The Economy

Rachael Maskell Excerpts

Thursday 24th October 2019 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

The theatre of calling on Her Majesty to read the Government’s manifesto; the drama of Parliament being called to sit on a Saturday, when all the Prime Minister had to do was write a letter; the cost to the taxpayer—all that is nothing to the elites running their show, but to my constituents it was pounds and pence that they desperately need. They are paying a far heavier price, however, for a decade of failure, which was emphasised again in the Queen’ Speech.

The Queen’ Speech exposed two things. First, the list of Bills demonstrated that Brexit will not be “done”, and that this is the start of at least a decade of Brexit talks, pushing out legislative space to deal with our national crises. Housing—not mentioned; poverty—not considered; jobs—not offered; inequality, which is stifling talent and opportunity—not even on the agenda. We should be in no doubt about the stark contrast between this Tory programme and a Government who will say anything to retain power, and a Labour programme that seeks to do everything, in a fiscally responsible way, to address people’s very real needs. Labour has a robust programme to end poverty, sort out Brexit, fix our public services, tackle climate injustice, and grow the economy through the creation of good-quality jobs.

The pursuit of Brexit, deal or no deal, will make my constituents poorer. Indeed, York will be the eighth worst hit place in the country should we leave with no deal. A deal will increase inequality in one of the UK’s most inequitable cities, yet the Government’s programme does not address how my constituents will survive this economic shock. That is why we need an economic impact assessment.

Secondly, I must draw attention to the sheer number of criminal justice Bills that are proposed, as they are symbolic in exposing how a failed decade of cuts has put my community at risk. More prison places is a sign of failure; more draconian policing is a sign of being out of control. This Queen’s Speech may result in more law, but it exposes no order.

When the wrong interests shape the economic priorities, society breaks down, and this Queen’s Speech was not the antidote. Labour has long understood that, and just as when Keir Hardie set out Labour’s first programme of policies, or when Clement Attlee rebuilt our nation after the war, today Labour’s programme will fix the broken economy. The values are the same, the priorities are the same: building the housing that families need, fixing the services they use, and creating the jobs on which they depend.

Let us not pretend that the economy is working for all—it is not. In York, the boom in luxury housing means that my constituents cannot afford to live in their city, and they have to pay more than 10 times their annual wage for a home. Waiting lists in the NHS mean that my primary care mental health service is not just being cut but is being scrapped, despite the fact that we have some of the highest levels of self-harm, eating disorders, suicide and deaths from substance misuse in the country. We hear that millions and billions are being spent on the NHS, but that is not saving lives in my constituency. I know the fixes that York needs to function, and Labour’s programme will address them. When the pursuit of power is the only objective, the cornerstones to rebuilding our communities get lost.

Behind the boisterous bluster, there is a chilling, calculated populist pursuit for power. We have seen it before; I know the story. I have read the history books, and it does not end well. This nation must wake up and recognise the signs; and in this place, from these Benches, Opposition Members have a duty to call them out. Populism does not work; it does not build houses, it does not put money into schools, it does not create jobs and it does not tackle inequality. Populism will not save my health service, but Labour will, and that is why I am proud to speak from these Benches.

Oral Answers to Questions

Rachael Maskell Excerpts

Tuesday 1st October 2019 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

T4. Last week, it was 75 jobs at Portastor and jobs have been lost at Nestlé. This morning I heard about the loss of 60 more skilled jobs across my constituency. Week after week, I am hearing of skilled job losses in the constituency. Instead of the Government talking about outplacement schemes, my constituents want their jobs. So how is the Chancellor investing in economies such as York’s?

[Sajid Javid]

We are investing in York and investing throughout the country by creating a dynamic, free enterprise economy that is creating jobs. We have the lowest unemployment rate in our country in 45 years. I would think that a party that calls itself Labour would actually welcome that. In the hon. Lady’s own constituency, since 2010—since the Labour Government were kicked out—we have seen a fall of 12,300, or 64%, in the unemployment numbers. That is something she should welcome.

