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Category: Transportation

  • Andrew Griffith – 2020 Speech on Brexit and Civil Aviation

    Andrew Griffith – 2020 Speech on Brexit and Civil Aviation

    Below is the text of the speech made by Andrew Griffith, the Conservative MP for Arundel and South Downs, in the House of Commons on 10 June 2020.

    This is my first chance to welcome the Minister and the hon. Member for Bristol East (Kerry McCarthy) to their places. I congratulate them both on securing such an important brief at such a critical time.

    I am pleased to support the Government on the Bill. As we leave the European Union and become a sovereign state once again, we should feel capable of regulating our own affairs, and to set our own level of insurance requirements in aviation. Just as it makes sense to control our own fisheries and protect our own marine environment, so it makes sense to do so for the sky above our heads. The acid test of a regulatory structure, however, must be whether it supports the aviation and aerospace sectors.

    Having taken back control, we must be generous and collaborative with our international partners. I encourage the Minister, therefore, to seek bilateral aviation safety agreement with both the US Federal Aviation Authority and the European Union Aviation Safety Agency and ensure that where there are opportunities to deregulate further than either, we remain in alignment with both in respect of matters such as type certification, personnel licensing and trading standards.

    While I am on the subject of regulation, I should like to congratulate Sir Stephen Hillier on his appointment as the new chair of the Civil Aviation Authority. My constituency, as well as being one of the most beautiful from the ground, is even more spectacular from the air. It is home to the excellent South Down gliding club, formed in 1930 and one of the oldest in the United Kingdom. Sir Stephen has a distinguished aviation career, and I ask him to consider making one of his priorities during his term in office the protection of airspace for recreational general aviation, such as gliding, which is so critical to providing affordable access to the skies and thereby inspiring future generations.

    Going into this pandemic, our aviation sector was world leading in growth, jobs and competitiveness, but that is now at real risk. Aviation has taken the full force of the economic impact of the covid-19 crisis, devastated by border closures and the drop in passenger demand. Many of my constituents work for British Airways, Virgin, TUI and other airlines, or for businesses that are part of the extended Gatwick supply chain. I know of constituents such as Antonello and Grainne Patteri, who have served British Airways loyally for 24 years but whose loyalty sadly is not being reciprocated. I share their worry and frustration at how they are being treated, and it is right that I raise it with the Minister today.

    While other industries are beginning their recovery, the downturn for aviation has only been exacerbated by the imposition of blanket quarantine, which hangs the “closed” sign on Britain just as our competitors reopen for business. I believe that the Minister fully understands, having previously worked in the financial sector, that if planes full of passengers from Iceland, whose last death from covid was in April, or from covid-free New Zealand were landing in the UK this afternoon, it would actually lower our average infection rate. I am reassured by the Government’s undertakings to implement air bridges as a matter of urgency, as well as to look again at testing ​on arrival—something I first raised in April—but could she be so kind as to provide an update in her winding-up speech?

    My final point relates to future opportunities. Together with quantum computing, artificial intelligence, fintech and the life sciences, aviation and aerospace is one of the key industrial sectors where UK businesses have a global competitive advantage in a growing and high-value industry.

  • Kerry McCarthy – 2020 Speech on Brexit and Civil Aviation

    Kerry McCarthy – 2020 Speech on Brexit and Civil Aviation

    Below is the text of the speech made by Kerry McCarthy, the Labour MP for Bristol East, in the House of Commons on 10 June 2020.

    It has been some four years since I stood at this Dispatch Box, so it is a pleasure to be back. I took part in Transport orals a few weeks ago, but that was on one of the screens above us. I am very pleased to be here shadowing the Minister today. We have already established a constructive relationship. We debated our first statutory instrument together yesterday in Committee. As I said to her, I will be writing to her and scrutinising what she does, but in a spirit of constructive working. We have the decarbonisation of transport brief and the EU transition brief, both of which are incredibly important in the current circumstances.

    The statutory instrument that we are discussing today is uncontroversial in that we accept that, now that Britain has left the European Union and the end of the transition period is in sight, we need to transfer relevant powers away from the European Commission and to the Secretary of State for Transport as smoothly as possible. I understand, a number of statutory instruments will be issuing forth from the Minister in the coming months, and that could be seen as a mechanistic process to ensure continuity. That does not mean to say, however, that we will not scrutinise and challenge if we have concerns about the way that the Government are doing things.​

    As the Minister said, the function of the measure is to ensure that there are minimum insurance requirements for air carriers and aircraft operators in respect of passengers’ baggage, cargo and third parties. My understanding is that that stems from the 1999 Montreal convention, whereby airlines are responsible for compensation in the case of death and injury to passengers, and are required to be adequately insured to cover any liabilities. The EU civil aviation insurance regulation sets out the minimum level required.

    I have one question, which the Minister may have answered in her opening remarks. Given that the statutory instrument transfers power from the European Commission to the Secretary of State to set those minimum requirements, and that he—or she in future—can do so by regulation, is there potentially a risk that the minimum insurance levels will not be the same as they would be if we were still part of the EU scheme? I think that is quite an important point to note.

