Rail Reform

Peter Bone Excerpts

Thursday 8th March 2012 Commons Chamber

[Justine Greening]

We will be moving in that direction. Our aim is first to reduce the above-inflation fares and then to get rid of them. Of course, a huge amount of investment is being made in all the other key things my hon. Friend talked about, which I am very supportive of and, indeed, excited about. I think that it is a great time for the railways. The sort of investment that is being made to improve passenger capacity and experience is unprecedented, and we will ensure that we get every bang for the buck out of it that we can for the public.

[Mr Peter Bone (Wellingborough) (Con)]

I thank the Secretary of State, as I think the whole House will, for making copies of the report available before the statement, which was very much appreciated.

Is it not wonderful that we have heard socialist ideas from the Opposition Benches? They suggest that we should renationalise the railways and everything will be wonderful. Have they forgotten that under British Rail they were managing decline and putting prices up? Under privatisation far more people have wanted to get on the trains, so the solution is to find more capacity, not renationalise.

London Local Authorities and Transport for London (No. 2) Bill [Lords]

Peter Bone Excerpts

Tuesday 6th March 2012 Commons Chamber

[Mr Nuttall]

I simply repeat the point I have made: if they are a menace in London, or indeed in Oxford, the matter should be dealt with on a national basis and not in a piecemeal way through a London local authorities Bill. As we have heard, pedicabs will not be dealt with in any way at all. We now hear that, having spent all these years on the one clause that might go some way towards dealing with something that someone is concerned about, it will not be dealt with by the Bill. I shall come to that shortly.

I am grateful to my hon. Friend the Member for Harrow East (Bob Blackman) for his introduction and for acting on behalf of the promoters in the House. He has been passed the baton by our hon. Friend the Member for Finchley and Golders Green (Mike Freer), who, I notice, is not in his place. I am sure that my hon. Friend the Member for Harrow East will look to make the same scintillating speed of progress as our hon. Friend the Member for Finchley and Golders Green made with the London Local Authorities Bill.

My hon. Friend the Member for Harrow East referred to the fact that 10 Bills have been promoted by the London local authorities. I do not know over what period, but I assume it is since the Greater London council was abolished—[Interruption.] I now hear that some were introduced before the GLC was abolished. My hon. Friend said that it was not uncommon for a Bill to be promoted in that way, but if I were a London council tax payer, I would ask why some of those Bills were not consolidated and dealt with in a rather more organised way than the current piecemeal and haphazard approach.

We debated a Bill that deals with three or four things last week and we will debate another one next week, and the London Local Authorities and Transport (No. 2) Bill, which we are debating now, deals with six or seven different matters. I cannot see why they could not be brought together in one Bill, but I can see that it provides a good deal of work for the parliamentary agents who draft Bills and prepare the various petitions that are lodged in opposition to them.

What is common to all those London Bills is that each brings with it more regulation, more red tape, more bureaucracy and more rules for Londoners and visitors to London. This Bill has had a very long gestation period indeed. The petition for it was lodged as long ago as 27 November 2007. We have already heard this evening that the discussions and planning go back some years even before that.

The petition was lodged as long ago as four and a quarter years, and First Reading took place in the other place on 22 January 2008—incidentally, the day after the then Transport Minister, the right hon. Member for Doncaster Central (Ms Winterton), wrote a four-page letter to point out that the Bill was defective in many ways. So, even before it reached the First Reading starting gate, the right hon. Lady had written to the Chairman of Committees, Lord Brabazon of Tara, a four-page letter stating, in a nutshell, that the Bill did not comply with the European convention on human rights, not just in one particular but in several particulars. One would have thought that with all their experience of promoting Bills, the London local authorities would at least have got these matters right before drafting the Bill. Nevertheless, the Bill received its First Reading on 22 January 2008.

Not much happened after that, as we have heard, and on 17 November 2008 the other place resolved that the Bill’s promoters should have leave to suspend further proceedings on the Bill until the next Session. This House concurred with their lordships in their resolution on 19 November. Not much happened until Monday 9 March 2009, when a Select Committee of five noble Lords began a three-day hearing into the Bill’s contents and to listen to the petitioners’ objections. There were three petitions in the Lords, which for reasons of brevity I will not go into, although later I will touch on the Commons petitions.

