EU Exit Preparations: Ferry Contracts

Mark Francois Excerpts

Tuesday 5th March 2019 Commons Chamber

[Alan Brown]

I thank my hon. Friend for that intervention. I spoke earlier about the systemic procurement failures in the Department for Transport. It is clear there is a common thread between the systemic failure in the privatisation and procurement of probation services and the man who is now in charge at the Department for Transport, who is sitting here lackadaisically thinking everything is okay in the world and he is doing a fine job. I am sorry but that is not the case and that is not how it is seen in the wider country.

I will now return to some questions raised in the Chamber that have still not had satisfactory answers. The permanent secretary at the Department for Transport told the PAC that the Department had awarded Seaborne the contract before Arklow confirmed its backing. So the Transport Secretary needs to be able to provide further clarity on that. We return to the question: where were the written guarantees that he was supposedly assured about from Arklow before it walked away? It is shameful that it turns out that as far as we know no written guarantees were given by Arklow, yet when it walked away some of the most hard Brexiteers, the right-wing Brexiteers, said it was an Irish conspiracy because Arklow is an Irish company. That is shameful. It was the Department for Transport not doing its due diligence

Additionally, the director general at the Department for Transport said that it was no longer possible to complete procurement and operation for any large amount of further capacity across the channel before the end of March by either sea or rail. Can the Secretary of State explain that? Can he explain how the sudden £33 million settlement with Eurotunnel, if it is going to provide all these vital services at the end of March, stacks up against the fact that the previous argument was that the Department no longer had time to be able to source those additional services?

In relation to Seaborne Freight, the Secretary of State said that

“we have spent no money on this contract.”—[Official Report, 11 February 2019; Vol. 654, c. 619.]

I ask him once again if he could please spell out the real financial implications of that award to Seaborne Freight and the handling of the direct negotiations.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

At the risk of being called a Government nark—which I am not often called at the moment—I want to ask the hon. Gentleman this question. If this emergency debate is so important to Scottish National party Members, where are they?

[Alan Brown]

I feel as though I have more friends in here than I would have down the pub on a Friday night. This is a really good turnout for the SNP. There are only 35 of us, so this is a good turnout. But wait a minute—I do not understand that intervention. Once we discount the Parliamentary Private Secretaries and Government Front Benchers, how many Conservative Back Benchers are in the Chamber? How many are rushing to speak in this debate and to defend the Government’s handling of this? That is the question that the right hon. Gentleman wants to ask himself.

[Alan Brown]

That is a fair point—[Interruption.] It is also being pointed out that there are no Scottish Tories here—those Scottish Tories who stand up for Scotland and do such a good job with their independent leading voices. Well, where are they?

[Mr Francois]

Will the hon. Gentleman give way?

[Alan Brown]

I will give way once more.

[Mr Francois]

I thank the hon. Gentleman for his courtesy. Through him, I wanted to respond to the Labour gentleman sitting at the back there—[Hon. Members: “He’s SNP as well.”] Oh, I am so sorry. That means there are about 13 of them. I do apologise. Most members of the ERG are, as I speak, working towards how our country can be free, so they are otherwise engaged—

--- Later in debate ---

[Chris Grayling]

My hon. Friend is absolutely right, although I must say that we started some of our planning well before then. However, it is certainly the case that last summer, as we saw the progress in the negotiations, the Government stepped up their preparations for no deal, as any responsible Government should. It is quite extraordinary that the Labour party seems to believe that we can just wave a wand and take no deal off the table. We have voted to leave the European Union, and we will either leave the European Union with a deal or without a deal, or we will reverse Brexit. Those are the only three options.

[Mr Francois]

It is right that Government did indeed step up their no-deal preparations, as my right hon. Friend has quite rightly told the House, but one of the points of debate has been the speed at which the Chancellor of the Exchequer has been prepared to release funding to individual Departments to facilitate those preparations. Does my right hon. Friend think it would be helpful in future if the Chancellor were to lean forward a bit more to ensure that all preparations are fully funded in good time?

