HGV Road User Levy Bill (Ways and Means)
Seema Malhotra Excerpts(11 years, 6 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Stephen Hammond
I have said that the normal rules will apply and that the directive allows the UK Government to spend the money in the way that they consider appropriate. The money will go into the consolidated fund. The Department for Transport has enjoyed robust discussions with the Treasury and got an excellent settlement for the infrastructure of this country. I have no doubt that we will continue to have robust discussions in the future and I am sure that we will continue to receive a good settlement for transport.
The hon. Gentleman asked about the number of hauliers paying more per year. The analysis so far shows, as he has pointed out, that 98% of hauliers would pay no more than £50 a year and that 94% would pay nothing at all. My understanding—I am sure that we will explore this and I may be able to inform the hon. Gentleman later of the latest numbers—is that the maximum loss for conventional HGVs that are either articulated or rigid and do not have a trailer would be £79 a year, based on current exchange rates. Unfortunately, however, our analysis of 7,000 rigid vehicles that tow a trailer has found that 40 vehicles would probably suffer a penalty of some £300, but that is only 40 out of 7,000, which is a significantly small part of the overall haulage fleet of the United Kingdom.
The hon. Gentleman also asked about the rebate that might be applicable to UK hauliers using foreign roads. As is the case with vehicle and excise duty, it is not possible to get such a refund, so the charge would be cheaper than any daily charge. UK hauliers are unlikely to benefit from such a refund.
The hon. Gentleman then asked some general questions, some of which I tackled earlier. On the staging of the levy, he will have heard me say that we have brought the date forward so that there will be a simultaneous introduction in April 2014. He will have also heard me set out the conditions for paying VED at the same time as the levy, so they will net each other out.
My Department does not believe that the opt-out from the European directive on traffic law enforcement will have any implications. We have a robust strategy of enforcement. Vehicles must pay before using a road in the UK and we can stop any that do not and immobilise them until a fine is paid. Again, I am sure that we will explore that matter in Committee.
The hon. Gentleman made some closing remarks about the environment. There is no change to the incentives for greener vehicles. We are committed to considering charging based on polluting carbon vehicles in the future, but for the moment the charging that will be put in place is practical and enforceable. I believe that there will be no disincentives for the green lobby.
I listened carefully to my hon. Friend the Member for Brigg and Goole (Andrew Percy). I thank him for his welcome. He echoed the remark from my hon. Friend the Member for High Peak (Andrew Bingham) about the complex way in which we are doing this, because of the EU rules. However, I am sure that he, like me, is delighted that we are doing it anyway and will raise a cheer for that.
The Chair of the Transport Committee raised a number of points. We will tackle cabotage and the safety issues that she raised on Second Reading and in Committee. However, I say to her directly that we will ensure that the Vehicle and Operator Services Agency has all the necessary resources to ensure that its enforcement procedures are workable. We believe that the measures will ensure that the collection procedures are completely workable.
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
Will the Minister clarify whether in his future discussions about safety he will raise improving the safety of cyclists, who are particularly at risk from HGVs?
Stephen Hammond
I thank the hon. Lady for those remarks. Her colleague the hon. Member for Ogmore (Huw Irranca-Davies) raised that issue and I am about to respond to his points, so I will address her remarks at the same time.
I welcome the recognition by my hon. Friend the Member for Spelthorne (Kwasi Kwarteng) that this is a commitment being delivered upon. He is no longer in his place, but I was delighted that he recognised that. He asked the rhetorical question: is it right that foreign users contribute to our roads? Of course it is. That is why this measure is being put in place and I am delighted that we are doing it now.
The hon. Member for Ogmore opened his excellent contribution with his impassioned support for businesses along the M4 corridor. I will try to answer some of his questions. He, too, asked about enforcement, with particular reference to the police’s role in enforcement beyond VOSA. The police, of course, can enforce this legislation and prosecute offenders. It will not be their main objective, and the primary responsibility for enforcing it will lie not with the police but with VOSA, as I have made clear.
The hon. Gentleman asked whether, if foreign hauliers could pay the bill on a daily, weekly, monthly or annual basis, there would be issues to do with the setting of the rate and the ability to do so. I would say two things to him in response. First, we are allowing that flexibility to ensure that we capture everybody who intends to come to the country. Secondly, at the same time the level of the payments will be set annually in the Finance Bill.
