Colne to Skipton Railway Link
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
It is a pleasure to serve under your chairmanship, Sir George. Already you have chastised my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), and for him to get chastised, something really bad must have happened—
Sir George Howarth (in the Chair)
Order. If the hon. Gentleman wants to see me chastise somebody, he is going the right way about it. [Laughter.]
Chris Heaton-Harris
My word—I know when I am put in my place, Sir George. However, I was just making the point that my hon. Friend is one of the most mild-mannered men in this place, and he would never deliberately do anything to upset anybody.
I congratulate the hon. Member for Hyndburn (Graham P. Jones) on securing this debate on the Colne to Skipton line. He made many a point about how my Department often gets its investment decisions wrong, so I thank him for making the case against nationalisation so well.
I thank the hon. Member for Burnley (Julie Cooper) for her contribution, and I thank the hon. Member for Strangford (Jim Shannon), who is no longer in his place. I also thank the hon. Member for St Helens North (Conor McGinn)—or occupied Lancashire, as I believe it is now called—and the Skipton and East Lancashire Rail Action Partnership for all the work that it has done in the area.
My hon. Friend the Member for Harrogate and Knaresborough is a former Rail Minister. In fact, he is my immediate predecessor. I know that when I remark on his comments I am, as someone said to me just before the debate, standing on the shoulders of a giant, so I am wary and I listened to his comments assiduously. I note his ongoing strong support for the project. He is absolutely right to highlight the new and refurbished rolling stock that continues to enter the northern rail market—a demonstration of the Government’s commitment to deliver on their promises to the north of our country. He also served under the former Secretary of State, my right hon. Friend the Member for Epsom and Ewell (Chris Grayling), who, as was noted by the hon. Member for Hyndburn, visited twice to see what could be done with the project in February 2018 and January 2019. I am well aware of his long-standing and continuing support for the campaign and project.
Before I get into the main part of my speech, I should mention, as the hon. Member for Keighley (John Grogan) noted that I do all the time, my right hon. Friend the Member for Skipton and Ripon (Julian Smith) and also my hon. Friend the Member for Pendle (Andrew Stephenson), who is sitting to my right. The two of them attended a symbolic ribbon cutting of the project in 2014. The hon. Member for Keighley mentioned the early-day motion tabled by my hon. Friend the Member for Pendle, which many people signed. I know the shadow Chancellor signed it, but I believe he was in a position at that time of signing just about every early-day motion. His support for the project was none the less welcome. My hon. Friend the Member for Pendle mentioned the project in his maiden speech, as well as in other speeches. In research for this debate I read his contributions from the Westminster Hall debate that he secured on 26 April 2017. It is good that we have strong cross-party backing for the project.
I gently remind the hon. Member for Burnley that after years of campaigning for the Todmorden curve under a previous Labour Government, it was a Conservative-led Government who invested the cash to facilitate travel between her constituency and Manchester when the link opened in 2015.
Julie Cooper
The Todmorden curve railway link would never have been made had it not been for the Labour-led Burnley Council.
Chris Heaton-Harris
I remind the hon. Lady that the MP at the time, who also campaigned, was from a different party, but that is not the point.
I share the interest of the hon. Member for Hyndburn in ensuring that the corridor between east Lancashire and Yorkshire, in which the former rail line is located, has the transport infrastructure that it needs to flourish and grow. I agree that the potential role of a reopened Skipton-Colne line needs to be considered carefully. It is the case, as he kind of made clear, that the Government are investing in transport in east Lancashire and the north more widely. As he knows, the Government are committed to creating a northern powerhouse to rebalance our economy.
Investing in and fuelling the northern economy provides a great opportunity for the north to be at the forefront of the UK’s economic success for decades to come. I am a midlands MP. I welcome investment in the north because it drives investment in the midlands, too. A national benefit would flow from that. I want to gently correct, as my hon. Friend the Member for Harrogate and Knaresborough did, the incorrect IPPR study of investment in the regions. As he correctly pointed out, the investment is £236 for the midlands, £236 for the south and £248 for the north. However, it does not matter because the investment continues to grow, with projects coming forth that really will drive economic growth. Our continuing commitment to transforming rail connectivity across the north is evidenced both by the Prime Minister’s recent announcement on Northern Powerhouse Rail and the continued development of and investment in the trans-Pennine route upgrade programme.
As the Prime Minister reminded us when he visited Rotherham a few weeks ago, the north gave the world the railway. He said:
“And yet two centuries later, in this birthplace of the railways, we can do so much better.”
When he was in Yorkshire the previous week he reaffirmed his commitment to Northern Powerhouse Rail and slightly challenged people by saying that he eagerly awaited the emergence of the plans. He also noted that there has been significant Government investment, with 2,000 additional services now operating every week, £500 million on new trains and £100 million on refurbishment of the rest of the fleet, including wi-fi and power sockets as well as the electrification of the railways in the north-west. A huge amount has gone in.
Before I turn to the Colne-Skipton line, I want to highlight the significant transport investment already under way in Lancashire and across the north to support the northern powerhouse programme. Through the growth deal process, the Government have provided the Lancashire local enterprise partnership with £8 million to support the Hyndburn Burnley/Pendle growth corridor investment, designed to maximise the benefits provided by the M65 in that corridor. Our third growth deal with the Lancashire LEP provides further funding for the M65 corridor—junctions 4 to 6—which will bring further benefit to east Lancashire and the constituents of the hon. Member for Hyndburn. It was my hon. Friend the Member for Pendle who pushed for a study of the work. He is a very busy Member of Parliament.
I am sure the hon. Member for Hyndburn is aware of the proposals for the Colne to Foulridge—or A56 villages—bypass. When consulting on its east Lancashire highways and transport master plan in the autumn of 2013, Lancashire County Council set out six possible options for the scheme. It identified two that would potentially impact on the reinstatement of the railway at a future date. I understand that Lancashire County Council has not actively developed the options any further, pending the outcome of a centrally funded Highways England study that is under way.
More widely in east Lancashire we have, through the LEP, funded improvements to the Blackburn to Bolton rail corridor, and have enabled a more frequent service to operate between Blackburn and Manchester Victoria. That is not the first improvement that we have delivered on the rail network between east Lancashire and Greater Manchester. Thanks to our regional growth fund, under the coalition we reinstated the Todmorden curve, which the hon. Member for Burnley mentioned in her intervention. As part of the Great North Rail project, we have invested in improvements across the region. That is bringing major improvements to the northern rail network, one of the largest rail networks in the country, creating better journeys for passengers, supporting trade and creating, as the hon. Member for York Central (Rachael Maskell) would like, a stronger economy.
Through the Northern and TransPennine Express franchises and investment in modern trains, we are delivering a host of better, more comfortable, more frequent, faster and more direct journeys. All the Pacer trains, which were possibly once loved but have absolutely outstayed their welcome, will be replaced by a mix of brand-new trains and trains refurbished and upgraded to an as-new standard. Investment in the northern rail network includes improvements to the Calder Valley line between Manchester, Rochdale and Bradford and Leeds—the other key current rail link in the central trans-Pennine corridor—and includes line speed improvements and improved signalling, resulting in increased resilience, more capacity and improved journey times. That is good progress, but we need to go further.
For the Hyndburn constituency, our investment has meant more frequent, hourly Sunday services to Colne from May 2018 and additional funding for the East Lancashire community rail partnership. As part of Northern’s £500 million investment, passengers in the constituency of the hon. Member for Hyndburn will benefit from new trains on the York to Blackpool service via Accrington later this year.
Finally, the Department announced in March 2019 that Highways England would work with Transport for the North on a study looking at options for improving road links between the M65 and North and West Yorkshire. The output of that study will inform consideration of the case for future investment. Those are all important building blocks of the northern powerhouse.
The line from Colne to Skipton was closed in 1970. The Skipton East Lancashire Rail Action Partnership, which is possibly one of the best action groups I have come across in my short time as Rail Minister, and certainly one of the most effective—I think I had a letter from the group two days after I was announced as Minister—was established in spring 2001 to protect the former railway track bed from development so that it could, in due course, be reinstated. As I have detailed, and as my hon. Friend the Member for Harrogate and Knaresborough said, former Rail Ministers have met the partnership many times, and I join them in paying tribute to its work over the past 18 years to raise the profile of the case for reinstating the 12-mile link between east Lancashire and Yorkshire.
The hon. Member for Hyndburn will be glad to hear that the Skipton-Colne scheme is clearly referenced as a scheme in the “determine” phase of the rail enhancements pipeline published earlier this month. As my officials outlined at last week’s meeting, hosted in Westminster by the hon. Gentleman, the focus of that phase is on establishing the case for progressing the scheme. That means identifying the improved outcomes sought for passengers, freight and the wider economy, and considering a wide range of potential interventions that could deliver those benefits.
The Government assess the case for progressing schemes through a five-case business case that takes fully into account the wider strategic and social case for investment, in addition to economic, financial, commercial and managerial aspects. We remain committed to enhancing rail connectivity across the north. The ongoing work on Skipton-Colne makes a very important contribution to that, particularly on the important issue of the provision of capacity and capability for trans-Pennine freight.
The first stage of feasibility work carried out last year confirmed the engineering feasibility of reinstating a rail link between Colne and Skipton to modern railway standards. It also confirmed the strategic case for a rail link between east Lancashire, which has local authority districts that the hon. Gentleman himself described as the most economically deprived in England, and the Leeds city region, as well as for improved rail connectivity for freight between Mersey and east coast ports and inland terminals.
The hon. Gentleman will recall that during a visit to Colne earlier this year, my right hon. Friend the Member for Epsom and Ewell, the former Secretary of State for Transport, announced that he had asked for further feasibility work to be carried out, in order to challenge the cost of the scheme and to establish whether there would be sufficient freight demand, before making a decision on whether a reinstatement scheme should progress to the next stage of the rail enhancements pipeline.
I thank the hon. Member for Keighley for highlighting the towns fund, which will hopefully help towns and communities across his constituency and the north in general. He raised a couple of questions about the feasibility study. I am happy to share the December 2018 strategic outline business case with the partnership, so that it can understand the sorts of issues that we rightly have to tackle as a Government to ensure that the criteria that we have set are fulfilled, and that we can deliver projects that offer value for money and deliver the required economic outputs. Perhaps that can be the hon. Gentleman’s Christmas present. It is not quite the Christmas present that he asked for, but it is part of the way to it.
There are lots of important considerations, because there are challenges for the project. I am sure that the project can answer those challenges, but it is important to highlight them so that they are open and public, and so that people can work together to overcome them, as I believe has been the case up until this point. The first consideration was the initial finding that the economic case for reinstatement was quite poor without provision for, and extensive use of, the route for intermodal trans-Pennine container freight traffic attracted from road. We need to ensure that that can be delivered.
Before the feasibility study, there was insufficient evidence that the route would attract a sufficient volume of intermodal container traffic. There is evidence that other trans-Pennine routes, with necessary enhancement of capacity and gauge, could offer shorter journey times, and thus more efficient utilisation of rail assets—both staff and rolling stock. I am aware of the extensive work being done, and that has already been completed, by SELRAP, right hon. and hon. Members, and local businesses, as demonstrated by some of today’s speeches, to estimate what level of local freight could be expected. That work is very helpful indeed.
We must always address concerns about the high estimated capital cost of the scheme—questioned by the hon. Member for Hyndburn—which is relevant to both the economic case and the general affordability of the scheme. The first stage of the further work carried out by my Department’s technical advisers is nearing completion. It has been carried out in close collaboration with Transport for the North, Network Rail and the Chartered Institute of Logistics and Transport, with very helpful in-depth discussions with a number of freight customers. That work, which is continuing, suggests, first, that a high proportion of potential trans-Pennine intermodal container traffic could be carried on a low-floor wagon that requires a loading gauge that is smaller than the W12 gauge provided on a number of other trunk routes, and only marginally larger than the minimum current clearance on trans-Pennine routes.
Secondly, routing freight via Skipton-Colne is not only slower than other potential routes but engages a capacity bottleneck—as was mentioned in passing—on the eastern side of the Pennines, crossing the eastern approach to Leeds station. That is absolutely not insurmountable, but it does need to be addressed as we move forward.
Thirdly, we have confirmation that future demand for the key flows in question—Liverpool-Drax biomass and intermodal containers—is really sensitive to the end-to-end journey times that can be achieved, due to the impact on resource utilisation, so we need to work with those companies to ensure that there is a business case that works for us all.