The petitions were dealt with at length over three days, and the result was 119 pages of evidence. One would consider that pretty detailed analysis but unfortunately most of the evidence related to matters not before the House today. The Bill considered by the other place contained many more clauses than this Bill. I think it contained 38 clauses, whereas this Bill has 23. That is quite an attrition rate in the number of clauses in the four years since the Bill was originally introduced. The Committee reported to their lordships on 2 April 2009. Again, however, unfortunately for today’s proceedings, much of what was considered in the report from the then Under-Secretary of State for Transport, the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) has been removed from the Bill in the other place. The hon. Gentleman is now the shadow Minister and is in his place this evening, and I am sure he will recall signing the said document and will no doubt be able to recall its contents exactly. There is very little left worth commenting on from that report and from those three days of detailed examination of the Bill in the other place.

On 29 October 2009—more than six months after that report was presented to their lordships—the House of Lords resolved for a second time to give leave to the promoters to suspend proceedings on the Bill and, if they saw fit, to proceed with it in the following Session. This House concurred with the resolution of their lordships on 3 November 2009. I have to give the promoters of these Bills one thing: they are nothing if not determined. It will therefore be no surprise to the House to hear that the Bill was duly reintroduced, on 19 November 2009.

Yet again, it would appear that nothing happened for several months—according to the official Parliament website, that is—until the Bill was for some reason reintroduced on 28 June 2010. However, as we heard from my hon. Friend the Member for Harrow East, there was in fact a great deal of activity behind the scenes. Great chunks of the Bill were being removed and it was slimmed down to its current state. [Interruption.] I think I said earlier that it had 38 clauses; in fact, it had 39 in those days. Following what we might refer to for present purposes as the Select Committee stage—obviously the procedure is different with a normal public Bill—clauses 4 to 14 were removed, and amendments were made to clauses 16 and 21. Also, clauses 26 and 27 were removed on Third Reading, to which I shall turn shortly. Either way, the Bill was losing clauses at quite a swift rate.

Third Reading took place in the other place on 28 March 2011. It is perhaps worth noting how few people took part in that debate. After four years, one might assume that this Bill had been considered by dozens and dozens of their noble lordships and baronesses; in fact, nothing could be further from the truth. The Bill was considered by just five noble lords in Committee. On Third Reading, it was discussed by just six more. So, as far as I can see, a total of just 11 noble lords took part in the debates on the Bill in the other place.

[Mr Peter Bone (Wellingborough) (Con)]

My hon. Friend has made an interesting point about the number of Members in the Committee in the Lords. If there were only five present, was there a quorum?

--- Later in debate ---

[Mr Nuttall]

My hon. Friend says, “Why not?” from a sedentary position. I commend the Third Reading report to all interested Members, as it sets out the problems that their lordships saw with the Bill, to some of which they drew this House’s attention. Indeed, they invited this House to look at it again to deal with the problems they had identified in our further consideration.

Earl Attlee said on Third Reading:

“The Government are committed not to create new offences unless it is truly necessary to do so.”

One problem is that the Bill seeks to create new offences. I would accept that in one respect—responsibility and liability in respect of skips transferred from the police to local authorities—but the general thrust of the Bill is to create more rules and more regulation. Earl Attlee went on to say that the Government had not reached a final conclusion about the matter. He said:

“The Government’s position on increasing the burden on business is very clear and we will be considering”—

we should note the future tense—

“whether, in our view, the Bill would create an unacceptable burden on business in order to make our views known before the Bill reaches Committee stage in the other place.”

We may hear more about the Government’s view when we hear from the Minister later.

According to what Lord Attlee said, I understand that the Government had notified the Bill’s promoters that some clauses could be improved or altered by minor amendments, particularly regarding the affixing of street furniture to buildings. One specific suggestion was made—that the owner of the building should be served with a notice, giving the exact date on which the work would begin, and setting out the terms of the use of electric vehicle charging points installed and operated under the Bill’s powers. The noble Lord went on to say:

“We will be seeking to reach agreement on amendments with the promoters before Committee stage in the other place as it is then that the Bill can next be substantially amended.” —[Official Report, House of Lords, 28 March 2011; Vol. 726, c. 1034.]

I emphasise the words “substantially amended”. Clearly, on Third Reading in the other place, the Government had serious reservations.

[Mr Bone]

My hon. Friend is gracious in giving way. I draw his attention to clause 16 on gated roads, where we seem to be creating an offence that does not need to be made. I see these barriers all over the country. Surely we do not need another law; if they were interfered with, that would presumably be criminal damage in the first place.

[Mr Nuttall]

I have not yet reached the subject of gated roads, but it is probably possible to pick at random a part of the Bill that creates a new offence, rule or law, to which is attached a fine not exceeding level 3 on the standard scale.

