Oral Answers to Questions

Debate between Mike Kane and Gordon Marsden

Monday 24th June 2019 Commons Chamber

[Gordon Marsden (Blackpool South) (Lab)]

My felicitations on your first decade in office, Mr Speaker. Onwards and upwards!

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

Ten more years!

[Gordon Marsden]

Indeed. We are hearing about the ups and downs of funding for apprenticeships, but the National Audit Office told the FE Ministers in March in no uncertain terms that there was a clear risk that the apprenticeship programme would now be financially unsustainable. The Institute for Apprenticeships and Technical Education has said that it could be overspent by £0.5 billion this year. The Minister told FE Week in January that she thought that the apprenticeship budget would be “alright until July”. July is next week. Does she still think that?

Technical and Further Education Bill (Third sitting)

Debate between Mike Kane and Gordon Marsden

Committee Debate: 3rd sitting: House of Commons
Thursday 24th November 2016 Public Bill Committees

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

Does my hon. Friend agree that matters are extraordinarily hazy? We are setting up an institution and employing a gentleman for two days a week. The Government think they might employ 60 staff and the budget is an estimated £8 million. What guarantees are there that the organisation will be fit for purpose?

[Gordon Marsden]

Of course, the broad thrust of what my hon. Friend says is right; but let us try to be fair to the Government, and indeed to the officials, including Peter Lauener, who have the slightly unenviable task of bringing the matter to fruition in the relatively short time we now have.

On Tuesday, we discussed not only capacity, but the capability of the people recruited. That was why I asked Peter Lauener where the people might come from. I offered him the opportunity to say how many transfers, if any, he expected. I asked him:

“You talked about the numbers…given the staff reductions in the Department for Business, Innovation and Skills—of course, this is a machinery of government change—do you expect to be moving across or recruiting people from either the SFA or BIS who have previous experience in this area?”—Official Report, Technical and Further Education Public Bill Committee, 22 November 2016; c. 9, Q10.]

Answer came there none. I was merely told about the process for advertising for the key roles of deputy directors. I am sure that, like generals in armies, deputy directors are very important people, but in armies it is non-commissioned officers who are needed to get things moving—the people lower down the food chain who know all the bits and pieces and nuts and bolts. Peter Lauener offered no evidence on possible transfer processes from the Skills Funding Agency and the Department for Education, or indeed whether there have been expressions of interest.

Hon. Members will remember the comments of Ian Pretty, the witness from 157 Group, after David Hughes expressed strong concern about capacity issues. Mr Pretty has significant experience in the civil service and outside it, including as a tax inspector, as he said rather ruefully. He said:

“I would focus on capability as well. You can have 60 people or 100 people in the institute, but have you got the right capability? I would be nervous if the institute was completely staffed by civil servants. If this organisation is about co-creation with the private sector and the education sector, you need people with the capability to understand how business thinks and how business operates. You also need people who understand how the education providers operate. On the capacity issue, in terms of raw numbers you will cite something, but capability is more important.”––[Official Report, Technical and Further Education Public Bill Committee, 22 November 2016; c. 16, Q22.]

I agree. We do not have a problem with the direction of travel of the institute or the long list of admirable things it is supposed to do, but we have a severe problem of confidence about believing that it is anywhere near having the ability to do it. That is the issue that the Minister needs to address.

Perhaps I can drill down into that. The Minister talked about standards and frameworks, so it would be appropriate to ask him a few questions about those. It is fair to say that, although the routes produced by the Sainsbury review and the skills plan have been broadly welcomed—they produced 15 routes, which is a reasonable starting point and, sensibly and reasonably, the Minister has said that that number will be flexible—the broader picture is that the Government are trying to get everyone behind this new institute and its new policies. I will keep coming back to the target of 3 million apprenticeships because, even though it is not in the Bill, it is central to the success of the new institute.

--- Later in debate ---

[Gordon Marsden]

I have not even talked about the relationship of the new institute to the variety of other bodies, such as Ofsted and Ofqual, which were referred to in the evidence sessions, that are circling around wondering what their relationship to the institute will be. I make the point to the Minister that this is not business as usual or something of which he can say, “Well, it’ll be all right on the night,” because it is like playing four-dimensional chess at the moment. I do not know how good the Minister is at playing four-dimensional chess, but he might need to improve his skills if some of the problems that we are talking about come to pass.

[Mike Kane]

The only blank cheque on offer here is that the implementation plan for the institute will be published “in due course”. Is it not concerning, with the competing pressures of government, as my hon. Friend pointed out, that we just do not know when that implementation plan will be published?