Summer Adjournment

Rachael Maskell Excerpts

Thursday 25th July 2019 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

It is an honour to follow my hon. Friend the Member for Oxford East (Anneliese Dodds) on the issue of the climate emergency. A climate emergency is not a headline to hide behind; it is a call for action. After the hyperbole we heard earlier today, I fear the lack of detail and strategy to address the really important issues that face us as a nation at this time. In fact, I found the whole experience this morning chilling in respect of the direction our country is going in.

It is not about a performance, as Government Members highlighted, but about solving the real crises that we face in our country at this time. That is why I turn to the issue of jobs in my constituency. We are at a crossroads in York. Unless we get things right, the future generation in my constituency will not have the opportunities that past generations have had. We have been so fortunate that, throughout the decades and the centuries, York has been a place of good employment. We know from the evidence in Jorvik that back in the Viking days York was a centre of trade. Throughout the Anglo-Saxon years York was a real nucleus for the people who came to our city. We are about to do the biggest excavation in the country, that of Roman Eboracum, to look into the history of our city, knowing its importance back in those days. In the medieval period, York was, after London and Norwich, the third largest city, with trade again at its heart. The railway industry brought high-quality jobs to York. The chocolate industry employed 18,000 people at its peak and served the world.

Today, York is marked by so many insecure, low-paid jobs, particularly for women and for the women who work part time in our city. York has one of the lowest-waged employment offers for people, including in the hospitality and retail sector that dominates our city. I stand here today because I want to see good inward investment in our city. Shamefully, the local council and the Government are not calling in the decision on the York Central partnership, with the opportunity having been put on hold.

In the HS2 debate the other day, I heard of the opportunities that the project is bringing to my colleagues in Birmingham: 33,000 jobs at Curzon Street station alone; and 77,000 jobs at the Birmingham Interchange. York Central sits on the route of HS2, the east coast main line, the trans-Pennine route and cross-country routes. It will be a major transport infrastructure interchange in the north, and yet the planning is for only 6,500 jobs, most of which will be consolidating jobs that already exist in our city.

We have the biggest brownfield site development opportunity in the whole of Europe. It covers 400,000 square metres, only a fifth of which will be dedicated to an enterprise zone. This is about shutting off the opportunities for inward investment in the growth areas of our city, such as the biotech industry, the railway industry and digital railway for the future. There is also the digital, media and creative sectors, in which York University is a lead player. It is vital that we lift the aspirations of young people in our city so that they can see the opportunities that are there for them, instead of shutting off the inward investment that our city urgently and desperately needs.

Some 2,500 homes will be built on that brownfield site. To buy one of those homes will cost between 11 and 19 times somebody’s wage. For the people in my city, that is completely unaffordable, so we know that those homes will be bought by outside investors and by people who will use them as second homes because York is such a lovely place in which to live—I have already described its history. But York must be about the local people and about giving them the very opportunities that their predecessors have had in our city.

There is so much to attract people to our city, but unless we get the infrastructure right, make the right decisions on the economy and create jobs for local people, our city will remain out of kilter and one of the most inequitable cities in the United Kingdom. My plea to Government is to pause planning decisions and put the economic opportunities of our local communities at the heart of every planning decision, so that we can rebuild our country for the people that it is there to serve.

High Speed 2

Rachael Maskell Excerpts

Wednesday 10th July 2019 Westminster Hall

[Rachael Maskell (York Central) (Lab/Co-op)]

What can I say after that contribution, other than that it is a pleasure to serve under you in the Chair, Mr Hosie? I also thank the right hon. Member for South Northamptonshire (Andrea Leadsom) for bringing forward today’s debate in a very candid way.

It is absolutely right that this House scrutinises HS2. I have listened carefully to the debate, and it is absolutely clear that the objection is rooted not so much in the actual scheme as in the governance of it, and I, too, have put question marks over the governance and management of it. Some of that sits fairly and squarely with the Secretary of State and the fact that he is not doing his job of calling HS2 to account. Therefore, it will be absolutely right that, on Monday, hon. Members from across the House support my amendment calling for greater scrutiny of the project. I very much hope that they will join me in the Lobby.

I take issue with the fact that a number of non-disclosure agreements have been issued. We want there to be real transparency. That is about calling management to account for the way they are handling the employment situation in their organisation. It is absolutely right that those questions are asked of HS2 and that it is brought to account for that.

