Education and Social Mobility

Debate between Graham Brady and Mike Kane

Tuesday 22nd November 2016 Commons Chamber

[Mr Brady]

I cannot, because I have used up my time for interventions.

If we look at A-level results, we see that eight of the top 10 local authorities are selective or partially selective. In Trafford, 35.8% achieve top A-level grades. GCSE results show that the national average for those achieving five or more GCSEs including maths at grades A* to C is 52.8%. However, seven of the 10 top-achieving authorities are selective or part-selective. I am not talking about grammar schools; I am talking about whole local education authority areas. This year in Trafford, 70.8% of pupils will get five or more A* to C grade GCSEs, with 75% getting those grades in subjects including English and maths.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

What about primary schools?

[Mr Brady]

I will come to primary schools in a moment.

In Trafford, the participation level in higher education is 72%, and if we look at those going to the top third of higher education institutions, we see that nine of the top 10 authorities involved are selective or part-selective. When we look at students going to Russell Group universities, we see that seven of the top 10 authorities involved are selective or part-selective. As the hon. Gentleman will know, Trafford is the only authority in the top 20 to be located in the north or the midlands. Opposition Members who represent constituencies in the north or the midlands and who want to see more opportunities for their constituents would be wise to pay close attention to that statistic. He mentioned primary schools. The culture of aspiration runs deep in Trafford, and nine of the top 250 primary schools published in the Parent Power list in The Sunday Times are in Trafford. The second one in the list is Park Road Primary School in my constituency, which I am obviously delighted to be able to congratulate on its achievement.

The hon. Member for East Antrim (Sammy Wilson) asked about Northern Ireland, whose education system has been wholly selective for a very long time. If we look at the performance of the most effective selective systems there, we see that the percentage of children eligible for free school meals who achieve five or more A* to C grades at GCSE is 70%, compared with 45.6% for England. Northern Ireland’s figure is dramatically better. The figure for those in England achieving those grades in subjects including English and maths is 33%, as against 45% in Northern Ireland.

We need to look at how we can expand real choice, and expand the number of good schools of all sorts, as my right hon. Friend the Member for Loughborough said. We can no longer tolerate a situation where people are allowed a choice of good schools that can transform life chances only if they are rich enough to pay the fees or to buy a house in the catchment area of one of the top comprehensive schools.

--- Later in debate ---

[Mike Kane (Wythenshawe and Sale East) (Lab)]

We have had a good debate this afternoon. It is clear that the Government’s obsession with new grammar schools is simply a rehash of failed policies from the past—policies not fit for purpose in the digital age of the 21st century, as pointed out by my hon. Friends the Members for Manchester Central (Lucy Powell) and for Rochdale (Simon Danczuk). As my hon. Friend the Member for Bradford South (Judith Cummins) said, these proposals are pure dogma.

This grammar school policy shows that the Government have no answers to the challenges facing our schools. While they waste time and energy on new grammars, they have nothing to say about falling school budgets, the crisis in teacher recruitment and retention, and the lack of good school places. Instead, they would segregate our children: a first-class education for the privileged few, a second-class education for the rest. The hon. Member for Glasgow North West (Carol Monaghan) gave a passionate personal testimony about her father, who failed the 11-plus, while my right hon. Friend the Member for Wolverhampton South East (Mr McFadden) explained, in an excellent speech, that policy should be designed for the tens of millions, not the few.

[Mr Brady]

rose—

[Mike Kane]

I give way to my constituency neighbour.

[Mr Brady]

Will the hon. Gentleman take this opportunity to make it clear whether a future Labour Government would scrap existing grammar schools?

[Mike Kane]

I always like to debate with my constituency neighbour, and it was great to have him visit Sale Grammar School in my constituency just the other week. I regularly go to speak to the children there. The Government are currently nationalising and privatising the system at the same time. As the hon. Gentleman will remember from the debates in the mid-1990s, we would introduce a system of subsidiarity back into our education system, so it would be up to local people to decide; we would not have a nationalised system.

Regional Airports

Debate between Graham Brady and Mike Kane

Tuesday 15th July 2014 Westminster Hall

[Mike Kane]

Yes. Let us hope that Stornoway does not enter into competition with the beautiful island of Barra, where the landing strip is on the sea shore.

Since 2008, the UK’s connectivity has declined by 4.9%, whereas Germany’s has increased by 4.3% and France’s by 3.4%. My own airport, Manchester, has a positive story to tell about connectivity. After I have told that story, I will discuss other regional airports.

[Mr Graham Brady (Altrincham and Sale West) (Con)]

Does the hon. Gentleman, who is my constituency neighbour, agree that all these airports that bring benefits to and improve the international connectivity of the British economy would benefit enormously if we did not persist in having what I think is the second highest rate of duty on air transport? It is a tax on trade and a tax on family holidays—should we not be lowering it?

