Oral Answers to Questions
Bill Grant Excerpts(5 years, 2 months ago)
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James Brokenshire
I do recognise the huge issue that the hon. Lady highlights in relation to rough sleeping. While the latest data on rough sleeping—the count last year—showed a small decrease, I know there is more that we need to do. That is why we have our £100 million rough sleeping strategy and work with our rough sleeping initiative in council areas. But her challenge to me is right. That is why I do keep this issue under careful review, and if there are further steps that we need to take, we will take them.
Bill Grant (Ayr, Carrick and Cumnock) (Con)
The Minister for Housing (Kit Malthouse)
It is very heartening to hear at least someone from Scotland standing up for aspiration and, in particular, home ownership. My hon. Friend is an example himself—a living embodiment—of the social mobility that home ownership can produce, and I congratulate him on his question. He is right that this Government have done quite a lot on home ownership, putting 542,000 people into home ownership who were not there in 2010, and through Help to Buy there is much more that we can do. I urge him to advertise north of the border that help to buy ISAs and lifetime ISAs are available across the whole of the UK, notwithstanding the barriers that are put in the way of home ownership in Scotland.
Grenfell Tower Fire
Bill Grant Excerpts(5 years, 2 months ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
It is a privilege to follow the hon. Member for Westminster North (Ms Buck).
I congratulate the hon. Member for Kensington (Emma Dent Coad) on securing the debate and commend her for the tenacity and dignity she has shown over the past two years, which must have been an immensely difficult journey. I thank her for that.
This is an intensely emotional subject, and I am aware that some in the House have strong views on what the royal borough or the Government might, or should, have done differently in their immediate response to the aftermath of what we all know as “Grenfell”. Likewise, the former residents, who have all been through the most traumatic event—some having lost family and all having lost their home—have every right to expect clarity going forward. I hope that this debate will go some way towards providing a bit of clarity, because it has been lacking to date.
There have been well-publicised cases of families still waiting to be offered permanent accommodation, seemingly for reasons that are not swiftly resolved. Given the magnitude of the tragedy, I suspect that the response was reasonable in the circumstances and accepting the constraints of a single London borough, particularly considering that those working within Royal Borough of Kensington would have been just as devastated—and probably more devastated—as the rest of us in the UK when we first learned of the tragedy that summer morning, as the facts unfolded. This includes people working in the housing department, in adult social care and in family and children’s services, as well as local councillors and, not least of all, the MP, all of whom will have liaised with the residents of Grenfell Tower over the two-year period and will have been deeply affected by the fire and its aftermath and consequences.
Whatever some of us might feel or think about the response, we must commend those workers for their efforts in the most extreme and distressing circumstances. They worked tirelessly and efficiently to find temporary accommodation and support, and they should be proud of their efforts. I note, however, that there have been failures in that journey—not by all, but by some—and the failures that I have heard about in the Chamber today are totally unacceptable. A number of emotional support schemes were set up to assist former residents of the tower after the fire, but I hope that those working within the borough have also had all the support necessary to help with their emotional wellbeing in dealing with the aftermath of the tragedy and the personal contact that they had with individuals.
Former residents have rightly and reasonably expressed concerns about the speed at which the Grenfell Tower inquiry is progressing, or, as might be the case, not progressing. They are understandably keen for closure to an extremely traumatic episode in their lives—an episode that someone can only imagine unless they experienced it themselves. It must be borne in mind that by all accounts there is a remarkable weight of written evidence and verbal testimony, and giving that testimony would have been a challenge for those individuals. That is all to be worked through and properly considered and the response will take time. Nevertheless, will the Minister update the House on the progress of the inquiry? I am sure that it would bring some comfort to the residents to know that progress is hopefully being made on the journey towards securing the truth and justice that they so richly deserve.
There are few adjectives sufficient to describe the bravery of the fire officers and other emergency responders on the night of the Grenfell fire—and a very dark night it was in London. We owe those individuals a great debt and I thank them. I am aware that the review of the fitting of sprinklers is ongoing. It is a natural move from the effectiveness of the home smoke detector. It is a natural move for the system where we live to have sprinklers, irrespective of the cost, which should not come into it. It will be only a small fraction of the new-build cost of a house, and retrofitting can be achieved. In my time in the fire service, as a fire officer of 31 years’ standing, I have seen the effectiveness of sprinklers. They work—that is not in any doubt.