As my hon. Friend says, there are gated roads all over the country, and if that is a problem in the capital city of our great country, it is no doubt just as likely to be a problem on a country road somewhere out in the shires. If the correct way of dealing with the problem is to introduce legislation that creates a criminal offence—which is what we are doing here—it is surely correct to deal with it by means of legislation that covers the whole country, not just the capital.

Many things have happened since the Bill’s introduction in the other place as long ago as 27 November 2007, four and a quarter years ago. For instance, we have had a general election, and the Localism Bill—now the Localism Act 2011—received Royal Assent on 15 November last year. I am sure that several London local authorities have undergone a change of political control since 2007, and I wonder to what extent the promoters of the Bill considered those changes.

The Localism Act gives local authorities a general power of competence. It has completely changed the regime in which authorities operate: they no longer have to seek specific authority from this place to go off and do something, because the Act allows them to do it unless another Act tells them that they cannot. To what extent has that been taken into account by the promoters? Moreover, residents have been given the power to institute local referendums. If this is the problem that some Members think it is—as we heard earlier—I am sure that some residents will be hot on the heels of local councillors with petitions asking for something to be done about it.

After many years of delay, things speeded up after the Bill’s Third Reading in the House of Lords on 28 March 2011, and it appears to have been given its First Reading in this House on the same day. I believe that that is the only occasion on which anything to do with this Bill has ever happened speedily. It has, however, attracted four new petitions, from Bugbugs Media Ltd, Reliable Rickshaws Ltd, the National Union of Rail, Maritime and Transport Workers, the Society of London Theatre, the Theatrical Management Association, and the London Cab Drivers Club. As my hon. Friend the Member for Harrow East said, the promoters of the Bill managed to achieve the rare feat of upsetting the petitioners on both sides. They could not really win. Whatever they did, they were bound to upset somebody. I suspect they have probably reached the right conclusion by deciding to upset both sides and withdraw clause 17.

Let us return to the question of the cost to the London council tax payer. The organisations concerned—private limited companies, trade bodies and, indeed, trade unions—have been put to expense in having to raise these petitions. I dare say the solicitors and parliamentary agents were not acting for nothing; they could have been acting on a pro bono basis, and if they were I am sure someone will rise to tell me so—but the hon. Member for Hayes and Harlington is not doing so. I therefore assume these people were being paid rather handsomely for their good services. These Bills are by no means a no-cost option, therefore.

Over the past four years there has been an attrition rate of four clauses per year. However, only 10 minutes after the start of the opening speech of my hon. Friend the Member for Harrow East, we heard that another clause is to go. We have made good progress, therefore: the first clause went in 10 minutes. If we carry on at this rate, the Bill will be gone in a couple of days—but if we carry on at the same rate as things have been moving since the Bill started its life, we may, sadly, have to wait another six years before it withers away to its natural end.

Civil Aviation Bill

Peter Bone Excerpts

Monday 30th January 2012 Commons Chamber

[Justine Greening]

Yes, we have considered that and we are very happy that we will continue to strike the appropriate balance in our internal departmental expertise on security in all those areas. That is absolutely vital and we will not compromise on it in any way. We seek to have a more proportionate and smart approach to ensuring that we maintain the very highest standards of security and safety in our airports.

The final area of the regulatory framework that the Bill seeks to reform is the regulations covering the air travel organisers’ licensing scheme, or ATOL as it is known to millions of people each year. Those people have the peace of mind that comes from knowing that their package holiday is financially protected and that they will not be left stranded if a travel company becomes insolvent. Since the scheme was set up the holiday market has diversified, partly due to the innovations that internet booking has allowed. As a result, the holiday industry has told us that it is no longer clear to consumers whether their holiday has the protection of ATOL. Clause 94 will allow us to make regulations to improve clarity for the consumer by adding more flight-based holidays into the ATOL scheme, including holidays sold by airlines. That will mean that businesses selling holidays that include a flight should have a more coherent and consistent regulatory framework in which to operate.

[Mr Peter Bone (Wellingborough) (Con)]

I refer hon. Members to my declaration in the Register of Members’ Financial Interests. This area is very important because it is not clear to consumers at the moment whether they are protected or not, with some people on a flight being covered while others on the same flight are not. I do not think the Government are going far enough in that they are not going to say that all people on all flights are covered, but why not?

[Justine Greening]

No doubt my hon. Friend will want to return to this issue in Committee, but I think that our proposals are measured and will mean a real step forward in the number of consumers that ATOL can protect, while also making ATOL more financially sustainable in the longer term, which is important. The clauses that relate to the reform of ATOL are long overdue and are welcome. I appreciate that he might want them to go further and I look forward to having that debate in Committee because this is an incredibly important aspect of the Bill for people up and down the country who want to be able to book their holiday knowing that it has the protection they want behind it.

