Cost of Living in Scotland

Debate between David Linden and Gavin Newlands

Tuesday 9th January 2024 Westminster Hall

[David Linden]

Absolutely. My hon. Friend is spot on to draw the comparison on an issue that impacts both my constituents and hers. I think that probably the two places in Glasgow that are most often twinned are Easterhouse and Drumchapel. She is spot on to refer to the fact that in-work poverty continues to be a massive blight on our communities. She actually raises this at just the right point, as I approach talking about universal credit, which is an in-work benefit.

Ending the five-week wait for universal credit, scrapping the two-child cap and lifting the benefit cap are all measures that can be taken to reduce the significant long-term effects that the cost of living crisis is having on people. That is why we need action now. Before I come to that action, I will give way to the Member for spare Glasgow, my hon. Friend the Member for Paisley and Renfrewshire North.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

My hon. Friend forgot about spare Glasgow, even though my new constituency will have 10,000 voters in Glasgow at the next general election. When I sought to intervene earlier, he was talking about food, and he is absolutely right that food inflation over the last few years has been horrendous, particularly for staples: pasta is up 31%, bread is up 33%, and even beans are up 66%. Even if someone is skint and making beans on toast, it is up more than 50% from three years ago. We have seen cost controls proposed by Governments throughout Europe, and yet we have seen this Government have a cosy fireside chat with supermarkets, and no action. Does my hon. Friend think that is acceptable?

[David Linden]

My hon. Friend is spot on. We hear this far too often. I know that great work is being done in local food banks and the pantry network as well, but food poverty continues to be a massive concern. There are a number of things that can be done there. We in the SNP have been consistent in our calls to the Government to introduce practical measures to alleviate the financial pressure facing households. Mortgage interest tax relief should be introduced, the £400 energy bill guarantee scheme should be reintroduced, and action should be taken to tackle soaring food prices, referred to by my hon. Friend the Member for Paisley and Renfrewshire North. However, I will not hold my breath over the last call. Only a few days ago we saw the amusing spectacle of a Conservative Member, the right hon. Member for Rossendale and Darwen (Sir Jake Berry), frothing with outrage, filming a video outside Tesco, complaining of Easter eggs on the shelf. Bear in mind the context that, when the SNO called for action on food prices, we were accused of perpetuating communism in the House of Commons.

The reality for many of my constituents is that they are struggling to put food, let alone hot food, on their kitchen tables. I strongly urge Members to muster a modicum of empathy before complaining about trivial matters, such as supermarkets displaying Easter chocolate. As always, I am left wondering how things might be different in an independent Scotland, where politicians would understand and empathise with the reality that households face, rather than out-of-touch Westminster Governments.

While the Scottish Government and local authorities take action with one hand tied behind their backs, we see the direct impact of an inadequate social security system from Westminster, and an inadequate energy policy during this crisis, over both of which the British Government have control. Instead, the British Government sit firmly on their hands, ignoring SNP calls to tackle the cost of living crisis, which continues to plague all our constituents’ bank balances.

The UK social security system, once hailed as a safety net for those who needed it, now resembles nothing more than a frayed rope, unable to bear the weight of the individuals who rely on it as a lifeline. Despite that, I remain hopeful for the future, because in November the Scottish Government published a paper on social security in an independent Scotland, outlining bold and ambitious plans to build a fairer, more just system that places fairness and equality at its heart. That includes scrapping the two-child cap and bedroom tax, removing the benefit cap, ending the cruel sanctions regime and deductions scheme, ending the young parent penalty in universal credit, and doing more to encourage uptake of full entitlement. Those are all outlined in the prospectus, which offers hope to the most vulnerable in our communities.

Unfortunately, for as long as the majority of decisions about Scotland are made in this royal palace by a Government we did not elect, we are at the mercy of a Westminster establishment, which at best can be described only as asleep at the wheel, failing families when they need the Government most.

Strikes (Minimum Service Levels) Bill

Debate between David Linden and Gavin Newlands

Committee stage
Monday 30th January 2023 Commons Chamber

[Gavin Newlands]

Before I speak to my amendments, I want to address a couple of points. Government Members always talk about ordinary hard-working people. Firefighters, nurses, teachers, doctors and train drivers are all ordinary hard-working people too. Indeed, they are the epitome of the hard-working ordinary families who the Tories talk about so often. I really wish they would stop othering people who are forced to strike. Indeed, I call them ordinary workers, but many of them do extraordinary things, and they include firefighters who run towards danger, like Barry Martin, who sadly died in the Jenners fire. I would like to pass on my condolences to his friends, family and colleagues.

I would like to speak to amendments 106 through 114, standing in my name and, in some cases, Plaid Cymru colleagues. Amendment 107 is fairly straightforward and would leave out Wales and Scotland from the extent of the Bill. Quite simply, the Tories have no mandate for this Bill—or any other, actually—in Scotland or Wales. The last time they won an election in Scotland, Tony Bennett was top of the charts and a three-piece suit in non-crushed velvet would set you back 59 guineas, or 12 shillings and thruppence—for the record, I do not have one.

[David Linden]

You’re wearing one.

[Gavin Newlands]

My hon. Friend the Member for Glasgow South West (Chris Stephens) was wearing one when he was here earlier.

In every single election since then—17 UK general elections, six Scottish general elections, elections for district councils, regions, boroughs and counties, and elections for the European Union; ah, remember that?—the Tories have failed to win a majority in Scotland. There have been 68 unbroken years of failure, and rejection at the ballot box by the people of Scotland. Indeed, the only reason they had MSPs in the early years of the Scottish Parliament was due to a proportional representation system that they opposed, and continue to oppose for this place.

