Travellers from China: Covid-19 Testing Requirements

Jesse Norman Excerpts

Monday 9th January 2023 Written Statements

[The Minister of State, Department for Transport (Jesse Norman)]

The Government have taken action, under powers within the Public Health (Control of Diseases) Act 1984, to limit the risk of covid-19 infections from travellers originating from China.

The Government have announced these precautionary and temporary measures to improve the UK’s ability to detect potential new variants of covid-19 from China, following an increase in cases there and the easing of their border measures from 8 January.

The decision has been taken due to a lack of comprehensive health information shared by China. The situation remains under review and if there are improvements in information sharing and greater transparency then the temporary measures will be amended.

On 30 December 2022, the Government announced that they would require people flying directly or indirectly from mainland China to England to provide proof of a negative pre-departure test, taken within two days of departure. This came into effect as of 4 am on 5 January 2023. This applies to transiting passengers, as well as those whose final destination is England.

In addition, we announced that the UK Health Security Agency will launch surveillance that will see a sample of passengers from China, arriving at Heathrow airport only, undertaking PCR tests for covid-19 on a voluntary basis. UKHSA activated this process on 8 January in readiness for the first flights arriving later this week. All positive samples will be sent for sequencing to enhance existing measures to monitor for new variants.

The UK joins a growing list of countries across the world, including the US, France, Italy, Japan, the Republic of Korea, Spain, Malaysia and India, in announcing measures designed to help to detect and assess any new covid-19 variants.

While public health is a devolved matter and these measures currently apply only in England, the Government continue to work closely with the devolved Administrations.

The Government recognise the impact that these temporary health measures may have on businesses and passengers. The situation remains under constant review and the UK is working with industry and closely monitoring the situation on the mainland while encouraging China to provide greater transparency on their covid data.

[HCWS481]

E-scooters: Antisocial Use

Jesse Norman Excerpts

Thursday 8th December 2022 Commons Chamber

[The Minister of State, Department for Transport (Jesse Norman)]

I thank the hon. Member for Newport East (Jessica Morden) for her speech, and for the resolute campaigning and interrogation that she has devoted to this issue for a considerable time. As she and the House will know, this country’s transport system is intrinsically a highly complex and evolving network. There is a constant stream of new vehicles and other technological transport innovations, and dealing with them is one of the continuing challenges for any Government, including this one. It is, however, clear—as the hon. Lady said—that the Government have a responsibility to ensure the safe use of new transport technologies, especially for the most vulnerable users. If those problems are not tackled head-on, and if antisocial and unsafe use is not addressed, the economic and social opportunities that everyone recognises derive from a properly functioning transport system may be lost.

It is also essential, for reasons of public consent, to bring the public along with the policy so they understand that they are being kept safe, as well as being supported, by transport, and to reassure them as the pace and scale of these transport changes, which amount to something of a revolution in electrification and miniaturisation, accelerate. We recognise that the current lack of regulation is at odds with the increasing use of e-scooters. It is essential to ensure that the right regulation, designed to create proper accountability and responsibility, is in place. Regulation, as well as ensuring safety, should minimise burdens on the development of new innovations and new technologies wherever possible.

There was a vivid demonstration of this when the pandemic struck, because there was a clear need to mitigate the impact of reduced shared public transport capacity and to provide a convenient, clean transport option that allows for social distancing. As a result, the Department for Transport accelerated and expanded plans for four e-scooter trials in 2021, in order to go further and faster in that direction. It fast-tracked the trials, launching them in July 2020, following a public consultation with more than 2,000 responses showing strong support for running trials to gather evidence. There were 17 trials in operation by October 2020, and today there are 27.

Alongside this, the Government introduced clear rules from the start, stating in part that e-scooters must not be ridden on pavements, that e-scooters must be speed restricted to 15.5 mph, or lower where the local authority requires, and that users must have a full or provisional driving licence, and therefore that a minimum age of 16 applies. These rules are required to be communicated to users through an app before they use an e-scooter.

From the start, it was also clear that discarded rental e-scooters would be a hazard to pedestrians, particularly those with visual impairments. The Department therefore empowered local authorities to encourage the responsible parking of rental e-scooters. It is fair to say that we have very successful working between operators and cities, which has helped to reduce the nuisance and obstruction that e-scooters can cause.

Like the hon. Member for Newport East, I am grateful to organisations such as Guide Dogs UK, the Royal National Institute of Blind People and Sight Loss Councils, among others, for collaborating with operators and local authorities, and for the insights they have shared with the Department for Transport.

The Government have extended the trials until May 2024 to ensure they can continue to gather evidence on what does and does not work, which is the reason for having such a wide range of trials and such a wide range of scope for regulatory and other innovations. The evidence and learning from these trials will be published shortly.

I am mindful that technology and incentives alone cannot tackle antisocial use. There will always be some antisocial use of any mode of transport, which comes with the turf. As the hon. Lady knows, Wales chose not to participate in the trials, and so by default any e-scooter ridden on public roads in her constituency is illegal. Most micro-mobility vehicles, including e-scooters, are currently classed as motor vehicles and must meet the wide range of requirements built into the current legislation.

