Union Connectivity Review
Rachel Maclean Excerpts(3 years, 8 months ago)
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Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
It is a great pleasure to serve under your chairmanship, Ms McVey. I am grateful to my hon. Friend the Member for Berwickshire, Roxburgh and Selkirk (John Lamont) for securing this vital debate. I thank him for his engagement with Sir Peter Hendy and his team, and for the diligent way in which he has campaigned for the interests of his constituents and highlighted how vital transport connectivity is for their lives.
The debate is a vital one, as many Members have said, about a major piece of work. It is an opportunity for me to set out how we are looking at the opportunities provided to our United Kingdom through the Union connectivity review. I thank all hon. Members for their contributions this afternoon, which were passionate and detailed. Unfortunately I do not have time to address all the individual points that people have made in the debate, but I assure hon. Members that I and my fellow Ministers in the Department, and Sir Peter and his team, have listened to them and heard them.
It has been a great pleasure and honour for me to have learned so much in the past year about the importance of transport connectivity to the people and businesses across our great United Kingdom. Indeed, it was at around this time last year that I began chairing regular meetings with my ministerial colleagues in the devolved Administrations to work through the transport challenges that we all faced as a result of the pandemic. Ensuring that we could enable people and goods to continue moving with minimum disruption was at the forefront of all our minds during those discussions. Now, in our drive to build back better from the pandemic and further level up the country, we must seize the opportunity to implement a suite of measures with the potential to transform the provision of transport connections across the UK.
Rachel Maclean
I am very sorry, but I do not have time to give way, unfortunately.
The measures in question would seek to support economic growth and our ambitious decarbonisation goals, as many Members have highlighted, as well as contributing to the quality of life of people across the entire UK and providing resilience in the face of similar crises.
Last October the Prime Minister appointed Sir Peter Hendy, a respected and experienced figure in the transport landscape, to lead a review independent of Government to establish how the quality and availability of transport infrastructure across the UK could meet the objectives I have set out, and to recommend how best to improve transport connectivity in the longer term.
As well as considering the needs of transport in providing intra-UK travel, the review will consider a variety of other issues that are integral to the aim of connecting the UK better. It will examine key routes, for instance, between Northern Ireland and Great Britain, and how they can be strengthened, and look at how travel between England, Scotland and Wales can be improved through, for example, enhancements to rail and road infrastructure. It will also suggest ways in which infrastructure can support the move to more sustainable forms of transport as we look to harness green technology, and differing working patterns as we emerge from the current pandemic.
I wish I could say that all Governments within the UK took the review as it was intended: a way to improve the lives of our citizens and make life easier for businesses. However, it will surprise nobody that the SNP Government were determined to create wedges that need not otherwise exist and refused to engage constructively with the review despite the obvious benefits it has for people and businesses in Scotland. Never let it be said that the SNP wastes an opportunity to put separatist ideology over sensible policy making.
Sir Peter’s interim report, published last Wednesday, contains his early thoughts on forming a UK strategic transport network. Prior to its publication, Sir Peter met more than 100 stakeholders as well as Ministers from the devolved Administrations, and the call for evidence process received nearly 150 submissions from interested parties. Early meetings with stakeholders suggest broad support for a UK strategic network, and Sir Peter will explore the idea further for the final review. He will need to look closely at the transport projects highlighted by stakeholders, and the Prime Minister has asked him to take into account what will be different in the next 20 to 30 years and consider our ambitious environmental agenda.
The UCR interim report notes that devolution has at times
“led to a certain lack of attention to connectivity between the”
nations of the UK
“due to competing priorities and complex funding.”
The review aims to address that, and Sir Peter will look at further transport priorities based on the wider strategic case for investments.
A couple of hon. Members mentioned aviation, about which I have one reference to make. Hon. Members will be pleased to hear that we have announced a consultation on air passenger duty to consider its impact on domestic flights in particular, as has been called for by colleagues from Northern Ireland.
We welcome Sir Peter’s interim report and have made £20 million of UK Government funding available to assess options on road and rail schemes that have been identified by the review as crucial for cross-border connectivity. That funding will be used to get such projects off the ground. Once the final UCR recommendations are received ahead of the spending review, we will consider and confirm funding plans for delivering the improved connectivity crucial to our United Kingdom.
Oral Answers to Questions
Rachel Maclean Excerpts(3 years, 8 months ago)
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Deidre Brock (Edinburgh North and Leith) (SNP)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The transport decarbonisation plan will set out transport’s contribution to net zero. We are also delivering ambitious international COP26 campaigns.
Deidre Brock [V]
When does the Minister consider that there will be enough public charging points available for electric-powered vehicles to ensure that no domestic user requires an internal combustion engine? I would settle for her best estimate of when urban motorists could be fossil-free. How quickly does she think the network can be built?
Rachel Maclean
We have ambitious plans to meet our target dates of phasing out the sale of new petrol and diesel cars by 2030. At the moment, a driver is never more than 25 miles away from a rapid charge point anywhere on England’s motorways, and there are 36 rapid charge points available per 100 miles, but we obviously need to go further. We are working through our rapid charging fund and we will make further announcements very shortly on this topic.
Kerry McCarthy (Bristol East) (Lab) [V]
We know that the Government’s road-building expansion will lead to an estimated 270,000 additional tonnes of carbon entering the atmosphere by 2032. However, in an answer to a recent question, the Minister told me that she was content that the Government’s road-building expansion programme was compatible with the net zero target. Will she tell me how she reached that view when the Secretary of State overruled his own civil servants on the need to conduct an environmental review of the policy? And does she agree that if the Government are serious about reaching net zero and setting an example before COP26, that review should be carried out now?