[Gordon Marsden]

It is, but to be fair, Governments always say things will be done in due course. Anybody who has said, “Yes, Minister, of course; we have no plans to do this,” means that they are not going to issue a statement about it on that day, so I am not going to press the Minister too hard on the phrase “in due course”. However, I hope that the Christmas to which Peter Lauener referred in terms of the employment of the new people is the traditional Christmas and not, say, the Russian Christmas, or possibly even the Georgian Christmas, which I think comes at the end of January. We all know what used to happen to the autumn statement—full marks to the Chancellor for keeping it within autumn.

I think that I have said enough to emphasise our concerns about the way in which the institute will be supplied and its ability to proceed, but we do not want to hinder its setting up in any shape or form. It needs to be set up as soon as possible, so that it can get a move on with some of these things. We therefore do not intend to oppose the clause.

Question put and agreed to.

Clause 1 accordingly ordered to stand part of the Bill.

Ordered, That further consideration be now adjourned. —(David Evennett.)

Technical and Further Education Bill (First sitting)

Debate between Mike Kane and Gordon Marsden

Committee Debate: 1st sitting: House of Commons
Tuesday 22nd November 2016 Public Bill Committees

[Mike Kane]

Q Richard, may I just challenge you a bit further? Say you have two successful FE institutions and the recommendation from the area review is to merge—this scenario is not a million miles away from what is going on—but they say, “No, we are independent institutions. Forget it.” We know that they can stand alone, but the review said that they should come together. What is the stick? What is the incentive? How do you get from the world as it is, to the world as you want it to be?

Richard Atkins: I have two points. If they were both very successful and could produce the sorts of data that David referred to, they would probably be stand-alone anyway. If they could produce five-year data that showed that they would be financially sustainable and would continue to be very successful, they would probably opt for stand-alone and we would probably support that. We have got one or two cases like that.

If they cannot produce those data and we and the steering group think that merger is the best solution—this is possible, and we are doing it in at least one or two cases at the moment—we will put that recommendation in the report. The college can still opt independently not to do it. That means it will never be able to access the restructuring fund; if something went wrong in future, it would not get access to the large restructuring fund that is currently available. Of course, it would be subject to the new insolvency regime if this legislation goes through, so the world looks quite a lot tougher for it post-2018 if it chooses to ignore the evidence-based work that my team will have done and will have shared with the local steering group.

It is possible to bury your head and say, “We don’t accept the evidence that you are putting in front of us. We can’t produce robust plans for the next five years, but we are going to go it alone anyway. We won’t co-operate with anyone.” By doing that, those governors would be taking a big risk—a risk for their learners as well as for themselves. Let us say that the insolvency legislation goes through. I am generally supportive of that legislation in this role, and as a principal—as you probably know, I stepped down from being a principal earlier this year, after 21 years—I would have been supportive of it. You are taking quite a risk if you are prepared to confound the recommendation that we would make, along with the other members of the steering group. But you are right to say that ultimately these colleges are independent, and as a long-serving principal, I got the highest level of job satisfaction when my college enjoyed a degree of independence.

David Hughes: We need to be a bit careful on this. I remember twice being asked by Ministers when I was in the civil service to try to show the evidence that large colleges were more effective—well, once with Bill Rammell and then with John Hayes to show that small colleges were more effective. There is no evidence of size making that much difference. Leadership makes the difference, and context is king. The competition that I talked about can undermine the best led college, but leadership is the key thing.

When the area review comes through with a recommendation for merger, the right thing for the colleges to do is to go through a due diligence process to examine the proposal further. In some circumstances, it is very correct that they make the decision not to go through with it, because they have to have at their heart the interests of their institution, their learners and their community. The area review will not always get that recommendation right. We have to have a degree of realism: the colleges are independent institutions, making their own decisions, and sometimes not to go forward with that recommendation might be the right thing.

Ian Pretty: The area-based reviews, as a general process, struck me as reasonable. Where it has become more challenging is that the key objectives were that you wanted fewer, larger, financially sustainable colleges; that was the premise on which the ABR process was set up. As I said earlier, the key thing for me is the extent to which you have looked at things such as the skills plan and the pathways first, putting in place things such as the insolvency regime, and then perhaps the ABR process would have been an easier process for many.