The hon. Gentleman made some remarks about how we will offset the compensation for UK hauliers. I hope that my remarks to the hon. Member for Poplar and Limehouse will have clarified that matter for him. Equally, on the question of the charge level, as he knows, the Eurovignette sets a maximum of €11 a day for time-based charges. The maximum that that is likely to increase to owing to inflation is €12. Unlike other EU countries, we are not going to have a lower daily rate, but will look at the daily rate that is permissible.
The hon. Member for Ogmore rightly asked what action I and my officials had taken to reassure ourselves that the levy was not discriminatory. I took quite a lot of action because, as he might well guess, my first concern was that if there had been a significant time delay it would have discriminated against UK hauliers. I am delighted that my officials, working with EU officials, have now been able to secure the agreement that we can introduce the duty for both groups in 2014. I confirm that to ensure that was the case, officials spoke to the Commission before the consultation, and it indicated that it was content with our emerging proposals.
The hon. Gentleman asked about the amounts that we intend to charge. We are clear that they are as set out in the directive and that our plans comply fully with it.
I will now answer a question that I thought the hon. Gentleman might ask, just to help him along—I am in that kind of mood this afternoon. I thought he was going to ask me why the Welsh Government might think it necessary to lay a legislative consent motion. He did not, but let me put it on record that in our view, that is not necessary. The HGV road user levy is a tax, and taxation is a reserved matter. I believe the Welsh Assembly is concerned that there will be some problems because EU law prevents double-charging for the same stretch of road except in certain circumstances. However, we have said that if a devolved Administration wanted to introduce a charge or toll, we would modify the HGV road user levy as necessary so that could be done. I confirm that my officials and Welsh officials have spoken about the matter in the past week. The Scottish and Northern Irish Governments have decided that no legislative consent motion is necessary, but it is of course for the Welsh Government to decide whether they wish to pursue one. I thought I might take the opportunity to put that on record.
I believe that I have covered all the hon. Gentleman’s queries, except about cycle safety campaigning. He will know that I was delighted to be able to be at the National Transport Awards the week before last, along with my fellow Under-Secretary of State for Transport who was perhaps on more verbose form that night than in the House today, and to present an award to Philip Pank, the journalist from The Times. The hon. Gentleman will also know that in my second week in the job, I was delighted to be able to launch the Think Cyclist campaign.
As I have indicated, road safety is a key road policy priority for the Government, and the hon. Gentleman will have noted that we have made significant extra money available to local councils in the past six months for local cycle safety solutions. I am happy to work with the industry throughout the Bill’s progress and thereafter to ensure that road hauliers are aware of the need for cycle safety. I am aware, of course, that many of them already recognise that imperative.
My hon. Friend the Member for North West Leicestershire (Andrew Bridgen), spoke about his passion for road haulage. He raised a couple of matters on which I may be able to give him some clarity this afternoon. Although he recognised that there would be a charge of £200 for roadside infringements and a maximum fine of £5,000 for cases that go to court, he was concerned about how we would be able to enforce that. We will be able to take deposits from road hauliers if they do not have a UK address and, as has been pointed out, we intend to pursue them so that the charges are made payable before they enter the UK road system. The necessary enforcement measures will be in place if anyone attempts to enter for a second time without paying those charges.
My hon. Friend also asked about Northern Ireland. I have already put it on record that we believe that this is a tax matter, and therefore a reserved matter that will apply right across the UK. However, as I said when the Welsh Government raised the issue, the Government have no intention of reducing the ability of the devolved Administrations to introduce tolling or charging if they so wish.
My hon. Friend asked specifically about the Irish Government, who have written to the Department asking for the charge not to apply in Northern Ireland. That is partly because they make a financial contribution to some road improvements in Northern Ireland, which they do because Irish hauliers use those roads and benefit from them. Furthermore, Ireland already has road charges in the form of tolls, and should the new charge apply in Northern Ireland, it would be roughly the same amount as those existing tolls—a round trip between Belfast to Dublin would incur roughly the same amount. We have suggested that if the Irish Government were to propose a set of roads that criss-cross the border, we will look to exempt them from the charge.
