Lord Rosser

The Department for Transport is in regular conversation with UK airlines and wider membership bodies. We are working closely with the sector, the regulator and consumer groups to help ensure airlines deliver on their commitments.

Airlines are working hard to answer the high call volumes and to process large volumes of refunds. However, the Government appreciates the frustration consumers may be experiencing. We have been clear that where a consumer has asked for a refund, that refund must be paid.

The Williams Rail Review was in the final stages of drafting at the outbreak of COVID-19. The Government views the purpose of the reforms as important as ever, but further work needs to be done now to reflect the impact of COVID-19 on the sector. We are progressing with this work.

This Government’s vision is for a transport system that is an engine for economic growth, is more environmentally sustainable and improves quality of life within our communities. Passenger numbers on the railways have doubled since privatisation, and this growth has brought significant benefits to Britain’s economy and environment by relieving congestion on the roads, reducing carbon emissions and improving connectivity for businesses, commuters and leisure travellers.

The task force is considering a number of options that can be implemented to improve the performance and capacity of all rail services through Greater Manchester. It was established in January 2020 with members from Network Rail, DfT, stakeholders and train operators. It is considering and assessing a range of potential timetable and infrastructure changes across the short, medium and long term and I expect the first recommendations to be made later this year.

The task force, co-ordinated by Network Rail, is considering a number of options that can be implemented to improve the performance and capacity of all rail services through Greater Manchester. It is considering and assessing a range of potential timetable and infrastructure changes to be made across the short, medium and long term. The task force has been commissioned to create and develop improvement options in the North West, which includes the Northern Rail franchise area, and make recommendations to the government.

Northern Trains Ltd (NTL) will develop a plan over the first 100 days of its operation. This will set out the initiatives and measures that NTL believes are needed to deliver the services that passengers deserve and will be presented to the Government. Once agreed, NTL will publish details of any initiatives and measures to be taken forward and, where appropriate, these will form part of a new Services Agreement between the Secretary of State and NTL. In the meantime, from 1 March NTL will continue to deliver the new trains and associated service improvements that are already underway.

The financial arrangements for the transfer of services have not been finalised. The Secretary of State intends to hold Arriva, the owning group of Arriva Rail North, to account for their contractual obligations and pursue the rights that arise from the termination of the contract.

The financial impact on public funds from the Northern rail franchise being taken into public ownership on 1^st March 2020 has not yet been finalised. Financial impacts will include any additional subsidy necessary to deliver current rail services above the cost contracted in 2015.

The decision will be made by Secretary of State for Transport. It will then be subject to the usual cross-government clearance processes.

One member of the expert panel of four independent advisers supporting the Office of Rail and Road’s (ORR’s) independent inquiry into the May 2018 timetable disruption is currently a non-executive member of ORR’s board and one panel member was a previous executive member of ORR’s board (until 2013). No other panel members are or have been a member of a board whose roles are being assessed by the inquiry, and no other companies whose roles will be assessed are represented on the panel.

More generally, the ORR is the independent regulator for the rail sector. As a public body independent of government, the ORR is answerable to Parliament. It is established by statute, and operates under a legislative framework that assures its independence from both government and the rail companies it regulates. The government has asked the ORR to conduct this inquiry within this framework, which assures the independence of this work. As a result, Her Majesty’s Government is content that there is no adverse impact from the limited board memberships referred to above on the independence of the inquiry.

Further to the Written Answer to HL9184, specific ministerial responsibilities are not broken down in this manner. In addition, day to day responsibility for industrial relations and disputes in the rail sector lie with the individual employers, such as transport operators and trades unions. The Minister of State for Transport has no formal role in this relationship.

However, the Minister often meets with officials to discuss policy areas relating to rail industrial relations and receives regular weekly updates on industrial relations disputes. Also, when the Minister meets the industry’s employers, part of that engagement may include an update on their plans for improving industrial relations. In addition, where there are industry-wide questions that could benefit from engagement with trade unions then, where appropriate, the Minister may seek discussion with them. For example, invitations to meet with the Minister have been extended to ASLEF, RMT, TSSA and Unite to discuss the development of an approach for the rail industry to move towards adopting CPI as the inflation measure for industry costs and fare rises. As at 6 September, the Department for Transport has not received any positive responses to these invitations.

