Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2020

Baroness Penn Excerpts

Thursday 26th November 2020 Lords Chamber

[Baroness Randerson (LD) [V]]

My Lords, once again we are updating SIs that we dealt with last year. It is worth remembering that at that time the concept of lorry drivers needing a Kent passport was shocking, and that when the Minister was asked whether the timing of the sunset clause was sufficient, we were strongly reassured that it was generous. The first of these SIs extends the sunset clause from 31 December this year to 31 October 2021, so I ask the Minister again if she is convinced that this new date will be long enough. Are the Government convinced that they will not need Operation Brock after next October?

I am comparing the situation in Kent with the crisis the Government are facing in providing lorry parking for Holyhead. It was clear from an Answer given yesterday to a Question that there is no hope of a lorry park near Holyhead being up and running before July. In the meantime, customs clearance processes will take place in Warrington and Birmingham, over 100 miles from the port. This is obviously an open invitation for all manner of evasion of export and import controls. I echo the concerns of the noble Lord, Lord Bourne, about the serious disruption in north Wales, although the Reasonable Worst Case Scenario the Government produced seemed to dismiss this entirely.

In September, the Cabinet Office issued a Reasonable Worst Case Scenario for Borders at the End of the Transition Period, as I have just said. That estimated that 30% to 50% of trucks might not be border ready on 1 January and that this would lead to daily queues of 7,000 HGVs in Kent by February. I am assuming that we are now in that worst-case scenario, as we are 36 days away from the end of the transition and there is no deal. We had a taste of this earlier this week when the French border authorities trialled the new passport checks that will be required and five-mile queues of lorries developed on the M20.

So freight operators are being told to prepare for the change, and their very loud response is to ask exactly what kind of change they are supposed to prepare for. A spokesperson for Logistics UK has quite reasonably pointed out that the Government’s own hauliers’ handbook is incomplete, and press reports suggest it is pretty incomprehensible. As a large percentage of the hauliers crossing via the channel ports are not British, if it is to work, it also needs translation. Do the Government intend to translate the handbook, and when do they expect it to be ready? I am conscious that I have also asked this as a Written Question but I had not received a reply by the start of the debate. I apologise if I have received a reply since it started.

Like the noble Baroness, Lady Altmann, I will take this opportunity to ask about the state of preparedness of the government IT systems for the new border controls and what progress has been made on recruiting the additional staff required. How near the target are the Government?

These orders make some additional amendments to the 2019 orders as well. They modify the approved routes that an HCV can take to the ports and require them to have a Kent access permit when using the local road network. That is understandable as communities in Kent have suffered considerable disruption and inconvenience in the past when there have been short-term problems. The disruption we are discussing here will probably last for some months, of course, and it could possibly be semi-permanent. It will certainly cause supply problems, as an HCV held up on the journey out will almost certainly be delayed on its return, along with its load. So it is regrettable that this is all so close to the wire.

There is an additional specific exception in the Heavy Commercial Vehicles in Kent (No. 3) (Amendment) Order 2020, which goes along with these two, allowing hauliers from east Kent and Faversham to use local roads. Was this the only request for such an exception? As I said when we discussed this issue before, there are bound to be hold-ups for other local commercial traffic simply trying to go about its daily business in Kent.

Retailers and hauliers are particularly concerned about perishable goods, so these orders allow priority to hauliers carrying highly perishable goods, live animals and goods which

“would give rise to a disproportionate economic impact on a geographical area of the UK.”

The first two are clear but I wonder whether the Minister can help me with the very strange phraseology of the third exception. It strikes me that this could apply to a very large proportion of lorries. What about steel from south Wales or tinned peas from Lincolnshire? Each of those is very important to the local economy. Forgive me for being sceptical, but this sounds like a last-minute addition put in by a Minister to help a friend.

There is to be a prioritisation site at Ebbsfleet. Can the Minister tell us exactly how that will work? I am concerned that the criterion is that a lorry has to be carrying a single load of fresh or live seafood. Surely the issues about freshness and welfare of animals apply just the same if you have other items in your load as well?

The big pharmaceutical companies are concerned that supplies of medicines and vaccines could well be interrupted and delayed. Can the Minister explain why are they not included as a priority category? The Government apparently do not hold strategic food reserves. Can the Minister tell us what discussions the Department for Transport has had with other departments about shortages of strategic supplies and how they might be minimised?

Finally, I take issue with the Explanatory Memorandum’s impact assessment, which must surely go down in history as stretching credibility until it snaps. It says:

“There is no significant, lasting impact on business … the Check an HGV service will have a limited burden on industry once familiarised”.


That refers to a required set of documentation that will, according to Sainsbury’s, cost thousands of pounds per load. It continues:

“There is no … significant … impact on the public sector.”


Tell that to the police or the NHS or the local councils concerned—

[Baroness Penn (Con)]

I am sorry, I have to remind the noble Baroness of the time limit for contributions in this debate.

International Travel

Baroness Penn Excerpts

Wednesday 9th September 2020 Lords Chamber

[Lord Singh of Wimbledon (CB) [V]]

My Lords, while I have some sympathy with the Government in trying to combat a unique and deadly threat to life, jobs and the economy, the constant changes of direction in dealing with the virus, like the constantly changing numbers for who can meet and in which circumstances, are causing bewilderment and confusion. Consistency inspires confidence. Covid-19 is a global pandemic and, while we should try to keep our little bit of the world as safe as possible, the virus does not respect national boundaries and much greater co-operation with the devolved regions is necessary in policies. It is the same with our relationship with our neighbours in Europe to increase the efficacy of air bridges and corridors. Holidays abroad are nice, but they should not be at the expense of elderly and vulnerable groups on return home. There is a strong case for banning air travel for holiday purposes until the virus has been much better contained. In the immediate future those trapped by newly imposed quarantine restrictions on their return home should not be penalised in salary and wages. Stricter controls on air travel would undoubtedly increase hardship for those in the travel industry, and the Government should be generous and compensate—

[Baroness Penn (Con)]

Will the noble Lord put a question to the Minister, please?

[Lord Singh of Wimbledon (CB)]

Will the Minister consider much better compensation for those in the travel industry and the operators of airports?