Rachel Maclean
I thank the hon. Lady for her question. She will know that we are serious about decarbonising the entire transport sector. We will publish our transport decarbonisation plan in spring this year, as we have committed to do, which will set out how we will decarbonise the entire sector, including roads. I just say to her that, of course, we do need roads, but we want the vehicles driving on them to be electric, and we are investing in electric vehicles—cars, vans, buses and lorries.
Gavin Newlands (Paisley and Renfrewshire North) (SNP) [V]
Over a year has gone and we have seen neither hide nor hair of this transport decarbonisation plan, or the national bus strategy, or the £3 billion on green buses. In contrast, Scotland is fast becoming a world leader in transport decarbonisation, with higher take-up of electric cars, an impressive charging network, actual investment in electric buses, on which everyone under the age of 22 is now able to travel free, and a much praised rolling rail electrification scheme. Spring is an elastic term in parliamentary terminology. When will we actually see the decarbonisation plan, and when will we actually see zero-emission buses being ordered?
Rachel Maclean
I remind the hon. Gentleman that we have invested £2.8 billion to support the transition to electric vehicles, and a lot of that money has gone to Scotland. The funds for the plug-in car grants are available UK-wide, and, as I said, we will publish the transport decarbonisation plan in spring, as we have promised.
Marco Longhi (Dudley North) (Con)
Andrew Jones (Harrogate and Knaresborough) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
By 2035, all new cars and vans need to be zero emission at the tailpipe. We are investing £2.8 billion to support this transition.
Virginia Crosbie
Pentraeth Automotive on my island constituency of Ynys Môn is at the forefront of electric vehicle provision locally. Will the Minister consider providing support so that businesses like Pentraeth Automotive can retrain their skilled mechanics to ensure that electric vehicles can be maintained safely?
Rachel Maclean
My hon. Friend is absolutely right that the UK is at the forefront of the electric-vehicle industry, and I want her constituency to play its part. We are working with the Institute of the Motor Industry to ensure that the UK’s mechanics workforce is well-trained and has the skills needed to safely repair electric vehicles. Through consultation with the automotive sector, the IMI has developed Techsafe, a register and professional standard for electric vehicle technicians that the Office for Zero Emission Vehicles has endorsed.
Stephen Metcalfe [V]
To be able to truly embrace the EV revolution, does my hon. Friend agree that there needs to be a comprehensive network of on-street residential charging points close to where people live, especially where they have no dedicated parking space? Will she work with local authorities to start this work now, so that that is one less barrier to EV adoption?
Rachel Maclean
My hon. Friend is absolutely right and we are already working closely with local authorities. Our on-street residential charge point scheme has so far supported more than 105 different local authorities to fund more than 3,800 charge points. We have recently announced that £20 million will be made available under this scheme for the year 2021-22. We are working so closely with local authorities to ensure the maximum take-up of the scheme, because we do not want a lack of charging infrastructure to be a barrier to anyone wanting to transition to an EV.
Andrew Jones
Following on from the previous question, that charging infrastructure concern can be a barrier to purchase. We know that most owners of electric cars charge their vehicles at home. That often relies on their having a garage or drive, which is not always appropriate or possible in a block of flats or in a very urban area.
Will my hon. Friend keep the House updated on progress on charging facilities in the more built-up urban areas, because that is absolutely critical if we are to see significant take-up of these vehicles?
Rachel Maclean
I thank my hon. Friend for his question. He is absolutely right that we need to tackle all these barriers, which is why we have recently announced that we are changing the criteria for our EV charging schemes to include small businesses, leaseholders and those in rented accommodation, especially flats, to accelerate uptake. Worth up to £50 million, the updated schemes will complement a further £20 million that we are providing for our on-street charging scheme.
Sam Tarry (Ilford South) (Lab)
I am pleased to hear the Minister talk about electric vehicles, but the reality is that we have seen little in the way of concrete measures from this Government. We were promised 4,000 zero-emission buses by 2025, but we have heard little more about that—or, indeed, about the national bus strategy, which was expected months ago and has still yet to materialise.
It has now been a year since the Government published their transport decarbonisation plan. The Secretary of State himself said that
“Climate change is the most pressing environmental challenge of our time”,
yet all we have had is dither and delay. Although last week’s Budget saw the Chancellor freeze fuel duty for the 11th year running, costing the taxpayer about £1 billion and flying in the face of the commitment to tackle carbon emissions, this Government have a legal obligation, lest we forget, to achieve net zero carbon emissions by 2050. When will they start delivering?
Rachel Maclean
Let me politely disagree strongly with the hon. Gentleman on the Labour Front Bench. I would need longer than this one simple question to answer the allegations that he has put to me. Shall we start with the Prime Minister’s 10-point plan? Shall we also refer to the transport decarbonisation plan, which, as I have now said three times, we will publish in the spring. The national bus strategy, as my colleagues have reminded me, will be brought forward very shortly. Not only that, but we are installing charge points up and down the country. We have already committed to phasing out petrol and diesel cars by 2030. We are leading the world in this fight against climate change, and we will continue to do so.
Neil Coyle (Bermondsey and Old Southwark) (Lab)
Commercial Spaceflight
Rachel Maclean Excerpts(3 years, 8 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
On Friday 5 March 2021, I published the Government’s response to the consultations which were held in the summer and autumn of 2020 on the secondary legislation which will implement the Space Industry Act 2018. We sought views on the operability and effectiveness of the draft space industry regulations and associated guidance and supporting documents (July); as well as the Government’s approach to liabilities, insurance and charging (October). We also asked respondents to provide evidence and test the assumptions in the consultation-stage impact assessment.