The Tories are a busted flush in Scotland, an archaic piece of electoral history, and they have been for decades, yet Tory Ministers have the gall to stand at the Dispatch Box and try to legislate to attack the rights of workers in Scotland. Scotland does not want this. Scotland is a modern country, and modern countries have a modern industrial relations policy. Modern countries treat their citizens like human beings, not a force to be crushed, and we have a mandate from the electorate for just that. Given that the Scottish Government have indicated that they will oppose this legislation, I say to the Minister for Science, Research and Innovation—who has just sat down on the Front Bench—and his colleagues: save yourselves the trouble, accept the amendment, or any of the others that do something similar, and exclude Scotland and Wales from Tory delusions.

Amendments 106, 109 and 111 would exempt transport services and exclude devolved services in Scotland from being subject to a work notice. ScotRail is safely under public ownership in Scotland. We are utterly opposed to forcing workers into work, but—dare I say this? Do not tell headquarters; we will keep it our secret—there is the possibility that the SNP might not form the Government in Scotland. These amendments would simply guarantee that, in the brief period between now and Scottish independence, a change in Government in Holyrood would not mean a change in operation of this Bill in Scotland. To be clear, if my amendments are accepted, the Bill would not operate at all for transport services.

No organisation or Government are immune to industrial disputes; what is key is how they are dealt with by employers. In ScotRail’s case, two separate disputes, with ASLEF and the RMT, were settled last year after constructive and mature dialogue and negotiation between employers and workers and their trade union representatives. That is how industrial relations should be conducted: with mutual respect and recognition. Sadly, that approach has not been replicated down here, despite calls by me and many others for UK Transport ministers to learn from their counterparts in Edinburgh.

More broadly, I doubt whether there is a single worker in the transport sector whose job is not in some way safety-critical, whether they are bus, train or taxi drivers, mechanics, signallers, guards, ticket collectors, cleaners, or anyone else involved in keeping our transport infrastructure running. I do not want my safety to be compromised by forcing those employees into work. I want safety-critical staff to be well motivated and happy in the job. I want them to be in an atmosphere that does not involve threats and coercion. I do not want them having to worry about criminal action or financial sanctions being taken against their legal representatives. I want them focusing on one thing: public safety. So to be clear, we will oppose this anti-trade union, anti-worker legislation every step of the way.

Similarly, amendments 108, 114 and 110 would remove services provided by devolved Governments from the Bill. Amendment 110 would ensure that a work notice were valid only if its provisions were submitted by an employer to the three devolved institutions and received the support of over 80% of elected Members in each Chamber. But as has been noted, when this Government encounter opposition, their response is not to argue their case on its merits or otherwise; it is usually simply to legislate that opposition away. We have seen that in elections for Mayors in England, where the supplementary vote system was scrapped and replaced with the discredited first-past-the-post system, despite no evidence that that will improve governance.

When the Government discovered that the Welsh Government had used their powers to disallow the use of agency staff to replace strikers in the public sector, they announced that they would simply overrule the Senedd and repeal that legislation. When Transport for the North became too bothersome and vocal about the UK Government’s appalling record of rail investment in north of England, they slashed its budget. Shamefully, only a couple of weeks ago we saw the veto of legislation passed by 70% of Members of the Scottish Parliament, using hitherto untouched powers.

The Government are even afraid of letting the people of Scotland decide their own constitutional future, so it is clear that they should not be involved in the industrial relations of devolved Administrations or metro authorities. They simply cannot be trusted. Indeed, we remember how Thatcher’s hatred of opposition from metropolitan areas in the 1980s reached the point where large English conurbations were left with little or no effective regional governance, after she wiped the metropolitan counties off the map. She was simply setting a precedent for the current Government’s contempt for political opposition from other elected bodies to their agenda.

My amendments would prevent a Westminster power grab from the English cities and the devolved Administrations and ensure that the voters of those areas retained the ability to determine their own industrial relations and elect politicians who want to work in partnership with workers and unions, rather than engaging in perpetual war.

Amendment 112 would exempt occupations and employees subject to the Civil Contingencies Act 2004 from any regulations allowing a work notice to be issued. I do not believe that anyone engaged in supporting and providing critical services should be forced to work. Each of those sectors is vital to the continued functioning of a healthy society. The Secretary of State’s argument is that he believes that that is why they should be prevented from striking. My argument is that that is exactly why they should not.

To conclude, workers’ data, which is the subject of amendment 113, should not be subject to less protection simply because those workers want to exercise the right to strike, especially if they live in a jurisdiction that roundly rejects this Bill and this Government. I am proud to say that Scotland not only rejects this Bill utterly, but rejects the Tories, as it has each and every time for nearly 70 years. With nonsense legislation like this, it will be at least 70 years before they become relevant to Scotland once again.

Seafarers' Wages Bill [ Lords ] (First sitting)

Debate between David Linden and Gavin Newlands

Committee stage
Tuesday 17th January 2023 Public Bill Committees

[David Linden]

I am grateful to the hon. Gentleman for making that point, which gets to both the nub of the issue and a source of real concern for me. He is right to talk about the colander effect, and not making the legislation sufficiently tight means that in many cases companies will exploit the measure, as has he eloquently outlined. Let us be honest: the legislation was introduced because a company sought—within the law—to exploit people, and it would be a dereliction of duty by the House and by the Committee if we did not seek to tighten the Bill in such a way as to ensure that industry cannot get away with using such practices.

[Gavin Newlands]

My hon. Friend has referred to the House of Lords, but on Second Reading in this place, the Secretary of State said in terms of the number of visits to harbour:

“We think the definition in the Bill at the moment will capture the vast majority of the services we wish to capture.”—[Official Report, 19 December 2022; Vol. 725, c. 66.]

The Secretary of State referred to “the vast majority”, but this relates to the national minimum wage. Why should we be happy with a majority, rather than ensuring that all employees get the minimum wage?

