Mr Alistair Carmichael
MP for Orkney and Shetland · Liberal Democrat · United Kingdom
“I do not know whether this is something I still need to declare, Mr Speaker, but I visited the Falkland Islands in 2003 as a guest of the Falkland Islands Government. They have never invited me back.”
“I remind the House of my entry in the Register of Members’ Financial Interests and also that my wife is a practising veterinary surgeon. What is happening was predictable because it was predicted. The Government were warned by the National Audit Office in June last year that they were unprepared for outbreaks of this sort.”
“The Minister is surely aware that there is no route to net zero that does not go through oil and gas hydrocarbons, and that not exploiting resources on the UK continental shelf leaves us reliant on imports, which also has carbon consequences that must be taken into account.”
“The transition to clean energy could be an opportunity to build a different model that would, to use the First Secretary of State’s own words, end “overly centralised decision making and over-privatisation”.”
“I welcome what the Prime Minister just said about strengthening farming. If he is serious about this, one of the first things he can do is ensure that our farmers do not have to compete with imported food that is produced to lower standards than we expect.”
“Q4. Like others, I have always respected the Prime Minister as somebody who was in politics because he wanted to give service to his country, and he has earned our gratitude for that. In my constituency, those who volunteer as coastguard rescue officers also do so from a wish to give service to their community.”
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“That, it has to be emphasised, was done before the airport fire service had returned, and that is a clear breach of the airport’s licensing conditions. I have no doubt that these issues have a sliding scale, and this incident may be towards the bottom end of it, but this event is prima facie a breach of the airport’s licensing conditions. Had there been an incident, there was no system or procedure in place to safeguard the 32 passengers and crew of that aircraft, however unlikely such a thing might have been. Once the fire crew returned, they obviously were made aware. The flight crew realised that by that time it was too dark to depart as, with no air traffic controllers in place, there was no runway lighting.”
“In fact, what had transpired was that discussions between the airline and off-duty HIAL managers had resulted in the view being taken that they did not need air traffic control for the plane to depart. They made the necessary arrangements to depart the airport without air traffic control. The point of significance is that the airport fire service had departed at the same time as the air traffic controllers; it was only at the point where it had been decided that the plane should depart that the fire service was called back to work. A message was passed to the air crew saying that they would be able to depart, so they boarded the passengers and the Saab 2000 started its engines and taxied from the apron on to the runway, and it was then lined up for departure.”
“The air traffic controllers, however, closed the airport on time at 2000 hours. At that point the Saab 2000 was still on the apron for the night, as far as they were concerned, and they went home. As the matter was described to me, there was nothing out of the ordinary or exceptional in any way for the operation of air traffic control at Kirkwall airport. The Minister probably has something in his briefing about different systems that may operate at other airports. However, as to the work of air traffic controllers at Kirkwall, as things were described to me, what happened was nothing out of the ordinary as far as they were concerned. It was only when they reported for duty the next morning that they saw the Saab 2000 was no longer on the airport apron and had departed.”
“The airport is due to close at 2000 hours and the rule is that the air traffic controllers have to be there for 15 minutes after the departure, so it was clear to the air traffic controller that they would not be able to meet the requirement; they would be outside their hours. As a consequence, they refused permission for the plane to start. That is completely in accordance with the regulations under which air traffic controllers work. If they choose to work outside the parameters of the regulations, that is absolutely up to them, but they cannot be compelled to do so, and I suggest that they should not be compelled to do so, whether the reason is industrial action, their concern for aviation safety, tiredness or anything else. Inevitably, there was some pushback from the flight crew and the airport management.”
“I want to turn briefly to my concerns about an incident that happened at Kirkwall airport on 5 April last year. The essential context and background is that at the time an industrial dispute was going on between members of Prospect who were air traffic controllers working for Highlands and Islands airport and the HIAL company itself. The dispute was fairly rancorous and generated a deal of ill feeling on both sides. The 5 April incident that led to a whistleblower making a report to the Civil Aviation Authority happened when a Saab 2000 operated by Loganair requested start-up at 1943 hours.”
“It suggests to me that there is a certain attitude within Highlands and Islands Airports Ltd that the proposal is going to go ahead come hell or high water, and that it has made the decisions now before even getting the proper regulatory approval. I want to know from the Minister that there will not be any question, at any later stage, that somehow or another there is a commercial imperative: “We have spent all this money, we have installed these cameras, we have done all these things so you’ve got to authorise it or we will have wasted that money”—which incidentally, because it is a Government-owned company, is effectively public money. I want to know that those considerations will not be allowed to be part of the CAA’s examination.”