The hon. Lady asked about the joining up of enforcement, and my Department is in regular contact with the National Police Chiefs’ Council and the Home Office to ensure a consistent approach to tackling this issue. We continue to support the police to ensure they have the tools they need. The House will recall that a full suite of offences can apply to e-scooters relating to speeding, dangerous driving and drink and drug driving, as well as to licensing and insurance. Users have been fined up to £300, had their vehicle impounded and had up to six points put on their driving licence, so a driver who recently passed their test could lose their licence if caught riding a private e-scooter.

[Martin Vickers (Cleethorpes) (Con)]

The Minister refers to the powers that the police have. Does he have any statistics available to show how many offences have been recorded and what punishment has been handed out? It is probably fair to say that that is rather limited.

[Jesse Norman]

As my hon. Friend will be aware, the police publish statistics on crimes and offences. It is important to say that this will differ by region and by the priorities for the police forces in question. We have devolved police forces and they are not accountable directly to Government; they set their own priorities. In Wales, they may choose to set priorities that decide that any e-scooter ridden on roads there is illegal and then fine people and take appropriate enforcement action on that basis. The same will be true in other parts of the country, depending on the specifics of the police force’s own priorities. The key point is that when they reach for those enforcement mechanisms, they will find one of most established and strictest regulatory suites of enforcement rules and requirements anywhere in the world.

There is not a great deal of time left in this debate, so let me say that our current regulatory regime on micro-mobility is a symptom of the rapid evolution of the market. It is important to recognise that UK retailers also have a duty to advise their customers of the law and to ensure that those customers do not unknowingly take the law into their own hands. The hon. Lady gave the example of one particular online retailer, but this week I have written to retailers reminding them of the Driver and Vehicle Standards Agency’s continuing market surveillance work in this area, specifically in relation to the marketing that the retailers have put online, and their duties on advertising and the accurate provision of information. That, too, is an important way of assisting a crackdown on illegal and irresponsible use.

Since setting up the trials, we have had 31 million journeys on e- scooters, with the vast majority being completed safely. It is important to see these in some form of context. Nevertheless, there have sadly been four deaths in the trials, the most recent of which was the tragic death in Birmingham on Tuesday morning. I am following the detail of that case closely and will be ensuring that we learn lessons from this terrible incident. I extend my condolences and those of the Department to the family of the person involved. I am sure that the House will understand that it would be inappropriate for me to comment further while the police investigation is under way.

We have also already implemented some early learning from the trials. In February, the Government set out further guidance for the rental trials on minimum training, further encouragement of helmet use, mandating unique identification numbers and reducing illegal behaviour. Following that, the private sector trial operators have risen to the challenge and started to provide innovative solutions. They include things such as credits for ‘helmet selfies’, app-based safety quizzes or compulsory reaction tests after 10pm in an attempt to cut down on drink-riding. Outside the trials, we know that there are safety concerns surrounding the illegal use of private e-scooters on our roads too. Between July 2021 and June 2022, there were 1,437 casualties recorded in collisions on the public highway involving both rental and illegal private e-scooters, with 12 killed. That goes to the point raised by my hon. Friend the Member for Cleethorpes (Martin Vickers). We also know that it is not just e-scooter riders getting hurt; of those 1,437 casualties, 342 were other road users, and of the 12 fatalities one was a pedestrian. So the clear need for enforcement activity is evident.

Let me wind up quickly. We need to find a balance between the conflicting requirements. No one wants an unregulated free-for-all, as that would be unsafe for our communities.

[Jessica Morden]

rose—

[Jesse Norman]

I just do not have any time. I cannot respond to the hon. Lady’s speech if I do not—

[Jessica Morden]

You have 12 minutes.

[Jesse Norman]

In that case, I am happy to take the intervention, of course.

[Jessica Morden]

I would be grateful if the Minister just addressed the issue of the transport Bill and any secondary legislation that is planned by the Government. Will he give us an idea of what is planned in a transport Bill and when we might see it, and of any secondary legislation relating to some of the things we have learnt from the trials?

[Jesse Norman]

I thank the hon. Lady for her question, but I do not think that I can do better than my colleague, the Secretary of State, in his comments to the Transport Committee, and I do not think that this would be an appropriate place for an impromptu announcement, even if I had one, in this area. I understand her concern and I share it. We, too, want to take vigorous action not just in this area, but in several other areas of transport. We recognise the public concern, and we also recognise the economic and business benefits from effective, early legislation.

As I was saying, Mr Deputy Speaker, the point here is that we need to find a balance in the way that we regulate. An unregulated free-for-all is unsafe for communities, and, in the long run, bad for businesses, as public policy follows, potentially, a cycle of reactions to faltering consumer confidence and real-world safety impacts. We do not want to be in a position where laws trail behind, to the extent that UK businesses are forced to launch innovations abroad and our transport users’ needs and wants are unmet.

[Jessica Morden]

Does the Minister accept that other European countries are much further ahead than us in looking at what regulations we might need with e-scooters in a whole range of specifications, such as speed and so on? Does he accept that we are far behind them and therefore there is a need to legislate quickly, or to look at this quickly, rather than to leave it to drag on if there is no transport Bill?

[Jesse Norman]

I am afraid that I do not accept that, no. The facts of the matter are that some other countries have decided to change their regulations because they had launched the wrong set. They have re-regulated in certain cities, and some countries have not even permitted any trials of e-scooters, so I do not accept that. Indeed, in general in this country, we have a remarkably flexible, open and innovative transport sector. One can see that in the use and trial of autonomous vehicle technologies, in the use of zero emission vehicles, in the ways that electric vehicles are being brought into the market in the UK, and in the speed and development of that market. Therefore, I do not accept that point.