The hon. Member for Dundee East (Stewart Hosie) raised a point about the 12-month period, and I will explore that matter further and write to him if he will accept that. My hon. Friend the Member for High Peak spoke about the finest quality limestone and how it gets moved around the country. I hope that his local press statement will say, “If it’s thank you Brussels for nothing, it’s thank you to this Government for something”—I am sure that is how he will phrase it. I have obviously heard his strictures about the new bypass from Mottram to Tintwistle, and the bridge at Chapel Milton. I have no doubt that an invitation to come and visit those places is already winging its way from High Peak to Great Minster House, and I look forward to receiving it.
Oral Answers to Questions
Seema Malhotra Excerpts(11 years, 6 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Norman Baker
As I mentioned a moment ago, a major programme of station improvement is under way, and that is not affected by the franchise reviews. The hon. Gentleman makes a good point about particular stations on the west coast, and I am sure that it will be taken into account. The franchise process will emerge stronger as a result of the reviews now taking place.
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
Hounslow cycling network, whose representatives I am meeting today, has been promoting the ease and safety of cycling. Will the Minister confirm what plans he has to improve the provision of cycling racks at railway stations?
Norman Baker
That is very much part of the work undertaken in the Department through the door-to-door journeys initiative, which I have begun. In addition, I recently allocated £7 million to the cycle-rail working group to improve facilities for cyclists at stations. We look to franchise deliverers to enhance cycle provision as a consequence of franchises that are let.
Civil Aviation Bill
Seema Malhotra Excerpts(12 years ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
John Woodcock
The Minister is right to point out that action has been taken in this regard. The point that we are making today, with which I hope she will agree, is that some airports are still not applying sensitivity as we would wish them to do. That remains an issue, but we now have an opportunity to do something about it.
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
I am grateful to my hon. Friend for raising an issue which I think is understood by Members on both sides of the House. On Sunday a constituent told me that, at a European airport, her husband had been asked to remove his turban in front of others, which caused great distress to him and his children. What does my hon. Friend think could be done to ensure that people are treated with dignity, not just through processes but through staff training and the increasing of awareness?
John Woodcock
Training is an excellent example. We believe that the amendment would empower and encourage the Civil Aviation Authority to take the necessary action in its regulatory role. Too often we find that airports are lacking in this regard, owing mostly to ignorance.
Jim Fitzpatrick
We are very grateful to the Minister for her reassurances, and we certainly welcome the strengthening of the auditing arrangements for the CAA that she has outlined. We will be very keen to get the views of those who lobbied all the members of the Public Bill Committee to ensure that the CAA became even more efficient. From her explanation, it sounds as though it has been recognised that it needs strengthening. With the reassurances that she has given, I beg to ask leave to withdraw the clause.
Clause, by leave, withdrawn.
New Clause 6
Compensation for noise pollution
‘The CAA must ensure that airport operators establish and implement a scheme to compensate persons residing in or occupying business or community premises in an area designated in the licence conditions for the noise pollution arising from activities within the airport area, including the landing and taking off of aircraft.’.—(Seema Malhotra.)
Brought up, and read the First time.
Madam Deputy Speaker (Dawn Primarolo)
With this it will be convenient to discuss the following: amendment 3, in clause 1, page 2, line 17, after ‘Chapter’, insert—
‘(ea) the need to work with NATS, the Secretary of State, the Committee on Climate Change and air transport service providers towards meeting the United Kingdom’s greenhouse gas emission reduction obligations as set out in the UK’s Carbon Budget, including the UK’s share of international aviation emissions’.
Amendment 4, page 2, line 17, after ‘Chapter’, insert—
‘(ea) the effect on the environment and on local communities of activities connected with the provision of airport operation services and air transport services at the airport to which the licence relates,’.
Amendment 5, in clause 2, page 3, line 10, leave out ‘and’ and insert—
‘(ca) the effect on the environment and on local communities of activities connected with the provision of airport operation services and air transport services at the airport to which the licence relates, and’.