This Government are committed to growing the space industry in the UK and cementing our leading role in this sector by unlocking a new era in commercial spaceflight across the UK. The draft space industry regulations, together with draft instruments covering accident investigation and appeals, will pave the way for a new commercial licensing regime for spaceflight activities from the UK. It will support safe and sustainable activities that will drive research, innovation and entrepreneurship, exploiting the unique environment of space. This will feed into our emerging national space strategy as we develop our priorities for levelling up the UK and promote the growth of this thriving sector in the long term.
We also recognise the importance of ensuring that the environment is protected from the adverse effects of spaceflight activities. This is why the Space Industry Act 2018 requires applicants for a launch or spaceport licence to submit an assessment of environmental effects as part of their application. We also published a consultation on 10 February, setting specific environmental objectives for the spaceflight regulator to take account of when considering these assessments, reinforcing Government’s wider policies towards the environment and sustainability.
Our spaceflight legislation has been designed from the outset to support commercial operations. This, together with the technology safeguards agreement signed with the US in June 2020, means that the UK is well placed to attract new commercial opportunities in this rapidly growing sector. Together with industry we set a target to grow the UK’s share of the global space market to 10% by 2030. Today we are a step closer to reaching this goal.
The Government welcome the thoughtful and detailed responses received from across the four nations of the UK. Invaluable insights were provided by those who responded to the consultation and included enthusiastic responses from schoolchildren. We are pleased to report that our modern regulatory framework was supported by the vast majority of respondents, with many applauding the flexibility of our proposed approach, which fosters adaptability through an outcomes-based focus.
The response I am sharing today sets out the ways we have adjusted the draft space industry regulations and associated guidance material to reflect, and where possible accommodate, the suggestions and recommendations made through the consultation process. We believe that this collaborative approach will not only strengthen the licensing regime we are implementing, but demonstrates the Government’s ongoing commitment to growing this exciting sector.
My Department has worked closely with the Department for Business, Energy and Industrial Strategy, the UK Space Agency and Civil Aviation Authority to legislate for a wide range of new commercial spaceflight technologies, including traditional vertically launched vehicles, air-launched vehicles and sub-orbital spaceplanes and balloons. It is our intention to bring this legislation before the House later this year.
Next steps
Following the publication of the Government’s response I will update the House once we are ready to submit the secondary legislation for parliamentary scrutiny.
[HCWS827]
Spaceflight Regulator: Environmental Objectives
Rachel Maclean Excerpts(3 years, 9 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I am today publishing the consultation on the Government’s environmental objectives which the spaceflight regulator will take into account when exercising its spaceflight functions under the Space Industry Act 2018. We are also consulting on the associated guidance to the regulator on how the Government expect it to interpret these environmental objectives. Responses to the consultation are sought by Wednesday 24 March 2021.
This Government are committed to growing the space sector in the UK and cementing our leading role in this sector by unlocking a new era in commercial spaceflight across the UK. Government and industry have set a target to grow the UK’s share of the global market to 10% by 2030. The UK space sector directly employs 41,900 people and contributes £5.7 billion to UK gross domestic product (GDP). The space sector will need another 30,000 people if it is to achieve its ambition to secure 10% of the world market by 2030. To support this, our spaceflight programme will enable commercial spaceports to be established in the UK that will facilitate a variety of spaceflight activities, including vertical and horizontal satellite launch and sub-orbital spaceflight. Growing the UK’s launch capability will help bring new jobs and economic benefits to communities and organisations right across the UK, as well as inspiring the next generation of space scientists and engineers. Harnessing the opportunities provided by commercial spaceflight will feed into our emerging national space strategy, the Government’s agenda to level up the UK, and global Britain.
Access to space and the use of space-based technology also brings many benefits to the environment, allowing us to, for example, observe weather patterns, monitor climate change, manage natural resources, and monitor for harmful activities such as illegal deforestation, fishing and animal poaching. The UK space sector has an established world-class satellite manufacturing capability and technical expertise, which already makes a significant contribution to global efforts to monitor and understand the Earth’s environment. For example, the 2018 British-built satellite Aeolus is used to revolutionise the accuracy of weather forecasting, providing benefits to all citizens on Earth.
The introduction of commercial spaceflight to the UK will have environmental implications at the global, national, regional and local level. The objectives and guidance recognise that to deliver the Government’s economic, social and environmental objectives, we need to balance mitigating the potentially negative environmental impacts of spaceflight activities with enhancing the strong contributions commercial spaceflight can make to both the economy and our local and global efforts to monitor the environment.
The Space Industry Act 2018 requires applicants for a spaceport or launch operator licence to submit an assessment of environmental effects (the assessment) as part of their licence application. The objectives and guidance that Government propose setting explain how the spaceflight regulator will take into account the assessment when deciding licence applications and setting licence conditions.
We have worked with environmental agencies, public bodies and Government Departments to ensure coherence with our national and international policies and obligations.
Our intention is to have these objectives in place by the time the secondary legislation and guidance—on which we consulted on 29 July 2020—comes into force this summer and the regulator begins receiving and assessing applications.
[HCWS776]
Draft Community Infrastructure Levy (Amendment) (England) Regulations 2021
Rachel Maclean Excerpts(3 years, 9 months ago)
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The Chair
Everybody is already distanced, mask wearing and everything, so I just remind the Committee that Hansard would be very grateful if any speaking notes can be sent to hansardnotes@parliament.uk.
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the draft Community Infrastructure Levy (Amendment) (England) Regulations 2021.