    The statutory instrument is one of many that the Government are having to rush through Parliament as a result of what I would say is an unnecessary focus on an arbitrary date in our exit from the transition period. Given the limitations on parliamentary scrutiny at the moment because of the need for social distancing and the fact that not as many Members can take part in proceedings, as well as the delay that we have had over the past few months, there is a danger that we could be rushing delegated legislation rather than giving it the proper attention that it deserves. Given the need for certainty for the people who will be affected by such legislation, we do not want a logjam towards the end of the year, giving rise to uncertainty about whether arrangements will be put in place or not.

    The fact that we have now got started, and that we have dealt with two of the statutory instruments this week, is a good start. I do not think, however, that fixing in law the end date for the transition period has been beneficial to the legislative process, and I am uneasy about the apparent lack of progress in ongoing negotiations with the European Union. The concerns about a damaging exit at the end of the year are very real. That is particularly important for the aviation industry, given that we are in a time of unprecedented economic upheaval for the sector.

    The aviation sector’s need for certainty has never been greater. Brexit will inevitably have an impact on a business that is, by its very nature, about crossing borders and relationships with other countries, and the global pandemic has hit aviation especially hard. There has been a devastating collapse in air traffic of approximately 90%, which is putting at risk an economically vital industry that supports 230,000 jobs.

    We need clarity from the Government on three major policy areas. The first is the one that we are discussing today—the legislation related to the European Union and the transition period. We also need clarity on the financial support for the industry, and on the nature of the measures that the industry must implement to avoid further spread of covid-19.

    I am pleased that today we are establishing a degree of clarity on one aspect, as it relates to the EU transition period, but confusion still reigns over the Government’s quarantine for new arrivals, and we continue to wait for a specific conditional support package for the aviation industry. I and my colleagues in the shadow Transport ​team are very happy to work with Ministers to try to ensure that the aviation industry is given the certainty, the clarity, the direction and the support that it needs.

  • Rachel Maclean – 2020 Statement on Brexit and Civil Aviation

    Rachel Maclean – 2020 Statement on Brexit and Civil Aviation

    Below is the text of the statement made by Rachel Maclean, the Parliamentary Under-Secretary of State for Transport, in the House of Commons on 10 June 2020.

    I beg to move,

    That the draft Civil Aviation (Insurance) (Amendment) (EU Exit) Regulations 2020, which were laid before this House on 5 March, be approved.

    It is a great pleasure to debate this statutory instrument. It is my first SI debate on the Floor of the House, and I had my first ever SI debate only yesterday.

    This draft instrument will be made under the powers conferred by the European Union (Withdrawal) Act 2018 and will be needed at the end of the transition period. As hon. Members are aware, the Government are committed to ensuring that the UK has a functioning statute book at the end of the transition period, while we continue to work to achieve a positive future relationship with the EU. Although the Government will seek to reach the best outcome for the UK and the EU, it is our duty to make reasonable preparations for all scenarios, including by ensuring that there is a functioning statute book, irrespective of the outcome of the negotiations. To that extent, we have conducted intensive work to ensure that there continues to be a well-functioning legislative and regulatory regime for aviation, including for insurance.

    This instrument is made under section 8 of the European Union (Withdrawal) Act 2018. It is subject to the affirmative procedure because it transfers an EU legislative function to a public authority in the UK. This procedure also enables the right level of parliamentary scrutiny for the proposed changes.

    EU regulation 785/2004 requires air carriers and aircraft operators to be insured in respect of passengers, baggage, cargo and third parties, and against other risks, such as acts of war, terrorism, hijacking, sabotage, unlawful seizure of aircraft and civil commotion.

    The amounts for which carriers and operators are required to be insured are measured in special drawing rights, an international reserve asset created by the International Monetary Fund.

    The EU regulation also requires air carriers and aircraft operators to demonstrate their compliance with the minimum insurance requirements set out in the regulation. Elements of the regulation were developed in the aftermath of the 9/11 terrorist attacks in the US. They make provision for exceptional situations where a failure of the insurance market means that carriers are not able to demonstrate that they are adequately insured in respect of all the risks specified in the regulation.

    The withdrawal Act will retain regulation 785/2004 in UK law in its entirety at the end of the transition period. The draft regulations we are considering make further changes that are necessary so that the EU regulation continues to function correctly after the end of the transition period. The withdrawal Act will ensure that the same minimum insurance requirements for air carriers and aircraft operators that apply today continue to apply after the transition period.

    The Civil Aviation (Insurance) (Amendment) (EU Exit) Regulations 2018, which were debated in Committee in October 2018, made changes to the retained regulation ​so that it continues to function correctly after EU exit. The need for this additional statutory instrument arose due to the EU adopting regulation 2019/1243, which amended regulation 785/2004, after the 2018 regulations were made. The purpose of this SI is to fixed further deficiencies introduced by those amendments.

    The amendments made by this SI are technical in nature. Regulation 785/2004 includes powers for the Commission to adjust minimum required levels of insurance where international treaties make that necessary. The 2018 regulations converted those powers into powers for the Secretary of State to do the same via regulations. However, since the 2018 regulations were made, the EU’s amendments to regulation 785/2004 have replaced the Commission powers with new versions more closely aligned to the legal framework established by the treaty of Lisbon.

    To ensure that UK legislation continues to function correctly after the end of the transition period, these regulations take the same approach used in the 2018 regulations for the previous versions of the Commission powers. They replace them with powers for the Secretary of State to amend the minimum insurance requirements by regulations. That is what the SI is for. In summary, no change in policy is made by these regulations; they make only minor technical and consequential changes to ensure that UK legislation on aviation insurance continues to function effectively after the end of the transition period.