Network Rail’s order of magnitude cost estimates are not inappropriately high, given the current state of the project’s development. However, further discussions are in progress with Transport Scotland, as the hon. Member for Hyndburn highlighted, regarding the Borders railway, as it appears that its out-turn costs were, per mile, much lower than Network Rail’s early estimates for the Skipton-Colne link. We are therefore trying to learn from what has gone on elsewhere, because we want to drive value for money.
Rachael Maskell
I am really interested in what the Minister has to say. There seems to be an overengineering of a number of rail projects at their inception. Is the Department reviewing the way that infrastructure projects are approached, so that they are appropriately engineered?
Chris Heaton-Harris
The whole point of the pipeline is to try to do exactly that, and to learn from previous projects, when things are delivered late and run over cost and when things are delivered within budget. Network Rail is going out of its way to learn from those projects, so yes, I can give the hon. Lady that assurance.
We need to investigate a number of issues further before any conclusions are drawn, hence the need for the current process. Those issues essentially boil down to the two questions that I outlined: what are the likely costs, including gauge clearance, of creating viable timetable paths in the short and medium term for additional freight, and what levels of freight traffic is the route likely to attract? We are pressing on with that work, including through a Network Rail feasibility study on trans-Pennine gauging, which was announced last month, so that we will have a complete picture in a few months. My officials will continue to update the campaign’s project development team as the work progresses. We will continue to do all we can to answer the questions that I have raised and recent work has raised, which will hopefully mean that we can work together to move this interesting and popular scheme forward.
To conclude, I congratulate the hon. Member for Hyndburn and SELRAP on the continuing commitment to this issue that they have shown, as well as the other right hon. and hon. Members with an interest in this matter—both those who could be present today and those who could not. I repeat that the Government are keen to reach an early conclusion on what role a reinstated line could play in improving passenger and freight connections across the Pennines. Given the current phase that this scheme finds itself in, my focus, and the Government’s, is on establishing the case for progressing it.
Graham P. Jones
I thank you, Mr Howarth, for chairing this debate. I also thank the hon. Members who have contributed to it, including my hon. Friend the Member for St Helens North (Conor McGinn), who probably agrees that rail passengers in his constituency would be liberated by the reinstatement of this rail link, and my hon. Friend the Member for Burnley (Julie Cooper). She rightly pointed out that Burnley Borough Council, along with other local councils including Labour councils, led on the Todmorden curve initiative without much input from Lancashire County Council, which was very disappointing for a transport authority. We do not congratulate Burnley Council enough.
I also thank my hon. Friend the Member for Keighley (John Grogan) and the hon. Member for Harrogate and Knaresborough (Andrew Jones), the former heavy rail Minister, who has been backing this project for quite a long time. He probably feels that he has been backing it for so long that it must happen one day. I suggest that if he votes Labour at the next election, that day might come sooner, rather than later or never.
The Minister touched on the issue of the M65, which I did not bring up. To summarise briefly, that is another key pipeline project that must go ahead in conjunction with the rail link. I raised that issue quite a while ago, alongside my hon. Friend the Member for Burnley, and have been a vociferous campaigner at the vanguard of the campaign to ensure that we get that connection through to the north-east, to Leeds and to the M1.
The Minister said that the Government were investing heavily in the north. I gently point out that if he is serious about investing in the north, he should back the budget for Transport for the North and the Northern Powerhouse Rail project, which comes in at £39 billion; I hope that commitment is not going to recede. The Government seem undecided about how much they will spend on Northern Powerhouse Rail, with some figures as low as £12 billion, rather than the £39 billion that is required. I also hope that the Government will commit to the northern infrastructure pipeline, a £7 billion investment to get some of the projects up and running quickly. They have not done so yet, so the idea that they have made some commitment to investment in the north that is equivalent to what is invested in the south does not bear scrutiny.
The Minister talked about cost, affordability and value for money. We are back to those words again; we are telling deprived communities, “You are not worth it. You are not getting anything. Hard luck.” This is a £360 million project; over 100 years, that is £360,000 a year. East Lancashire clinical commissioning group spends £1 billion a year, and that figure does not include West Yorkshire’s clinical commissioning groups, which probably spend more. Building this rail line will cost 0.3% of the health budget, so let us get some perspective. When we talk about levels of deprivation, building this line is an easy answer. In the context of a health budget, this rail infrastructure investment is a minuscule amount, particularly if we look at the whole corridor. It probably amounts to less than 0.1% of the health budget for that corridor, where deprivation levels are some of the most severe in the country. I do not understand the Government’s thinking in denying this investment at this stage; we should press on and do it. As my hon. Friend the Member for Keighley said, there is no better time than the 175th anniversary of the opening of the original line. Let us get the shovels in the ground.
The Minister mentioned value for money. Is it not about time that we get local contractors and local people in? This is a deprived area. Why are we not bringing in local contractors to do some of this basic work, such as the trackbed work, which does not require engineering?
Graham P. Jones
It does not matter. That does not excuse us from bringing in local contractors to do some of the most basic work, lowering the costs. We do not always have to bring in experienced contractors from the south on high-value contracts; that does not serve the cost analysis very well. I do not think that affordability, cost and value for money should be the drivers of this particular scheme.
My hon. Friend the Member for Keighley was right to say that Christmas could have come early for us all if the Minister had committed to this rail line, but he has not. My hon. Friend the Member for York Central (Rachael Maskell), who gave a very good speech, rightly suggested that it is about time that we brought the railways into public ownership so that we can make these decisions, instead of their being made by consultants and outside bodies. Local, democratically elected people should decide what is best for their local communities, not some of the experts who have failed east Lancashire.
Question put and agreed to.
Resolved,
That this House has considered the proposed reinstatement of the Colne to Skipton railway link.
Oral Answers to Questions
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
Flights between the UK and the EU will continue whatever the outcome of our EU exit. We are working with airports to ensure that freight can continue to flow and that any disruption to passengers is kept to a minimum. Aviation security in the UK will remain among the best in the world and passengers will not notice any change to airport security screening at UK airports as a result of EU exit.
Dr Whitford
Maintenance, repair and overhaul of aircraft is a major and growing industry at Prestwick airport in my constituency. With the Prime Minister’s preferred Brexit deal just one week away, what has already been put in place to provide the engineering licences and aircraft safety certificates currently provided by the European Union Aviation Safety Agency?
Chris Heaton-Harris
The first obvious point is that if the hon. Lady voted for the deal, we would go into the revised political declaration, which commits both the parties to uphold high safety and security standards and make arrangements to maintain close co-operation between the CAA and EASA. However, the Commission has already published proposals to extend its contingency measures for aviation until October 2020, were we to leave without a deal.
Sir Vince Cable (Twickenham) (LD)
Whatever happens to Brexit, some of us have been greatly encouraged by the comments of the Secretary of State, of the Minister of State, Department for Environment, Food and Rural Affairs, the right hon. Member for Richmond Park (Zac Goldsmith), and yesterday of the Prime Minister in their lukewarm response to Heathrow expansion. Can the hon. Gentleman help resolve the contradiction between the official Government policy of encouraging airport expansion at Heathrow and their unofficial policy of opposing it?
Chris Heaton-Harris
I believe those arguments are entirely sustainable, and I am happy for the right hon. Gentleman to continue that conversation with the Prime Minister.
Andrew Rosindell (Romford) (Con)
Vicky Foxcroft (Lewisham, Deptford) (Lab)
The Minister of State, Department for Transport (Chris Heaton-Harris)
I thank the hon. Lady for her question. I actually met her about this and other subjects only a couple of weeks ago. My officials, along with Ministry of Housing officials, are currently working with TfL to understand the case for the Bakerloo line extension and how it interacts with housing proposals, and I expect to be able to report more very shortly.
Dame Cheryl Gillan (Chesham and Amersham) (Con)
John Grogan (Keighley) (Lab)
Chris Heaton-Harris
I am sure that the hon. Gentleman will recognise the work that has been done on this issue by other Members of Parliament, including my hon. Friend the Member for Pendle (Andrew Stephenson) and my right hon. Friend the Member for Skipton and Ripon (Julian Smith). The feasibility work is still in progress, and we are pressing further to assess whether the proposed scheme can be made affordable, will attract sufficient traffic and is part of the right long-term solution for all trans-Pennine rail traffic. The hon. Gentleman will have seen that the issue featured in the rail network enhancements pipeline publication earlier this week.
Richard Graham (Gloucester) (Con)
Constituents across Gloucestershire will be delighted with the additional 5,000 seats a day of rail capacity between Gloucester and Paddington. Can the Minister tell me when we might also expect additional capacity on the important and very popular Gloucester to Bristol line, which would be welcomed by the Mayor of the West of England, my hon. Friend the Member for Thornbury and Yate (Luke Hall) and our excellent candidate in Stroud, Siobhan Baillie?
Chris Heaton-Harris
My hon. Friend has been campaigning on this issue, possibly since the day he was born; he is certainly in my ear about it all the time. Increasing frequency on local Great Western Railway trains is the best way in which to provide additional frequency and seats on the route, and this is likely to be provided as an extension of MetroWest additional services for Bristol to Yate, with the Department funding Yate to Gloucester. MetroWest proposals are under development by GWR as part of the next franchise, which will start in April 2020.
Mr Speaker
Transport without a brake would be like a car without a driver—Tom Brake.
Tom Brake (Carshalton and Wallington) (LD)
In relation to Operation Yellowhammer, may I ask the Secretary of State what role the 300 troops and 180 police officers who are to be put on standby will play in policing the transport network in and around the port of Portsmouth, and how many other troops and police may be deployed at other ports?
Chris Heaton-Harris
It is always a pleasure to respond to the happy-go-lucky Member for Carshalton and Wallington, especially on the matter of Brexit because I was reading his website last night, on which he says,
“clearly this was a democratic vote and we must abide by this decision”
—something that he has forgotten, I believe. My Department is operationalising Yellowhammer, and I will happily write to the right hon. Gentleman with the details he requires.
Several hon. Members rose—
Sarah Newton (Truro and Falmouth) (Con)
Growing towns and villages in my constituency need investment in cycle and walking infrastructure. Will the Secretary of State join my representations to the Treasury at the forthcoming Budget to make sure that there is dedicated funding for villages and towns to expand this infrastructure?
Chris Heaton-Harris
Yes, we are working with cycling groups up and down the country to do exactly that.
Jonathan Reynolds (Stalybridge and Hyde) (Lab/Co-op)
TransPennine rail services between Leeds and Manchester through Stalybridge and Mossley are clearly vital to this country. The previous Government changed their mind quite a lot on improvements, including on full electrification. What is this Secretary of State’s policy on TransPennine rail upgrades, and will he meet me to hear some sensible suggestions on the way forward?
Railways (Safety, Access, Management and Interoperability) (Miscellaneous Amendments and Transitional Provision) (EU Exit) Regulations 2019
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I beg to move,
That the Committee has considered the Railways (Safety, Access, Management and Interoperability) (Miscellaneous Amendments and Transitional Provision) (EU Exit) Regulations 2019 (S.I., 2019, No. 1310).
That is a mouthful that I will refer to as “this statutory instrument” from now on. It is a pleasure to serve under your chairmanship, Mr Gapes. I will start by explaining to the Committee why we used the affirmative procedure provided for in the European Union (Withdrawal) Act 2018.
This statutory instrument will be needed if the UK leaves the European Union without a deal, as it is important to ensure clarity and certainty for the rail industry and passengers. The statutory instrument fixes deficiencies in a number of pieces of rail-related legislation, including important changes to the rail safety legislative framework and corrections to minor issues in previous Brexit-related instruments that were raised by the Joint Committee on Statutory Instruments. In previous debates on rail Brexit legislation in the House of Lords, the Government made the commitment that the rail safety amendments and issues identified by the JCSI would be fixed in time for Brexit.
The Government have given very careful consideration to the appropriate procedure for this statutory instrument. Providing certainty and clarity to industry and passengers is our absolute priority, and we concluded that to provide the right level of certainty and to fulfil commitments made in Parliament and to industry, the statutory instrument needed to be in place for Brexit day. The use of the affirmative procedure was thus appropriate to provide such certainty and clarity.
