Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022

Baroness Vere of Norbiton Excerpts

Tuesday 6th December 2022 Grand Committee

Moved by

[Baroness Vere of Norbiton]

That the Grand Committee do consider the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, these draft regulations implement amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978 into law. They update the training requirements for seafarers on specific types of ship and make further provision for the approval of training providers, including express powers to suspend or cancel approvals, and to make provision to allow the Government to charge for those approvals.

The STCW amendments came into force internationally on 1 January 2017 and 1 July 2018, and the draft regulations were laid before your Lordships’ House on 31 October 2022. They revoke and replace the current regulations implementing the STCW convention, the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2015. As such, they restate existing regulatory provision in this area, and make new provision.

The International Maritime Organization adopted the STCW convention in 1978; it came into force internationally in 1984. The IMO is a specialised agency of the United Nations and is responsible for facilitating the development of international rules for shipping. The STCW convention and code—an integral part of the convention—contain standards of competence for seafarers internationally. Because human error is recognised as the cause of a large percentage of maritime casualties and pollution incidents, the STCW convention addresses this problem by providing minimum standards of knowledge, experience and professional competence for seafarers.

The United Kingdom is a member of the IMO and a signatory to the STCW convention, to which there are a further 164 parties, estimated to represent the vast majority of global shipping. Being a party to the convention allows the UK to issue internationally recognised seafarer qualifications, which means that UK seafarers can work on ships that operate internationally. Since its entry into force in 1984, there have been a number of revisions to the STCW convention. These latest amendments came into force on 1 January 2017 and 1 July 2018. As a party to the convention, the UK is required to implement these amendments into UK law.

The STCW convention amendments being implemented in the draft regulations relate to training for seafarers serving on ships subject to the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels—the IGF code—and seafarers working on passenger ships. These specialised ships require seafarers to have additional training and certification to demonstrate competency appropriate to the responsibilities undertaken by those seafarers on board. This additional training will allow United Kingdom seafarers to take up employment on these ships.

These updated and improved regulations will enhance the employment opportunities for UK seafarers by ensuring a modern training and certification structure that reflects the current and future needs of shipping. This includes: clarifying the definition of “seafarer” to ensure that all persons, including non-employed crew, engaged in the operation or navigation of a pleasure vessel of 24 metres in length or over—or 80 gross tonnes or over—are subject to the regulations; clarifying the position of the Secretary of State in relation to the approval of training providers, ensuring that approvals may be suspended or cancelled where appropriate to do so by providing express provision; introducing a charge for the approval of training providers to ensure that the MCA can approve and monitor training providers who deliver the training required by the STCW convention, in line with the principle of public authorities recovering money spent on services, which would otherwise fall to the taxpayer; and, finally, providing powers to approve equivalents and alternative certification, as permitted by the STCW convention.

Enhancing safety through improving the regulatory regime for seafarers’ training will complement the department’s nine-point plan to support seafarers and introduce new powers to protect maritime workers. Furthermore, these regulations allow the UK to grow its high-quality seafarer training brand worldwide, at the same time as supporting the Government’s Maritime 2050 strategy to support quality training initiatives that raise the standards for seafarers across the globe.

The Government fully supported the development of the STCW convention amendments in the IMO, and the UK shipping industry was consulted throughout their development to ensure that they are modern and fit for purpose. The Government’s proposals for implementing the convention amendments and additional regulatory provision by way of this statutory instrument were the subject of an eight-week public consultation. The MCA has refined the proposals based on the comments received, but no substantive changes have been required.

These regulations will be made under the safety powers conferred by the Merchant Shipping Act 1995, as well as prevention of pollution powers contained in the Merchant Shipping (Prevention of Pollution) (Law of the Sea Convention) Order 1996. The draft regulations also make amendments to the Merchant Shipping (Fees) Regulations 2018. This is the part that allows the MCA to charge for the approval of training providers. The draft regulations are subject to the enhanced scrutiny procedures under the European Union (Withdrawal) Act 2018, as they revoke the 2015 STCW regulations, which were made under Section 2(2) of the European Communities Act 1972. The regulations do not themselves implement any EU obligations.

These draft regulations implement amendments to the STCW convention for seafarers and improve the regulatory regime by raising standards of training and education. The draft regulations will continue to allow the United Kingdom to maintain its role as a world leader in seafarer training and education. I commend these regulations to the Committee and beg to move.

[Lord Greenway (CB)]

My Lords, I thank the Minister for outlining these new regulations that, as she has explained, implement amendments made to the STCW convention. I think we were all taken aback by the size of these regulations; in fact, if I took time to read right through them, it might take almost as long as these regulations have taken to reach this House. We are playing catch up again, but I am pleased that we are now getting on with it, and I have no real queries with the regulations.

I see that pleasure craft are included, and I think there are limits. I cannot remember what the length and tonnage is for pleasure craft, and I have not had the time to work it out, but could the Minister tell me if it brings the Thames Clippers operating on the Thames here into the remit of these regulations?

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[Lord Tunnicliffe (Lab)]

My Lords, I too thank the Minister for introducing these regulations. The Government are right to make further provision for the approval of training providers, including powers to remove that approval and to make provision to allow the Government to charge for approvals.

Across the world, 90% of global trade is made possible by the maritime sector, which is why it is so important that it is properly regulated. Highly skilled seafarers are incredibly important to the sector, and anybody with responsibility for safety at sea must be trained. I therefore welcome these amendments to the 1978 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers.

However, I would appreciate clarification on three minor points. First—I think this question has already been asked—the Explanatory Memorandum says:

“The impact on business, charities or voluntary bodies is estimated to be £1.6 million”.


Can the Minister provide a breakdown of this? Secondly, has the department collected information on how many other parties to the 1978 convention have implemented these amendments? Finally, just yesterday the department published new merchant shipping regulations. Should the House expect further merchant shipping legislation next year?

One or two speakers have commented on the size and thickness of the document. I compare it with the similar regulations for an airline pilot; they are substantially the same volume. In his career a commercial pilot is required to understand them all and, essentially, absorb the basic principles. This is what keeps aviation safe, and I am sure this is what will keep seafarers safe. The hazards are very similar. Aeroplanes are in the air, and therefore are intrinsically dangerous because they might meet the ground in an unscheduled way, but they can usually avoid difficult situations by virtue of their speed. Ships are much more vulnerable, in a separate way, being at sea and subject to the weather and the elements and not having the provision to run away from trouble in nearly the same way as aircraft. The responsibilities that the senior people on ships have, particularly with the enormous numbers of passengers that some ships carry, are about right.

I also heard some words which might be taken to say that somehow these standards might be reduced to facilitate more ships accepting regulation under a UK flag. That would be totally wrong. I have not read them all, but I read the process that created them and it seems that they are the right standards and that we should not move from them. They will make shipping safer, and that is an entirely good thing.

[Baroness Vere of Norbiton (Con)]

My Lords, I am grateful for such a fine turnout in this short debate on maritime safety standards. I will, as ever, try to answer as many questions as possible and will write with further information in due course. I will start with the comment by the noble Lord, Lord Jones, about the size of the regulations because he is right: they are a weighty tome. The reason for this is that in our discussions with the industry it was felt that revoking the 2015 regulations and putting them all in one place would be the better option rather than having some sort of supplementary regulations to the originals, which, quite frankly, may have been confusing. As the noble Lord, Lord Tunnicliffe, said, it is expected that people will read and understand these regulations, and having them all in one place is beneficial. Many of the regulations will not have changed. Seafarers also have the support of merchant shipping notices, which come from the MCA, and of their professional associations in understanding the applicability of the regulations to what they do.

A second question raised by the noble Lord, Lord Jones, was about the number of nautical colleges. There are 160 UK approved training providers and nine nautical colleges: Plymouth, Southampton, South Shields, Fleetwood, Lowestoft, Glasgow, Portishead, Shetland, and Grimsby. They take about 1,500 people a year, so this is quite a significant industry and of great benefit to the UK maritime sector. In addition to the colleges and the approved training providers, tens of thousands of safety courses go on all the time.