    As I said in my opening remarks, we continue to work to achieve a positive future relationship with the EU. However, this instrument is an essential element in ensuring that we have a functioning statute book at the end of the transition period. It makes technical changes to ensure that UK legislation on aviation insurance continues to function. I hope colleagues will join me in supporting the regulations, which I commend to the House.

  • Nickie Aiken – 2020 Speech on Pedicabs in London

    Nickie Aiken – 2020 Speech on Pedicabs in London

    Below is the text of the speech made by Nickie Aiken, the Conservative MP for the Cities of London and Westminster, in the House of Commons on 9 June 2020.

    I beg to move,

    That leave be given to bring in a Bill to provide for the regulation of the carrying of passengers in Greater London by pedal cycles and power-assisted pedal cycles for hire or reward; and for connected purposes.

    I am sure that hon. Members will be familiar with the sight of pedicabs or rickshaws on the streets of London. Before covid-19 they might have come out of the theatre to a row of pedicabs ringing their bells, playing their music, touting for business and haggling over trips to stations, restaurants, bars or hotels. Pedicabs may seem like a fun way to end an evening—a white-knuckle ride through the streets of London on the way home. But hon. Members might have found there was a sting in the tail. They might have been told when they arrived at their destination that the price originally agreed was for one person and, as they were two, the price had now doubled. I have heard of tourists being charged upwards of £100 for a mile journey.

    Surely, you wonder, pedicabs must be regulated, run a meter, be insured and have their vehicles regularly inspected for faults and roadworthiness. Should they not have to undertake the same checks and balances of other vehicles for hire? Our traditional black cabs and private hires such as Uber are heavily regulated. Sadly, none of that is true for pedicabs. Due to a loophole in the Metropolitan Public Carriage Act 1869, pedicab operators are not classified as stage carriages. As a result, there is no requirement for insurance, no requirement for fares to be fixed or consistent, and no requirement for vehicles or drivers to be quality assessed. They are the only form of public transport in London that is not regulated in any way, and estimates suggest that there are about 2,000 of them in operation in central London alone.

    Alongside the fact that because pedicabs are not insured or checked in any way they are a risk to those who use them, they are proving to be a risk and a disruption to Londoners at large. They often play loud music late into the night as they drive the streets. They can drive dangerously on the pavements, putting pedestrians at risk. Accidents are becoming more frequent, and hit-and-runs are not uncommon. They have also been known to promote criminal behaviour. According to a 2015 Evening Standard report, pedicab drivers were being paid tips by prostitutes for taking passengers to brothels for sex, and there were reports of their facilitating drug dealing across the city. Westminster City Council receives a large number of complaints regarding pedicabs. In 2016, the last year for which the council maintained figures in this area, approximately 1,000 council-led interventions against pedicabs were required.

    This is not to say that all pedicab drivers or operators behave in this way. We have seen a growth in pedicab provision on the basis of providing an environmentally friendly alternative to taxis and other forms of public transport. Some operators have taken it upon themselves to insure their vehicles and drivers, as well as to regulate their fares. However, it remains the case that these good operators are under no obligation to take the steps that they have, and they remain in the minority. I would also ​like to take this opportunity to highlight the growing number of bona fide companies that we see using pedicabs to deliver goods around central London. Of course, they offer a more environmentally friendly delivery service, which should be welcomed. This is not about taking them off the roads; I would wish to encourage more much greener vehicles such as these on our streets, as long as they are roadworthy and the drivers have been checked.

    That is why I and a cross-party group of London MPs have brought this Bill before the House today. It is essential that Transport for London is given the powers to regulate pedicabs to make sure they are safe, that their fares are reasonable and consistent, and that rogue operators can no longer present a threat to residents and businesses in London. I also have cross-party support from outside this place. The Bill is supported by the Mayor of London and Lambeth Council, as well as Westminster City Council and the Royal Borough of Kensington and Chelsea. It is also supported by London Councils, a cross-party organisation representing London boroughs. The Bill is supported by the Licensed Taxi Drivers Association, the New West End Company and the Heart of London Business Alliance, as well as residents associations and amenity societies across Westminster, including the Soho Society, the Marylebone Association, the St Marylebone Society, the Covent Garden Community Association and the Knightsbridge Association.

    The Bill allows TfL to set the requirements of drivers’ eligibility and conditions, thereby preventing the current exploitation of some drivers by gangmasters. We must recognise that a minority of pedicab drivers may be at risk themselves of being trafficked and being part of modern slavery abuse. Having the regulation as outlined in the Bill could help to stop that practice if drivers have to be checked. The Bill protects the consumer by ensuring the quality and roadworthiness of vehicles. It will offer some comfort to businesses and residents by allowing for conditions to prevent pedicabs from standing or plying for hire in specific places or at specific times, as determined by Transport for London.

    This is a simple Bill. It is a clear Bill, and it is a Bill that is much needed and much wanted. I understand that the Government are sympathetic to what the Bill wishes to achieve, as I note that the response to a written question from the hon. Member for Vauxhall (Florence Eshalomi) in April said:

    “The Government is aware of concerns raised about unregulated pedicabs in London and as such, has committed to seek opportunities to introduce legislation that will enable the regulation of pedicabs.”