Further to the Written Answer to HL9184, specific ministerial responsibilities are not broken down in this manner. In addition, day to day responsibility for industrial relations and disputes in the rail sector lie with the individual employers, such as transport operators and trades unions. The Minister of State for Transport has no formal role in this relationship.

However, the Minister often meets with officials to discuss policy areas relating to rail industrial relations and receives regular weekly updates on industrial relations disputes. Also, when the Minister meets the industry’s employers, part of that engagement may include an update on their plans for improving industrial relations. In addition, where there are industry-wide questions that could benefit from engagement with trade unions then, where appropriate, the Minister may seek discussion with them. For example, invitations to meet with the Minister have been extended to ASLEF, RMT, TSSA and Unite to discuss the development of an approach for the rail industry to move towards adopting CPI as the inflation measure for industry costs and fare rises. As at 6 September, the Department for Transport has not received any positive responses to these invitations.

Further to the Written Answer to HL9184, specific ministerial responsibilities are not broken down in this manner. In addition, day to day responsibility for industrial relations and disputes in the rail sector lie with the individual employers, such as transport operators and trades unions. The Minister of State for Transport has no formal role in this relationship.

However, the Minister often meets with officials to discuss policy areas relating to rail industrial relations and receives regular weekly updates on industrial relations disputes. Also, when the Minister meets the industry’s employers, part of that engagement may include an update on their plans for improving industrial relations. In addition, where there are industry-wide questions that could benefit from engagement with trade unions then, where appropriate, the Minister may seek discussion with them. For example, invitations to meet with the Minister have been extended to ASLEF, RMT, TSSA and Unite to discuss the development of an approach for the rail industry to move towards adopting CPI as the inflation measure for industry costs and fare rises. As at 6 September, the Department for Transport has not received any positive responses to these invitations.

The Department for Transport attends the Thameslink Timetable Industry Readiness Board in its capacity as sponsor of the Thameslink Programme and its responsibility for rail passenger services.

The independent Office of Rail and Road (ORR) is wholly responsible for the conduct of the inquiry and ensuring that any potential conflicts are appropriately managed. A panel of experts will advise the Inquiry. The inquiry panel members are Dame Deirdre Hutton DBE, Mike Brown MVO, Anne Heal (a Non-Executive member of the ORR Board) and Michael Beswick. The panel is also one of the means which will ensure that the ORR’s own role, as regulator of Network Rail and of the train operating companies, is properly assessed by the Inquiry.

The Inquiry is being conducted by the independent Office of Rail and Road (ORR). Professor Stephen Glaister CBE, Chair of the ORR is leading the inquiry and has appointed a panel of expert advisers to inform the inquiry. The members are Dame Deirdre Hutton DBE, Mike Brown MVO, Anne Heal and Michael Beswick. Further details about the inquiry and the panel members are published on ORR’s website: orr.gov.uk.

The railway is a partnership between the public and private sectors which has delivered a doubling in demand and significant investment over the past two decades.

Network Rail is responsible for the performance of the infrastructure, working with train operating companies who are responsible for the passenger services running on the network. The Government has set out plans to introduce more integrated working between Network Rail and train operators, to present a single accountable face of overall railway performance to passengers.

The Department for Transport takes a number of decisions which influence the evolution of the railway, including infrastructure investment and the approach to its passenger service franchises, as do other funders and franchising authorities.

Specific responsibilities are not broken down in this manner. Any dispute between a transport operator and a union is first and foremost a matter for both parties to resolve.

The Minister of State for Transport is responsible for rail infrastructure in England and Wales and franchising in England. The Secretary of State has overall responsibility for the policies of the Department for Transport.