[David Linden]

Even if people were not around last night, it will not come as a huge surprise that the Government are not particularly wild about standing up for workers’ rights. We on this side of the Committee happen to be of the view that we should be doing everything we can to try to support workers—[Interruption.] The hon. Member for Crewe and Nantwich chunters. I am more than happy to give way if he wants to stand up and speak. If he wants just to make a wee bit of noise behind the Minister, he is welcome to do so.

We support returning to the stricter criterion of 52 calls per year, which is what amendment 45 seeks to do. This is a key test of the Government’s commitment to seafarer welfare, and they failed in the Lords when they narrowly defeated Lord Tunnicliffe’s amendment that aimed to restore the criterion of 52 annual harbour calls.

National minimum wage and domestic employment law are difficult to enforce and apply in the maritime sector. That is why employers such as Stena Line, which employs UK crew on international routes from UK ports in Cypriot-registered vessels, enter collective bargaining agreements with domestic maritime trade unions. The UK Chamber of Shipping estimated that up to 45 major ferry routes served the UK economy in 2020, but that is subject to change. For example, P&O closed Hull-Zeebrugge in October 2021, but DFDS opened an unaccompanied freight service between Sheerness and Calais earlier that year.

In my view, the Bill should cover crew working for operators of containers, bulk carriers, cargo ships and vessels working in the offshore energy supply chain, as well as ferries. In 2018, the RMT estimated that extending the national minimum wage to cover domestic and offshore energy routes would bring 13,000 seafarer ratings into scope. The impact assessment for the Bill estimates only the cost to employers, not the number of seafarers who would be covered by the Bill.

I am concerned that the Government have dismissed out of hand the unions’ concerns over avoidance techniques. Port hopping, as we often refer to it, remains a genuine avoidance technique that becomes far easier to use the more frequently a vessel calls at a UK harbour. At 120 calls per year, it would be far easier for operators to make minor changes to scheduled port calls in order to avoid the legislation. A threshold of 52 calls, which was in the Government’s original proposals, would be far tighter. It was changed only after consultation with industry, although the trade unions supported 52 calls. I go back to the point that if the Bill is about protecting workers—the very workers who were so cruelly shafted by P&O—then it is incumbent on the Government to listen to the voices of those workers and trade unions, not the voices of industry. That is the whole reason we are here.

Disappointingly, the Minister in the Lords, Baroness Vere, was unconvinced that that avoidance technique could be used. She said:

“I do not think operators would play switcheroo with UK ports because, frankly, their customers would not put up with it.”—[Official Report, House of Lords, 26 October 2022; Vol. 824, c. 1506.]

The translation of that is, once again, “Leave it to the markets. The markets will dictate.” If we have learned anything over the course of the last few months in this House and during the P&O debacle, it is that simply leaving it to the markets is not a great idea. I am not reassured that the logistics market will self-regulate. The recent merger between Cobelfret and Seatruck Ferries, two operators who have been paying seafarers below national minimum wage on regular international services from UK ports for years, frankly, also increases the prospect of avoidance techniques.

I hope that has outlined just some of our concerns on the issue. For those reasons, I will formally seek to divide the Committee and vote against Government amendment 1.

Zero-emission Buses

Debate between David Linden and Gavin Newlands

Tuesday 5th July 2022 Westminster Hall

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to serve under your chairmanship, Mrs Murray, and I congratulate the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill), who is chair of the all-party parliamentary group for the bus and coach industry, on securing this important debate. The right hon. Gentleman led us off rather well by setting the scene on the issues facing the sector and pointing out that, despite the rhetoric, orders for the 4,000 buses are not coming through. He said that the Government’s delivery timetable seems to be sliding. I will touch on that in my speech.

The right hon. Gentleman also talked about progress in Northern Ireland, which I found a little strange because in Scotland we have, by a long way, more zero-emission buses on the road per capita than anywhere else in the UK.

The hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) mentioned that there are many more people travelling on buses than on trains, which I will cover as well, and talked up hydrogen and the need for a hydrogen network around Plymouth and its many hills. He also mentioned the impact of zero-emission buses and low-emission zones on air quality, on which I agree absolutely.

It came as no surprise to anybody that the hon. Member for Redcar (Jacob Young), who chairs the all-party parliamentary group on hydrogen, spoke up on the issue of hydrogen and mentioned other uses for it, such as zero-emission flying. He also referred to ZeroAvia, which I have met as well, and which is working with Loganair in my constituency on zero-emission flying.

My hon. Friend the Member for Falkirk (John Mc Nally) rightly spoke of the excellence in engineering manufacturing at Alexander Dennis Ltd in his constituency. I look forward to visiting ADL over the summer recess. My hon. Friend also spoke about investment, apprenticeships and graduate schemes, which show that we are investing in people as well as a zero-emission future.

The hon. Member for Harrogate and Knaresborough (Andrew Jones) spoke of the welcome increase in parliamentary interest in buses since he left his role as bus Minister. I am sure there is no correlation whatever. The hon. Gentleman also spoke of the 71 buses that North Yorkshire secured through the ZEBRA scheme and the first routes identified if and when the buses are delivered.

The inimitable hon. Member for Strangford (Jim Shannon) spoke about Wrightbus not only on behalf of his colleague the hon. Member for North Antrim (Ian Paisley), but in relation to the issues and opportunities for rural transport. Indeed, I have spoken regularly about zero-emission buses since my appointment as SNP transport spokesperson. Driving that is the fact that buses are fundamental to public transport. No other mode of transport has their flexibility and capacity, particularly in urban and suburban areas.

As we have seen over recent weeks, no form of transport gets more attention than rail, which has been mentioned. The strikes across the network were headline news all that week, but yesterday huge swathes of the road network ground to a halt due to protesters campaigning against the high cost of fuel. Today’s papers mention that briefly, but try finding a bus strike being reported in such depth as the rail dispute, even though buses carry far more people than trains every day of the week.