    I would be delighted to offer the Government such an opportunity by encouraging them to back my Bill on Second Reading.

    Last, but certainly not least, the Bill is supported by 3,000 of my constituents, who have pledged their support via my website. I am clear that this is not a Bill to ban pedicabs. I welcome them as part of London’s drive to become a greener city for us to live and work in, but they must be regulated. They must be safe, and there must be sanctions for injury or risk to pedestrians and customers. It is for those reasons that I hope the Bill will be introduced. No other city in the UK is subject to this loophole; it is just London that runs the risk. We must take this opportunity to correct that, and I commend this Bill to the House.

  • Rebecca Pow – 2020 Speech on the Restoration of Canals

    Rebecca Pow – 2020 Speech on the Restoration of Canals

    Below is the text of the speech made by Rebecca Pow, the Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs, in the House of Commons on 4 June 2020.

    It is a pleasure to be here this afternoon talking about canals—a lovely subject on which to end the day. I congratulate my hon. Friend the Member for Montgomeryshire (Craig Williams) on securing this important debate on the restoration of Montgomery canal. He brings personal experience, because I believe he was brought up in the area, and it is one he knows very well. The canal is affectionately known locally as “Monty”, which shows how much people love that canal and the idea of the canal.

    I have my own experience with canals, because I grew up near the Kennet and Avon canal. Large parts of that have been restored during my lifetime, and it does indeed bring an enormous benefit to places such as Bath, Bradford on Avon and into Wiltshire. That is not to mention the canal locks. I do not know whether my hon. Friend has been to the section of the canal in Devizes, but there are 32 lock gates, if one wants to keep fit.

    Over 50% of canals are now restored. A chunk of Montgomery canal has been restored, and there are well developed plans for the next phase of the restoration, with four phases over 19 years. My hon. Friend is talking in particular about a 35-mile stretch that still needs to be restored. I had a look at a map, and it goes up to Ellesmere in Shropshire and then connects with Newtown in mid-Wales. It is a very beautiful part of the countryside. This stretch of the canal goes through a site of special scientific interest, nature reserves and heritage sites, one being Llanymynech lime kiln works. There are some very interesting things to look at all along the way. With my horticultural background, I was especially interested to learn that Monty is home to the largest UK population of floating water plantain, which is a rare aquatic plant. If I ever do get there, I hope my hon. Friend will take me to see that plant, because I would very much like to see it.

    The restoration of our disused canals is proving very valuable, enabling an increasing number of people to enjoy the outdoors and get close to water. Being close to water and being outside has much value for health and wellbeing. The Canal and River Trust did a survey recently, and it discovered that life satisfaction and happiness is 10% higher if you live near water, so we can see the benefits of restoring canals.​

    The responsibility for the management and maintenance of canals in England and Wales rests with the owner and the navigation authority. For the majority of canals, that is the Canal and River Trust, which is the case with Montgomery canal. The Canal and River Trust was set up in 2012, and as part of the transfer of ownership, the Government agreed a grant of around £50 million per year over 15 years to support the trust to develop income- generating strategies and revenues to invest in canal maintenance and regeneration programmes, which have been incredibly effective.

    My hon. Friend spoke eloquently about Montgomery canal, which is a great example of a restoration project that is off the ground. The Canal and River Trust is working with the Montgomery Waterway Restoration Trust to manage the project and raise additional funds. With the cost of the first three phases estimated at £34 million, there is clearly much more fundraising work to be done, but if the success of the project so far is anything to go by, I am confident that this will be achieved. It is clear that a broad range of partners have already been found, which is heartening.

    The Canal and River Trust, along with other smaller navigation authorities, is reporting increasing numbers of visitors along their canals. Those visitors are both walking and cycling—it not just about being on the water, but using the towpaths, as we have heard—as well as boaters using the waterways. During this pandemic, canal towpaths have reportedly been used even more, as people get out for their daily exercise. We have noticed this in Taunton Deane, where we have a section of canal, and a lot of people have really enjoyed being able to get out there.

    Not only do canals bring a great health benefit; they can also make a really important contribution to the economy locally, especially where they go through urban areas and areas that have traditionally been in decline. They have generated money through tourists coming in, and through starting to get freight back on to the waterways. With the move to net zero and to cleaner air, this is actually a huge asset, and we are starting to realise that canals can have a rebirth as transport links.

    My hon. Friend mentioned the impacts of coronavirus and its effects on people using the sides of the canals. There has been a knock-on effect on small waterways businesses, which I would like to touch on quickly. I would like to assure these businesses—many of them have contacted me—that I am aware of the challenges ​they are facing, because a lot of them have not been able to operate their businesses on the canals. I have asked my team in the Department for Environment, Food and Rural Affairs to work very closely with the Department for Digital, Culture, Media and Sport, because it is working up a potential tourism offer for those businesses.

    I am very pleased to see that there has been some easing of lockdown restrictions on some of the small businesses on our waterways, and we are looking at more opportunities coming up in future weeks and months. While still keeping to the social distancing guidance, people are now able to hire canoes, kayaks or paddleboards—I do not know whether we have any paddle- boarders here, but one can take out a paddleboard—and to go fishing and enjoy a day trip on a small boat, as well as continuing to use the towpaths. We are working on guidance to enable more of the waterways sector to open, I hope, in the coming weeks; we are working on that as we speak. I hope that that gives a little bit of confidence to the industry. I very much hope that the waterways will play their own part in the recovery as we start to get going again, with people taking holidays on the waterways and canals, day trips and all the things that my hon. Friend suggested that waterways can bring to an area.