This statutory instrument’s most significant provision is to introduce in Great Britain a two-year recognition period for part A safety certificates issued in the European Union before exit day, by amending the Rail Safety (Amendment etc.) (EU Exit) Regulations 2019. The statutory instrument also makes corrections to EU implementing legislation that came into effect on 12 April 2019, as well as some minor corrections to earlier implementing legislation.
The part A safety certificates are valid for up to five years and are essential pieces of documentation that are issued in the UK by the Office of Rail and Road. They confirm that train operators have the necessary safety procedures in place and are competent to run a railway. The statutory instrument will introduce a two-year recognition period for the existing part A safety certificates issued in the European Union. That gives certainty that an EU-issued part A safety certificate will continue to be recognised for the purpose of operating trains on the mainline railway in Great Britain for two years after Brexit or until it expires, whichever is sooner. A train operator will then need to apply to the ORR for a new part A safety certificate and the accompanying part B safety certificate.
A two-year period provides an appropriate amount of time for the industry to prepare and align itself with the Great British domestic certification regime, and it is consistent with recognition periods introduced in other rail-related Brexit legislation. It also gives Great Britain appropriate control, which we will use to maintain our excellent safety record. Safety is always the No. 1 priority on the railway.
Only one operator has been identified as providing services in Great Britain using a part A certificate issued in another EU member state. Officials, both from my Department and from the Office of Rail and Road, have actively engaged with the operator concerned to ensure that it is prepared for Brexit.
Alan Brown (Kilmarnock and Loudoun) (SNP)
What was that operator’s view on the fact that if there is a no-deal crash-out, its certificate would expire after two years rather than the time it has now, which could be longer?
Chris Heaton-Harris
I do not think that the operator has a view about the two-year period, because it hopes, by working with my officials and others, to fix that problem before Brexit day.
Alan Brown
Does that mean that that operator will apply to the ORR for an updated certificate?
Chris Heaton-Harris
Yes, that is what it is working towards.
On the amendments correcting issues in previous Brexit-related instruments, the JCSI identified minor drafting issues in two rail Brexit instruments. The Government thank the JCSI for identifying those minor drafting points. My Department has also identified minor drafting errors in two other Brexit instruments, which the instrument that we are discussing will also correct. I reassure colleagues that those drafting issues are all extremely minor and did not affect the viability of any of the Brexit instruments. However, it is important, in the interest of certainty, to ensure that we resolve those problems as soon as possible.
The instrument will also make fixes to EU implementing regulations. It makes fixes to Commission implementing regulations to maintain the ORR’s ability to charge a fee to establish the impact of an open access application. It will also make the usual technical Brexit-related fixes to various implementing regulations, including regulations on the new rail passenger services, on access to service facilities, and on establishing common safety methods for supervision by national safety authorities. I hope that everybody has enjoyed reading these papers, and I commend this statutory instrument to the Committee.
Chris Heaton-Harris
I will answer as many of the points as I can, although some of them were political. I will steer clear of being political, because it is very easy to spark a debate on Brexit, which could last the full 90 minutes. Although I am up for doing that, I am not convinced that other Members of the Committee would be too pleased—
Chris Heaton-Harris
Most definitely, Mr Gapes, but that is your call, not mine.
A number of points have been raised. Let me start by saying that businesses welcomed the two-year recognition period for certificates. Such certificates would expire after two years. This statutory instrument gives continuity: only one business is affected by that regulation, and it is trying to sort out its certification way before that period ends. I think we are in a good place on that.
Is there any more secondary legislation required in this area for leaving the European Union? We prioritise; we have spent ages prioritising our legislation so that we have the right package of legislation ready for 31 October. This SI has gone through the JCSI and been thoroughly checked, so I am convinced that it is absolutely spot on. I thank the Committee for its work in finding the issues that we had with previous SIs. That proves that it is working on this all the time, not just when we consult it. I also thank my Department for spotting the couple of errors that existed in previously passed SIs that we needed to correct, and that were not spotted by others.
Will these regulations lead to any loss of access to EU information? No; information related to railway safety is stored publicly online on the European Union Agency for Railways database of interoperability and safety. That will be accessible in the event that the UK leaves the European Union with or without a deal, so there are no concerns there.
The hon. Member for York Central quite rightly says that we make, and she makes, safety on our railways—for workers and passengers alike—a priority. We want the highest application of safety standards, and I give her the commitment that she asked for in that area. She also mentioned where we might possibly want to diverge in the future; as she outlined in her comments, if we wanted to go further in the realm of safety, we absolutely would. I think there would be agreement on both sides of the House on that.
Rachael Maskell
Can the Minister therefore confirm that should the European Union advance its safety standards, the UK would at least keep parity with those standards—or, as he has just related, go beyond those standards?
Chris Heaton-Harris
Yes, I think I can; in fact, we will not be diverging to reduce safety standards from where they are now. We might choose to diverge to increase our safety standards, but I give the hon. Lady the commitment that she asks for about not reducing safety standards through diverging—absolutely, 100%.
Rachael Maskell
May I split hairs with the Minister on this issue? He has clearly stated that we will not regress from where we are now, but if the European Union were to advance its safety standards, would we keep parity with it at that juncture?
Chris Heaton-Harris
I would like to think so, but I honestly cannot answer, because I have no idea what the European Union might do in the future. I would like to think that we would be in advance of European Union standards. Certainly, there is no rush to diverge in any way from current European Union safety standards, and the only push that I can see from this Parliament and domestically is for better standards. I would assume, therefore, that if the European Union tried to improve its safety regulations and regime, we would be ahead of that curve already and the EU would be following us.
There were a number of questions relating to the Williams review of the Office of Rail and Road, its resources and whether it needs additional resources. There will be no additional cost to the ORR or train operators from Great Britain’s safety regime after Brexit, so, realistically, the ORR should have sufficient resources already. The Williams review opens up opportunities for how these things could be both resourced and policed in the future. We will doubtless have quite some debate across the Floor of the House on that, but that is for another time.
On devolution, I am as ambitious as the hon. Member for Kilmarnock and Loudoun is to have devolution writ thick through the Williams review. That, again, is not a debate for these particular regulations, but it is one that I look forward to having with him in the future.
Question put and agreed to.
Portishead Railway
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
It is a pleasure to answer the debate of my right hon. Friend the Member for North Somerset (Dr Fox). I thank everyone who has contributed to the discussion, including the Bristol massive, who are lined up on the Opposition Benches—the hon. Members for Bristol North West (Darren Jones), for Bristol East (Kerry McCarthy), and for Bristol South (Karin Smyth)—ably assisted by the hon. Member for Strangford (Jim Shannon) in his support for his old right hon. Friend. I also congratulate my right hon. Friend on securing this debate on the future of the Portishead railway line and, indeed, the railway group that he named in his speech.
My right hon. Friend has always been an advocate of this important proposal and for improved transport links in and around his constituency. He describes the town of Portishead as one of the fastest growing in the south-west. Its population has risen by more than 3,000 since 2001 and is expected to increase by another 8,000 in the coming decade.
Reopening the Portishead line is an important part of the MetroWest scheme. This is a project that is led by North Somerset Council and the West of England Combined Authority, which have been leading on devolved matters in the area since 2017. I understand that good progress is being made—the business case for the Portishead line is being developed, and North Somerset Council will very shortly be taking a big step forward by submitting a development consent order for reopening the line to the Planning Inspectorate. I am very confident that our decision to provide £31.9 million of funding, subject to a satisfactory business case, provides the necessary commitment for North Somerset Council to submit the application and supporting funding settlement.
As my right hon. Friend knows, it is the Planning Inspectorate’s responsibility to assess and decide on whether to grant the consents necessary for construction to commence, and he mentioned that in his speech. Once the outcome is known, we expect to carry out a full assessment of the business case for the scheme. He asked me to be as speedy in that process as I possibly can, and I give him the guarantee that my Department will be.
Although the development and delivery of MetroWest and the Portishead route are ultimately the responsibility of the local authorities and have been since their inception, the Government are committed to working closely with Network Rail, North Somerset Council and the West of England Combined Authority to support the reopening of the line and all elements of MetroWest, because improving rail services for the people in the Bristol area and the west of England has been, and will remain, one of the Government’s key priorities. The importance that we place on the Greater Bristol area is demonstrated, I hope, by the recent investments that we have made. For example, we are investing £5 billion into the electrification and upgrade of the Great Western main line, from Paddington through to Bristol Parkway and Cardiff, delivering better services and new trains with thousands more seats.
Modernisation of the line will improve more than 100 million rail journeys each year and stimulate economic growth from London, through the Thames valley, to the Cotswolds, the west country and south Wales. It includes major rail infrastructure projects in the Greater Bristol area, such as the four-tracking at Filton Bank. This, combined with the biggest signalling renewal of its kind undertaken by Network Rail in the Bristol area, has increased capacity and contributed to reducing end-to-end journey times for Bristol to London Paddington services.
Kerry McCarthy (Bristol East) (Lab)
I wish to reaffirm my support for what the right hon. Member for North Somerset (Dr Fox) said in his speech. I remember back in 2005, when I was first elected, that we talked about the urgent need for the Portishead line to be reopened. And here we are some 14 years later still waiting. All these rail improvements for Bristol are a really good thing, but we do also need to look at the very short local journeys on the suburban branch line, because they are as important for getting people around as the commuter services.
Chris Heaton-Harris
Yes, I agree with the hon. Lady. She is absolutely right in what she says. As a Minister in the Department, I welcome the cross-party nature of the support that is being given to my right hon. Friend and this proposal.
The services that I was talking about when I took the hon. Lady’s contribution will ensure that the rail network can meet the growing passenger demand and will allow more trains to run in the future. My officials are working with Network Rail to secure funding to upgrade Bristol East junction to support future service enhancements and, importantly, to enable the capacity needed to run the second phase of MetroWest services. These works will also improve the resilience of the network, so passengers in the area will benefit from a more reliable railway.
As my right hon. Friend knows, the coming December 2019 timetable change will bring a significant increase in services making use of this new infrastructure, which is already providing performance benefits along the route.
The investments that we are making in the area are not just on the railways. As I am told by many people who live in and around Bristol, it is an exciting time for Bristol and the wider area. There are plans to develop the Bristol Temple Quarter enterprise zone, including Bristol Temple Meads station, for business, housing and education, including a new university campus. That work is progressing and is being led by the West of England Combined Authority and Bristol City Council. The combined authority will also receive £103 million from the Government through the transforming cities fund to transform connectivity in the city region.
On roads, the area has benefited from £36 million through the local highways maintenance challenge fund. Three separate awards provided by the Government, totalling £113 million, have been provided towards the metrobus scheme, which will provide a 50 km bus rapid transit network in the greater Bristol area.
Then, of course, there is MetroWest. The Government continue to be highly supportive of its development and recognise the benefits it will bring to the area. The plan is that MetroWest will help to reduce congestion in the centre of Bristol, get people out of their cars and create a cleaner environment for people in the city with a decrease in carbon emissions. That demonstrates the Government’s commitment to decarbonisation through moving journeys from road to rail and helps to meet our ambitious, legally binding target of net zero carbon emissions by 2050.
Darren Jones
Does the Minister recognise that the Mayor of Bristol is doing some extraordinarily important work in trying to meet our air pollution targets? As we have been discussing this evening, the delivery of public transport is a vital part of that. Can the Minister commit to continued support from the Department to help us to meet our air pollution targets in Bristol?
Chris Heaton-Harris
I do recognise the work of the Mayor of Bristol that the hon. Gentleman details and I can give him that commitment.
Matt Western (Warwick and Leamington) (Lab)
Bristol and that area is a fabulous part of the country—I used to live there. The Portishead line is a microcosm of the problem in many regions across the country. Does the Minister agree that one of the great challenges, as we have just heard, is that if we are to improve air quality in our urban areas—our city centres and so on —improvement in sub-regional transport, as exemplified by this project, is critical? Does he see that as a greater priority than HS2?
Chris Heaton-Harris
I will deftly pass on answering the last part of the hon. Gentleman’s question, but I do absolutely see that as critical—100%. That is why we stepped in to provide £31.9 million to bridge the funding gap for the Portishead line element of the project after costs increased.
I thank my right hon. Friend the Member for North Somerset for acknowledging that that support was over and above what was expected from the Government, which I hope shows our commitment to seeing the line reopened. That support is, obviously, subject to my Department receiving a full business case that demonstrates the benefits for passengers and successfully passes through the Department’s rail network enhancements pipeline process, as he described. That is a process, not an excuse to cancel. I assure him that it will be used as it would be for any other scheme.