Amendment 7, in clause 83, page 51, line 22, at end insert—
‘(d) greenhouse gas emissions resulting from both domestic flights and flights to European Union Member States, with greenhouse gas emissions for an equivalent journey via rail or coach.’.
Government amendment 16.
Amendment 6, in clause 84, page 52, line 11, at end insert—
‘(d) greenhouse gas emissions resulting from the use of international air transport services from a civil airport and domestic air transport services to or from a civil airport.’.
Seema Malhotra
The new clause is intended to ensure that airport operators establish and implement a noise pollution compensation scheme for residents and organisations around an airport.
I welcome the Government’s recognition of the need to address the environmental impact of aviation, which the Minister has expressed on many occasions. In Committee, I moved an amendment with similar intentions to those behind the new clause. I asked the Minister about the possibility of adding to the Bill a provisional compensation scheme for noise arising out of licensed activities affecting persons residing in, or occupying business or community premises in, an area designated in the licence conditions.
The Minister responded that the meaning of “licensed activities” was not entirely clear, and that if I intended to refer to the definition of airport operation services as licensed activities in clause 68, the amendment could not be accepted, as the clause expressly excluded air transport services from that definition. She added that a more substantive reason for her opposition to the amendment was that she believed that
“environmental protection measures should not depend on whether an airport happens to be subject to economic regulation. If there is a case for environmental regulation, this should depend on the airport’s environmental impact, regardless of whether the airport happens to have substantial market power and fall within the scope of the economic regulation framework set out in the Bill.”––[Official Report, Civil Aviation Public Bill Committee, 6 March 2012; c. 216.]
New clause 6 is intended to deal with some of those issues.
We all recognise the need for aviation to support our economy and the vital importance of airports in providing local employment. I may well recognise that more than many others, as my constituency borders Heathrow airport, which supports more than 110,000 local jobs—approximately 22% of total local employment—and provides gross value added of £5.3 billion. It is a vital national economic asset, but for Hounslow’s quarter of a million residents and the residents of neighbouring boroughs, the daily environmental impact of Heathrow includes flights overhead every 60 seconds. The majority of the borough is located within the 55 dB(A) Lden aircraft noise contour.
New clause 6 has the support of my local authority—the London borough of Hounslow—and of neighbouring MPs. In essence, it seeks provision relating to a compensation scheme for noise pollution. The measure would support local residents, business and community premises to be insulated according to a formula based on geographic zone or noise level, which could be decided or kept under review by the Secretary of State as a minimum level of the airport’s responsibility to its local area.
All hon. Members know that noise impacts on health and well-being. That debate continues. For example, the secondary analysis of the London Heathrow sample of children from the RANCH project—the EU project on road traffic and aircraft noise exposure and children’s cognition and health—examined the effects of daytime aircraft noise exposure at home and at school. It concluded that aircraft noise exposure at school had a significant effect on children’s cognitive development, and that schools needed to be an important focus for the protection of children from aircraft noise.
I have drawn on examples from my local area, but aircraft and aviation noise is a national issue that affects neighbourhoods in every airport location. The good practice guide on noise exposure and health from the European Environment Agency states that 27% of people in the 55 dB(A) Lden areas are highly annoyed by aircraft noise, and there are implications for irritation, anxiety and stress. However, one set of stakeholders whose needs are not sufficiently well recognised or reflected in the Bill or the CAA’s environmental consultation documents are local residents who live around airports and are exposed to aircraft and other noise that results from licensed activities such as aircraft taking off and landing and surface transport.
The CAA is the regulator of aviation activity in the UK, but its responsibility for the environmental impact of aviation continues to be the subject of debate, not least today. The new clause seeks to ensure that the CAA has authority to help to control the effects of noise and the quality of insulation and noise mitigation schemes that each of the major UK airports operates in the interests of local residents and the local work force. The idea is particularly relevant in respect of a change in our airport infrastructure that could mean multiple operators at a single airport. That could result in confusion over who has responsibility.
Dr Huppert
The hon. Lady makes an interesting argument. Will she help me by saying how many people and premises would need to be given compensation according to the new clause?