    In closing, I very much thank my hon. Friend for being persistent in relation to this debate, because it has been postponed previously, and for giving us a little bit of colour about his canal and the restoration scheme. The Government recognise the very considerable benefits our canal network brings in myriad ways, such as providing greater access to the outdoors, enhancing wellbeing, bringing us closer to water, engaging with nature—those water plantains—increasing leisure and recreation, increasing regeneration and bringing value to the economy.

    I think we are singing from the same hymn sheet in that I am a convert to canal restoration. I very much forward to walking down that stretch of restored canal— I will not say hand in hand with my hon. Friend, but I would certainly like to walk down it with him—and to enjoying the wider benefits of Montgomeryshire.

  • Craig Williams – 2020 Speech on the Restoration of Canals

    Craig Williams – 2020 Speech on the Restoration of Canals

    Below is the text of the speech made by Craig Williams, the Conservative MP for Montgomeryshire, in the House of Commons on 4 June 2020.

    I have to confess to the House, or to what is left of the House, that I secured this debate in what feels like a very different world. Although the restoration of the canal is, of course, hugely important, the covid-19 crisis has slightly changed the tone in which I will speak on it. I see the Minister is in her place. I very much look forward to hearing her thoughts on how we can restore the rest of the UK’s canal network.

    This afternoon, I joined my constituents and interested parties over Zoom to talk about the Montgomery canal—it is very important that it is the Montgomery, not Montgomeryshire, canal, as I keep getting reminded—with Michael Haig from the Inland Waterways Association and Michael Limbrey, who heads the Montgomery restoration efforts. I can report to the House and the Minister that the efforts to restore Montgomery canal are alive and well, and going at great speed thanks to a recent national lottery heritage fund grant of up to £4 million, which is being spent as we speak, and thanks to the volunteers.

    I know that my hon. Friends the Members for Lichfield (Michael Fabricant) and for Clwyd South (Simon Baynes) would have liked to have been present to intervene away, but sadly they cannot be. My hon. Friend the Member for Lichfield is the chair of the all-party parliamentary waterways group, and he particularly wants to refocus this effort as the House gets back fully. I warn the Minister that I see today’s debate as a prelude on this subject, as I am sure that there will be debates coming thick and fast.

    Before I go on to the wider benefits to the canal network, I will touch directly on the Montgomery canal, and give a bit of its history. The Montgomery canal was built through an Act of Parliament in 1794, and by 1796 a lot of it was in operation, running from Llangollen to Newtown. Sadly, in 1944, after a breach, it was rendered inoperable. Luckily, most of the land around the canal was kept intact, and now the Canal and River Trust owns most of it, which has helped with the restoration.

    The Prince of Wales gave tremendous support and enthusiasm at the start, through the Prince of Wales Committee and the Variety Club of Great Britain, and in 1969, through the hard work of 180 volunteers and nine gallons of beer, the efforts started in earnest to restore the canal. The restoration of Montgomery canal would be a huge benefit to my constituency, especially as we look to support the tourism sector as we come out of covid-19. Although the effort is there, it would benefit massively from the Minister’s personal attention. I hope very much to walk down a stretch of the canal as we return to normal in our political operations, and I know the trust would welcome that too.

    Canals are incredibly important to tourism, benefiting our sector to the tune of £1 billion in England, supporting 30,000 jobs. Through this crisis, a lot of businesses are of course suffering, as well as a lot of charities. I welcome the Government’s support to date, and I welcome the work of the Canal and River Trust. I pay particular tribute to the work of its chief executive, Richard Parry, ​who is donating an element of his salary to the charitable appeal that it is organising to support the Canal and River Trust and businesses affected at this time. A support package is really needed, and I know my hon. Friend the Member for Lichfield has written not to the Minister in her place but to Treasury Ministers about that. I support the majority of the calls that have been made.

    To return to the tourism impact, it is terrific to see developments happening right now down the canal, I think in anticipation of its eventual restoration. Montgomeryshire and rural parts of Wales suffer from a lack of scaled accommodation to host anything, but recent developments, such as new hotel provision, mean we can build at pace for the inevitable arrival of tourists after covid-19—not now. They are always welcome in Montgomeryshire, but at the moment we are closed for business. I ask them in due course to come and enjoy the canal network.

    The canal touches lives, as we have seen throughout this crisis. Our towpaths and canal network give support to local residents, as I am sure they will in due course give support to constituents from across the UK. There are mental health benefits just from being able to walk those 35 miles. Huge provision is being made to increase the cycle network in this country, and the towpaths already cater for walkers, canal enthusiasts and cyclists. I hope that will generate more money into the sector. This is about providing a safe opportunity for people to enjoy the countryside and our canal networks, and I hope very much that the Minister and the Government will put more money into that.

    Let us consider the environmental benefits alone. We have seen the creation of the special wildlife areas around the canal, as the volunteers and the trust have restored our canal locally in Montgomeryshire. Restorations across the UK have put in place two new reservoirs that would not otherwise exist at the moment. I could argue until the cows come home as to whether there is a huge negative effect of the restoration, but the mitigation goes above and beyond, and I pay tribute to those involved for that. I particularly wish to draw a response from the Minister on the environmental benefits both of the mitigations put in place and of the canal network of the UK.