I am pleased to say, as my right hon. Friend notes, that the business case for the scheme is looking positive. It is currently at the outline business case or design level. Work is under way by North Somerset Council and the West of England Combined Authority to develop the scheme further to a full business case.
Once that work is concluded and the outcomes of the development consent order are known, the business case will be assessed to ensure that it delivers sufficient passenger benefits and offers value for money for the taxpayer, to inform the Department’s final investment decision. That approach will ensure that we are confident in our decision making, and it is in line with the Government’s approach to funding all major improvements to our railways.
My right hon. Friend will be pleased to hear that outline designs for the project are being been completed and feasibility works are under way to look at timetabling and how the new Portishead services will fit around existing train services in Bristol. Network Rail is continuing to develop strategies for the construction and future maintenance of the line. My officials and I will continue to work closely with the West of England Combined Authority and North Somerset Council to support the delivery of all elements of MetroWest as quickly as possible and to ensure the best possible outcomes for the Greater Bristol area.
Our transport investment in the Greater Bristol area, and our work with local authorities to improve transport in the area, does not stop there. My Department last year committed to jointly fund the Greater Bristol area rail feasibility study with the combined authority, which will conclude shortly. The purpose of the study is to address transport priorities in the area, assess the feasibility of a number of proposals and support delivery of a local transport network that can be locally run and sustainable.
The study is looking at a wide range of areas such as station improvements, light rail and tram-train options in the Bristol area and a passenger demand study. That is a positive step towards developing a shared long-term vision for transport in the area and determining how best to meet the needs of passengers, the rail industry and all interested stakeholders. We will continue to support local authorities in the area, again because rail in the Bristol area and the west of England is a priority for the Government and the subject of significant investment.
I am aware of the benefits of reopening the railway to Portishead and of the need for an improved local rail service in the area. I look forward to continuing to work with the combined authority and North Somerset Council to support the scheme’s delivery.
My right hon. Friend asked whether other options such as light rail could be considered. No, this is a rail solution—a heavy rail solution. He also mentioned the Sustrans plans for the local area. I met the chief executive officer of Sustrans today, and I look forward to developing all the proposals with that organisation that will get people out of cars and on to bicycles and, we hope, walking as well.
I should conclude, before I am timed out, by thanking everybody who took part in the debate. I thank my right hon. Friend again for securing this debate on the future of Portishead railway. I hope that, like me, he feels it has a very bright future indeed.
Question put and agreed to.
Draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I beg to move,
That the Committee has considered the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019.
It is a pleasure to serve under your chairmanship, Mr Hanson. This instrument is the first in a series of three, along with the Heavy Commercial Vehicles in Kent (No. 2) Order 2019 and the similarly named Heavy Commercial Vehicles in Kent (No. 3) Order 2019. Although order No. 2 will be debated later today and No. 3 is subject to the negative procedure, the Committee should consider the whole package when looking at the first order. Together, the orders support the effective management of Operation Brock and strengthen the enforcement regime that underpins it.
As many members of the Committee are aware, the Government have supported partners in Kent to develop Operation Brock: a co-ordinated multi-agency response to situations of cross-channel travel disruption when capacity for heavy goods vehicles to leave the UK through the port of Dover or the channel tunnel is significantly restricted. We have, of course, been preparing to use Brock should cross-channel disruption occur because of the UK’s departure from the EU without a negotiated deal, although it could be deployed as a result of disruption resulting from bad weather or industrial action. Brock replaces Operation Stack and has been specifically designed to keep the M20 motorway in Kent open in both directions, with access to junctions even in periods of severe and protracted disruption.
Operation Brock consists of three phases. The first—Brock M20—is a contraflow queuing system on the M20 between junctions 8 near Maidstone and 9 near Ashford. The contraflow system enables all other traffic to travel in both directions of the M20 on the London-bound carriageway when cross-channel heavy goods vehicles are stored on the coastbound carriageway. When the M20 queuing system reaches capacity, phase two—Brock Manston—would kick in, and cross-channel heavy goods vehicles bound for the port of Dover would be diverted to Manston airport. If needed, phase three—Brock M26—could be used as a last resort to store trucks heading to Europe via the channel tunnel.
The Kent Resilience Forum, which comprises bodies such as the county council and the local police force, is responsible for Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police as the gold command in consultation with the Kent Resilience Forum. Although we are undertaking significant activity to inform traders and hauliers of any new requirements resulting from our departure from the European Union, there is a concern that widespread non-compliance could lead to serious congestion on Kent’s roads, as was experienced in 2015 when Operation Stack was deployed for an extended period. That was down to strikes and weather. Almost a third of cross-channel HGVs avoided the traffic system, causing serious traffic problems on the local road network, with part of Kent becoming gridlocked.
The Department has held, and is continuing to have, regular discussions over the past year with the forum and other stakeholders in Kent who are very keen to see measures to strengthen the enforcement of Brock introduced. It is crucial, therefore, that these instruments are brought into force in time for a potential no-deal Brexit to ensure that the scheme operates as efficiently as possible and to reduce the impact on businesses and local communities in Kent.
Kate Green (Stretford and Urmston) (Lab)
I am listening to the Minister with great interest. Have the Government made an environmental impact assessment of this new proposal?
Chris Heaton-Harris
May I come back to that in a second?
I am grateful that time has been found for these debates to take place quickly and also for the speed at which the Joint Committee on Statutory Instruments has scrutinised the instruments.
We consulted on the package of measures this summer and targeted all sorts of people, including key Kent stakeholders such as Kent County Council, the port of Dover and Eurotunnel. The responses received were broadly supportive while providing helpful points of detail that assisted us in drafting the orders as well as raising wider points on the deployment of Operation Brock. I thank everybody who took the trouble to respond.
I will set out the order we are considering today, as well as the other two orders. The No. 1 order confers new powers on traffic officers in Kent. That would enable traffic officers to require the production of documents to establish the vehicle’s destination and readiness to cross the border; direct drivers to proceed to a motorway, removing the vehicle from the local road network; and direct drivers not to proceed to the channel tunnel or the port of Dover, except via a specified road or route. Document checks to help make sure a haulier has the right documents on the M20 will be carried out by temporary traffic officers contracted by Highways England and under its direct supervision. Broader traffic management and enforcement will be dealt with by permanent staff from the Driver and Vehicle Standards Agency and the local police.
The order also sets out the amount of the financial penalty deposit, which will be issued and taken immediately at the roadside by the police or staff from the Driver and Vehicle Standards Agency. If a driver cannot make the deposit, their vehicle will be immobilised. That does not mean it will be stuck in a queue forever; rather, it will be stickered and escorted away to a point out of the queue where further action will be taken. The amount of the deposit for breaching traffic restrictions introduced by the other two instruments, or for failing to comply with the traffic officer exercising the new powers, is set at £300.
To provide an overall perspective, I will briefly outline the traffic restrictions that the other two orders introduce. Order No. 2, which will be debated this afternoon, prohibits cross-channel heavy goods vehicles from using local roads in Kent other than those on the approved Brock route. Order No. 3, which has been laid using the negative procedure, prohibits cross-channel heavy goods vehicles from accessing the coastbound carriageway of the M20 between junctions nine and 13, unless the driver is displaying a permit. That permit will be used in the Brock queue between junctions eight and nine, enabling a driver to demonstrate they have followed the approved Brock route and have complied with any border document checks that may be undertaken in the queue. It also sets the amount of the fixed penalty for offences relating to this series of instruments at £300. We have provided that the new powers and traffic restrictions in the orders will cease to have effect on 31 December 2020, in a sunset clause. This coincides with the end of planning permission for Manston airport to hold heavy goods vehicles and it is important we have that in place until that time.
Crucially, these instruments introduce powers that allow for enforceable border readiness checks to be conducted. If a no-deal Brexit happens, the UK economy will become a third country to the customs authorities in EU member states, enabling them to introduce EU border and customs rules. Traders will need to complete processes for customs and provide documentation to their hauliers, who will need it when carrying goods to let those goods move smoothly across this new border. The border readiness checks would look to see if a haulier has those documents.
That is important because, without the right documentation, drivers may not be able to complete their journey in the European Union. The UK port might turn them away because they do not have the required documentation. For example, some of the customs documentation needs to be scanned at the Eurotunnel check-in before the vehicle can board a train or they may be blocked from progressing through an EU port by a member state customs authority. Vehicles could be delayed or fined or returned to the UK, or goods could be destroyed, so that is vital.
Kate Green
I hope that the Minister is going to come back to my question on environmental assessment, but I want to ask him another question. Will those checks, particularly in respect of what might be needed at the EU port or subsequently, include checks on whether the driver has the appropriate European driving licence?
Chris Heaton-Harris
I was coming back to that, but I will answer both questions at the same point.
Highways England has undertaken the environmental assessment for the M20 Brock as well as individual sites such as Manston—so yes, environmental assessments have been concluded. I am sorry: I have forgotten the hon. Lady’s second question.
Kate Green
Will there be checking on this side for European driving licences?
Chris Heaton-Harris
Yes, there will. Currently, there are more than 50. A host of pop-up sites has already gone up, giving documentation out to hauliers and others to tell them what the checks might be. Yes, they will need a driving licence and a passport, and obviously some documentation for customs declaration. All that is highlighted in the documentation they are receiving now. They should be able to check that they are border-ready well before they get to the border.
Kate Green
I am sorry to interrupt the Minister again and I am grateful for both his answers. Has the environmental impact assessment carried out by the Highways Agency been published and is it possible for us to see it—or to have it placed in the Library, if not?
Chris Heaton-Harris
I believe it is. I will find it and try to repeat that in my concluding remarks so that it is on the record, if that is okay.
I was talking about the various checks and why we need to ensure that our hauliers are border-ready. If the Brock queues are stationary, we propose conducting border readiness checks on the M20 and at Manston airport. A haulier deemed ready to cross the border will be given a permit that allows them to go to their port. Unready hauliers, who try to go to the port without a permit, will be stopped, directed to the back of the Brock queue and receive the proposed on-the-spot £300 fine issued by the police or DVSA.
The orders are of vital importance to allow sensible traffic management in Kent. They help demonstrate to the public and business that Operation Brock will be ready, fully operational and enforceable on day one, should it be needed, to deal with the impact of cross-channel disruption. I commend them to the Committee.
Chris Heaton-Harris
I thank hon. Members for their contributions and questions. I will try to take on all of them. If the hon. Member for York Central does not mind, I will start with my hon. Friend the Member for Dover, whose constituency would be more affected than that of anyone else in this room, were Operation Brock to stand up. He has rightly been very helpful in raising legitimate questions of the Department about the powers that might be required by individuals. He has also represented his constituents, who should expect—and, I hope, if Brock is stood up, can expect—that even though their life will be slightly different, business and life will continue, basically, as normal.
My hon. Friend mentioned using transit. The common transit convention is used for the movement of goods between member countries, and that includes the EU27 and European economic area states. In the CTC, customs declarations are not required at each border, duties are paid only at the final destination, and some procedures can be completed away from the border. So, obviously, it is very sensible for big hauliers or big traders to ensure that they use transit, and we are communicating with them all to try and persuade them that using the transit procedures is the best way to go.
My hon. Friend spoke wisely about getting hauliers, and the traders that use them, border-ready—compliant —way before they start. We are looking at all the ways we can do that, including from a simple communications campaign point of view, to ensure that every single driver who uses the short straits crossing, or another UK crossing, understands what the new processes will be.
I talked about pop-up sites appearing at motorway service stations, at ports and on ferries—and, indeed, at sites in the European Union where we know that many such drivers commence and finish their journeys. The whole point of such sites is to talk to those drivers. We have documentation being translated into 11 different languages. The hauliers’ handbook has been not only translated into those languages but road-tested by different road haulage associations—the Road Haulage Association and the Freight Transport Association—to ensure that it works for the people it is aimed at. It is in, not simple language, but the language that people use in their everyday jobs, so that they know what they are expected to do.
We are really trying to get to everybody beforehand. That is why my hon. Friend will have seen signs on motorway gantries reminding people, especially hauliers, that the paperwork that they need may change on 1 November. It is not to make a fickle political point; it is for them to go back to their place of work, and to the traders that use them, and say, “I will need this to make my living—please ensure that you are ready,” and to enquire as to how ready they are.
