Seaborne Freight

Debate between Lord Grayling and Mary Creagh

Monday 11th February 2019 Commons Chamber

[Chris Grayling]

Absolutely. We set out a plan, and I was clear that we did not expose the taxpayer to risk. The events of last week happened, so we changed our mind. My hon. Friend is absolutely right. The best thing for the Government to do is to pursue the right policy at the right time.

[Mary Creagh (Wakefield) (Lab)]

It is touching to see this arch-Brexiteer Secretary of State relying on the good will of an Irish shipping company and the Dutch dredging firm that dredged the port of Ramsgate. Will he tell us whether that dredging was carried out under the appropriate licences and who will pay for it? He talked about due diligence; Arklow told “Channel 4 News” that it did not agree to the contract with Seaborne and blamed the UK Government for moving too fast. If Arklow could do the due diligence on Seaborne, why could not the Secretary of State?

[Chris Grayling]

I can only refer the hon. Lady to what I quoted earlier:

“I will be working closely with the team at Seaborne to ensure that they have appropriate support from Arklow Shipping to deliver on their commitments to Her Majesty’s Government.”

It is there, plain, in black and white.

Oral Answers to Questions

Debate between Lord Grayling and Mary Creagh

Thursday 22nd November 2018 Commons Chamber

[Mary Creagh (Wakefield) (Lab)]

1. What steps he is taking to increase the (a) reliability and (b) number of train services in the north.

[The Secretary of State for Transport (Chris Grayling)]

We are now running significantly more services on Northern than we were prior to May, but I am aware that there are continuing performance issues, particularly this month. In September, with Transport for the North, which jointly manages this franchise with my Department, I appointed leading industry figure Richard George to co-ordinate the efforts of the train operators and Network Rail to improve the reliability of services in the north. Richard is also working with industry and TfN to examine the significant increase in services which the operators committed to in December 2019. It is essential that these changes are realistic and deliverable, given the need for rail operators to provide a reliable service to passengers.

[Mary Creagh]

I thank the Secretary of State for that reply, but he is showing a bit of a tin ear to the lived experience of my constituents. One of them took six hours to travel the 75 miles between Wakefield and Scarborough, which, with a good wind, I could have achieved on a bicycle in the same amount of time. Why has capital investment in the north fallen—as the Institute for Public Policy Research has shown—when the need for investment in our services has never been higher?

[Chris Grayling]

I would make two points. First, the IPPR keeps using misleading comparators. The Infrastructure and Projects Authority figures, which are the official figures prepared for the Government, have already shown that, per capita, the north is currently receiving and will over the coming years be receiving more expenditure per head of population than the south.

Of course, in the north—the hon. Lady’s area—the flagship programme for the next five years on rail, the trans-Pennine upgrade, is the most substantial anywhere in the country. Her constituency is also benefiting from increased services on the route to Knottingley.

I accept that there have been some real issues with the TransPennine Express on the route to Scarborough. Those are things that need to be addressed. There are performance issues that are not good enough. It is not a question of having a tin ear. We are actively working to try to improve things on a network that is delivering more services, rather than fewer, and in which substantial investment is happening. One of the frustrations is that the timetable problems in the north this year were triggered by an investment programme that was delayed.

National Policy Statement: Airports

Debate between Lord Grayling and Mary Creagh

Monday 25th June 2018 Commons Chamber

[Chris Grayling]

Before I conclude, I will take a couple more interventions, but only from Members who have not already intervened, for obvious reasons.

[Mary Creagh (Wakefield) (Lab)]

May I take the Secretary of State back to the issue of climate change, which he glossed over? His policy statement says that passenger numbers can grow by 80% by 2050 and we can still meet our carbon budgets, but the Committee on Climate Change says that they must not grow by more than 60% by 2050. He has outlined a set of measures in his sustainability appraisal, but is he not just adopting the Micawber strategy of hoping that something is going to turn up on climate change?