    Obviously, the restoration makes an economic contribution in terms of tourism, but the environmental benefits cannot be overstated. There are many projects along the Montgomery canal, and of particular fascination is the fact that there are 127 significant buildings, from the bridges to the warehouses of the canal age, that we seek to protect. The restoration is proving to be a way to build on that together. The Inland Waterways Association has helped to restore more than 500 miles of canals and rivers, and although there is much more to do, that local heritage on the Montgomery canal would be struggling without that work now. I am talking about many projects, such as the Schoolhouse bridge project, where we have recently been raising £300,000; we have secured local buy-in, but with Government support we could really deliver on a lot of these projects.

    I have mentioned tourism and the environment, and I will start to draw my remarks to a close. I implore the Minister to consider that there are restoration projects in constituencies across the UK, and if we look at the ​gross value added effect of restoring canals, we see that there is a huge positive return to the Exchequer and the public purse. It is excellent value for money to invest in restoring our canal networks. I have alluded to the mental health benefits and the tourism effects, but if we work with the IWA and the Canal and River Trust, we can set out an excellent stall. The Government could invest in cycleways across the UK, not just in the cities and market towns, and could level up the canal network. People sometimes think that restoring the canals and turning the UK economy round on the basis of canals is a joke. I am not saying that it will completely restore the effects of the current crisis, but it will help. It will help draw together local businesses to build a plan for tourism and development. It will help drive domestic tourism, and it will have environmental benefits. I will leave that thought as a preamble to further debates on this subject, but I look forward to the Minister’s response.

  • Nick Thomas-Symonds – 2020 Speech on UK Border Health Measures

    Nick Thomas-Symonds – 2020 Speech on UK Border Health Measures

    Below is the text of the speech made by Nick Thomas-Symonds, the Labour MP for Torfaen, in the House of Commons on 3 June 2020.

    I thank the Home Secretary for her statement and for providing us with advance sight of it.

    We have been calling for sensible screening measures at the border for months, and will of course study the detail of what has been announced. It is vital that the UK has a plan for minimising the risk of infections coming into the country, but the Home Secretary must also realise that there are fundamental questions that she needs to answer: why these particular measures, and why now? From 1 January to 23 March, when the lockdown was imposed, only 273 people were formally quarantined from four flights—three from Wuhan and one from Tokyo—when over 18 million people enter the ​country by air. The Home Secretary just said in her statement that this was because domestic transmission was widespread, but the Government’s own chief scientific adviser said that

    “a lot of the cases in the UK didn’t come from China and didn’t come from the place you might have expected, they came from European imports and the high level of travel into the UK at that time.”

    Ministers saw on their television screens what was happening in Italy and Spain.

    On 30 April, I wrote to the Home Secretary to ask her to publish in full the scientific advice that her decisions on measures at the border at that time were based on so that we could learn the lessons going forward. She has not even replied to my letter. Not making all that information public is a mistake. Unfortunately, like too much of the Home Office’s handling of this crisis, the management of arrivals to the United Kingdom has lacked urgency and coherence.

    As long ago as 10 May, the Prime Minister gave notice of these quarantining measures. Why have the Government wasted precious weeks talking about possible border restrictions, rather than taking effective actions? If these measures are necessary from 8 June, why have they not been necessary in recent weeks or from when they were first announced by the Home Secretary herself —on 22 May? Can the Home Secretary give me her assurance that the measures that will take effect from Monday next week have been recommended and approved by SAGE? I join her in her praise of what those at Border Force have done, but can she give me further assurance that Border Force staff on the frontline will have all the resources and protection that they need?

    The Government’s confusion over arrivals and quarantine has widespread implications for the UK economy, particularly aviation, hospitality and tourism, and related supply chains. Huge numbers of jobs are at risk, yet the crucial package of support for these industries that Labour has argued for has yet to materialise. In her statement, the Home Secretary mentioned a roundtable with the Transport Secretary and businesses tomorrow, but the Government should already have done that. They should be presenting these steps today as part of an all-encompassing approach to travel and the aviation sector, backed up by the published scientific evidence. This is necessary because there has to be reassurance that quarantine has a genuine public health benefit now that, according to the Government, it did not have in past months, and that these measures are not just a three-week fudge to try to spare the Government the embarrassment of failing to grip this issue at the right time.

    Given that there is no vaccine at the moment and that test, track and isolate is not fully up and running as the Government promised it would be, will the Home Secretary make a commitment to report back to the House before the end of the initial three-week window on that first review that she mentioned in her statement, outlining her proposed exit strategy from these measures and her plans for any travel corridors? Can the Home Secretary pass on the message to the Government about how urgent it is that the comprehensive package to support jobs is brought forward as soon as possible?

  • Priti Patel – 2020 Statement on UK Border Health Measures

    Priti Patel – 2020 Statement on UK Border Health Measures

    Below is the text of the statement made by Priti Patel, the Home Secretary, in the House of Commons on 3 June 2020.

    With permission, Madam Deputy Speaker, I would like to make a statement about the introduction of public health measures at the border in response to coronavirus. This is another cross-Government measure in our continued collective fight against the virus, to save lives and protect the British public by preventing a second wave of the disease. Our priority has always been to protect people’s health and to keep those in the UK safe from this virus, and introducing this measure now will play an important role in our fight against coronavirus.