On the applicability of the regulations, one of the things that might be slightly missing from the discussion, and perhaps I did not explain it well in my opening speech, is that the vessels need to be seagoing—so, of course, Thames Clippers do not count, unless they have got lost, but they have high standards and I am not concerned about the level of safety on Thames Clippers. The regulations apply to pleasure vessels. They were not included in 2015 regulations, which is one of the things that these regulations fix, as is right.

I will have to write to noble Lords about whether you can crew your mate’s 24-metre pleasure vessel. I do not have any friends with a 24-metre pleasure vessel. We will have to write about whether having ad hoc people on board to help out is okay or whether they too should have the right training.

I turn to the international nature of these regulations and maritime in general; this picks up point raised by the noble Lord, Lord Tunnicliffe, and the noble Baroness, Lady Randerson. Shipping it is so amazingly global. It does not make sense for one country to set standards that are different from those of another country. The UK is very much at the forefront of improving safety and welfare for people at sea. That is why we speak to our colleagues in the IMO to make sure that these standards are appropriate.

Noble Lords may have noticed that we have included ambulatory references in the regulations. This is now becoming fairly commonplace when dealing with IMO-type regulations. It does not mean a lack of scrutiny; it means that we engage with the industry and reach agreement with the IMO to improve standards over time. I am afraid I do not have the number for the other countries that have already put this into place, but I will endeavour to find out. I will come on to the impact on the UK of the slight delay in getting these in place.

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[Lord Jones (Lab)]

All credit to the department for furnishing this Committee with that magnificent detail.

[Baroness Vere of Norbiton (Con)]

The department is grateful, as is the MCA. I look forward to the next debate on maritime regulations.

Motion agreed.

Great British Railways and Rail Services in the North

Baroness Vere of Norbiton Excerpts

Monday 5th December 2022 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, I am grateful to the noble Lord, Lord Goddard, and other noble Lords for their contributions to the debate. It has been another opportunity to discuss rail services, which I am always grateful for. Every time, I learn a little more and have a few more things to take back to the department. I apologise at the outset that noble Lords have not yet received the letter relating to a meeting with the Rail Minister. I can absolutely guarantee that it is in train; we are just trying to sort out diaries. I will then ensure that noble Lords can raise all their concerns directly with him, because there are a number of concerns about services that I have already fed back but am keen for him to hear directly from noble Lords.

I want to loop back to the title of this debate, which is about the decision not to introduce a transport Bill in the current Session. I assure the noble Lord, Lord Goddard—indeed, all noble Lords—that our work on rail continues apace. The Government remain committed to rail reform and continue to analyse the numerous and detailed responses from the summer’s consultation. We are committed to and focused on providing high-quality rail services throughout the country, particularly in the north of England where noble Lords have highlighted and identified recent changes. Finally, we remain committed to our plan to invest billions of pounds in rail infrastructure across the north and the Midlands, which includes the Northern Powerhouse Rail core network.

Turning to rail reform, in his plan for rail White Paper, Keith Williams set out the challenges facing rail—well, the challenges facing rail at that time. Life has changed quite significantly, because since then we have had a pandemic, the impact of which has been twofold. There has been Covid scarring on travel patterns: leisure has come back pretty much to where it was before, but business travel has not. The railways and passenger needs look different now.

The pandemic also affected training for train drivers and similar members of staff, and that has had an impact. It takes a very long time to train a train driver. The figure of 18 months is in my mind, but I am not entirely sure that is right. It is not weeks but months and months and months. Also, if train drivers want to change routes after a period of time, they have to retrain. That has been another issue; they have been unable to retrain on different routes during the pandemic.

It is right that in the face of that—and given the lack of parliamentary time for what is, I will not lie, quite a substantial Bill—we have chosen not to introduce it in the current Session. But we are using that time appropriately. To loop back to where we started—the White Paper, with input from the Government—those were proposals. Over the summer, there was significant and substantial consultation, which I believe closed in August. We received a large number of detailed proposals and responses to that consultation. If there is one thing I want to be able to do when I take the transport Bill through, it is to look noble Lords in the face say that we did ask industry and passenger groups and make sure that our proposals had been fully tested. Therefore, I am unable to answer all the questions about GBR relating to the costs and delay. To a certain extent, GBR is still in formation and under development. We are still looking at what it will do, what it will not do and how it can provide the guiding mind between track and train that was envisaged.

However, that does not mean that nothing is happening. The GBR transition team is already looking carefully at one of the key elements of the White Paper—the long-term strategy for rail that looks at a 30-year vision. Noble Lords will have seen our call for evidence on the new rail freight growth target. Noble Lords may also have heard me talk about the audit of more than 2,000 stations, looking at their accessibility. That work has continued, and we are making progress on modern digital ticketing options such as pay-as-you-go and national flexi season tickets. All these reforms can happen without legislative underpinning. We are very keen to put the legislation in place, but that does not mean that nothing has happened in the meantime. We continue to focus on reforms.

I heard yet again noble Lords’ many concerns about services. I am terribly disappointed and very sorry for the services currently happening on Avanti, TransPennine Express and, to a certain extent, Northern. We are well aware of them. We are hearing the concerns and holding those train operating companies to account for the things that are within their control. As the noble Lord, Lord Collins, noted, we have in place a remedial plan with Avanti. Frankly, Avanti is on probation. It has a contract, which will end in April. If it is unable to up its game, it will not have that contract renewed.

As I set out at the start of my speech, one of the primary causes of the recent problems has been the shortage of train drivers, both to work a standard roster pattern and those who choose to take on overtime to deliver a seven-day railway. On the first issue, increasing the number of train drivers, we are working to address that. Through the Rail North Partnership, the department is working with Transport for the North and collaborating with operators and northern leaders to establish a northern rail academy. This will be a multilocation training academy to offer the skills and opportunities needed for a career in rail. The noble Lord, Lord Shipley, mentioned this. We are focused on improving the routes through for people who want to become train drivers.

Rest-day working, or overtime, has formed part of the railway industry for decades. Drivers can earn significantly more, and it is voluntary. They do not have to do it, yet they do. At TPE, under the rest-day working agreement that recently came to an end, a driver would get 1.75 times their standard salary and a minimum of 10 hours—I would go to work for that. That is clearly a significant boost. I would not want to turn around and say that rest-day working or overtime would be completely banned. I am not wholly sure that the drivers would necessarily want that, but I am keen to work with drivers to understand how the train operating companies reach an agreement that is right and not over-reliant on that. As we have seen at Avanti, where rest-day working has been withdrawn—the drivers are volunteering not to do it—the service has had significant difficulties. At TPE the situation is different. The rest-day working agreement has fallen away and the unions have chosen not to put the TOC’s proposals to their members, such that they could see whether they want to put the rest-day agreement in place. Then, of course, they could volunteer to do that or not; it is their choice. Nobody is forcing anybody to work on their rest day.

Noble Lords will have heard me talk previously about Avanti West Coast and its trials and tribulations. We expect a significant timetable uptick in December. Unfortunately, there will be some strikes after that uptick, which means noble Lords may not see the sorts of changes I would expect. However, let us focus on that timetable change. There will be significant changes to the timetable in the north. Some of these deliver the Manchester Recovery Task Force plan. Indeed, many of the services to and from Manchester take into account the Castlefield corridor. It is very congested at the moment, which has required some changes to services. These were put in place by the Manchester Recovery Task Force, which decided—I am so sorry to the noble Lord, Lord Scriven—that the direct service from Sheffield to Manchester Airport should not be maintained. The Government have plans to enhance the infrastructure around Manchester, which will alleviate that congestion. At that point, of course, we will be able to see many more services to and from Manchester Airport.

The noble Lords, Lord Scriven and Lord Collins, and the noble Baroness, Lady Randerson, mentioned this issue about loopholes. I took that back to the department and will write in more detail about how it works. For the time being, I can say this: train operating companies have a contractual obligation to flag any changes they make to a timetable to the Transport Secretary in good time. Delays and cancellations are adverse to passengers and business. DfT factors in all cancellations when assessing operator performance. Key to all of this must be communications with passengers. It must not be the case that there is some sort of incentive to do something at short notice that could have been done with more notice to passengers.

