Draft Ship and Port Security (Amendment etc.) (EU Exit) Regulations 2018

Nusrat Ghani Excerpts

Tuesday 8th January 2019 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft Ship and Port Security (Amendment etc.) (EU Exit) Regulations 2018.

It is a pleasure to serve under your chairmanship, Mr Evans. The UK maritime sector is thriving. We are one of the largest flag states, have one of the largest port industries and attract significant investment. We lead the world in many areas of maritime business services, education and research. Subject to parliamentary approval, the draft regulations will amend ship and port security legislation so that the current regime of protective security on board ships and at UK ports continues to operate following the United Kingdom’s withdrawal from the EU.

International agreements and European legislation form the bedrock of the UK’s well established ship and port security regime. The UK is a contracting party to the International Maritime Organisation’s safety of life at sea convention—SOLAS. In response to the perceived threats to ships and port facilities in the aftermath of the terrorist attacks in America on 11 September 2001, the international ship and port facility security code—ISPS—was adopted under SOLAS. The code established a range of protective security measures that are required to be taken on ships and at ports to protect vital infrastructure and people from acts of terrorism or violence. The code is set out in two parts: part A includes a number of mandatory provisions for signatory states, and part B, intended as guidance, contains measures for states to consider implementing to enhance the security of ships and port facilities.

In 2004, the convention and code were given a basis in EU law by regulation 725/2004 on enhancing ship and port facility security. The regulation provided for the harmonised implementation of the convention and the ISPS code within and across EU member states. It made implementation of the provisions of part A and specific elements of part B mandatory in all EU member states. The regulation is directly applicable in UK law, but it was further implemented, as far as was necessary, in domestic legislation by the Ship and Port Facility (Security) Regulations 2004. The 2005 port security directive complements the security measures introduced by the EU regulation by expanding the area of port that is subject to a protective security regime. The directive was transposed into UK law by the Port Security Regulations 2009, and by 33 separate designation orders that define the boundaries of ports across the UK.

The existing legislative regime ensures that proportionate security measures are in place on board ships and at the UK’s maritime ports. On withdrawal day, regulation 725/2004 will be converted into UK legislation and will become part of the body referred to as retained EU law. To ensure that retained EU law continues to function effectively after exit day, a number of changes are required to the text of EU regulation 725/2004, and the 2004 and 2009 regulations. The changes are designed to prevent, remedy or mitigate failings of, or deficiencies in, retained EU law resulting from the UK’s withdrawal from the EU. The policy behind the changes is that in the UK, there should be no practical change to, or noticeable impact on, how the industry daily operates an effective protective security regime.

Most of the changes to the current legislation are minor. Some involve the restatement of the retained EU law in a clearer or more accessible way, to make it fit for purpose within domestic legislation. The draft regulations also revoke regulation 324/2008, which established procedures across the EU for the European Commission to conduct inspections of UK ships and ports. Such inspections will neither be required nor appropriate following EU withdrawal; the Department for Transport and the Maritime and Coastguard Agency will continue to deliver a well established programme of ship and port inspections, to ensure that required security standards are met.

The draft regulations include provision for three more detailed, but equally necessary, corrections to the existing legislation. First, they amend article 3 of regulation 725/2004 in relation to domestic vessels. That does not alter or impact on current administrative practice, the categories of domestic vessel to which the legislation applies, or how those vessels are required to comply with the legislation.

Secondly, the draft statutory instrument includes provision to enable the direct application of future amendments made to the ISPS code. That will allow the legislation to keep in step with future changes and ensure that the UK is meeting its international obligations. As part of that provision, the Secretary of State will have the power to exclude any such change relating to international shipping by the making of regulations—as the Commission does currently—if it is determined that there is a manifest risk that implementation would lower the standards of the UK’s maritime security regime. Any future regulations made in that regard by the Secretary of State would be subject to parliamentary procedures.

Finally, the Port Security Regulations 2009 contain references to section 2 of the European Communities Act 1972, which will no longer be in force on exit day. To fix that deficiency in the legislation and to ensure that the Secretary of State can continue, under the legislation, to define or amend the boundaries of particular ports, the draft regulations rely on powers in the European Union (Withdrawal) Act 2018 to confer on the Secretary of State powers to continue to update or amend the existing suite of legislation. That power would be used when, for example, a port boundary is changed or a new port comes into existence. The amendments made to the 2009 regulations will ensure that the Secretary of State can continue to discharge all his statutory duties. The power in the draft regulations for the Secretary of State to make regulations will maintain the effectiveness and operability of ship and port security legislation following EU withdrawal.

In conclusion, the regulations before the Committee are intended to make changes that will ensure that the current legislative regime for ships and ports is able to operate effectively, and continues to meet the UK’s maritime security requirements, following EU withdrawal. I commend the regulations to the Committee.

--- Later in debate ---

[Ms Ghani]

I am grateful to hon. Members for participating in this morning’s Committee, and turning up so early to deal with this important piece of legislation. The current protective security regime for ships in UK ports operates effectively; there is a range of measures in place to protect vital infrastructure, the travelling public, and those working in those environments from attack. The draft regulations make the appropriate changes to what will become the retained protective security legislation when the UK exits the European Union.

Turning to some of the points that have been raised this morning, a question was asked about security and standards on ships. I will do my best to ensure that more robust replies are provided in writing, but I will put on the record that the robust security standards at UK ports and on ships will continue following EU withdrawal. We must not forget that we have the fantastic, internationally renowned Maritime and Coastguard Agency, which does fantastic work and is well respected across the world; it will continue to do that work with even more detail post Brexit. It is important to note that most ships carry data on board, which exempts them from having to present it when they come into port. All we are asking is for the shipowners to press a button to make sure that information is available, if requested, when they are pulling into port. That data is already pooled and gathered. I will make sure that a more detailed response is provided to the hon. Member for Kingston upon Hull East.

It is important to note that the Department is making plans for all eventualities, including a no-deal Brexit. That is why we are undertaking exercises and modelling, working with local communities—whether in Kent or with the port of Dover—and doing everything we can to ensure that freight travels up and down our country with the least friction possible. Unfortunately, every exercise that we undertake is done under the full glare of the media and the public, but we would also be criticised if we were not implementing all remedies and not practising all of our modelling for a situation in which we exited without a deal. The statutory instrument is essential to ensure that ship and port security legislation continues to work effectively in the UK from day one after exiting. It enables the status quo in the UK to continue. I hope that the Committee has found this morning’s sitting informative and will join me in supporting the regulations.

Question put and agreed to.

Draft Merchant Shipping (Recognised Organisations) (Amendment) (EU Exit) Regulations 2019

Nusrat Ghani Excerpts

Wednesday 12th December 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft Merchant Shipping (Recognised Organisations) (Amendment) (EU Exit) Regulations 2019.

It is a pleasure to serve under your chairmanship, Sir Christopher. Recognised organisations play an important part in ensuring that ships are built and maintained so that they can operate in compliance with national and international standards on safety and the prevention of marine pollution. ROs are organisations with experience and expertise in the surveying, inspection and certification of ships. They carry out those functions on behalf of maritime nations such as the United Kingdom.

Globally, the International Maritime Organisation develops rules on ROs. The IMO introduced the recognised organisations code, which updated and consolidated existing requirements, and entered into force in 2015. The code contains criteria against which ROs are approved, authorised and assessed, and gives guidance on how flag states should monitor ROs. As in many other areas, the European Union has adopted legislation to harmonise the way in which member states implement IMO requirements. EU regulation 391/2009 and related legislation established a system for approving ROs, criteria for assessing RO performance based on IMO criteria, monitoring measures, and remedial measures if ROs are underperforming, including fees, penalties and, finally, the removal of RO status.

The regulations before the Committee are made under the European Union (Withdrawal) Act 2018. The Department expects to lay approximately 65 EU exit statutory instruments. The Act retains EU legislation that is directly applicable in UK law, such as that on ROs.

[Michael Fabricant (Lichfield) (Con)]

Does my hon. Friend—[Interruption]—yes, and possible future Prime Minister, as my hon. Friend the Member for Wyre Forest says—believe that these regulations are a good example of contingency planning in the event of no deal, but also the planning that has to go ahead following our withdrawal from the EU?

[Ms Ghani]

Absolutely. My hon. Friend hits the nail on the head. The Department for Transport has always been, and continues to be, thorough in preparing legislation for all scenarios, including no deal.

[Michael Fabricant]

Bravo.

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[Ms Ghani]

I thank my hon. Friend.

The regulations make provision under section 8 of the 2018 Act to correct deficiencies in such EU legislation as arise from the UK leaving the European Union. We need to amend retained EU legislation on ROs for the legislation to function correctly in future. The regulations will therefore amend EU regulation 391/2009 and subsidiary EU legislation, which comprises Commission regulation 788/2014 on rules for fines, penalty payments and the withdrawal of recognition, and Commission decision 2009/491 on criteria for member states to use when judging whether an RO’s performance is unacceptable. The regulations also revoke Commission implementing regulation 1355/2014.

Under EU legislation, member states may delegate the inspection and survey of ships to EU authorised ship inspection and survey organisations, or EU ROs. At present, there are 12 EU ROs, six of which have been authorised to act on behalf of the UK. The regulations will make the necessary changes to adapt an EU system for ROs to one that can function as a UK system after exit. It is the Maritime and Coastguard Agency’s intention that the six EU ROs that are currently authorised on behalf of the UK would continue to remain authorised and recognised as UK ROs following our exit from the EU.

To enable the legislation to continue to work as part of UK law, the regulations will change references to “the member state” and “the Commission” to “the Secretary of State” or “the United Kingdom” where appropriate. Changes to definitions and other wording in the legislation have been made to reflect the UK’s position outside the EU, and redundant reporting requirements have been removed.

Certain powers have been transferred from the European Commission to the Secretary of State for Transport. That will enable us to keep up to date with changes to the IMO rules that apply to ROs in relation to standards and the criteria for assessing RO performance. Those criteria are used to measure the effectiveness of the rules, procedures and performance of recognised organisations in relation to safety and the environment.

The regulations will also enable the Secretary of State to make rules in relation to the imposition of fines and penalties and the withdrawal of recognition; the establishment of criteria for assessing ROs’ performance and the effectiveness of their rules; the amendment of the criteria that ROs must follow and the interpretation of those criteria; and the amendment of the criteria for use of port state control inspection data for assessing unacceptable levels of performance by ROs. Other changes include transferring powers to review fines and penalties from the European Court to the UK courts by way of a statutory appeals procedure.

The regulations will be accompanied by merchant shipping notice 1672, which provides information to the industry on the standards that ROs apply and on requirements for recognising, authorising and assessing ROs. I should also mention directive 2009/15, which governs the relationship between states and ROs and includes the authorisation of ROs. That directive was implemented administratively through formal agreements between the Maritime and Coastguard Agency and each RO. The directive will not be saved in UK law after exit, but the MCA will put in place new agreements with each RO when the regulations come into force. Those arrangements will be very similar to the previous agreements between the MCA and the ROs but will reflect the changes made in these regulations.

The regulations make necessary changes to ensure that the existing regulatory framework for recognition, authorisation and monitoring of recognised organisations is retained and operates effectively. They will ensure that the law on recognising, authorising and monitoring ROs continues to function after the UK’s withdrawal from the European Union, enabling the UK to continue to comply with its international obligations as established by the International Maritime Organisation. The regulations are fully supported by the Government and I commend them to the Committee.

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[Ms Ghani]

I am grateful to the hon. Gentleman for his contribution to this morning’s debate, and to the Opposition for their support. This debate has shown that the Committee appreciates the important part that ROs play in ensuring maritime safety and environmental protection.

The regulations will ensure continuity for ROs and the shipping companies that rely on their services. It is not our intention to make changes to how ROs operate, or to the relationship between the MCA and ROs. The regulations only adapt a system for ROs designed on behalf of the EU member states into a UK system. The MCA has already taken steps to promote continuity in discussions with the ROs.