We need to make buses more high profile and more attractive, which requires more investment and new vehicles, but also other infrastructure. Investment in zero-emission vehicles will be for nothing if we cannot drive a modal shift on to buses and away from private transport. That is why the bus partnership fund set up by the Scottish Government is so important, providing funding to local transport authorities to work with bus operators in identifying bricks-and-mortar improvements to bus infrastructure. We should add that to the extensive concessionary travel scheme under which anyone in Scotland aged under 22 or over 60 pays nothing to travel on a local bus. The investment going into not only our infrastructure, but on making bus travel financially attractive, is unprecedented since devolution.

Bus still has the highest modal share of any means of public transport, although that share has been dropping over the long term, both north and south of the border. If we are serious about the climate emergency, that trend must be reversed. The new green, clean buses are one aspect of the picture for commuters and leisure travellers to make the switch, even if only for part of their journey.

The new under-22 free bus pass aims to get younger folk into the habit of using public transport, because over the past few decades many young people have spent their years growing up being driven in private cars by family members. Over recent years, the Scottish Government have put real zero-emission buses on the roads. They are in use every day to transport thousands of passengers, including in my own constituency, with much more to follow in the coming years. Indeed, Renfrewshire, which I represent, has more zero-emission buses on the road than any other area on these isles bar London.

[David Linden (Glasgow East) (SNP)]

I would not seek to compete with Renfrewshire, but does my hon. Friend agree that organisations such as Community Transport Glasgow, which is based in the Shettleston area of my constituency, are also doing their bit and playing their part on the path towards net zero? Will he commend Graham Dunn, who runs Community Transport Glasgow, for the work that it is doing to try to make that journey in Glasgow?

[Gavin Newlands]

I do indeed congratulate Graham Dunn and Community Transport Glasgow in Shettleston. My hon. Friend has spoken to me about this on a couple of occasions. Of course, I welcome competition to Renfrewshire from other areas, but it will have to go some way to draw level with Renfrewshire.

Despite all that progress, a lot more still needs to be done, but the trajectory that Scotland is on is very clear—a fully decarbonised public transport network, encompassing bus and rail, by the middle of the next decade, providing everyone in the country with the option of making a real difference in the fight against climate change.

By contrast, the Transport Committee, on which I sit, heard some instructive evidence from the bus operators themselves last month. The managing director of Go-Ahead reported that less than 0.6% of its fleet across England is zero-emission, while the commercial director of Transdev said that the equivalent figure for his company is 2%. That Committee session took place after the Secretary of State confirmed to it that of the 4,000 zero-emission buses promised by his Government by the end of this Parliament, only 51 of the ZEBRA scheme buses are on the road in England.

I am curious about that, though, because the answers that I have received from the Department state that zero buses had been ordered through the ZEBRA scheme since funding was made available, but it hoped that orders would go in later this year. Another answer stated that 50 buses were on the road, but that might relate to previous schemes. Could the Minister clear this up in her closing remarks? Two and a half years have passed since the pledge for 4,000 buses. First, how many have actually been ordered? Secondly, how many are on the road? And thirdly, when will all of the 4,000 buses actually be delivered?

The Transport Committee also heard from Switch Mobility, one of Britain’s biggest bus manufactures. It believes that, on current plans, 2,000 zero-emission buses can be delivered by early 2024, but that the Government face “a serious challenge” in delivering the other 2,000 that they have pledged by the end of 2024. It is also unlikely that there will be an election in December 2024. So far, that challenge has been wholly unmet by the Department for Transport. The 4,000 bus pledge has been made by everyone from the Prime Minister down, but as with so much else, the relationship between utterances from the Dispatch Box and the real world of hard facts has only a passing resemblance to the truth.

Last Thursday, the Secretary of State, in answering a question by my hon. Friend the Member for Linlithgow and East Falkirk (Martyn Day), who has many Alexander Dennis workers in his constituency, said that they would see 4,000 buses on the road by the end of this Parliament. In March, he said the same and that we are on track to do so. Yet, as we heard in the opening speech today, all the evidence from the industry and, quite frankly, from basic arithmetic shows that that is patently not the case—unless the UK Government want to include the buses ordered by the Scottish Government. Transport is, of course, devolved, so any policy or pledge by the UK Government cannot include figures from Scotland, as the Scottish Government are free to do as they wish on transport policy. Could the Minister confirm in her closing remarks that the 4,000 bus pledge refers only to England, because that is all that the current constitutional set-up actually permits?

It is a shocking indictment of the priorities of the Department and of the UK Government that more than a year has passed since the publication of the national bus strategy, complete with a foreword from the Prime Minister in which he tried to convince us how big a fan of buses he actually is—except, perhaps, when he is travelling back from Cornwall on a Government jet. The ZEBRA scheme that was intended to drive that 4,000 pledge in full has delivered so little, while continuing to promise much more.

England deserves better—much better. While the Secretary of State takes every opportunity to film another epic for TikTok, other Governments on these isles are getting on with the job of transport decarbonisation. Already, 300 buses have been delivered under the Scottish ultra-low-emission bus scheme. If we multiply that by 10, that gives us 3,000, which is the number that could be delivered in an English context. Now, with the roll-out of ScotZEB—the Scottish zero-emission bus challenge fund—a further 276 buses are on the way, with £62 million of additional funding. All in all, Scotland’s zero emission bus fleet will be the equivalent of over 5,500 buses on the road in England. That is astonishing progress, given the budgetary constraints imposed on the Scottish Parliament and the challenges that the past few years have thrown our way.