I will briefly speak on infrastructure. I am very conscious that I have not answered all the questions. My noble friend Lord McLoughlin said that infrastructure and rail enhancement is a long-term game. As a Transport Minister, that is probably one of the most frustrating things. Also, for what is often many years before a spade goes into the ground, one has to do all of the approvals processes, et cetera. That means it sometimes feels like nothing is happening—but things are happening. The Government are committed to the integrated rail plan and the core northern powerhouse network. We will look at other programmes on an adaptive approach to see which investments are or are not working.

The Leamside line and the metro to Washington are much more local projects. The noble Lord will be aware that the Government are in discussions with local leaders about the city region sustainable transport settlements. We believe that those sorts of enhancements should fall within that type of spending, such that it is led by local leaders according to local priorities.

The Government remain committed to a modern seven-day railway. We recognise that there needs to be legislative change to achieve everything we want from the White Paper. However, we also recognise that people had some very significant views and gave some good responses to the consultation. It is right that we use this time to re-look at those responses and ensure that whatever legislation we bring before your Lordships’ House is right.

We are committed to improving services. We will have a change in December. Many noble Lords mentioned performance fees and dividends. Neither of those related to the period in which we have seen these cancellations: they were for previous periods. Publication of performance fees for the most recent periods will be coming very soon. Noble Lords will then be able to see the implications.

I remain grateful to the noble Lord, Lord Goddard, and all noble Lords. I will write with further answers to the questions.

[Lord Scriven (LD)]

Before the Minister sits down, and for the record, she said that the change to the Sheffield to Manchester Airport service was due to the work undertaken by the Manchester consortium. Is it correct that the discussion and public consultation was jointly by that organisation and the Department for Transport, and that the department was therefore privy to the decision taken?

[Baroness Vere of Norbiton (Con)]

Yes, absolutely. The Manchester taskforce that I referred to consists of the Department for Transport, the train operating companies, Network Rail, Transport for the North and Transport for Greater Manchester. As you can see, it is a mixture between the Government, local government, train operating companies and Network Rail. There is congestion in the Manchester area, and we would obviously hope to reinstate those services as we can, but clearly some prioritisation had to be made.

Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022

Baroness Vere of Norbiton Excerpts

Monday 5th December 2022 Lords Chamber

Moved by

[Baroness Vere of Norbiton]

That the draft Regulations and Order laid before the House on 20 and 24 October be approved.

Considered in Grand Committee on 30 November.

Motions agreed.

Rail Cancellations and Service Levels

Baroness Vere of Norbiton Excerpts

Thursday 1st December 2022 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, I shall now repeat in the form of a Statement the Answer given by my honourable friend to an Urgent Question in another place. The Statement is as follows:

“Madam Deputy Speaker, I thank the honourable Lady for her Urgent Question, which gives us the opportunity to set out the Government’s disappointment with the experience of many passengers, not just across the north, but in other parts of the country. We recognise that current performance is not acceptable and is having an effect on passengers and the northern economy.

I will focus on two operators to set the scene. The first is TransPennine Express services. TPE services have been impacted by a number of factors, including higher than average sickness levels among train crew, the withdrawal of driver rest day working, which is the option for drivers to work on their non-working days as overtime, the withdrawal of conductor rest day working and other overtime working, and strike action on Sundays and some Saturdays since mid-February under a formal RMT union dispute.

TransPennine Express had a formal rest day working agreement with ASLEF that was due to expire in December 2021. The rates of pay under the agreement were 1.75 times the basic pay with a minimum of 10 hours paid, the most generous such agreement in the industry. In December 2021, TPE approached ASLEF seeking agreement to extend the existing agreement. Rest day working forms no part of the terms and conditions, so either side is free to refuse or enter into the agreement when it expires.

On this occasion, local ASLEF officials refused to extend the agreement and sought to negotiate different terms. In the absence of a new agreement, drivers withdrew their rest day working when the existing agreement ended, and further offers have not materialised into an agreement. TPE is undertaking an intense programme of crew training to eliminate a backlog of pandemic-induced route knowledge loss and delayed traction training, and to prepare the business for timetable changes such as the Manchester recovery taskforce December 2022 change.

Turning briefly to Avanti, the primary cause of recent problems with Avanti train services has been a shortage of fully trained drivers. It is a long-standing practice for train companies to use a degree of overtime to run the timetable, to the mutual benefit of staff and the operators. Avanti was heavily reliant on drivers volunteering to work additional days because of delays in training during Covid. When volunteering suddenly all but ceased, Avanti was no longer able to operate its timetable. However, nearly 100 additional drivers will have entered formal service this year between April and December, and Avanti West Coast has begun to restore services, focusing on its key Manchester and Birmingham routes.

I end by saying that we need train services which are reliable and resilient to modern-day life. While the companies have taken positive steps to get more trains moving, they must do more to deliver certainty of service to their passengers. We will fully hold them to account for things that are within their control, and we look for others to be held to account on matters that are outside of the train operators’ control.”

[Lord Tunnicliffe (Lab)]

Last night, TransPennine Express announced 38 cancellations for today. This meant that passengers who had planned for the 0551 service to Manchester Airport could have missed their flight; passengers for the 0618 service from York to Newcastle could have missed morning meetings; and passengers for the 0727 service from Cleethorpes to Manchester Piccadilly could have been late for work. This misery across the rail network is now inflicting real damage to the economy. Will the Government demand a binding remedial plan with clear penalties so that operators do not also ruin Christmas for families across the north of England?

[Baroness Vere of Norbiton (Con)]

My Lords, the Government accept that the services are simply not good enough. In the Statement, I was able to outline some of the challenges that TransPennine Express has had to address over recent weeks and months. Short-notice cancellations are particularly harmful, and the Government are working with TransPennine Express to put in place a plan for recovery to ensure that it is able to get its trainee drivers out on to the tracks as quickly as possible. I note that the DfT works closely with Transport for the North as part of the Rail North Partnership in managing both the Northern and TPE contracts. We are in regular dialogue with TPE, and we are obviously engaging with many senior leaders in the north so that they too can hold people to account.

[Baroness Randerson (LD)]

I thank the noble Baroness for her answer, but it did not refer to the loophole that TransPennine Express exploits. When it cancels trains before 10 o’clock, these are not counted in terms of the delay repay compensation. This also massages its statistics, so that it looks better than it is. The real picture is significantly worse than the official picture. Have the Government investigated whether other train operating companies are exploiting this loophole? If so, which ones are? Can the noble Baroness assure us that the rules will change so that passengers get a more honest picture of train performance? Finally, will she assure us that the Government are committed to improving the terms and conditions of their contracts with the train operating companies? Avanti got a seven-figure performance payment, despite it having the worst results across the UK. How can that be right? How can train operating companies be rewarded for abject failure?

[Baroness Vere of Norbiton (Con)]

There were plenty of questions to be getting on with there. I am afraid that I am not aware of the loophole that the noble Baroness referred to. I will take that back to the department and write to her with an explanation of how that is included in the performance figures and whether or not we are able to improve the communications with passengers so that they know that trains are not running. We know that certainty is always the best option when it comes to running passenger services. The noble Baroness spoke about the performance fee. I am not entirely sure that it was a performance fee; it may have been a management fee. All fees go through an independent process. If payments are made, they are as a result of the contractual and legal obligations that the Government have with the train operating companies.

[Lord Snape (Lab)]

My Lords, would the Minister accept that Avanti does not just run its services badly but is responsible for the poor operation of many railway stations? My journey from Birmingham International this morning is a perfect example of how bad things are. I arrived for the 12 o’clock train. The lift had been out of order for three weeks. On the board, the train was shown as being on time; when I got through the barrier, it was shown as cancelled; and when I got to the platform, it was shown as delayed. The staff are unsupervised, unmotivated and disillusioned because of the lack of any management operation so far as Avanti is concerned. I asked to see the manager, but there are no managers around. I got to London the usual 40 minutes late. If Ministers had to travel on this shoddy service, Avanti would have been fired months since.

[Baroness Vere of Norbiton (Con)]

Obviously, I am deeply disappointed by what the noble Lord experienced. Ministers do travel on these services; I get it in the neck quite frequently from colleagues. I reassure the noble Lord that I have arranged a meeting with the Rail Minister, as promised previously in your Lordships’ House. That is now in the diary and I hope to be able to share the date of that meeting with noble Lords. I hope the noble Lord will come to that meeting, set out his concerns and allow the Rail Minister to set out exactly what the Government are doing, working with Avanti, TPE and many of the train operating companies, to improve services across the country.