The key issue is cladding, and how the fire spread so rapidly is of particular interest to me. Pending the release of the inquiry report, I would be grateful to know from the Minister what progress has been made in remediating social, public and private buildings with regard to the high-risk cladding that is attached as we speak. There are unsafe homes in the United Kingdom. We need to speed up addressing, resolving and mitigating or removing that risk—mitigating is an option, but the final thing is to remove the risk entirely. I know that there has been difficulty in persuading the owners of some private dwellings to do the right thing for their leaseholders and tenants. An update on that matter would be most welcome from the Minister.
For those who have been through an ordeal such as this, there is seldom enough that can be done to restore personal confidence or relieve long-term anxiety. I am hopeful, however, that with the right support and with post-inquiry progress on building and construction standards, we will—and must—do everything possible to ensure that this tragedy can never be repeated, as I have said before. That thought, I hope, will bring a little comfort to those who survived this tragedy. I am fearful that they and others will remain troubled and traumatised for years to come. The loss of 72 innocent lives at Grenfell must focus the minds of legislators. Their loss must not be in vain.
Bird Nesting Sites: Protection
Bill Grant Excerpts(5 years, 3 months ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
It is a pleasure to serve under your chairmanship, Ms McDonagh. I thank the hon. Member for Hartlepool (Mike Hill), along with the Petitions Committee, for securing this important debate.
Many of us will have sung the hymn “All Things Bright and Beautiful”. Some will have sung it rather well, and some, like me, less well, but we will all remember the line
“each little bird that sings”.
The dawn chorus provided by our feathered friends is one of life’s most uplifting and natural sounds. Let us not lose it; it is diminished as it is. We need to cherish it.
Birds have played an important part in our lives for centuries, from the canary that protected the miners to the pigeon that carried messages in war and the budgerigar that perhaps provided companionship to a person on their own. The wild birds in our hedgerows are equally important for our wellbeing, the pollination of our plants and tourism, bringing twitchers, if I may call them that, to areas such as the Isle of Islay, where there is a host of wildlife—it is well worth visiting—and Loch Doon, in my constituency, where ospreys nest.
It is important that humans and wildlife co-exist in harmony for a balanced ecosystem. It is therefore disappointing to learn of the practice of netting trees, bushes and hedgerows prior to construction work commencing on various sites, with the clear aim of preventing birds from nesting, alleviating the risk of delay to those developments. However, there is some good news, as has been mentioned: I understand that Bovis Homes and Bellway will not use netting at any of their sites. That is a welcome step, although I fully appreciate that there has to be a balance among supporting businesses, providing homes and protecting wildlife. Let us hope that other house builders, major and smaller—I am sure many smaller house builders have very good practices—follow the good practice of Bellway and Bovis.
The Woodland Trust believes that netting, while not necessarily unlawful—the relevant offence would be to take or destroy an active nest—shows a complete and selfish disregard for birds and other wildlife. The RSPB is campaigning to introduce a law to protect nest sites, to enable migrating birds to return and rear their young in a safe environment. I understand that the intention is to do so in a manner that does not prevent the development of land but encourages considerate and careful development. Potential options include the relocating or replacing of hedgerows at an early stage in development, prior to nesting season commencing, or putting up nesting boxes as a compensatory measure.
Birds and wildlife are part of our ecosystem and our planet, and we should embrace them, not evict them. Protection is available for bats nesting in buildings, with strict rules about disturbing their chosen habitat. Why should birds not be given the same or similar consideration, with a balanced approach between the needs of nature and of the developer? I ask the Minister to consider enhancing the protection under the Wildlife and Countryside Act 1981, which already protects nesting wild birds, to make netting an offence as well, although in a sensitive and balanced manner, to allow all interests to co-exist.
Mike Hill
Does the hon. Gentleman agree with the points raised in the second petition, about returning birds, and that equal measures are needed for netting places where birds normally have their nests? They migrate and return to find netting there to prevent them from nesting. I opened up a small housing new build in Hartlepool only last Friday, and incorporated into those houses and bungalows were bat boxes and bird boxes. Such cheap and good practice should always be the way ahead.