I want now to set out Labour’s position on the whole project. Connectivity and reliability must be at the heart of our railway system. There have been problems, and we need to make improvements. We are determined to do that through our enhancement programme. HS2 should not be segregated; it needs to be integrated into our rail enhancement work, and that is certainly what we want to do. We want to see more capacity built across our railways.

Our driving force is, first and foremost, to decarbonise our transport system. Currently, 29% of emissions come from our transport system, and we are in fact seeing regression on carbon reduction, not least with the deeply ecologically and environmentally damaging road building programme—road investment strategy 2—that the Government propose. We want to see good public transport investment, and certainly that is what people will get under a Labour Government.

We want to drive modal shift. It is so important to have people moving from their cars on to our rail network—we see that as comprising the main arteries of our transport system. But crucially, as my hon. Friend the Member for Crewe and Nantwich (Laura Smith) said, we need lorries coming off the roads and freight moving on to rail. HS2 provides an opportunity to ensure that we have the good connectivity—

[Kelvin Hopkins]

Will my hon. Friend give way?

[Rachael Maskell]

I am afraid I do not have time.

There is an opportunity to have good connectivity between ports and airports and to ensure that we can bring that right through to urban consolidation centres and then to the final mile. We need to seriously decarbonise our transport system using rail.

We want skills to be at the heart of this opportunity as we build the rail network for the future, and that brings me to one of the questions I have for the Minister today. In the light of Hinkley point being behind schedule and of the number of infrastructure projects the Government have planned, we have a bell curve whereby we have a peak in demand for skills but not the skills to match that. How will she ensure that there are sufficient skills for this project, particularly given that, at its peak, it will provide jobs for 30,000 people? We need to ensure that the project is not delayed because of poor infrastructure planning across the economy.

I agree with my right hon. Friend the Member for Birmingham, Hodge Hill (Liam Byrne), who made a most excellent speech, about ensuring that we measure what we treasure. This is about jobs. Certainly on the Labour Benches, we believe that it is important that we invest in high-quality jobs for those areas of the country that have been missed out to date. Therefore, inward investment in the northern towns and cities, and in the midlands—east and west—will be vital to rebirthing our economy in those areas. At the moment, they are in a lot of pain because we have not seen that investment.

We have a real opportunity, but it has to be managed properly. Building capacity across our transport system is really important. We need sustained freight paths. Part of this will also be about seeing growth in patronage and ensuring that we reduce journey times. We need to lead that right into Scotland to ensure that we can see that modal shift from plane on to train. That is the larger vision of where we are going. But we would also do things differently; we make no bones about that. For instance, with parkway stations, it does not make sense that people have to drive to get the connectivity with the rail network. We would very much want to seek urban connection points; we believe that the situation needs to be reviewed.

The final phase of the project—the 2b stage—has to be fully integrated with trans-Pennine connectivity. This should be one project, not two segregated projects; it needs integrating. We hear that call from Transport for the North, and we hear it now from HS2, and we certainly hear the call from politicians across the north that it is time we brought those projects together into one. There are proposals for constructing things differently from the current Y shape and for making this much more about ensuring, first and foremost, that we get the connectivity across the north. The case was made very clearly in the House of Lords through the paper “Rethinking High Speed 2”, and we would certainly support that.

With regard to the way we proceed on this project, we believe that the missing piece, which is crucial, is that the project is not peer-reviewed. It must be peer-reviewed independently to ensure, first, that the engineering is right and, secondly, that the value is right. That is where the lack of accountability sits. Once we have that information before the House, we can make a sound judgment on whether the project will deliver the value, the jobs and the opportunity for conurbations across this country. Until that occurs, we will put a serious question mark over the governance and over this Government’s handling of the project. We believe that it could be in a different place. Certainly on the issue of cost—the cost financially, but also the cost to the environment—we need to ensure that all these measures are properly brought into check as we move forward in improving scrutiny.