[Lord Liddle (Lab)]

I should declare an interest as a regular traveller from Carlisle to London with Avanti, as well as an occasional traveller with TPE to see my son and daughter-in-law in Edinburgh. What evidence is there that their services are improving? When I came down on Monday morning, every other train from Glasgow to London was cancelled—a 50% cut. Whereas the normal journey time from Carlisle to London is three hours and 20 minutes, it has extended the timetable by at least half an hour and then a high proportion of the trains are late. Why have the Government not acted, as a decisive Government would, and withdrawn the franchise from these disastrous operators?

[Baroness Vere of Norbiton (Con)]

The Government have acted in a very decisive fashion.

[A noble Lord]

My Lords—

[Baroness Vere of Norbiton (Con)]

Perhaps the noble Lord will allow me to finish. Officials meet Avanti weekly. A recovery plan has been agreed with Ministers and with the ORR, and we are monitoring whether or not Avanti is meeting that recovery plan—currently it is—and 100 new drivers have entered into service between April and December. I reiterate to the noble Lord, as I believe I have done previously, that removing the franchise from an operator would not make the service any better, because not even the Government can rustle up train drivers out of nowhere.

[Lord Cormack (Con)]

My Lords, the word “nationwide” occurs in the Question. I have every possible sympathy with the noble Lord, Lord Snape, and others, but there are those who use the east coast main line, and various strikes are threatened. Is my noble friend at all confident that the strikes between now and Christmas, which could prevent my coming here or going back from here, will take place, and what is being done to try to ensure that they do not?

[Baroness Vere of Norbiton (Con)]

I recognise that industrial action is planned between now and Christmas. The Government are doing whatever they can to act as a facilitator and a convenor. The position remains that negotiations need to happen between the train operating companies and the unions. However, we know that strikes make matters worse for the union members, passengers, the railway and, indeed, the economy. My fear is that as the strikes continue, we risk driving passengers away and entering into a cycle of decline in our railways that we do not want to see. Therefore the Government are very focused on trying to get to a stage where we no longer have the strikes. That depends on having modernising reforms, which are needed such that we can then afford a fair agreement with workers.

[Baroness Royall of Blaisdon (Lab)]

My Lords, the Minister suggested that Avanti was sticking to the plan that it had made with the Government. All I can say is that it seems a pretty shoddy plan if the way in which it is sticking to it leads to so many delays.

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[Baroness Vere of Norbiton (Con)]

We are working carefully with Avanti. The next uptick in services will happen on 11 December, when we will see 264 services daily on a weekday, which is up from 180 now. Unfortunately, I fear that noble Lords will not see an improvement that day or indeed on any of the subsequent days, because the services will be beset by strikes and other industrial action. Many things are going on here. The Government will absolutely hold Avanti to account for the things within its control, but we need others to hold people to account for things not in its control.

[Lord Howell of Guildford (Con)]

My Lords, the Minister referred to strikes making things much worse, and of course they are. However, I wonder, listening to some of the reasons for industrial action, whether the Government have presented the overall context of the situation we are in nationally in quite the right terms. The other day, the noble Lord, Lord Skidelsky, reminded us that we have drifted into what is very near a war situation, with inflation, shortage and the obvious need for everybody to face for a time—for the duration—reduced living standards and increased deprivation. That is clear. Yet here we have all the arguments about the need for catching up in real terms, improving contracts, asserting a new deal and so on and so forth. This does not seem the right language for the crisis we are in. Is there not a case for explaining more clearly to the many groups who feel they are oppressed in their living standards that this is something we all have to face for a while until we can get out of two or three of the biggest crises that have faced us since 1944?

[Baroness Vere of Norbiton (Con)]

I am grateful to my noble friend for his contribution. I note that at the recent fiscal event, the Chancellor highlighted the difficult economic circumstances that the country is currently in. However, I reiterate that there is a fair balance to be achieved here, although that balance is affordable only if we are able to achieve the sort of modernisation that our railway system needs, where a seven-day operation is not dependent on the approval of the workforce, just as major supermarkets nowadays would not close on a Sunday. Therefore we need to be able to take those steps towards modernisation, and we believe that then there will be a landing zone when it comes to fair wage increases for workers.

Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022

Baroness Vere of Norbiton Excerpts

Wednesday 30th November 2022 Grand Committee

Moved by

[Baroness Vere of Norbiton]

That the Grand Committee do consider the Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, there are two statutory instruments being considered together in this debate. I will begin with the regulations on vehicle type approval, as the carbon dioxide emissions instrument is being made as a consequence of the type- approval instrument.

As the department responsible for vehicle regulation, we have conducted intensive work to ensure that there continues to be a functioning legislative framework for this crucial sector of the economy. The EU type-approval scheme for road vehicles, such as cars, buses and goods vehicles, is being converted to an independent GB type-approval scheme, replacing the current interim arrangements whereby EU type approvals have been accepted following scrutiny by the Vehicle Certification Agency—the VCA. Alongside this, these regulations continue interim arrangements for motorcycles, agricultural tractors and machinery engines.

The purpose of type-approval legislation is to enforce prescribed safety and environmental standards. EU law previously set out the regimes under which a new vehicle, engine or part was required to be tested. Most of the standards come from an international body, the United Nations Economic Commission for Europe, or the UNECE, and the UK will of course continue to play a prominent role in this organisation.

The Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment) (EU Exit) Regulations 2019, debated in your Lordships’ House on 20 February 2019, introduced an interim provisional approval regime lasting two years, until the end of 2022. This required motor vehicle manufacturers to submit an EU type approval to the VCA to permit registration. Trailers, machinery engines and replacement parts continued to need an EU type approval.

Under the withdrawal Act, the EU law on type approval is retained in UK law. There are around 2,500 pages setting out detailed technical standards for cars, buses and goods vehicles. This SI corrects deficiencies and creates a GB type approval, although I emphasise that, at present, the technical standards are essentially identical to those in the EU, so for manufacturers this is initially an administrative exercise.

This SI will require manufacturers of road vehicles to transition into the GB type-approval scheme no later than 1 February 2026, with approval being available from 1 January 2023.

With respect to the Northern Ireland protocol and unfettered access, this instrument will exempt vehicles that meet EU rules, which are made in or approved in Northern Ireland, from the GB type-approval regime.

This SI gives Ministers the powers to amend the retained direct minor EU law on road vehicles; in other words, the detailed technical specifications originally set by the European Commission. There will be a statutory requirement to consult representative bodies, such as the Society of Motor Manufacturers and Traders—the SSMT—and similar groups, whenever Ministers seek to amend the technical standards. This will ensure that the vehicle industry and interested non-governmental organisations will be able to have their say on any proposals that we make.

Machinery engines placed on the market from 1 January 2023 will be required to obtain GB approval under a new provisional approval scheme for machinery engines, which recognises an EU approval. These arrangements are already in place for tractors and motorcycles. For all three groups of product, the provisional schemes will continue until the end of 2027, by which time we expect to have an independent GB type-approval regime available for all these groups of vehicle or engine.

I turn to the second SI, relating to carbon dioxide emissions performance standards. This instrument amends various retained EU new car, van and heavy-duty vehicles carbon dioxide emissions regulations to ensure that they can continue to function appropriately in the UK.

The road vehicle carbon dioxide emissions regulations were retained following EU exit and establish carbon dioxide emissions standards for manufacturers of new vehicles across the UK. For cars and vans, regulations establish how the carbon dioxide emissions framework is to operate, including how carbon dioxide emissions reduction targets will be set, monitored, reported and enforced. They also include several flexibilities to help manufacturers meet their targets, such as reduced targets for small-volume manufacturers and additional credits for producing low-emission vehicles.

Similar regulations for heavy-duty vehicles were also retained following EU exit. However, they do not set mandatory carbon dioxide emissions targets on manufacturers until 2025. Until this time, manufacturers are legally required to annually report specific data points on their vehicles to the enforcement body, the VCA.

All this instrument does is correct for deficiencies and inoperability within the retained regulations: there is no change in policy. The primary corrections are replacing references to EU type approval with EU, GB and UK(NI) type approval, where appropriate, to reflect these type-approval schemes. As these regulations apply UK-wide, it is appropriate to reference all three type-approval schemes as, due to the protocol, vehicles registered in Northern Ireland will continue to receive EU type approval, or now, UK(NI) type approval.