Bill Grant
I totally agree. We cannot meet our housing need, which I think we all agree we have to secure for our fellow citizens, at the expense of evicting wildlife or birds. We have to embrace them. Innovative ways have been suggested for how we can host them and make them part of our lives and part of our communities, because they are part of the planet and we need to share it. On that kindly note, I shall end my speech.
Fire Safety and Sprinkler Systems
Bill Grant Excerpts(5 years, 5 months ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
It is a pleasure to serve under your chairmanship, Mr Gray. I thank the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) for securing this important debate. Like my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning), I declare an interest: I was a member of the Fire Brigades Union for 31 years and I think I am a fully paid-up out-of-trade member as I speak.
Experience over decades has shown that sprinkler systems, whether stand-alone or as part of other fire protection measures, are designed to contain or extinguish fire, and are certainly adept at reducing the spread of fire, if not altogether preventing it. They are a valuable asset for buildings with high occupancy numbers and potentially protracted evacuation times. Those of us who have experience as emergency responders know that despite exit signage, calculations of flow rates, widths of exit routes and so on, public behaviour in an emergency situation is often unpredictable. Sprinklers are also a life-saving asset in domestic dwellings.
A properly installed, acceptance-tested and maintained sprinkler system affords reliable protection for occupiers and, equally importantly, firefighters, in the unfortunate event of a fire breaking out, and brings reassurance to the insurers of the buildings and individuals. The difficulty in bringing the public and developers on board is the mistaken perception that sprinkler systems drive up prices to a horrendous level. That is not the case; it is a myth. Such installations account for a small percentage increase in the cost of a property—estimated at around 1%—but what is the price of life? Surely, lives are priceless.
There is also wariness about accidental water damage should the system fail and inappropriately discharge, but that is a very rare occurrence. A popular misconception is that all sprinkler heads in a building could suddenly activate rather than it being generally limited to the compartment of origin. In many instances, a single sprinkler head activates—perhaps with a neighbouring one—and the damage is minimal. We should bear in mind that fire water run-off from firefighters’ hoses—as my colleagues who worked in the fire service will know—has the potential to inflict much greater water damage, and has done so in the past.
Reliable and responsive installations are now seen as preferable to, or at least complementary to, large-scale offensive firefighting in buildings where, because of changes in construction methods and increased use of artificial materials, generated heat levels are absolutely unbelievable because of the additional fire loading, which is much greater than in my days of firefighting. A sprinkler system potentially reduces the heat release rate and the danger of flashover, to which all firefighters are vulnerable when they enter an ignited building. Sprinkler systems also prolong air quality by slowing down the accumulation of smoke—smoke alone can be the killer, not necessarily the fire itself. All that is particularly important given that the compartment of origin is frequently and sadly the locus where fire fatalities are found.
The future lies with investment in research and development so that fire engineering prevails as the first line of defence against fire to save life, with operational firefighting the last resort. There are many examples at home and abroad of sprinkler systems saving lives. In 2011, a building in Dubai became the world’s tallest residential building, and was referred to, oddly enough, as the Torch. It hit the headlines again in 2015 when a fire broke out and took hold on the 50th floor of the 79-floor structure. What an impossible task for the firefighters to deal with—it was quite unbelievable. The safe evacuation of that massive residential structure was down to passive and active measures, including the successful operation of a sprinkler system, which allowed containment of the fire and the safe evacuation of individuals.
Nearer to home, in Wales, the Building Regulations &c. (Amendment No. 3) and Domestic Fire Safety (Wales) Regulations 2013 introduced a requirement to fit automatic fire suppression systems in residences before first occupation. The regulations covered care homes and rooms used for certain residential purposes and dwellings. In Scotland, sprinkler systems are already mandatory in certain circumstances and will be extended to new flats in 2019. That is the welcome result of the work of a Scottish ministerial working group, which was set up after the Grenfell tragedy. Regrettably, England appears to be falling behind its neighbours
Most studies over the years have concluded that sprinklers lead to a much lower or zero death rate, particularly in residential buildings, and I urge the Minister to consider any measures that would reinforce such a reduction and support enhanced life safety. Sprinklers are a natural progressive partner to detection. We have seen the success of smoke detectors. As has been said, it is simply common sense that the natural progression is with sprinklers.