“I realise that those matters are not within the competence of the Minister answering today, but they are very much within the purview of the Civil Aviation Authority, for which he does have responsibility. I hope that he will impress on the Civil Aviation Authority that he expects the most thorough and rigorous examination of the proposals, when they come. I say “when they come” because I understand from the Civil Aviation Authority briefing that I was given yesterday that the case has not yet been put to it. We have four years, and we are not yet at the point where there is a formal proposal, and my concerns and those of local air traffic controllers and my constituents have not yet been submitted. That is remarkable in itself.”
“The House has heard me bore on long enough and often enough about the poor quality of broadband provision in my constituency but, again, the service provided for London City has three levels of resilience to it. They are the one that operates, the one that will operate if the first one goes down, and the third one, which is used to close down in the event of the other two not being available. That is the very obvious standard that we would expect of something as inherently challenging and dangerous as air traffic control. From Sumburgh to Kirkwall there is only one, and if that link goes down we are surely left without any sort of air traffic control. As a consequence, the safety of flights in and out of the islands will be compromised.”
“The expense of producing something that is good to 35 knots at London City will be even greater when trying to produce something resilient in the highlands and islands—because it comes back: what will the consequence be of the idea that an air ambulance plane cannot be got into Sumburgh or Kirkwall because a camera mast has blown over in a gale that is entirely unexceptional in that part of the world and that should be foreseeable when plans are made for the safe provision of aviation services? The other principal concern that I want the Civil Aviation Authority to explore is the resilience of the digital connection between the airports themselves and the remote tower in Inverness.”
“I am due to fly from Orkney and Shetland on Sunday afternoon, and wind speeds in the region of 40 mph are already being forecast there—and that is still just a yellow warning. Not that long ago, I was getting on a plane at Sumburgh airport when one of my friends walked out of the runway shelter and was—as an adult woman—very nearly literally blown over. That was on one of the days when we could fly. Those weather conditions, although severe, are no by no means exceptional across the highlands and islands.”
“Doubtless there could be some technical solution to those things. It will come at a cost. I hope that the Civil Aviation Authority will turn its mind to those questions and interrogate those determined to go ahead with the project before it gives it the go-ahead. On the siting of camera masts, the idea of a remote tower is not novel in the United Kingdom; those of us who fly out of London City airport have air traffic services provided by NATS at Swanwick. The cameras at London City airport are rated for winds up to 35 knots—or a summer breeze, as we might call it in parts of the highlands and islands. I am being flippant, but I assure the House that 35 knots is by no means unusual. In fact, I checked the forecast on the BBC website before I came here today.”
“The question is whether we will ever have cameras that provide coverage as good as, and consequently as safe as, that provided by the human eyes in air traffic control towers. Air traffic controllers, not just in Kirkwall and Sumburgh but elsewhere across the highlands and islands, tell me that we will not. There is also a particular concern about how things will work in Shetland, at Sumburgh airport. There are only two airports in the whole of Europe where a public road runs across an airport runway, and it is my good fortune that one of them is in Shetland. Obviously it is critical to have sight of that road. However, if the mast is sited where the road runs across the runway to enable that, there will inevitably be problems with coverage of the southern part of the airport.”
“In relation to the operation of Sumburgh in Shetland, a recently retired weather broadcaster described it to my colleague in Shetland, Beatrice Wishart, as “unsafe in marginal conditions”. We work at the margins a lot over the winter months in the highlands and islands. The siting of the cameras will be crucial. During a visit to the control tower in Kirkwall some time ago, the air traffic controllers pointed out to me that they did not just have sight of the runway and the airfield from the control tower; they had a 360° view. They could see all the fields around, so could be aware of any potential hazards that there might be on the road or in the fields. It is not like the control tower at Heathrow or Gatwick. The airport sits right beside the public road, surrounded on most sides by fields and in small measure by the sea.”
“I say that because I am going to come to a few concerns about how it handled whistleblowing complaints in a minute. However, as far as this project and all the dealings I have had with it during my time in Parliament are concerned, I have no complaint to make. The particular concerns that I have in relation to HIAL project and which I want the Civil Aviation Authority to submit to the most minute scrutiny are, first of all, the practicalities of how the scheme will work. It will rely on the installation and operation of remote cameras transmitting pictures of the airfield back to the remote tower in Inverness. It will also use the cameras, as I understand it, for weather observation and forecasting.”