The regulations are essential to ensure that legislation on ROs, which are a crucial part of the regulatory framework for shipping, continues to work effectively in the UK from day one after our EU exit. I am grateful that the hon. Gentleman will allow me to respond in writing to some of the issues that he raised. However, I remind him that we are part of the high ambition coalition driving the IMO’s standards not only on greenhouse gas emissions but on other emissions into our waters.

I am in the middle of preparing the Government’s 30-year strategy, “Maritime 2050”, which will look not only at the training and rights of seafarers but at environmental impacts. I am more than happy to give more detail as I take that forward. I established the clean maritime council to ensure that we not only deliver on our country’s ambitions but lead the way in the world. I hope the Committee has found this morning’s sitting informative and will join me in supporting the regulations.

Question put and agreed to.

Private Parking: Ports and Trading Estates

Nusrat Ghani Excerpts

Tuesday 11th December 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate my hon. Friend the Member for Central Suffolk and North Ipswich (Dr Poulter) on securing this debate on private parking enforcement at commercial ports and trading estates. I am pleased to respond to a debate on a subject that is clearly important to my hon. Friend, his constituents and hauliers. Although there are no major commercial ports in North Ipswich and Central Suffolk, his constituency is close to that great hub of maritime activity and excellence on the Harwich Haven waterway.

That includes one of the country’s largest and most important ports at Felixstowe, as well as other significant commercial ports at Harwich International and the port of Ipswich. Together, those ports deal with some 11% of total freight tonnage handled by English ports— 36 million tonnes in 2017. They have a significant impact on the local economy as a source of employment and business activity. I am sure that I do not have to convince my hon. Friend and other Members of the economic importance of our ports to our country. They make a massive contribution to our economy and, to put it simply, are the reason why we can thrive as a trading nation. Our ports are our main gateway to the world, handling 95% of all imports and exports, employing 24,000 people and boosting our economy by £5.4 billion a year.

As Minister for maritime, I see the story behind those statistics every day and the enterprise, investment, and commitment to customers that make Britain’s ports among the best in the world. I also had the opportunity in May to visit a number of our ports, including Felixstowe, and saw first hand the fundamental role they play.

The scale of the operations at Felixstowe is impressive. The port handles the largest container vessels in the world, some 400 metres long each and holding some 18,000 twenty-foot equivalent unit—or TEU—containers, with 33 cranes to load and unload them. Felixstowe handles some 4 million TEU containers each year. Our other large container ports, including at London Gateway and Southampton, are just as impressive.

Our ports operate on a commercial basis in a competitive environment, including with ports on the continent. They have an impressive record of investment in new facilities, investing hundreds of millions of pounds in new facilities over the past 10 years, with further planned for the future. As my hon. Friend mentioned, their importance will grow as we leave the EU and start to make the most of the new global trading opportunities it brings.

As a consequence of their success, our major commercial ports generate significant volumes of road traffic moving freight to and from ports, with goods for export travelling to our ports and imported goods being taken to their destinations inland, such as warehouses, distribution centres and factories. Our ports are a key link in the supply chains of our economy. That is particularly the case at ports specialising in shipping containers, such as Felixstowe, London Gateway and Southampton, as well as larger roll-on roll-off ferry ports including Dover and Harwich International.

In most cases, the aim is for a vehicle to spend as little time as possible at the port, often arriving at a set time to pick up or deposit a container before departing shortly afterwards, or arriving at a port to catch a ferry service with as little time as possible spent at the port. The provision of parking for vehicles is not therefore that relevant to such ports. The priority is to ensure that traffic is kept moving smoothly through the port. However, some ports will provide more parking facilities, such as for use by departing cruise passengers. For other mainly smaller ports, car parking for tourists and other visitors can provide an important source of revenue, particularly over the summer season.

Each port is responsible for managing its own car parking arrangements. Some ports may use their statutory powers under harbour byelaws to do that, particularly where parking control is needed to ensure the safe and effective operation of the harbour. Others may use an approach involving private parking contractors.

Whatever the arrangements, they seem to work effectively. My Department receives very little correspondence from members of the public or businesses with concerns about parking arrangements at our ports, although that is not in any way to discount the concerns of my hon. Friend’s constituents.

[Dr Poulter]

I understand that the Minister is reading from a pre-prepared speech, but will she acknowledge that I represent the views of more than 30 haulage companies that have a problem with how commercial parking enforcement is being run at Felixstowe port by Proserve? It is damaging their competitiveness and it is potentially costing jobs. Proserve’s unethical behaviour needs to be addressed.

[Ms Ghani]

I was just about to come on to that. It is important that we understand any potential damage to our haulage industry, which is key to getting freight in and out of our country and to ensuring our ports thrive now and in the future.

If any individual or business has concerns about parking arrangements at ports, those concerns are always best addressed directly to the ports themselves—I understand that my hon. Friend is frustrated by the lack of interaction from the port and the operating company—and it is for the contractor to consider and quickly resolve those concerns.

My hon. Friend’s constituents have raised concerns about the way in which one particular private parking enforcement company has been operating at a distribution facility at Felixstowe. I understand that the facility is not part of the port itself but is close to it. He has written to the site’s owners raising his constituents’ concerns, to which I hope and expect he will get a satisfactory response. Although I would not wish to comment on the specifics of that particular case, improving the way the private parking sector works is an important issue for the Government.

The private parking industry is currently self-regulating. However, like my hon. Friend, we have concerns about the practices of some private parking companies. That is why the Government are pleased to support the Parking (Code of Practice) Bill, a private Member’s Bill tabled by my right hon. Friend the Member for East Yorkshire (Sir Greg Knight). The Bill passed its remaining stages in the House of Commons on 23 November, and it was introduced in the other place on 26 November.

The Bill seeks to create a single code of practice that is applicable to every private parking operator, rather than the current position in which each parking association has a different code of practice and different standards to which it holds its members. By providing a single code of practice, the Bill aims to create clarity and consistency across the industry for both parking operators and motorists. It also aims to raise standards by incorporating best practice as standard across the industry.

I welcome the amendment made on Report, which will allow a single appeals body to be appointed. That is key to some of the concerns raised by my hon. Friend, and it will create a straightforward process for motorists who have received a private parking ticket to follow to appeal.

My hon. Friend raised a number of concerns—one was about penalties. I will be taking that back to my Department so that the roads Minister, the Minister of State, Department for Transport, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), ensures that my hon. Friend gets a robust response. Once again, my hon. Friend highlighted the importance of the logistics industry, and we cannot have it feeling that it is being particularly targeted because of the way it conducts business.

I am pleased that my hon. Friend the Member for Suffolk Coastal (Dr Coffey) has joined us in the Chamber. She is already across these issues, and I will make sure that my Department is working closely with hers to ensure that both hauliers and local constituency Members of Parliament are represented appropriately. I hope that my response has assured my hon. Friend the Member for Central Suffolk and North Ipswich that the Government are well aware of the issue of parking at commercial ports and trading estates, both in my Department and in the Ministry of Housing, Communities and Local Government, which is also involved in enforcement. I will make sure that the record of today’s debate is passed to the appropriate Minister so that they can respond to my hon. Friend, too. We must not forget that the parking code of practice, when it becomes law, should help to address a number of the concerns the Government have about how the current systems works. I am grateful to my hon. Friend for raising this issue this evening, but I am sure that his constituents will welcome the proposed Bill. I will ensure that the appropriate Ministers respond further on the issues relating to penalties that he raised.

Question put and agreed to.

Leaving the EU: Port of Sheerness

Nusrat Ghani Excerpts

Tuesday 30th October 2018 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

It is a pleasure to serve under your chairmanship, Mr Bone. I congratulate my hon. Friend the Member for Sittingbourne and Sheppey (Gordon Henderson) on securing this important debate. It highlights an issue that is topical for both his constituency and the wider economy.

Our ports are key to our economic success. They deliver 95% of our exports and imports. I hope that we can agree that first and foremost, the United Kingdom ports are exemplary. My experience visiting our ports as Maritime Minister has reinforced my belief that our ports are the best in the world. We have the most liberalised ports sector in Europe and arguably the world, with the private sector predominating and ports competing to attract and facilitate trade with both the EU and the rest of the world, all on a fully commercial basis with minimal expense to the taxpayer. This responsible sector has invested vigorously throughout fluctuating conditions in world trade and the domestic economy. It has adapted to changing patterns of demand, including radical changes in the requirements for energy generation over recent years. Consequently, it is well placed to meet the challenges and opportunities that the country will welcome as we resume our position as an independent trading power.

The Government have set a highly facilitative context for private investment through the national policy statement for ports, which was designated in 2012. It sets a strong presumption in favour of socially and environmentally responsible development. The sector has long recognised its environmental stewardship duties as it often occupies sensitive sites at the land/water interface. Moreover, ports have permitted development rights that help to facilitate modest adaptation of port estates in a nimble way where that has no adverse environmental implications.

Our ports have many strengths, especially being nimble and flexible, so the ports sector as a whole stands ready to meet challenges. As the ports sector is such a competitive one, I must remain neutral in that commercial arena, so I hope my hon. Friend will understand if I do not sing the praises of Peel Ports or of any other individual port operator at the expense of others.

Many other hon. Members will doubtless be quick to point out that they have equally alert and vigorous ports in their constituencies, which I know to be true as I have had the privilege of seeing several in operation at first hand.

[Gordon Henderson]

I want to make it clear—I thought I made it clear in my speech—that I was using Sheerness as an example only because it is in my constituency and I know a lot about it, but the case could apply to many other ports. We should point out to those who are filled with doom and gloom about what will happen post-Brexit that we have ports other than Dover. That is all I am trying to say.

[Ms Ghani]

My hon. Friend makes an important contribution. He is absolutely right. We must seize the opportunity and recognise that we have many productive and flexible ports up and down our country.

One of the reasons prompting this timely debate is the success of the port of Dover, along with the channel tunnel, which is why any sizeable proportionate reduction in their traffic would be so challenging to replace elsewhere. My hon. Friend talked about the level of traffic and freight going through the port of Dover, and he also referred to the port of Felixstowe. That remains the largest UK container port and is another example of a world-class port capable of accommodating today’s ultra-large container vessels. Its sister port, Harwich, is a versatile ro-ro facility that handles both accompanied and unaccompanied ro-ro trailers. Also, Associated British Ports has advertised the strengths of its Humber ports for unaccompanied ro-ro and is also investing in short sea container capability at Immingham. Those are just a few examples. The Government are involving the whole UK ports industry in discussions on resilience issues directly and through the UK Major Ports Group and British Ports Association. Nevertheless, the initiative of Sheerness in promoting its ro-ro facilities is a good example of an enterprising and positive transport sector.

My hon. Friend will have heard from Ministers that we are confident of securing a withdrawal deal with the European Union that is in the interests of both the UK and the EU member states as trading partners, for this is not a zero-sum game. All the participants in international trade stand to gain, and that applies as much to the UK’s ro-ro business with the EU 27 after we leave as it does to our trade with the rest of the world, so we expect an agreement and a transition period that will enable a sensible adaptation to the inevitable technical changes in border arrangements. However, as a responsible Government, we must plan for all eventualities.

There has been a great deal of speculation, especially in the past week, about the Government’s intentions in the event of a no-deal outcome. The Government have made it clear that UK border controls—those that we control—will continue to enable trade to flow as frictionlessly as possible, which is what we are working towards.

[Gordon Henderson]

I am sorry to interrupt again. I accept everything the Minister says, but, because the Calais-Dover route is so short, it does not lend itself to electronic trans-shipments at the moment, so we have to upgrade those facilities. My understanding is that the software used at Felixstowe could be changed to accommodate Dover. When asked how long it would take, someone said a few minutes, and we should explore such options.

[Ms Ghani]

Once again my hon. Friend makes a positive intervention on how our ports can continue to be flexible and take on board new technology to ensure that all the checks are made in good time, especially when we consider the very short journeys to Dover.