However, we do need a flexible and fully enforceable regulatory framework that allows Government and agencies of Government to manage the balance that I have described and to handle the different challenges faced by cycles and motor vehicles. That is why we announced at the Queen’s Speech our intention to bring forward primary powers, as the hon. Lady has mentioned. However, this is a complex area, and the Government are still developing requirements for e-scooter use and are continuing to gather the evidence. There is an enormous amount of evidence being brought forward from the trials. The trials are diverse in the way that they address these issues. That is deliberate and it allows more testing of different contexts, different outcomes and different technological and behavioural responses, and that is a valuable thing.

The goal throughout is to ensure that we tackle anti- social behaviour, learn from the trials, encourage take-up and also support the active travel and decarbonisation agendas. If we are properly able to manage that, e-scooters may well be able to take their place alongside the other technologies that are in place, but it is not appropriate to pre-judge the results of the consultation that we will be launching in due course.

Question put and agreed to.

Blackpool Airport: Public Service Obligation Funding

Jesse Norman Excerpts

Tuesday 6th December 2022 Westminster Hall

[The Minister of State, Department for Transport (Jesse Norman)]

It is a delight to see you in the Chair, Mr Gray. I am also delighted to respond to the very good speech and useful interventions made by my hon. Friends the Members for Fylde (Mark Menzies), for Witney (Robert Courts) and for Blackpool South (Scott Benton). I am a man with a family background in general aviation. Many years ago, I got a private pilot licence, and my uncle designed the Britten-Norman Islander. I do not know whether Members recall the moment in the James Bond film “Spectre” when the plane is flying along and gets its wings knocked off and goes skiing. That was a Britten-Norman Islander designed by my uncle, so we have a certain amount of traction in this field, and a certain sympathy for the issues raised by my hon. Friend the Member for Fylde.

Let me be clear that within the Department for Transport we recognise the importance of Blackpool airport to the region. We also recognise it as the centre of the Blackpool airport enterprise zone, set up as a hub for business, medevac, flying schools and general aviation. I note that this is the second debate that we have had this year on this topic, or a related topic. I thank my hon. Friend the Member for Blackpool South for his earlier debate, which I note that my hon. Friend the Member for Witney responded to very ably as the Minister. There is a certain circularity here, but there is also a sense of energy and purpose that all three of my hon. Friends have rightly brought to the issue. I thank them very much for what they have said.

As my hon. Friends have been at pains to emphasise, the UK enjoys what is in many ways a world-leading competitive commercial aviation sector, with airports and airlines operating and investing to attract passengers and respond to demand. Airports themselves have a key role to play as part of the sector. Where opportunities for growth exist, local partners can come together with the industry to develop the business case for new commercial flights. My hon. Friend the Member for Fylde rightly focused on the key goals of commercial development and sustainability of the airport, levelling up, and Union integration.

It is for airports, local authorities, local enterprise partnerships, local businesses and other stakeholders to try to come together to build the case for commercial flights and work with airline partners to create new connections for their communities. Airlines will ultimately determine the routes they operate based on their own assessment of commercial viability. As my hon. Friend the Member for Fylde said, it is notable that Blackpool has a proud history of innovation in this area as well as a historically thriving tourism industry. The airport was used as recently as 15 or so years ago—perhaps even less. We need to consider the question of the commercial development of the airport in the context of the wider processes of levelling up and regeneration.

As hon. Members will know, air travel is provided almost entirely by a competitive market. There is no bespoke funding or support from Government for new routes, but there is support for domestic connectivity. The 50% reduction in domestic air passenger duty was designed to provide that support. It was part of a package of air passenger duty reforms. There was a new reduced domestic band to support regional connectivity and a new ultra-long-haul band to align air passenger duty more closely with environmental objectives. That begins from April next year.

The question of a targeted APD is very interesting. I have no doubt, speaking as a former Treasury Minister in part, that the thought of a hypothecated or targeted APD will cause severe tremors and, dare I say, nervous palpitations within the Treasury—for many understandable and obvious reasons. As Ernie Bevin once said in a different context,

“Open up that Pandora’s box, you never know what Trojan horses will jump out.”

[Robert Courts]

The Minister makes a good point. The 50% APD cut was welcome, but my point is about what the Department calls open PSOs. Those are not a further Treasury subsidy, but simply the removal of APD on routes that are non-operational—where the Treasury is getting no revenue or marginal revenue. There is a business growth opportunity there. That is what I am asking him to push the Treasury on, though I appreciate it is not in his gift.

[Jesse Norman]

That clarification is very helpful. There is a way of thinking with open PSOs that is not just tied to APD, but I will come back to the question of PSOs in general.

We have some support for administered connectivity through domestic APD. We are continuing to explore alternative routes and are seeing whether there are other ways to address this. In the context of PSOs, I will lay a slightly different emphasis from my hon. Friend the Member for Fylde. It is important to recognise that the PSO policy as it presently is set up is designed to support not new flight—that is the question being raised by my hon. Friend the Member for Witney—but routes that have previously been operated commercially or are now at risk of being lost.