On Monday, we have an opportunity to review phase 2a in relation to the Bill. Labour will bring forward amendments on Report, and we very much hope that people who believe there should be greater scrutiny, governance and accountability of HS2 will join us in the Lobby to ensure that we put in place the right checks and balances for this project, to drive up the very treasure that my right hon. Friend the Member for Birmingham, Hodge Hill mentioned.

Oral Answers to Questions

Rachael Maskell Excerpts

Tuesday 2nd July 2019 Commons Chamber

[Elizabeth Truss]

My hon. Friend is right to raise this issue. We will look at that. It is important to acknowledge the progress this Government have made by introducing 30 hours of childcare for three and four-year-olds with working parents and 15 hours of childcare for children with parents on low incomes. Those are important steps. Of course, we will look in the spending review at the rates and ensure they are fair right across the country.

[Rachael Maskell (York Central) (Lab/Co-op)]

Children with higher educational needs are losing out even more. My local authority overspent by £760,000 last year and will overspend by £1.3 million this year and £1.9 million next year. Those children need this vital support in order to grow. Will the Minister look at the funding of the higher needs budget to ensure that local authorities can support those families?

[Elizabeth Truss]

The hon. Lady is certainly right that we have seen demand for special educational needs funding rise. We need to look at that as part of the spending review, from both a local government point of view and a Department for Education point of view.

Draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019

Rachael Maskell Excerpts

Tuesday 14th May 2019 General Committees

[Rachael Maskell (York Central) (Lab/Co-op)]

It is a pleasure to serve under you in the Chair, Mr Bailey.

As we have heard, the regulations will enable existing bus and coach transport to continue to operate should the UK leave the European Union. It is clear that membership of the Community licensing scheme would alleviate the risks to the industry. Will the Minister tell us what progress has been made on being a member of the Community licensing scheme should the UK leave the European Union with a deal or even without a comprehensive deal? The regulations will remove such barriers and bring clarity, so that buses and coaches can operate across the Irish border and onwards with cabotage arrangements.

I stress that bringing the regulations to the Committee six weeks after the UK was due to leave the European Union, possibly with no deal in place, is incredibly negligent. Are we to expect that other regulations in the transport brief will be brought forward? What risk assessment has the Department for Transport made of the impact of being unprepared for Brexit? The Secretary of State seems to have mismanaged the progress of legislation that will protect the continuity of public transport. I must remind the Minister that this is an area of major concern to the people of Northern Ireland—not least her Government’s confidence and supply partners. The regulations are designed to maintain the status quo on the access rights of bus and coach operators in their international travel operations across the border, and they have come to this Parliament in the absence of a functioning Northern Ireland Assembly.

I note the progress that has been made on the Interbus agreement. Will the Minister update the Committee on what stage we are at in the further talks on regular and special services? When are they expected to conclude, and what changes are needed to maintain those services? Such an agreement is due to cease at the end of this year. Labour is therefore disappointed that at this late stage we are discussing such vital legislation, should the UK leave the European Union. However, we recognise the importance of ensuring that there is a smooth transition and access to cross-border operations for coach and bus passenger services.

Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 Rail Safety (Amendment etc.) (EU Exit) Regulations 2019

Rachael Maskell Excerpts

Tuesday 7th May 2019 General Committees

[Rachael Maskell (York Central) (Lab/Co-op)]

Thank you, Ms Buck, for chairing the Committee. It is a pleasure to serve under your chairmanship.

I rise to speak to regulations appertaining to exiting the European Union, including two sets relating to Northern Ireland, more than a month after the UK was due to leave the EU. Part 1 of each set of regulations states that they are to come into force on exit day. Why are we still debating them now, so late, when the event in question would have taken place five weeks ago?

Perhaps I may turn first to the Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019. When transportation across the borders of Ireland, north and south, has been at the heart of much debate, why have the Government sat on the regulations? Surely they should have noted the importance of the management of the rail system and the fact that it is essential to the flow of passengers and goods across the border, and how vital it is to establish frictionless arrangements.

When it comes to infrastructure, management and access, the provisions of licences and certificates for train drivers, and the issue of working time regulations on what are considered cross-border working arrangements, those are of high importance for the Government, as they are the people of Northern Ireland. After all, the EU has already agreed temporary reciprocal arrangements.