Moreover, picking up on a point made by the former buses Minister, the right hon. Member for Scarborough and Whitby, the bus emissions abatement retrofit scheme—or BEAR, which is easier to say—has seen over 700 mid-life buses retrofitted to the latest Euro 6 standard in Scotland since low emission zones were announced, and a further 379 are to be fitted under the current round of funding. For context, per capita, if that policy were to be introduced in England, it would cover nearly 11,000 buses. There is no reason why England should lag so far behind Scotland: it is in all our interests to make the transition to net zero transport as quick and seamless as possible. Decarbonisation is a net benefit for each of the nations, but also benefits our global efforts to tackle climate change and, in turn, make public transport a more attractive option.

Whether it is zero-emission buses, active travel—on which we will soon see nearly nine times more per head spent in Scotland than in England—electric vehicles, rail electrification, driving modal shift, or public electric vehicle charging infrastructure, the UK Government are so far behind the Scottish Government that it is embarrassing. I urge the DFT—or, in slight defence of the DFT, perhaps it is more likely to be the Treasury—to talk to its colleagues in Edinburgh, learn lessons from what is clearly working in Scotland, and roll that out in England.

P&O Ferries and Employment Rights

Debate between David Linden and Gavin Newlands

Monday 21st March 2022 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

We in the SNP welcome this debate secured by the Labour party, not least because, as the shadow Secretary of State says, there is unanimity on how deplorable P&O’s actions are, but how many times do we have to come to the House to debate the actions of a business before the Government take any action? P&O’s actions have sickened nearly everyone in the country and achieved a rare feat by uniting the Institute of Directors, the TUC, the CBI and the RMT in condemning what happened last week. When even the directors of DP World cannot stomach their company’s actions, with one non-executive director resigning, saying that he

“cannot support the way P&O Ferries has carried out this restructuring”,

it shows just how low the company has sunk. But it is okay, because it might rename some ships!

One small example of P&O’s complete lack of self-awareness came in an email to the remaining 2,200 staff. The P&O chief executive officer said that it was natural for them to be uncomfortable with the media coverage of its actions—not uncomfortable, angry, and deeply anxious about P&O’s crass and inhumane treatment of 800 of their now former colleagues, but with the media coverage. That is institutional arrogance writ large.

[David Linden (Glasgow East) (SNP)]

My Garthamlock constituent Mark Stewart has gone from being a cadet to a chief officer on these vessels. Indeed, he, as a professional seafarer, has experience of working on vessels that are more than 20 years old. May I say to the Government, through my hon. Friend, that my constituent is not worried about the media coverage of P&O. What he is worried about is the idea of people being paid less than £2 an hour to do a job that is very reliant on safety—the very expertise that he has. It would be good if the Government could take that into account and come forward with a much more stringent and robust approach to P&O ferries, which has acted disgracefully.

[Gavin Newlands]

My hon. Friend is not often wrong, and he is right again on this. Sadly, I am not entirely sure that those on the Government Front Bench were listening to the message that he wanted to pass on. Nevertheless, I hope that they will look in Hansard and consider what was said.

I understand that the Secretary of State for Business, Energy and Industrial Strategy wrote to P&O last week asking for further information on its actions with a view to investigating possible breaches of criminal law. I do welcome that, but that investigation must happen as quickly as possible. I fear that shredders and mail servers here and overseas will be allowed to work overtime if delays are introduced. Those involved in this enterprise must be held to account for their actions and for the pain and misery that they have inflicted on P&O staff in this country. I would welcome more detail on the scope and the proposed timescale of that BEIS investigation in the Minister’s summing up.

We have been here before. Those seemingly tough words must be followed with tough action. The Government will not be forgiven if they allow this action to stand unfettered and unpunished. The fact that Ministers and officials knew of P&O’s plans and did not act beforehand to stop it or to minimise disruption is a damning indictment. It was claimed that only a limited number of officials knew about this, but further developments show—and, indeed, the Secretary of State has said this—that the Secretary of State was made aware of it at 8 pm the night before. This is an absolute abrogation of responsibility by the Government.

If P&O wants to squirm out of its obligations under UK employment law by claiming that it is not covered, let it repay every penny that it took from taxpayers, including the ones that it is trying to sack. It took that money while claiming to serve these islands. P&O has pocketed millions from the public purse—over £10 million in furlough payments, and £4.4 million in freight subsidy payments in the early stages of the pandemic. By sacking via Zoom the very same workers whom Government funds supported, P&O is laughing in the Government’s face.

--- Later in debate ---

[Gavin Newlands]

I am delighted that I gave way to the hon. Member, but I am going to move on because that has nothing to do with the current debate.

[David Linden]

Throughout the Brexit campaign we heard the Government talk about the importance of taking back control of our borders, our waters and our laws. Which part of the P&O debacle does my hon. Friend think shows that we are taking back control of our borders, our waters and our laws?

[Gavin Newlands]

The answer is absolutely none of it. [Interruption.] The Secretary of State wants us to move on because he does not want to hear the truth of the matter. We have not taken back any control whatsoever. [Interruption.] Perhaps he could calm down a little.

After my attempts to introduce two Bills to ban fire and rehire that were blocked by the Government, the hon. Member for Brent North (Barry Gardiner) took up the issue. His Bill was talked out by Conservative Members rather than their having to vote, on the record, against a measure that would improve the lives of thousands of their constituents. Time after time Ministers have stood at the Dispatch Box and, in answer to questions from me and others, have told us that legislation is not needed. Indeed, the very last words spoken from the Dispatch Box during the debate on the hon. Member for Brent North’s Bill were:

“we will act and we do not need primary legislation to do so”.—[Official Report, 22 October 2021; Vol. 701, c. 1116.]

