HGV Fly-parking: Kent

Daniel Zeichner Excerpts

Wednesday 7th September 2016 Westminster Hall

[Daniel Zeichner (Cambridge) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Turner. On behalf of the shadow Transport team, I welcome the Minister to his place. In his reincarnation he brings a wealth of experience to the Department. I thank the hon. Member for Faversham and Mid Kent (Helen Whately) for securing this debate and I pay tribute to her hard work highlighting the inconvenience that fly-parking by HGVs has caused her constituents and others across Kent. I also thank her for highlighting the wider concerns associated with the management and transportation of freight in and around Kent generally.

As we have heard, fly-parking, whereby heavy goods vehicles park in areas not intended for them, such as motorway hard shoulders, rural verges or local streets, is a significant problem both in Kent and across the country as a whole. It is a problem for residents, as we have heard, also for the drivers and, as my hon. Friend the Member for Stoke-on-Trent South (Robert Flello) so graphically illustrated, those who work in the recovery industry. Although fly-parking in Kent is closely linked with the implementation of Operation Stack and proximity to the port of Dover and the channel tunnel, as has already been fully explained by hon. Members, illegal parking by HGVs is a challenge nationwide. There have been shortcomings in the Government’s handling of the road haulage sector as a whole. Of course, fly-parking affects not only Kent but ports generally, as my hon. Friend the Member for Bootle (Peter Dowd) has pointed out.

I will recap the situation, although I will try not to repeat too many points that have already been well made by hon. Members. A study of national lorry parking published by the Department found that on-site lorry parking facilities in the country were unable to meet the demand for spaces. Kent County Council’s 2012-16 action plan stated that problems associated with parking off-site, particularly when close to residential areas, included lorry-related crime; road safety; damage to roads, kerbs and verges; environmental health issues; littering; visual and noise intrusion; and reduced personal safety. The same action plan also cited evidence from the Department, which found that at peak times many on-site lorry parking facilities in Kent exceeded full capacity. For instance, it found that facilities in Maidstone were at times 100% full, facilities at Gravesham and Ashford were 75% to 100% full, and facilities in the Medway Council area were 75% to 100% full.

Highways England suggested last year in its consultation on managing freight through Kent that there was a shortage of lorry parking spaces in the county. Indeed, while a number of commercially operated sites exist, they are often full, with lorries being turned away. As we have heard, lorry drivers rightly have to abide by strict rules as to how long they can drive between breaks, and the duration of those breaks, and if no formal parking is available, drivers stop where they can, inevitably leading to fly-parking.

The problem seems likely to intensify. Highways England reported last month that over recent decades the number of lorries crossing the English channel has increased sevenfold. It suggests that almost 90% of all UK roll-on/roll-off international freight goes through the strait of Dover, which means putting 11,000 lorries on Kent’s roads every day. It is further estimated that by 2025 the number of lorries travelling through Kent each day could double, putting huge pressure on the road network.

As I have already suggested, it is difficult to discuss the problems associated with the inappropriate parking of HGVs in Kent without talking about Operation Stack. As we have heard, in the summer of 2015 Operation Stack was implemented on an unparallelled scale, which the hon. Member for Folkestone and Hythe (Damian Collins) detailed fully. It clearly caused severe disruption to communities in Kent, the local economy, and the road haulage sector because it was in place almost continuously between 23 June and 1 August 2015.

It has been suggested by some that the Government’s response to the trials of that summer—the idea of building a lorry park the size of Disneyland California and larger than the Vatican City—could kill two birds with one stone, because it could keep freight moving irrespective of cross-channel disruption, and also circumvent fly-parking by providing additional on-site capacity for parking HGVs. Indeed, the Government’s consultation on the location of the lorry park had the stated aim not only of

“seeking to solve the problems associated with the queuing which arises whenever there is a lack of capacity at the Port or Eurotunnel”,

but also of asking

“whether a permanent lorry area could help address the issue of illegal and other inappropriate parking.”

In August, Highways England said it was exploring whether to use the planned Stanford West lorry park, which will have considerable capacity, to hold 3,600 lorries, provide overnight lorry parking, and stop lorries parking on roads not intended for their use. Building work on the site is due to start “as soon as possible”. I know that Kent Members have broadly welcomed the building of the facility, but it is worth pointing out that Stanford parish council has expressed concerns, as does the Kent branch of the Campaign for Rural England. That is hardly surprising, but the local communities that will be most closely affected should always have a full opportunity to be involved throughout the decision-making process.