Given that rail safety is such a critical issue for the public, the issuing and recognition of existing licences is important. There is a question whether, without a deal on 30 March this year, trains would simply have had to stop at the border due to train drivers having licences with no stated recognition outside of the UK—hence the regulations being brought forward as a matter of emergency. Does the Minister agree that it is regrettable that the regulations have come to Committee so late?

The regulations will differentiate Northern Ireland from the rest of the UK. Although licences from the EU will continue to be recognised indefinitely in Northern Ireland, elsewhere in the UK they will only be recognised for a period of two years or until they expire, if that is sooner, as highlighted in the explanatory memorandum. That divergence creates a differentiation between the ability of transport workers to cross the border in Ireland and their ability to cross the channel. Although it is highly unlikely that the same drivers would interchange between the channel and Northern Ireland border routes, it is worth highlighting the divergence in approach in the UK, east and west.

The regulations also impact on the ability to share data on train driver licences and certificates with the safety authorities. That is important in maintaining a safe rail service. That shared intelligence is part of the public standards we would expect to be monitored across border. The Labour party believes that issues appertaining to safety should be shared. In future, should the regulations be passed, the sharing of information within the wider EEA will be discretionary. That is not good enough, particularly as we are debating cross-border rail safety. We believe that the watering down of reporting makes it harder for the EU and the UK to advance rail safety. It is when we co-operate that we are safest.

We have no issue with part 4 of the regulations, on the changes made to the term “interoperable cross-border rail services”.

I move now to the two statutory instruments on health and safety, and I will discuss the regulations for Northern Ireland and for the wider UK together. The regulations bring technical corrections to various regulations from 2006. They also address 2019 changes that are due to be brought in by member states, with effect from next month, with an extension of up to a year to do so. What work has already commenced in the UK on the rail safety directive? How does the Minister believe that it will enhance the UK’s safety record on our railways? Although we can be pleased with the progress made on rail safety, the UK cannot be complacent—that is an important point to stress—and if there are no enhancements to be made, we should be worried.

Clearly, in leaving the EU there will be the disadvantage of not engaging with joint EU learning on improving rail safety. For me, the loss of co-operation on such matters and the sharing of data, intelligence and accountability is one of the greatest detriments of leaving the EU, not least when it comes to improving safety opportunities.

In the light that we recognise the continuum of service across the border in Ireland, north and south, and on the channel route, will the Minister explain how she will maintain a continuous process of safety across the border? That seems particularly important, as a number of operators cross the borders between the UK and EU, including Eurostar, GB Railfreight, DB Cargo and Northern Ireland Railways. If an incident occurred on a cross-border service, that would have implications for the jurisdictions either side of the border. How would it be dealt with? Although contingency measures extend to nine months after the UK leaves the EU without a deal, should that scenario arise, what would happen after that time period?

I note that the regulations seek to recognise the specific issues that arise as a result of cross-border services. For instance, part A safety certificates issued by EEA member states will continue to be recognised as valid. The 2019 directive calls for a unified approach in establishing a baseline across the EU for certifications, methods of monitoring, risk evaluation and assessment, and maintenance of standards and targets. Clearly, leaving the EU without a deal would be disastrous for such matters, so it is essential that we maintain cross-border arrangements to ensure that certification and breaches, not least in the maintenance of standards, are handled by the relevant authority. Furthermore, the UK should continue to work with EU countries to maximise safety opportunities, the sharing of data, the raising of standards and the tightening of regimes across the network in the UK and Northern Ireland.

Despite the Government’s commitment to advance safety, it is disappointing that there is not a commitment in these regulations to map across the long-term progress of safety frameworks with the EU, and thus to maximise the opportunity for advancing safety. Proposed schedule 10 to the Railways and Other Guided Transport Systems (Safety) Regulations 2006 refers to outsourcing the maintenance function, or parts of it, but not the management of maintenance. The Labour party believes that the fragmentation of outsourcing across the rail service creates risk, and therefore we cannot support that approach.