Certain checks and controls, including those already undertaken from time to time on EU goods, have to take place at the frontier to be effective, and that will continue to be the case. But there is much that we can and will do to expedite flow, especially where checks can be undertaken away from the physical frontier. We cannot control what controls the EU will require or what member states will do in response to those requirements in the event that we leave without a deal. We can seek to influence such things, of course, but ultimately there remains a risk that the flow of traffic will be affected.

The Dover strait, encompassing the channel tunnel, concentrates the greater part of accompanied HGV trade with the continent. It is a 24/7 operation that includes a stream of ferries departing at half-hourly intervals. Inevitably, such a dense flow of HGVs could become subject to some constriction in the event that prolonged checks feed back into the queue of arriving vessels. We would be failing in our duty to the public if we did not take such possibilities very seriously and prepare for all eventualities.

On the opportunities proposed at Sheerness, earlier this year Peel Ports issued its pamphlet, “Brexit unlocked—A Contingency Option Using Uncongested Ports”. That report highlighted the ability of ports that are geared up to welcome and handle unaccompanied trailers to provide a service to customers whose cargo is not perishable or otherwise necessarily quick to the market. That can have further benefits, allowing a little more time to clear border controls in either direction and within commercially agreeable bounds to use temporary storage on ports rather than increase stockholding in the customer’s onsite warehouse or distribution centre.

Of course, unaccompanied cargo is nothing new. Indeed, the pamphlet itself points out that more than 70% of unit-load traffic from ports in France, Germany, Belgium and the Netherlands already travels unaccompanied, whether in trailers or sea containers. Equally, of course, Dover and the tunnel will remain open for business whatever the outcome on borders, and along with the ferry operators will themselves continue to attract a powerful commercial pull through geography as well as customer service, especially on the more time-critical traffic, although not limited to that. It is not my job to pick winners or direct traffic. Decentralised decision making by traders who are best placed to weigh their own needs and time pressures will continue to do that. However, it is my and my Department’s job to consider all reasonably possible outcomes and pursue the overarching objective for traffic to be as frictionless as possible. That is what we have been doing and will continue to do. I am glad that port, ferry and rail operators are also engaging with those challenges.

My hon. Friend raised the issue of traffic management. My Department, Highways England and other partners are working closely with the Kent Resilience Forum and other partners to develop contingency plans that will replace Operation Stack. First, we have established the Dover TAP—traffic assessment protocol—which has successfully avoided the need to deploy Stack since 2015. That will continue and Operation Stack will be superseded by Operation Brock, which will ensure that the M20 can be kept open and that traffic will continue to flow in both directions at times of cross-channel disruption from whatever cause.

Operation Brock consists of three phases: a contraflow queuing system between junctions 8 and 9 of the M20, with holding areas at Manston airport and, if necessary, on the M26. This represents a significant improvement on previous deployments of Operation Stack when junctions were closed and traffic diverted off the M20 on to local roads, adversely affecting local communities and businesses in Kent. We will therefore have substantial truck-holding capacity while maintaining flow of traffic on the M20. Obviously, we hope that none of that will be needed, but I hope my hon. Friend will be reassured that the Department and the agency are working hard to cover all eventualities and improve the quality of our collective response.

[Gordon Henderson]

Although we have been talking about the implications of Brexit, I said at the beginning that we have to solve the problem whether or not we have a no-deal scenario. It is bad for Kent and for the country. Whether or not we have Operation Stack, we need more lorry parks. Every constituency in Kent suffers from all its lay-bys being cluttered with lorries. Lorries are parked on the M2 every night. We have to do something about that. I have been working with Kent County Council and Highways England, and I have offered sites in my constituency for lorry parks, but nothing ever happens. I hope that the Minister can encourage something to happen on that.

[Ms Ghani]

My hon. Friend again raises the important issue of lorry parks. We know we need more, but no Member would like them in their constituency. I value his contribution, and I will ensure that his passion for ensuring that we have lorry parks is passed on to the Roads Minister.

I know that the A249 is important to my hon. Friend. Road connections are vital to any ro-ro port, and indeed to most others. Our port connectivity study, published just last April, surveyed the situation in England nationally. It acknowledged that there is a good case for strengthening sections of the strategic road network and specific potential to upgrade sections of the A249 near Sheerness. The study is a platform for future investment in worthwhile improvements at a range of ports including Sheerness, but of course the port is open for business with its existing connectivity. I would welcome another meeting with my hon. Friend to try to take that forward, especially with the Roads Minister.

[Gordon Henderson]

rose—

[Ms Ghani]

I see another intervention on its way.

[Gordon Henderson]

I am sorry to intervene yet again. The A249 and the link I mentioned into the port are important. I mentioned it to the Secretary of State a year ago, and he instructed Highways England to go down and have a look at it. The response from Highways England was that it is not necessary because it is not busy enough. Highways England does not seem to understand that we will make it busier only if we get the road link in. That is where it is sadly not always singing from the same hymn sheet as the Department for Transport.

[Ms Ghani]

I hope Highways England will acknowledge my hon. Friend’s intervention. Our port connectivity study made it clear that that part of the A249 requires investment to ensure that our ports continue to do what they do best, which is not only bringing freight in but moving it up and down the country.

I thank my hon. Friend for raising an important topic. He has rightly highlighted the potential of an important port business in his constituency, as well as of other significant businesses up and down the country. I am sure that he and I agree that it is part of a wider picture of readiness to seize commercial opportunities across the UK ports sector. I look forward to working with him in flying the flag for UK ports. I have no doubt that you will agree, Mr Bone, that the UK was a great maritime trading power for many years before we joined the European Union, and we will continue to be a great maritime nation after Brexit.

Question put and agreed to.

Inclusive Transport Strategy

Nusrat Ghani Excerpts

Thursday 25th October 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That this House has considered the inclusive transport strategy.

I am delighted to have the opportunity to introduce this important debate today on an issue that will affect us all at some point in our lives. As I am sure right hon. and hon. Members will know, about one in five people in the UK are disabled. We also have an ageing society, and, as people get older, they are more likely to experience a wide range of conditions such as mobility impairments, memory loss, or visual or hearing impairments. As a society, we are also increasingly recognising that not all disabilities are visible and that mental health conditions and cognitive impairments, as well as hearing loss and memory loss, can have just as profound an impact on people as physical disabilities.

Regardless of the nature of a person’s disability, they should have the same access to transport and opportunity to travel as everyone else—access to services that most of us take for granted day in, day out. Accessible transport helps to reduce social isolation and loneliness, as well as to create opportunities for disabled people to play a more active role in society. Disabled people are more than twice as likely to be unemployed as non-disabled people, and the Government have a manifesto commitment to get 1 million more disabled people into work by 2027. Disabled people might face many barriers to finding employment, but the ability simply to travel should not be one. Against this backdrop, I am proud to have been the Minister responsible for publishing the Government’s inclusive transport strategy in July. I thank the Department for Transport’s accessibility team for all their hard work; the sector, which we have worked with; and the disability groups, including the Disabled Persons Transport Advisory Committee, that helped and advised us.

The inclusive transport strategy followed an earlier consultation on a draft accessibility action plan that received over 1,000 responses. I thank the Lord Commissioner of Her Majesty’s Treasury, my hon. Friend the Member for Blackpool North and Cleveleys (Paul Maynard)—I hope that I pronounced his constituency correctly—for the substantial work that he undertook while he was responsible for the accessibility action plan in the Department for Transport. The accessibility action plan was an extensive engagement programme and represented a number of disability groups, whose voices were taken on board.

Let me remind the House briefly of the main elements of the inclusive transport strategy. First, the word “inclusive” is important, as it signals that we are adopting a holistic approach, rather than simply focusing on the physical accessibility of our infrastructure. This is about much more than simply ensuring that stations have step-free access. It is about designing and implementing all our policies and operations in such a way that they genuinely work for everyone. That is what we mean by inclusive.

The strategy starts off by setting a vision, which is that the Government want disabled people to have the same access to transport as everyone else and to be able to travel confidently, easily and without extra cost. Its overall goal is to create a transport system that offers equal access for disabled people by 2030. We chose that date because it links to the UN sustainable development goals for that year, particularly the goal to provide access to safe, affordable, accessible and sustainable transport systems for all. We also took account of the fact that, with the best will in the world, although there is much that we can do quickly—and we will work at a pace—some of the ambitious changes that we want to make will just take time. Some of our infrastructure, for example, was built at a time when accessibility was not taken as seriously as it is today; in fact, it was not considered at all. I am thinking particularly of many of our smaller railway stations, including those in my own constituency, which do not have step-free access. Matters requiring new legislation will also inevitably take time.

Having set the vision and overall goal, the strategy then sets out a larger number of measures under five main themes, which I will briefly summarise. First, it says that we will do more to promote passenger rights and ensure that existing legislation is better enforced. That matters because one very strong message that emerged from the consultation was that, although lots of legislation is already in force, not everyone is always aware of it and it certainly is not always enforced. For example, I am sure that hon. Members have heard many stories of blind people being charged extra for taking guide dogs in taxis or of taxi drivers not stopping to pick them up at all. That sort of behaviour is unacceptable. It is also illegal, but that is not widely enough understood and it is not consistently enforced. That is why we will be launching a public awareness campaign next year, working with a wide range of disability partners to raise awareness of disabled passengers’ rights when using the transport system.

The second theme of this strategy is the need for better staff training. We are talking about not just frontline staff such as bus drivers, railway station staff and so on, but also back office staff and managers. Training has to be top down as well as bottom up. This is important because the attitudes of staff can make a huge difference to the journey experiences of disabled people. This can be what makes or breaks a journey and builds or damages the confidence of a disabled passenger.

I am committed to improving staff awareness across the transport sector. Next year, we will publish guidance to improve bus driver awareness training on disability issues. We will also develop a monitoring and enforcement framework for this training, which will include identifying a body to ensure compliance across the bus sector. In the rail sector, bidders in future franchise competitions will be required to commit to providing enhanced disability training for staff, covering a range of impairments, including less visible disabilities. We will also require bidders to commit to involving disabled people in the design and delivery of that training. Involving disabled people directly in the provision of training is essential. It will help to ensure that transport staff fully understand the diversity of disability and the importance of providing good customer service, also enabling them to take some responsibility for the passenger not just on their part of the railway or the station, but for the onward journey.

The strategy’s third theme is a need for better information. Having the right information in an accessible format is an essential part of making it easier for people to travel. Of course, this benefits not just disabled people, but everyone else. By accessible information, I mean everything from providing audiovisual information on buses to including clear and simple signage in places such as railway stations that works for people with difficulties with communication, understanding or memory. Audiovisual information on buses is another tool that can make all the difference to someone’s experience of a journey. The Department is taking forward the necessary legislation to ensure that this is rolled out across all bus services. We are providing £2 million of funding to help speed this up and make it more affordable, particularly for small companies.

Accessible information is not only about audiovisual information. Improvements to real-time information can also make a difference to someone’s confidence to travel. Real-time information can alert people to changes on their journey or enable them to update their assistance requirements. That is why, as part of the strategy, we are supporting the Rail Delivery Group as it trials a new Passenger Assist application. This application will, for the first time, enable disabled passengers to book and change their assistance requirements digitally and receive updates on their journey in real time. I am challenging the Rail Delivery Group to present a mobile system—preferably an app—that will reduce the amount of time it takes to pre-book a journey, making it as easy as possible for disabled people.

[Lilian Greenwood (Nottingham South) (Lab)]

Anything that improves the quality of disabled people’s experience of passenger assistance is very valuable, but should not the goal be to turn up and go—for someone with a disability to be able to use public transport in just the same way as you or I, without having to make a pre-planned journey? They should simply be able to use the facilities because they are accessible to everyone.

[Ms Ghani]

I absolutely agree with the hon. Lady, who is an expert in this area, as she chairs the Select Committee on Transport. The goal is that every passenger, regardless of their disability, can turn up and go—just as abled-bodied people can—but we have to accept that, in some circumstances, some bookings might need to happen in advance, especially when the journeys involve a variety of transport such as buses, taxis and other sorts of mobility. We hope that Passenger Assist can enable those journeys to be dealt with from start to finish, but of course the aim is for people to be able to turn up and go. More readily available information will benefit us all, including those with disabilities and those requiring physical assistance. We also want to ensure that we are covering other less visible disabilities such as autism and hearing loss.