Seema Malhotra
That is an interesting point. I have mentioned that compensation could be determined by geographical zone or noise level. In Hounslow, all households have been assessed, as have households further afield, on where they sit within the noise contours. That minimum standard should be kept under review. If a person has had access to insulation measures in the past, they might not need them again, notwithstanding any new developments. We know that the third runway is off the agenda, but we should not have such conversations only as part of a new planning application on a new development; the matter should be kept under review all the time.
The idea is not without precedent. For American airports, airport-related noise-insulation schemes are not only regulated but administered by the Federal Aviation Administration. The UK, on the other hand, has implemented only a voluntary system of noise insulation for communities affected by aircraft noise. In Heathrow’s case, BAA administers a voluntary scheme that provides noise insulation grants. There is a review of its adequacy and we await the results of the response.
In Committee, I welcomed the CAA’s reporting of environmental impacts, and I do so again here, because it will lead to greater consistency in monitoring and a more robust evidence base to support a dialogue between local authorities and airports. However, residents who live near airports need clarity about who will be responsible for negotiating with local authorities and the formula under which different operators may have different levels of responsibility.
In my initial amendment in March, we argued that, in addition to a passive reporting role, the CAA’s role should include those of adviser and referee—although not necessarily of policeman and woman, as referred to by the Minister—and that the airport operators’ responsibilities to communities should be clearly referred to as part of the licence conditions under which they operate. That would help to provide greater clarity about, and consistency in, the principles of noise mitigation schemes, which may vary, as needs vary, across the country. Clear minimum standards should be set, however, and local authorities be given the tools and support needed to negotiate effectively for the needs of their local communities.
A process should also be in place to help if there is disagreement between airports and communities. I understand that the Minister might disagree with our proposal, but currently there appears to be no clear route for compensating for and minimising noise pollution, other than under section 78 of the Civil Aviation Act 1982, which gives the Transport Secretary powers to regulate noise. That has tended to focus on night flights and to be implemented on a voluntary basis, but it does not give adequate protection to local residents and is not future proof. In the future, the situation might be different, so we need a process and some form of regulation to guarantee the rights of local communities.
Dr Huppert
Those who served in Committee will know that I am passionate about environmental concerns and their effect on the aviation industry.
We should remember that air travel is a wonderful thing: air freight is great, it benefits business and tourism, and allows families to keep in touch. There are wonderful aspects to air travel, but it also has damaging consequences, such as noise, as we have just heard. It affects those who live nearby. Roughly one quarter of those in Europe affected by heavy aircraft noise live under the Heathrow flight path into London. It also has huge effects on the environment. Carbon dioxide and a range of other contaminants are released as a result of aviation. This is a huge, international problem that does not only affect, and cannot only be controlled in, the UK. As the former chief scientific adviser to the previous Government, Professor Sir David King, said, climate change is the greatest threat facing mankind. Aviation is a large and growing component of that, and one that is particularly poorly dealt with around the world.
We need a balance between aviation and reducing the harm it does. The CAA is already doing some work and is better now than it was a couple of years ago at taking account of environmental issues. I very much welcome that. However, I would not like to see what we heard earlier about trying to provide as much as is demanded. I am pleased that new clause 1, tabled by the hon. Member for Blackley and Broughton (Graham Stringer), was not selected. It would lead to unlimited growth and expansion, which would be extremely worrying for us all. I hope to hear from the Opposition Front-Bench spokesman that Labour dissociates itself from such a policy, but if not, we must assume that it supports it. I look forward to hearing the answer.
The policy in new clause 1 would, however, be consistent for a party that pushed for the third runway at Heathrow and the second runway at Stansted, despite the fact that the latter is operating at about only 50% of its capacity—what it really wants is a better railway line. That policy would lead to mass expansion and mass destruction around the world. And it is simply not needed. The Committee on Climate Change has come up with a climate budget for how much we can afford to increase capacity by. It estimates that it can cope with a 60% increase in passenger numbers by 2050. Conveniently enough, as I referred to earlier, the Aviation Environment Federation did some work for WWF UK showing that existing capacity will give us 52% increases by 2050—almost the same the figure, but then we do not know exactly how big the planes will be. A number of airports are already able to use bigger planes—Stansted is already set up to use A380 aeroplanes, which are code F, I think—so there is simply no need for the vast expansion that was pushed for by the Labour Government. Indeed, a number of Labour MPs still seem to be pushing for it. It would be great to have some clarity on exactly what the Opposition’s position is, as their Front Benchers seem to differ from their Back Benchers.