Part 4 of that schedule determines how maintenance will be managed. Our first concern is that it enables each managing entity to establish its own plan and procedures, in line with an organisation’s own approach to safety targets. The organisation must then ensure that appropriate levels of resourcing to fulfil the task are made available. It must determine its own approach to risk assessment and deal with the consequences of that. It must determine that the calibration of testing equipment is accurate and that software is maintained and staff appropriately trained. It is responsible for the decisions it makes and the components required. That cannot be in the interest of safety, as best practice should be the determinant.

The monitoring function should be independent, but it will be internalised within the management structure. We therefore argue that it must also be subject to external audit or moderation. We must not just depend on an internal process to ensure that standards are maintained and that information is drawn out of any inspection and shared. We worry that self-audit, self-determination of training and competency, and self-assessment of physical and mental ability could lead to some organisations cutting corners on safety. According to proposed schedule 11, the issue will be dealt with through data collection rather than an inspection process, but that is a retrospective approach—it is not proactive—to ensuring the safest regime possible. It is disappointing that the Government do not want to advance rail safety and are complacent on the issue. They are not ensuring that we produce best practice, not just in the UK but across the EU.

--- Later in debate ---

[Rachael Maskell]

I thank the Minister for responding to my questions. Could she confirm that the Government do not intend to diverge from the standards set across the European Union, particularly in the light of the 2019 directive and the regulations that could result from it?

[Ms Ghani]

We have to adopt the EU regulations that are in place now. Given that we have such a high record, there is no doubt that our experiences are shared with Europe. Throughout the transitional period, we will have to pick up legislation. We are talking about reciprocating what is already in place in case of a no-deal situation.

A very important point was raised on co-operation and consultation. The consultation took place, and workshops were attended by passengers, freight operators, leasing companies, certification bodies, the Rail Industry Association, the Rail Delivery Group and the Private Wagon Federation, among other organisations. Everybody is keen for us to have that legislation on our statute books. The ASLEF union was invited to our stakeholder workshops; I understand that it did not attend, but it has good engagement with the Department. All have acknowledged that they want clarity, and they want these SIs delivered.

I hope I have responded to all the points. If not, I will write to hon. Lady in detail. I commend these regulations to the Committee.

Question put and agreed to.

Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019

Resolved,

That the Committee has considered the Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 825).—(Ms Ghani.)

Rail Safety (Amendment etc.) (EU Exit) Regulations 2019

Resolved,

That the Committee has considered the Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019, No. 837).—(Ms Ghani.)

HS2: Buckinghamshire

Rachael Maskell Excerpts

Monday 29th April 2019 Commons Chamber

[Rachael Maskell (York Central) (Lab/Co-op)]

The last three years of political turbulence should have taught the Government that politics has to change. The diktats from Westminster must be replaced by co-production with communities, listening to what they are saying. It is unbelievable that, yet again, the Secretary of State has failed to make it to the Dispatch Box.

Week by week, we hear of the spiralling costs of HS2, and in a week when Labour is declaring a national climate emergency, it is clear that the full carbon and environmental cost of HS2 will be deeply damaging across Buckinghamshire, not least to the irreplaceable Chilterns, if the connectivity, route and infrastructure are not refocused. It is not the concept of the project that is wrong, as urgent capacity is needed to secure a significant modal shift from cars and HGVs to passenger and freight lines, but the governance of HS2 must be overhauled and fully integrated into the network enhancements programme. Labour aspires to high speed rail, which has to have a focus on interconnectivity to facilitate investment and economic growth in the northern cities and to compete with the internal flight market, thus becoming a sustainable alternative. However, the right hon. Member for Chesham and Amersham (Dame Cheryl Gillan) is right to scrutinise the Secretary of State’s handling of the project.

Why is the Minister proceeding before a full business case, the skills capability and the real cost have received further scrutiny in the light of evidence that these measures have changed? What discussions has she had with the National Audit Office and the Transport Committee over the widely held concerns expressed over HS2 costs and environmental impact? Does the Minister believe, as has been argued by the Tory leader of Buckinghamshire County Council, that ultra-fast broadband replaces ultra-fast rail? That certainly shows a lack of understanding in the Minister’s party of the transport and economic needs of the north. Finally, will the Minister revisit the route plans to ensure that connectivity opportunities are maximised by this project?