The fourth theme in the strategy is about ensuring that our infrastructure is genuinely accessible to all. By infrastructure, I mean not only the public realm—stations, bus stations or streets—but also our trains, buses, taxis, boats and planes. The strategy included some significant new commitments under this theme. First, it confirmed that the Government would provide up to £300 million of funding over the period to 2024 to improve the accessibility of our rail network under the Access for All programme. This is an area of considerable interest for many hon. Members, and it was the subject of a Westminster Hall debate earlier this month. I have also written to all hon. Members to explain how the funding works and what needs to be done if they would like a station to be included in the programme.

Secondly, the strategy included the announcement that the Government would ask local authorities to pause any shared-space schemes that they are considering. I thank my right hon. Friend the Member for Basingstoke (Mrs Miller) for the work that she and the Women and Equalities Committee, which she chairs, have done to review disability and the built environment, particularly for its recommendation with regard to shared-space schemes. The Committee’s recommendations and the feedback provided by many stakeholder groups informed our decision.

[Marsha De Cordova (Battersea) (Lab)]

The Minister has touched on the really important issue of shared spaces. I am pleased to see that the strategy calls for a halt to any further new shared-space developments, but there is a problem with existing shared spaces. Can she confirm whether there will be funding for local authorities to make those shared spaces accessible and not no-go areas for blind and partially sighted people?

[Ms Ghani]

This is a very important issue on which I gave evidence to the Committee just a few weeks ago. People’s interpretations of shared spaces are varied. There is no agreement, even within the community that lobbies for people with visual health problems, on what the minimum size of a pavement should be. That is why we will undertake a consultation with Transport Scotland to get some data on what works and what definitely does not work so that we can update our guidance by the end of next year.

[Victoria Prentis (Banbury) (Con)]

We, too, have a problem with shared spaces, particularly outside a local primary school. Will the Minister ensure that the needs not only of people with disabilities but of smaller and older people in our communities are included in the consultation so that all voices can be heard? Many of us are very worried about these shared-space ideas.

[Ms Ghani]

That is an incredibly valuable point. When talking about shared spaces, we may think about those who are using wheelchairs or those with visual health problems, but not about mums or parents with buggies, let alone older people. That is why the interpretation of shared spaces is so varied. There is some valid concern that when shared spaces are imposed in their totality, when there is absolutely no infrastructure in place, the situation can become incredibly complicated. We all have anecdotal evidence of where it is or is not working, but we absolutely need to collect the data so that we can ensure that the guidance is the best that it can be.

As I mentioned, we will work with Transport Scotland to take on board all the feedback. We are working with our stakeholder groups to make sure that we have a much more informed decision on shared spaces, particularly with regard to controlled crossings and kerbs, and dealing with people with a variety of disabilities. It is only right that towns should be designed in a way that works for all, and the Government are determined to work with local authorities to ensure that this happens.

I have written a letter jointly with my hon. Friend the Minister for Housing to clarify the approach that should be taken to shared-space schemes. The letter makes it clear that the pause applies to schemes with relatively large amounts of pedestrian and vehicular movement such as high streets and town centres, but does not apply to streets within new residential areas or the redesign of existing residential streets with very low levels of traffic. Whether to improve individual schemes is a matter for local authorities, which need to ensure that they are compliant with their duties under the Equality Act 2010, but we hope that common sense will prevail before the updated guidance is issued.

The strategy includes a commitment that the Department will provide £2 million of funding to enable more Changing Places toilet facilities to be installed at our motorway service areas. Having access to these facilities can be genuinely life-changing for some families and allow them to make journeys that would otherwise have been impossible. We will shortly announce further details on how we intend to allocate this funding, and we will be working in partnership with Muscular Dystrophy UK. This should allow the majority of motorway service stations across the country to have Changing Places toilets by the early 2020s, compared with fewer than a fifth today.

The Department announced shortly after the publication of the strategy that it would extend the eligibility criteria for the blue badge scheme. The new criteria will extend eligibility to people who cannot undertake a journey without a risk of serious harm to their health or safety, or that of any other person such as young children with autism who cannot undertake a journey without it causing them very considerable psychological distress, or who have very considerable difficulty when walking. This is another step forward in ensuring that people with less visible disabilities get the support that they need to live independently. It was widely welcomed, including by the National Autistic Society, which said that it was

“thrilled that the Department had listened to the concerns of autistic people and their families”

and that the announcement would

“make a massive difference to the lives of many of the 600,000 autistic people in England, and their families.”

The fifth and final theme in the strategy is the importance of making sure that our future transport systems work for everyone. Transport is changing, and the technologies and services we are using are also changing rapidly. Many of these changes will offer wonderful opportunities for disabled and older people. Autonomous vehicles, for example, could mean that those who would not otherwise be able to drive, including perhaps those with visual impairment, could do so for the first time.

[Eddie Hughes (Walsall North) (Con)]

In Birmingham, people are very excited about the 2022 Commonwealth games, and the Government recently announced £170 million to improve transport there. Does the Minister anticipate that that will ensure that the games are completely accessible to people of all abilities?

[Ms Ghani]

That is a very valid point. I assume that when my hon. Friend mentions the games being accessible to people of all abilities, he does not mean the contenders but the people who are going along to visit the great city of Birmingham. That should be the ambition—absolutely. Our desire is to make sure that our services are fully accessible, and any new funding recognises that as well. New technologies should be designed, from the outset, in such a way that disabled and older people can use them.

The strategy includes a commitment that the Government will publish a monitoring and evaluation framework explaining how we will measure the impact that it is having. That is really important. It is essential that we track the progress that is being made towards our goal of creating a transport system that offers equal access for disabled people. The Department will publish the detailed monitoring and evaluation framework in early 2019.

The strategy also includes a commitment that the Department will report regularly to Parliament on the delivery of commitments set out in it. This will allow hon. Members to hold us properly to account. Finally, it includes a commitment to create a new stakeholder advisory group to allow organisations representing disabled people to have more of an opportunity to shape the Department’s policies in the future. The announcements we have made in the strategy show that we have been listening to disabled people, and I am determined to ensure that we continue to do so as we deliver it.

The inclusive transport strategy marks a significant step forward in ensuring that our transport systems are genuinely accessible to all our users. This is a key part of making a society that works for us all. The strategy is ambitious, as it should be, and comprehensive, as it should be, and it sets out a clear direction of travel. The House will have an important role to play in holding the Government to account on the delivery of the strategy. I commend the inclusive transport strategy to the House and look forward to working with hon. Members as the Government deliver it.

--- Later in debate ---

[Liz Twist (Blaydon) (Lab)]

On 6 June I had the opportunity through an Adjournment debate to raise the issues brought to me by my constituents Margaret Ambaras and Laurel Holleran, who are blind and partially sighted. They and their colleagues took me on a blindfolded walk which allowed me to experience the difficulties they have to face. In that debate I highlighted to the Minister, who is also responding to this debate, a number of issues that they raised with me, some of which have again been referred to today. Those issues are pavement parking and shared spaces and issues to do with taxis, accessible information on buses and safety in travelling.

In that debate, I was able to explain the problems they were having and asked the Minister some specific questions about pavement parking and guidance on shared spaces. I am very disappointed therefore that pavement parking gets barely a mention in the inclusive transport strategy and action on it is again put on hold.

[Ms Ghani]

indicated dissent.

[Liz Twist]

The Minister shakes her head, and I will be glad to hear her comments on that. Action on pavement parking is still being considered as it has been for some time. What was highlighted in that earlier debate was a need for a policy not just in London, but across the whole of the UK, to allow for pavement parking to be banned and to be the exception rather than the rule. My constituents Laurel and Margaret, along with Guide Dogs and other organisations, will be very disappointed that that issue has not been tackled, because it is very important for them. It really affects their ability to get around and to make the whole journey by walking from, for example, where they live to the railway station, the bus stop or other locations. It is really sad that we have missed this opportunity to do something very immediate to resolve that problem. As the Minister will recall, local authorities are keen to have guidance on this issue so that they can tackle it.

The issue of shared spaces is considered in the inclusive transport strategy, and it is good that the Government have put a pause on them, but as others have said, there is no clear guidance for local authorities on retrofitting shared spaces to ensure that they are safer for people with disabilities of all kinds, particularly those who are blind or partially sighted. It will be interesting to hear from the Minister exactly what is going to happen now. What are we going to do? Are we going to ban shared spaces, as many people with these problems would like to see, or will there be guidance on exactly how to make the existing ones safer? Looking to the future, how are we going to ensure that people with disabilities are able to cope with them? I look forward to hearing the Minister’s comments on that.

In the debate, I also asked the Minister whether the Department would issue statutory guidance to licensing authorities on disability awareness training. It is clear from my constituents’ experiences that such guidance has not always been available. I note that there is a reference in the strategy to providing such guidance, and that a working party is looking at the issue, but as I understand it, the Government have not responded to the working group’s report on this aspect. That is disappointing as well, and I wonder whether the Minister could update us on when we are likely to get a response on that issue.

I also asked the Minister about accessible information on buses. This is already provided in some places, but as others have said, it is sometimes switched off and it sometimes just does not work. That is something that really needs to be tackled, but I note from the report that it has been deferred to the end of the year for further guidance to be issued. Will she also comment on that?

The Minister was kind enough to write to me after the debate about the issue of guards on trains. This has already been referred to many times this afternoon, because many people with disabilities are really concerned that there will no longer be guards on trains. They have relied on those guards to help them in the past, and their presence is a key part of ensuring that people with disabilities feel safe on trains. The Government have to reconsider their position on this, because it is so important to so many people. Again, this is a missed chance.

I know that the Minister understands the importance of some of these issues because, as she said in my Adjournment debate, she herself has had experience of them within her family. However, I am really sorry to see that pavement parking has been sidelined. Other issues that have been mentioned today include the importance of bus services to people with disabilities. My constituents Margaret and Laurel have told me about the importance of bus services to them, so it is really disappointing to see the number of bus services being reduced nationally. We are seeing bus services disappearing in my own area, where funds are stretched, and I know that that is happening across the country.

Another issue that we talked about in that debate was accessibility on trains. As other Members have said, this is not just about step-free access in stations; it is also about being able to get on a train. In my case, when I get the train in Newcastle, I have a struggle to get on it because there is a huge gap. What steps are being taken to ensure that there is funding to make our stations and our trains properly accessible?

At this point, I should refer to my constituent Catherine Nichols, a young woman with a number of disabilities, some of which are visual and some of which relate to her mobility. Catherine never ceases to remind me of how important it is that people like her and those with other disabilities are able to get on a train and that trains are suitable for them to use safely. We need to pick up on such issues, but it seems that money will be a real restriction on any improvements, but I want accessibility to be improved, so money is necessary, and other Members have asked the Minister to raise that with the Chancellor.

We cannot ignore the issue of pavement parking, as raised by Guide Dogs and my constituents, any further. The matter has been put off and put off, but it needs resolving because it is hampering people’s ability to get where they need to be and to use accessible transport. The issue needs to come to the top of the pile and be addressed as a matter of urgency.

--- Later in debate ---

[Ms Ghani]

With the leave of the House, I wish to thank the House for the opportunity to discuss this important inclusive transport strategy. The debate has been good natured, and both sides of the House clearly agree that the strategy is a positive and ambitious programme, but of course there is always more to do to help disabled people and older passengers to access our transport system.

I am pleased to note that this might be the first time an Opposition Front-Bench spokesperson has welcomed the Government’s work, and I look forward to working with Members on both sides of the House to deliver the inclusive transport strategy. We have also heard some powerful stories about how passengers have been undermined, have lost their confidence or have been made to feel incredibly small when all they were trying to do was undertake a journey. That is just not acceptable, and we hope the inclusive transport strategy will address that in some part, especially in addressing the level of training that has to be undertaken by so many people involved in our transport network.