I was quite taken by the comments we have heard about noise pollution generally. I was interested in the numbers, because I am concerned about how such a scheme could work. I have to say that I am not persuaded that I understand how it could operate, although I would be happy to hear what is said later and see whether I can be persuaded. For example, HACAN Clear Skies—from the Heathrow Association for the Control of Aircraft Noise—estimates that about 1 million people are currently affected by noise under the Heathrow flight path, which would clearly impose too big a load when it comes to serious compensation. I would be happy if there were some way of developing further some semblance of that concept, but I am not persuaded. If the hon. Member for Feltham and Heston (Seema Malhotra) puts new clause 6 to a vote, I am afraid I will not support her, although I recognise where the idea comes from and I find it an interesting one.
Seema Malhotra
In response to the hon. Gentleman’s point about how we might determine such a scheme, there are existing processes in place, which operators such as BAA use to measure where the noise is greatest, so that they can then respond with a proportionate scheme. I see no reason why that principle could not be applied to something more comprehensive in future.
Dr Huppert
I hear with interest what the hon. Lady says, although if that is already happening, I am not quite sure what her new clause would achieve. Perhaps a worked example to give some sense of the numbers and costs involved would make the case more persuasive for me. Perhaps there will be time later—at a future date, as the Bill progresses—to understand exactly what is proposed. I would personally be interested to understand that, but at the moment I do not feel I have enough of a handle on it to support the hon. Lady’s proposal.
Seema Malhotra
I thank the Minister for her comments. I appreciate having the opportunity today to air these issues, particularly the concerns of local residents in my constituency of Feltham and Heston, and thank my hon. Friend the Member for Hayes and Harlington (John McDonnell) for his poignant description of the problems children face, particularly the impact of pollution and noise on their quality of life. Having listened to the debate, I welcome the Minister’s recognition of the need for greater clarity on who will be responsible and how we will mitigate local pollution and noise impacts. This is not the end of that debate, but I realise that there will be value in waiting for the Government’s strategy on a national sustainable aviation framework to see how we might be able to move forward through that route. On that basis, I beg to ask leave to withdraw the clause.
Clause, by leave, withdrawn.
Clause 1
CAA’s general duty
Amendment proposed: 3, page 2, line 17, after ‘Chapter’, insert—
‘(ea) the need to work with NATS, the Secretary of State, the Committee on Climate Change and air transport service providers towards meeting the United Kingdom’s greenhouse gas emission reduction obligations as set out in the UK’s Carbon Budget, including the UK’s share of international aviation emissions’.—(Jim Fitzpatrick.)
Question put, That the amendment be made.
Oral Answers to Questions
Seema Malhotra Excerpts(12 years, 2 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Justine Greening
My hon. Friend is right to point out two things. First, we need to look at our transport system as a whole. It is about getting around, and that can involve not only aviation but railways and roads. Secondly, the matter of the hub airport is incredibly important. It is also a medium to long-term issue. We received more than 600 responses to our original scoping document. We are considering those and will take some of them forward in the strategy document we will publish in March.
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
Does the Secretary of State agree that, with Heathrow supporting more than 100,000 jobs in west London, the future of Heathrow and its competitiveness needs to remain at the heart of our national aviation strategy?
Justine Greening
The hon. Lady is right that Heathrow has an incredibly important role to play in aviation, not just for London and its economy but nationally, and of course for the many regional airports with connecting flights that hub into Heathrow and have passengers who then travel onwards. We are absolutely aware of that, and it is one reason we need to take a responsible approach to looking at the future of aviation in our country.
Justine Greening
We looked closely at the wider economic impacts. In fact, looking at high-speed rail’s impact in other countries, such as France, one sees that there has been a broader regional benefit. I am determined to work not only with the cities where high-speed rail will stop but with the broader regions served to ensure that we make the most of the huge opportunity that I think high-speed rail presents.