The need for sprinklers is not a whim; it an evidence-based common-sense approach. Let us act now to further reduce the risk of fire deaths and to secure a safer operational environment for our firefighters. Every fire authority has a responsibility and a duty of care for those people and we can make their high-risk job that bit safer. I ask the Minister to act now, in the light of the clear need for sprinklers, to drive that forward, for the safety of individuals and of firefighters, and to secure properties and allow businesses to avoid being badly impacted by the ravages of fire.
Oral Answers to Questions
Bill Grant Excerpts(5 years, 7 months ago)
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Jake Berry
How typical it is of the Labour party to measure success only by what is put in. We believe in the northern powerhouse, which is about creating a growing northern economy. We have created 200,000 jobs since 2010, we have created an historic mayoral devolution deal, including across Liverpool, and foreign direct investment in the north is growing at twice the national rate. Our approach has grown the northern economy by £22 billion in two years; the approach of the last Labour Government grew it by £4 billion in three years.
Bill Grant (Ayr, Carrick and Cumnock) (Con)
What steps is the Department taking to help to ensure fire safety in buildings, particularly those with a residential sleeping risk?
James Brokenshire
I note my hon. Friend’s experience of this, and we are working carefully across the board to implement the Hackitt review to ensure that building safety standards are raised. Indeed, we are currently consulting on approved document B. We are looking at continuing experience and, if there is experience from Scotland, we will certainly reflect on that, too.
Budget Resolutions
Bill Grant ExcerptsThursday 1st November 2018
(5 years, 10 months ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
The Budget of Monday past has been welcomed by many but clearly not by all. I have been asking myself: what will it do for the constituents of Ayr, Carrick and Cumnock? It contains a range of measures that will benefit not just my constituents but the whole of Scotland. The Scottish Government will benefit from a funding boost of almost £l billion. I know my constituents will welcome this increase, and I am sure they will keep a weather eye on how it is spent by the Scottish Government. I hope it will be spent on people projects and not pet projects. Indeed, by 2020 the Scottish Government’s block grant will have grown to over £32 billion before adjustments for tax devolution—a real-terms increase over this spending review period.
Those of my constituents who, like me, enjoy a dram will very much welcome the freeze on spirit duty. I was pleased to see the concerted efforts of Scottish Conservatives and others recognised by the Chancellor. Indeed, he was listening—I am sorry for doubting him. I know that the industry in Scotland will welcome the freeze.
I also know a few individuals in Ayr, not least Messrs Brown and McLoughlin, who enjoy a wee dram and I am sure that they will raise a glass as a result of the freeze on spirit duty. I am not linking the two measures in drinking and driving, but the freeze on fuel duty will always be most welcome, particularly in the rural areas of Scotland.
The national living wage, introduced by a Conservative Government, will now increase to £8.21 per hour.
David Linden (Glasgow East) (SNP)
Will the hon. Gentleman give way on that point?
Bill Grant
I am sorry; no. That measure means that 117,000 of the lowest paid in Scotland will enjoy an increase in their take-home pay. [Interruption.] That is fine. [Interruption.]
Madam Deputy Speaker (Dame Rosie Winterton)
Order. Can we not have that conversation across the Chamber? We all want to be included.
Bill Grant
Thank you, Madam Deputy Speaker. The measure is very much to be welcomed and, thanks to an earlier than planned increase in the personal allowance, the average Scottish worker will enjoy a £130 tax cut.
I know that, like me, some hon. Members were concerned about the transition period for households moving on to universal credit, and I very much welcome the financial support that the Budget delivers. I sense in the House today that not everyone is entirely happy with that, but again, the Chancellor has been listening.
Tax barriers have been removed in the North sea oil industry to allow further investment, and our fishing community will get the welcome, albeit rather small, £10 million as we move forward and improve our fishing industry post Brexit. However, I would welcome further investment in the fishing industry to improve the quality of the fleet in Scotland as we leave the European Union.