There is a big reason for pointing people in that direction. If traders complete the necessary process, and give hauliers the right paperwork so that they can take their goods over the border, that helps the flow of goods. Our measures are contingency measures, and if there are no problems at the border, as we hope there will not be because the whole campaign of communications and education will have worked, there will be no need to stand up any of these measures. However, as we saw in 2015, problems may occur whether or not we are in the European Union, so it is sensible to have such contingency measures anyway.
My hon. Friend also asked what a traffic officer was, and whether local authority staff could have powers. That is a genuinely interesting point. As someone who has struggled with traffic wardens in the past, I am not sure how much extra power I would like to give them, but a traffic officer is designated by the Secretary of State to support the management and operation of the strategic road network. That is the definition. Highways England has recruited more staff for border-readiness checks. The Driver and Vehicle Standards Agency, the police and Highways England are sourcing staff from outside the south-east, which is obviously where Brock will be stood up and where any problems are most likely to occur. That answers the question by the hon. Member for York Central about why it is just for Kent. All modelling suggests that if there are problems, they will be in Kent. We have done modelling for all the other ports around the country.
Charlie Elphicke
My hon. Friend is giving some positive and excellent answers to my questions. I believe that under section 3 of the Traffic Management Act 2004, a traffic officer can be designated in relation to any relevant road in England if he is designated by or under the authorisation of the Secretary of State—not simply for the strategic road network. Highways England needs to think a little way beyond its own personal little interests in running motorways, to the towns with the roads that it does not manage, and the designation by the Department for Transport of traffic officers should be extended to local authorities to manage local roads.
Chris Heaton-Harris
My hon. Friend makes a fair point; I will get feedback from officials on the point of law. We are doing everything, but we are completely open; if he or other Kent MPs, or others from the Kent Resilience Forum, believe that there are other things that we can do to make the process simpler and more helpful and to keep things fluid within the county, we are completely up for looking at those suggestions, but we do believe that the contingency measures will be enough to deal with the levels of lorries, on which I have some numbers for my hon. Friend the Member for Yeovil in a moment.
Highways England has recruited staff for the checks and the DVSA will be deploying 130 officers, 60 of whom will come from outside Kent—there will be a lot of people surged into the Kent area for this process. I would very much like to think that that is welcomed by Kent.
Rachael Maskell
I thank the Minister for the clarity on the number of additional staff who will be deployed to Kent. Are those people being transferred from other functions and elsewhere in the UK or are they new, additional staff?
Chris Heaton-Harris
It is a bit of both. Some are new staff being recruited and some are being transferred from other functions across the United Kingdom.
I hope I have answered most of the questions; I will come back to my hon. Friend the Member for Dover on those I have not. We have a forum later today with Kent MPs and I will have the answers to any questions I have not answered.
My hon. Friend the Member for Yeovil asked me what we are doing to make lorries compliant. I hope I answered that in my comments on the comms campaign. We hope to be using the pop-up sites to tell drivers that they are border-ready. Currently, the message is about making sure that they understand what they need to do. Where the sites are popular and being used properly, and when we get to 1 November, we hope to move on to messages around, “Yes, actually that is a border-ready document; you should move down to Kent and you shouldn’t have too much of an issue to maintain flow.”
I want to give hon. Members a rough idea of the numbers of vehicles that could be in the Brock process in Kent. The slip road at Eurotunnel has capacity for 450 vehicles. The holding area at the Port of Dover has capacity for roughly 1,100 vehicles. The capacity of Brock M20 will be up to 2,000. Manston airfield will hold around 5,800. The Dover traffic access protocol has capacity of about 300, and if we needed it, the Brock M26 would hold 1,700 or so vehicles.
Giles Watling (Clacton) (Con)
The plans for many thousands of lorries to be parked as part of Operation Brock are well and good, and I understand that the plans are for the worst-case scenario, as is much of Operation Yellowhammer. I recently made a trip to the continent and I have seen the lanes cut off for Operation Brock up and down the M20. If something goes wrong or something does happen, as happened to me on my way to France, all the traffic that would have been on the M20 will go through the lovely lanes of Kent. What is in place to prevent that happening across rural Kent?
Chris Heaton-Harris
Brock will be in place to stop that happening. The powers we are discussing today will be the powers that the police and the representatives of the highways authorities will be using to stop lorries from doing exactly that. That is why we are here today to examine this statutory instrument and the other two with which it is associated. There are powers that can be used in bits, but, realistically, this is the law that the Kent Resilience Forum and others have been calling for, to stop exactly what my hon. Friend has described in his intervention happening.
Charlie Elphicke
I thank my hon. Friend for giving way; he is being incredible generous.
My hon. Friend’s previous intervention makes exactly the point that I am concerned about. Highways England has a habit of thinking only about its motorway network; it does not think what happens when people duck off to go through side streets and rat-run through villages. It is not Highways England’s road network, so it is not interested. That is why we need designation of traffic officers or direction of Kent police to do their job properly in east Kent, because they do not always do it as well as one might want them to. In the case of Operation Stack and so on, we need that designation to ensure that there is enforcement of lorries that seek to rat-run, or that obstruct roads in towns and villages.
Chris Heaton-Harris
I understand my hon. Friend’s point. To answer his earlier point, and hopefully this point at the same time, he is quite right to say that designated traffic officers can work on local roads, but they are mainly meant to be relieving problems on the strategic road network. However, we are considering designating Kent County Council officers to support Brock in this circumstance—it is not Dover Council, which I think is where his question came from, but Kent County Council officers. I hope that is of some assistance to him.
I want to finish on a couple of additional points that the hon. Member for York Central raised. She made a point on the timing and asked why the plan was timed to end at the end of December 2020. It is actually nothing to do with the transition period; it is when the planning permission allowing us to mount the operation at Manston finishes. It is about planning; it is not about any transition period should we get a deal. Why is it so important that it is done in Kent? Well, 80% of the UK’s freight goes through the Kent ports—a big percentage of our trade goes through them.
Rachael Maskell
If there is serious congestion at Folkestone and Dover ports, haulage companies will look to other locations through which to cross the channel or the North sea. Are discussions under way about contingencies in those areas, should they become the key route that traffic flows through in the future?
Chris Heaton-Harris
Yes. That is a legitimate question about what would happen should Folkestone and Dover get very busy. My personal belief is that if I was running a business—I used to import wholesale fruit and veg for a living, and I have used the short straits crossing a huge amount in the past for my business—and was worried about there being a problem, I would divert my route. That is why the Government have already announced that an extra £9 million is being made available to local areas and major ports, so that they are ready for us to leave without a deal. Some £5 million of that will be given to local councils that either have or are near major air, land or sea ports, to ensure that they can continue to operate effectively when we leave the EU. We have also done the traffic modelling and shared it with the local resilience forums in each of those individual areas, and we are working with them to ensure that they are completely ready for when we leave the European Union later this month. It is a completely legitimate and fair question, and I appreciate the hon. Lady’s asking it, so that I could clarify that point.
My hon. Friend the Member for Elmet and Rothwell asked me a vaguely political question, but there was a sensible question within it: are hauliers taking this seriously? It is not that the political question was not sensible; I just do not want to be told off by you, Mr Hanson, tempted though I may be to leap in. I can honestly say that hauliers are taking this seriously. I have been in lots and lots of meetings with both business representatives and organisations of the freight and haulage industry, and indeed with big and small individual companies, and they all understand what impact this might have if it were to go wrong. They all understand that if they and everybody else get the paperwork right, there would not be the problem we are discussing and we would not need the contingency plan—Brock—because flow would continue. We need to continue—we will do this as a Government and, I hope, as individual Members —to say to anybody we meet from a haulage company, “Are you Brexit-ready?” The Government should have written to them a number times through different Departments, Her Majesty’s Revenue and Customs and so on. They should have seen the adverts that have been in the papers and on motorway gantries. There are pop-up sites up and down the country, and we are using the trade press. They have all sorts of opportunities to notice them. It is their living.
I used to work with the haulage industry, importing fruit and veg, and I know that, although hauliers put things off to the last minute because they do not want to take on board the extra expense, when they know that it is about their livelihood and those of the people who work for them—they might be a small operator with one or two rigs—they take notice. They do not want to be held up. There are not massive margins in the haulage industry, so delay costs could cost them business and therefore profit, or their living. I believe that they are absolutely taking this very seriously.
Mr Fysh
The Minister is being very generous in giving way. Was he going to come back to my question about whether there will be facilities for hauliers to undertake customs-readiness en route? My concern is that if the capacity fills up in Folkestone, Dover and Ashford—where there are customs processing facilities where they can get their documents right in the evenings when they fill up with the hauliers from Europe who want to stay the night—there will potentially need to be some en route capacity in the areas where the trucks are being held; otherwise, they will have to divert to different places, and they will not want to.
Chris Heaton-Harris
Although that is not necessarily part of this debate, I would like to answer it. I mentioned, but probably did not emphasise enough, that we are looking at changing the very popular pop-up sites that we have for this basic communications campaign—the ones where we get a huge amount of footfall—so they can check the paperwork, as my hon. Friend describes, and inform drivers about whether they are border-ready and have the appropriate paperwork. If they get into Kent, there are turnaround sites, which HMRC is setting up, on top of the numbers that I mentioned in my previous answer to my hon. Friend. For people who believe that they can get ready to cross the border within 24 hours, there will be facilities for them to do so.
I apologise for not addressing the question that my hon. Friend asked about facilities. He asked what the facilities will be for drivers and others if we are doing all this. There will be facilities—we will ensure that we look after drivers’ welfare properly—that include toilets and food. At Maidstone, there will be things like access to the internet and printers, so if paperwork needs to be checked and changed, drivers have the ability to do that. We are very cognisant of the welfare of drivers in that industry, which is very important to our nation.
Charlie Elphicke
Before the Minister took the intervention of the hon. Member for Yeovil, he was touching on the heart of the matter: there need not be any problems at the border, and there need not be any traffic officers at all. We need them only against the risk of a punishment Brexit from the other side. Only the European Union, and those in this House that it consorts with on the drafting of Bills and legislation, could cause that kind of problem and undermine our nation and national interests, and act in a frankly unpatriotic way.
My second point, which is key, is that the Minister has kindly confirmed that Kent County Council will be designated to have traffic officers; that is great. Will KCC have the ability to give a sub-designation to local authorities at district council level, should it wish to do so?
Chris Heaton-Harris
As I hope I said, we are considering the point about Kent County Council officers. We will wait until we actually need to do that before we consider going to other local councils. On the hon. Gentlemen’s first point, a general election will come, and we will all be judged on what we did. The British public are not silly, and they will make judgments themselves. I hear what he said, and I will make my own political points in a more political meeting. I just want to ensure that everybody understands the purpose of what we are doing today with this statutory instrument.
I want to clarify for the hon. Member for Stretford and Urmston that when I was talking about drivers’ licences, I was talking about them in the context of Brock—in other words, drivers going out of the country. We will not routinely check at the border for drivers’ licences for people coming into the country; we will maintain the checks that we have now. I think I made that point, but just in case I did not, I thought I should say that.
I hope I have managed to address all the points that were raised in the debate. These instruments are essential to ensure the effective management of traffic in Kent for the benefit of its residents and businesses in the event that we leave the European Union without a deal. I hope the Committee has found this debate informative and will support the order.
Question put and agreed to.
Resolved,
That the Committee has considered the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019.
Heavy Commercial Vehicles in Kent (No. 2) Order 2019
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I beg to move,
That the Committee has considered the Heavy Commercial Vehicles in Kent (No. 2) Order 2019.
It is a pleasure to serve under your chairmanship, Mrs Ryan. It is the first time that I have experienced that pleasure, so I hope that I do not cause too much distress to you—or, indeed, to Joe Lenihan, who is a new Doorkeeper just two days into his job. We are expecting a feisty debate, so we may need someone who can take a Member outside and sort them out.
Chris Heaton-Harris
I really hope not, too.
The order is the second in a series of three, along with the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019 and the snappily named Heavy Commercial Vehicles in Kent (No. 3) Order 2019. Order No. 1 was debated at 8.55 am today—the hon. Member for York Central and I enjoyed our 45 minutes together—but order No. 2 should be considered as part of the whole package. Together, the orders support the effective management of Operation Brock and strengthen the enforcement regime that underpins it. Some hon. Members present heard my speech in the debate on the first order, but for the benefit of those who did not, I will repeat some of what I said—not all of it, I promise, although I do happen to have the previous debate pack handy in case they want to hear the whole thing.