I think that it is absolutely right that further education colleges are allowed to be independent and remain independent. I recognise that that creates frictions in terms of their not necessarily agreeing to things, but that was how they were set up back in 1992. The risk with all this, in terms of the ABR and the current lack of an insolvency regime, is that I do not think you have the flexibility to be able actually to create the merged institutions that you might or might not want. I have a personal view that a solvent college merged with an insolvent college is not a solvent college; that causes problems afterwards.

Speaking as an organisation, I know that the association has representatives in Scotland, Wales and Northern Ireland—we have five colleges altogether there—and I think there is a lot that the Department for Education and Government can learn from the experience, particularly in Scotland, which did bang them together to create regional colleges. They could look at the successes and the failures. There are strong successes there, and there are colleges where the merger has not been so successful.

[Gordon Marsden]

Q I would like to continue on the theme of the implications of the area reviews and to come back to you, Richard, if I may. As you have already said, you have had a distinguished career as a college principal and have held leadership positions in the Association of Colleges, so at least for the moment, until you are covered in the bureaucracies, you can see from both angles. I want to ask you about the implications of 88 colleges moving towards merger. Sir Francis Drake famously said that

“it is not the beginning, but the continuing of the same, until it be thoroughly finished, which yields the true glory”.

Although, the question here is whether there will be glory or lots of pain along the way. I want to press you on two particular points.

The context of this, as Ian Pretty has alluded to, is two things: first, the critical National Audit Office report, which really bashed the former Department for Business, Innovation and Skills right around the head over some areas and set off alarm bells about financial stability—I am sure that played a major part in the insolvency regime set out in the Bill—and secondly, on a year-on-year basis, when we exclude apprenticeship funding, the trajectory of funding for FE colleges from Government has been going down.

The situation is febrile and, in some cases, is producing that number of mergers. Once they are merged, there are then of course the consequences for the staff and students. For example, when two colleges merge in a suburban or rural setting, the implications for them being able to maintain their courses, which are after all the viability of those colleges, will be significant if issues such as travel do not come into it. I see nothing in the Bill at the moment—and little has been said by Ministers—about where the funding to support that process will come from.

My second point picks up on what my colleague Mike Kane said earlier about his experiences with Greater Manchester—I am a native Mancunian by birth, so I understand the area’s issues well, and the cohesion that already exists, and lots of other areas will not have that cohesion. We are going through a period of significant devolution from Government of responsibilities and funding—for what it is worth, I am wholeheartedly in favour of that—and skills and FE will be affected. We have a situation in which things are beginning to be set in stone in combined authorities or mayoralties that are likely to have significant powers in the next couple of years, but they might well come along and say, “Actually, this didn’t include us. We want to unpick it.” What do you have to say to that?

Richard Atkins: May I take the first question first? Thanks for setting it in context. If I may do the same, you are right that I had a long career as a principal, and when I started there were 469 FE and sixth-form colleges; there are 321 today. Some of those mergers have been very successful, but not all. But just as in business and other walks of life, some mergers do succeed. For example, takeovers are often more successful than mergers, but some have been very successful. I remember when towns such as Derby had two or three colleges, but now they have one strong college. So I think that in a number of cases the mergers we are proposing through area reviews may well strengthen college provision in that part of the country, but I do not for one minute think that every one of them will work out as if a magic wand has made it all brilliant and successful immediately.

There is continuing work for me and my team as the agency calls us in to support the implementation of the area reviews, to work out where things are going in the right direction or how to get them back on track, or to come up with alternatives, if necessary, to keep the process going. I do not think that it will be a cliff edge as such. I am talking to colleges a lot about the fact that it is not a cliff edge. I do not see 31 March and the end of the area review steering groups as an absolute cliff edge.

Regional Airports

Debate between Mike Kane and Gordon Marsden

Tuesday 15th July 2014 Westminster Hall

[Mike Kane]

I am grateful to the hon. Gentleman for his contribution. Rail links are massively important for increasing connectivity between airports and regions. I am reminded of when Manchester won the casino bid in 2008. I do not want to go over the history—

[Mr Gordon Marsden (Blackpool South) (Lab)]

Don’t.

[Mike Kane]

But we have to start thinking as a region. The best site might have been in Blackpool, but Manchester won the bid because of not only its corporate social responsibility but the direct flights to a nearby international airport. By increasing rail links across our regions and agglomerations, and across the north as a whole, we can in future act more effectively as a single economy.

London Luton airport has recently received final planning consent for a £100 million development to increase annual passenger capacity from 12 million to 18 million by 2031.