“It is clear that if there is to be any meaningful and substantial scrutiny of the proposal, which, as I say, is right at the heart of the provision of the most important lifeline services that we have, it will have to come from the regulator. It will not come from the company, the board or Scottish Ministers. It will be the Civil Aviation Authority that ultimately has to sign the proposal off as a safe and viable system. I have dealt with the Civil Aviation Authority on numerous occasions during my time representing the northern isles in this place, and I have always been impressed by the professionalism and high standards that it maintains. The rigour with which it has approached concerns that I have taken to it in the past and the candour it has displayed in dealing with me has been exemplary as a public body.”
“My concerns are shared by parliamentarians throughout the highlands and islands, as well as Orkney Islands Council, Shetland Islands Council and Western Isles Council. It is not a political issue because those councils are all almost exclusively run by independent councillors, who have as their primary concern the quality of services in island communities, and they have all rejected the proposal put forward by HIAL. The chair of the board and the other non-execs do not seem to be putting a brake on the plan. Right at the start, the chair was brought down here with the managing director to brief Members of Parliament. It seems she has been put up by the company as a cheerleader for the project. That is not my understanding of the role of non-executive directors, so I have some concerns about the way in which HIAL works as a company.”
“There is absolutely no indication coming from Transport Ministers or the so-called Islands Minister that they are doing anything to hold the company to account for the execution of its duties, bearing in mind its original purpose as a company was to serve the interests of the highlands and islands. Parenthetically, I would say that is perhaps less than surprising given that not a single member of the board of Highlands and Islands Airports Ltd is actually resident in one of our island communities. As a result of the lack of direct input from our islands community, the company has allowed itself to become, to use its own words, remote and out of touch with the sentiment in our island communities.”
“He made the very good point that if centralisation can be done, it can be done in the isles; it does not need to be done in Inverness. I think the reason centralisation is not done in the isles, apart from the fact that Highlands and Islands Airports loves to centralise everything in Inverness, is that there is not the communications resilience with the island communities. If they cannot operate the whole system in the islands, they should not seek to operate part of the system in the islands. He also said that the Scottish Government and Scottish Parliament must not give HIAL a free hand, and I absolutely agree. Unfortunately, however, particularly as far as Scottish Ministers are concerned, that is exactly what is happening.”
“If you take one partner out of a community you do not expect the other partner to commute every week from Shetland to Inverness or wherever, so it is hardly surprising that the figure Prospect found was so high. Essentially, it appears that HIAL has come to a solution without a problem. It was described to me and my colleague Beatrice Wishart in the Scottish Parliament by a respected industry figure, who said that the whole concept of remote towers is “not yet mature”. On the proposal, two years ago HIAL’s own consultants said that, “one of the most expensive and certainly the most difficult and risky” options to pursue was remote towers. Ahead of today’s debate, I got in touch with the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil), who is similarly affected and has similar issues to those that I bring to the House today.”
“It has proven to be profitable and stable in the past, and there is no reason why it could not continue to be so in future. The Prospect union surveyed its members and found that 82% would be more likely to leave the company if the changes were implemented. It seems perverse to go ahead with something designed to improve recruitment and retention if the move that is anticipated leads to 82% of staff feeling it more likely that they will want to leave. Let us consider the reasons for that. The people who are recruited and trained locally in Kirkwall, Sumburgh, Stornoway and elsewhere in the highlands and islands have their wider family networks in the communities. Many were born and brought up there, or have chosen to move and make their life there. They will no doubt have partners who have careers in the local area.”
“Various justifications have been put up, principal among which is that it is difficult to recruit and retain air traffic control staff. Everyone accepts that there is a nationwide shortage of air traffic control staff, but it has not been particularly acute in the highlands and islands—at least not within most stations concerned. Some areas of the highlands and islands, as a consequence of what was described to me as poor management, have had recruitment and retention difficulties, but I do not think that a company that has problems with poor management should redesign the whole system—at least not until it has tried good management instead. A practice that continues to be beneficial when it is followed is the practice of local recruitment and training staff to work in the highlands and islands.”
“At that point it was not specified where that would be, although I think we all knew that it would be in Inverness. It was one of the least surprising pieces of news for some time when that was eventually confirmed. Since then, feasibility studies have been carried out, and last month HIAL announced that a system covering seven of its airports from this single, centralised, remote control tower would go live in 2024. The proposal will affect no fewer than 86 jobs across the highlands and islands. To mainland communities, that may not sound like a tremendous number, but these are well paid, highly skilled professional jobs in some of the country’s most economically fragile communities. For the communities and individuals concerned, the blow will be quite dramatic.”