The question of new routes is somewhat different. The routes that are funded at the moment, at least across the UK, are modest. There are three public service obligations: from Londonderry/Derry to Stansted, Newquay to London Gatwick, and Dundee to London City. An additional 17 PSOs connect the highlands and islands of Scotland, which are wholly within the borders of Scotland. The administration and funding of those, by agreement with the Department for Transport, is the responsibility of the Scottish Government.

We operate within a context of existing policy. To the point about the stance of the local authority, as raised by colleagues, it is important to say that my officials have so far received no requests from the local authority to discuss the need for any PSO routes from Blackpool airport—I will leave local colleagues to decide how they want to interpret that. Of course, if there was going to be PSO support, it would have to be initiated and agreed with the local authority, and the fact that we have heard nothing from them is not helpful to the cause being promoted.

As I say, PSOs are considered in the context of commercial services that either are at risk of being lost or have recently—generally speaking, within the past two years—been lost. The loss referenced by my hon. Friend the Member for Fylde goes outside that remit and therefore does not fit within the existing policy. If and when it did apply, which would undoubtedly be part of the same process as the consideration of any new routes in the future, which I will come on to shortly, it would be through a business case, warmly and widely agreed locally, in which the local authority would play a leading role. That is very important. Hon. Friends will be aware that levelling up works effectively only when everyone is lined up in the same way. When business, the local authority, local Members of Parliament and other key stakeholders are so lined up, it can be enormously effective and successful.

As a reminder to all, eligible routes should be ones in which there are historically no viable alternative modes of travel and where it is deemed and demonstrated to be vital to the social and economic development of the region.

It is important to say that if and when a PSO is granted under the current policy, there must then be a procurement exercise to find an airline, which, in turn, needs to be a full and open tender for selection. The subsidy provided is based on the airline’s operating losses on that route, which it must submit as part of a tender bid. It is a very context-dependent decision. Of course, those things would be independently assessed, as any new approach would have to decide how, where there had not been a prior existing commercial flight, a non-distortive method of subsidy and support could be provided.

Let me pick up a couple of points relating to the Union connectivity review that were rightly raised by colleagues. As hon. Members will recall, in November 2021, Sir Peter Hendy published an independent review designed to explore how improvements to transport connectivity between Scotland, Wales, Northern Ireland and England could boost not just economic growth but access to opportunities, everyday connection and social integration. The review identified the key importance of airports and air connectivity by providing connectivity both into London and in and between peripheral regions, which gets to the points raised by colleagues today.

As hon. Members might imagine, the Government are considering our response to the Union connectivity review, and my colleague Baroness Vere leads on the issue of aviation. Our response will be Department-wide, because it is a multimodal strategic review in nature. As part of that, we are exploring further opportunities to utilise PSOs in order to support regional connectivity and the levelling-up agenda.

My officials have already been actively considering how airport slots are allocated in the UK. Now that the UK has left the EU, there is an opportunity for the Government to legislate to improve the slots system to ensure it provides the connectivity that UK passengers need. That can be expected to have knock-on effects on economic growth around the country.

Regional airports play an important role in levelling up. It is important to recognise that that is not just about the foundation of the wider UK aviation sector; it is also about the business opportunities that can be directly generated as a result of the supply chains and other enterprise engagement. Members will recall that the Government published a strategy on the future of aviation, “Flightpath to the future”, which sets out a vision for the sector over the next 10 years. It includes not just connectivity, which we have discussed, but workforce, skills, innovation and decarbonisation.

We expect a naturally low-carbon approach to the regeneration of any new airports for all the reasons my hon. Friend the Member for Fylde set out. That is a potential source of advantage if it is properly handled. It is our goal that UK domestic flights should be net zero by 2040, and airport operations, which are an important potential ancillary contributor to carbon emissions, should be zero emission by 2040. We are providing significant support for that, not just for sustainable aviation fuels but for the commercialisation of those plants and other research and development co-investment —in particular, through the Aerospace Technology Institute. Alongside that, the levelling-up agenda, jet zero and net zero provide the context within which there can be diversification, a deepening and broadening, and a very significant boost to the activity conducted in and around airports.

I want to give my hon. Friend a moment to respond—

[James Gray (in the Chair)]

No, you don’t. Not in a half-hour debate.

[Jesse Norman]

In any case, I will not abuse the privilege by speaking further. I thank my hon. Friend the Member for Fylde very much for his comments, and I thank my hon. Friends the Members for Witney and for Blackpool South for their interventions and the interest they have shown in this issue.

Question put and agreed to.

Draft Drivers' Hours, Tachographs, International Road Haulage and Licensing of Operators (Amendment) Regulations 2022

Jesse Norman Excerpts

Tuesday 1st November 2022 General Committees

[The Minister of State, Department for Transport (Jesse Norman)]

I beg to move,

That the Committee has considered the draft Drivers’ Hours, Tachographs, International Road Haulage and Licensing of Operators (Amendment) Regulations 2022.

It is a delight to see you in the Chair, Ms McVey.

The draft regulations will be made under the powers conferred by section 31 of the European Union (Future Relationship) Act 2020. They are to implement fully some of the international road transport provisions in the trade and cooperation agreement between the European Union and United Kingdom, which was entered into on 30 December 2020 and is known as the TCA. The regulations are mainly about drivers’ hours and tachograph rules for most commercial drivers of lorries and coaches, but also involve international haulage access to the UK.