[Chris Grayling]

The key thing that is happening right now on climate change and aviation emissions is a transformation of aviation technology. As I said earlier, the new generation of aircraft are already much more fuel efficient. We expect the introduction of biofuels and further technological changes. We have been not only working very carefully with the Airports Commission, but listening very carefully to the Committee on Climate Change. This House will form a view today, but we believe absolutely that we can deliver this expansion within our obligations.

East Coast Main Line

Debate between Lord Grayling and Mary Creagh

Wednesday 16th May 2018 Commons Chamber

[Chris Grayling]

That is very much my aim. I will ask the new joined-up board to consider how we can bring digital technology to the signalling on the line. There are not enough train paths, and the way to sort that for the future is by moving to a digital railway. This is an area in which we can supplement public investment—we are putting in a record amount over the next five years—with private investment so that, for example, we unlock the potential of digital technology to create even more capacity on our railways.

[Mary Creagh (Wakefield) (Lab)]

I congratulate the Secretary of State on following the advice I have been giving him in this Chamber and partially implementing Labour’s 2015 transport manifesto, which I had a hand in writing, by bringing track and train closer together. I also congratulate him on his decision to bring the Great Northern line under the control of London’s Mayor, thereby recreating Network SouthEast from the days of British Rail. His decision to run the railway from 24 June shows that that is legal under European law. I urge him to go further and ensure that the private sector knows there is an operator of last resort ready to step in, so that we have a public railway operated by public servants and working in the public interest.

[Chris Grayling]

I think people already know, if they did not know before, that there is an operator of last resort. The legal position, as the hon. Lady will know, is that existing European law already provides for a separation of track and train. The new European rail package that comes into force in the autumn goes further by making it illegal to let any public contract without private sector competition and a private sector alternative. That will make the Labour party’s policies completely illegal.

What matters is what works for passengers. On bringing the operation of track and train back together, I think we both agree—I am grateful for the hon. Lady’s comments. We may disagree about overall ownership structures or the overall approach to privatisation or nationalisation, but a single team operating the two will take joined-up decisions in the interests of passengers. In my view, that is the right way forward.

Rail Announcement

Debate between Lord Grayling and Mary Creagh

Tuesday 27th March 2018 Commons Chamber

[Chris Grayling]

That is my goal. The thing is that I am very much in favour of the public sector and the private sector working together in partnership, and I have talked about that in other parts of the rail network. The difficulty is that the Opposition do not seem to want the “private” bit at all—everything has to be public. Both sectors bring strengths to the party, and the working partnership that exists today between Network Rail and Virgin Trains on the west coast main line has delivered significant performance and customer satisfaction improvements over the past few years.

[Mary Creagh (Wakefield) (Lab)]

Virgin-Stagecoach is not the first, not the second, but the third train company to walk away from the east coast franchise mid-contract, stating that it could only run it for a short number of months. I came running over to the Chamber today in eager anticipation of hearing the Secretary of State say that he was going to set up a directly operated rail company along the lines of the model we had in 2009, which delivered £1 billion back to the taxpayer over six short years. Will he tell the House what he is doing to get the east coast main line franchise back on track, delivering for passengers, staff and taxpayers? Will he ensure that no announcement is snuck out in the middle of the recess?

[Chris Grayling]

When we are ready to make an announcement about the future, I will come to the House to do so, and I have said that several times. We are ensuring that we get things right. As I have said before, we have been preparing the alternative operator of last resort for some months. When we are ready to take things forward, I will say so.

The hon. Lady compares the situation with what was there previously, and I simply remind her that, notwithstanding the financial problems in the franchise, it has a high level of passenger satisfaction and is running more trains, employing more people and delivering more money to the taxpayer. The problem is that there has been not enough success, not a lack of it.