Transport is an essential part of our society, especially through its ability to help us to access work and school, and to stay in contact with friends and family. Through those connections, transport reduces feelings of social isolation, anxiety and loneliness. Transport should be easily accessible, and it is essential to helping to build a stronger and fairer society and a stronger economy. I hope Members will agree that the inclusive transport strategy is bold and shows not only my commitment but the commitment of the Department for Transport to building a more inclusive transport system—a transport system that provides good customer service, that gives disabled people the confidence to use it and that provides information in a range of formats to support journey planning and unexpected changes along the route.

I now wish to discuss some of the valid contributions made by Members from across the House. First, let me deal with the points raised by the hon. Member for Nottingham South (Lilian Greenwood), because she asked so many questions. It would be near impossible for me to answer all of them, so I hope she will allow me also to respond in writing. She made a request for further clarity on what the Government will be doing on wheelchair spaces. In my time at the Department, I have always been clear that a wheelchair access space is for wheelchairs, but I accept that further training is required for some people to empower them to ensure that they can deliver that advice and guidance when they undertake their day-to-day job.

An expert stakeholder group was established and has advised Ministers on a combination of amendments to legislation and guidance and in March we accepted those recommendations. We will also bring measures forward by the end of the year. Fundamentally, this involves much better training and understanding, in order to enable people to apply common sense.

The issue of community transport was raised, including by my hon. Friend the Member for Banbury (Victoria Prentis). I agree that community transport is vital, especially in the most rural constituencies; we have fantastic volunteers doing phenomenal work, be it with younger or older people, across the spread of community transport provision up and down the country. A consultation has indeed taken place and we are aiming to publish our response as soon as we can—I hope it will be in the next couple of months. It is vital to remember that clear guidance has been given by the Department to ensure that local authorities are not stopping taking contracts, and I am having as many conversations as I can to ensure that. Community transport is incredibly valuable and we need to make sure that any guidance we give lands appropriately; sometimes we may not fully calculate the language we use, but our motivations are to ensure that local community transport groups can continue to provide a service for the communities they wish to serve.

The hon. Members for Nottingham South and for York Central (Rachael Maskell) raised an important point about joined-up travelling, because people can set off on a journey only to find that things do not work out. They want to be able to ensure that their next mode of transport is available. Through the inclusive transport strategy, we are going to set up a transport leaders scheme that enables all the modes of transport to communicate with each other. One of my ambitions is for passengers to be fully up to date. Any piece of equipment, app or whatever this becomes has to be linked up. Whatever journey someone is taking and whoever is taking care of them, they should be able to communicate with the next person on that journey and with the person who may or may not be receiving them at the end of that journey. That is the challenge I have set the sector and that is what I am going to be working towards the sector delivering.

The hon. Member for Nottingham South also asked how often we discuss various modes of transport at the inter-ministerial group on disability and society, especially in respect of looking at community transport, and at transport to and from hospital and medical appointments. I assure her that I raise all these issues, including with the planning department that sits on the group, which discusses where bus stops are allocated, whether they are on the wrong side of the road for people who are getting off, whether they are near hospitals and so on. I also talk to the Department of Health and Social Care to ensure that it fully understands how these services should be procured, taking into account the needs of passengers at all times.

The hon. Lady also asked for statistics on Access for All. We have allocated £300 million and we hope that we can do as much work as we can, as swiftly as we can. Figures to the end of 2017 suggest that more than £85 million has already been spent on Access for All projects, and we have £300 million in place now. All those projects that were deferred previously will now be assessed for the new Access for All funding.

The hon. Lady also referred to pavement parking, as did my hon. Friend the Member for Banbury—[Interruption.] Forgive me, it was the hon. Member for Blaydon (Liz Twist). The issue has been tackled by the Department, and one of our Ministers is gathering evidence on the effectiveness of the current pavement parking laws. We are considering changes to the law and listening carefully to concerns raised by campaigners. There is a commitment to ensuring that we can put out the review by the end of the year. In all the decisions that we make, we have to make sure that we reflect everyone’s concerns and do not make fast decisions that might cause adverse reactions in local communities.

An important and valid point was made about parking meters that require people to use their phones, so I shall take that away and ensure that we pick up on it. We will see what we can do with the Disabled Persons Transport Advisory Committee and other disability groups that we work with, and ask whether people not having an app, or being unable to use an app or to do whatever they need to do, is causing an issue with parking. We must make sure that parking is accessible for everybody, so I am grateful that that point was made and will make sure that it is tackled.

Let me respond to some of the issues raised by the hon. Member for Inverdale—

[Ronnie Cowan]

Inverclyde.

[Ms Ghani]

I am awful at reading and writing, aren’t I?

We have assigned £2 million to public awareness campaigns and we will ensure that we can tackle not only the sector that has to deliver the service, but the public. It is not right that we hear stories of people’s inappropriate behaviour, or of individuals—whether they are bus or train drivers—who are employed to deliver a service but just make really poor decisions. I hope that the inclusive transport strategy can deliver confidence among people who are disabled so that they can undertake journeys and are not deterred by one bad journey. We do not want to put anybody off, so I am really pleased that the debate was not negative at all and was about making sure that people can feel positive about leaving their home and undertaking journeys.

My hon. Friend the Member for Banbury started her speech by saying that lavatories and lifts are not celebrated enough. I am keen to hear how she will continue to celebrate them throughout her tenure as a Member of Parliament. She spoke about the wonderful community transport work that is being done in Wendlebury and the bus routes in her constituency. As I said, we will undertake a review of pavement parking. She spoke about the importance of the blue badge scheme going beyond what we accept as disabilities in the traditional sense and accepting lots of other disabilities, as well as about the importance of Changing Places facilities. Such facilities are something that we do not come across until we need them or become a carer for someone who does, but they are vital. We hope to have facilities in place in most service stations in the country. My ambition is for them to be in place in all service stations, but unfortunately ministerial ambitions and budgets have to sit side by side. With that programme of work, it is important that the decisions are not made within the Department; we are working with Muscular Dystrophy UK to make sure that the right decisions are made.

I cannot let the debate end without talking about our passion for buses and for doing what we can to make sure that bus patronage goes up. There are variations up and down the country. There are fantastic places, from Liverpool to Brighton, where bus patronage is up. That is mostly down to the services provided, with up-to-date information and journey times that are sort of guaranteed. People are able to use technology on buses, and there are concessionary fares or cheaper fares for younger people. It is really about understanding the customer base. We have around £1 billion for local authorities to support concessionary fares, whether for disabled people or older pass holders. I am always campaigning for more funding for buses. It is vital that we have one place, one direction and one strategy, so I am keen to work with my Department to put together an investment strategy that focuses on bus services today and tomorrow.

Hon. Members’ references to taxis and private hire vehicles ranged from the illegal behaviour of not allowing guide dogs into cabs to the question of how we raise standards. Reference was also made to the task and finish group, which did indeed produce its recommendations in the summer. I am in the process of putting together the Government’s response, but Members can rest assured that issues relating to what is already illegal are fully understood and that standards throughout the country will be good and not varied, as they are currently. There is not too long to wait for that.

Some comments were made about aviation. We all hear dreadful stories of wheelchairs being broken or not arriving on time, and of passengers not being dealt with. The Department has been working hard with not only the aviation sector, but the disability groups that we work with, take evidence from and consult. An aviation strategy consultation will be produced by the end of 2018.

Cracked pavements were also mentioned. I am surprised that my constituency was not mentioned, because this matter comes up quite a bit, even in Wealden. The Department has a substantial amount of funding for highways maintenance. I believe that an investment of £3.8 billion between 2016-17 and 2020-21 will address the matter, but the point is absolutely valid.

We heard that bus drivers were turning off audio-visual information. We are investing £2 million to make sure that that information is available, especially among smaller bus companies, because it is absolutely key for all people who use buses, not only those who are disabled. It makes no sense whatsoever to turn off that information. Once again, training is absolutely key in this area.

A number of comments were made about driver-operated-only and driver-controlled-only trains and levels of staffing. First, we must be aware that where those issues have been raised, such as on the Southern lines, there has been an increase in staff, not a reduction. We must also understand that driver-operated-only and driver-controlled-only trains have been operating for a substantial amount of time. It is not always about having more people available; it is also about having the right people with the right training. It does not help if more people are available but they do not do the right thing by supporting passengers who have concerns about disability and accessibility. As this matter is often raised, it is important that people know that the motivation behind the inclusive transport strategy is to ensure that disabled passengers have a good-quality service. That is the primary goal of the strategy. Opposition Front Benchers need to decide whether to prioritise passenger experience, or whatever a union wishes to push. We need to establish whether we look at training across the rail network, including for drivers, or support union practices that may or may not get in the way of providing a better service for passengers. I believe that we need to focus on passengers, instead of on what the unions might be arguing for at any one point.

The inclusive transport strategy has not only a very ambitious plan, which will obviously continue to be in place, but a substantial amount of money behind it. We have £300 million for Access for All, which is about not just steps, but anything that a train operating company, in conjunction with the local community and the local authority, believes needs to be amended at a station or on a platform to make it more accessible. There is also £2 million of new funding for the Changing Places scheme, as well as £2 million for audio-visual information for smaller bus operators, which is backed up with training so that drivers do not switch it off when it is meant to be working. A substantial amount is also available for awareness.

I have set out what is happening today but, if I may, I will take a moment to talk about the future. Throughout the Government’s industrial strategy and in all our major transport infrastructure projects, technology is absolutely key. We want to make sure that transport is at the front of absorbing any new technology that will enable us to provide the most efficient service possible. New developments such as autonomous vehicles and mobility as a service offer benefits to our economy and have a great potential to improve the options available to disabled people. It is important that we are always abreast of new products and services to ensure that we design the most inclusive transport system.

We also have in place the future of mobility call for evidence, which is focusing on technology’s potential to help people to access and use transport. It is essential, as has been noted, that the designs developed are within the reach of all people, regardless of their disability. There is no point our running ahead and using technology from which people already feel excluded.

I thank the House for this opportunity to consider the important issues highlighted by the inclusive transport strategy. I hope that right hon. and hon. Members have been persuaded of not only my commitment, but the commitment of the Department, to improving accessibility for everyone on our transport network. I hope that that will not only make people’s journeys easier but, fundamentally, increase their confidence to go about their lives in the same way as the rest of us.

Question put and agreed to.

Resolved,

That this House has considered the inclusive transport strategy.

Draft Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) (Amendment) (EU Exit) Regulations 2018

Nusrat Ghani Excerpts

Wednesday 17th October 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) (Amendment) (EU Exit) Regulations 2018.

It is a pleasure to serve under your chairmanship, Mr Betts. We are debating regulations that will amend EU regulation 2015/757 on the monitoring, reporting and verification of carbon dioxide emissions from maritime transport. The effective monitoring and reporting of carbon dioxide is an important step on the road to achieving a more environmentally sustainable shipping sector. We expect that the emissions data gathered will help the international community to develop more effective measures to reduce greenhouse gas emissions from ships. The EU regulation established rules for monitoring, reporting and verifying CO₂ emissions from ships above 5,000 tonnes that make voyages that start or finish in a port in an EU member state. The EU regulation has direct effect in UK law.

Shipping companies have already prepared monitoring plans and have been collecting data since 1 January 2018. Ships within scope are required to carry a valid document of compliance from 30 June 2019. The EU regulation applies only to ships visiting ports that are under the jurisdiction of an EU member state. It would therefore cease to have effect when the UK leaves the European Union. The changes made in the regulations are therefore necessary to ensure that the monitoring, reporting and verification requirements of the EU regulation continue to apply to ships serving UK ports. If the UK failed to correct the EU regulation, ships that call at EU ports would still need to report under the EU system. However, those trading between the UK and non-EU ports would not need to report. That would create an uneven playing field between companies, and the evidence on greenhouse gas emissions would be weakened.