--- Later in debate ---

[Mr Gordon Marsden (Blackpool South) (Lab)]

It is a great pleasure to serve under your chairmanship, Ms Dorries, and take part in this debate. I congratulate my hon. Friend the Member for Wythenshawe and Sale East (Mike Kane) on securing it and on making such a forceful case, not just for Manchester airport but for regional airports throughout the country. Indeed, he laid out his case with such aplomb that I thought that a Government so handy about and keen on appointing tsars might make him airport tsar in the near future.

The debate gives us an important opportunity to hear about the great benefits provided by local airports and the significant challenges that they face. That has been reflected in hon. Members’ contributions. My hon. Friend the Member for Blackley and Broughton (Graham Stringer) proposed a radical open skies initiative as a potential game changer; the hon. Member for Strangford (Jim Shannon) clearly outlined the positive signs for Northern Ireland; and the hon. Member for North Thanet (Sir Roger Gale) rightly spoke about the situation at Manston. I congratulate my hon. Friend the Members for Luton South (Gavin Shuker) and his colleague on the part they have played in getting the expansion at Luton. He rightly drew attention to the skills and the business opportunities there. The right hon. Member for Gordon (Sir Malcolm Bruce) reminded us, with the sad tale of British Airways’ withdrawal from Aberdeen, of the broader responsibilities that airlines have to their local communities. I cannot forget my parliamentary neighbour, the hon. Member for Fylde (Mark Menzies), who rightly praised Blackpool airport, pointing out its value not only to his constituents, but to mine. Blackpool airport has a distinguished past, with aviation activity since 1909 and mass Air Force training in world war two. Today it offers a wide range of medium-range destinations, not least via Jet2.com.

The debate is such that we have to touch on what more can be done for the communities that regional airports serve and how Governments have a role in helping the airports to expand. Putting regional airports at the heart of our transport policy as economic generators and job creators in the communities in which they operate reaffirms their role as vital links to national infrastructure, crucial to spreading economic growth more evenly across the regions. UK regional airports served 220 million passengers in 2013, and Manchester welcomed more than 20 million of them. Although overall UK airport use fell during the recession, Manchester increased its share to 9.1%, and other major airports outside the south-east such as Edinburgh, Bristol and Leeds have also increased their share. Experiences vary across different regional airports, so a robust understanding of them and an overarching narrative regarding their needs and opportunities are essential at the heart of Government.

There is no doubting the great economic value that airports create for their communities. They bring trade and tourism into areas and provide jobs, apprenticeships and skills programmes for local people. In meetings with airport operators, I have often stressed how essential it is that they scale up that community engagement and promote what they already do, which can be substantial. I am therefore delighted that the Airport Operators Association publicised that work in its recent report, “Airports in the Community”. My hon. Friend the Member for Wythenshawe and Sale East referred to some of that work. Poignantly, in view of what the right hon. Member for Gordon said, Aberdeen airport, apart from the 2,000 jobs on-site, helps to recruit 1,700 overseas students who attend the Aberdeen business school. Newcastle airport employs 3,200 people directly, but supports a further 8,000 jobs in the north-east. The story of airports’ great value is consistent across the country. In the north-west, John Lennon airport has 2,000 people working on-site; Manchester has shown great corporate social responsibility work with its airport academy and its young people’s skills academy, which targets young people in Wythenshawe in my hon. Friend’s constituency. A whole raft of good activity is going on in airports.

Several airports are putting education at the heart of their community outreach. Birmingham has its own flight school, available for pupils across the midlands, and Leeds Bradford offers students across west Yorkshire aviation masterclasses. Those are programmes of real substance. East Midlands airport has won a “business in the community” award and airports of all sizes and resources can make a valuable and prized contribution to their local area. Biggin Hill, central to the heroic fights of the battle of Britain in the second world war, but now a strong local airport, is in the second year of its Nick Davidson memorial flying scholarship. He was a British Airways pilot who pledged to fund a scholarship to train a new young pilot every year. London Gatwick, Heathrow and Stansted, while not regional airports, run their own excellent community schemes, too. Heathrow has put 3,500 jobseekers through basic skills training; Gatwick has a scheme to support young entrepreneurs; and Stansted raises substantial sums of money for the local air ambulance trust. The success of those schemes shows the value of expanding them more broadly across all regional airports.

That is one side of the relationship between airports and communities. The other is what can be done by Government and local stakeholders at all levels to support regional airports, to keep their operations viable and to help them to expand into new and prosperous routes where possible. In that, the Government cannot always claim to be keeping up their end of the deal.