We want to agree an approach that minimises disruption and any additional costs for the automotive industry and consumers in the UK and the EU as of the day of exit. A decision on whether to continue to apply EU whole vehicle type approval will depend on the outcome of the negotiations with the EU.

Departments are working with the Department for Exiting the European Union to understand the impacts that withdrawal from the EU will have on businesses, consumers and other economic factors.

We are reviewing consumer protection in the aviation sector as a whole through our aviation strategy. As Lord Callanan indicated in in the ATOL Bill debate of 25 October, we will take on board the lessons learned from Monarch and intend to explore these further in the forthcoming Green Paper on consumer protection to be issued as part of our aviation strategy.

Following on from the recently closed consultation on updating the Package Travel Regulations and the successful passage of the ATOL Bill, the Government will publish the proposed regulations that will implement the EU Package Travel Directive 2015 (PTD) into domestic law as soon as possible. The updated ATOL regulations that implement the PTD for package holidays which include a flight, will be published for consultation by the end of this year.

The Government has published the definition of a Linked Travel Arrangement (LTA) in the recently closed consultation on the updated Package Travel Regulations. The definition has been taken from the EU Package Travel Directive 2015 to ensure harmonisation across Europe. The forthcoming consultation on ATOL regulations, will set out how this will be transposed into UK regulations for holidays that include a flight. The practical points for implementation and operation will be published in the Civil Aviation Authority’s Guidance that will accompany the updated ATOL regulations and the Package Travel Regulations.

In developing these proposals and bringing them in to law, Ministers have a full programme of engagement, which includes online companies, tour operators and consumer organisations. In addition, travel companies and organisations such as the European Technology & Travel Services Association (ETTSA), Trading Standards and ABTA, have attended the PTD implementation workshops.

In order to run rail services at present, in accordance with Directive 2004/49/EC UK-based railway undertakings, including train operators, are required to obtain a safety certificate. Safety certificates are issued in the UK by the Office of Rail and Road as the national safety authority.

European single safety certificates are not due to enter into force until after the UK leaves the EU. The ability for UK-based train operators to obtain these certificates will be a matter for negotiations.

The cross-border services that link us with the EU have greatly benefited citizens and businesses in both the UK and the EU. We want to see these services continue without disruption.

Under provisions in the EU Withdrawal Bill, EU law, including rules that enshrine rights for disabled passengers, will be brought into UK law. Any future changes to the relevant laws will be a matter for Parliament.

Many aspects of UK rail passenger rights already go beyond the minimum EU requirements. The Equality Act 2010 requires all train operating companies to take reasonable steps to ensure that they do not discriminate against disabled people. As part of their licence to operate each train operating company is also required to have a Disabled Persons’ Protection Policy (DPPP) in place. This sets out the level of services and facilities that disabled passengers can expect, how to get staff assistance and how to get help if things do go wrong.”

These protections will be unaffected by the UK’s withdrawal from the EU.

The Government’s intention is that all existing EU law will be incorporated into UK law when the UK leaves the EU.

The Driver and Vehicle Standards Agency (DVSA) is unable to say what changes, if any, might be made and whether, for example, a higher standard than EU vehicle standards might be implemented. Much of this is dependent on policy decisions yet to be taken, together with further work on secondary legislation is to be brought forward.

The Driver and Vehicle Standards Agency’s (DVSA) current driving test exceeds the standard EU driving test requirements; we aim to ensure this remain the case in the future, irrespective of EU membership.

The Government has made clear that we wish to minimise any disruption for both UK citizens and those of EU member states. This applies equally to motorists travelling between the UK and the EU. Mutual recognition of driving licences will be an important issue for the negotiations.

On 13^th August last year, my Right Honourable Friend, the Chancellor of the Exchequer made an announcement^[1], outlining the Government position on EU funding schemes, including those relating to transport infrastructure.

We are determined to ensure that people and businesses have stability and certainty in the period leading up to our departure, and that we use the opportunities that our EU Exit presents to determine our own priorities. The Department for Transport is working closely with HM Treasury and stakeholders to that end.