These corrections will ensure that carbon dioxide emissions from vehicles with GB or UK(NI) type approval are regulated. If these corrections were not made, over time the carbon dioxide emissions of potentially millions of new vehicles would be unregulated, risking legally binding carbon budgets and climate commitments.

Some minor EU exit-related deficiencies were also corrected in this instrument, and a simple typo made by a previous SI was fixed.

These two instruments address EU exit-related deficiencies in retained EU law, enabling the creation of an independent type-approval scheme while ensuring continued effective regulation of carbon dioxide emissions. I commend these regulations to the Committee.

[Lord Jones (Lab)]

My Lords, I thank the Minister for her introduction. It is a matter of supporting the 2022 regulations. It is clean, green and 21st-century. I rise on the principle that the Executive should always be questioned by the Back-Bencher—by the legislature. That is a parliamentary principle of long standing, and I am simply taking this opportunity, knowing that time is of the essence.

Paragraph 7.1 of the helpful Explanatory Memorandum, on the policy background, is very blunt and to the point. Paragraph 12.5, under the heading “Rationale”, is a helpful foundation statement, which no doubt the department has worked hard to produce.

What is the department’s estimate of the number of vehicles on our roads that now follow the April 2019 regulations of the EU Parliament and the EU Council? I presume that many do not—and legally. I am sure the Minister will tell me in her reply.

The Minister mentioned consultations, which is a big plus. In proposing these regulations, what consultations has she had with the Mayor of London? Maybe there were none.

Looking at the road vehicles EU exit regulations—they are numbered “XXX”—I found them a bewildering plethora of initials. In a way, they are as long as Hilary Mantel’s novels and quite bewildering in their detail—but this is a detailed issue. The DVLA is a huge employer in greater Swansea. As a member of my noble friend Lord Kinnock’s shadow Cabinet, I recollect that we heard proposals to move the DVLA to England. They never materialised, of course—it would not have been seen as a positive move—but, without a doubt, the DVLA is a major employer. All of Britain much depends on it. Can the Minister say how many people are now employed at the DVLA in Morriston, Swansea?

Lastly, in paragraph 7.8 on page 6 of the Explanatory Memorandum, there are quite a few references, direct or otherwise, to the Secretary of State’s powers. Considerable influence is being granted there. The Minister might wish to indicate why that should be so. Also, in paragraph 6.21, we see the word “probably”. That is not very exact; perhaps we could have a reply on that via officials, if not directly from the Minister. That paragraph also contains the phrase “in the time available”. That seems somewhat up in the air; perhaps it is slipping through without explanation, in that sense. Time is of the essence. The Minister was persuasive and comprehensive. I conclude.

--- Later in debate ---

[Lord Tunnicliffe (Lab)]

My Lords, I, too, thank the Minister for presenting these two SIs. I welcome these instruments in relation to approval for road vehicles and, specifically, the creation of GB type approval. As a result, cars, buses and goods vehicles will be required to transition into GB type-approval schemes by no later than 1 February 2026.

I begin by asking the Minister to explain what engagement the department is undertaking with manufacturers, particularly smaller businesses, to make them aware of the new approval regime. Similarly, the instrument will make new approvals first available from 1 January 2023. Given that that is now only one month away, is the Minister confident that the DfT is fully prepared? What resources have been allocated?

Turning to a separate issue, the regulations relating to carbon dioxide emission performance standards amend a reference to an EU type approval to reflect the creation of the GB type-approval scheme. Can the Minister confirm that this aims to provide continuity, rather than a separate change of policy?

We will not oppose these regulations but I hope that the Minister can clarify these issues a little further.

[Baroness Vere of Norbiton (Con)]

I am grateful to all noble Lords who have taken part in this short debate. I will endeavour to answer as many questions as possible. As ever, I am fairly sure that a letter will be forthcoming afterwards because I am also fairly sure that there will more information that I need to tell noble Lords.

I will start with the noble Lord, Lord Jones, who asked for an estimate of the number of vehicles now on the road that would be covered by the 2019 regulations. There are about 4 million; basically, anything that entered into service in 2020-21 would have been covered by the 2019 regulations.

The noble Lord went on to talk about consultation, as did the noble Lord, Lord Tunnicliffe. There has been an enormous amount of consultation and engagement with the industry around type approval. It is incredibly important so, over the past two years, we have consulted with the industry—including the Society of Motor Manufacturers and Traders, which is very effective in what it does, the Motorcycle Industry Association and the Agricultural Engineers Association —and with both individual manufacturers and their suppliers, because the supply chain for vehicle manufacturing can be long. This has informed the development of the scheme as well as providing the opportunity to help manufacturers to prepare for any changes.

We also consulted formally in the summer. The feedback that we received has been incorporated into the statutory instrument. The main feedback received from the industry was that it needed more time to prepare. We were pleased to give it that; we therefore delayed by seven months the date we had proposed for new models to obtain approval. We also permitted selected waivers to run for a little longer than originally proposed, giving the industry more time to adapt.

We have been engaging with the industry on this for such a long time. For example, the Vehicle Certification Agency—the VCA—has been running workshops throughout the year to ensure that stakeholders understand the approval process and are ready for its implementation. All in all, the vehicle manufacturers are largely content with the approach and the level of continuity—this is in essence continuity—that we have provided. They are familiar with type approval as a regulatory process because they are well aware of the EU type-approval process, and they are keen that Britain continues to regulate via this mechanism rather than other mechanisms that are used elsewhere in the world. We have not specifically consulted the Mayor of London specifically. We have focused very much on consultation with the industry; it is important that we do so.

The noble Lord, Lord Jones, went on to mention the DVLA. As a former Roads Minister of three years standing, I have great respect for the work that happens in Swansea. Indeed, I have been to visit the enormous offices in Swansea where about 6,000 people work. They do a fine job. They have cleared the backlog in all areas, apart from where there are complex medical decisions to be taken; those will rely on some information coming forth from the NHS. I am really proud of the work that they have done; they have worked very hard over a long period of time.

--- Later in debate ---

[Baroness Randerson (LD)]

The noble Lord, Lord Jones, and I mentioned the powers going to the Secretary of State. Can the Minister tell us a little more about the advice that will go to the Secretary of State? It is all fine so long as we are piggybacking on EU standards, but surely the Government are not going to all this effort just to permanently piggyback on EU standards. The Government clearly want to diverge and if we are to do so, there has to be a sound technological basis for it.

[Baroness Vere of Norbiton (Con)]

No, that is not quite right. We are not piggybacking on EU standards, because EU standards are underpinned by UNECE standards and the UNECE has nothing to do with the EU. They underpin EU standards and will underpin our standards. Changing UNECE standards involves lengthy negotiations and discussions and technical experts all getting together to make improvements in our system.

Historically, when we go into UNECE negotiations, advice is provided to Ministers in the normal fashion with various experts saying, “Minister, this should be our negotiating position”, and we go in there and try to get our position. We are a leader in that group as we have very strong technical expertise in the field of vehicle manufacturing. When a decision is made, it is a bit like the European Commission: we are not losing any oversight at all here, because that decision would have gone through the European Commission with no oversight by Parliament either.

I am happy to write with more information as to what the process would be should the technical standards change and we need to change our type-approval system, but I cannot imagine that it would be significantly different from what already happens when we approach the UNECE to make technical changes.

The noble Lord, Lord Tunnicliffe, was right when he summed up and said that this is continuity and not a change of policy. There is no change of policy here; there is no change in terms of the carbon dioxide emissions. We are maintaining the standards for carbon dioxide emissions, and we are maintaining the standards within the type-approval system. The simple fact is that this is very technical and many of the names are changed—and no more.

I believe that I have covered engagement, so I hope that I have covered all the questions I am currently able to, but I will write a letter. I beg to move.

Motion agreed.

Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment and Transitional Provisions) (EU Exit) Regulations 2022

Baroness Vere of Norbiton Excerpts

Wednesday 30th November 2022 Grand Committee

Moved by

[Baroness Vere of Norbiton]

That the Grand Committee do consider the Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment and Transitional Provisions) (EU Exit) Regulations 2022.