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
T5. Lorries are involved in 19% of cyclist fatalities. Does the Minister support the call by The Times cycling campaign to require lorries entering city centres to have sensors and mirrors by law to reduce cycling fatalities?
The Parliamentary Under-Secretary of State for Transport (Mike Penning)
This is an important piece of work that needs to be done. We are looking closely at how sensors and mirrors will work, and working with our European partners on mirrors in particular. Sensors are a big issue, and only the other day I met the family of someone who had been killed by a lorry driver turning left at a red light. The conclusion of that discussion was that sensors would not necessarily have helped in that case. In other cases, if the sensor is set off by bollards or traffic lights, and so on, drivers will ignore the beeping and not do what they should, which is to see whether there is a cyclist. However, we are looking closely at this issue, and we will work closely with everybody in this House and in the cycling fraternity to ensure that we make it as safe as possible for cyclists.
Civil Aviation Bill
Seema Malhotra Excerpts(12 years, 3 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Seema Malhotra (Feltham and Heston) (Lab/Co-op)
I should like to begin by thanking right hon. and hon. Members on both sides of the House for their warm welcome since my election in December. Little can prepare people for stepping into the Chamber for the first time, and for the overwhelming sense of history that has unfolded on these green Benches.
I am proud to be able to represent the area where I grew up. Before moving to Bedfont, we lived above my parents’ shop in Osterley—a community shop that sold school uniforms along with imported crafts and jewellery from India. I attended Heston infants and junior school, where my mother was a teacher for nearly 20 years. The school has transformed now, being one of the 4,000 schools built or refurbished by Labour since 1997—investment that is still making a difference to the education of young people across the country.
I am the first member of my family to be active in politics. I remember taking part in my school elections at Heston junior school in 1983, when, as a 10-year-old, I pretended to be Michael Foot and argued for better pensions for the elderly. It would not surprise the House—with children often voting as their parents might—that in 1983, Labour came second in our school elections. However, we remained ambitious for our future.
My predecessor, Alan Keen, is a great loss to this House and to my constituency, where prior to becoming an MP he served as a councillor in Hounslow West. He was one of the first MPs I ever knew. The Guardian described him as “charming, amiable” and “kindly”. His passion and forte was sport, music, arts and leisure. The House will remember him as a long-standing member of the Select Committee on Culture, Media and Sport and chairman of the all-party parliamentary group on football.
He was a scout for his favourite club, Middlesbrough, for almost 20 years, where, working with Jack Charlton, he spotted footballers including Graeme Souness. He remained friends with both throughout his life. An active football player and manager of the House of Commons football team, even at age of 73, he was an inspiration to all, so much so that the House of Commons chefs and catering staff have dedicated an annual football tournament in his name.
Many will be aware of how he bravely fought cancer. Members will remember how he carried on his duties as long as he could. Our thoughts go out to his family and to his wife Ann, whom many of us in this House know and know well, and who nursed Alan through his illness.
Before and during my campaign, I heard many personal stories from people Alan helped—stories that are still being shared in mail I receive every week. It is an honour to continue his work for the people of Feltham and Heston. He was without doubt a committed constituency MP. Alan was loved, and on more than one side of this House.
I want to share a little about Feltham and Heston. My constituency is the gateway from Heathrow to London, and a powerful symbol of our nation’s diversity and of hope for the future. Hounslow has rivers, canals, nature reserves and open spaces including an urban farm near the hamlet of Hatton, by Heathrow, and the award winning Bedfont Lakes country park.
More than 140 languages are spoken in the borough of Hounslow, with a third of the population being from ethnic minorities. With our strong faith communities and inter-faith work, it is truly an example of where the global meets the local. Our multi-faith community has many active churches, temples, mosques and gurdwaras, but they are not just places of worship: the community work that volunteers lead on education, information and advice, and health and well-being, often in partnership with public agencies, is a major service to the whole community.
My constituency is supported by strong local media. The Hounslow Chronicle leads the way as the local newspaper, with ethnic minority media including Des Pardes newspaper, Maya News, Jang News, Janomot, Asian Voice, Eastern Eye—you have probably heard of them all, Mr Speaker—Sangat TV, ARY Digital, Midlands Asian Television, Channel S—
Seema Malhotra
Yes—and the Irish Post, plus radio stations such as Sunrise, Desi radio, Panjab radio and Kismat. All play their vital part in ensuring that we reach our diverse communities.