The UK is a strong supporter of global action to tackle climate change. In April this year, we helped lead the high ambition coalition to secure agreement at the International Maritime Organisation on an initial strategy on greenhouse gas emissions. That includes an historic first emission reduction target for ships of at least 50% by 2050, which is an important step forward in tackling emissions from international shipping—the last major sector not to have an emissions reduction plan. The International Maritime Organisation has also produced its own system for monitoring CO₂ emissions from ships. Its data collection system has a similar objective to the EU MRV regime, but will be effective from 1 January 2019, a year later than the European system. Robust information on emissions from ships is important when taking action to reduce such emissions, and that is what the EU regulation aims to provide. If we did not ensure that the regulation continues to have effect, we would be weakening the evidence base on which the development of effective and appropriate measures depends.

As well as amending the EU regulation, the instrument makes a number of other changes, mainly technical and operational in nature, to ensure that the system continues to work. Those changes are to Commission implementing regulation 2016/1927 on templates for monitoring plans, emissions reports and documents of compliance, and the Merchant Shipping (Monitoring, Reporting and Verification of Carbon Dioxide Emissions) and the Port State Control (Amendment) Regulations 2017. The latter regulations provide an enforcement mechanism for the EU regulation in the United Kingdom.

In addition to ensuring that the same regulatory requirements continue to apply to UK-registered ships, the amendments ensure that UK regulators are able to enforce those standards against foreign vessels in UK waters, including EU vessels. The amendments replace references to “an EEA state” with references to “the United Kingdom” to ensure that legislative requirements continue to apply within the UK when it is no longer a member state; amend the certificate of compliance to include a reference to a certificate of compliance issued by an EU member state; repeal a provision about the expulsion order; and amend Commission implementing regulation 2016/1927, which provides ship owners with the templates needed for their monitoring plans and emissions reports, and the template for the documents of compliance that is used by the verifier.

The regulations before the Committee are intended to ensure that all ships visiting UK ports are subject to the same reporting requirements and that the UK continues to play its part in international action on greenhouse gas emissions from shipping. They are fully supported by the Government, and I commend them to the Committee.

--- Later in debate ---

[Ms Ghani]

I thank members of the Committee for an interesting debate. It has been notable for me as the first affirmative debate with which my Department has been involved in respect of an EU exit regulation.

It is clear that the Committee recognises the importance of monitoring CO₂ emissions from ships. There might be some debate about which system is best—the European or the international regime—but there should be no dispute about the need to control CO₂ emissions if we are to meet the IMO’s target of reducing emissions from ships by at least 50% by 2050.

I will now take a moment to respond to the comments of the hon. Members for Kingston upon Hull East and for Kilmarnock and Loudoun. I am grateful to be allowed to write in detail about the technical questions posed, but I will briefly cover some of the issues. On article 22, the omission of the words in paragraph 3 is not intended to preclude full compliance under IMO requirements. I am happy to give that assurance in writing.

On the valid point about the schedule of monitoring and reviewing, we are committed to reviewing every five years, but that does not preclude us from undertaking an earlier review. If the Commission reviews the regulations, we will review our regulations also. It is important to note that when we gained our historic agreement at the IMO for the minus 50%, we were one of the countries to lead the high ambition coalition, so there is a huge responsibility on us to get it absolutely right.

The MRV regime is already well established, and ships travelling between the UK and EU ports would need to comply with the EU regime whatever the UK does after we leave the EU. In order to minimise the burden on shipowners and maintain clarity, the Government want to retain the existing MRV regime. That will ensure that the same regulatory requirements continue to apply to UK-registered ships and that the UK is able to enforce the standards against foreign vessels in UK waters.

Ideally, we would like to see the alignment of both the European and international CO₂ monitoring systems. The European Commission is currently reviewing the MRV to consider how to further align the two systems. We expect it to publish its draft proposals before the end of this year. Whatever the outcome might be, our aim is to make sure that our regime is effective and minimises the burden on shipowners post-Brexit.

On the point about how many EU exit SIs we have in the Department, we have approximately 66, and for maritime 13. I look forward to seeing everyone in this room in the near future.

Question put and agreed to.

Step-free Access: Battersea Stations

Nusrat Ghani Excerpts

Tuesday 16th October 2018 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

It is a pleasure to serve under your chairmanship, Sir Roger, and I congratulate the hon. Member for Battersea (Marsha De Cordova) on securing this debate and giving colleagues across the House the opportunity to discuss the important subject of accessibility to the rail network as far as Manchester—that is no distance from Battersea! I recognise how important it is for the hon. Lady’s constituents to have access to the railway and to get to and from work, see family and friends, and go about their lives.

Delivering a transport system that is truly accessible to all is of great importance to me, and I hope that the hon. Lady has seen the Department for Transport’s inclusive transport strategy, published in July, as evidence of the Government’s commitment to taking action to safeguard and promote the rights of all disabled passengers. We do not deny that our strategy is ambitious, but we are determined to deliver it. By 2030 we want disabled people to have the same access to transport as everyone else, and if physical infrastructure remains a barrier, assistance will play a role in guaranteeing those rights. Key commitments to improving accessibility across all modes of transport for those with visible and less visible disabilities include up to £300 million to extend the Access for All programme until at least 2024.

[Marsha De Cordova]

You mentioned that we are looking at disabled people having parity with non-disabled people by 2030, so does that mean that the target in the Equality 2025 strategy is being moved to 2030?

[Ms Ghani]

I think you are conflating two very separate things—

[Sir Roger Gale (in the Chair)]

Order.

[Ms Ghani]

Forgive me, Sir Roger—I should not have referenced you.

[Sir Roger Gale (in the Chair)]

Quite right. It is not the Chair’s responsibility to respond to questions, and I take the opportunity to say the same thing to the hon. Member for Battersea (Marsha De Cordova). We really must work in the third person.

[Ms Ghani]

Forgive me, Sir Roger. I will make sure not to do that again.

The hon. Lady is conflating two issues. There is the 2025 aspiration, but the 2030 target is to ensure that we come into line with the UN’s ambition to ensure accessibility across all modes of transport. We mentioned £300 million for Access for All, and we also have £2 million to help bus operators install new audio-visual equipment on buses, and £2 million to enable the installation of more Changing Places toilets in motorway service areas. The strategy also requests that local authorities pause the installation of new “shared-space” schemes.

[Marsha De Cordova]

Good.

[Ms Ghani]

I am glad the hon. Lady is pleased about that. That will apply specifically to new schemes at the design stage that incorporate a level surface. An accessible transport network is central to the Government’s wider ambition to build a society that works for all, regardless of the nature of a person’s disability. People should have the same access to transport and the same opportunity to travel as everyone else, and this is an important measure to reduce social isolation and create opportunities for people to play a more active role in society. I represented the Department for Transport at the loneliness strategy that was published yesterday, along with the Under-Secretary of State for Digital, Culture, Media and Sport (Tracey Crouch) and the family of Jo Cox, to ensure that transport is seen as a way of ensuring that we tackle isolation.

As the hon. Lady noted, many of our stations—including those in her constituency—are Victorian, and their infrastructure is not fit for today. Those 19th century stations were not built with the needs of 21st century passengers in mind, which has left us with the huge task of opening up the rail network to disabled passengers. Although 70% of journeys are step free, we have continued our commitment to the Access for All programme. The inclusive transport strategy included a commitment to extend our Access for All programme across control period 6 between 2019 and 2024, with an additional £300 million of funding from the public purse. The hon. Lady asked about the £47 million, but that was not cut at all as it has been deferred to that round of funding. Part of that funding will be used to continue work on the stations that were deferred as part of the 2015 Hendy review, including Battersea Park station—I am pleased that the hon. Lady welcomes that investment.

Those funds will allow design work to restart on all deferred projects from April next year, and once the designs are completed, Network Rail will confirm the construction date for Battersea Park. The project is likely to be difficult to complete, given the nature of the station, but Network Rail has been instructed to continue to work with local stakeholders, including Wandsworth Borough Council. I know that the council has aspirations to improve not just the station but the wider area, going further than the Access for All project.

I am confident that a solution that meets the requirements of all stakeholders can be found. Some of the best Access for All projects have been those where a number of smaller schemes and funding streams have come together to enhance a station greatly. For example, Clapham Junction and Putney both had lifts installed in recent years to make the stations accessible, and other work has been carried out at the same time to reduce congestion. In addition to those stations deferred from the previous round of funding, we will use part of the £300 million fund to make improvements at even more stations. We have asked the industry to nominate stations for new funding by 16 November this year, and I urge all hon. Members to encourage nominations in their constituencies. Nominated stations will be selected based on annual footfall and weighted by the incidence of disability in the area. We will take into account local factors such as proximity to a hospital or the availability of third-party funding for the project, and we will ensure a fair geographical spread of projects across the country.

The hon. Lady will know that neither Queenstown Road nor Wandsworth Town in her constituency have previously been nominated for Access for All funding. Nominations come through the train operating company in partnership with the local authorities, Members of Parliament and, of course, local councillors championing them. I encourage her to liaise with South Western Railway if she wishes these or any other station to be put forward, and ideally to seek a proportion of third-party matched funding that will help to weight the business case. I hope to announce the selected stations by April next year.

I noted that the hon. Member for Manchester, Gorton (Afzal Khan) mentioned a station in his constituency. We are not asking for local communities to drive these campaigns. We are asking for train operating companies to recognise the stations that they would wish to prioritise. We have quite a large sum of funding, £300 million, but we have to ensure that it is spread appropriately. This new £300 million of funding builds on the success of the Access for All programme. So far it has installed accessible, step-free routes at over 200 stations, and around 1,500 stations have benefited from smaller-scale access improvements.

We are also pressing the industry to comply with its legal obligations to ensure that work at stations meets current accessibility standards, not only on flagship projects such as Crossrail, the redevelopment of Birmingham New Street and the TransPennine route upgrade, all of which are delivering significant accessibility improvements, but as part of the business as usual work of their renewals programme, for example by making sure that any replacement bridges have lifts or ramps. It is also important that the industry meets its obligations to anyone who needs assistance, whether they have booked ahead of time or not.

[Afzal Khan]

Will the Minister explain why it is appropriate to defer the £47 million she talked about when so many disabled people throughout the country are suffering because they do not have fair access to stations? Also, when is the Minister likely to visit Levenshulme, as she has said she will try to do?

[Ms Ghani]

I am thankful for the intervention, which allows me to clarify that the £47 million has not been deferred. All the deferred stations in the last spending round have been put into this spending round, which is why we have £300 million to spend. I am grateful once again for an invitation to the hon. Gentleman’s constituency; I will see what I can do, but obviously I cannot accept every invitation, although this one is incredibly attractive.

Getting back to the point that the hon. Member for Battersea raised about how much time people have to leave before taking a journey, every passenger should get the best possible help to use the trains, whether booked ahead of time or not, particularly at stations that do not have fully accessible facilities. Each operator is required to have a disabled people’s protection policy in place as part of its licence to operate services. The policy sets out the services that disabled passengers can expect and what to do if things go wrong, and commits the operator to meeting its legal obligations by making reasonable adjustments to their services to allow disabled people to use them, for example by providing an accessible taxi, free of charge, to anyone unable to access a particular station. Through the inclusive transport strategy, we are also looking at how we can improve Passenger Assist to make it more flexible and responsive to real-time changes.

I hope I have demonstrated that this Government are committed to improving access at stations for disabled passengers, through both specific projects such as Access for All and improvements delivered as part of our wider commitment to improving the rail network. I thank the hon. Member for Battersea and all colleagues for the contributions they have made; I appreciate the frustration of passengers who do not have access to stations in her constituency, but I hope the hon. Lady has been reassured that the Government remain committed to investment that will improve rail services. We want people to continue to benefit from the record levels of funding, including the Access for All investment that will benefit passengers at Battersea station. I am beginning to understand her particular experience of disability and accessibility, and I am more than available to meet her to discuss any issues relating to hidden disabilities that we need to cover through the inclusive transport strategy.