In last year’s spending review, the Government announced money for funding public service obligations for new air routes. That funding was increased to £20 million a year and rebadged as the regional air connectivity fund in this year’s Budget. Announcing the scheme in March, the Chancellor named three airports he believed might benefit: Liverpool, Leeds and Inverness. Two out of those three—Liverpool and Leeds—may not qualify for any support under the current rules. European state aid guidance makes clear that the fund should be directed at smaller regional airports with fewer than 3 million passengers. There is support for regional airports with between 3 million and 5 million passengers, but only in exceptional circumstances. Does the Minister yet have an answer as to how to define those exceptional circumstances? If so, can he tell us? It is a year since the funding was first announced, but airports such as Newcastle, Belfast, Liverpool and Aberdeen are in the dark as to whether they can they apply for funding. Can he reassure them that investing scant time and money in making an application to the fund will be anything more than a trip down a blind alley?

The European Commission also wants to prevent airlines from simply switching from one airport to a local competitor, but those rules could end up being highly restrictive. Great city regions, such as Manchester and Liverpool, need to have their own functional economies and access to trade routes. What progress are the Minister and his officials making with the Commission on the regulations to make it easier for all of our regions to get the support they need?

Today’s written ministerial statement on the Davies review lets slip the prospect of slightly more procrastination, with a consultation on guidance for the fund to be announced soon, but not the guidance itself. While we are on the subject of procrastination, what about the rest of the statement, which delays the creation of the Davies’ noise ombudsman until after the election and fails to answer the questions raised by businesses and more generally? The Opposition have been emphatic that dealing with issues of noise and emissions is central to building consensus between regional airports and the communities they serve. Those communities who feel pressure and are concerned about the future might well feel aggrieved if they cannot even start work on those issues now. We need robust evidence to take the debate forward.

The Davies commission pointed out that Government investment would represent only 5% of the typical cost of a new start-up route. Do Ministers foresee that the investment will be a game-changer for regional airports? What support will be available for those airports that will not qualify, because they have more than 5 million passengers, such as Manchester, Edinburgh, Birmingham and Glasgow?

All these airports share the need for quality investment in surface access. Consumers think about the whole journey from point A to point B and how easily accessible their local airport really is. Investment in the local roads network is essential, but so is the prioritisation of public transport routes and reducing carbon emissions. We have seen great improvements at airports such as Manchester—the city’s excellent Metrolink will be going to the airport from next year, which is ahead of schedule—and there has also been investment in Gatwick, where renovations to the train station are under way, but smaller airports must not be neglected. One way of ensuring that is for airports to have real influence on local enterprise partnership boards and to benefit from the increased devolution of funding and decision making. The Department for Transport is already a significant contributor to the single local growth fund, which will be top-sliced under Government proposals, so it is essential that the interests of transport connectivity in general and airport connectivity in particular are reflected in the way funding is distributed. How is the Minister monitoring how airports and their communities are benefiting from the bidding stage of the single local growth fund?

The principles and approaches I outline are echoed in the proposals that we in the Labour party have put out to benefit the regions—not just those produced by the shadow Business Secretary, my hon. Friend the Member for Streatham (Mr Umunna), and those in the Armitt infrastructure report, but now those in the Adonis document, which looks at devolution and local decision making. We fully recognise local airports’ role as economic drivers, and their potential to prosper with truly devolved local structures and funding. The history of Manchester airport—it stood out against the depredations of Thatcherism in the mid-1980s to construct a model that involved local councils, and it has been able to build on that with the combined authority arrangements—demonstrates that potential. As regional airports look at the increasingly popular point-to-point flights, the national network is increasingly relevant for them.

[Mike Kane]

Will my hon. Friend give way?

[Mr Marsden]

I’m afraid not, because of lack of time.

There is need for short-term action as well, which includes saying something about expanding the capacity in the south-east. I am sure that the Minister is aware of the letter signed by the 50 business leaders in The Sunday Times this weekend. Given that the ministerial statement says nothing to answer the question of regional airports at all, will he make a definitive statement in the near future? My hon. Friends have talked about air passenger duty, and regional airports feel aggrieved because they feel that long haul has been given benefits, while they have been given none.

In the broadest sense, we must have political consensus on how to move forward on airport capacity. We want to reach that consensus soon in the next Parliament, but it has to be in far more expansive and wide-ranging ways than the Government’s pale version of Michael Heseltine’s vision. The Labour party is determined to ensure that the bright future for regional airports, as highlighted in this debate secured by my hon. Friend the Member for Wythenshawe and Sale East, comes to pass.