Section 29 of the European Union (Future Relationship) Act 2020 provides a general implementation clause under which domestic law, including EU regulations retained as UK law, is, where necessary, interpreted in order to implement the TCA. On top of that, the changes being proposed by the statutory instrument will formalise the relevant TCA provisions into UK domestic law to provide legal clarity. That will also enable UK enforcement officers to enforce against EU commercial drivers in the scope of lorries and coaches operating in the UK.

The regulations amend in the first place the retained EU regulation (EC) 561/2006, which sets out driving time rules for commercial drivers. Secondly, they amend the retained EU regulation (EU) 165/2014, which sets out rules on the installation and use of the tachograph device, a recording device used for the enforcement of the driving time rules. Thirdly, the regulations amend the retain EU regulation (EC) 1072/2009, which sets out rules on cabotage movements. They also amend the domestic Goods Vehicles (Licensing of Operators) (Temporary Use in Great Britain) Regulations 1996, which set out the rules for non-GB operators’ access to GB roads.

[Michael Fabricant (Lichfield) (Con)]

I notice that the explanatory memorandum states that the SI

“also removes some access rights for EU operators to reflect the market access in the TCA”

Can my right hon. Friend say what sort of rights are being removed from EU operators?

--- Later in debate ---

[Jesse Norman]

I thank my hon. Friend for his question, and I will come on to that further in my speech. He brilliantly anticipates.

The drivers’ hours and tachograph regulations are essential to keeping our roads safe, and are retained as UK law by the European Union (Withdrawal) Act 2018. The retained EU drivers’ hours regulations 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 after four and half hours of driving, a driver must take a 45-minute break. Additionally, daily driving time is normally limited to nine hours. The consequences of driving any vehicle when fatigued can of course be catastrophic and the potential risks associated with heavy commercial vehicles are particularly severe. The rules are enforced by both the Driver and Vehicle Standards Agency and the police. They do that through targeted roadside checks and by visiting operators’ premises. The principal tool used by enforcement officers is the record generated by the tachograph. As I have said, that device records the driving, rest and break times of individual vehicles and their drivers.

The EU cabotage regulation was also retained as UK law by the European Union (Withdrawal) Act 2018. To explain for those unfamiliar with cabotage operations, it means the transport of goods between two places—the loading and unloading of goods—within a single country by a haulier registered in another country. Since 1 January 2021, international market access for hauliers operating between the UK and EU has been governed by the TCA —that returns to the point raised by my hon. Friend the Member for Lichfield.

The general implementation clause in the European Union (Future Relationship) Act 2020 means that domestic legislation has effect, so as to implement the commitments in the TCA. However, in order to enable full and effective enforcement, in this case including in relation to visiting EU haulage operations, it is important to align the domestic legislation fully with the TCA’s provisions. There are three broad categories of amendments that the draft regulations are making. First, they will amend the retained EU drivers’ hours and tachograph regulations to include some specific international road transport aspects that were not required in the context of a no-deal exit from the EU without the TCA.

Secondly, the draft regulations will amend the retained drivers’ hours and tachograph regulations to introduce prospective changes agreed in the TCA relating to the introduction of the smart tachograph version 2 from August 2023. That includes bringing some smaller vehicles over 2.5 tonnes, used commercially for international journeys, into the scope of the regulations from July 2026. Thirdly, the draft instrument will amend the retained EU cabotage regulation and the domestic goods vehicles operators’ licensing regulations to reflect the international road haulage access rights in the TCA. Currently, the legislation still reflects some of the market access arrangements when the UK was a EU member state. However, the retained regulation, (EC) 1072/2009, has already been amended to reflect the reduced cabotage rights for EU operators in the UK following their usual type of arrival with an inbound international load.

The further changes via the SI will include removing the right of EU operators to undertake cabotage operations when entering the UK without a load. The draft regulations have the effect and are essential to ensure legal clarity and to implement and enforce fully the commitments in the TCA. They do not increase the substance of regulatory burdens placed on UK drivers and operators, which are subject to drivers’ hours and tachograph rules. They will also ensure a level playing field for UK operators, by removing road haulage access rights to EU operators to mirror the access rights given to UK operators in the TCA. UK haulage already faces enforcement action in the EU if it breaches TCA commitments, but in some limited areas UK domestic law to implement the TCA as it applies to EU haulage in the UK needs to be harmonised fully.

I hope that Members will join me in supporting the draft regulations, and I commend them to the Committee.

--- Later in debate ---

[Jesse Norman]

I am very grateful to the hon. Lady for her kind words, and for the questions that she has put on important topics. She is absolutely right to focus on the issue of driver welfare. She may be aware that the Government have now topped up to £52 million the investment that we have been making in the industry to support better facilities for drivers.

Current rules grant flexibilities to allow for workflow patterns but within very constrained limits, and therefore with an eye to the preservation of the wellbeing and welfare of drivers. The hon. Lady is absolutely right to pick up the point of a driver shortage. She may be aware that the Government took a lot of actions during and since the recent supply shortage to try to train, encourage and incentivise more people to join the industry and to become heavy goods vehicle drivers. The Department for Education has invested £34 million to create skills bootcamps, and there is also HGV driver training available through apprenticeships and other work through Jobcentre Plus.

[Chris Loder (West Dorset) (Con)]

Does my right hon. Friend agree that it is not just the Government’s responsibility but that of employers in the private sector to look after their staff and make sure that they have adequate staff to deliver the service required?