Where does that position lie now after this past week? How many companies need to treat their staff like dirt before this Government will act? The Government could bring forward their own Bill this week and have the support of Opposition Members in giving UK workers the same rights as their colleagues across much of Europe. We will be happy to support any measure that stops the duplicitous behaviour of companies like P&O. If the UK Government are unwilling to act, they should allow that power to better our employment legislation to be given to Scotland, with the Scottish Government already committed to banning fire and rehire.

The actions of P&O are shameful, but the blunt fact is that if it thought the UK Government actually took workers’ rights seriously, it would not have dared do what it did. It knows that a Government who waste three years doing nothing after pledging a workers’ rights Bill are not going to seriously tackle DP World and P&O. It knows that a Government who have consistently stuck their fingers in their ears over fire and rehire, and pleaded for employers to be nice, are not serious about protecting staff against bullying management and owners. It knows that unless and until the UK Government get serious about workers’ rights, and understand that they protect not just workers but businesses that play fair, it can do pretty much as it pleases. It is time the Government showed that they are actually interested in levelling up the playing field for workers against companies that have no scruples or basic humanity whatsoever.

Benefit Cap

Debate between David Linden and Gavin Newlands

Tuesday 1st March 2022 Commons Chamber

[David Linden]

It is a question on which I find myself reflecting an awful lot. We all come into politics for different reasons. As I outlined at the beginning of this debate, the Minister and I have very different ideological views on the merits of the social security system and perhaps, even in his case, on what role the state should have in people’s lives. We are all constituency MPs, and on Friday morning we will go back to our constituencies and sit in those cold, draughty community centres and talk to people who are impacted by these policies. I find it very difficult to believe that the Minister, who represents Macclesfield, does not have constituents coming to him and saying that the benefit cap is putting them in a very difficult position. This may be a case of Ministers focusing too much on policy, but in this instance I think it is a case of Ministers, and indeed the Government, not focusing enough on their day job or on the correspondence that they receive from their constituents, which overwhelmingly says that the benefit cap must go.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

My hon. Friend is making a very powerful case as to why the benefit cap must go. One thing that we have not discussed is the pandemic, which has affected so many families in Scotland and right across the UK. I think that it is 88% of households in Renfrewshire that have been affected by the benefit cap. Does that very fact not highlight the callousness of this policy and the fact that it needs to go?

[David Linden]

Absolutely. My hon. Friend is a doughty champion of the children of Renfrewshire. This is a topic that we discuss regularly in our policy teams. He is right to place on record the extreme challenges that that poses to his constituents. I am sure that his constituents will reflect on the fact that the only way of ensuring that we do not have things like the benefit cap is to secure the powers of Scottish independence.

I was saying how often it feels like groundhog day in Westminster. While we on these Benches are focused on the people of Scotland, the Tories are far too focused on naval gazing and internal party politics. Indeed, the Chancellor seems more interested in preparing his suite of Instagram graphics for his next leadership bid than resourcing appropriately our social security system.

The fact of the matter is that the entire system is in desperate need of reform—reform that the Tories will not implement because it does not fit their political game of pitting people against each other in our community. While 85% of welfare policy remains reserved to the Westminster Government, we should only expect further policies that encourage poverty and austerity. From where I am standing, it is clearer than ever that the only way to protect Scotland’s interests and to build that fair and equal society that we all want to see is for Scotland to become a normal independent country. I am absolutely clear that we are on that path and that we will get there, but there is recognition, even on these Benches, that it will not happen overnight. That is why Ministers must act now, and that is why Ministers must scrap the cap.

Rolls-Royce (Redundancies)

Debate between David Linden and Gavin Newlands

Wednesday 10th June 2020 Commons Chamber

[Gavin Newlands]

The hon. Gentleman makes a strong point, and I could not agree with him more. We constantly hear Ministers, particularly from the Department for Transport, talk about things being “under review”, but it has been four months now; we do not have time for further review. We need action, so I totally agree with the hon. Gentleman.

[David Linden (Glasgow East) (SNP)]

I am grateful to my friend for giving way. Although he is a friend of mine, I do wish to pay tribute to him for the amount of campaigning work he has done on this issue. A number of constituency Members throughout the country have a situation in which the local economy appears to be collapsing, and my hon. Friend has really led this charge, so I pay tribute to him for that.

I have constituents in Glasgow East who, like my hon. Friend’s constituents, work at the Inchinnan plant and are incredibly concerned about the situation. The Government have shown, whether through things like the furlough scheme or other aspects of how they have handled coronavirus, that they will intervene, and it is right that when they do things right we pay tribute to that. This is a Government who have in the past intervened, stood up and strongly signalled when they needed to see action, so may I say to the Minister and the Government , through my hon. Friend, that on this issue the Government need to speak up and reassure my constituents back home in Glasgow East that they are fighting to try to protect these jobs as much as possible?

[Gavin Newlands]

I am grateful to my hon. Friend for those words; I am sure the Minister will address them in his speech.

Petitions

Debate between David Linden and Gavin Newlands

Wednesday 3rd June 2020 Commons Chamber

[David Linden (Glasgow East) (SNP)]

I rise tonight to present a petition on behalf of my east end constituents, who rightly wish to see an extension of the Brexit transition period. It is clear as day that our time as legislators is understandably being consumed by the coronavirus pandemic, but we risk the very grave danger of sleepwalking into the territory of no deal with Brussels, which I certainly cannot stand by and condone. Her Majesty’s Government therefore must extend the Brexit transition period without delay and avoid the country being plunged into further chaos.

Following is the full text of the petition:

[The petition of residents of Glasgow East constituency,

Declares that current Coronavirus pandemic should be the primary focus of Her Majesty’s Government at this time; believes it is deeply unhelpful that the prospect of a No Deal cliff edge on 30th June remains on the negotiating table with Brussels and considers that local businesses could get through the inevitable Coronavirus recession without having extra uncertainty or new rules and red tape to get used to at the end of the year.

