Richard Holden MP: speeches

Speeches

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  If the Minister would like to speak, he can stand at the Dispatch Box. No, he does not want to do that—fine. We will have him here tomorrow, then, as we were told today that our urgent question would not be accepted because the Minister would be making a statement. We will have to see whether that actually happens. Having said all that, I welcome the engagement from the Secretary of State and Ministers in the other House on this Bill, and the engagement that has taken place on this matter. I would like to see that engagement continue, and I hope that it can. The Conservatives agree with the stated aims of the Bill—namely, to promote economic growth and infrastructure development, to strengthen consumer rights and protections, and to enhance aviation security. For that reason, we will not divide on Second Reading. I also agree with the Secretary of State’s observation in her letter to colleagues on 1 September, in which she said that the contributions of the Lords have helped strengthen the legislation before the House today. At its core, this is broadly an administrative Bill. We on the Conservative Benches recognise that certain measures must be taken following our exit from the European Union to ensure that regulatory gaps are filled and continuity is maintained in a way that ultimately keeps Britain’s aviation industry working safely, as the Secretary of State highlighted. The Bill pays much attention to consumer rights and associated protections, and the Conservatives welcome parts of that agenda. Indeed, I appreciate the Department showing some flexibility on these issues, particularly with regard to safeguarding disabled passengers. However, given the violent agreement between the Secretary of State and me on these matters—I confess that it is not always this way across the Dispatch Box—I am slightly puzzled by one item. Why on earth did her party whip Members in the other place to vote against a review of airport drop-off charges? Why are passengers paying such exorbitant drop-off charges? It would appear that the Government do not want us to know that. Why is it, as The T imes has reported, that charges at Gatwick have now reached £10 for 10 minutes, while Luton’s, under Labour-run Luton council, have increased from £2 to £7?