There are many good things in the Budget that will help us. We have the small business bonus scheme in Scotland, but that could be improved. We need to address the problems of our high streets: we can no longer watch buildings decaying year after year. We need earlier interventions to prevent the decay of our high streets, which are part of our future. We will not stop change: the internet and out-of-town shopping are here to stay, but I welcome the Chancellor’s recognition of the need for support for the high street.
Increasing Choice for Rail Passengers
Bill Grant Excerpts(6 years, 1 month ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
It is a pleasure to serve under your chairmanship, Mrs Moon. I thank my hon. Friend the Member for Weston-super-Mare (John Penrose) for securing the debate.
Railways are one of the great examples of this country’s industrial and innovative spirit, which is often symbolised by the Forth rail bridge in Scotland. It was designed by Sir William Arol, who for many years resided in Ayr in my constituency. Examples of the revival of our railways in the last two decades, after half a century of almost unremitting decline, are an achievement that warrants more recognition. Since privatisation in 1995, the number of rail passengers in the United Kingdom has more than doubled—way beyond our expectations—and has surpassed all previous records. Britain is once again a nation that runs on its railways.
However, that achievement brings new challenges. We have more rail passengers, and they want and deserve a better service and seek better value for money. To achieve that, we cannot go back to the old system that saw passengers desert the railways for other means of transport. We must instead build on the progress that we have made.
The principle behind privatisation is that competition delivers more investment, better services and better value for the customer, which, to a degree, can be proven. While the situation has improved since the days of British Rail, which I remember well, there is still a shortage of genuine competition on our railways. The vast majority of rail services in this country are run by franchises—essentially time-limited monopolies granted by the Government. It is easy to see how this system limits competition, especially in Scotland, where the overwhelming majority of services are provided by one operator, Abellio ScotRail, which has a Dutch parent company. Abellio took over the ScotRail franchise in 2015, but questions already have to be asked about its performance. We could in parallel ask about Network Rail’s performance.
Alan Brown (Kilmarnock and Loudoun) (SNP)
Does the hon. Gentleman support calls from the Scottish National party that responsibility for Network Rail Scotland be devolved to the Scottish Government, so that Network Rail does not answer to two different Governments?
Bill Grant
My simple reply to that is no, I would not support that at all. Network Rail works by being interconnected throughout the United Kingdom.
Bill Grant
That is correct, and it was a fair comment. ScotRail cannot be blamed entirely, because Network Rail is a key player in the movement of rolling stock within the United Kingdom, including in Scotland.
Under the franchise, ScotRail is supposed to move towards a punctuality target of 92.5%, but in reality it is going backwards. Since August 2017, punctuality has dropped from 91.2% to just 88.7%. That is only if we count trains that are four minutes and 59 seconds late as being on time, so it may be that the figures are slightly skewed.
While getting the most out of franchise arrangements is important, fostering greater competition and giving commuters more choice is also crucial to improving the quality of service for commuters. There are already a number of open access operators, as was mentioned. Grand Central and Hull Trains are consistently at the top of the passenger satisfaction rankings, and the presence of open-access competition has led to more passenger journeys, higher revenues and lower fares, which suits commuters.
The fact is that competition works, and we should look at what we can do to enhance it, not stamp it out. I therefore call on all parties involved—the UK Government, the Scottish Government and Network Rail—to consider what action they can take to break down barriers and secure more open access operators running more services on the United Kingdom’s railways. That is not only because open access operators tend to run good services, but because, through competition and choice, they can be a wake-up call to the franchise operators.
ScotRail and the franchises across the UK could do with being kept on their toes, not only by the looming threat of the next franchise renewal but by open access challengers. Our railways have the potential to be an even greater British success story, but only if we avoid the trap of nostalgia. We should not go backwards to nationalisation but focus on what will work in the 21st century. More competition and choice will help to bring better services to commuters in all parts of the United Kingdom. Open access operators are the next phase in the successful journey of Britain’s railways.
Alan Brown
As a complete free marketeer, I welcome the fact that the hon. Gentleman is saying that we can have not-for-profit and public sector involvement. I agree with that sentiment.