Bus Services Bill [Lords]

Debate between Lord Grayling and Mary Creagh

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Chris Grayling]

As I said earlier, there has to be a point of accountability. That is the mayor in a mayoral authority and the Secretary of State in other areas. Any change must deliver benefits to passengers. Since 1986, this country is more prosperous, with broader car use. We want improved public transport, particularly in cities, where there is congestion and better bus services can make a real difference. We will offer those cities the opportunities to develop schemes that they believe will work for them locally, but we are clear that any change should deliver benefits to the public.

[Mary Creagh (Wakefield) (Lab)]

On data, in London, Transport for London owns the data and was able to make them freely available to all the creative web developers out there who wanted to make interesting apps. The problem outside London is that the data are owned by private sector companies, which hoard them in the hope of monetising them in some way. The powers in the Bill to force those companies to make the data open source and stimulate innovation in the app market are important.

[Chris Grayling]

The hon. Lady is right. There is no reason in today’s world for such information to be anything but widely available to the public. We believe in open data and the best possible passenger information right across our transport system. The Bill will make a significant difference in that respect.

That point is important. The focus of every option in the Bill should be on what delivers for the passenger. I want and expect the industry and local authorities to use the powers in the Bill, whether on franchising or enhanced partnership, to work together to put the travelling public first.

I make it absolutely clear that the Bill in its current form is not the Act that the Government wish or intend to pass. A number of changes were made to the Bill and the proposals we tabled that we believe are not in the interests of passengers, and that we will seek the consent of the House to reverse. The changes are also not in the spirit of the devolution deals we have reached. After I have given way a couple more times, I will describe what the Government intend each of the main parts of the Bill to achieve.

Airport Capacity and Airspace Policy

Debate between Lord Grayling and Mary Creagh

Thursday 2nd February 2017 Commons Chamber

[Chris Grayling]

I am happy to give my hon. Friend those assurances. The thing that we share in particular across our two constituencies is the stack south-west of London. The changes that the airspace consultation heralds will change that fundamentally, leading to much less stacking and fuel wastage over south-east England. As a result, there will be less emissions from the aviation flying over south-east England, and I think that there will be a much better experience for my hon. Friend’s constituents.

[Mary Creagh (Wakefield) (Lab)]

The Department’s re-analysis of air quality involved a qualitative analysis of air quality showing that it was possible that limits would be breached in the areas around Heathrow when the third runway opened. Will the Secretary of State undertake to do a quantitative analysis before the consultation ends that includes real driving emissions and the contribution to air quality problems that the Volkswagen cheat devices have made? Will he give a cast-iron guarantee today that he will not use Brexit as a means of watering down our EU air quality targets?

[Chris Grayling]

On the latter point, the Government fully recognise that we have a duty to tackle this problem. My right hon. Friend the Secretary of State for Environment, Food and Rural Affairs will be bringing forward proposals on how we take that further in the future, and the hon. Lady will be aware that my Department has been taking more steps to support the move to low-emission vehicles.

We have carried out further work since the Airports Commission reported, as well as since the Volkswagen emissions issue emerged. It is still the judgment of my team and our advisers that the expansion can be delivered within the current rules but, of course, we intend to go much further than that. We cannot afford not to be much more transformational between now and the middle of the next decade. The problem is to do with not this airport, but our urban areas generally, and we have to deal with it.

Business of the House

Debate between Lord Grayling and Mary Creagh

Thursday 7th January 2016 Commons Chamber

[Chris Grayling]

That is a matter for discussion by the relevant Committees, and it is on their agenda. As of today, I have had no request to make time available for a debate about it. This is of course a difficult decision; there is a balance to be found between maintaining traditions of this House and this country, and making sure that what we do is cost-effective. It is a matter for lively debate and I am not aware that any final decision has been reached.

