Oral Answers to Questions
Debate between Chris Heaton-Harris and Daniel Zeichner(3 years, 1 month ago)
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Daniel Zeichner (Cambridge) (Lab)
The Minister of State, Department for Transport (Chris Heaton-Harris)
The Ministry for Housing, Communities and Local Government has recently carried out a review on the progress of the devolution deal, and I understand that the outcome of that will be announced in due course.
Daniel Zeichner [V]
In the Budget last week, Cambridgeshire and Peterborough was the only mayoral authority not to get money from the intra-city transport settlement. We are still awaiting the blocked £45 million in housing funding, and we got just 75% of the indicative amount for active travel, when everyone else got at least 95%. What have the Government got against Cambridgeshire? Isn’t the Mayor a chum?
Chris Heaton-Harris
The Mayor is a chum, and I would like to think the hon. Member is a chum, too. The cities eligible for the intra-city fund announced in the spending review 2020 have been chosen with the appropriate governance and on the basis of a range of factors, including population, economic growth rates and congestion. The Government are already investing substantially in Cambridgeshire and Peterborough through the £1.5 billion A14 Cambridge to Huntingdon upgrade that was completed last year and a devolved allocation of £95 million from the transforming cities fund for 2020 to 2023, and we are also developing plans for a new Cambridge South station and, obviously, East West Rail.
Oral Answers to Questions
Debate between Chris Heaton-Harris and Daniel Zeichner(3 years, 11 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Chris Heaton-Harris
Network Rail has recently concluded a study of services in the West Sussex area, produced in consultation with local authorities and stakeholders. While the Arundel chord might have value as a diversionary route, its capacity would be limited and it would cause a negative impact on existing Arun Valley and West Coastway services. However, the study has suggested numerous beneficial changes involving train services and infrastructure, which my Department will take forward with Network Rail and which will benefit all my hon. Friend’s constituents.
Daniel Zeichner (Cambridge) (Lab)
Heavy Commercial Vehicles in Kent (No. 2) Order 2019
Debate between Chris Heaton-Harris and Daniel Zeichner(4 years, 6 months ago)
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Chris Heaton-Harris
I really hope not, too.
The order is the second in a series of three, along with the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019 and the snappily named Heavy Commercial Vehicles in Kent (No. 3) Order 2019. Order No. 1 was debated at 8.55 am today—the hon. Member for York Central and I enjoyed our 45 minutes together—but order No. 2 should be considered as part of the whole package. Together, the orders support the effective management of Operation Brock and strengthen the enforcement regime that underpins it. Some hon. Members present heard my speech in the debate on the first order, but for the benefit of those who did not, I will repeat some of what I said—not all of it, I promise, although I do happen to have the previous debate pack handy in case they want to hear the whole thing.
As many hon. Members know, the Government have supported partners in Kent to develop Operation Brock: a co-ordinated multi-agency response to situations of cross-channel travel disruption when capacity for heavy goods vehicles to leave the UK through the port of Dover or the channel tunnel is significantly restricted. We have been preparing to use Brock should cross-channel disruption occur in a no-deal Brexit, but it could also be deployed to address disruption resulting from bad weather or industrial action. Brock replaces Operation Stack and is specifically designed to keep the M20 in Kent open in both directions, retaining junction access even if disruption is severe and protracted.
Operation Brock consists of three phases. The first—Brock M20—has a contraflow queuing system on the M20 between junctions 8 near Maidstone and 9 near Ashford. The contraflow system allows cross-channel heavy goods vehicles to be stored on the coast-bound carriageway, while letting all other traffic travel in both directions of the M20 on the London-bound carriageway. If the M20 queuing system were reaching capacity, the second phase—Brock Manston—would be activated, and cross-channel heavy goods vehicles bound for the port of Dover would be diverted to Manston airport. If needed, the third phase—Brock M26—could be used to store trucks on the M26 heading to Europe via the channel tunnel.
The Kent Resilience Forum, which comprises bodies such as the county council and the local police force, owns the Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police as the gold command, in consultation with the Kent Resilience Forum. Although we are working hard to inform traders and hauliers of any new requirements resulting from our departure from the European Union, should there be widespread non-compliance it could lead to serious congestion on Kent’s roads, as was experienced back in 2015 when Operation Stack was deployed for 31 days. At that time, nearly a third of cross-channel HGVs avoided the traffic system, causing serious traffic problems on the local road network, with part of Kent becoming completely gridlocked.
The Department has engaged regularly over the past year, and continues to do so, with the forum and other stakeholders in Kent, who are very keen that measures be introduced to strengthen the enforcement of Brock, and that gaps in the legislative framework be addressed. All three orders will therefore need to be brought into force in time for a potential no-deal Brexit, to ensure that the scheme can operate as efficiently as possible and to reduce the impact on businesses and local communities in Kent. I am therefore grateful that time has been found for debates on the orders to take place quickly; I am also grateful for the speed with which the Joint Committee on Statutory Instruments has scrutinised them.
We consulted on the package of measures over the summer. We targeted, among others, key stakeholders such as the county council, the port of Dover and Eurotunnel. The responses received were broadly supportive, while providing helpful points of detail that assisted us in drafting the orders, as well as raising wider points on the deployment of operation Brock. My thanks go out to those who responded.
I shall now briefly set out, as I did earlier today, details of the order we are considering and the other two orders, to give Members the complete picture. Order No. 2, which we are debating now, prohibits cross-channel heavy goods vehicles from using local roads in Kent, other than those on the approved operation Brock routes. To facilitate traffic flow, the legislation also requires cross-channel heavy goods vehicles to remain in the nearside left-hand lane when using dual carriageway local roads that form part of the operation Brock routes.
Appropriate exceptions to that prohibition have been provided after consultation with the Kent resilience forum and freight associations. For example, a vehicle on a cross-channel journey can make a local collection or delivery, provided that the driver can provide information sufficient to satisfy a constable or traffic officer that the vehicle is being driven on a particular road for that purpose alone.
I remind the Committee that order No. 1 confers new powers on traffic officers in Kent, which would enable officers to require the production of documents to establish the vehicle’s destination and readiness to cross the border, direct drivers to proceed to a motorway—removing the vehicle from the local road network—and direct drivers not to proceed to the channel tunnel or the port of Dover, except via a specified road or route.
Document checks, to help ensure that a haulier has the right documents on the M20, will be carried out by temporary traffic officers, contracted and directly supervised by Highways England. Broader traffic management and enforcement will be dealt with by permanent staff and the police.
This order also sets the amount of the financial penalty deposit—a penalty that will be issued and taken immediately at the roadside by enforcement authorities. If a driver cannot pay the deposit, the vehicle will be immobilised. As I described in the earlier debate, that does not mean that it will be left immobile on the motorway. It will be stickered and escorted to a different location where the matter can be sorted, away from where it was causing any blockage.
Daniel Zeichner (Cambridge) (Lab)
It is a pleasure to serve under your chairmanship, Mrs Ryan. The Minister mentioned temporary traffic officers. Will he explain where those people will be found? When the A14 in my constituency was undergoing huge works recently, it was quite impossible for local police to recruit or find such people.
Chris Heaton-Harris
I was unaware of the issues that the hon. Member for Cambridge and his authority experienced. We have been building a recruitment drive for the past few months because we were expecting Brexit to happen a bit earlier this calendar year. We are also looking to give Kent County Council officers powers to help with this. We have surged staff and recruited more staff and we have options to add extra people to help. That is where these people have come from.