Sir Graham, it is a great pleasure to serve under your chairmanship, and I welcome all right hon. and hon. Members to this important debate. These draft regulations make a discrete amendment to regulation 60 of the Community Infrastructure Levy Regulations 2010 to enable borrowing to fund Crossrail.
If these draft regulations are agreed, the effect will be an extension of the duration for which community infrastructure levy receipts can be collected by the Mayor of London to fund capital borrowing for Crossrail. Consequently, the Greater London Authority will be able to borrow against future CIL receipts to fund the completion of the Crossrail project. The funding provision inserted into the 2010 CIL regulations, as amended by this instrument, will allow CIL receipts in London to be collected for the purposes of Crossrail until 31 March 2045. This amendment solely affects CIL collected in London, and the borrowing will be limited to funding Crossrail only.
Crossrail is of national importance. It may be situated in London, but the benefits are and will continue to be felt across the UK. Once completed, the Elizabeth line will run from Reading and Heathrow in the west through 42 km of new tunnels under London to Shenfield and Abbey Wood in the east. The new railway, to be operated by Transport for London, will be fully integrated with the existing transport network, along with future High Speed 2 services arriving at Old Oak Common. Crossrail continues to support the wider economy, creating 55,000 full-time jobs, 1,000 apprenticeships and 70,000 supply chain opportunities. The majority of contracts—96%—have been awarded to UK companies, and 62% of those suppliers are based outside London.
In August 2020, Crossrail Ltd announced that the central section between Paddington and Abbey Wood is expected to open in the first half of 2022. It also estimated that the cost to complete the project could be up to £1.1 billion more than forecast. That is in addition to the £2.15 billion funding package agreed by the Government, the Mayor and TfL in December 2018. We are disappointed by the delays the project has faced and the need for additional funding.
On 1 October 2020, TfL implemented new Crossrail governance, bringing the project directly under TfL’s responsibility. The transport commissioner is now ultimately accountable for the delivery of the railway, including managing costs. That will benefit the trial running and trial operation phases of the project in anticipation of services opening to the public.
However, we should not forget that the operational benefits of Crossrail are being felt. New Crossrail trains are already improving journeys for passengers from Paddington to Reading and Heathrow airport, as well as between Liverpool Street and Shenfield. Many national rail stations along the route have seen significant upgrades by Network Rail.
To support the completion of Crossrail, on 1 December last year the Government announced that an additional £825 million of borrowing had been made available to the GLA to be repaid by 2043, using two London-specific funding schemes, which are both dedicated to Crossrail: the business rate supplement, which runs until 2041, and a community infrastructure levy, which currently runs until 2033.
The amendment to the 2010 regulations contained in this statutory instrument is our focus today. Its approval is necessary to extend the period for which CIL can be collected for the purposes of Crossrail until 2043, allowing the GLA to repay the additional Crossrail borrowing. A further funding shortfall may remain after that additional borrowing has been fully utilised. Any shortfall will be subject to further discussions between the Government, TfL and the GLA. The TfL commissioner remains confident that the project can be delivered within the additional £825 million borrowing, and I welcome his commitment to managing costs.
I conclude my remarks by reminding the Committee that the Crossrail project continues to support jobs and apprenticeships right across the UK. Once open, it will transform the travel experiences of 200 million passengers a year. It will also help to deliver significant benefits to the UK economy, supporting economic growth at a critical time. It is vital the project is completed as safely and as quickly as possible to release those benefits. By approving the draft regulations, the Committee will support the delivery of Crossrail.
Rachel Maclean
I thank the Committee for its consideration of the regulations, and I thank the hon. Member for Ilford South for his support of the statutory instrument. I agree that this is not the place to discuss the wider finances of Crossrail and Transport for London, but I put on the record that the Mayor of London has actually delayed the opening of Crossrail for more than three years, forgoing considerable revenue in the bargain, and has mismanaged the finances, leaving the project’s budget with a £275 million hole.
Today, however, we are considering the statutory instrument. It is a vital part of the December 2020 funding package for Crossrail, to place the project and Crossrail Ltd on a stable financial footing, which is something that we all agree with. We have agreed that the GLA will borrow additional funding to meet Crossrail costs overruns. The instrument will extend the period for which the GLA can use the community infrastructure levy in London to repay sums borrowed for Crossrail, ensuring that it has the funding necessary to complete the project and open to the public. I hope that the Committee has found the sitting informative and will join me in supporting the regulations.
Question put and agreed to.
Driving Tests: High Wycombe
Rachel Maclean Excerpts(3 years, 9 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I thank my hon. Friend the Member for Wycombe (Mr Baker) for securing this debate, and also for the incredibly informative way he has laid out the case for the continuation of driving tests in High Wycombe, which has left no Members of the House in any doubt about his passion on the subject—we would expect nothing less from him, of course. I know that he has been engaging closely with the Transport Secretary and with our noble Friend the Minister in the other place on this issue in recent weeks, making the case for the importance of retaining the ability to conduct tests in High Wycombe. I also want to put on the record my thanks to the driving instructors he has been discussing the matter with.
My hon. Friend has made very clear to us the impact on his constituents of having to undertake long journeys to alternative testing sites, were there not to be any testing sites available in High Wycombe. He has mentioned the financial and environmental impacts of people having to take long journeys to access alternative sites. He made a very good point about the importance of not forgetting that levelling up applies to every constituency in the country, not just those we traditionally think it might do.