In conclusion, the Bill brings together the Government’s commitment to having a successful and sustainable aviation sector with our agenda on regulation. It will allow the CAA to modernise the way it regulates, bring a stronger consumer focus to its activities and improve transparency and accountability. It will also create a stable environment for investment in airports and will allow the UK aviation sector to continue to thrive and develop. I commend the Bill to the House.

High-Speed Rail

Peter Bone Excerpts

Thursday 31st March 2011 Westminster Hall

[Mr Peter Bone (Wellingborough) (Con)]

It is a pleasure to serve under your chairmanship, Mr Walker. I speak as a representative of the Backbench Business Committee, and will briefly set the scene for this debate. As Members know, every Tuesday we hold an evidence session for Members of Parliament, who come to the Committee to try to secure a debate. They have to overcome many hurdles: the subject should not be Government business, or business that the Labour Opposition might want to discuss; and a number of Members must be interested in it. Judging by the numbers present this afternoon, that hurdle has probably been overcome. There must also be cross-party interest, and we like there to be internal dispute between the parties on the issue. The ideal debate, of course, is one that Members on neither Front Bench would want put on.

This debate on high-speed rail ticks almost all those boxes. We want this to be a wide-ranging debate. The Backbench Business Committee did not want it to be just about local constituency interests; we also wanted it to be about the principle of high-speed rail, and whether it is correct to spend billions of pounds on it. A Member who represents a constituency in the south-west might feel that it is not appropriate to do so, and that the money could be spent elsewhere. We hope that those points will be debated today.

We in the Backbench Business Committee are keen to stress that this Chamber is on a par with the main Chamber. Members taking part in Westminster Hall debates have absolute privilege, as they do in the main Chamber. The only difference is that we are not able to table a substantive motion in this Chamber. In the past, when a debate in this Chamber has produced a lot of interest and a lot of different points of view, we in the Backbench Business Committee have been keen to put on another debate on the same subject in the main Chamber, where there might be a substantive motion.

One of our problems in the Backbench Business Committee is that we are not in control of the allocation of time. In the main Chamber, we are given only limited notice by the business managers of when our time will be. Moreover, we do not know how many days we will get this Session. We have more certainty about Westminster Hall, which is why high-speed rail is being debated here today. That does not mean that we would not be prepared to consider, at a later stage, putting on this debate in the main Chamber.

Many Members want to speak, so I shall conclude my remarks. I have parliamentary business elsewhere, Mr Walker, so I apologise for the fact that I shall have to leave shortly.

Oral Answers to Questions

Peter Bone Excerpts

Thursday 10th March 2011 Commons Chamber

[Lynne Featherstone]

We are happy to work with all the nations on this serious issue to stop women being trafficked within and without these islands.

[Mr Peter Bone (Wellingborough) (Con)]

Will the Minister tell us when spring starts and when it ends?

[Lynne Featherstone]

It is the parliamentary spring, and in this country it is quite difficult to tell, but it will happen in due course.

Oral Answers to Questions

Peter Bone Excerpts

Thursday 27th January 2011 Commons Chamber

[Lynne Featherstone]

We have said all along that we would look at what was happening in the European directive. The wording was decided on the 13th, and the member states are now deciding whether to opt in or not. When that has happened, we will take a look, and if there are further things that we think would be helpful, we will make a decision then.

[Mr Peter Bone (Wellingborough) (Con)]

I welcome the Government’s review of the policy on human trafficking. Will the Minister tell us whether all non-governmental organisations with an interest in this field, including the all-party parliamentary group on human trafficking, are being consulted on the review?

[Lynne Featherstone]

As far as I am aware, the NGOs are being consulted, although there is not a public consultation.

Severe Winter Weather

Peter Bone Excerpts

Monday 20th December 2010 Commons Chamber

[Mr Hammond]

We are operating a cross-departmental ministerial team approach, because we need to consider matters such as health, the protection of vulnerable people and energy supplies. There is also a huge role for local government in responding to a situation such as the current one. We are receiving four-hourly update reports on the situation, including Met Office forward forecasts, and over the past few days we have been convening daily to consider the current situation, the expectations for the next 24 hours and the actions that are needed. As I said in my statement, when there is something that the Government can do, bearing in mind that we do not own or operate many of the transport networks—such as relaxing the ban on night flying at Heathrow or the restrictions on drivers’ hours—we will do it.