[Mary Creagh (Wakefield) (Lab)]

May we have a debate, perhaps in Government time or as Back-Bench business, on flooding—[Hon. Members: “There was one yesterday!”]—with a particular focus on the resilience of major critical infrastructure assets? A quarter of all bridges, 10% of all emergency stations and 6% of hospitals are in areas susceptible to flooding. The last flood resilience review did not report to Parliament, because of national security issues. Can the Leader of the House ensure that the next flood resilience review, which is about to be carried out, does report to this place and is dealt with by the Intelligence and Security Committee, and that we treat the issue as the national security threat that it actually is?

[Chris Grayling]

One thing we are going to have to do is learn lessons from the flooding, and issues have arisen. For example, mobile phone networks have come down in areas of the country because key parts have been affected by the floods. These things are already being looked at carefully in the Cabinet Office and in government. We had the debate yesterday and there will be further opportunities to discuss this issue in future, but I assure the hon. Lady that work is taking place to make sure that lessons arising from the most recent floods are learned and that we do everything we can to protect our critical national infrastructure—she is right.

Oral Answers to Questions

Debate between Lord Grayling and Mary Creagh

Monday 19th July 2010 Commons Chamber

[Chris Grayling]

My hon. Friend makes a very important point. There are a number of areas we have inherited from the previous Government in which there is an almighty mess to sweep up. I give him my commitment that I will look at the issue he has raised and discuss it with colleagues at the Home Office to see whether we can find a better way of streamlining the system, so that problems such as the one he has outlined do not occur.

[Mary Creagh (Wakefield) (Lab)]

The Minister said that the disability living allowance budget will be cut by more than £1 billion by 2014. Can she tell the House which groups of disabled people are likely to see their benefits cut?

Jobs and the Unemployed

Debate between Lord Grayling and Mary Creagh

Wednesday 7th July 2010 Commons Chamber

[Chris Grayling]

One of the disappointing things about the last Administration was that we kept hearing the then Prime Minister make promises about numbers of apprenticeships. Year after year, we looked at how many had actually been delivered, and saw that they never hit the target. I hope we will not make the same mistake, and I believe that the 50,000 apprenticeships we have announced will make a difference to a large number people who will take them up as part of the Skills for the Future programme.

[Mary Creagh (Wakefield) (Lab)]

Will the Minister give way?

[Chris Grayling]

No; I am going to wind up my speech now.

I want to end by making a point about the overall context of our proposals. We are trying to create an environment in which business can grow, develop and flourish. The Budget was about that as well. The Chancellor announced measures to stimulate growth, including a reduction in the main rate of corporation tax and the rate of corporation tax for smaller companies, a reduction in the main and special rates of capital allowances, an increase in the enterprise finance guarantee, the creation of a growth capital fund, and the regional support with which we intend to help private sector employers to grow and develop in our regional areas. We also stopped the Labour jobs tax. All those measures are designed to create an environment in which small, medium-sized and larger businesses can grow, develop and create jobs in the next few years, and they have all been welcomed by business groups.

--- Later in debate ---

[Mary Creagh]

I thank my hon. Friend for that intervention. He truly is a renaissance man, and I hope that many of the young people whom we met who got their entry-level work through the future jobs fund end up sitting on these green Benches. I hope that they can make the same incredible progress and journey that he has made in his life.

I turn now to the Work programme set out by the Minister of State, Department for Work and Pensions, the right hon. Member for Epsom and Ewell (Chris Grayling). I have a great deal of concern about it. In a speech on 27 May, the Secretary of State spoke about

“a single scheme that will offer targeted, personalised help for those who need it most, sooner rather than later”.

If it is a matter of sooner rather than later, why are we waiting until next year for it to come in? I suppose that that has to do with the fact that the Government want to set up what I presume is a national contract with large-scale training providers. I tried to intervene about this earlier, because the Government are asking those providers to bear the risk of training people even though their contract payments will depend on outcomes.