I am very pleased to conform from the Dispatch Box today that, as a result of my hon. Friend’s efforts, and the hard work and dedication that he has put into the campaign, the Driver and Vehicle Standards Agency is progressing a proposal to maintain driving tests in High Wycombe. The agency is at an advanced stage of discussions with a new landlord. As he has already laid out, the current driving test centre in High Wycombe is a large two-storey industrial estate on the Cressex busines park. The site can accommodate 15-plus driving examiners. However, the demand for tests at High Wycombe from customers means that just two examiners work there permanently. The accommodation is much too large, and it attracts high running costs, as he has acknowledged. It makes little financial sense to the DVSA or its customers to continue operating out of such a site.
The DVSA has a tried and tested procedure for when it needs to vacate a driving test centre. That is why, in September 2020, it began stakeholder engagement with those who could be affected. The pandemic ruled out the possibility of a face-to-face meeting. However, I am pleased to say that the agency was able to hold an online meeting in October 2020 for many of those affected—including, no doubt, many of the driving instructors my hon. Friend has been talking about. The DVSA explained during that meeting why it was necessary to take advantage of the lease break at the Wellington Road site and, while it was confident it could service demand at other nearby driving test centres, the DVSA said it would consider low-cost alternative options to enable it to continue offering a local service in High Wycombe, were any such premises available. The DVSA recognises the concerns of local driving instructors in High Wycombe, and it understands fully their determination to maintain a driving test centre there. It is very grateful to the instructor community for engaging with it to help it look for low-cost alternative premises.
As I mentioned earlier, the DVSA is now progressing with a proposal to maintain driving tests. I am sure my hon. Friend will be further pleased to know that these premises are also located on the Cressex business park, which is the location of the existing driving test centre. That would mean minimal disruption during the transition from the old premises to the proposed new site. The DVSA is keen to keep to a minimum any break in service between the closure of the existing centre and the opening of the new one, but this will be subject to a number of factors, such as planning, over which the DVSA has no control. Naturally, I understand that my hon. Friend would want to know exactly how long that period is going to be; in fact, I think he might be wishing to ask me that question.
Mr Baker
I just want to say how absolutely delighted I am that the Minister has confirmed that we will continue to have driving tests. It is fantastic news, and I pay tribute to the driving instructors for the brilliant campaign they have run, all the research they have done, and their engagement with DVSA. I will just put on the record that I very much hope that Buckinghamshire Council will look favourably on this planning application; if they did not, I think local residents would be extremely surprised. I thank the Government very much for what they have done.
Rachel Maclean
I welcome my hon. Friend’s remarks, and associate myself with his comments about Buckinghamshire Council. To be clear, that is a matter for the local planners, not for me, but we will of course work very closely with my hon. Friend on the questions he has raised with me, specifically about the length of the lease. We will also keep him informed about any progress in determining the final securing of these premises for driving tests in High Wycombe.
In closing, I am pleased to again put on record my thanks to my hon. Friend. As a result of the campaign that he and the local community have run, the DVSA is at an advanced stage of discussions with a landlord of premises on the Cressex business park in High Wycombe for a new driving centre there. I thank you very much for the opportunity to discuss this matter in the Chamber this evening, Mr Deputy Speaker.
Mr Deputy Speaker (Mr Nigel Evans)
An Adjournment debate with a happy ending. Congratulations to all involved.
Question put and agreed to.
Covid-19: Extension of Driving Theory Test Certificates
Rachel Maclean Excerpts(3 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I thank the hon. Member for Glasgow East (David Linden) for securing this important debate, which I am sure is being watched closely by many drivers up and down the country. The covid-19 pandemic has been an unprecedented challenge for us all, and following the announcement of national lockdown restrictions to help stop the spread of coronavirus, the Driver and Vehicle Standards Agency has once again had to suspend all routine theory tests and practical driving tests until restrictions are lifted. The hon. Gentleman fully outlined the resultant challenges for learners, and I assure him that I understand those challenges. He also recognised that Ministers have had to balance a number of conflicting issues when making decisions on these matters and many others. On the advice of scientific advisers, we need to take action to protect the NHS and save lives.
The requirement to undertake a driving theory test before a practical driving test is set out in the Motor Vehicles (Driving Licences) Regulations 1999. The theory test is administered by the DVSA and has two elements: first, an assessment of the learner’s knowledge and understanding of the rules of the road and safe driving, comprising 50 multiple-choice questions, of which candidates must answer 43 correctly to pass; and secondly, the hazard perception test, to which the hon. Gentleman referred and which is an assessment of the learner’s ability to identify developing hazards, with 75 points available, of which candidates must score 44 to pass. Candidates must pass both elements during the same theory test.
Regulation 47(6) states that a theory test certificate has a validity period of two years. The maximum duration of two years between the passing of a theory test and the taking of a subsequent practical test is in place to ensure that a candidate’s road safety knowledge and ability to identify developing hazards is current. It is set in legislation and we currently have no plans to lay further legislation to extend it. I realise, of course, that that will affect and disappoint some learners—including the hon. Gentleman—and driving instructors, for understandable reasons, but it is nevertheless important that road safety knowledge and hazard perception skills are up to date at the critical point at which a candidate drives unsupervised for the first time.
Those with expiring theory test certificates will have taken the theory test in early 2019; since then, unfortunately, their lessons and practice sessions will have been significantly curtailed during recent lockdowns, and it is likely that their knowledge base will have diminished.
David Linden
I have a huge amount of respect for the Minister, but she will be aware that it is possible for someone in this country to have taken a driving test, say, 20 years ago and never to have driven in that 20-year period, but they will still have a valid licence and can get into a car and drive off. How does she reconcile that with the argument she is making?