I think, however, that the hon. Gentleman has over-simplified how this could work. It was suggested that if one train company is not operating to satisfaction, a passenger can switch to another train company, just like shopping for coffee. I have a funny feeling it will not be that simple for widespread open access. We have heard the benefits that open access can bring, but the reality is that train operators will still be bound by the same constraints of the existing network, particularly station capacity at mainline stations. There therefore might not be the flexibility to have so many train operators competing. Slot access has to be managed. We must also consider the movement of freight on the rails. There are a number of elements that need to be understood and factored in, which might restrict open access slot availability.
It was suggested that that might incentivise Network Rail to build more capacity. At the end of the day, however, if that is an incentive for Network Rail, the taxpayer still has to fund Network Rail upfront for the costs or Network Rail will have to borrow against optimistic future track rental fees. There is a risk, therefore, that it will not incentivise Network Rail to start duplicating rail networks across the UK.
It was also said that this would be comparable to the way we shop around for air services. I do not think that is comparable. The constraints on Heathrow stifle competition just now. There is not the widespread competition in air routes that everybody would like to see. Particularly for connectivity in Scotland, passengers do not have the choice that we would like. Again, it is a slightly idealistic comparison. Having said that, I welcome the suggestion. It has merits and it can work, but it will not be able to work as an entity by itself, because we will still need to protect the less-profitable routes. I suggest that it would need to be part of the mix, but I would not dismiss it out of hand.
The hon. Member for Ayr, Carrick and Cumnock (Bill Grant), in my opinion, wrongly conflated cause and effect with the end of British Rail—franchising was brought in, and suddenly passenger numbers rocketed and all the rest of it—but that was because Government constraints on investment in the rail rolling stock were lifted. There was therefore investment in the rolling stock, which the franchises were allowed to do, but that investment was still paid for by a combination of train users and the general taxpayer, because many franchises are subsidised. It was a direct consequence not of privatising British Rail and breaking up the rail network, but of allowing that investment to take place. Too often, many Conservative MPs seem to think that franchising the system created magic money. They seem to think the franchises were like the Prime Minister’s magic money tree, but they are not. It is always funded from somewhere —that is, from the general taxpayer.
Bill Grant
I think the hon. Gentleman is distorting what I was saying. I clearly said that passenger numbers had doubled. In life, we have to deal in facts. That was a clear fact, and I went into the details and the reasons why. The trains certainly did improve in quality. I use them on a weekly basis, going north to south. The quality of the train rolling stock is very good.
Alan Brown
I thank the hon. Gentleman for clarifying. I remind him, however, that he repeatedly spoke about the bad old days of British Rail. I am just reminding him that those so-called bad old days were because the Government would not allow any investment, so it was not necessarily a function of British Rail being a national rail company.
The hon. Member for Ayr, Carrick and Cumnock also mentioned the Scottish Government working with the UK Government, with which we all agree. I would point out that in terms of funding for control period 6, the UK Government just told the Scottish Government what funding they were getting. There was a big shortfall. There was no consultation on how that would happen. There has been an ongoing, constant refusal to devolve Network Rail. We have seen recent events, such as with the fisheries White Paper, on which there has been no consultation with the Scottish Government. I agree that it would be ideal if the two Governments could work better together, but I suggest that there is a clear fault line. The UK Government are imposing stuff on the Scottish Government and not consulting.
We heard a last-minute entry into the market, as it were, from the hon. Member for Keighley (John Grogan). He highlighted the benefits of competition and open access slots in his area. That is important. It was good to hear how that has benefited his constituents. Like him, I welcome the potential future Scotland-London link-up and the predicted lower rail fares. That can only be good for passengers travelling on the east coast main line. As he has a wee habit of doing, there was a slight bit of friendly fire against Labour’s policy of nationalising rail, because he is concerned about what that would mean for the open access slots for his constituents. I look forward to the shadow Minister’s response on that.