That raises a series of questions. First, at a time when deflation, very low growth or even a double-dip recession are all possible, why does the Minister think that the private sector will turn to the banks for loans to cover this training given that, as we heard earlier, the banks are averse to risk and not very good at lending? Output-related funding is currently calculated on the basis that it takes six or nine months to get a person into work and then 13 weeks to ensure that he or she has lasted in that job. Why does he think that organisations in the private sector such as Capita or BT will line up to take on the massive risk involved in training people and employing them, when there is such a huge amount of uncertainty?

I have another question for the Minister, and I will give way to him if he can answer. How does he think voluntary sector organisations such as Nacro—the National Association for the Care and Resettlement of Offenders—will be able to do this? Such organisations have specialist programmes working with the most difficult, hard to reach and disadvantaged people—prisoners, young offenders and ex-offenders. They have the benefit of being present in and running training courses in prison and are then able to offer some sort of continuity when the offender leaves. I am also thinking of providers such as Rathbone training, an organisation that I had the privilege of serving as a trustee for seven years. These are small-scale organisations—Rathbone’s turnover when I left it in 2005 was £40 million. Why does he think that they will go to the bank—or their trustees would say that they should go to the bank—and borrow up to £20 million at a time, with a personal guarantee of the trustees, who are jointly and severally liable, who are for a programme when it is not clear that they will get the rewards from it?

[Chris Grayling]

I am happy to intervene briefly to confirm two quick points for the hon. Lady. The first is that, as she will recognise, this is an established marketplace that has grown. What we are talking about, in particular, is scale as a result of the incapacity benefit migration. We are pushing the envelope further than it has been pushed before, but established principles are involved. She is right about protecting voluntary sector organisations. I would be making another speech if I explained the full detail of how to do that, but I can assure her that I regard those organisations as important as she does.

[Mary Creagh]

I am relieved to hear that, but I am afraid that that was not an answer and I am unable to wait for another speech from the right hon. Gentleman to hear these plans emerge. Let us consider the position of an organisation 90% of whose budget depends on public sector contracts. Organisations are planning next year’s budget now. They will be signing off budgets that need to be ready in February and the finance directors will be making those budgets ready in October, November and December. How will such an organisation make plans for 90% of its funding—that could be £35 million, or £37 million at 2005 prices—without knowing what the system and financing mechanism will be for voluntary sector bodies? If the right hon. Gentleman is to grant the voluntary sector privilege, will he not be in danger of doing something about which we have heard a lot—will he not be risking crowding out the private sector? I shall leave those thoughts hanging in the air.

Rathbone training works with teenagers who have had chaotic homes lives and who have encountered poverty and unemployment. Many of them have failed at school and many have had babies early in their lives. Rathbone carried out a survey of those young people, asking them which profession they would like to pursue. Everyone in the Chamber will probably be relieved to hear that only a handful wanted to be footballers, pop stars or WAGs. Instead, the majority of Rathbone trainees preferred more everyday jobs such as car mechanic or office worker. That was summed up by a 17-year-old lad from Newcastle, who said:

“I’m happy at the moment training to be a bricklayer.”

I just hope that he has a job to go to in the construction industry when he finishes his bricklayer training. On the current prognosis, I am sceptical about that happening.

I am concerned about the incapacity benefit reforms and the assertion that such a one-size-fits-all approach will be better. Why will it be better than programmes run by people in the public sector? I am not so sure that it will be. I am concerned that we are going around in a circle—we are going back to the 1980s, as my right hon. Friend the shadow Secretary of State said, and back to the 1930s. We are going into the failed Thatcherite schemes of the 1980s—a youth training scheme mark 2. In the current plans, however, there is no enterprise investment scheme—and that did exist in the 1980s. We have heard a lot about the need for a vibrant and flourishing small business sector, but these reforms contain nothing, as yet, that allows would-be entrepreneurs in constituencies such as Wakefield and Normanton, Pontefract and Castleford, as well as those in Liverpool, to set up their own businesses. I hope that the Minister, who is no longer in his place, will examine that.