National Policy Statement: Airports

Debate between Tom Tugendhat and Alan Brown

Monday 25th June 2018 Commons Chamber

[Alan Brown]

The fact is that Scotland has lost a lot of domestic connectivity over the last few years, so the hon. Gentleman is not quite right. It is good that he sees Scotland as strong, but we want to be stronger and we want further connections.

As we have already heard, the Department for Transport said that there would be 100 extra flights a week to Scotland. Although it is now saying that there could be 200 flights coming from Heathrow, it is up to the Government to provide the protections. Let us take the figure of 100 that has been quoted. If, say, Dundee and Prestwick get the new suggested slots, even just a twice-daily service from each of those airports would equate to well over half that figure of 100 flights. When we take the rest and spread it over the rest of Scotland’s airports, it is not actually a great deal of increased connectivity. That is why this falls short of our expectations.

Heathrow airport has made it abundantly clear that it is willing to work with the UK Government on the matter, and acknowledges that it is a Government function to deliver that protection. As has been touched on already, Heathrow has signed a memorandum of understanding with the Scottish Government. The airport has been very open and communicative with both me and my predecessor in the SNP’s transport spokesperson role. I believe that it really wants to deliver on its commitments to Scotland, including the preconstruction logistics hub, for which I appreciate it is currently doing an ongoing assessment. I hope that that assessment concludes that Prestwick airport is successful, because that would be really good for my local area. There is also a stated minimum value of £300 million construction and supply chain contracts for Scotland, and a minimum peak construction job creation of 100 jobs.

Heathrow committed to a £10 passenger fee discount to Scottish airports, and, to be fair, it has since increased that reduction to £15 per passenger. It committed £1.5 million to advertising through a Scotland-specific marketing fund, and it has delivered on that, with only £250,000 outstanding, which it has pledged to use to promote the new V&A museum in Dundee. It has also confirmed that it is now working with VisitScotland to provide a takeover of a gate room to promote Scotland for a five-year period, equating to some £300,000. Cynics will say that it is bound to do these things to keep Scottish MPs and the Scottish Government onside. However, it seems to me that it has delivered to date, and over-delivered in some aspects, so I can only take it at face value.

In the bigger picture, 16,000 jobs are predicted to be generated in Scotland through an expanded Heathrow. These are certainly benefits that I want to see delivered.

[Tom Tugendhat (Tonbridge and Malling) (Con)]

Does the hon. Gentleman agree with his namesake, Keith Brown, the Cabinet Secretary for the Economy in the Scottish Parliament, who supports the expansion of Heathrow and spoke about it very strongly in 2016? Does he not agree that the jobs he mentions simply will not come if there is not an expansion?

[Alan Brown]

As I said, I have spoken in favour of expansion before. The Scottish Government have also spoken in favour of it—that is why they have signed a memorandum of understanding. We are just looking for protections and deliverability.

Some people have asked, why Heathrow and not further expansion in Scotland? We have to acknowledge the reality that Heathrow has been the hub airport for the UK for 40 years, and there is not the critical mass in Scotland for getting such a hub-status airport. That is why the Scottish airports have supported the principle of Heathrow expansion.

Automated and Electric Vehicles Bill

Debate between Tom Tugendhat and Alan Brown

2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017 Commons Chamber

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

We often get a feeling of déjà vu in this place, and tonight is another of those times; I feel like we have been here and have heard some of these comments before. I warn Members that if any of them have actually paid attention to my speeches on electric vehicles, they will get another feeling of déjà vu. [Hon. Members: “Hooray.”] It merited more than that. Anyway, the sense of déjà vu comes because the Bill was clearly part of the previous Vehicle Technology and Aviation Bill, which is testament to the folly of calling a general election. Not only was it a waste of money, but we are now revisiting legislation that had effectively already been through its Committee stage. We are redoing work that has been done before, which is costing the taxpayer money. [Interruption.] I will give way if the hon. Member for Tonbridge and Malling (Tom Tugendhat) wants to make an intervention.

[Tom Tugendhat]

The hon. Gentleman was saying that the general election was a waste of money, but I cannot possibly agree. We have 13 Conservative MPs in Scotland, which is a great success all on its own.

[Alan Brown]

rose—

Vehicle Technology and Aviation Bill (Second sitting)

Debate between Tom Tugendhat and Alan Brown

Tuesday 14th March 2017 Public Bill Committees

[Tom Tugendhat]

Q Does the Bill affect people such as astronomers using them as you suggest?

Martin Drake: We do not think so. We have done quite a bit of research on the legitimate use of laser technology, and boy, is it useful. Eye surgery uses lasers; you said surveying. There is a whole list of them. The equipment that uses those sorts of laser is designed to use the laser in that way, and it tends to have safety functions, so that if the laser strays, it shuts down, and of course it is used by trained people. The people who have those lasers fully understand their dangers and how to use them, and the Bill does talk about legitimate use. We are not in any way, shape or form saying that there are not really good reasons for using a laser. However, when they are used irresponsibly at the powers of laser that we are seeing, that gives us cause for concern. Most legitimate lasers do not have the powers that we are seeing. I say “most” because some do, but most of them do not have the powers that we are seeing, which people can quite happily buy over the internet and have delivered to their home.