As many hon. Members know, the Government have supported partners in Kent to develop Operation Brock: a co-ordinated multi-agency response to situations of cross-channel travel disruption when capacity for heavy goods vehicles to leave the UK through the port of Dover or the channel tunnel is significantly restricted. We have been preparing to use Brock should cross-channel disruption occur in a no-deal Brexit, but it could also be deployed to address disruption resulting from bad weather or industrial action. Brock replaces Operation Stack and is specifically designed to keep the M20 in Kent open in both directions, retaining junction access even if disruption is severe and protracted.
Operation Brock consists of three phases. The first—Brock M20—has a contraflow queuing system on the M20 between junctions 8 near Maidstone and 9 near Ashford. The contraflow system allows cross-channel heavy goods vehicles to be stored on the coast-bound carriageway, while letting all other traffic travel in both directions of the M20 on the London-bound carriageway. If the M20 queuing system were reaching capacity, the second phase—Brock Manston—would be activated, and cross-channel heavy goods vehicles bound for the port of Dover would be diverted to Manston airport. If needed, the third phase—Brock M26—could be used to store trucks on the M26 heading to Europe via the channel tunnel.
The Kent Resilience Forum, which comprises bodies such as the county council and the local police force, owns the Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police as the gold command, in consultation with the Kent Resilience Forum. Although we are working hard to inform traders and hauliers of any new requirements resulting from our departure from the European Union, should there be widespread non-compliance it could lead to serious congestion on Kent’s roads, as was experienced back in 2015 when Operation Stack was deployed for 31 days. At that time, nearly a third of cross-channel HGVs avoided the traffic system, causing serious traffic problems on the local road network, with part of Kent becoming completely gridlocked.
The Department has engaged regularly over the past year, and continues to do so, with the forum and other stakeholders in Kent, who are very keen that measures be introduced to strengthen the enforcement of Brock, and that gaps in the legislative framework be addressed. All three orders will therefore need to be brought into force in time for a potential no-deal Brexit, to ensure that the scheme can operate as efficiently as possible and to reduce the impact on businesses and local communities in Kent. I am therefore grateful that time has been found for debates on the orders to take place quickly; I am also grateful for the speed with which the Joint Committee on Statutory Instruments has scrutinised them.
We consulted on the package of measures over the summer. We targeted, among others, key stakeholders such as the county council, the port of Dover and Eurotunnel. The responses received were broadly supportive, while providing helpful points of detail that assisted us in drafting the orders, as well as raising wider points on the deployment of operation Brock. My thanks go out to those who responded.
I shall now briefly set out, as I did earlier today, details of the order we are considering and the other two orders, to give Members the complete picture. Order No. 2, which we are debating now, prohibits cross-channel heavy goods vehicles from using local roads in Kent, other than those on the approved operation Brock routes. To facilitate traffic flow, the legislation also requires cross-channel heavy goods vehicles to remain in the nearside left-hand lane when using dual carriageway local roads that form part of the operation Brock routes.
Appropriate exceptions to that prohibition have been provided after consultation with the Kent resilience forum and freight associations. For example, a vehicle on a cross-channel journey can make a local collection or delivery, provided that the driver can provide information sufficient to satisfy a constable or traffic officer that the vehicle is being driven on a particular road for that purpose alone.
I remind the Committee that order No. 1 confers new powers on traffic officers in Kent, which would enable officers to require the production of documents to establish the vehicle’s destination and readiness to cross the border, direct drivers to proceed to a motorway—removing the vehicle from the local road network—and direct drivers not to proceed to the channel tunnel or the port of Dover, except via a specified road or route.
Document checks, to help ensure that a haulier has the right documents on the M20, will be carried out by temporary traffic officers, contracted and directly supervised by Highways England. Broader traffic management and enforcement will be dealt with by permanent staff and the police.
This order also sets the amount of the financial penalty deposit—a penalty that will be issued and taken immediately at the roadside by enforcement authorities. If a driver cannot pay the deposit, the vehicle will be immobilised. As I described in the earlier debate, that does not mean that it will be left immobile on the motorway. It will be stickered and escorted to a different location where the matter can be sorted, away from where it was causing any blockage.
Daniel Zeichner (Cambridge) (Lab)
It is a pleasure to serve under your chairmanship, Mrs Ryan. The Minister mentioned temporary traffic officers. Will he explain where those people will be found? When the A14 in my constituency was undergoing huge works recently, it was quite impossible for local police to recruit or find such people.
Chris Heaton-Harris
I was unaware of the issues that the hon. Member for Cambridge and his authority experienced. We have been building a recruitment drive for the past few months because we were expecting Brexit to happen a bit earlier this calendar year. We are also looking to give Kent County Council officers powers to help with this. We have surged staff and recruited more staff and we have options to add extra people to help. That is where these people have come from.
Charlie Elphicke (Dover) (Ind)
It would be a particular issue if a lorry were to stray off the strategic road network and try to rat run, as it is colloquially known, for instance, out at the Courtwood interchange at the A20, down Folkestone road, and try to sneak through the town of Dover. There is a risk that there may not be traffic officers available to put a stop to such nefarious activities by hauliers. Can I propose that the Department urgently takes forward measures, not only to give Kent County Council powers as traffic officers but to allow district councils, such as Dover District Council, which has lots of staff who would be very happy to be traffic officers, to ensure that anyone rat running or parking on a box junction could be dealt with appropriately?
Chris Heaton-Harris
My hon. Friend, whose constituency is obviously affected by everything we debate today, is assiduous in these matters. He raised this particular point in the debate this morning. As I said, we are considering going only to the point of county council officers, but I have heard what he said, as have my officials. I promise to take that away and, if need be, we will look at his suggestion as well.
Ian C. Lucas (Wrexham) (Lab)
Will the Minister clarify who will pay the cost of the additional officers? Will they be paid for by the Government or will the local authority be expected to bear the cost?
Chris Heaton-Harris
The Government pick up the tab for all sorts of Brexit-related activity and, as ever, that will be the case in this instance.
If a driver cannot pay the deposit, their vehicle will be immobilised. The amount of the deposit for breaching the traffic restrictions introduced by the other two instruments or for failing to comply with a traffic officer exercising the new powers is set at £300.
To complete the picture for the Committee, order No. 3, which has been laid using the negative procedure, prohibits cross-channel heavy goods vehicles from accessing the coastbound carriageway of the M20 between junctions 9 and 13, unless the driver is displaying a permit. That permit will be issued in the Brock queue between junctions 8 and 9, enabling a driver to demonstrate that they have followed the approved Brock route and have complied with any border document checks that may be undertaken in the queue. The order also prohibits cross-channel heavy goods vehicles joining the M20 contraflow between junctions 8 and 9 of the London-bound carriageway. It sets out the amount of the fixed penalty for offences relating to this series of instruments.
The new powers and traffic restrictions in the orders will cease to have effect—a sunset clause is included—at the end of 31 December 2020, which coincides with the end of planning permission for Manston airport to hold HGVs. Manston is of course an integral part of the Brock system, so that is a suitable and consistent date for those powers to cease to have effect.
Crucially, the instruments introduce powers that allow for an enforceable border readiness check to be conducted. If the Brock queues are stationary, we propose conducting border readiness checks on the M20 and at Manston airport. A haulier who is deemed ready to cross the border will be given a permit that allows them to go to their port. Unready hauliers who try to go to the port without a permit could be stopped, directed to the back of the Brock queues and given the proposed on-the-spot £300 fine by the police or DVSA.
The orders are needed to allow sensible traffic management in Kent. It is vital that we show that we are absolutely ready and that Brock is ready and will be fully operational and enforceable on day one should it be needed to deal with the impact of cross-channel disruption.
Chris Heaton-Harris
I will pick up a couple of other points before I come to the questions asked by the hon. Member for York Central. I say in response to my hon. Friend the Member for Dover and the hon. Member for Cambridge that 125 contractors will be designated as temporary traffic officers to operate in the queue on the M20 to do checks of border documents. Training is already under way for those individuals.
My hon. Friend the Member for Dover also asked who will stop people rat running. As I mentioned, we are considering local traffic officers. However, enforcement will need to be undertaken by the police or the Driver and Vehicle Standards Agency, which have expanded resources to support compliance on Kent’s roads.
Charlie Elphicke
The Minister talks about the police being responsible for enforcement; in fact, the Department for Transport has the power to extend the enforceability to other officers. Long experience in Kent teaches us that the police are not always very interested in enforcing on the motorways or the roads—particularly in east Kent; they are more interested in west Kent. Will the Minister enable wider enforcement powers to be given to local authority officers, as has been done in a pilot scheme in Ashford?
Chris Heaton-Harris
As my hon. Friend knows, we are actively looking at these matters, but I cannot give him a definite yes because I very much hope that we will not need to be in that situation.
Charlie Elphicke
I completely agree with the Minister. None of us wants to be in that situation; all Government Members want a deal. However, in the unfortunate event of a no deal due to the intransigence of the European Union—egged on, sadly, by Members of the Labour party—might we not have £39 billion to help us with the cost of it?
Chris Heaton-Harris
I somehow guessed, Ms Ryan, that you would pull us back to the subject. It is a wise thing to do. I do not want to get too excited about that issue, because I really want to answer the points that the hon. Member for York Central made and stress how important it is to everybody in Kent that we get this exactly right. My hon. Friend the Member for Dover makes some very sensible, straightforward political points, and we can have a battle about them another time. I just want to make sure this item is scrutinised correctly.
The hon. Member for York Central asked me a number of questions—nine, I think—and I shall try to answer them all. What happens to lorries travelling down the route or trying to get back on to the route when the two-hour window applies? Well, I am always told that the first rule of policing is common sense. Common sense will apply, and we would like to think that police officers and those enforcing will use it in that time period.
What sort of paperwork would be required to demonstrate that people are driving on local routes? The production of a delivery notice for an address in the local area with the appropriate goods on board will absolutely demonstrate that. That is a relatively straight- forward, “as things are now” answer.
I think the hon. Lady’s third question was: what happens to empty lorries? Some restrictions apply, and they will have to join the Brock queues. We know that 30% of containers on trucks heading back to France are empty, but those trucks will have to join the queue like anyone else, because it is very difficult to distinguish them from any other lorry.
Rachael Maskell
Often a lorry is a cab without a trailer. Will the same restrictions apply despite there being no load on board?
Chris Heaton-Harris
I will double-check, but I think the answer is yes. In Kent, that is a very rare occurrence, because the type of movements across the channel are roll-on roll-off movements, and so they take the container with them. My officials are scrawling away. I will lengthen my other replies, and hopefully I can get the definitive answer within the course of the debate, but I believe that what I have said is correct.
The hon. Lady asked what paperwork would be required to satisfy the specified person if an HGV driver was trying to say that they were going down a local route. As I said in my previous answer, they should have a delivery slip—that is not the correct word—or a delivery manifest that demonstrates that the load on their lorry, or part of it, is going to a local address. There is no real discretion; they should have something that demonstrates that what they say is the case.
The hon. Lady asked about local permits being issued by Kent County Council. I have been in meetings where I have been told that they have been very well publicised locally, so haulage companies in Kent absolutely know where to get them. After this Committee, I am going to a meeting with the gentleman who is in charge of these issues for Kent County Council, and I will ask him that exact question. If the answer is not as I have said, I will come back to the hon. Lady.
On welfare, strangely enough, I am with the hon. Lady. As I alluded to in the earlier debate, I used to import wholesale fruit and veg—hauliers were the lifeblood of that business. Without them, I would not have been able to do half the things I was able to do. The job has never been as valued as it should be. We have been working with the industry to determine what might be required for drivers’ health. She made the point about mental health; there is a whole industry focus on the mental health of drivers, because there is a recruitment and retention problem in the industry. It is really important that these things are addressed properly and professionally.
We do not want drivers to get stuck in Brock and, because of something else that is going on, to stay in Brock, when they can move on and get on with their lives. I mentioned earlier that we looked at all the different welfare things that we should and could provide, from printers to toilets to food and water. We do not want to make a community centre out of Manston airport, but we want it to be a functioning workplace where people are treated with the appropriate respect.
Rachael Maskell
I am grateful for the clarity that the Minister has given on many of my concerns. If lorries are parked along the motorway carriageway, could he say how frequent the spacing out of toilets will be?
