowdenbeath (Mr Brown), who, at a regional Cabinet meeting in my constituency earlier this year, told a representative of the tourism industry that he saw real benefits of £3.5 billion in the move that my hon. Friend advocates and thought that there were merits in the idea of a three-year trial? I hope that my hon. Friend will feel that those comments are helpful to his campaign in Scotland.

--- Later in debate ---

[Mr Harris]

My right hon. Friend will know that I set great store by the comments of our right hon. Friend the former Prime Minister. If my right hon. Friend the Member for Exeter (Mr Bradshaw) will forgive me, however, I must say that it is one of those claims that the public will have some difficulty accepting. Politicians throw such figures about all the time—£3.5 billion here, £10 billion there—but they do not have a great deal of meaning. Until we have a proper, scientific analysis of all the evidence, it will be quite fair for people to remain sceptical, but I shall come back to that issue, because the private Member’s Bill deals with it.

Scotland’s road traffic record is poorer than the records for England and Wales. Scots are 27% more likely to suffer serious injury as a result of a road accident than our compatriots south of the border. That is partly a simple consequence of lower car ownership—again, a counter-intuitive argument, as one might expect fewer cars to mean fewer road accidents. However, 20% more journeys are made on foot in Scotland than in England, meaning that Scottish pedestrians are more numerous, pro rata, and therefore more at risk.

I spoke rather blithely earlier of the other benefits that might—might—accrue to Scotland if the changes take place, and I wish to place on the record my sincere belief that those benefits would be real, if unquantifiable in advance. Of course, it would benefit Scottish industry if our trading hours were more in line with Europe’s. Incidentally, those Scots and some English who say that Scotland should stick with GMT even if England chooses to move to single/double summertime should remember that Scotland’s biggest trading partner is also our closest neighbour within the Union, and such a move would indeed be damaging to Scottish commerce.

There are arguments in favour of the premise that our tourism industry, our energy consumption, our community safety and our participation in healthy activities would all benefit from a move to single/double summertime.

[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

If the hon. Gentleman is a strong believer in putting the clocks forward an hour, surely he realises that those benefits would be magnified if we put the clocks forward two hours, three hours, four hours, five hours or whatever, but then we might see the nub of the problem and exactly what was being foisted on some people. Does he agree that in a spirit of conciliation, therefore, we need a shorter, symmetrical period either side of midwinter? Rather than changing the clocks seven weeks before midwinter and 14 weeks afterwards, as we do at the moment, why do we not have a five or six-week period either side of midwinter? We would then shorten wintertime by half and probably reach a consensus that would be welcomed throughout the UK.

[Mr Harris]

I am not sure what the Gaelic is for “coming at you out of left field”, but that intervention rather fits the description. On the hon. Gentleman’s first proposal about moving summertime more and more hours forward, if he wishes to bring a Bill to that effect to this House, I will be happy to express my opinion.

Inevitably, and rightly, there will be detractors—[Interruption]—as we can hear. Fair enough—there should be a public debate, but one based on facts, not on the exhumation of the English as evil bogeymen aiming to steal the sun from the Scottish sky.

[Mr MacNeil]

To return to the substantive point and away from the hon. Gentleman’s hyperbole, does he support the shorter, more symmetrical period, or not?

[Mr Harris]

I will not belabour this particular point. I am speaking in favour of a move to single/double summertime. I hope that the hon. Gentleman understands the meaning of that.

[Mr Ellwood]

There is a serious point here. We have 53 days on one side of the winter solstice and about 100 days on the other side. It is not symmetrical, and therefore this proposal would make sense. I ask SNP Members to allow the Bill to go through to Committee stage so that such detail can be debated. It needs to be given more time so that the country can understand the detail instead of the Bill being kicked into touch by talking it out on a Friday, which happens so often. I hope that the SNP will listen, wake up to what the nation is calling for, and support this proposal so that we can have a debate and see it through to fruition.

[Mr Harris]

The problem with such debates, in most cases, is that various Members raise specific and detailed technical objections which prevent the progress of the Bill and which, nine times out of 10, are intended to do so. The Bill promoted by the hon. Member for Castle Point is before the House, and I hope that the House will make a decision in due course.