Simon Bray: There is a clear defence within the Bill, and that is something that we have been paying close attention to in terms of our investigations.

[Alan Brown]

Q We have heard that lasers are becoming more common, and you obviously support the proposed legislation. It is similar with drones, which are becoming more accessible and more common. Would you like to see proposals to ensure better regulation and safety with regard to the use of drones?

Steve Landells: From BALPA’s point of view, we would certainly like to see more regulations and toughening up around drones. We understand that a lot of work is going on at the moment and there is a DFT consultation, but yes, it would be good to see drones in there.

Simon Bray: Likewise, whatever regulation comes out and whatever changes there might be to navigation orders and so on, we would like a simple set of regulations for the police to get involved with enforcing.

Vehicle Technology and Aviation Bill (First sitting)

Debate between Tom Tugendhat and Alan Brown

Tuesday 14th March 2017 Public Bill Committees

[Tom Tugendhat]

Q What would you change in the Bill to make sure that that level of infrastructure change is more active?

Robert Evans: I do not think it is necessary to change the Bill, in the sense that as the vehicles start to come forward, the charge point infrastructure suppliers will start to bring forward commercially available inductor charging. At the moment, we talk about people having that in their garage for particular vehicles, but at the moment those are not inductive vehicles, other than, say, for some bus operations and the like. It is early pre-commercial.

[Alan Brown]

Q Is the technology used to operate autonomous vehicles safe and reliable at present?

Quentin Willson: That is a difficult question. Where do we begin? There have been some very successful trials of autonomous vehicles in America and Europe, and they have collectively driven many millions of miles with an infinitesimal amount of accidents. Significantly, they have driven in traffic. In Los Angeles, Nissan, Toyota, Lexus and Volvo have had great success in driving autonomous cars in traffic, which have mixed in successfully.

However, it would not be fair of us to say that there is not a great challenge. Ironically, the challenge comes probably not from autonomous cars themselves but other road users, some of whom may just think, “I’m going to have a go here.” All of the insurance legislation needs to be sorted out, but we need to absolutely understand that there will be a period of some pain. More than that I cannot give you.

Robert Evans: It is a tremendous opportunity for the UK motor industry. The industry has sought to progress and be competitive around new technologies, with low-carbon vehicles being one and connecting and autonomous vehicles being another. We have a series of projects in the UK—with both technology development and now with funding set aside in the Budget for demonstration locations—to be able to work through, understand the issues, and test and understand the state of development of the technology. There is something like 1 million lines of software involved in making a vehicle have the artificial intelligence to be able to progress. It is one thing to go down the motorway at high speed with clear lines; it is completely different to go down Fulham Road at 7 o’clock in the evening on a very busy day. There is a lot of work still to be done.

The good thing about the Bill is that it is the first time that automated vehicles have figured in UK legislation. This is the beginning of a process that makes the UK a potential lead market for the deployment of this technology. It will be hugely beneficial for our motor industry if we are able to be receptive and responsive to what we can all see will deliver huge value societally, in terms of reduced accidents or the ability of people to move when they are older or infirm, or younger people who cannot drive vehicles. There could be huge benefits to society, and this at least starts the process of making the UK ecosystem autonomous vehicle-friendly.

Quentin Willson: And to create literally tens of thousands of jobs, bring billions—that is not an exaggeration—of investment to the UK, and a new product cycle and a new consumption and production. We should be the world leader in this stuff.

Vehicle Technology and Aviation Bill

Debate between Tom Tugendhat and Alan Brown

2nd reading: House of Commons & Carry-over motion: House of Commons & Programme motion: House of Commons & Ways and Means resolution: House of Commons
Monday 6th March 2017 Commons Chamber

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

Just last week, I was complimenting the Government on introducing an amendment for talking buses in the Bus Services Bill, and now this week I find myself in agreement with another Bill, so I am greatly looking forward to Wednesday’s Budget, when normal service will be resumed.

In this Bill, the measures on autonomous vehicle insurance are certainly a welcome look ahead; they are just a small step on the way to the future outlined by my hon. Friend the Member for Glasgow South (Stewart Malcolm McDonald), but they are a welcome step nevertheless. However, we also need to start planning the necessary mobile infrastructure to allow these vehicles to be fully rolled out in the future.

Scotland must not be left behind on AVs, and, as we have heard from my hon. Friends, we must ensure that Scotland is involved in future trials of these vehicles. I am thinking here in particular of our country and rural roads. Scotland is still unique in that in many areas there are single-track roads with passing places, and it is not unusual for people to become involved in a Mexican stand-off where two vehicles come head to head and the question is which will reverse first. I would like to see how AVs tackle that dilemma; that is not quite the dilemma of the nuns or the mother and the baby in the pram, but it still needs to be overcome.