Lastly, we heard from the right hon. Member for Wokingham (John Redwood). He said towards the end that he had made a short speech, but I thought he was in danger of speaking longer than the lead sponsor of the debate. Given how long I have been speaking, however, I am maybe being a wee bit hypocritical, I admit. He highlighted the failings of Network Rail. Other hon. Members did so in interventions, too. I remind them that Network Rail is answerable to the Secretary of State, so when we talk about the failings of Network Rail, it is an admission of the failure of the UK Government and the Secretary of State for Transport. They seem to agree with Opposition Members that the Transport Secretary is not up to the job.
As I said, there is some merit in open access, but I do not think it is a one-size-fits-all solution or that it will be the panacea for a new smoothly operating Network Rail. There is no doubt that profitable routes will be cherry-picked. We need to protect non-profitable routes. I also have concerns, if it was too widespread, about what this could mean for investment in rolling stock. Rolling stock investment has a long payback period. That is what is supposed to underpin the franchise system at the moment. Franchise holders get a longer award, which allows them to borrow to invest in the rolling stock, so if there are not any longer award periods, there is a risk that there will not be that long-term investment.
On passengers’ general choices, I challenge the UK Government to speed up the connection of High Speed 2 to Scotland—at the moment, as we know, it will stop at Crewe—and to look at improved investment in the existing network north of Crewe. That is really important.
Competition is good. I welcome the fact that the hon. Member for Weston-super-Mare acknowledges that we can and should have public sector involvement. There cannot be too much open access. It cannot be massively increased while we have the existing franchise system, so the Government would need to do a complete overhaul of how the rail system operates. Given the failures of the franchise system, that overhaul is long overdue.
Rating (Property in Common Occupation) and Council Tax (Empty Dwellings) Bill
Bill Grant ExcerptsTuesday 15th May 2018
(6 years, 3 months ago)
Commons ChamberRead Full debate Rating (Property in Common Occupation) and Council Tax (Empty Dwellings) Act 2018 View all Rating (Property in Common Occupation) and Council Tax (Empty Dwellings) Act 2018 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Public Bill Committee Amendments as at 1 May 2018 - (1 May 2018)
Pete Wishart
I suspected that it might have been something like the situation that the hon. Gentleman describes. Conservative Members are just so united; of course there is no fissure within the ranks of the Conservative party on the big issues of the day. Here was I thinking that here were a party and a Government in crisis, who cannot determine a means of withdrawing from the European Union. But no, they are not in crisis. They are all quiet because they are all totally united on the big issues of the day. I am grateful to the hon. Gentleman for putting me right on that point.
This great Parliament, in this green and pleasant land, is free from Scottish intervention, even though every contribution is made by a Scot.
Bill Grant (Ayr, Carrick and Cumnock) (Con)
I intervene for fear that people in the Chamber today think that the hon. Gentleman’s voice is for all of Scotland. It is not for all of Scotland—it is for a small part—and Scotland may not be proud of his behaviour in the Chamber today.
Pete Wishart
We have now heard from three Government Members. In fact, the hon. Gentleman is another Scottish Member to add to the growing list of people who are now prepared to participate in the English Parliament. I have a question for the hon. Gentleman, and I will give him an opportunity to think about it. We think that English votes for English laws is the most appalling measure, which makes second-class Members of Parliament out of him and out of us. It divides the House on geography and nationality, and is one of the most invidious measures that has been passed in this place. I am not prepared to accept this on behalf of my constituents. I wonder whether he is. That is the big question today.
British Transport Police/ Police Scotland Merger
Bill Grant Excerpts(6 years, 5 months ago)
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Bill Grant (Ayr, Carrick and Cumnock) (Con)
It is a pleasure to serve under your chairmanship, Mr Hollobone. I thank my hon. Friend the Member for Moray (Douglas Ross) for securing this important debate.
Members will be aware that recommendation 67 of Lord Smith of Kelvin’s report on Scottish devolution, which was published in November 2014, provides:
“The functions of the British Transport Police in Scotland will be a devolved matter.”