The petitioners therefore request that the House of Commons urges Her Majesty’s Government to seek an immediate extension to the Brexit transition period without delay.

And the petitioners remain, etc.]

[P002567]

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I am proud of the fact that I represent a constituency with the UK’s best airport and, until recent events, a thriving aerospace sector, but those recent events have been catastrophic for the sector. It needs further Government help and it needs it now.

Of course, certain companies’ actions do not help. Willie Walsh’s actions in making almost the entire workforce redundant and rehiring just over two thirds on massively reduced terms and conditions, including pay cuts of up to 60%, is immoral, obscene and thoroughly dishonest. It should be illegal.

It was confirmed today that Rolls-Royce intends to make 700 people in Inchinnan—more than half of the highly skilled workforce—redundant. I have spoken to and corresponded with many devastated and angry workers, but even at this late stage, I urge this Government to intercede and discuss what options are open to support Rolls-Royce jobs. I urge the company to engage meaningfully with the Scottish Government, who are keen to get around the table. I plead with the Department for Transport, the Department for Business, Energy and Industrial Strategy and the Treasury to get their collective finger out and support the sector.

Following is the full text of the petition:

[The petition of the residents of the constituency of Paisley and Renfrewshire North,

Declares that job losses at British Airways, Rolls-Royce and across the aviation and aerospace industry will be a devastating blow to employees of these firms and will cause major economic damage to the whole of the UK; further that this will particularly affect constituencies like Paisley and Renfrewshire North, which have large aviation sectors; supports the early intervention by the Scottish Government in removing the business rates liability for one year and urges the UK Government to follow suit; and welcomes the 1,167 signatories to the related petition from Gavin Newlands on the aviation industry.

The petitioners therefore request that the House of Commons urges the Government to secure a sustainable future for the aviation industry, to ensure that urgent discussions take place between relevant ministers and these firms to protect the maximum number of jobs, and to ensure that workers play a full role in the decisions being taken about this industry.

And the petitioners remain, etc.]

[P002568]

Football Attendances: VAR

Debate between David Linden and Gavin Newlands

Tuesday 17th March 2020 Westminster Hall

[David Linden]

He and I are very good friends but, unusually, on this point I disagree with him. I tend to take the position of the hon. Member for Chesterfield of being quite keen to see the back of VAR altogether, but I appreciate that my hon. Friend takes a slightly different view.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

My hon. Friend is making a fantastic speech. I have always been a big fan of video refereeing coming into football, but VAR is doing its level best to dissuade me of that support. I played rugby and am a big follower of American football. Lots of sports have used video evidence and it has worked. In the likes of cricket, the process is followed in live time. The issue is the transparency of the process, and the fact that fans are not involved. Does he agree that if changes were made to VAR, and if it followed other sports, it could be a success?

[David Linden]

I am grateful to my hon. Friend, who reminds us of his time playing rugby. He is far too modest to tell the House that he was actually a very good rugby player but had to retire due to injury. He does not talk about that very often. I once again find myself in a situation in which I must say that, on this issue, I speak personally—there is probably no SNP policy on VAR, but I need to be slightly careful not to over-egg the pudding.

I want to come on to the interpretation of the handball rule.

[Gavin Newlands]

As the SNP spokesperson for sport at Westminster, I believe I have just set the policy, and that my hon. Friend is in fact going against party policy.

[David Linden]

I am glad that my hon. Friend put that on the record. That point is well made.

Coming back to the interpretation of the handball rule, the rules around handball have been reviewed and changed in recent years, which in many respects accounts for some of the stranglehold on the game. A few weeks ago, alongside my hon. Friends here and my hon. Friend the Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry), I watched the Hearts-Hibs game. There was a whole bit of commentary towards the end of the game that focused on whether Hearts had handled the ball. What actually happened was that a player was going down for a slide tackle to try to get the ball and put his hand down behind him to try to break his fall, and the ball came off his arm. Clearly, that was not a deliberate handball, but depending on their interpretation of the rules, some might say it was, so we need to review the handball rules. I appreciate that that decision is not necessarily within the gift of the Minister, although one day he might be that powerful; he can certainly aspire to that.

I also want to see a review of the offside rule. I agree with the hon. Member for Chesterfield that this microscopic analysis is absolutely killing the game. We now see situations where a referee might decide that something was a goal, but the VAR decides, after two minutes of consultation and with 10, 11 or 12 different camera angles, that somebody’s toenail—that was the hon. Gentleman’s example—might have been offside, which is clearly nonsense. I guess it comes back to his point that we call football the beautiful game for a reason. We do not call it the forensic game or the legalistic game, which it is increasingly becoming.

Before I conclude, I will address what is actually the biggest threat facing our game, which is obviously coronavirus. Most professional clubs—certainly my own—do not have a lucrative sponsorship deal or big TV deal. Indeed, many are not sitting on big reserves. In the case of Airdrieonians, something like 45% to 50% of its revenue comes from gate receipts. It is probably a bit of a nonsense to expect the football season to resume in April—I think most of us probably appreciate that no football will be played this side of the summer, although a decision will be taken about that later in the week—so the Government should definitely give more clarity about what will actually happen, in terms of sport being played and the safety around that.

There is also a question of what should happen to the football season. Will it be declared null and void? Are we in a situation where we just say that whoever is top of a particular league should be designated as champions?

A Green Industrial Revolution

Debate between David Linden and Gavin Newlands

Wednesday 15th January 2020 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I plan to focus my relatively short remarks on transport as it pertains to the green industrial revolution that is so obviously required. I look forward to taking up my transport brief and working closely with the shadow Secretary of State, the hon. Member for Middlesbrough (Andy McDonald), and the Opposition Front-Bench team, and with the relatively new Secretary of State for Transport, who must have the best job in the Cabinet, given that his predecessor set the bar so low that he cannot possibly fail to clear it. [Interruption.] In the repatriation of the Thomas Cook passengers, he managed to book airlines that actually had planes, so already he is one up on his predecessor.