Motion agreed.

Transport and Works (Guided Transport Modes) (Amendment) Order 2022

Baroness Vere of Norbiton Excerpts

Wednesday 30th November 2022 Grand Committee

Moved by

[Baroness Vere of Norbiton]

That the Grand Committee do consider the Transport and Works (Guided Transport Modes) (Amendment) Order 2022.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, this order will be made under the Transport and Works Act. The Act is the usual way to authorise the construction or operation of local transport schemes such as a railway, tramway or trolley vehicle system in England and Wales, as well as transport systems using a mode of guided transport prescribed by order. The order is the Transport and Works (Guided Transport Modes) Order 1992, which I shall call the 1992 order. The term “guided transport” is defined as meaning transport by vehicles guided by means external to the vehicles, whether or not the vehicles are also capable of being operated in some other way.

The modes currently prescribed in the 1992 order that can seek authorisation via the Transport and Works Act include road-based and track-based systems, but are limited to those systems guided by physical means, such as cables and tracks. Changes in technology mean that transport systems can now be guided by non-physical means. This might cover simple sensors that detect paint or other road markings to direct a vehicle or more complex sensor systems that read the surrounding environment to direct a vehicle. The draft amendment order being debated today is an enabling provision which will amend the 1992 order to extend it to allow applications for public transport schemes using non-physical guidance systems to be authorised via the Transport and Works Act regime.

To provide further context and background on what the Transport and Works Act covers, it is intended to be a one-stop consenting mechanism for all the necessary powers to deliver and operate a transport scheme in England and Wales. Separate legislation covers similar schemes in Scotland. The Transport and Works Act regime applies only to transport schemes that carry people and goods, meaning it does not provide a route to consent schemes exclusively intended for use by private vehicles. Any scheme authorised via the Transport and Works Act will continue to have to comply with all other relevant legislation such as safety, data and cybersecurity legislation.

The power to make the amending order that is the subject of this debate is set out in Section 2 of the Transport and Works Act. The proposed amendment order is an enabling provision that seeks to allow transport systems that are guided by non-physical guidance systems to seek authorisation through the Act. It does this by adding new types of schemes to the existing list of guided transport modes set out in the 1992 order. These are road based with sensor guidance and track based with sensory guidance. Specific definitions of each of these modes are set in the proposed amendment order. This amendment will not change the process that is required to be followed by a promoter in seeking authorisation; it will simply allow a wider and more modern range of schemes to be considered and authorised under the Act.

I cannot think of much more to say about this order—I have run out of words. I beg to move.

--- Later in debate ---

[Lord Tunnicliffe (Lab)]

My Lords, I welcome this instrument to allow applications for public transport schemes using non-physical guidance systems via a Transport and Works Act order. The advance of non-physical guidance systems using sensory technologies is an exciting development in the future of transport; indeed, it is so exciting that we have been studying it for at least 20 years. I am pleased that this instrument will allow consultation on their implementation.

Automation has enormous potential for increasing productivity. If harnessed correctly, it can improve the lives of people around the world but, if it is not properly regulated, there are inherent dangers. The safety of all those involved must be paramount. We must also consider how this will impact employment in the transport industry.

Software will be an essential part of such technology. When you look into it, software auditing is much more frightening than one might expect. We all know from the number of times we have to update our computer or our phone what a moving feast this is. Considerable authority has been given to software in the aviation industry. What agency will have the responsibility for approving these systems, particularly on the software side? Will a new agency have to be set up or will we look to organisations that work in safety-critical software industries?

Can the Minister confirm that my concerns will be considered as part of the Transport and Works Act order process? Innovation such as this should be welcomed as part of a well-regulated and well-legislated framework. Will the Minister briefly explain the department’s wider approach to advancing the use of non-physical guidance systems in transport across the UK? I welcome this order and look forward to its implementation, as well as to the development of new transport systems using this technology.

[Baroness Vere of Norbiton (Con)]

Once again, I am grateful to noble Lords for their contributions to this short debate. This time, I will turn first to the comments made by the noble Lord, Lord Tunnicliffe. He is right that the software can be incredibly complicated, but software is not limited to non-physically guided public transport systems; it is all over our rail and Tube systems. One of our most famous physically guided transport systems is the Docklands Light Railway. There is software all over the place, and I recognise his comment about updating it and making sure it is fit for purpose. That all fits in with the existing safety regime set out for the different transport modes; it is not necessarily connected to granting planning, which is under consideration today. I will write with some more information about how we reassure ourselves that appropriate checks of the software have been made.

I turn to how we are taking this forward across the UK, and this links to the point made by the noble Lord, Lord Jones, about whether or not there are any of these things. We believe this technology has huge potential, with a driver in it or not. At this moment in time, there is not one technology that is at the forefront or that is just about to be built. One might have pods that could be operated on specially built guide-ways, shuttles or higher-capacity vehicles. We know that people are looking at this.

Actually, the trigger for this amendment came from a request we received from a specific local authority that is trying to authorise a new bus transit route. I cannot say any more on that, at the moment. We are trying to take these interventions and spread them across the UK very much by using the leadership of local transport authorities. My view is that the mayors of our big urban cities are a key part of that. They have received significant amounts of funding under the city region sustainable transport settlements, which they can use to investigate these sorts of interventions. Of course, local transport authorities that are not mayoral authorities can do too.

There is none in operation as we speak, but there are physically guided schemes, as I mentioned; the Docklands Light Railway is up and running. The means of propulsion is also key. The noble Lord mentioned batteries and hydrogen, both of which could be used. You could also use a catenary system, charged rails or all sorts of different things. The key is that the schemes we are looking at are going to be sustainable and low-carbon, and good alternatives to the motor vehicle. We very much hope to see some coming through. I will also write to the noble Lord about why we concluded not to review this order.

The noble Baroness, Lady Randerson, asked about other planning changes. She is right: they can be costly and complex. The Government feel there has to be the right balance between the benefits one gets from these transport schemes and the cost. We have to make sure that they are within their environmental targets and that we engage with the local community. Sometimes it feels very sluggish, that it takes for ever and that it is extraordinarily costly, but I feel that the planning you do before you put a shovel in the ground is always to the good. If you can de-risk a project as much as possible by involving the local community and making sure that everything has been thought of beforehand, you will have more chance of a successful build. Work on planning is going on across government, because we want to check that the system achieves that balance between benefits and any potential costs.

Motion agreed.

Midlands Rail Hub

Baroness Vere of Norbiton Excerpts

Tuesday 15th November 2022 Lords Chamber

[Lord Ravensdale (CB)]

My Lords, I beg leave to ask the Question standing in my name on the Order Paper. In so doing, I declare my interests in the register and note that I am co-chair of the Midlands Engine.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, the Department for Transport received the outline business case for the Midlands Rail Hub on 14 November. We now need to assess the contribution of the scheme to the Government’s objectives, value for taxpayer money and affordability, considering the forthcoming Autumn Statement. I expect that decisions on how to proceed with the Midlands Rail Hub will be made in 2023.

[Lord Ravensdale (CB)]

I thank the Minister for that Answer. Aside from the clear economic benefits of the scheme, what struck me about the rail hub is that all stakeholders in the Midlands have come together to support it. What additional assurances can the Minister give me that the Government will give the project their full support, including Midlands Rail Hub east to Leicester? Can the Minister also give some assurance on funding the quick win in the business case of Snow Hill platform 4, which could be delivered by 2025, allowing us to take a new train from Birmingham’s business district direct to London?

[Baroness Vere of Norbiton (Con)]

My Lords, as I said, we received the outline business case yesterday, so I hope the noble Lord will forgive me in that, clearly, we need to review what it says and what quick wins or otherwise there may be. I am aware that the reinstatement of platform 4 at Snow Hill station in central Birmingham is a key part of the work. It could be a quick win but no funding decisions have been made, and we expect that works will be delivered within the RNEP.

[Lord Snape (Lab)]

My Lords, does the Minister accept that this scheme, like many other railway schemes, has been assessed to death? As long ago as the early part of this year, the department promised that contracts would be let in January 2023. Is this not just another excuse to delay a vital project which many of us in the West Midlands are looking forward to seeing started?