Furthermore, sections 45 and 46 of the Scotland Act 2016 empower the Scottish Parliament to legislate for the policing of Scotland’s railways and provide for the Scottish Government to be consulted on appointments of senior officers to the British Transport police. That said, I contend, as I am sure would many others, that it is not in the travelling public’s interest to apply those powers and that this is not the appropriate time to bring together the British Transport police and Police Scotland. However, I note and welcome the Scottish Government’s very good decision to put on hold indefinitely their plans to absorb the Scottish division of the British Transport police into Police Scotland. Why would they seek at this moment in time to amalgamate the British Transport police—a specialist, standalone, effective force that apparently operates seamlessly with Police Scotland—into Police Scotland, a force that in recent years, together with the Scottish police authority, has been under increasing public criticism and scrutiny?
I must make it clear that the vast majority of Police Scotland’s frontline officers are to be commended for continuing to serve to the best of their abilities in difficult times, when consistency of high-level leadership may be perceived to be lacking and maintaining staff morale is immensely challenging.
In 2017, the British Transport police set a core budget of around £297 million for policing Great Britain’s railways and kept its price promise to keep budget increases below the retail prices index. It has maintained policing costs at the same level as last year. I doubt that the same may be said for Police Scotland since its inception. The chief constable of the British Transport police reports that more than 7,000 rail passengers and rail staff responded to a public consultation, and 85%—a significant number—of rail passengers were positive about the work BTP was doing at their local station. The satisfaction rating and feedback were apparently similar among the rail staff who responded.
As I understand it, the Scottish Government’s vision, although it is on hold, is for the British Transport police to become a specialist railway policing unit within Police Scotland. However, that unit would be funded differently from the remainder of Police Scotland. How can we be sure that the train operating companies, freight companies, Network Rail and London Underground, which currently provide funding, would continue to do so for a force that was incorporated within another based solely in Scotland? If we cannot be sure of that, might the Scottish taxpayers yet again be burdened with extra financial costs?
Concerns were expressed by the British Transport police authority, who identified a number of potential operational risks associated with the integration, including, in particular, and as mentioned by hon. Members, cross-border issues and staff morale, and the serious issue of pensions. The Rail Delivery Group identified possible additional expenses and a dilution of accountability associated with the Scottish Government’s proposal.
I, for one, am not convinced that those reasonably held concerns have been properly addressed to everyone’s satisfaction to ensure that we achieve British Transport police’s vision of working with industry partners and stakeholders to deliver a safe, secure, reliable and expanding transport system. Will it be maintained at its present, effective level should a merger take place at some time in the near future? I do not think the British Transport police’s effectiveness would be preserved if the merger took place.
Scottish City Deals
Bill Grant Excerpts(6 years, 6 months ago)
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Mr Sweeney
I thank my honourable colleague from the great city of Glasgow for that observant intervention. I welcome the fact that some Scottish Conservative Members are here. It is just a shame that none of them are deemed worthy of holding the position of Under-Secretary of State for Scotland, which, bizarrely, was given to someone who failed to be elected to the House and sits in the other place.
Bill Grant
This is not a bid for the job, but I thank the hon. Gentleman for his kind words. May I go back to what we knew as the GARL—the Glasgow airport rail link? The Strathclyde Partnership for Transport was heavily involved in that—in fact, the route was mapped out. Does he recall that that was shelved not by the SPT but by the Scottish Government?
Mr Sweeney
The hon. Gentleman makes a valid point. Since the UK Government provided half the capital for the city deal—cash that was contingent on a no vote in the 2015 referendum—it appears that the SNP Scottish Government are at best apathetic about the progress and success of the deal and are therefore dragging their feet and putting nationalism ahead of the national interest and of the interests of Glaswegians. There is no better example of that than the way in which power was ripped away from the SPT and centralised in Transport Scotland. There has been a total lack of progress in infrastructure investment in Glasgow, particularly in the Glasgow metro rail network, which was built by the Strathclyde region. There has been no substantial investment to expand the network since the end of the Strathclyde region and the centralisation of transport powers under Transport Scotland.
The Glasgow airport rail link was scrapped in 2008, and there was a fire sale of the land—a scorched earth policy—that would have allowed it to happen. We struggle to see how we can revive that deal, because all the infrastructure that was put in place to achieve it was sold off in that fire sale by John Swinney. There is also a threat to the Crossrail scheme in Glasgow, which is vital for unifying the city region’s rail network. Transport Scotland has actually demanded its removal from the city region plan, which would open up the land for the construction of housing.