[Mike Kane]

That is a good point. If the hon. Gentleman will forgive me, I will come to the connectivity fund and expand on the points about airport passenger duty in a few minutes.

Manchester is the international gateway to the north. It has 60 airlines serving more than 200 destinations, which is more than Heathrow. I repeat for Hansard: that is more than Heathrow. Last year, Manchester added more new routes than any other UK airport, serving the 24 million people who live within two hours’ drive. It is the only airport outside the south-east with a strong long-haul portfolio. As well as serving destinations such as Singapore, Pakistan and the US direct, it also offers strong onward connectivity via the middle east: three times daily to Dubai, twice daily to Abu Dhabi and 10 times a week to Doha. More recent connections include Hong Kong, Jeddah and Toronto, and the new Charlotte service has increased transatlantic services at the airport to more than 60 a week. Most of the world can be reached from Manchester either non-stop or with one stop.

However, 5 million passengers a year from Manchester’s catchment area leak to the London airports to catch flights. The challenge for the future is ensuring that passengers have the option to fly from their local airport, taking the pressure off the congested south-eastern airports. However, I hope to welcome High Speed 2 to the airport station at some stage in the near future. It will reduce journey times from Manchester airport to Euston from two hours and 24 minutes to 59 minutes.

As I said earlier, Stansted is the UK’s fourth busiest airport, serving more European destinations than any other airport in the world. Both Ryanair and easyJet have committed to growing their Stansted portfolios; Ryanair’s will grow from nearly 500 flights a week to more than 700 in winter 2014. Edinburgh is Scotland’s capital airport, with over 40 airlines serving more than 100 destinations. More than 9 million passengers a year pass through the airport.

For smaller point-to-point airports, although direct flights are preferable, indirect flights offer an important alternative where they do not exist, either via UK hubbing or through hubs in continental Europe or the middle east. At East Midlands airport, the priority for the future is to access more European hubs in order to widen connectivity; it currently serves Amsterdam, Brussels and Paris. In the longer term, the airport is keen to have direct routes to emerging economies that are key to the region, such as India. Direct access to markets supports business and trade between the region and those markets. It is not just about how connected the UK is to the outside world today; it is about its connectivity in the future and how it compares with other EU and global airports, such as those in the gulf.

Access to global connectivity is not simply an issue of access to Heathrow. Passengers value the choice, competition and service offered by alternative carriers connecting through alternative hubs, such as in the middle east. Manchester airport does not have the luxury of a UK hub operator and relies on overseas carriers to provide long-haul connectivity. Without those carriers, Manchester would just be a spoke into Heathrow. Ultimately, it is the airlines that determine which routes are flown, and therefore overall connectivity, depending on long-term route profitability. However, political and regulatory factors can play a major role in influencing the attractiveness of starting and sustaining routes.

The UK still enjoys a strong position in transatlantic aviation and flights to traditional partners such as India, but is linked to relatively fewer locations in Brazil, Russia and mainland China. Both Germany and France have much better connectivity to China in particular. In a 2012 survey by CBI and KPMG, almost half of respondents expressed dissatisfaction with the UK’s air links to emerging markets. Of companies that deemed flights to China to be crucial, only 46% were satisfied with their current availability.

Regional airport connectivity is not just about the number of destinations served; it is also about the frequency of services, the economic value that they drive, the accessibility of destinations right across the UK, whether flights take place at convenient times, and their capacity. The Government have demonstrated their support for the growth of connectivity from regional airports by announcing the regional air connectivity fund. This will provide public support for new intra-EU routes from airports with fewer than 3 million passengers per year, or 3 million to 5 million in exceptional circumstances. The hon. Member for Na h-Eileanan an Iar (Mr MacNeil) commented on the fund a few moments ago.

Funding will be available for five years and will come to an end in March 2019. Airlines will have to prove that they can make money from the route without public assistance after two years. However, in reality, competition rules will make it difficult for many routes to qualify. Those that do will be at the smallest airports and will be short-haul routes only, not the game-changing routes we need such as Manchester to Beijing.

It is important to acknowledge the steps the Government took in this year’s Budget, when the Chancellor cut air passenger duty on long-haul routes to destinations including China, India, Brazil and many other emerging markets. However, the Government could go further by offering a temporary air passenger duty exemption for new long-haul routes, as recommended by the Select Committee on Transport and mentioned by the hon. Member for Altrincham and Sale West (Mr Brady). It would help to make best use of existing capacity and encourage more routes to emerging economies.

A temporary APD holiday would have the advantage of being a proven commercial strategy and one that airports use: that is, a lead-in discount. It would cost the Treasury nothing, as the Treasury receives no income from routes that do not yet exist. Forgoing revenue on new routes until they were established would cost nothing and could result in an income stream later on.