[Jesse Norman]

My hon. Friend is absolutely right, of course, but the question was put as to Government policy and that was why I responded to it. Of course, we all recognise that the power of the private sector is something considerably larger in many respects than that of Government. There is evidence that wages are going up and that will itself provide an incentive to more drivers. As regards the Government, we have been pressing hard on the issues of driver welfare and driver shortage.

The hon. Member for Sheffield, Brightside and Hillsborough is right to raise the matter of lorry parking, which has been an issue for a long time. Various studies bear on the question of parking availability and freight, as she will be aware, but it, too, is an issue taken extremely seriously by the Government. I expect and hope that further progress will be made in that respect.

Question put and agreed.

Oral Answers to Questions

Jesse Norman Excerpts

Monday 18th May 2020 Commons Chamber

[Anthony Mangnall (Totnes) (Con)]

If he will take steps through the Government’s Business Rates Review to tackle exploitation of business rates relief.

[The Financial Secretary to the Treasury (Jesse Norman)]

The Government have committed to undertake a fundamental review of business rates and published the terms of reference at the Budget. The review will be comprehensive and look at the effectiveness and operation of different reliefs and compliance with the tax. The call for evidence will be published in the coming months; stakeholders will be invited to contribute their views throughout the review, and I will welcome any thoughts or ideas my hon. Friend may wish to add.

[Anthony Mangnall]

I welcome the Government’s wholesome package of support for the business sector and the hospitality and tourism sector, showing that we are a Government for the many, not the few. Would the Minister meet me to discuss how we might close the loopholes that may be used by those who would opportunistically exploit current business rates?

[Jesse Norman]

If there are people who are illegitimately taking advantage of loopholes in the rates, I am of course happy to discuss that. I remind my hon. Friend that there may well be circumstances in which people are in fact complying with the rules. It is a fiddly area, and I want to be certain that we are going after the people we should be going after.

[Mr David Davis (Haltemprice and Howden) (Con)]

What assessment he has made of the potential merits of suspending the 2019 loan charge during the covid-19 outbreak.

[The Financial Secretary to the Treasury (Jesse Norman)]

My right hon. Friend will know that taxpayers with loan charge liabilities can already defer submission of their tax return until 30 September this year. Her Majesty’s Revenue and Customs has always worked very hard to support taxpayers who may need to help to managed their disguised remuneration liabilities, and this is no exception. HMRC will continue to offer people the time they need to settle, and of course that also applies to those who are affected by issues related to coronavirus.

[Mr Davis [V]]

In September this year, we will be in the middle of the recession that we are about to face. Given the hundreds of billions of pounds that the Treasury has already committed to supporting business to get us out of this recession, it would take a relatively trivial amount to write off the damaging loan charge policy. Originally, the Treasury forecast that it would raise £3.2 billion from the policy, and less than £2.5 billion from employees. What does the Minister estimate he will now raise?

[Jesse Norman]

The Treasury will have published its estimate at the time the original tax information was published. I understand the passion that my right hon. Friend brings to the issue, but I would remind him that 99.8% of taxpayers do not engage in disguised remuneration schemes, and the fact that we are supporting people across the country in their jobs and their livelihoods is not, in and of itself, a reason to let people who owe tax off the tax that is due.

[Daniel Zeichner (Cambridge) (Lab)]

What recent discussions he has had with the Secretary of State for Business, Energy and Industrial Strategy on the effectiveness of the coronavirus business interruption loan scheme.

A14 Cambridge-Huntingdon Upgrade

Jesse Norman Excerpts

Thursday 9th May 2019 Commons Chamber

[The Minister of State, Department for Transport (Jesse Norman)]

I congratulate the hon. Member for Cambridge (Daniel Zeichner) on securing this debate about the A14 Cambridge to Huntingdon upgrade. He is a genial although troublingly probing inquisitor on the Transport Committee, and it is always a great pleasure to discuss these issues with him. I look forward to this being the first half of a little two-step, with the second half at our meeting next week. In an Adjournment debate last summer, he diligently raised his constituents’ concerns, particularly about the impact of road diversions through Cambridgeshire as a result of the A14 scheme. He need not repeat his speech—I am glad he did not—because I have read it with care and attention. I was not able to attend that debate, but I thank the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden (Ms Ghani), who responded in my stead.

I wish to use this opportunity to outline what Highways England has done, and is continuing to do, to reduce the impact of the scheme’s road diversions on local residents. Inevitably, much of that will revisit issues already discussed in the previous debate. It is important to be clear that this is a genuinely difficult issue for reasons I will come to, and we do not need conspiracy theories or worries about overlapping or underlapping jurisdictions to recognise the genuine difficulty of this situation.

I will come on to discuss the road diversions in some detail, but let me remind the hon. Gentleman of some of the strategic reasons for the scheme and provide an update on Highways England’s progress in delivering it. As he and any local resident or traveller in that part of the world will know, The Cambridge to Huntingdon section is one of the busiest parts of the strategic road network between the midlands and East Anglia and the port of Felixstowe. It is vital to connecting businesses, communities and families across Cambridgeshire and beyond, and a crucial corridor for international freight. It is also a long-standing congestion hotspot and an area of concern for the communities around it.