[Damian Collins]

The hon. Gentleman will be aware that although Stanford parish council objected, the proposal has the support of the county and district councils, and overwhelming support from the people who responded to the initial consultation. We are responding to what residents want, and are being directed by the responses to the initial consultation on the siting of the lorry park.

[Daniel Zeichner]

I appreciate the hon. Gentleman’s comments; as I have suggested, it is perhaps hardly surprising that local communities may express concerns in such processes. Whatever the consensus, the Select Committee on Transport has been more directly critical, and has questioned the wisdom of building a permanent lorry park for the considerable sum of a quarter of a billion pounds. It has suggested that so far the Government have proved neither that the benefits will outweigh the costs of construction, nor that the lorry park will ultimately help to keep the M20 open and traffic flowing. In the view of the Committee the decision is both hasty and disappointing, and has been made despite a lack of information and analysis. There has been little certainty about how the lorry park will be operated and the costs of doing so.

It is right that the Government should work to find an alternative to Operation Stack that will not bring Kent grinding to a halt and that will improve driver welfare. It is also welcome that direct access to the lorry park from the M20 will be provided, to avoid a detrimental impact on the local road network. Yet creating a huge lorry park in one location does not really address the wider problems that are manifest in the sector. It is also perhaps worth noting in passing that the cost of the lorry park is roughly equal to the entire annual cycling budget.

I fear that a new lorry park may have much less impact than hoped in terms of providing a solution to fly-parking by HGVs in Kent. The Transport Committee heard strong arguments that parking capacity to address fly-parking is needed across much of Kent, rather than concentrated in a single location. That, as has been mentioned, is because drivers are compelled to stop as and where they can when they have reached the limit on the number of hours they are legally allowed to drive. Furthermore, the Committee has pointed out that the provision of further paid-for parking capacity will not address the problem of those drivers who fly-park to save money, as the hon. Member for South Thanet (Craig Mackinlay) pointed out to us. In fact Kent County Council also suggests that the causes of fly-parking are

“excess demand, the cost of using truckstops and sometimes unclear signing.”

We really need more smaller, cost-effective parking facilities in several locations across Kent, as well as across the entire country. As my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman), who chairs the Transport Committee, said:

“Before a spade is put in the ground, the government must show it has given proper consideration to all possible alternatives.”

[Damian Collins]

With respect to the Committee, people have been looking at this issue for decades, and a huge amount of work has been done. The Transport Committee may have given itself a few weeks to look at it, but the consultation is very detailed and the result of many years’ work. Any solution will also pose questions, but the reason for the lorry park’s size, and for where it is sited, is that it is big enough to hold Operation Stack phases 1 and 2, which is what we have 95% of the time. It is where the police and Highways England say it needs to go, which means that it is integrated into the motorway network and is as close as possible to the channel tunnel and the port of Dover.

[Daniel Zeichner]

The hon. Gentleman makes his points forcefully, but I am merely pointing out the issues raised by the Transport Committee, which I think are certainly worth considering. It has proposed a range of alternatives that should at least be considered, including upgrading the M20 and the A2/M2, increasing the capacity of cross-Channel services or, crucially, building a network of smaller lorry parks. Indeed, one could say that what is needed is a comprehensive plan to deal with the issues facing the freight industry, as comments by my hon. Friends have already suggested. Many of us would like a modal shift to rail, in particular, to decrease congestion and take the pressure off our roads, as my hon. Friend the Member for Bootle pointed out. A single freight train can, after all, take up to 80 HGVs off the roads, and rail freight produces 76% less carbon dioxide per tonne moved than road freight. Of course, as we have also heard, the road haulage industry has a driver recruitment crisis. My hon. Friend the Member for Stoke-on-Trent South made his points about that very well. With the average age of an HGV driver now around 56, the Government desperately need to take steps to recruit new drivers to the profession. Making it more attractive must be one of the answers.

More truck stops and better parking facilities would not only tackle fly-parking and improve the lives of local residents, but would improve the lot of hard-pressed lorry drivers and might make it easier to recruit as well. I congratulate the hon. Member for Faversham and Mid Kent on obtaining the debate, and hope she will join us in pressing the Minister and the Department for the improvements that we all want.