[Mr Peter Bone (Wellingborough) (Con)]

I spent eight hours at Heathrow terminal 3 on Saturday, and there was no information whatever about what was happening to flights. On the other hand, people who were due to fly with British Airways from terminal 5 had advance notice and did not travel to the airport. The question must be: why did operators such as Virgin Atlantic not cancel their programmes? Will the Government look into that?

[Mr Hammond]

We will, and my hon. Friend’s question has to be addressed to the operators. British Airways made the call on Saturday morning to cancel all flights, because it considered it certain that the airport would have to close. I have spoken to Willie Walsh today, and he has told me that based on the forecast he saw on Saturday morning, any airport anywhere in Europe, bar none, would have had to close. BA therefore made the decision to pull all its flights.

The lesson that is emerging for BAA, which it will take away from the situation, is that it has to be more proactive in examining forward forecasts, and that when airlines do not make a decision to stop flights, the operator might have to make that decision for them, to avoid large numbers of people being stranded in terminals.

Oral Answers to Questions

Peter Bone Excerpts

Thursday 28th October 2010 Commons Chamber

[Mr Hammond]

I think that the hon. Gentleman is talking about a cruise liner terminal and turnaround facility. Cruise liner ports are operated primarily by private sector companies. Public money has been invested in the facility on the Mersey, and that public money was invested on the explicit understanding that it would not be used for turnaround. If it were, issues of state aid and unfair advantage would be raised. I am happy to discuss the matter with the hon. Gentleman, but I hope that he understands that there are European Union competition and legal issues around the matter.

[Mr Peter Bone (Wellingborough) (Con)]

T5. I recently met the Consular Corps of London, which made it clear to me, in no uncertain terms, that there is a problem at our ports and airports with human trafficking, with people being admitted to this country on clearly forged passports. I wonder what the Secretary of State can say about that, and whether he can talk to the Home Office about it.

[Mr Hammond]

I am grateful to my hon. Friend. As he will know, inward border controls are primarily a matter for the UK Border Agency, and I shall make sure that his comments are drawn to the attention of my right hon. and hon. Friends in that Department.

--- Later in debate ---

[Lynne Featherstone]

We have decided not to opt in to the European directive at the moment, but we are keeping a watching brief. When it is implemented, we might well decide to do so, but we are already doing most of the things required by the directive to a good standard and we do not want to be inhibited by introducing laws in this country. Several things that we do already would need transposing into legislation, but we do not need to make legislation to prove to the Commissioners what we are doing already.

[Mr Peter Bone (Wellingborough) (Con)]

May I urge the Minister not to opt in to the EU directive? I know that human trafficking is one of the Prime Minister’s priorities, but before we opt in we must consider whether we can do things better; I urge caution in this matter.

[Lynne Featherstone]

I thank my hon. Friend for his question. That is exactly the position that we have taken.

Oral Answers to Questions

Peter Bone Excerpts

Thursday 22nd July 2010 Commons Chamber

The Minister for Women and Equalities was asked—

[Mr Peter Bone (Wellingborough) (Con)]

1. If she will discuss with the Secretary of State for the Home Department proposals for border controls to identify young women entering the UK from European Economic Area countries who may have been trafficked.

[The Secretary of State for the Home Department and Minister for Women and Equalities (Mrs Theresa May)]

I welcome my hon. Friend’s tireless work in this field. Let me also do something that I tried to do a little prematurely on a previous occasion, which is to congratulate him properly on his election as joint chair of the all-party group on human trafficking. Tackling human trafficking is a coalition priority, and the Government are currently considering how to improve our response to this terrible crime, including through the creation of a border police force. I would be happy to ensure that border controls and the protection of vulnerable groups are covered in our consultation.

[Mr Bone]

Could the Minister for Women have a conversation with the excellent Home Secretary about citizens coming from the European economic area who bring in children who are not of the same name as themselves? They are waved through at the moment. Could they not be separately interviewed, to ensure that they are coming in for a proper purpose and are not being trafficked?

[Mrs May]

My hon. Friend has raised an interesting point, although I have to say that if I start speaking to myself, people might get the wrong idea. The separate interview is done in relation to non-EEA nationals, based on a risk assessment undertaken by UK Border Agency officials, and is something that has been important. We can and do interview EEA nationals. Obviously trafficking is covert, and it is often tricky to detect. Our border controls must be part of a much wider approach on the issue, but I am certainly happy to take away the suggestion that my hon. Friend has made and have a look at it.