[Baroness Vere of Norbiton (Con)]

I do not accept that. It is right that the Government go through the business case process. As the noble Lord will know, the outline business case is very important in ensuring that the project can be considered alongside other rail projects and then, potentially, put into the RNEP.

[Baroness Randerson (LD)]

My Lords, Britain invented and developed the world’s first railways, and we were authors of amazing feats of engineering across the world, but the World Economic Forum now places us 29th in the global rankings for the quality of our railways. The Government’s endless U-turns on major rail projects—HS2, the integrated rail plan, the Oxford to Cambridge link, the trans-Pennine and many more—have wasted millions, even billions, of pounds. Can the Minister give us an assurance that on Thursday, the Chancellor will not be picking on capital investment in this carbon-reducing form of public transport as a way of saving money following the recent disasters affecting the economy?

[Baroness Vere of Norbiton (Con)]

Obviously, I cannot pre-empt what the Chancellor is going to say on Thursday; what I can say is that the Government are committing and will commit to record investment in our rail services and infrastructure. Projects such as the integrated rail plan are incredibly important—they unlock potential—and the Government are committed to delivering it. We will be looking at the options for high-speed to Leeds, and we intend to publish the terms of reference for the route study to Leeds after the Autumn Statement

[Lord Hunt of Kings Heath (Lab)]

My Lords, I understand that the noble Baroness cannot anticipate Thursday’s announcement, but does she accept that the rail links between the West Midlands and the east Midlands are very slow, often packed and in urgent need of development and reconstruction? Will she at least, in the light of Thursday’s announcement, look sympathetically at the prime needs of the Midlands for future rail investment?

[Baroness Vere of Norbiton (Con)]

I am very grateful to the noble Lord for highlighting that. The three main elements of the Midlands Rail Hub—west, central and east—would improve connectivity within the Midlands. It is right that we look at the outline business case that has so recently been submitted, and decisions will be made in due course.

[Lord Lexden (Con)]

Does my noble friend happen to have any figures to hand which would show the extent of the Government’s investment in the railways to which she referred earlier?

[Baroness Vere of Norbiton (Con)]

I will happily write to my noble friend with all the details of our recent investments and, in due course, we will set out our investments for the future.

[Lord Rosser (Lab)]

I hope the Minister will send a copy of that letter to me as well. Thank you.

Can the Government update the House on the timescale for improvements to the Wolverhampton to Shrewsbury line, including electrification, which a Transport Minister in the Commons gave a commitment nearly eight months ago to look at “as soon as possible.” If, for this Government, “as soon as possible” is apparently not within the next eight months, within what timescale is it?

[Baroness Vere of Norbiton (Con)]

As the noble Lord knows, there are a number of planned investments across the country, and it is right that the Government take time to review them to ensure that they meet the needs of the post-pandemic travelling public. That is why we will be reviewing the RNEP. There will be a timeline for publication after the Autumn Statement.

[Viscount Waverley (CB)]

My Lords, I congratulate the co-chairs of Midlands Engine, the noble Lord, Lord Ravensdale, and Sir John Peace, who are doing a magnificent job. Is it right that the Treasury delay the funding of essential projects when a positive business case has already been made by all the participants?

[Baroness Vere of Norbiton (Con)]

Unfortunately, there is never sufficient funding for all the positive business cases the department has in its filing cabinet at any given time. That is why priorities must be considered. We must look at the strategic case and think about how the different enhancements work together. But where positive business cases are submitted to the department, we of course look at them with great interest.

[Lord Berkeley (Lab)]

My Lords, does the Minister agree that the Midlands Rail Hub, which is designed to dramatically improve the east-west and local and regional services in the area, which are pretty awful at the moment, should be a much greater priority than getting to London a few minutes faster by HS2?

[Baroness Vere of Norbiton (Con)]

I agree with the noble Lord that the Midlands Rail Hub would indeed do some of the things he outlines. He may also be interested to know that it would improve the integration to HS2 and therefore make HS2 ever more valued.

Swing Bridges

Baroness Vere of Norbiton Excerpts

Tuesday 15th November 2022 Lords Chamber

[Lord Palmer of Childs Hill]

To ask His Majesty’s Government what assessment they have made of the need to secure the urgent repair of swing bridges that block the passage of boats, which risk harming economic growth and domestic tourism.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, assessments on the repair status of swing bridges would most likely fall to the relevant local authority and/or the bridge owner with responsibility for that infrastructure, which may differ from bridge to bridge. Similarly, we would expect the wider impacts of bridge condition to be assessed by those bodies, or by other local parties with a relevant interest. As such, my department would not generally undertake such assessments unless it had responsibility for a specific infrastructure asset.

[Lord Palmer of Childs Hill (LD)]

I thank the Minister. I declare my interest as a resident of Faversham in Kent. Six years ago, a new swing bridge was promised to the people of Faversham. Money was raised for this purpose. Peel Ports, the sort of organisation that the Minister referred to, has responsibility for providing an opening bridge and sluice gates. Can the Minister confirm that, despite what she says, the Secretary of State has a legal power to issue an abatement notice and order repair by Peel Ports? Further requested documentation was sent to the Secretary of State on 2 March. Can the Minister report on this overdue work, which will greatly assist business and tourism in this heritage town? The Government do have a responsibility.

[Baroness Vere of Norbiton (Con)]

We might go back and forth on this. I have looked into this matter. I spoke to the Member of Parliament for Faversham over the weekend. She too has raised it with me. We have yet not received sufficient information for responsibility to be determined, and in any event, it is not the Department for Transport’s job to determine responsibility. Local parties must work together to agree who is responsible for the bridge now and who will be responsible for it in the future should there be a change in ownership. I am taking an interest in the Faversham swing bridge. However, there does not appear at the moment to be a commercial reason to re-open it and dredge the waterway. That may change in the future, but a vessel has not gone through that area for some decades.

[Viscount Waverley (CB)]

My Lords, I recognise that maintenance is down to the owner of any asset to decide, but do Governments nevertheless set mandatory maintenance schedules in their activities; for example, when internal components of swing bridges have not been replaced for 100 years?

[Baroness Vere of Norbiton (Con)]

We do not go to the level of setting mandatory maintenance schedules, but we work with various organisations within the world of highways maintenance. For example, through various channels, we have produced Well-Managed Highway Infrastructure: A Code of Practice, which we developed with the UK Roads Leadership Group. Assets such as swing bridges are very rare and each is usually unique, so setting out more detailed maintenance requirements may be counterproductive.

[Baroness Randerson (LD)]

My Lords, the Minister referred to the commercial use of waterways; for example, the use of water freight for the construction of Crossrail, the Northern line extension and the Thames Tideway tunnel. Those three projects alone took over 350,000 lorry journeys off our roads. Therefore, the importance of waterways for reducing carbon emissions from freight transport is considerable, yet the Government’s Maritime 2050 strategy ignored the contribution of inland waterways to the reduction of carbon emissions and the issue of freight costs. What will the Government do to address that omission in departmental planning and strategy?

[Baroness Vere of Norbiton (Con)]

My Lords, my department has a fund that exists solely to encourage freight off the roads and on to waterways. It is top of mind; we encourage our own delivery bodies to ensure that they use a variety of modes to transport construction materials. That includes inland waterways, as the noble Baroness has pointed out. If it is not in the maritime strategy, that is not because it is not a priority; perhaps it simply did not fit.

[Lord Berkeley (Lab)]

My Lords, does the Minister feel that, when it comes to funding, she has a conflict of interest between being Minister for Maritime and the spokesperson for roads in this House?

[Baroness Vere of Norbiton (Con)]

Not at all. As the former Roads Minister, I am very grateful that I have that background of knowledge. I am perfectly able to want to transfer freight from the roads to inland waterways, because it is good for carbon.

[Lord Rosser (Lab)]

There are other bodies potentially involved with swing bridges, apart from local authorities. One is the Canal & River Trust. Its current grant agreement with the Government is fixed until 2027 and is now declining significantly in real terms as a result of rising inflation, putting a considerable strain on the trust’s finances. In the light of this, how exactly do the Government think that the long-term resilience of our waterways can be sustained and their decline averted—a decline that will have an adverse impact on the trust’s ability to cover a wide range of risks, statutory obligations and legal liabilities, including the specific issue referred to in the question from the noble Lord, Lord Palmer of Childs Hill?