[Tom Tugendhat]

I would like to hear how they settle that in Glasgow.

[Alan Brown]

The hon. Gentleman does not want to know how they settle that in Glasgow.

I agree with my hon. Friend the Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) about our wish for a hub for the development of AVs in Scotland. That covers AVs from our perspective, but I particularly want to focus on ULEVs. Part 2 is okay as far as it goes. Greater clarity and consistency is undoubtedly required in information on charging points, and it is welcome that the Government are going to clear that up. That will lead to improved customer and consumer confidence, because many people are clearly still reticent about buying EVs, as they are concerned about how far they can actually travel journey-wise. Clearer information on charging points and the type of charging points will clear that up.

The key questions for the Minister, however, are whether the Bill goes far enough with respect to charging points and the roll-out of infrastructure and whether there is enough strategic thinking on this matter across Departments. The reason I pose those questions is that the Scottish Government and the UK Government share the target of all vehicles being ultra-low emission vehicles by 2050. That target exists because of air quality issues and greenhouse gas emissions. At present, transport contributes 23% of carbon dioxide emissions—it is the joint largest contributor along with power generation —so the decarbonisation of transport is absolutely vital. The hon. Member for Tiverton and Honiton (Neil Parish) pointed out that there are 44,000 deaths a year as a result of poor air quality. That underlines the need for action in this area.

Recently, the United Nations special rapporteur on hazardous substances and waste stated:

“Air pollution plagues the UK”,

and particularly affects children. He also said that there was an

“urgent need for political will by the UK government to make timely, measurable and meaningful interventions”.

I should point out that, in November 2016, the Government lost a court case relating to their proposals to tackle air pollution for the second time in 18 months. There is no doubt that more needs to be done to improve the roll-out of ultra-low emission vehicles. In January last year, the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), suggested that the sale of ULEVs had reached a tipping point, and a Department for Transport press release last September trumpeted the fact that there had been a 49% increase in registrations of such vehicles compared with the previous year. The reality is that the registration of ULEVs represents only 1.2% of vehicles, and a 50% increase on 0.8% of sales is not really a tipping point. We have a long way to go.

This Government have to do more. They should copy some of the initiatives that the Scottish Government have undertaken, including the low carbon transport fund, which offers interest-free loans of up to £35,000 for new hybrid and electric vehicles, with a repayment period of up to six years. Businesses can access loans of up to £100,000. However, even that is not enough. At the moment, we have the paradox of low oil prices keeping fuel costs down, making a switch to electric vehicles even less attractive in the short term.

I have touched on air quality. The bottom line is that need to get diesel vehicles off the road. The UK Government must be bold in that regard. I also suggest that those who have already bought diesel vehicles in good faith should not be penalised. I have been contacted by constituents who are concerned that they will be penalised for having bought such vehicles, even though they did so in good faith. Do the Government have any plans to help those people and to truly disincentivise the purchase of diesel cars, rather than simply leaving that to local initiatives? A wee, independent, oil-rich country called Norway has managed to achieve a market share of 18% for electric vehicles. What lessons are the Government learning from Norway?

As I have said, the switch to ULEVs is moving at a snail’s pace. However, while we can get fixated on the roll-out of electric cars, the biggest polluters are large diesel vehicles. We have started to see real progress with buses, and the Scottish Government are leading the way with the hydrogen fleet in Aberdeen. We are also seeing buses switching to biofuels, which is welcome. But the elephant in the room is heavy goods vehicles, particularly transport refrigeration units. Approximately 50% of TRUs, which keep goods cold in transit, are powered by a secondary diesel engine. These small engines emit 29 times more particulates and oxides of nitrogen than the vehicle’s main diesel engine. The main engines are governed by European standards, but those separate refrigeration units are not regulated at all. There is a huge disparity there.

Also, those secondary units can use red diesel, so the Government are providing a subsidy that is enabling the units to pollute the atmosphere and cause the kind of air quality issues on which the Government have already lost court cases. The Government need to rethink how they handle the regulation of secondary units. To be fair, they have invested in research and development to fund the development of zero-emission refrigeration units, so it makes sense for them to provide more funding to allow haulage company owners to upgrade their units, which would improve air quality and, in the long run, provide health benefits and reduce costs for the health service. Providing funding would lead to a virtuous circle.

I touched on research and development and, going back to strategic thinking, the Government need to provide better joined-up thinking on R and D for low-emission transport and renewable energy. We should bear in mind that this Government have wrecked the renewables sector with a 95% reduction in investment by 2020, with one in six jobs in the sector being under threat. The Government have also withdrawn funding for carbon capture and storage. If we truly are to meet our green energy targets by 2050, the Government need to rethink their policies as a whole. I welcome the Bill, but the Government need to consider things across the board rather than in isolation.