[Ms Ghani]

Given how much playing of politics there was in that statement, one could forget that the Labour party actually supports HS2. In his “game changer” speech, the shadow Secretary of State for Transport spoke about its importance.

Before I go on to answer questions, we must remind ourselves that it is absolutely right that we do not focus only on what is required here in London and the south-east. In case they need reminding, I will tell shadow Front Benchers what Andy Burnham said recently:

“We don’t need London commentators telling northern leaders what we need…We need HS2”.

He—[Interruption.] If Opposition Front Benchers support northern Labour leaders, some support at the Dispatch Box, and when other opportunities arise, for the most important infrastructure project of our lifetimes is absolutely key.

I remind the House that Judith Blake, leader of Leeds City Council, said that HS2 is

“the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.”

I know you take a close personal interest in HS2, given your constituency, Mr Speaker. You may be aware that the all-party parliamentary group on the northern powerhouse, which includes more than 80 MPs, recently put out a statement about how important HS2 is to ensure that we smash the north-south divide.

When there are criticisms of HS2 and constituents’ queries are not dealt with, it is absolutely right that we hold HS2 to account. Some individuals have to deal with the difficult impact of the line going near their homes. I am challenging HS2 repeatedly and will continue to do so. If any hon. Members have cases that have fallen short, I apologise, and I will be more than happy to hold further meetings.

As I mentioned earlier, this is one of our largest infrastructure projects and it will connect half of our country’s population. To adapt the motto of the Labour party, this line is for the many and not for the vested interests of the few who want to play politics with this important infrastructure project.

Business Rates

Rachael Maskell Excerpts

Tuesday 2nd April 2019 Commons Chamber

[Mr Jim Cunningham (Coventry South) (Lab)]

rose—

[Rachael Maskell (York Central) (Lab/Co-op)]

rose—

[Sir Geoffrey Clifton-Brown]

Oh my God, I have got competition. I will give way to the hon. Lady first.

[Rachael Maskell]

I am very grateful to the hon. Gentleman. We have debated business rates on numerous occasions, because York, which is known for its retail offer, currently has about 50 empty properties. Does he agree that the business rates system is broken and that we need to move forward to a turnover tax or a profit-related tax, thereby enabling a much fairer system to be in place?

[Sir Geoffrey Clifton-Brown]

I am particularly pleased to see the hon. Lady in the Chamber today, because she was one of the very few people who were present when I held my Adjournment debate on this subject on 8 October last year. If memory serves me—I am sure that she will correct me if I am wrong—I think that on that occasion, she told the House that there were 24 empty shops in York. If it has gone up to over 50 now, that demonstrates a deteriorating situation. If I have the figures right— she is smiling so perhaps she would like to give the House correct figures for last year compared with now, if she knows them, but if not, I have them here and I will look them up at some time during the speech—clearly business rates are having a deleterious effect on the high street. I will come to that in my speech.

Draft Common Rules for Access to the International Market for Coach and Bus Services (amendment etc.) (EU Exit) Regulations 2019

Rachael Maskell Excerpts

Monday 25th March 2019 General Committees

[Rachael Maskell (York Central) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Sir Christopher. These regulations seek to establish common rules for access to the international market for coach and bus operators from the EU, so that they can operate in the UK and continue to function in a similar way after the proposed, and changing, exit day, and to minimise any potential disruption to services for passengers in a no-deal scenario. Of the 1.6 million annual coach journeys to the UK, 83% are from the EU, so there are widespread implications.

For reciprocal arrangements, it is expected that the Interbus agreement will be brought into force, and I wonder whether the Minister could update the Committee on the position, including the expected date of implementation. I heard her mention the beginning of the month, but she did not say which month. Given an exit day of no earlier than 12 April, it would be helpful to know whether that meant the beginning of April or a later date.

In the light of the importance of the regulations, it is astounding that the Government have left them until fewer than four days before the date when the UK was due to leave the European Union. That could have had a serious impact on the coach and bus sector and the tourist sector, and it shows just how ill prepared the Government are for leaving the European Union. The regulations establish the conditions—whether for regular, scheduled coach services or occasional, non-scheduled services such as holiday and tour services between the UK and EU—for the international carriage of passengers by coach and bus within the EU, and for cabotage arrangements. They also cover the licensing arrangements within the EU, if we move out of the Community licence arrangements.