In delivering upgrades to the A14, Highways England and my Department acknowledged that the demand placed on it was taking an increasing toll on drivers and local residents. Commutes between Huntingdon and Cambridge were severely congested, and small villages on either side of the road suffered from increased traffic caused by drivers rat-running to avoid traffic delays on the A14. The scheme was drawn up in recognition of those concerns and in an attempt to alleviate them. That is why the A14 improvement works were included as a major project in the Department’s five-year road investment strategy, which was published in December 2014. In a measure of how important the scheme was locally, local authorities and local enterprise partnerships committed £100 million towards the total £1.5 billion cost. That contribution will help to deliver a scheme that meets the needs of the strategic road network and local people.

The benefits to local road users and communities include 21 miles of new three-lane dual carriageway road—that was mentioned in the debate last year—a new 750-metre viaduct; the removal of the existing unsightly viaduct in Huntingdon town centre; two new footbridges at Swavesey junction and Bar Hill; and—this is the bit I really like—more than 18 miles of routes that are suitable for walking, cycling and horse-riding. The goal, which we believe the scheme will achieve, is to create a positive legacy that ties communities together, unlocks regional and local economic growth, combats congestion and improves road safety. Relieving congestion will make travel, particularly commuting, easier, safer and more reliable. We hope the scheme, along with better design, will improve road safety.

The scheme separates strategic and local traffic, which will help to reduce congestion. It has been designed to accommodate the expected significant growth in the area over the next 15 years or so. This will be vital if the scheme’s benefits are to continue. I understand we are looking at a 26% growth in traffic. Cambridgeshire’s employment alone is forecast to grow by 16% between 2012 and 2031. We hope there will also be improvements to air quality and a reduction in traffic noise. Highways England never undertakes any scheme without paying careful attention to the environment and local wildlife. The scheme will deliver nearly 700 hectares of new habitat for wildlife and 18 new wildlife habitat creation areas, and hundreds bat boxes and a variety of bird boxes will be installed. All of that adds up to a highly attractive and important scheme that creates a positive legacy for the residents and businesses of Cambridgeshire.

The scheme has also created jobs through the new Highways College in west Anglia, which was opened to give up to 200 local people the skills needed to get the road built. Highways England is making good progress on the scheme. It is within budget and on target to meet an open-for-traffic date in 2020, as outlined in the road investment strategy, although it would be nice to think that it will be possible to take some of the diversions off before the end of that period. That is certainly the aspiration, but the open-for-traffic date at the end of 2020 is the stipulated date.

Turning to the hon. Gentleman’s specific concerns about noise and disruption for residents on and off the official diversion routes caused by the scheme’s construction, as he knows the Government and Highways England are focused on ensuring that the delivery of the scheme causes the minimum inconvenience to local residents, while recognising that some inconvenience is inevitable in a scheme of this magnitude. Since the issue was raised of HGVs, lorries and other vehicles not following the recommended road diversions, Highways England has been working hard to develop measures that will help to lessen those impacts and encourage more drivers to use the preferred diversion routes. As he noted, it is working closely with Cambridgeshire County Council and partner organisations to minimise the impact where possible.

When closures are in place on the A14 between junction 36 and junction 31, the strategic diversion route directs traffic south of Cambridge on what, as the hon. Gentleman mentioned, is a substantial detour. The trouble is that alternative routes are required for non-motorway traffic. This is where we get into the genuine complexity of the issue. There is non-motorway traffic and local traffic travelling to local destinations, where the strategic diversion would be considered irrelevant or not acceptable. Those routes take traffic further into and around Cambridge city centre and include, as he mentioned, Kings Hedges Road, Newmarket Road and Milton Road.

Highways England has no powers to prevent road users, including HGVs, taking other routes they have a legal right to use as an alternative to the official strategic diversion. As the hon. Gentleman knows, traffic is like water—it tends to flow down the channels of least resistance. Blocking traffic on some local roads inevitably diverts it on to other local roads, and that creates complexity for the scheme. Highways England is working actively to keep strategic traffic—we are talking about a very small percentage of thousands and thousands of journeys every day—following official diversion routes. This includes giving weekly briefings to regional media, parish councils and local organisations, and posts on social media. There are also over 40 roadside signs, some including instructions not to follow sat-nav systems, up to 13 mobile variable messaging signs, and the use of overhead signs further afield on the strategic road network. Works have also been resequenced to resolve technical challenges involving utilities and drainage. The A14 project team are working with the Road Haulage Association and Freight Transport Association so that diversion information can be shared with their members too.

Like the hon. Gentleman, I am concerned about a possible mismatch between the data reported by Highways England and the on-the-ground data and experience of his constituents. Following the previous debate, Highways England was asked to take a look at this. As he knows, it is working with Cambridgeshire County Council to implement speed signs and HGV counters and, as he recognised, it has offered to pay some of the enforcement costs, but it has also taken the trouble to check the calibration of the counters. If there is still a mismatch and the calibration shows a much smaller number—say 20 to 30 vehicles during some hours of the night on some roads, rather than the large build-ups that his constituents are recording—we will have to get to the bottom that. We will be happy to share the data—next week, I hope—and look through that in more detail.

I need hardly say that Cambridgeshire police are also aware of the issues raised and have agreed to check for non-compliance with speed or weight restrictions at key sensitive locations. That is important. Such measures are not necessarily resource intensive, if they are focused and if the effect is to create a sense of uncertainty or concern, which can have a powerful deterrent effect on regular abusers of the traffic system. That said, for operational reasons, this is not always possible, as the hon. Gentleman mentioned.