Chris Heaton-Harris
Very frequent. I believe we know the designated spacing and the answer is coming to me. The toilets will be every kilometre. Going back to the point about the vehicle without the container, restrictions will apply to HGVs over 7.5 tonnes.
On the hon. Lady’s seventh question, this is a contingency plan for something that we do not want to happen. The reason we have a massive communications campaign up and down the country as we speak is to ensure that the drivers and traders who use haulage companies are ready. If they are ready, as I hope and believe they will be, there will be no issues with flow and Brock will not need to be stood up. There has been a huge amount of investment on the French side, at the ports of Calais, Coquelles and Boulogne, to ensure flow continues over there as long as we have drivers in a place where the paperwork is ready. Hopefully, this is a contingency that will not need to be stood up.
The hon. Lady asked about road traffic issues—what happens if there is a crash or unexpected emergency roadworks? It is very helpful that the Kent Resilience Forum leads on all that, which is a combination of local councils, the police and highways authorities—a whole host of different agencies and people. They are working together now and their lead police officer, Peter Ayling, is in charge of co-ordinating that. Nothing should happen that they are not prepared for, but they have extensive plans for everything including severe weather and other events that may be concurrent with problems with flow at the port. [Interruption.] I have just been corrected on the spacing of portable toilets—they are at one-mile intervals, not one-kilometre intervals. I will always be more imperial than metric.
Finally, the hon. Lady asked about costs. There is a political point to make here: if the hon. Lady and her political party had voted for the deal, there would not be the extra costs of planning for a no-deal Brexit. However, a responsible Government have to do exactly that. In 2018-19, the cost was £59.9 million, and in 2019-20 it will be about £40 million, although there are still some costs to come as and when Brock gets stood up. I hope that has answered all the hon. Lady’s questions. If I have missed any, I shall write to her, if that is okay. I hope I have answered everybody else’s points.
Question put and agreed to.
Resolved,
That the Committee has considered the Heavy Commercial Vehicles in Kent (No. 2) Order 2019.
Draft Passenger and Goods Vehicles (Tachographs) (Amendment etc.) Regulations 2019
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I beg to move,
That the Committee has considered the draft Passenger and Goods Vehicles (Tachographs) (Amendment etc.) Regulations 2019.
It is a pleasure to serve under your chairmanship, Mr Davies. It is my first time, so I hope you treat me gently in your rulings.
The draft regulations will ensure that enforcement action can be taken against non-compliance with new tachograph rules that came into force in June 2019. They will update the provisions already in place for older tachographs so that they apply to breaches of the new smart tachograph requirements, which have applied from 15 June. The new smart tachographs are required in most large vehicles used for the carriage of goods or passengers by road that were first registered from 15 June, including most goods vehicles over 3.5 tonnes and passenger vehicles with 10 or more seats. The smart tachograph is intended to reduce fraud, allow easier enforcement and reduce administrative burdens on drivers through increased automation.
For the benefit of hon. Members who may not know the details, tachographs monitor and record the time that a commercial driver has spent driving; the data is then used by the Driver and Vehicle Standards Agency and the police to enforce the rules on drivers’ hours. The rules, which set maximum driving times and minimum break and rest times for most commercial drivers of lorries and coaches, mean in practice that a driver must take a 45-minute break after four and a half hours’ driving, and that their daily driving time is normally limited to nine hours. The consequences of driving any vehicle when fatigued can, of course, be catastrophic; the potential risks associated with heavy commercial vehicles are particularly severe.
Breaches of drivers’ hours requirements by drivers of vehicles fitted with the new smart tachographs are covered by existing enforcement provisions and will not be affected by the draft regulations. There are also existing rules for tachograph equipment relating to the new smart tachographs, which aim to reduce fraud and falsification.
The draft regulations will ensure that those who breach the new tachograph requirements face an unlimited fine in England and Wales and a fine not exceeding £5,000 in Scotland. Driver and Vehicle Standards Agency enforcement officials also have the option of issuing a fixed penalty of £300 or a prohibition notice.
Changes will be made to the Transport Act 1968 on exit day by the Drivers’ Hours and Tachographs (Amendment etc.) (EU Exit) Regulations 2019, which the House approved in February. Those regulations were drafted for an exit day of March 2019, so they did not anticipate that the changes in the draft regulations would be made until after the exit day changes had come into force. Consequently, the draft regulations will amend those regulations to ensure that they continue to operate effectively in the light of those changes.
Policy on drivers’ hours is devolved to Northern Ireland, where the devolved Administration have prepared equivalent amendments to Northern Irish law.
These rules are at the heart of the road safety regime for commercial vehicles, and I am sure that hon. Members share my desire to ensure that they can be fully enforced as soon as possible. I hope that hon. Members support the draft regulations, which I commend to the Committee.
Chris Heaton-Harris
I thank hon. Members for their questions. I have relatively quick and simple affirmative answers to both. In answer to the hon. Member for Kingston upon Hull and his constituent Jamie Graves, prosecution powers will remain the same. To the hon. Member for Glasgow South West, my answer is a simple yes.
I hope that the Committee has found the debate informative and will join me in supporting the regulations.
Question put and agreed to.
Air Services (Competition) (Amendment and Revocation) (EU Exit) Regulations 2019
Chris Heaton-Harris Excerpts(4 years, 6 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I beg to move,
That the Committee has considered the Air Services (Competition) (Amendment and Revocation) (EU Exit) Regulations 2019 (S.I. 2019, No. 1224).
It is a pleasure to serve under your chairmanship, Mr Wilson. Obviously, the Government are working with energy and determination to secure a new deal with the European Union. However, if we have to leave without a deal, the Government are committed to preparing for that outcome. As the Department responsible for civil aviation, the Department for Transport has already conducted intensive work to ensure that there continues to be a functioning legislative framework and an effective regulatory regime for that critical part of the UK economy. In fact, as we leave the European Union, a successful UK aviation sector will be an essential part of a successful global Britain. This new instrument will ensure that the legislative framework and regulatory regime for the sector remains on a well-functioning basis.
The Government have given careful consideration to the appropriate procedure for progressing this instrument. For reasons that I will briefly outline, it is important to have the instrument in place by exit day. That is why we have gone for the “made affirmative” procedure, which will ensure that outcome while allowing for parliamentary scrutiny.
The regulation amends Regulation (EU) 2019/712, which sets out an approach to safeguarding competition in air transport. Fundamentally, this instrument ensures that, when responding to anti-competitive practices, the UK will have the same powers to protect UK airlines as will be available to the EU to protect EU airlines. Previously, Regulation (EC) No. 868/2004 provided for redressive measures to be imposed when subsidisation and unfair pricing practices by third-country airlines cause injury to EU airlines. The previous statutory instrument on this subject introduced corrections to that regulation to ensure that it would apply when the UK left the EU.
However, since the extension to the UK’s departure from the European Union, Regulation (EC) No. 868/2004 was repealed and replaced with Regulation (EU) 2019/712. The reason given was that the previous regulation was judged to be ineffective in respect of its underlying general aim of fair competition. For instance, there was a lack of definition of the initiation and conduct of investigations, or the criteria for doing so.
Michael Fabricant (Lichfield) (Con)
That all makes incredible sense to me, but what discussions has my hon. Friend had with British Airways, easyJet and other major UK carriers regarding this measure, and are they in full support?
Chris Heaton-Harris
I have had conversations with the sector, but not with some of the individual airlines that my hon. Friend mentions. In general, the sector is very supportive of the measure coming into UK law.
The new EU regulation provides the European Commission with the power to conduct an investigation when there is prima facie evidence of anti-competitive practices causing, or threatening to cause, injury to European Union air carriers. Areas where discrimination could occur include the allocation of slots, administrative procedures, and the arrangement for the selling and distribution of air services. If such evidence is found, redressive measures can be taken in order to offset any injury. Such measures could include financial duties.
The policy content of the retained regulation will remain substantially unchanged. The changes that are being made are primarily technical and necessary to ensure the correct application of these measures after the UK leaves the EU. As part of those changes, the UK’s Civil Aviation Authority will assume some of the responsibilities previously placed on the European Commission. For instance, it will examine and investigate any complaint of that nature. The Civil Aviation Authority will report its findings to the Department for Transport, where the Secretary of State will take a decision on whether to adopt any redressive measures. Such measures will be adopted by statutory instrument, using the affirmative procedure.
In the event of leaving without a deal, the EU could apply its regulation to the UK or its airlines if they are engaged in practices described in the regulation. The changes made by this SI therefore ensure that, in addition to other countries, EU member states and their airlines will be within the scope of the UK’s investigatory and redressive measures. That will preserve the level playing field from exit day. That is why we have selected the “made affirmative” procedure, which ensures that this important measure can, if required, be in place on 1 November.
Therefore, although obviously we would all like to leave with a deal, this SI will ensure that, in any scenario, the UK and UK airlines will have equivalent access to the types of measures that EU member states and EU airlines can take against anti-competitive actions. I hope that colleagues will join me in supporting the regulations, and I commend them to the Committee.
Chris Heaton-Harris
I thank hon. Members for their contributions. The regulations will have absolutely no impact on PSOs, and the SI has been tabled now because this is the first opportunity to do so—we would have been first up had we prorogued for the expected period, and the Committee would have sat just a tiny bit later. I assure my friend the hon. Member for Kingston upon Hull East that, as the Prime Minister would say, he is going “like gangbusters” and with energy and determination for a deal, but that is a political point on which we can politely choose to differ. The Committee agrees that the SI is an important, if technical, measure, and that it addresses a number of matters on which we can all concur. I hope that colleagues will join me in supporting the regulations, which I commend to the Committee.
Question put and agreed to.
South Western Railway
Chris Heaton-Harris Excerpts(4 years, 7 months ago)
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The Minister of State, Department for Transport (Chris Heaton-Harris)
I thank Members who have contributed to this interesting debate this afternoon. I congratulate my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) on securing the debate and for the opportunity to discuss this important issue in the House. She mentioned in passing Mr Speaker’s magic touch—her train appeared early the day after he granted this debate. As my right hon. Friend knows, Mr Speaker can work in mysterious ways. She also mentioned my hon. Friend the Member for Gosport (Caroline Dinenage) possibly having in her constituency the largest town without a railway station. The hon. Member for Daventry might have a competition with her on that, because the main town in my constituency does not have a station, either. [Interruption.] It is not good enough, obviously, but there are plenty of towns that do not.
Chris Heaton-Harris
And Leigh in Greater Manchester, I am informed by a terrible heckler from a sedentary position, suffers the same.
The current operational performance of South Western Railway for the period 18 August to 14 September, measuring arrival time to within five minutes at the final destination, was 82.9%. That is the common measure used by the rail industry. Using the measure that we, as a Department, now like to use—being on time within a minute—for the first quarter of this year performance was 59.7%. That is clearly not good enough.
My right hon. Friend the Member for Romsey and Southampton North knows that we are a relatively new ministerial team in the Department, and when the Secretary of State came into the Department he set out his priorities for improving the railway. He is absolutely determined to work with the rail industry to deliver a more reliable, passenger-focused railway.
Stephen Hammond
Those are appalling statistics, but the Minister is absolutely right about a customer-focused railway. He must bang the desk of Network Rail, because a number of those failures have been signal failures, such as those which we experienced on the line yet again yesterday. When he bashes South Western Railway, will he please also make sure that Network Rail is brought into that attribution, and make sure that it recognises its responsibilities to customers?
Chris Heaton-Harris
I completely hear what my hon. Friend says. I promise to take up the mantle on this issue. It has not been lying still on the table—I can also promise that.
My right hon. Friend the Member for Guildford (Anne Milton) informed the House that her constituents just wanted their rail service to do simple things—run, and be on time. I think that is a fair expectation. Maybe have enough room for three bottoms on some chairs as well, but basically that is it. I do regularly look at the various sets of statistics for the things that my right hon. Friend mentioned. I know that the Guildford ticket office has caused great concern to Guildford customers, and I do know, because I was warned by previous Rail Ministers, that the Guildford station platform 0 option is a matter of great contention locally, but I have not formally looked into it. I will ensure that I do, if that is okay as an offer to my right hon. Friend.
My Secretary of State’s vision is that the industry must make innovative changes to make the trains run on time, all of the time. South Western Railway agrees that its general performance is not yet up to the standard that it would like, and that its customers expect.