The regulations would move powers from the European Union to the Secretary of State for Transport and the Northern Ireland Department of the Environment, to enable coach and bus operators from the EU who were in the Community licence scheme to operate in the UK as they do now. I note that EU operators who wish to obtain a new authorisation for a regular scheduled coach service to the UK will in future need to apply for new authorisation from the appropriate authority in the UK, instead of in their home member state. If a new operator were to apply from 30 March—the relevant date might now be 13 April—assuming that the UK had left the EU, would the UK be ready to issue a new licence? How much is already in place for the transition? What would happen to cabotage arrangements?

Will the Minister explain how licensing will differ for current European economic area operators? Those issues are particularly acute for Ireland, north and south, where there is a gap between leaving the EU and the coming into force of the Interbus agreement. That is my understanding, although I have asked for clarity. Why is that the case when there are 900,000 journeys across the border? What risk has the Minister uncovered, through having such a gap, and how will she address that?

With the transfer of powers from the EU to the International Road Freight Office, should the UK leave the EU, how much additional work will be created? How many operators are expected to require licensing, in the light of a no-deal scenario, by 12 April, and what will the cost be? I note that in proceedings on previous regulations, various Ministers have stated that costs would be minimal, but an accumulation of many minimal costs soon adds up. What is the total cost?

For those who hold a personal service vehicle operator’s licence and those who are part of the EU Community licence regime, no friction must be built into the transition of powers. Can the Minister assure operators of that?

In the light of the crisis that we face as a nation, the regulations are critical in reducing risk to coach and bus companies. Labour will therefore not oppose them this evening.

--- Later in debate ---

[Ms Ghani]

I thank hon. Members for their consideration of the regulations. Let me turn to some of the points made. Apologies for having been a little remiss; the proposal comes into play on 1 April. The UK will have completed formal accession to the Interbus agreement by the end of March, and it comes in on the first Monday after that, which is 1 April. My apologies for not mentioning that earlier. Engagement is ongoing with the Interbus depository to ensure alignment between the end of the formal accession period for Interbus and the short extension to article 50.

The other question was about cabotage and Northern Ireland. Under the agreement, cabotage can continue between the Republic of Ireland and Northern Ireland. Should we leave with no deal, we will continue to work with the European Commission and the Republic of Ireland to ensure that any long-term transport arrangements between the UK and the EU take into account the unique transport demands on the island of Ireland.

There was also some conversation about the impact that the agreement has on the sector, and potentially on the cost. I place on record the fact that my officials have been working with the Confederation of Passenger Transport, which is the main industry representative body, and the Federation of Passenger Transport Northern Ireland, to ensure that stakeholder consultation has taken place, and to understand the impact of this statutory instrument. All stakeholders support the UK’s decision to join the Interbus agreement independently. Any costs are noted as minimal, and any certification or passporting to allow this business to continue tends to be over a five-year period; the authorisations last for five years. Work has taken place to see how much work that would involve going forward.

[Rachael Maskell]

Could the Minister give some clarity on the impact on EEA countries? What will happen to their operations?

[Ms Ghani]

The Interbus agreement works with countries beyond the EU. There are another six countries that it is working with. My officials are working closely with them to put in place bilateral agreements to allow processes and practices that are in place to continue.

I thank the hon. Member for Glasgow South West for his question about passenger rights. We have worked to ensure that passenger rights will be as they are today; we are taking on board any part of EU legislation that we can adopt into UK legislation. As maritime Minister as well, I must say that we have gone above and beyond what is expected; we are working to international guidelines, not just EU guidelines, in this area.

I believe that the Committee is in agreement that these are serious regulations that we need to take forward to ensure that tourism, which is incredibly important business between the UK and the EU, can continue. I hope that hon. Members will support this instrument, so that we can ensure international coach travel access, and particularly regular services, to the UK for EU bus and coach operators, in much the same manner as before, in the interest of passengers. That is the reason why they will be supporting these regulations, which I commend to the Committee.

Question put and agreed to.