Question put and agreed to.

Transport

Nusrat Ghani Excerpts

Monday 15th October 2018 Ministerial Corrections

[Karl Turner]

It is scandalous that British officers and ratings hold fewer than 20% of jobs on UK vessels, while the shipping companies reap the benefits from the tonnage tax. Does the Minister agree that we need to create a mandatory link to training and employment of British seafarers, including ratings, as other EU countries have?

[Ms Ghani]

The tonnage tax enables us to have six types of apprenticeship, and it encourages companies to employ UK ratings as well. We are doing everything we can, whether it is on ports or working with our ship owners, to ensure that every opportunity is available for young people to enter the maritime sector as a career. [Official Report, 11 October 2018, Vol. 647, c. 270.]

Letter of correction from the Under-Secretary of State for Transport the hon. Member for Wealden (Ms Ghani):

An error has been identified in the response I gave to the hon. Member for Kingston upon Hull East (Karl Turner):

The correct response should have been:

[Ms Ghani]

The tonnage tax enables and encourages companies to train UK ratings as well. We are doing everything we can, whether it is on ports or working with our ship owners, to ensure that every opportunity is available for young people to enter the maritime sector as a career.

High Speed 2

Nusrat Ghani Excerpts

Wednesday 12th September 2018 Westminster Hall

[Dame Cheryl Gillan (Chesham and Amersham) (Con)]

It is a pleasure to serve under your chairmanship, Mr Howarth.

I welcome yet another Minister for HS2 to the Front Bench. The turnover in Secretaries of State and junior Ministers responsible for this project at the Department for Transport has been regular, to say the least. I also congratulate my hon. Friend the Member for Stone (Sir William Cash) because he made many of the points that I wanted to make. I will try not to repeat some of them, although some inevitably bear repeating.

Back in 2009, when Andrew Adonis and the Labour party announced the project, I told him that not only was it going to damage my constituency, but that it was an unpopular and costly proposition, and would perhaps not benefit the country as a whole—it will certainly be paid for by the many and be used only by the few. Unfortunately, the incoming Government, of which I was a part—I tried hard to persuade my colleagues in Cabinet to drop the project—went for it. Today, we find ourselves in a situation in which not a single inch of track has been laid, but billions of pounds have already been spent.

To follow up on the point made by the hon. Member for Blackley and Broughton (Graham Stringer)—we first came into contact when I fought the Manchester Central European seat many moons ago—I am very lucky to have persuaded my colleagues to invest in tunnelling. That was not only for my constituents, but for the country as a whole, because this dreadful project is going through an environmentally sensitive area—an area of outstanding natural beauty. There is merit in looking at making the area a national park, although that may not be successful. Such a rare piece of our land, with fragile chalk streams, really deserves that protection. It is a shame that such protection does not cover the whole of the AONB but stops prematurely at the end of my constituency.

For me, this project has been one of poor management, poor corporate governance and failures in communication right along the way. Let me refer to a couple of constituency cases; in fact, I have a letter that I will hand to the Minister at the end, addressed to the Secretary of State, about yet another failure regarding a constituent. The issue is communication; as far as I am concerned, HS2 has not learned any lessons about communication with communities.

My constituent is troubled by the closure of Shire Lane, the partial closure of Roberts Lane and the completion date for the construction of the link road. Since last November, she has been given a range of dates, ranging from January this year to April and May, and now to September or even July next year. She has continually chased answers, only to be ignored or told that someone will get back to her.

My constituent’s complaints about HS2’s engagement can be summarised in terms of sporadic communication; broken promises; incorrect information; having to chase constantly, making her feel that she is a nuisance to officials; and the trivialising of her concerns. At the same, a very glossy engagement strategy brochure, which is a spin on public relations, has been delivered to her house. Goodness knows how much that cost to produce. It seems that HS2 is continually secretive. People must not be messed about like that.

My constituent received the first letter on 20 June, which stated that HS2 required land access. It said:

“we will need to enter your land to carry out surveys or investigations during the period from 23 July 2018 to 30 September 2018.”

The second letter, dated 22 August, was exactly the same, but changed the dates from 1 October to 31 December.

On the date of completion of the link road, the communications audit trail shows that HS2 took more than a month from the last known completion date for the link road to tell residents that it had been delayed another six months. That is not good enough. I will hand the letter to the Minister to pass to the Secretary of State. I am sure the Minister will look into this matter.

I had another case earlier this year that bears repetition. It was on compensation, which everyone seems to think is so highly paid to constituents who are thrown out of their homes. I raised this issue with the Secretary of State, and he had to fix it. After HS2 had agreed the compensation, my constituent wrote:

“Despite us having a clear and agreed contract for a year, signed in January 2017, having provided all the necessary documentation from our end, and HS2 Ltd being obligated by the contract to pay the sums to us within 21 days, three months later HS2 Ltd have still not fulfilled their side of it and made the additional payment to us.”

That transaction threatened a disabled couple’s move into their newly adapted home.

I think the Minister is familiar with the case, but it bears repetition because of the contrast with the lucrative high salaries paid to officials, which my hon. Friend the Member for Stone alluded to. HS2 paid at least £100,000 in salary and perks last year to 318 officials—up from 155 in 2015-16. It spent more than £600 million on consultants—well over double the figure the previous year. This is a taxpayer-owned project, but more than 25% of staff enjoy a six-figure remuneration package, including salary, bonus and company pension contributions. Four years ago, that proportion stood at 4%, and two years ago it was less than 17%. If we add that up—particularly the extremely expensive and often very aggressive and intimidating barristers who have been used in the hybrid Bill process—the costs really outweigh what is reasonably to be expected of a taxpayer-funded project.

I will not mention Carillion or the fact that the Department has not updated the costs of the project. There are so many areas in which this project falls down. For example, for years we pushed for a property bond scheme, but in May 2018, the Department set up a High Speed 2 property price support consultation, and it will publish its decision on the consultation exercise later this year. When will that consultation be published, and what are the chances of getting the property bond that has been promoted by many people?

The whole project is starting to slip and is out of control. The phase 2b Bill has been put back and will be tabled again in 2020. The Government say that will not have a bearing on the final completion date

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

indicated dissent.

[Dame Cheryl Gillan]

The Minister is shaking her head, but I would like better clarification on that issue. It is depressing not only that the legislation is being halted and is slipping but that there are setbacks in the civil works. The initial costs for the main civil engineering contracts for the first phase of HS2 are £1 billion over budget. That will lead to delays in starting the works. Seven contracts covering the work were announced last July, estimated at £6.6 billion, but I understand those have slipped by at least six or nine months.

The Minister was shaking her head, but she will know how difficult it is to extract information about the project. I have been batting on about that for a long time. This is taxpayers’ money, and the project should be transparent. I understand that it is commercial in confidence, but it is not transparent. Indeed, if hon. Members try to read the documents, they will find a large amount are redacted. Minutes from meetings often are not published on the Government website in any timely manner. That goes against HS2’s framework agreement. The minutes are often meaningless. HS2 has published board minutes up to March 2018 as far as I know, but I am not sure that that fulfils its responsibility to engender public confidence and accuracy in the information it discloses. The Minister should address that. All minutes of all meetings should be published on a timely basis. HS2 is supposed to be committed to being an open and transparent organisation, but I am afraid that is far from the truth.

When it comes to my local area, I am exceedingly worried about my local authorities. They face potential local government reorganisation—we do not have a decision yet on that. The cost and burden on my county council and district council have been quite phenomenal. Neither will get back the time, money and true cost to our local institutions, and that is not to mention our parish and town councils, which have really been burdened in this matter.

I have nothing against the Minister, as she knows. We have known each other for quite some time, and I am very proud that she is a politician. She must not take this personally, but I have called for a dedicated Minister. The champion for the Oxford-Cambridge link, my hon. Friend the Member for Milton Keynes South (Iain Stewart), has called for a dedicated Minister on that project alone, yet HS2 is much larger and there is no sign of a dedicated Minister. He is a Minister just going into Government and has called for a dedicated Minister on something that is actually smaller and less complicated than this project.

I have been so disturbed by what I have read and heard recently about the failure to extract information about this project. One might think that I would get disheartened and get HS2 opposition fatigue, but I am afraid there is no such luck. Sometimes I feel I am the only person who is trying to hold the project to account, although my colleagues are doing a sterling job.

I wrote to the Secretary of State on 17 August because I was particularly perturbed that Sir John Armitt had called for the Government to invest £43 billion more in further transportation links so that HS2 could meet even the basic business assumptions made about it. I have asked the Secretary of State to ensure that the Government carry out a full evaluation of this project—its viability and its value for money for the taxpayer. These moneys could be spent on other areas of modernising transport and communications in the UK and on other matters. As can be seen in the newspapers today, many people think that the money would be better spent on health and education, certainly in view of the technological advances in transport. The Government are still playing catch-up on 5G and on other matters.

In the interests of the country and taxpayers, I hope the Minister, the Cabinet and the Secretary of State will respond positively to the request I made, which I copied to the Prime Minister, the Chancellor and the Chief Secretary to the Treasury for their consideration. Because of the major implications of this massive expenditure, the high costs and the poor corporate governance, HS2 should be completely independently assessed. If that results in a pause while that work takes place, I will be satisfied. I hope that HS2 will hit the buffers. It is not good value for money for the taxpayer.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

It is a pleasure to serve under your chairmanship, Mr Howarth, and I congratulate my hon. Friend the Member for Stone (Sir William Cash) on securing the debate. The construction of HS2 phase 2a will have a significant impact on his constituents, and they have in him a tireless advocate for their interests. I hope that today I will be able to answer most of his questions, and those of all Members who have made thorough and considered contributions to the debate. If I do not, I will follow up those points in writing.

Before I respond to the specific points raised, I wish to outline why the Government are committed to HS2. Quite simply, our current train network is running at almost completely full capacity. Demand on the west coast main line has increased by 190% since 1995, and people are often left standing the whole way on long-distance journeys. We are close to being unable to add any more seats or trains, and although delays occur less frequently than in the past, we still need to overcome that challenge. HS2 will be a new train on dedicated high-speed lines, and because long-distance services will be shifted to the brand new railway, that will free up extra space for more trains to run on the most overcrowded and heavily congested routes.

HS2 direct intercity services will improve the experience of all passengers. Train operators will be able to run more varied and frequent services, including more passenger trains to locations that are not directly served by HS2. From 2033 we expect up to 48 trains to run on the network every hour, carrying more than 300,000 passengers a day—around 100 million a year. There will be greatly increased capacity, faster journey times and better connectivity between eight of our 10 largest cities. Those are the fundamental benefits of HS2, and it will make the lives of passengers easier.

However, the HS2 project is about more than transport—that point was made by many hon. Members—and we want it to turbo-charge economic growth that is shared by the entire country, allowing transport to open up new work and study opportunities and boost the prospects of millions. The key point is that increasing connectivity and capacity to and from the midlands, the north of England and London will help to rebalance the UK economy, and the benefits of that will be felt long before the railway enters the operational phase in 2026.

We are already seeing progress. Tomorrow I will be in Worksop, meeting local businesses to discuss the opportunities that arise from HS2. We know that more than 2,000 businesses have already won work on HS2, and an estimated 6,000 jobs have been supported by it. Meanwhile, 100 apprentices are already working on the project, with 2,000 expected to do so over its lifetime, many of them trained at our high-speed rail colleges in Doncaster and Birmingham. I suggest that Members drop in to visit one of those colleges, to see the opportunities being provided for those young people. HS2 provides a massive opportunity to train people in the skills that the UK needs to compete globally, and it will allow us to generate long-term employment opportunities across the UK.

Birmingham—as a Brummie, I am allowed to say this—is the heart of HS2. The Mayor of the West Midlands combined authority has said:

“HS2 will be worth billions to the West Midlands economy once complete”.

He is a strong supporter of the project. I could not be more passionate about trying to improve the economy, employment prospects and aspirations of young people from our second city. Of course, HS2 will not do that all on its own, but it will be an enabler of economic growth by connecting our great cities and towns in the midlands and the north, encouraging employers not to focus only on London and the south-east.