^[1] The following is a link to the announcement:
https://www.gov.uk/government/news/chancellor-philip-hammond-guarantees-eu-funding-beyond-date-uk-leaves-the-eu

The UK and the EU are both clear that we want to protect the broad range of rights and entitlements currently enjoyed by both EU citizens in the UK and UK nationals in the EU. The Prime Minister recently reiterated this in her open letter to EU citizens.

The Government is undertaking a wide range of analysis covering the entirety of the UK economy in order to support negotiations. This includes more than 50 sectors as well as cross-cutting areas.

In addition, I understand that a number of transport sector stakeholders have responded to the Migration Advisory Committee’s call for evidence on EEA workers in the UK labour market, which the Committee intends to publish in due course.

The UK is entering negotiations with the EU from a position of complete harmonisation with EU regulations. This will be the foundation upon which the UK will negotiate a bespoke relationship. We do not want to simply adopt a model already used by other countries, like Switzerland.

The importance of air services to the UK economy is recognised across Government and we continue to work closely with the aviation sector to ensure its ongoing success. Securing liberal market access to EU and global markets is a high priority for the Department for Transport.

My officials are in discussion with third countries regarding post-Brexit air services arrangements. They are on course to reach an understanding with each of those countries well before the UK leaves the EU.

The Government is considering carefully all the potential implications arising from the UK’s exit from the EU, including upon cabotage rights, and plans to negotiate the best possible relationship between the UK and EU in the field of aviation. It will be in the interests of both sides in the negotiation to maintain closely integrated aviation markets.

The UK is entering negotiations with the EU from a position of complete harmonisation with EU regulations. This will be the foundation upon which the UK will negotiate a bespoke relationship. We do not want to simply adopt a model already used by other countries, like Switzerland.

The importance of air services to the UK economy is recognised across Government and we continue to work closely with the aviation sector to ensure its ongoing success. Securing liberal market access to EU and global markets is a high priority for the Department for Transport.

My officials are in discussion with third countries regarding post-Brexit air services arrangements. They are on course to reach an understanding with each of those countries well before the UK leaves the EU.

The Government is considering carefully all the potential implications arising from the UK’s exit from the EU, including upon cabotage rights, and plans to negotiate the best possible relationship between the UK and EU in the field of aviation. It will be in the interests of both sides in the negotiation to maintain closely integrated aviation markets.

The UK is entering negotiations with the EU from a position of complete harmonisation with EU regulations. This will be the foundation upon which the UK will negotiate a bespoke relationship. We do not want to simply adopt a model already used by other countries, like Switzerland.

The importance of air services to the UK economy is recognised across Government and we continue to work closely with the aviation sector to ensure its ongoing success. Securing liberal market access to EU and global markets is a high priority for the Department for Transport.

My officials are in discussion with third countries regarding post-Brexit air services arrangements. They are on course to reach an understanding with each of those countries well before the UK leaves the EU.

The Government is considering carefully all the potential implications arising from the UK’s exit from the EU, including upon cabotage rights, and plans to negotiate the best possible relationship between the UK and EU in the field of aviation. It will be in the interests of both sides in the negotiation to maintain closely integrated aviation markets.

The UK is entering negotiations with the EU from a position of complete harmonisation with EU regulations. This will be the foundation upon which the UK will negotiate a bespoke relationship. We do not want to simply adopt a model already used by other countries, like Switzerland.

The importance of air services to the UK economy is recognised across Government and we continue to work closely with the aviation sector to ensure its ongoing success. Securing liberal market access to EU and global markets is a high priority for the Department for Transport.

My officials are in discussion with third countries regarding post-Brexit air services arrangements. They are on course to reach an understanding with each of those countries well before the UK leaves the EU.

The Government is considering carefully all the potential implications arising from the UK’s exit from the EU, including upon cabotage rights, and plans to negotiate the best possible relationship between the UK and EU in the field of aviation. It will be in the interests of both sides in the negotiation to maintain closely integrated aviation markets.