Rachel Maclean
The hon. Gentleman temps me into a broad discussion that it would not be appropriate for me to undertake at this point, because we are discussing the particular issue of extending the theory test. I want to do full justice to this issue, and I will answer the questions that he has asked.
As I was saying, learner drivers will have had their practice sessions significantly curtailed. It is vital that we ensure that new drivers have current relevant knowledge and skills—that is a vital part of the preparation of new drivers, who are disproportionately represented in casualty statistics. That is an important point and one relevant to the point the hon. Gentleman just made. A 2008 study by the Transport Research Laboratory indicated that one in five new drivers had a collision within their first year of driving unsupervised. I am sure the hon. Gentleman would agree that that is a high proportion. The Transport Research Laboratory also found that the hazard perception test is linked to a measurable reduction in some accidents. Those with higher scores on the test have safer records as new drivers.
The DVSA has not stood still on this issue: following a series of improvements to the learning and testing process, a 2017 revaluation found that only one in 11 new drivers had a collision within the first six months. Although that is a significant improvement, we cannot afford to be complacent about road safety and the risks to new drivers.
There will be those who ask—the hon. Gentleman made this argument powerfully—why the theory test expiry date cannot be extended in the same way as MOT certificates were extended during the first lockdown. The hon. Gentleman asked me to address this point, suggesting that it is a quick fix. Unfortunately, driver theory testing and MOT testing represent different issues in terms of the underlying legislation, road safety risk and potential risk of covid-19 transmission. For that reason, they cannot be directly compared.
The hon. Gentleman also asked me specifically why, if the Government of Northern Ireland have made the decision, we cannot do the same thing. We have, of course, looked at the matter and considered it as part of our deliberations, but ultimately such matters are devolved to the Government of Northern Ireland and it is rightly a decision for them.
As the hon. Gentleman will know, the MOT due dates for cars, motorcycles and light vans were automatically extended by six months from 30 March 2020 to help prevent the spread of covid-19. Drivers at that time, however, were advised that all vehicles must continue to be properly maintained and kept in a roadworthy condition.
The DVSA’s focus should rightly be on developing solutions to address the availability of theory tests and the backlog of practical driving tests that has arisen as a result of the pandemic. I am aware of proposals to allow approved driving instructors to sign off their learner and issue driving test pass certificates. Unfortunately, that is not possible. The Motor Vehicles (Driving Licences) Regulations 1999 require driving test examiners to pass an examination before being authorised by the Secretary of State to conduct practical driving tests. The Road Traffic Act 1988 allows a full driving licence to be issued only if the person has passed the test of competence to drive.
To increase the availability of theory tests, which I know the hon. Gentleman is concerned about, the DVSA has extended theory test centre opening times where possible and extended the booking window from three months to four months to give candidates more choice of available dates.
Ben Lake (Ceredigion) (PC)
On the point about increasing the availability of theory tests in future to deal with the anticipated backlog, will the Minister consider, certainly in some rural areas such as Ceredigion, looking at introducing perhaps even temporary theory centres? At the moment, if somebody lives in Lampeter, not only did they lose the practical test centre two years ago, but they face a 50-mile round trip to attend the theory test centre. Will she consider that?
Rachel Maclean
I assure the hon. Gentleman that we want to ensure that theory tests are available to all candidates. I will certainly consider the matter that he raised and discuss it with my honourable colleague in the other place.
I assure hon. Members that once testing can resume safely, the DVSA will continue to work closely with Pearson, the provider, to monitor demand and explore ways in which it can further expand testing capacity and reduce waiting times. We are very focused on social distancing at those test centre sites, the wearing of face coverings and using physical screens between test booths.
David Linden
The Minister is being very kind in giving way once more. There is also this issue: if the Government are so insistent—as it sounds like they are today—on ensuring that people have to go back and resit an exam that they have already passed, will they at least waive the £23 fee? That strikes me as being a reasonable compromise at this stage. Are they willing to consider that?
Rachel Maclean
Of course, we have considered this issue. The current view is that, actually, the candidate whose theory test certificate has expired will have received the service for which they paid the fee. If we are to waive that fee for subsequent tests, someone has to pay, and ultimately, that has to be paid for by the taxpayer, so that is not a decision that we are taking at this time.
So what are we doing to increase the number of driving tests available to tackle the backlog once it is safe for tests to resume? Some of the measures include offering overtime and annual leave buy-back to examiners, asking warrant card holders who are qualified to carry out tests to do so and conducting out-of-hours testing. A recruitment campaign is also under way to increase the overall number of driving examiners available for testing. The DVSA will continue to assess further options for increasing testing capacity and is committed to reducing the backlog as quickly as possible.
David Linden
If I understand things correctly, the Government are going to try to bring in other examiners. Given that this whole debate is about current knowledge, will the Minister clarify that the examiners who will be brought in will have their knowledge refreshed before they pass judgment on people?
Rachel Maclean
Yes, of course. All these measures will be taken according to road safety and the regulations and standards that we rightly expect the DVSA to abide by.
I would like to address again the points that the hon. Gentleman made on the refund of fees. While I have said that the candidate whose theory test certificate expires will have received the service for which they pay the fee, if a practical test is already booked at the time when the theory test expires, the DVSA will refund the fee for the practical driving test. I hope that he would welcome that approach.
It is also important to put on record that during the current lockdown, the DVSA is offering a mobile emergency worker testing service in England and Wales. This is a limited service, and it is restricted to candidates working in the NHS, health and social care and public bodies involved in work responding to threats to life.