As I travel around the country to make the case for HS2, there is a true sense of pride and excitement about the project. I recently met the leaders of Bradford Council and Leeds City Council to discuss their plans to maximise the potential of HS2 and regenerate Leeds city centre. The leader of Leeds City Council has said:

“HS2 is an incredible opportunity to create something truly transformational to the economy of our city and the wider region.”

That is what the north is saying. Too often we just hear the voices of London and the south-east.

It is that sense of enthusiasm about HS2 and its potential that we want to encourage. That is why the Government are also working hard to ensure that HS2 integrates with the emerging ambition for Northern Powerhouse Rail and transport improvements in the west midlands. We have been in close contact with local authorities on the route developing growth strategies that will ensure that the benefits of HS2 are fully realised in local areas. That work is critical to the long-term impact that HS2 will have on regeneration and connectivity between our great cities.

We are making progress with the construction of HS2 and remain on track to deliver the plans. Work is starting on phase 1, which will link London and Birmingham by 2026, and we are legislating for phase 2a, which will connect Birmingham and Crewe from 2027.

[Sir William Cash]

There is a real problem—a potential scandal—about the issue of where the spoil will go. Is it going to be used properly? Can it be used? The other thing that I will write to the Minister about—I hope she will send me a reply—is to do with boreholes in the Whitmore and Baldwin’s Gate area. I have some serious questions about the viability of the proposed tunnel work.

[Ms Ghani]

I know that my hon. Friend has raised that matter a number of times, including with the Select Committee. It is a detailed question that requires a detailed response. I am happy to provide him with a written response. I know that he has already had a response from the Select Committee, but I am more than happy to put things down on paper.

Phase 2a will connect Birmingham and Crewe from 2027, which is many years earlier than expected. Phase 2 will run from the west midlands to Manchester in the west and Leeds in the east, completing the network by 2033. We are committed to delivering to those timescales. Of course I am deeply aware that the project, despite its huge benefits, will have a significant impact on many people during construction.

[Dame Cheryl Gillan]

I am grateful to the Minister for giving way, particularly as she is reading out some of the PR speech that I have heard before from Ministers about how marvellous HS2 is. Has she carried out an economic impact assessment on my constituency of Chesham and Amersham? Can she tell me exactly how we will benefit or what damage will be done to the economy? Can she give me detailed figures to show how HS2 benefits my constituency?

--- Later in debate ---

[Ms Ghani]

I know that my right hon. Friend has been a strong champion of her constituency and has undertaken a forensic investigation into HS2. There will be broader benefits, not only to her constituents but to people living around HS2, and that will create a number of opportunities. I will respond to some of the points that she raises in a moment, as I get through my speech.

My right hon. Friend talked about the impact on her constituents. I agree that previously HS2 did not deal with enough efficiency or compassion with the issues raised by constituents. We must continue to work with MPs and constituents affected, and we must work with affected landowners, businesses and residents to ensure that they are suitably compensated. We must make addressing their concerns a priority wherever we can.

I will now address the finer points made by Members. My hon. Friend the Member for Stone, as well as making a number of points about HS2, delved into the far more important topic of potholes, which his constituents have raised with him. In case he was worried about numbers, I can assure him that £6 billion is being invested in repairing potholes to help improve the condition of our local highways. Funding includes a record £296 million for the pothole action fund, which is enough to fix around 6 million potholes. In case there are any concerns, there is funding available.

My hon. Friend the Member for Stone made a number of points about costs and spending relating to HS2. I confirm that the 2015 spending review envelope of £55.7 billion for HS2, in 2015 prices, still stands, of which £27.18 billion has been set for phase 1 and £28.55 billion for phase 2. He also mentioned the route from Euston to Old Oak Common. HS2’s strategic objectives are to deliver connectivity between London and our cities in the north and the midlands. Old Oak Common will offer connectivity to Crossrail, on the great western main line, dispensing passengers east and west into London. I think that adequately covers the issue of costs.

My hon. Friend the Member for Stone also mentioned the environment. There is no denying that HS2 will have an impact on the environment as it is laid. We want HS2 to be more environmentally responsible than any other major infrastructure project in the history of the UK. We are aware of the potential detrimental impacts it could have on the environment and we will do what we can to mitigate them, as well as creating a new green corridor incorporating 9 sq km of new native woodland, alongside tailor-made habitats for species, including 7 million new trees and shrubs for phase 1 alone.

My hon. Friend the Member for Stone also raised the issue of maladministration. HS2 Ltd has moved on positively from the point that he raised. HS2 does not always get it right, but I hope that he will agree that the level of engagement has improved, both locally, with local community engagement officers, and here in Westminster, with drop-in meetings for Members.

I am grateful to the hon. Member for Blackley and Broughton (Graham Stringer) for the work that he does with the Transport Committee. I point out that the Committee’s last three reports stated clearly the case for HS2. To be clear, the phase 2b Bill will be in Parliament long before Crossrail 2. The timetable for the phase 2b Bill will be announced shortly. That will help to unlock Northern Powerhouse Rail and it will be debated before Crossrail 2.

I will respond to all the points made by my right hon. Friend the Member for Chesham and Amersham (Dame Cheryl Gillan) about her casework and I am more than happy to take her notes away. I fully understand how stressful it must be for constituents who are having to deal with HS2, if their issues are not dealt with swiftly and appropriately. I can only apologise if those cases have not been dealt with efficiently. I will do my best to ensure that each constituent’s case is dealt with as swiftly as it can be, and I am more than happy to take that work away.

My right hon. Friend also raised the issue of a national park—she has spoken to me about this previously—and I have raised it with the Department for Environment, Food and Rural Affairs. I would encourage her to do so as well, and I hope to continue to work with her on that. Her constituency has already received more than £26,000 from HS2 to help her neighbourhood to be as green as possible.

My right hon. Friend also raised the matter of the property bond. We ran a technical consultation about that this year and we are now examining responses. We will take a position on the outcome and there will be an announcement later in 2018.

I am a little nervous that I am running out of time, so I will quickly conclude. If I have been unable to respond to everyone’s questions, I will write to them.

I want to ensure that we fully understand the strategic case for HS2. It will not only increase capacity and improve connectivity, but create jobs and regeneration in the UK. For far too long investment and prosperity have been focused on London and the south-east. HS2 will completely change that, benefiting communities up and down the line, but mostly in the north. Moreover, our 2017 manifesto makes a clear commitment to strategic national investment, including HS2. The vote on the phase 1 Bill in the House of Commons was 399 to 42 in favour, and in the House of Lords the figures were 386 to 26.

Beeston Station

Nusrat Ghani Excerpts

Wednesday 12th September 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate my right hon. Friend the Member for Broxtowe (Anna Soubry) on securing this important debate about access to Beeston station and on highlighting the good work done locally to take the project forward. She is not only a powerful advocate for her constituency; I believe she also nurtured and supported the local action group, Friends of Beeston Station, and put it on the map. A huge debt of gratitude is owed to Trish, Chris and Sarah—unfortunately I did not catch their surnames, but no doubt they will be watching this on the website or see it in my right hon. Friend’s newsletter.

In recent years, expectations about accessibility have changed, both among disabled passengers and in the railway industry. That is particularly so following the success of our transport networks in providing accessible journeys during the 2012 Olympics and Paralympics. As my right hon. Friend mentioned, the extra investment in our rail infrastructure has meant improved services and greater passenger satisfaction. Unfortunately, though, many of our mainline railway stations date from Victorian times. These 19th-century stations, including Beeston, which I believe opened as far back as 1839, were not built with the needs of 21st-century passengers in mind. Interestingly, I tried to look up who the MP was in 1839 and the computer said, “Do not know,” so maybe my right hon. Friend can let me know at some point. No doubt, the constituency did not have as strong a female advocate as it does today.

The Victorian stations have left us with a huge task in opening up the rail network to disabled passengers. Only around a fifth of stations have proper step-free access into the station and between platforms. Clearly, accessible stations make a huge difference to the journey experience not only of people with reduced mobility, but, as my right hon. Friend pointed out, those carrying heavy luggage or pushing unwieldy pushchairs.

I understand how important stations are to passengers, and every rail journey involves at least two of them, but as well as providing access points to the network, they are often important to the wider community.

I am keen to improve access for disabled passengers across the rail network. The Department has therefore continued and, indeed, extended the Access for All programme. As my right hon. Friend will know, the inclusive transport strategy published on 25 July included a commitment to extend our Access for All programme across the next rail control period, starting in 2019, with an additional £300 million of funding from the public purse. This funding is the most appropriate way to deal with the critical areas that she mentioned regarding accessibility challenges at Beeston station.

It must be noted that the station has not been nominated previously. I know that my right hon. Friend is as curious about that as I am, and she may want to ask the train operating company why it is the case. However, we are where we are, and we have asked the industry to nominate stations for the new funding by 16 November this year.

[Anna Soubry]

To be fair, the company has to prioritise the stations that it thinks are absolutely at the top of the pile. There is at least one station locally—Langley Mill, I think—where access is even worse, although it is difficult to believe how it could be. To be fair to the company, it had to put forward its top priorities, but I hope that Beeston—and, I think, Bingham, which the Minister will not know—are now right at the top of its list.

[Ms Ghani]

My right hon. Friend is being as fair as she usually is, but today we have put Beeston on the map.

The deadline is 16 November. Nominated stations will be selected based on their annual footfall, which we heard about, weighted by the incidence of disability in the area. We will take into account local factors such as proximity to a hospital or the availability of third-party funding for the project. We will also ensure that there is a fair geographical spread of projects across the country. I encourage my right hon. Friend to liaise with East Midlands Trains and ask it to put the station forward and, ideally, to seek a proportion of third-party match funding that will help to weight the business case.

This new funding builds on the success of the Access for All programme, which was first launched in 2006 as a 10-year programme, but which we have continued to extend. We are also pressing the industry to comply with its legal obligations to ensure that work at stations meets current accessibility standards, not just on flagship projects such as Crossrail or the redevelopment of Birmingham New Street, but as part of the business-as-usual work of their renewals programme—for example, by making sure that any replacement bridges have lifts or ramps. It is important that the industry meets its obligations to anyone who needs assistance, whether or not booked ahead of time. People should expect the best possible help to use the trains, particularly at stations that do not have proper accessible facilities.

My right hon. Friend has written to the Department several times asking for a Minister to visit Beeston station to see the fantastic work that has been carried out by Friends of Beeston Station, to admire its beauty and to see some of the issues that it faces. I am delighted to accept that invitation, and I look forward to visiting the station after the conference recess. I will work with my right hon. Friend to continue to help her to champion her constituency.

[Anna Soubry]

I am grateful to the Minister for being able to come up so quickly. I need to put it on record that the Leader of the Opposition approached me earlier today and told me that he was supporting my campaign and that of Friends of Beeston Station on the basis that he, too, has visited Beeston station and seen the problem for himself. I have suggested that he need not come up again to see it. I am delighted that the Minister will be coming up, but I am grateful to the right hon. Gentleman for his support as well.

[Ms Ghani]

My right hon. Friend is inundated with guests. No doubt, she will take care of me. I am keen to have a drink at the Beeston pub she mentioned, and maybe all the other guests could pop along, invited or not.

I welcome my right hon. Friend’s remarks on HS2. We had a powerful debate on it this morning. It is important to remember that it is about not just capacity, but ensuring that we have productivity and prosperity north of London.

I hope that my right hon. Friend and other Members have been reassured that the Government are committed to investment that will improve rail services for all. The Government will ensure that passengers continue to benefit from our record levels of investment. The Department recognises the need to look to the future, to ensure that the railways work for those who use them—passengers, freight and local communities. That means delivering the enhancements already on the way, as well as working with others to develop the next generation of improvements.

I welcome my right hon. Friend’s invitation and look forward to visiting Beeston and seeing the application.

Question put and agreed to.