An overwhelming message from the election was that my constituents are concerned about their jobs, their cost of living and their public services. The youth claimant count last year in my constituency rose 25.2%. The long-term claimant count for the over-50s saw a rise of 48%. Both statistics are more than twice the UK average. Increased investment in Feltham and Heston and support for local businesses will be vital for the parents I met last week who are worried about the future for their children.
Like Alan in his maiden speech, and our predecessors as Feltham and Heston MPs, Russell Kerr and Patrick Ground, I want to talk about the vital contribution of Heathrow to my constituency and to the nation. My constituency borders Heathrow and has a long history of contributing to aviation. London’s first airport was in my constituency, in what is now Hanworth air park. The world’s first air passenger terminal was at Heston aerodrome in Heston West ward—it is where Prime Minister Neville Chamberlain arrived with his famous “Peace in our time” agreement from Hitler in 1938.
Today, Heathrow is the third busiest airport in the world, but it is more than just an airport. It is a hub for manufacturing for Britain and for the whole of Europe. Its success has been its proximity to London, to our motorway and rail networks and to the support that successive Governments have given to its development, acknowledging its continuing, core importance to our economy.
The operation of Heathrow airport supports well over 110,000 local jobs—approximately 22% of total local employment, and adds a gross value added of £5.3 billion. As the world’s entrance to the Olympics, it is set to be even busier this summer, with 13 August predicted to be the busiest day in its 66-year history. My constituents fly the planes, run the air traffic control, drive the trains and buses, feed the passengers, shift the air freight, police the UK border and produce and deliver British manufactured products all over the world, all from Heathrow airport. We have a huge and diverse skills base that has developed to serve the needs of the aviation industry.
Recently, there has been increasing talk of a new airport near the Thames estuary, with the vision as it stands threatening the future of Heathrow. Heathrow needs to continue to be an integral part of our future national transport strategy. A successful, thriving aviation sector is crucial for our economic competitiveness. I support the call to work together on a cross-party basis to agree a long-term strategy for aviation. Confusion about our aviation future will put jobs and growth at risk, with investors being unclear about whether to invest for the long term in Heathrow. Any strategy going forward must make the best use of existing runways and airports.
I look forward to the development of the High Speed 2 line to Heathrow. A direct link would transform accessibility from the midlands and the north, bringing Leeds and Manchester within 75 and 70 minutes respectively of Heathrow.
The Civil Aviation Bill we are debating today is designed to modernise the regulatory framework for civil aviation, which there is a pressing need to do. The Bill is welcome as it brings greater flexibility in how airports are regulated. However, there also needs to be greater clarity about how environmental impacts will be regulated. This is a key concern for my constituents and the wider west London population who are the most impacted by noise and emissions. It is important to ensure that the aviation industry is fully involved as plans for the new Civil Aviation Authority develop, to help provide greater understanding and certainty about how new regulations may be implemented.
My constituency is a place that is brimming with ambition—of families for themselves and the next generation, and of businesses for growth. It is a place where young people, such as the young men I met at Feltham skills centre training to become mechanics and engineers, want the chance to prove what they can do and create a better life for themselves and their families; where the woman I met on Feltham high street wants the help to set up her own business; and where the graduate I met in Cranford wants a chance to do more than just short-term temporary contracts. It is a place where mums and dads such as those I met at Southville community and children’s centre want to know that streets are safe for their children to play on, and that they and their daughters can walk home safely at night. It is a place where older people want to play their part in the community too, as mentors and support for the new generation coming through, but with the confidence that their needs too will be supported.
My constituency is also a place where the community spirit is strong. I am proud to carry on Alan’s Co-operative and union relationships and to join the group of Labour and Co-operative Members of Parliament, especially in the UN international year of the co-operative.
After a 15-year career in professional services, working with industry and Government Departments, it is indeed a privilege and an honour to be elected as the new Member of Parliament for Feltham and Heston, and to follow my predecessor Alan Keen in fighting for fairness and progress for a place that has so long been my home, and that has given me so much.