To conclude, I understand very well the impact the pandemic is having on individuals and businesses, and I am grateful to all learners and training providers for their continued patience during this challenging time. Keeping Britain’s roads safe must remain our priority. The decision has been made not to extend theory test certificates, and learners will need to pass another theory test if their certificate expires. In closing, I hope that with the engagement I have mentioned, I have been able to offer some reassurance to address the hon. Gentleman’s concerns.
Question put and agreed to.
Oral Answers to Questions
Rachel Maclean Excerpts(3 years, 10 months ago)
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Layla Moran (Oxford West and Abingdon) (LD)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The project is paused and no work is being done on it. We are considering how other transport interventions can best support growth and jobs in the Oxford to Cambridge arc.
Layla Moran [V]
Residents in Oxfordshire, who are strongly opposed to the Oxford to Cambridge expressway, are worried that while the expressway is officially paused, it seems that parts of the road project are going ahead, but in smaller chunks. One expressed it as “expressway by stealth”. Can the Minister tell us how many subsections of the expressway project are in their planning stages, and does “pause” mean that “go” is still an option?
Rachel Maclean
I can assure the hon. Lady that the Government have announced plans to develop with local partners a long-term spatial framework, and that it is along the lines of the 25-year environment plan to build beautiful and sustainable places in her community and in the whole region. Consultation with local residents and herself is central to achieving this vision.
Felicity Buchan (Kensington) (Con)
Rachael Maskell (York Central) (Lab/Co-op)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The Government strongly agree that investment in cycling and walking infrastructure delivers benefits to national and local economies, better public health and cheaper travel. That is why, as Members will have heard my colleague just set out, the Prime Minister has announced the biggest ever funding boost to cycling and walking— a total package of £2 billion.
Rachael Maskell [V]
As our high streets struggle and, ironically, York’s Green-Lib Dem council is waving through new car park developments, which will suck even more cars into York, Living Streets’ work on “The Pedestrian Pound” is certainly the antidote, showing that pedestrianisation and investment in the public realm will drive up footfall by up to 35% and retail sales by a similar proportion. Will the Minister work with me to realise York’s potential as a car-free city, so that my community can reap the environmental, social, health and economic benefits of walking, cycling and active travel?
Rachel Maclean
I very much thank the hon. Lady for the way in which she is championing active travel in the city of York, and the Department strongly shares that ambition. For example, she will know of the electric park and ride service that has been delivered, thanks to funding from the Department. We very much look forward to continuing those conversations with her.
Alec Shelbrooke (Elmet and Rothwell) (Con)
Michael Fabricant (Lichfield) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
We have rolled out a large-scale haulier communications campaign, opened 46 information and advice sites around the country and published our haulier handbook in 14 languages—all the languages that hauliers will be speaking when they come to the UK. We are also offering free covid-19 testing for hauliers at many of our information and advice sites.
Michael Fabricant [V]
My hon. Friend may well know about the Road King truck stop, which is along the A5, not far from Burntwood. I was going to ask her a question about what work she is doing, but she has already answered it, so instead I will ask her this: when we are allowed to do so, will she join me for breakfast at the Road King?
Rachel Maclean
How could I possibly turn down such a wonderful invitation? I can tell my hon. Friend that I have already visited an information and advice site in Hopwood. It is a fantastic service, and there are thousands of hauliers visiting these sites up and down the country, including the Road King at Cannock. I would like to join him there, and hopefully he can tell me what the best breakfast is.
Kerry McCarthy (Bristol East) (Lab) [V]
I am afraid that my question for the Minister might be slightly tougher to answer. As she knows, the new three-stop limit will be devastating for UK hauliers working with touring musicians or on events that involve multiple stops in EU countries. This is such an important sector for the UK, and it has already been hit so hard by covid. Can the Minister at least acknowledge today that the Government’s failure to seek an exemption during the negotiations was a massive own goal? Will the Government get back round the negotiating table and sort this out before the summer, when we all hope that the live music scene will be open once again for business?
Rachel Maclean
We certainly share the hon. Lady’s desire to see the live music scene open once again in this country. The trade and co-operation agreement that the Government have negotiated with the EU is an excellent deal for our hauliers that allows 95% of haulier movements to continue as they did before. All hauliers who carry out work for a commercial purpose in the EU will be subject to the provisions of the UK-EU trade and co-operation agreement. It is really important to put on the record that during negotiations with the EU, the Government proposed exemptions for specialist hauliers such as the ones she referred to due to the nature of their businesses, but unfortunately the EU did not agree to those asks. However, because we recognise the important impact that this will have, we continue our discussions.
Joy Morrissey (Beaconsfield) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The Department is committed to providing improvements for all road users. It is providing over £2.7 billion for the maintenance of England’s local highway network outside London over 2020-21 and 2021-22, and as part of road investment strategy 2, it is providing £4.1 billion for capital renewals on the strategic road network in England over the next five years.
Joy Morrissey [V]
Too many roads in Beaconsfield, Iver and Denham in my constituency are blighted with potholes. As my hon. Friend is well aware, we want to see our potholes mended. Can the Minister confirm that the Government are still on track and committed to investing £500 million every single year in tackling potholes, and will the Minister commit to meet me to discuss further how we can tackle potholes together?
Rachel Maclean
I thank my hon. Friend so much for raising this issue. Every single Member in the Chamber is supportive of this question, because we all know how important this is to our constituents’ daily lives. I can happily confirm to my hon. Friend that that is absolutely the case: Budget 2020 announced £2.5 billion in total for the pothole fund, providing £500 million this year to local highway authorities in England for tackling potholes and £500 million each year for the next four years. I am sure that my noble Friend in the other place who deals with this matter would be delighted to meet her to discuss the matters in Beaconsfield.