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  I thank my hon. Friend for that. Obviously, the air space does not exist within the Bill alone. The tax changes will have huge implications, whether at Blackpool airport or at Humberside airport, which I visited recently. They face life-and-death pressures that will decide whether they continue to be going concerns. This is not just about airports and the jobs that they create directly, but the connectivity that they provide for entire regions. He makes an incredibly important point. As has been the case with too much legislation of late, the Bill leaves plenty of questions up in the air. Where are the measures to secure the future of the workforce—our mechanics, engineers and next generation of skilled workers? Where are the measures to ease the burdens surrounding apprenticeships, an issue raised with me directly by the apprentices I met at Heathrow recently? Why is there no indication of how to champion our excellent aviation colleges at airports, such as the one at Stansted that I had the pleasure of visiting recently? Where is the plan to tackle pilot shortages? Has the Secretary of State not received representations calling for the Government to assist with pilot recruitment, or is she turning a deaf ear to them? Where is the vision for Britain being a world leader in single-aisle aircraft manufacturing, something for which the industry, as she knows, is clamouring to the rafters? I know that the Secretary of State is incredibly busy selling out taxpayers in her latest meetings with union barons who have her over a barrel; she was apparently too busy to join me and many of the shadow ministerial team at the Farnborough air show. My understanding is that not a single Minister from the Department for Transport went to Farnborough this year. Perhaps she could correct me if I am wrong. It is Europe’s largest airshow, a symbol to the world of Britain’s openness and our leading edge in aviation, so it does seem quite bizarre that, while they were all sat there waiting for the reshuffle, none of them popped down. Maybe that shows the Government’s general view of aviation—they are just not interested. [ Interruption. ] It seems shocking that the ministerial team did not get there. [ Interruption. ] If they do not want to do the job, then rather than shouting at me from a sedentary position, we could just swap sides of the House. Too often, it seems, the Department is in the business of delaying Bills. It leaves drafting to the last moment, and then tables reams of amendments to its own legislation, before expressing surprise that the Opposition might wish to scrutinise what has happened. We will not oppose sensible measures simply for the sake of it. Of course, we welcome stronger passenger protections where they are needed, and of course we want the highest possible standards of safety and security, but we also want a Bill that backs Britain’s aviation sector—a Bill that is backed by a ministerial team who also back Britain’s aviation sector. We want a Bill that gives the sector the space and the economic environment in which to succeed, and that creates the conditions in which competition, innovation and enterprise can thrive. I look forward to the opportunity to table amendments in Committee. Hopefully, we can work together to improve the Bill, as Opposition Members in the other place did, to ensure that British aviation remains safe, is more competitive and remains world leading.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  The hon. Lady makes a very clear case for why such a review of airport parking charges is necessary. One has not happened for a decade. It was great to get the support of the Liberal Democrats in the other place in backing Lord Moylan and the Conservative proposals in that space. Now that the provision is in the Bill, I hope the Government will not seek to remove it. There are obviously concerns about the impact that surface access targets have had on some airport parking charges, especially when, as the hon. Member has made clear, genuine alternatives often do not exist properly or are incredibly expensive. I genuinely find it difficult to believe that the Secretary of State does not herself believe that there is a simple link between Gatwick having a minimum target of more than half of passengers getting to and from the airport by public transport and the soaring drop-off charges. I hope that this perfectly reasonable provision for a review that puts passengers first will not be removed from this Bill. It would be great to hear from the Minister winding up whether the Government intend to stick with that important review, which was inserted against the Labour party’s wishes in the House of Lords. Another point worth mentioning is that the Bill, for all the powers it rearranges and the regulations it enables, offers remarkably little vision for where British aviation should be heading. The Government have talked a lot about growth, yet have refused to set tangible targets to deliver it—whether in this aviation Bill, or indeed for passenger growth in the Railways Bill. The Opposition understand that economic growth and the competition that fuels it are essential not merely to the success of individual airports and airlines, but to maintaining Britain’s global reputation as one of the world’s outstanding aviation nations. Yet too often this Government appear to regard the aviation industry less as an engine of growth and more as an ATM. Indeed, Labour Members seem to be beset with Tigger-like pleasure at finding new costs to impose on businesses, while growing the welfare bill rather more successfully than they are growing the economy. Ministers must understand that every additional burden and every tax—air passenger duty or business rates—is having huge impacts on aviation. I was with Manchester Airport Group recently, which is now facing an effective tax rate of 77%, when corporation tax and business rates are combined, after facing a more than 100% increase in its business rates. Manchester is not alone; airports up and down the country are facing huge increases in tax. It will be really important for Ministers to address that as part of the broader concerns about growth. Every charge deters investment and makes new jobs, new routes and greater passenger choice that little bit harder to deliver. That principle must also apply to the new powers given to the CAA. Can the Minister assure the House that significant new regulatory, safety and airspace decisions will be evidence-based, proportionate and subject to the proper assessment of their costs and benefits?

• 16 Jul 2026 · Transport Decarbonisation · Hansard source

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  British vehicle manufacturers are expressing the view, with increasing urgency, that the ZEV mandate has simply become an ideological shibboleth of the Secretary of State for Energy Security and Net Zero. Will the Secretary of State finally listen to the industry, work across Government to sideline the Energy Secretary, listen to the millions of motorists who simply want the freedom to choose the right van or car for them, adopt the Conservatives’ “plan for drivers” policy, outlined last year by the Leader of the Opposition and me, and scrap the disastrous ZEV mandate before it kills off the British car sector and more than 100,000 good jobs across the UK?

• 16 Jul 2026 · Transport Decarbonisation · Hansard source

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  Opposition Members genuinely wish the whole Transport team well ahead of the weekend and next week—although if they are moved up, along or down, at least they will not have to answer the many written parliamentary questions that we have put to them over the last few months. One of the Government’s flagship policies remains, despite consistent urging from both manufacturers and the Opposition. We have asked the Government to change tack, but the ZEV mandate remains. Despite ploughing in billions of pounds of taxpayers’ cash, last year’s target was met only because manufacturers could rely on compliance credits bought from Tesla and BYD, instead of on consumer demand. Does the Secretary of State seriously believe that year-on-year percentage increases to 80% of zero emission vehicles by 2030 or 100% by 2035 are achievable, or that buying compliance credits from China is a sustainable model for the British car industry?