Around 70% of the delays and cancellations that affect passengers result from problems with the infrastructure, which is down to Network Rail, as my hon. Friend the Member for Wimbledon (Stephen Hammond) identified. Overall, Network Rail will spend around £48 billion nationwide on maintaining the network over the next five-year period, running from this year until 2024, and the Wessex route has seen a 20% increase in its funding compared with the previous five-year period. This funding should see more maintenance and a huge uplift in the renewals, to increase reliability and punctuality for passengers, but I know that it has not been delivered yet.
The train services provided by the South Western franchise are relied upon by 600,000 passengers every day. The train operator, South Western Railway, runs around 1,700 services each day on the network. The latest figures published show that 110,000 passengers pass through Waterloo station during the morning peak. It is a very, very busy network.
People are rightly frustrated and angry about the level of delays and cancellations that they are suffering, and I personally am sincerely sorry that that performance has reached this level—to the extent that we are having to hold this debate again on the Floor of the House. This has not happened overnight; sadly, the service has been deteriorating since about 2011-12. The Department for Transport has been working closely with South Western Railway and Network Rail to try to ensure that the causes of the problems are identified and understood and that there is a plan to turn performance around.
My right hon. Friend the Member for Romsey and Southampton North referred to Sir Michael Holden’s review of South Western Railway and Network Rail’s performance on the Wessex route. The review was commissioned by the previous Secretary of State to ensure that everything was being done to understand and address the causes of the downturn in performance on the route. Sir Michael made 28 recommendations for improving performance. Some of them could be implemented in the short term and others will take longer. He was clear that there is no silver bullet and that it will take time to restore performance to acceptable levels, and that is our highest priority.
Sir Michael’s recommendations cover a range of disciplines, including performance management, train operations, infrastructure maintenance and renewals, and control and resourcing. He also suggested a number of infrastructure changes that could be made to improve the service. SWR and Network Rail are documenting their progress and sharing a copy of their “tracker” with the Department each month so that we at the centre can see how they are progressing. I can assure my right hon. Friends that we are monitoring it very closely.
Caroline Nokes
I welcome the fact that the tracker is being shared with the Department, but does my hon. Friend have any plans to share it more widely with Members of Parliament from across the south-west who are hearing the same levels of frustration in their postbag?
Chris Heaton-Harris
I asked my officials the very same question before the debate, and currently there are no such plans. However, I am sure that we can have a conversation afterwards and perhaps get to the stage where we do not need a humble address or anything too exciting to get the information.
Sir Michael has also been retained by SWR and Network Rail to review their progress. He has confirmed that 16 of his 28 recommendations have already been delivered to his satisfaction, including key infrastructure changes and relaunching SWR’s approach to performance management. I understand that he is due to return to check on progress in November.
A range of recommendations were made on performance management. SWR and Network Rail have established a joint performance improvement centre at Waterloo to focus on the critical areas of delivery across the infrastructure and train operations, and that is key to understanding what is actually happening and, more importantly, what can be done to prevent delays. I have an outstanding invitation to be shown around the JPIC, and I would be delighted if my right hon. Friend, and perhaps other Members, joined me to see at first hand how the executive teams at SWR and Network Rail are tackling the performance issues. I will happily arrange for my office to have the invitation extended if that is suitable—it seems like it could be a date.
Other areas of progress have seen £3.5 million invested to redesign the SWR control centre arrangements and create an industry-leading set-up to improve train performance. As part of that work, SWR is implementing enhanced decision support tools and improving training and competency management systems for controllers—lots of long words, but they refer to unbelievably important things that are going on. SWR is reforming its control centre operations, recruiting more people to improve decision making and providing information to customers during disruption. I heard very loudly indeed the complaints about communications to passengers. I have seen the complaints about communications—just type “SWR” into Twitter and have a cursory glance. The point is well made and well understood. Improving the control centre operations is a crucial part of improving performance and, ultimately, providing a better service to customers.
Other progress is being made to mitigate the biggest causes of delays within SWR’s control. It has introduced an innovative scheme that employs paramedics to work at the key London stations that are most impacted when people fall ill, and it has made significant investments in suicide prevention measures to ensure that SWR is doing as much as it can to reduce the impact of these tragic events.
The national rail passenger survey results for 2018-19 show that SWR failed to meet the expected levels against all nine benchmarks, with only 83% of passengers satisfied overall with their journey. SWR is therefore being required to make additional investment in initiatives to try to meet the contracted levels within the coming year.
There are obviously occasional strikes on the network, which are causing disruption to SWR. I understand and share the frustrations of all users of South Western Railway services who are being unnecessarily inconvenienced by the action being taken by members of the RMT union. My Department has been clear that it wants to see more people, not fewer, working on our railways so that it can deliver more services for passengers. SWR’s plans are completely in line with that. It will be employing more guards on trains in future, not fewer, and it has been clear from the outset that no one will lose their job and every service will continue to have a guard or conductor rostered to work. SWR wants to discuss with the RMT the method of operation of the new trains, which may involve transferring the task of closing the train doors from the guard to the train driver on the new suburban trains that are due to be introduced in 2020. This is a safe, well established practice that has been in place on our railways for the last 30 years. The RMT currently objects to it. We do not think that is right, but I hope that there will be proper dialogue to overcome that situation.
Forgive me, Mr Deputy Speaker, for taking a bit longer than normal, but we have a bit longer than normal and I want to address properly the points that my right hon. Friend the Member for Romsey and Southampton North raised on behalf of her constituents.
Overcrowding continues to be an issue on this franchise. Significant investment that has already been made has seen suburban network trains lengthened from a maximum of eight cars to 10 cars. In the very first year of this franchise, SWR completed the introduction of 150 more carriages when the class 707s were introduced. Where possible, mainline services have also been lengthened using the units that were freed up by the increase in the suburban fleet. We have also introduced more terminal capacity at Waterloo by fully reopening the former Waterloo International platforms.
SWR’s plans for the franchise anticipated further capacity increases from changes to the layout of the existing fleet, the refurbishing and introduction of class 442 units, which my right hon. Friend mentioned, and the replacement of the entire suburban fleet with a new fleet of 750 carriages in Bombardier five and 10-car class 701 Aventra trains—an increase in the fleet taking it to almost 1,700 vehicles by the time that they are all in service. It is absolutely true, regrettably, that these projects are running behind schedule, but everything is being done to see those trains enter service as soon as possible.
Turning to the specific concerns of my right hon. Friend’s constituents, Mr Willey and Mr Wilson, about short formations, I am aware that, following the changes to the May timetable, a safety issue emerged with the operation of the class 442 fleet, so the trains that had been introduced have been withdrawn until the problem—electromagnetic interference with a signal, so quite a significant safety issue—has been resolved. SWR and Network Rail are working as fast as possible to resolve it.
Caroline Nokes
The Minister has referred a number of times to things being done as fast as possible and the new fleet being introduced as soon as it can be. Can he give any indication of a timescale?
Chris Heaton-Harris
I can, and I will probably get to that in a minute, because I am going through this in some detail. I will also write to my right hon. Friend to clarify completely any points that I do not pick up on in my speech.
As I said, SWR and Network Rail are working as fast as possible to resolve the issue, but in the meantime, SWR has had to make some changes to its timetable and train plan to minimise the impact on passengers. I am pleased to say that Delay Repay 15 has been introduced on the franchise and the process for claiming compensation has recently been streamlined. That includes the introduction of automated Delay Repay in the case of advance tickets bought on the franchise’s website and Touch smartcard season tickets.
I note the concerns that my right hon. Friend mentioned, on behalf of Mr Whiteman, about compensation when there is a revised timetable. Measuring entitlement against the revised timetable is an established feature of delay repay compensation policy; publishing a revised timetable is designed to help passengers plan their journey—she suggested that is a good idea—and thereby avoid delays where they can.
My right hon. Friend also asked, sensibly, about how transport strategy is joined up, citing the journey of Mr Dickerson as an example of an interesting multi-modal journey. It is of course for individuals to make decisions about what works best for their own circumstances. A train timetable has to be planned based on making best use of the capacity available to meet the forecast demand, especially at peak times. Network Rail regularly undertakes route studies as part of its long-term planning, to ensure that plans for investment in the network are developed and targeted at adding capacity where it is most needed. I am hopeful that as one of the results of the Williams review, which will come before this place in a White Paper later—we hope it will be this year—we will start to see the emergence a much more integrated system, of the type that my right hon. Friend envisages, rather than of the type that Mr Dickerson now takes part in.
All SWR trains are fitted with wi-fi, including the new trains that will arrive in 2020. By December 2020, an on-board media service of films, TV shows, magazines and games will be available on all mainline fleets.
Caroline Nokes
I think it is important to take the opportunity to press the Minister when I can. He makes the point that wi-fi is fitted—it is, but it simply does not work. It is complicated to log on to and it drops out frequently. Will he use all power to his elbow when discussing this with SWR? We know it is there, but make it better.
Chris Heaton-Harris
That discussion has already been had, so SWR is working with BT to install 31 new masts and upgrade 104 existing lineside masts to deliver better phone signal improvements for more than 90% of customer journeys. Full deployment of that will come in the next three years.
Chris Heaton-Harris
Full deployment of that will come in the next three years.
On the experience during the summer of my right hon. Friend’s constituent who uses a wheelchair, clearly this situation was handled badly and is unacceptable. I had not heard of this particular case beforehand, although I follow these cases closely in my office. I used to be the chairman of the all-party group on learning disability, and I think accessibility on our railway should be and is absolutely a priority of a modern-day rail service.
Stephen Hammond
I am pleased that the Minister is touching on this point, because I wanted to raise it. Accessibility, both for people who are disabled and for young mothers and others, is a real issue. Major stations up and down the SWR network have failed to have that step-free access implemented. I am thinking of places such as Raynes Park, in particular; currently, disabled people have to catch a taxi to Wimbledon in order to get on the train. That level of access is not acceptable.
Chris Heaton-Harris
I completely get the point that my hon. Friend is making, as well as those made by the hon. Member for Bristol East (Kerry McCarthy) and a host of other points I have picked up on since I became the Minister of State with responsibility for rail. I can honestly say that we are looking at this as hard as we can. Obviously, it would be much more helpful if people were able to book in advance, and they are able to. I know from my commute home on London Northwestern that a huge amount of investment has gone into some software at Euston and 35 people work there to ensure that disabled people or people who need help to get on and off trains can book that help in advance and get on and off in the right place. The work is being done and it is extremely important to me and to all the franchise holders.
We are continuing discussions with FirstGroup about train service operations for the future great western franchise, which will start in April 2020. The hon. Member for Bristol East has left the Chamber, but she would be interested to know that the discussions include options for the heart of Wessex line, which was a route that respondents to the public consultation suggested would benefit from improvements in the frequency of train services.
As I said in my opening remarks, SWR agrees that its general performance is not yet up to the standard that it would like, that its customers expect and that we all would expect. SWR’s joint performance improvement centre at Waterloo, which was established together with Network Rail last year, is focusing on performance improvement initiatives that should have a real impact on services. I look forward to taking my right hon. and hon. Friends to see it. SWR is working to reduce the number of incidents on the network to be more responsive to them when they occur. So, a whole host of things are going on to try to improve the situation for my right hon. Friend’s constituents and all who travel on the SWR network.
Steve Brine
I thank my constituency neighbour, my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes), for securing this important debate. One bit of homework that I would give to the Minister and the new ministerial team is on the issue of smart ticketing, and specifically on part-time season tickets. We had a commitment in the 2017 Conservative manifesto and, two years into the Parliament, the work is still outstanding. SWR’s carnet product is not a part-time season ticket, and my constituents see through attempts to present it as such. Work patterns are different these days and people feel that they are paying a lot of money for a five-day season ticket that they do not need. I do not ask the Minister to respond in detail at this point, but if he would write to update me on where we are with respect to that manifesto commitment on part-time season tickets, I and the good people of Winchester would be intensely grateful.
Chris Heaton-Harris
It would be a pleasure to write to my hon. Friend on those matters, and I think he will quite like the response he gets.
I thank my right hon. Friend the Member for Romsey and Southampton North and all Members who have taken part in this important debate. I have mentioned that the service on this part of our railways is currently absolutely not good enough, but I have spoken about the many ways in which we are trying to make improvements and to eradicate the reasons for the poor standard of performance—but there is much more to do.
Question put and agreed to.