[Chris Grayling]

I will leave my right hon. Friend to make his point, because I do not want to start debating discussions within the Government.

The hon. Member for Kilmarnock and Loudoun asked why we started this procurement when we did. As I have said, we and the national health service had been preparing for disruption at the ports lasting approximately six weeks after exit day. However, based on the negotiations, on comments coming from Brussels and on what we saw happening on the other side of the channel, the analysts changed that assumption late last autumn and recommended that Government prepare for a longer period of disruption.

At that point, the Department of Health and Social Care rightly highlighted the fact that that would put significant pressures on their stockpiles of drugs. The Government therefore collectively decided following discussions in Cabinet Committees to go to the ferry industry to secure capacity to guarantee the delivery of drugs to this country in the event of a no-deal Brexit. That was a collective decision, and it was the right decision. We talked to all the current ferry operators working across the North sea and the English channel, plus any other operator with tangible plans to do so. That is where the procurement came from.

Seaborne Freight

Mark Francois Excerpts

Monday 11th February 2019 Commons Chamber

[Chris Grayling]

The particular prompt for this procurement exercise was a change in the assumptions last autumn about the level of potential disruption around the channel ports. That prompted us to look again at what the capacity requirements might be to maintain supply of essential services into the United Kingdom, particularly for the NHS. It would be prudent for any Government in such a position to plan for all eventualities. I want the UK to leave the European Union with an agreement, and we are working hard to achieve that, but we would not be doing our job properly if we were not preparing for all eventualities.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

I offer strong support to the Secretary of State because, unlike the Labour party, he is actually undertaking contingency plans for all eventualities. On that point, will he update the House on the other two ferry contracts, their status and when they will come into operation?

[Chris Grayling]

My right hon. Friend makes an important point. I have heard nothing from Labour bar attempts to disrupt the Brexit process. There has been no support for contingency planning or for a deal. All Labour Members seem to want to do is to act against the national interest, which is typical of the Labour party today. Its Members are more interested in themselves than in the country.

As for the other two contracts, they are proceeding according to plan. The routes will be ready, but I hope that they will not be needed, because I hope that we will leave the European Union with a deal. However, we must be ready, and we will be ready.

Delay Repay: Great Eastern Main Line

Mark Francois Excerpts

Wednesday 30th January 2019 Commons Chamber

[Andrew Jones]

I do not quite accept that. We can see passenger numbers. We can see when performances fall. Since taking this role 10 weeks ago, I have found my inner train spotter, and I now look at the train performance of franchise operators several times a day. So my hon. Friend’s claim that Greater Anglia is among the worst performers in the country is, I am afraid, not correct.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

I apologise for joining the debate late; my train was late. More seriously, however, I am pleased to see the Essex posse here in strength this evening, including my hon. Friend the Member for Castle Point (Rebecca Harris) sitting on the Treasury Bench as the Whip, who unfortunately therefore takes the vow of omertà but who I am sure is with us in spirit.

The problem on the Southend Victoria line operated by Greater Anglia is long-running engineering works, which have been running for two years. We have had some good news from Network Rail that they will now end in the spring of 2020 rather than May 2021. My constituents welcome that, but all the time they are still paying over £5,000 for a season ticket from Rayleigh when they can barely use the service at weekends because there are so many bus services. I have asked Greater Anglia repeatedly to give at least a small discount to my constituents, basically to say, “We share your pain,” and I wonder whether the Minister would have any sympathy with long-suffering commuters who pay a great deal of money to Greater Anglia for what is basically essentially a glorified bus service.

[Andrew Jones]

I am always keen to see value delivered, and I recognise that passengers have to endure a degree of inconvenience or worse when the industry is working on maintaining the network. I am not sure whether we could go as far as to say that that should be a part of compensation, because we can see looking ahead increased investment. We are investing more in our railways than any Government in British history. We have to try to do this in a way that inconveniences as few people as possible, but at the same time recognise that the benefits will be profound and we are catching up on historical underinvestment. It is fair to say that Governments of all colours have underinvested in our transport infrastructure, but that is not an accusation that can be made against this one.