    The tragic events of recent months have shown that, in a world of serious threats to the UK and to global stability, pandemics have no boundaries. Throughout this national endeavour, the introduction of public health measures has been to protect the public, keep the virus under control and now to protect our hard-won progress as we move in the right direction.

    The scientific advice has been consistent and clear, and thanks to the collective determination and the resolve of the British public we are past the peak, but we are now more vulnerable to infections being brought in from abroad. Some have suggested that public health measures at the border should have been introduced when the virus was at its peak. However, at that time, the scientific advice was clear that such measures would have made little difference when domestic transmission was widespread. Now, however, the transmission rate in the United Kingdom continues to decline, and international travel is likely to resume from its record low. Therefore, the scientific advice is that imported cases of the virus pose a more significant threat to our national effort and our recovery. Travellers from overseas could become a higher proportion of the overall number of infections in the UK, and therefore increase the spread of the disease. The Government are therefore taking a proportionate and time-limited approach to protect the health of the British public.

    I will recap and recall to the House the key points of the public health measures that the Government are putting in place from 8 June. These temporary requirements are set out in full in the Health Protection Regulations laid today. These will apply across England, with the devolved Administrations laying their own regulations to set out their enforcement approaches.

    To limit the spread of infection, arrivals must self-isolate for 14 days; this is the incubation period of coronavirus. This follows expert medical advice and is in line with the NHS test and trace service self-isolation period for anyone who has been in contact with the disease.

    Working with key industries, the Government have deliberately included a limited number of exemptions to the self-isolation rules, to allow essential services and supply chains to continue, keeping food on our tables, and getting vital medicine and PPE to the frontline. The responsibility for sector-specific exemptions sits with relevant Government Departments.

    Arrivals to the UK will be required to fill in a contact locator form, including details of where they will isolate and how they can be contacted. That form will be found on gov.uk and a Government-led working group, with the industry, has developed a process for carriers to ​inform travellers about the information they need to provide in order to travel to the UK. The form must be completed in advance of travel to provide details of the journey. Border Force will be at the frontline of enforcing this requirement. Passengers will require a receipt, either printed or on their phone electronically, to prove that they have completed the form. Border Force will undertake spot checks at the border and may refuse entry to non-resident nationals who refuse to comply. It will have the power to impose a £100 fixed penalty notice on those who do not comply. Our fantastic frontline Border Force officers are world class and are consistently working to keep our borders safe and secure.

    The data collected will be used by Public Health England, which will undertake checks and ensure that people understand and are following the rules. If Public Health England has reason to believe that someone is not following the law as they should be, it will inform the police.

    We trust the British people and our visitors to play their part in acting responsibly and following the rules to control the spread of coronavirus, but we will not allow a reckless minority to put our domestic recovery at risk, so there will be penalties and enforcement for those who break them. A breach of self-isolation could result in a £1,000 fixed penalty notice in England, or potential prosecution. This programme will work alongside test and trace to help us further minimise the public health threat of coronavirus.

    The Minister for the Cabinet Office and the Secretaries of State for Transport, Business and Health have worked across Government and the devolved Administrations, with science and industry, carefully to develop the policy for this public health action. In line with all Government covid-19 measures, and as I announced on 22 May, the measures will be kept under regular review to ensure that they remain proportionate and necessary. I can inform the House that the first review will take place in the week commencing 28 June, and the measures will be assessed on an ongoing basis thereafter, together with all other measures to fight this disease.

    We will publish in due course more information on the criteria that must be satisfied for these health measures to be lifted, but I can update the House on some factors that will be considered. These include the rate of infection and transmission internationally and the credibility of reporting; the measures that international partners have put in place; levels of imported cases in other countries where there are more relaxed border measures, and the degree to which antibody and other methods of testing prove effective in minimising the health risk.

    Country-specific reports will be provided to allow us to monitor global progress, but we will consider reviewing these measures only when the evidence shows that it is safe to do so, because public health will always come first. As we have considered for all our cross-Government covid-19 measures, we will take into account the impact on the economy and industry.

    The aviation and travel industry is home to some of Britain’s most successful businesses and supports thousands of jobs. Across Government, we understand how tough the public health measures to prevent a second wave of coronavirus are for this sector. The industry has a proud record of making the safety of its passengers and staff its No. 1 priority. It also has a record of dynamism and innovation. Engagement with the industry is crucial, and we are asking it to work with us on these measures.​

    We are liaising with bodies such as the International Civil Aviation Organisation on this and other covid-19-related issues, and we will continue to work closely with companies and carriers. That is why, with my right hon. Friend the Transport Secretary, we will tomorrow host a roundtable to work across the travel sector and the broader business sector on how we can innovate and move forward together and form a long-term plan for the industry. The Government and the industry share the same aim: to get Britain and our economy moving again in a way that is safe and practical for everyone.

    Our priority has always been the safety of our people. That has driven our evidence-led cross-Government approach to this whole crisis. The Foreign Office currently advises against all but essential travel abroad, or against any travel at all to countries where the risk of covid-19 remains unacceptably high. There has been engagement with embassies representing countries around the world to explain our approach. By taking this public health action alongside our other measures, including test and trace and continued social distancing, we will ensure that we can have greater freedom in the longer term. Of course, that includes international travel corridors, a subject that has already been discussed in the House this afternoon.