“HIAL announced a consultation and a feasibility study into the idea of a single centralised point of control in 2018. Parenthetically, the company does not have a great record on consultation. It is not germane to the debate, but it still rankles that HIAL introduced car parking charges at both Kirkwall and Sumburgh airports without any consultation. It said it knew it would get an unfavourable answer but was going to do it anyway. I think we all understand that sentiment, but as a means of engaging with communities such as Orkney and Shetland, it is indicative of a certain attitude, which permeates a lot of the company’s dealings. HIAL announced in 2018 that it was conducting feasibility studies and consulting on the principle of moving to a single point of control.”
“It is wholly owned by Scottish Ministers and operates 11 airports: 10 of them are in the highlands and islands, at Sumburgh, Kirkwall, Wick, Stornoway, Benbecula, Barra, Tiree, Islay, Campbeltown and Inverness, and there is also Dundee Airport, which was acquired more recently. The company was born out of the break-up of the Civil Aviation Authority in the 1980s, which led to the setting up of what then became the British Airports Authority, which owned most airports as a private company. I think it was fairly easily understood that the market would not provide airports within the highlands and islands, so it was necessary to find a mechanism by which that provision could be maintained effectively within the public sector. As a result, HIAL was set up.”
“I wish to raise two matters, both of which stem from the operation of air services within the highlands and islands, and in my constituency in particular. First is the proposal by Highlands and Islands Airports Ltd to centralise air traffic control—to remove air traffic controllers from seven of its 11 airports in the highlands and islands and to operate it all from one remote base, which we now know to be in Inverness. That is my most substantial area of concern, but I have further concerns, which are shared by many of my constituents who work as air traffic controllers, about the handling of a whistleblower complaint relating to an incident on 5 April last year involving an air traffic controller employed at Kirkwall Airport. It might assist the Minister and others if I explain the role and genesis of HIAL.”
“Opportunities for young people to develop their talents in sport, music or other leisure activities rely on their being able to get that degree of competition that they may not have in their own community, which again requires travel off-island. Good transport links can affect something as simple as attending a family funeral, which can come up at short notice and to which a substantial cost is attached. An employer might give someone a day off to go to a funeral, but not three days. Most importantly of all, transport links are critical to the provision of emergency services. For us, the operation of the air ambulance service is every bit as important as the surface ambulance service is to any other community.”
“Before coming to the matters that I want to bring to the House’s attention, it is worth putting on the record why to me, an islander representing island communities, aviation safety and the provision of safe, reliable lifeline services are so important. Good transport links, and especially good air transport links, affect just about every aspect of island life in a way that is unimaginable for mainland communities. For a businessperson in Orkney or Shetland who is required to spend time on the mainland—to see customers or regulators, perhaps—the time away from their business is critical. Those from Shetland will not necessarily want to spend 12 hours on an overnight boat to get home at the end of the day.”
“I beg to move, That this House has considered the Civil Aviation Authority and aviation safety. It is, as ever, a pleasure to serve under your chairmanship, Mr Bone. I thank the Chairman of Ways and Means, to whom I am grateful for having been allowed this time, and the industry bodies, air traffic controllers throughout the highlands and islands and others who briefed me ahead of the debate. I place on the record particular appreciation of the Civil Aviation Authority, which took a great deal of time and trouble to talk me through some of the basics. The interest from outside the Chamber is not necessarily reflected in attendance inside it, but we have plenty of time, so I hope we can do the subject justice.”
“Of course, we have done so; we have all been briefed together about this matter. I can tell the hon. Gentleman that the concerns that I have expressed today are exactly those held by the Member for Na h-Eileanan an Iar (Angus Brendan MacNeil). I do not anticipate much disruption to services in the constituency of the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry), because there is only one airport in his constituency: the one in Inverness, which will have control. Does the hon. Member for Dunfermline and West Fife (Douglas Chapman) agree that, rather than leaving it to the CAA, it would be preferable if there were more rigour from the board of Highlands and Islands Airports Ltd and the Scottish Transport Minister?”
“The Minister says that the flight crew were told that it would not be possible to extend due to the industrial action, but I do not understand that to have been the case. It may or may not have been—I do not know—but my understanding is that this was the end of the day and no link was made.”