[Baroness Vere of Norbiton (Con)]

I am not aware that the Canal & River Trust has an interest in the Faversham swing bridge, but I would be very happy to hear from it about its work and the funding it receives.

[Lord Watts (Lab)]

My Lords, the Minister said that the Government have a fund to encourage traffic off roads and on to water. How much is that fund, and how much has been spent?

[Baroness Vere of Norbiton (Con)]

I believe that it is about £20 million, but I will have to write to the noble Lord. The fund encourages road freight off the road and on to both inland waterways and trains.

Jet Zero Strategy

Baroness Vere of Norbiton Excerpts

Monday 14th November 2022 Lords Chamber

[Baroness Scott of Needham Market]

To ask His Majesty’s Government what discussions they have had with the Climate Change Committee about their Jet Zero strategy, published on 19 July, and whether it is consistent with the United Kingdom’s sixth carbon budget.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, Ministers and officials regularly engage with the Climate Change Committee and its recommendations were considered alongside other evidence in the development of jet zero strategy. The jet zero strategy is aligned with the Government’s net zero strategy, which sets out our economy-wide plan for achieving net zero by 2050 and for meeting our carbon targets.

[Baroness Scott of Needham Market (LD)]

My Lords, the Climate Change Committee recently red-rated the Government’s aviation plan on the grounds that it

“relies heavily on very nascent technology scaling up quickly”.

Given that the Government’s targets are legally binding, will the Minister say what specific policy proposals are being developed to speed it up and to develop a plan B should that not be possible?

[Baroness Vere of Norbiton (Con)]

I appreciate that we do not agree with the Climate Change Committee on the imposition of limits to air travel. We believe the technology-led approach is correct. Within the jet zero strategy there are 62 policy recommendations and we are looking to put them in place as quickly as possible. One will be to support the development of a sustainable aviation fuel industry in this country which we believe could, at least in the medium-term, have a significant impact on reducing carbon emissions.

[Baroness Blackstone (Lab)]

My Lords, several Conservative think tanks have made a number of comments and proposals on managing demand in the aviation industry, including VAT on flights and a frequent-flyer levy. Will the Minister tell the House whether the Government have had any discussions on these proposals? After all, it is very likely that their reliance on new technology is not going to be adequate to meet the targets on climate that they have set in time.

[Baroness Vere of Norbiton (Con)]

As I alluded to in my earlier answer, the Government believe that limits on air travel are not appropriate at this time and indeed would be counterproductive for one of the most significant sectors in our country that is also important for the wider economy. I am aware of various proposals for frequent-flyer levies, and there are many disadvantages to those sorts of interventions. The Government are not considering that at this time.

[Baroness Boycott (CB)]

My Lords, I welcome the fact that the Minister is talking about sustainable aviation fuels, but they are going to have to come from somewhere. I understand from the jet zero strategy that the Government are aiming for 5 million tonnes by 2050. Is that enough to cover the number of flights we need? Secondly, have the Government assessed the impact that growing that amount of biofuel—I assume most of the sustainable fuel will be biofuel—will have on food prices? It seems we possibly have a policy here which risks indirectly subsidising flights with higher food prices, because at the end of the day we have a limited amount of land.

[Baroness Vere of Norbiton (Con)]

Our sustainable aviation fuel policy is very clear that we will not be looking for any feedstocks to come from economically viable land that would otherwise be used for food. The sorts of feedstocks we will be using for sustainable aviation fuels will be black-bag waste—biomass—and we will also look at alcohols. There may be another way that we can do power to fuel by harnessing hydrogen and carbon dioxide from the air. There are many production pathways that sustainable aviation fuels can follow. None of them involves the use of biological outputs from farmland.

[Lord Kirkhope of Harrogate (Con)]

Would my noble friend not agree that it would be a great shame to restrict the freedom of people to travel around the world in this way? Surely it would be much better for us to invest more in looking at these alternative fuels. There is a great interest in hydrogen in the industry. Can my noble friend confirm that the Government are giving as much support as they can to the various research operations in this country and elsewhere to develop that fuel, rather than preventing people travelling?

[Baroness Vere of Norbiton (Con)]

My noble friend is absolutely right. We want to maintain the benefits of air travel and to harness the various technologies out there. My noble friend mentioned hydrogen; after I leave the Chamber today, I shall be going to meet ZeroAvia, a company that has a hydrogen fuel cell-powered aircraft and is looking to scale that up. Indeed, the Government have invested in ZeroAvia and we will continue to invest in hydrogen or other propulsion technologies going forward.

[Lord Fox (LD)]

My Lords, my noble friend talked about reliance on nascent technology. One way of speeding up technology has been through the Aerospace Growth Partnership—which I am sure the Minister knows is a joint industry and government enterprise—and its Aerospace Technology Institute. Can she perhaps tell us how much of the money being spent in the ATI is devoted to technologies that will help deliver the sorts of results that my noble friend is seeking?

[Baroness Vere of Norbiton (Con)]

I do not have the specifics on the exact investment in ATI, but I can tell the noble Lord that, in total, it is £685 million for aerospace R&D. He mentioned working in partnership with industry; that is what is so important and what underlies the jet zero strategy. It is not just the Department for Transport having a think all on its own. We are working with industry and academia, and we have done a consultation that drew 1,500 responses. We will look at the technology; some of it is nascent and some is more developed than that.

[Lord Rosser (Lab)]

For the aviation industry to become net zero, passengers need to be able to access airports through active or public transport. What recent steps have the Government taken to support the building of new rail, bus and cycle links to UK regional airports in particular, and what form has that support taken?

[Baroness Vere of Norbiton (Con)]

As the noble Lord will know, connectivity to regional airports would be the responsibility of the local transport authority, but the Government have invested significantly in active travel and, in addition, in buses. When it comes to rail, I have just come out of a meeting with Manchester Airport, for example, and it is looking in great detail as to how rail services going to and from Manchester Airport will be able to support its development in the future.

[Baroness Bennett of Manor Castle (GP)]

My Lords, the Jet Zero Strategy reports:

“Non-CO₂ impacts currently represent around 66% of the net effective radiative forcing”


of aviation—the global warming potential of flying—and notes that the Department for Transport analysis does not take any account of these outputs of water vapour and nitrous oxide at high altitudes. Instead, it commits to a five-yearly review of the evidence. How will the Government deliver net-zero aviation if these effects are found to be significant even with non-fossil fuel aviation fuels?

[Baroness Vere of Norbiton (Con)]

For once, I agree with the noble Baroness. Non-carbon dioxide emissions are incredibly important, yet the science is as yet unresolved. There are significant uncertainties around the impacts of all the different emissions produced by aircraft, particularly at high altitude. We are looking at the research and will be developing policies once we have had more time to consider where the science currently is.

[Lord Rooker (Lab)]

Earlier on, my noble friend Lady Blackstone referred to “Conservative think tanks”. The only Conservative “un-think tanks” I have heard about spend all their time attacking net zero. Can we get absolute confirmation from the Minister that the Government will stand firm on this against the lobbying clearly coming from the gang started by the noble Lord, Lord Lawson, which is hell-bent on continuing to use fossil fuels?

[Baroness Vere of Norbiton (Con)]

I am grateful to be able to report that I have had no lobbying at all from anybody who is not in favour of net zero. As the noble Lord clearly knows, it is the law and we will be setting intermediate carbon budgets as we are required to do by law.

[Lord Kamall (Con)]

My noble friend will be aware that in the United States, United Airlines is buying zero-emission electric aeroplanes for commercial flights from 2026. Even if that slips, and it is only for very short-distance hopping, what about the vision for this country? Do the Government have a view on when we can see zero-emission flights, either domestically or internationally, in this country?

[Baroness Vere of Norbiton (Con)]

The Government remain technology-agnostic when it comes to aircraft. It will be up to the airlines to decide which aircraft best suits their need, based not only on the duration of the flight but on the infrastructure. But my noble friend is absolutely right that there are some fairly rapid developments in aircraft at the moment, and both Airbus and Boeing are looking very seriously at how to decarbonise longer-haul aircraft. From the department’s perspective, we will shortly be doing a consultation on how we get to net-zero domestic flights by 2040.