[Mr Francois]

I thank the Minister for giving way again; I realise that he is tight for time. We have been hearing from Greater Anglia for several years about these new trains, which are going to be the Concorde of the 21st century on rails, with wi-fi and better seats and all the rest of it. However, we can have the best train in the world, but if it is stuck in the depot because the line is closed because engineering works are going on, it is no good to us. I am just trying to convey to the Minister, who is new in the post but I know personally is an excellent Minister—I say that dead straight—the sense of genuine frustration from my constituents that they pay a lot of money for a line that they cannot use for many days of the year, even if the trains will be the best in the world.

[Andrew Jones]

There is no doubt whatsoever that we do sometimes test the patience of constituents who are enduring delays and constant bus replacement services beyond a pleasant and comfortable level, and the constituents of Rayleigh are well represented by my right hon. Friend.

--- Later in debate ---

[Andrew Jones]

I would be delighted. We will get that in the diary rapidly.

Let me give the House a degree of context, because the Government are continuing record levels of spending. The budget for control period 6, which is the next period of rail investment funding starting in April 2019 and running through to 2024, is around £48 billion, the largest in British history. We are delivering the biggest rail modernisation programme in over a century, which means faster journeys, longer trains, longer platforms and more seats for passengers. We use giant numbers in the rail sector, but it comes down to what we are delivering for the rail journeys that our constituents make every day.

I am aware of the renewal work as part of the upgrade, and I recognise that it is not possible to work on the railways without causing some degree of inconvenience, but it is all about improving the reliability of our network. In the past we saw a bias towards enhancements, new services and new infrastructure, rather than maintenance. That will change in control period 6, with a bias back towards maintaining the network to reduce things such as speed restrictions and to make services more reliable by unscrambling some of our rather ancient Victorian infrastructure.

The national rail passenger survey results have been mentioned, and they were published yesterday. Overall satisfaction with Greater Anglia has dropped by eight percentage points, compared with the same period last year, to 73%, and no company would want to go backwards. The most significant falls in satisfaction, compared with last year, are on: punctuality, down 10 percentage points; the helpfulness and attitude of staff, down nine percentage points; and connections with other services, down nine percentage points. That decline in satisfaction is disappointing, and it is for Greater Anglia to work closely with Network Rail to improve its performance and to deliver the service and punctuality its customers expect. I include communication improvements within that, as that has been mentioned by colleagues. I will be holding Greater Anglia to account for delivering it.

The Government set the maximum amount by which regulated fares can rise, and train operators can choose to raise their fares by a lower amount. There is no requirement for rail operators always to raise by the maximum. This year we have capped regulated fare rises in line with inflation for the sixth year running.

[Mr Francois]

I am grateful to the Minister for squeezing me in. He may be aware that Greater Anglia went right to the top of the cap by imposing an increase, from memory, of 3.1%, whereas c2c, which runs the line along the Thames coast, went for only 2.5%, or thereabouts. A lot of commuters on Greater Anglia, who have all the issues that I will not repeat, are particularly put out by the fact that Greater Anglia basically charged the full whack, whereas c2c, which runs one of the most efficient and effective services in the country, felt that it did not need to do so. Does it seem equitable that the people running the better, more punctual service had a lower increase and the people running the worse service went the whole way?

[Andrew Jones]

It is difficult to comment on that, because each individual company sets its own fares. Frankly, I want to see, as we all want to see, people retain more of their own money, which is why, from a broader Government perspective, we have had the increase in the personal allowance and the fuel duty freeze and why, from a rail industry perspective, we are in the sixth year of regulated fares. I want us to have lower fares all round, although I recognise that 98% of the money that comes in via the farebox is automatically reinvested in the network, so the farebox is a critical part of delivering the upgrades that we seek for passengers.