“We come to the nub of the matter. I make no complaint about the CAA and the way it has conducted this process, inasmuch as it has done so entirely in accordance with its own rules, and the basis for those rules is sensible and rational. It has conformed to international regulation and good practice. However, what has been done remains unsatisfactory. Information was put into the public domain right at the start, which caused some distress to the air traffic controllers in Kirkwall, and that remains uncorrected. That has two consequences. First, there is lingering concern about safety, the culture within HIAL, and the operation of the relationship between it and the air traffic controllers. Secondly, in the circumstances, there is a public interest point about the likelihood of future whistleblowers coming forward.”
“That is a good parallel, because the proposal was for all the coastguard services to be provided from two stations, one in Hampshire and the other in Aberdeen. It is the same point that the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil) made to me. I asked the coastguard, “Why Aberdeen and Hampshire?” and they said, “Well, that’s one at the top of the country and one at the bottom”—ignoring the fact that Shetland is hundreds of miles further north than Aberdeen. I said, “Why not put the north one in Shetland, which is properly the top of the country?” They said, “Oh no, we couldn’t do that. The connectivity’s not good enough.””
“I strongly remain of the view that sunlight is often the best disinfectant. At some point, some of the information will have to find its way into the public domain. It has been a few years since we had a UK Transport Minister visit Orkney and Shetland. To my knowledge, the last one was Patrick McLoughlin when he was the Secretary of State. That, of course, was in the halcyon days of the coalition Government. The Minister is very welcome to return. I recommend that he comes in the foggy season—the summer, as we call it—rather than the windy season in which we currently find ourselves. Question put and agreed to. Resolved, That this House has considered the Civil Aviation Authority and aviation safety.”
“Normally we have two or three minutes to sum up. I assure the House that I will not take the full 21 minutes available to me. I thank the Minister for his response. It indicated that he had listened, understood and engaged, and my constituents will be enormously grateful. We will take comfort from what he said and we will continue to pursue this issue, because it is not going away. I note what he said about the determination of the Civil Aviation Authority to ensure that this application is treated and examined in the context of its facts and circumstances, and that the approach will not just be taken that it can work because it works at London City. That message will be well received in the highlands and islands. I note what the Minister said about the circumstances surrounding the investigation into the incident on 5 April 2019.”
“The hon. Gentleman may wish to remind his colleagues in the Treasury of a helpful precedent that they may wish to follow. The coalition Government cut the duty rate on spirits by 2p. At the time, that was expected to reduce revenue; in fact, revenue increased fairly significantly as a result.”
“The Chancellor of the Duchy of Lancaster told us yesterday that we do not need a deal with the European Union. If he is right, what will that mean for the future of Northern Ireland in the Union?”
“If the concept of a global Britain is to have any meaning and value, surely it must have respect for human rights and an international rules-based order at its heart. With that in mind, will the Foreign Secretary reconsider the unqualified support he gave to President Trump last week in respect of the so-called peace plan for Palestine? Will the right hon. Gentleman repudiate the proposed annexation of the west bank and at long last support the recognition of a Palestinian state?”
“I commend the right hon. Gentleman for bringing this issue to the Floor of the House. He is making a compelling argument for the virtues of free trade, something that we have not had to do for some decades now, although I fear we may be returning to it again in the future. Does he agree that there is a fundamental disconnect here? If the sector that is in breach of WTO rules is not the one that suffers the penalty, there will never be any incentive for the behaviour to be improved.”
“The right hon. Gentleman refers to Highland Park and Scapa, both of which are products that are owned by larger groups, and so will probably be better able to sustain the damage brought by the tariffs. Surely, however, we must view the industry as one unit. The small, start-up distilleries, from Arran back in the 1990s to Kilchoman and Ardnahoe on Islay now, are the businesses that will suffer the most serious impact; they play an important role for the success of the conglomerates.”
“The Foreign Secretary will have seen reports of the demonstrations across Iran this weekend, illustrating the profound and widespread unhappiness among the people of Iran about the recent actions of their Government. That may in itself be the start of an opportunity to see a shift in Iran’s foreign policy, but if we are to maximise that opportunity, we need to engage those interlocutors in the Gulf and the wider middle east with whom we have good relations in order to see that shift executed in Iran.”
“Does the Foreign Secretary agree that nowhere in the world at the moment are these values under greater attack than in Hong Kong, and will he join me in condemning the refusal of the Hong Kong authorities to allow the director of Human Rights Watch entry at the weekend?”
“For several months we have seen running protests, with an escalating level of violence in all of them. Just last week the all-party parliamentary group on Hong Kong heard remarkable testimony from Dr Darren Mann of the Hong Kong Polytechnic University, who described his experience of arrest as a result of offering medical aid to those who had been injured while protesting against the Government. When your Government are prepared to arrest medics off the street, you realise that things have taken a serious turn for the worse.”