    Currently there should only be essential travel, but we will continue to work across Government and with the sector to explore all options for future safe travel. Any international approaches will be bilateral and agreed with the other countries concerned, and of course we will need to ensure that those countries are deemed to be safe. We are not alone in our fight against this disease or in the measures that we have taken to stop it.

    These measures are backed by science and supported by the public, and are essential to save lives. We know that they will present difficulties for the tourism industry, but that is why we have an unprecedented package of support—the most comprehensive in the world—for employees and for business. We will all suffer in the long run if we get this wrong, which is why it is crucial that we introduce these measures now. Let us not throw away our hard-won progress in tackling the virus. First and foremost, we owe it to the thousands of people who have died, as well as to the millions of people across the whole United Kingdom whose sacrifices over the previous months in following social distancing have together helped us to bring this virus under control. I commend this statement to the House.

  • Wes Streeting – 2020 Speech on Aviation

    Wes Streeting – 2020 Speech on Aviation

    Below is the text of the speech made by Wes Streeting, the Labour MP for Ilford North, in the House of Commons on 3 June 2020.

    I congratulate the Chair of the Transport Committee on securing this urgent question. The aviation industry is looking to the Chancellor for leadership, but he is not here today, and it has been locked in a holding pattern once again. While the Treasury dithers and delays, the crisis continues to unfold, with 12,000 job losses at BA—a quarter of its workforce; 4,500 redundancies at easyJet; 3,000 staff at threat of redundancy at Virgin Atlantic; GE Aviation making a quarter of its global workforce redundant, with jobs at risk in south Wales; and Airbus describing this as the biggest crisis in its history. So where is the urgency, the clarity and the specific support package that the Chancellor referred to back in March?

    This is a sector that contributes £22 billion a year to our economy, with 230,000 jobs across the industry and the manufacturing supply chain dependent on it. It needs to change to meet the challenge of climate change. So why did one industry leader tell the Transport Committee just a fortnight ago that the Government were “asleep at the wheel”? Can the Minister go back and wake the Treasury up?

    We have been calling for an aviation sector deal. Can we have one? If so, by when? British Airways has taken taxpayers’ cash to furlough its staff. Why is anyone surprised by that? We warned the Government that this would happen. Will the Government now ensure that any bail-outs come with conditions to protect jobs, workers’ rights and taxpayers’ money? Will the Government ensure that any company in receipt of support from British taxpayers also has its tax base here in the UK? Will the Government hold them to tougher environmental targets to achieve our net zero ambition, rather than simply allowing them to go bust through Government inaction and incompetence?

    Finally, we have the Home Secretary ambling along this afternoon with a face-saving quarantine plan that has huge consequences for our economy and without any publication of any evidence to support it on public health grounds. None of this is good enough. This is an issue for our whole economy. With respect to the Minister, her Department is neither use nor ornament. We need the Treasury to act. The Chancellor should be here. They should have turned up this afternoon, and I hope she will take that message back in the strongest possible terms.

  • Kelly Tolhurst – 2020 Statement on Aviation

    Kelly Tolhurst – 2020 Statement on Aviation

    Below is the text of the statement made by Kelly Tolhurst, the Parliamentary Under-Secretary of State for Transport, in the House of Commons on 3 June 2020.

    My right hon. Friend the Chancellor has asked me to respond on his behalf.

    The covid-19 crisis has affected every person in the country and every sector of the UK economy, and aviation is essential to that economy. It connects the regions together and it plays a huge part in the UK’s future as a global trading nation. That is why the Government have responded to the crisis with an unprecedented package of measures. On 24 March, my right hon. Friend the Chancellor of the Exchequer wrote to the aviation sector setting out the schemes being made available, including the deferral of VAT payments, the covid commercial finance facility and the coronavirus job retention scheme. The Civil Aviation Authority is also working with airlines, airports and ground handlers to provide appropriate flexibility within the regulatory framework. If airlines, airports or other aviation organisations find themselves in trouble because of coronavirus and have exhausted the measures already available to them, the Government have been clear that they are prepared to enter into discussions with individual companies seeking bespoke support.

    We recognise that there remain serious challenges for the aviation sector, despite the measures that have been put in place. It will take time for passenger numbers to recover, and the impact will be felt first and foremost by the sector’s employees. The recent announcements about redundancies from companies such as British Airways, Virgin and easyJet will be very distressing news for employees and their families. These are commercial decisions that I regret, particularly from companies that benefit from the job retention scheme, which was not designed for taxpayers to fund the wages of employees only for those companies to put the same staff on notice of redundancy during the furlough period.

    The Government stand ready to support anyone affected, with the Department for Work and Pensions available to help employees identify and access the support that is available. My Department has set up a restart, recovery and engagement unit to work with the aviation industry on the immediate issues affecting the restart of the sector and its longer-term growth and recovery. As part of that, we have established an aviation restart and recovery expert steering group, which is formed of representatives across the sector, including airports, airlines and ground handlers, industry bodies and unions.

    The sustainable recovery of the aviation sector is a core part of our commitment to global connectivity and growing the UK economy. With airports, airlines and other parts of the aviation sector, we are putting in place the building blocks for recovery. The House will be updated as soon as possible on the next steps.