I formally congratulate my hon. Friend the Member for East Lothian (Kenny MacAskill). He may be new to this place but he has been in this game a wee while now, and it showed in an excellent and passionate maiden speech. I also congratulate all other new Members who have made maiden speeches today. It is a tough assignment, but they have all done it with great aplomb. I well remember my maiden speech, with you in the Chair, Madam Deputy Speaker, when you allowed me some leeway at the end of my speech as I had gone over my time; I am forever grateful to you for not cutting me off before the end of my speech.

I want to comment on an issue that my hon. Friend the Member for Kilmarnock and Loudoun (Alan Brown) raised in his Front-Bench speech at the start of the debate—the UK Government’s failed green deal scheme. That scheme had laudable aims, but it was badly designed and allowed cowboy companies with criminal intent to drive a coach and horses through the various loopholes in the legislation. As a result, hundreds of my constituents have been defrauded, often for thousands of pounds, by Robert Skillen and his company, HELMS. Unsurprisingly, Skillen liquidated HELMS and emigrated.

The Government must take responsibility for their failed scheme and ensure that our constituents are fully compensated. The members of the green deal all-party parliamentary group and myself, as co-chair, will be renewing our campaign for justice for those affected by HELMS in the coming Session.

[David Linden]

I pay tribute to my hon. Friend for the work he is doing in the all-party parliamentary group. May I say to the Government, through him, that it would be helpful if the Department for Energy, Business and Industrial Strategy had a more adequate number of staff to work through the backlog of people who are trying to contact BEIS to deal with issues to do with the green deal?

[Gavin Newlands]

I could not agree more. I am seeking a meeting with the new Minister—the previous Minister involved was the then Member for Devizes—to see how the assistance of BEIS has actually helped with the Green Deal Finance Company, because from our viewpoint it does not seem to have helped a whole lot.

For a decade now, the Scottish Government have been pursuing a long-term vision of what Scotland’s economy and society should look like in the decades to come. It is a vision that sees all our electricity needs coming from renewable sources, and the transport system becoming carbon neutral. It is a vision that sees the potential of the natural resources that we have all around us, waiting to be harnessed and used to benefit us all. It is a vision that puts the reindustrialisation of our country at the heart of the strategy, arm in arm with the investment and renewal that has come to the fore over the decade.

My constituency is seeing the fruits of that long-term vision right now. For more than 50 years Renfrew—the largest town in my constituency and my home town—has been without a fixed rail link, and it is the biggest settlement in Scotland that is entirely reliant on buses for public transport. That calamitous mistake from the 1960s is about to be rectified with the beginnings of the Glasgow city region metro, which will start in my constituency at Paisley Gilmour Street, and finally provide the airport with a connection to the rail network.

That project is part of a green industrial revolution, and just as the original industrial revolution had the most expansive rail network in the world at its heart, so must the 21st-century version have transport and connectivity running through it like letters through a stick of rock. Hundreds of people will be employed directly in building the project, and hundreds more will be involved in the supply chains—an economic impact that will go way beyond my constituency and those of my neighbours. Using clean, green, renewable electricity, the new metro will be part of a public transport network that is rapidly being modernised.

Since devolution we have seen the reopening of the Borders railway, and routes from Hamilton to Larkhall, Stirling to Alloa and Airdrie to Bathgate, with only the former line not electrified. Virtually the whole central belt network now runs on electric lines, which contrasts with years of stagnation and neglect. That programme continues, with preparatory work beginning for the entire west of Scotland network to run under the wires, and longer-term goals of electrification north of Perth and the complete decarbonisation of Scotland’s railways within the next 15 years.

Along the A9, the spine of Scotland, work on the first electric highway is under way. Charging points are being installed at a rate of knots, providing the security of energy supply that is vital for the transition from fossil fuel vehicles to electric ones. As my hon. Friend the Member for Kilmarnock and Loudoun alluded to, in Norway, which has a strong Government plan and the will to make transformational changes, sales of electric vehicles have grown exponentially. Petrol and diesel cars are on their way out—some going for an oil-rich country—and a confident, independent, self-governing country is taking big decisions on the big issues facing our planet. I hope that Scotland will soon join our Nordic friends as part of that club, whatever obstacles the Prime Minister and his Secretary of State think they are putting in our way.

In contrast, the UK Government cannot decide whether they want to make existing fuels cleaner and less polluting, with a decision on E10 petrol still lying in the long grass where it was kicked. Over recent years, those on the Treasury Benches and their Departments have been in a state of complete paralysis. Electrification projects are cancelled on a rolling basis, including in Windermere, on the Nottingham to Sheffield line and in Hull, south-west Wales and Coventry. Towns and cities have yet again been left behind, and jobs and economic growth directly connected to decarbonisation have been lost. Meanwhile, Crossrail spirals out of control and over budget and Crossrail 2 is in the pipeline as if its predecessor never happened. Billions are spent on extension after extension to London’s underground and overground. Why concentrate yet more spending, infrastructure, economic output, resources, and ultimately people in a single city, when we know that a fairer allocation of economic power will result in a better environmental outcome and a less unequal society?

If the UK Government were serious about boosting the economies of the north and south-west England, they would look to Scotland for ideas. Instead, they are presiding over delay and decay. In Tyne and Wear, 40-year-old metro carriages have had their lifespan extended to 2025, while the system awaits new trains, more than a decade after the current ones exceeded their life expectancy. Even when the UK Government finally coughed up for trains that brought to mind modernity and not Methuselah, the then Chancellor handed over only 60% of the costs requested.

In conclusion, if the UK Government want to be serious about a green industrial revolution, the short termism and insular—