“When we have identified those objectives, the next question we should ask ourselves in this essay is “How do we achieve them?” I do not think that we can achieve them through some sort of neo-imperial lecture tour. I think it would be much more sensible for us to work with our many allies and friends in the region—to work with our friends in Qatar, Oman, Kuwait, and elsewhere in the middle east. They, I suggest, would be heard much more sympathetically as interlocutors when it came to advancing those objectives. I was grateful to the Foreign Secretary for his response to my intervention about the situation in Hong Kong. Those who were in the last Parliament will have heard me speak about the subject many times, and I make absolutely no apology for that.”
“The objectives that I would identify for the United Kingdom, however, are a renewed approach to nuclear non-proliferation and progress on human rights in Iran, particularly in relation to religious freedom. I have worked for many years with the small Baha’í community in my constituency, and for many years I have been a member of the all-party parliamentary group on the Baha’í faith. The persecution of the Baha’ís and the use of capital punishment in Iran are a stain on that country’s reputation; and, of course, this is a moment when we should be renewing our effort to see the return of Nazanin Zaghari-Ratcliffe and other dual nationals.”
“It is not the first time that we find ourselves in that position. I am a lot more optimistic than I was this time last week. What has happened has brought us to the brink. We looked into the abyss, we saw what the consequences of that sort of conflagration would be and now, when even the Saudi Arabians are saying that we have to de-escalate tensions, there is a willingness to find a way back from the brink. I would suggest that, from that situation of confusion and some folly, some opportunities may be found. It is important that we as a country should clarify what our objectives are now in relation to Iran and, I would add, Iraq. I think it would be good if we could identify as an ultimate, aspirational goal the demilitarisation of foreign powers in Iraq. That, if we were to achieve it, would represent significant progress.”
“The lack of an early response from the Prime Minister was, I would suggest, a mistake. It was not a catastrophic error, but it is one from which we must learn, and it brings into question the ever-changing nature of our special relationship with the United States. I say that it is ever changing because it is clear that different Presidents of the United States bring different aspects to that relationship. It is important to remember that our special relationship is with the United States and her people, not with any Administration that happens to be in the White House at any given time. We need to be alive to the possibility that this is perhaps one of those moments in that relationship when we have to be more prepared than previously to plough our own furrow in foreign affairs.”
“The recent assassination of Soleimani in Iraq has definitely raised the temperature in what is an already febrile region. I do not mourn Soleimani at all. The man was a butcher, make no mistake about that. Others have said that he doubtless had the blood of British service personnel on his hands, and I think that is almost certainly the case. The difficulty is that once we start to use that as the rationale for actions of that sort, where do we go next and where do we stop? The same accusation could ultimately have been made against parliamentarians in different conflicts in different parts of the world down the years, most recently, possibly, even against some of those who have sat in the Northern Ireland Assembly. I therefore urge some caution in using that as a justification for the assassination of Soleimani.”
“Friend’s mentor, and it strikes me that perhaps my duties might extend beyond Westminster and may require me to spend some time mentoring her in her constituency. The hon. Member for Tonbridge and Malling (Tom Tugendhat) made the important point that in many or, indeed, most parts of the world, the United Kingdom is still seen as a force for good on the world stage, as a permanent member of the United Nations Security Council and also because we have a long and distinguished history of standing up for the values of democracy and human rights. We do not always meet the standards that we might reasonably set ourselves, but, taken as a whole, we are seen in a positive light, and I think that is going to matter more now than ever.”
“It is an enormous pleasure to follow the hon. Member for Meon Valley (Mrs Drummond), who has made her non-maiden speech, and to welcome her back to the House. When she was here representing the interests of constituents in Portsmouth South, she had a reputation for bringing an intelligent and thoughtful analysis to the debate. It is clear that her time away from the House has, if anything, served to improve that ability, so she is very welcome back. I am also particularly pleased to follow my hon. Friend the Member for St Albans (Daisy Cooper), who made an alarmingly accomplished maiden speech. I suspect that following her in the speaking order is something that I will just have to get used to. I confess that I did not know that St Albans was as well provided with licensed premises as we now know it is. I am my hon.”
“That must be proof, if proof were needed, that what is going on there is something of which China is ashamed, and something on which the House should be prepared to shine the light of scrutiny, because scrutiny and accountability are what will bring the change that is needed there.”