Contrary to some rather excitable critics—yes, I am looking at you, John Scott MSP—the Daylight Saving Bill would not implement any permanent change to single/double summertime. It would simply oblige the Government initially to conduct a cross-departmental analysis of the potential costs and benefits of advancing time by one hour for all or part of the year. Only at that point, and entirely dependent on the results of that analysis, would a three-year experiment of single/double summertime be triggered. Crucially, if the analysis were to conclude that the anticipated benefits were unlikely to be realised, the three-year pilot would not go ahead. Given the very sensible caution outlined in the Bill—I congratulate the hon. Lady on promoting it—it is very difficult to see how any serious objection to it could be maintained, even by those strongly opposed to the scrapping of GMT.

I may be wrong in my support for single/double summertime. The critics of the Lighter Later campaign may be wrong. Even—this is extremely far-fetched, I confess—John Scott MSP might be wrong. But until we properly analyse all the available data, we will never know. Instead, we will have the same old arguments, twice a year, every year, when the clock changes come around in October and March.

I have called for this debate because I think that it is right that the Scotland Office sets out its own policy position. It has considerable influence in the Government and could, I imagine, scupper the hon. Lady’s Bill if it so chose. I intend to be present on 3 December when the Bill has its Second Reading. I hope that the Minister will also be present to support it so that we can draw a line under this debate once and for all.

[The Parliamentary Under-Secretary of State for Scotland (David Mundell)]

I commend the hon. Member for Glasgow South (Mr Harris) for Glasgow South on securing tonight’s Adjournment debate. Perhaps his much lamented retirement from blogging has left his nights, light or dark, free for more exciting and productive activities such as this debate. However, given the lateness of the hour, he can be confident that Scotland’s nocturnal cyber-nats will be following our every word.

I respect the hon. Gentleman’s views and his support for the introduction of what is generally known as double summertime, which would see the United Kingdom using central European time. He is right to say that not everybody in Scotland is against such a change, but he should acknowledge that most are against it, as the Secretary of State for Scotland has made clear to colleagues in the Government. It is for those supporting change to make and win their case across the UK, including in Scotland and Northern Ireland, and that has not happened.

[Mr Harris]

The Minister has just said that the majority of Scots do not support the measure. On what evidence does he base that assumption?

[David Mundell]

The Scotland Office has carried out consultation on the Bill, both formal and informal, which supports the view that the majority of Scots do not support the measure at this time.

[Mr Harris]

I am grateful to the Minister for giving way a second time, given how long I took over my comments. He said that a majority of Scots do not support the change, but he is now talking about consultation and qualitative research. If he is to maintain that a majority of Scots oppose the change, he has to come to the Dispatch Box with evidence of quantitative research by a polling organisation and the Scotland Office. Does he have that information?

[David Mundell]

Quite the contrary. The hon. Gentleman and those who support the campaign have to win the argument with the public in Scotland, with the body politic and with civic society.

Oral Answers to Questions

Tom Harris Excerpts

Wednesday 27th October 2010 Commons Chamber

[The Prime Minister]

My hon. Friend is absolutely right. We are making sure that money goes into FE colleges. That is essential for the skills agenda of the future, and we want to free up those colleges to have more agreements with business. In the past they were over-regulated in respect of the courses they could run and the qualifications they could offer. We want to see much greater collaboration between FE colleges so that we get the skills that we actually need.

[Mr Tom Harris (Glasgow South) (Lab)]

Until 18 months before the general election, the Prime Minister supported Labour’s spending plans. At what point did he decide to rewrite history?

[The Prime Minister]

We realised that the spending plans were unaffordable, and we came off them. We went into the last election promising to make spending reductions. It needed to be done, and I remember sitting where the right hon. Member for Doncaster North (Edward Miliband) is, week after week, asking the former Prime Minister, “Aren’t you really saying there are going to be cuts?”, and he said, “No, no cuts. There won’t be any cuts.” Do you remember? It happened week after week. Now we have the evidence from Labour’s own memo. It was planning £44 billion in cuts, and not a word about it to anyone. That is thoroughly dishonest.