[Mr Francois]

There is a strong rumour among commuters in my constituency that Greater Anglia borrowed the money for the new trains in the City at something like 8% interest. If that is true, given current interest rates, it would be completely financially incompetent, and I can only imagine that Greater Anglia’s finance director was educated at the shadow Home Secretary’s school of mathematics. Is that true?

[Andrew Jones]

I do not know the commercial terms of that particular arrangement. These are private matters. The particular school to which my hon. Friend refers is, I think, mercifully not that full of students.

Draft International Road Transport Permits (EU Exit) Regulations 2018 Draft Trailer Registration Regulations 2018

Mark Francois Excerpts

Tuesday 6th November 2018 General Committees

[Jesse Norman]

No, I think the hon. Gentleman has had quite enough chance.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

Next time, set the alarm clock.

[The Chair]

Order.

Air Travel Organisers’ Licensing Bill

Mark Francois Excerpts

3rd reading: House of Commons & Committee: 1st sitting: House of Commons & Report stage: House of Commons
Tuesday 11th July 2017 Commons Chamber

[Karl Turner]

The hon. Lady makes her point on behalf of her constituents, and she makes it well, but I do not think that it requires a response from me.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

This is a bit of an occasion, really, because when legislation is debated in this place, the Opposition traditionally complain that it is not given enough time, that the Government have tried to rush it through or that there has been insufficient examination of the provisions. The shadow Minister seems to be setting a precedent here today, in that he seems to be complaining that the Bill has been given too much time. Why is that?

[Karl Turner]

If the right hon. Gentleman will allow me to continue, I will make the point in a moment that important issues were debated in VTAB that are not now going to be discussed or made into legislation.

As a result of breaking up VTAB, measures that were previously included have been dropped, and measures that could have been included to improve this legislation through new clauses and amendments can no longer be added because they are no longer within the scope of forthcoming Bills. The proposal to make the shining of lasers at vehicles or control towers an enforceable criminal offence, which was strongly supported by those on this side of the House and which we would still be happy to support, has been dropped altogether. That is clearly concerning. We do not want to see avoidable disasters brought about by the malicious use of laser pens, and neither does the Minister, so will he explain why he has dropped these crucial plans, and whether or indeed when he proposes to legislate to tackle this serious problem?

There is also nothing in the Bill on the inclusion of much-needed regulations on drones—a matter previously caught by VTAB. The Government will respond to the consultation on drones in the next few weeks, but they should have made much more progress already, including making decisions on whether the UK should follow other countries by establishing a compulsory registration scheme and getting systematic geo-fencing in place to physically prevent drones from getting near airports and other places where they have the potential to be so dangerous.

It makes no sense for the Government to have abandoned the Bill in which action on drones could have been included. These are decisions that will make aviation less safe than it should be. The latest figures show that 33 such incidents were confirmed in the first five months of this year, and 70 last year, whereas there were 29 in 2015 and just 10 in the preceding five years. We need legislation to regulate the use of drones in order to tackle the worrying trend of near misses with planes. The aviation industry has been clear that it needs the Government to act on these concerns now. The Opposition have been pressing the Government on this issue for many years. Without action, it is a question of when, rather than if, a passenger plane is involved in a drone-related incident, so will the Minister explain why the proposal has been dropped and what plans he has to put this right?

We are just one month into this new Parliament and the Government are already running out of steam, which is why we have been debating this Bill on the Floor of the House rather than upstairs in Committee. The Prime Minister is attempting to crowd source policy ideas from the Opposition, and we can assist in this instance. The Government need to bring forward legislation on the misuse of lasers and on the regulation of drones and to provide clarity and certainty for UK aviation post-Brexit. We would welcome the Government adopting those policies, and they will have our full support if they do so. Labour broadly supports the Bill, because it extends protections to many more holidaymakers, but we want clarity on how EU-based companies, which will no longer be subject to ATOL but rather their respective member state equivalents, will provide protection to UK consumers. We want the best possible framework to ensure that the sector flourishes, but that means adequately preparing ourselves for the many implications that Brexit will have for ATOL and our aviation sector as a whole.