Jeff Smith (Manchester, Withington) (Lab)
DRIVERS' HOURS AND TACHOGRAPHS (AMENDMENT) REGULATIONS 2020
Rachel Maclean Excerpts(3 years, 10 months ago)
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The Chair
Before we begin, I remind Members to observe social distancing and to sit only in the places that are clearly marked. I also remind Members that Mr Speaker has stated that masks should be worn in Committee, except when Members are speaking. Hansard colleagues would be most grateful if Members could send their speaking notes to hansardnotes@parliament.uk. I call the Minister to move the motion.
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the Drivers’ Hours and Tachographs (Amendment) Regulations 2020 (S.I., 2020, No. 1658) (S.I., 2020, No. 1658).
It is a pleasure to serve under your chairmanship, Mr Mundell. Following the UK’s decision to leave the EU in the 2016 referendum, the Government have worked hard to develop a positive future relationship with the EU, and we continue to build on that relationship. As part of this effort, the Department for Transport prepared for a range of potential outcomes of the negotiations. That included making a number of EU exit statutory instruments during the last few years, in order to prepare for a no-deal outcome.
On 24 December 2020, an agreement was successfully reached with the European Union in the form of the EU-UK trade and co-operation agreement. The European Union (Withdrawal) Act 2018 retained directly applicable EU legislation as UK law on implementation period completion day, which was 31 December 2020. That included the EU drivers’ hours and tachograph regulations, providing continuity and certainty to industry and consumers. Some amendments to those regulations were required, to ensure that the legislation continued to function effectively on 31 December 2020, which was the implementation period completion day. That was done via an EU exit statutory instrument: the Drivers’ Hours and Tachographs (Amendment etc.) (EU Exit) Regulations 2019, which amended the retained EU drivers’ hours and tachograph regulations to correct inoperabilities on the implementation period completion day. It also amended domestic legislation to make the retained drivers’ hours and tachograph regulations enforceable.
For the benefit of Members who might not be aware of the detail, I shall make a few remarks about the EU drivers’ hours rules, which have been retained by the European Union (Withdrawal) Act 2018. The rules are central to keeping our roads safe and ensuring driver safety. The rules set maximum driving times, and minimum break and rest times, for most commercial drivers of both lorries and coaches. For example, the rules mean that a driver must take a 45-minute break after 4.5 hours of driving, and daily driving time is normally limited to nine hours.
The consequences of driving any vehicle when fatigued can be catastrophic, and the potential risks associated with heavy commercial vehicles are particularly severe. Drivers’ hours rules are enforced by the Driver and Vehicle Standards Agency and the police at targeted roadside checks, and by visiting operators’ premises. The principal tool used by enforcement officers is the record generated by the tachograph, a device installed in relevant vehicles that records the driving, rest and break times of individual vehicles and their drivers. The retained EU tachograph regulation mandates the use of tachographs by relevant drivers.
The regulations were urgently laid before the House on 31 December under the European Union (Future Relationship) Act 2020. They ensure that rules relating to drivers’ hours and tachographs can continue to be enforced in Great Britain and Northern Ireland in respect of vehicles that are engaged in commercial road transport under the terms of the EU-UK trade and co-operation agreement. The regulations amended domestic legislation to ensure that the roads chapter in the trade and co-operation agreement, which covers the drivers’ hours and tachograph rules that are applicable to journeys between the UK and EU from 1 January 2021, can be enforced. It does so by providing that the EU drivers’ hours regulation and the EU tachographs regulation, which are retained in domestic legislation, will apply to journeys between the UK and EU. The drivers’ hours and tachograph rules are important for public and driver safety, and the statutory instrument is required to ensure that such rules can continue to be enforced effectively. The policy area of drivers’ hours is devolved with respect to Northern Ireland. While, for the sake of efficiency, this SI makes amendments to the retained EU regulations on a UK-wide basis, that does not affect the devolved nature of the policy.
In summary, the regulations are essential to ensuring that the drivers’ hours and tachograph rules applicable to journeys between the UK and EU member states under the trade and co-operation agreement are enforceable. The rules are at the heart of the road safety regime for commercial vehicles. I am sure hon. Members share my desire to avoid any disruption to the proper enforcement of those rules, and I hope they will join me in supporting the regulations, which I commend to the Committee.
Rachel Maclean
May I join the hon. Lady in her comments about the importance of hauliers and the road haulage sector? We have all relied on them throughout the pandemic to move goods around the country, and we are all incredibly grateful to them. I further thank her for her support for the regulations which, as she clearly set out, are vital.
The hon. Lady made some broader comments—I am sure they will be well rehearsed in the Opposition day debate that I think is under way in the Chamber right now—and I will merely say that these are temporary measures that absolutely do not represent any watering down or any plans to reduce workers’ rights or protections now that we have left the EU. On the broader picture of the border and how it is operating, it is operating well at the moment, but we continue to work closely with the sector to resolve any issues as they come up. I hope the Committee has found the debate informative and will join me in supporting the regulations.
Question put and agreed to.
Dartford-Thurrock Crossing: Annual Accounts 2019-20
Rachel Maclean Excerpts(3 years, 10 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
My noble Friend, the Parliamentary Under-Secretary of State for Transport (Baroness Vere of Norbiton) has made the following ministerial statement:
Under regulation 3 (1) (d) of the Trunk Road Charging Schemes (Bridges and Tunnels) (Keeping of Accounts) (England) Regulations 2003, annual accounts for the Dartford-Thurrock crossing charging scheme are published today. The accounts relate to financial year 2019-20 and will be placed in the Libraries of both Houses.
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