The overall commitment to deliver the A14 upgrade on time and within budget remains, but the scheme has been created to ensure that wherever possible local stakeholders’ concerns are at the forefront of the work. The trouble is that in many cases for a period some of the distress felt historically in the villages has been transmuted to the centre of the city, which is unfortunate, but the A14 will in due course serve a wider goal. As I have said, the diversion routes may be required until the open-for-traffic date, programmed for 2020, but the hope is that they will not be.

The traffic data collected by Highways England and residents is a fraction of the many thousands of the HGVs that use the A14 every day, and Highways England is working with Cambridge City Council to improve the weight limit signage, which is also an important part of this. It has assured me that the matter of traffic on diversion routes for subsequent schemes, such as the A428, will be considered in the early stages of the planning process. If that is one tangible result of the hon. Gentleman’s intervention, it will have been a valuable one. I thank him for raising this issue.

Question put and agreed to.

Oral Answers to Questions

Jesse Norman Excerpts

Thursday 2nd May 2019 Commons Chamber

[Philip Davies (Shipley) (Con)]

7. What recent discussions he has had with Bradford Council on a Shipley eastern bypass.

[The Minister of State, Department for Transport (Jesse Norman)]

I must apologise to you, Mr Speaker, because I am not possessed of either a Demosthenic or a Ciceronian eloquence, but what I can do is focus the House’s attention on this perfectly formed and important local question regarding Bradford Council’s discussions on a Shipley eastern bypass. My hon. Friend has been a highly effective campaigner for this project, and as he will know, we have supported it within my Department. My officials remain in regular contact with officers from Bradford Metropolitan District Council. The council will need to provide a detailed business case for the Department to review to take forward plans for the road scheme, and my officials are advising the council on how to develop its business case.

[Mr Speaker]

Frankly, the Minister is altogether too modest. However, it is my own firm conviction, based on observing the hon. Member for Shipley (Philip Davies) for the past 14 years, that he combines the qualities of both those illustrious orators.

[Philip Davies]

You are very kind, Mr Speaker, but I am not sure that we would want a Division on that proposition. As the Minister has made clear, the Government have paid for a feasibility study to be carried out, for which I am extremely grateful, but since then, not a fat lot seems to have happened at the Bradford Council end. So when does he expect to see the feasibility study completed by Bradford Council so that we can crack on with delivering this vital scheme?

[Jesse Norman]

My hon. Friend is absolutely right to focus attention on the council, because it is with the council that the situation presently lies. Bradford Metropolitan District Council has said that, by November this year, it will submit a strategic outline business case looking at how to resolve congestion issues in Shipley. The Department will then consider it and provide recommendations to Ministers.

[Chris Davies (Brecon and Radnorshire) (Con)]

rose—

--- Later in debate ---

[Jesse Norman]

How unwise I was to have considered this a tightly focused question. I had entirely failed to understand the national implications for this proposal across Wales and England. My officials remain in close discussions not merely with Highways England about the M4 but with the Welsh Government about the strategic road network. I therefore have no doubt that once the great Shipley bypass has been constructed, access from Wales will be as uninterrupted as my hon. Friend would wish it to be.

[Teresa Pearce (Erith and Thamesmead) (Lab)]

8. What the net revenue income has been from the Dartford crossing since construction debt relating to that crossing was repaid.

[The Minister of State, Department for Transport (Jesse Norman)]

Before 31 March 2003, tolls from the Dartford crossing financed the construction of the QE2 bridge, paid down pre-existing debts and provided a future maintenance fund. After 1 April 2003, a charging scheme to manage demand was introduced at the crossing, reflecting research suggesting that if the tolls were lifted, demand would be 17% higher and congestion would worsen accordingly. To respond directly to the hon. Lady’s question, the user charges have raised a net income of £669 million in the period 2003-14 to 2017-18, which has been reinvested in transport.

[Teresa Pearce]

I thank the Minister for his response, but according to my reading of the legislation and the accounts, the income from the Dartford crossing is paid to the Department for Transport with no ring fence, so it can be spent anywhere on anything transport related. Will the Minister confirm whether that is the case? Given the crossing’s adverse effect on Bexley and Dartford residents in terms of air pollution, congestion, extended journey times and often complete gridlock—the hospital is on one side of the Dartford bridge and residents are on the other—what percentage of the income has been and will be spent on improving transport for those residents?

[Jesse Norman]

I can confirm that all the money raised is reinvested into transport, and the benefits of that are felt locally through the charge, which reduces congestion and therefore improves air quality. Of course, a vastly greater sum is projected to be invested in the lower Thames crossing, which is currently under way and will relieve significant burdens on her local community.

[Mr Stephen Hepburn (Jarrow) (Lab)]

9. What recent assessment he has made of trends in the number of journeys taken by bus.

--- Later in debate ---

[Daniel Kawczynski (Shrewsbury and Atcham) (Con)]

11. What steps he has taken to encourage (a) cycling and (b) walking.

[The Minister of State, Department for Transport (Jesse Norman)]

Cycling and walking are an important part of transport strategy for this Government, and of course they bring great benefits in terms of health, combating obesity and improving air quality, and, as the Committee on Climate Change has reminded us, with their effects on the environment more widely. We published the cycling and walking investment strategy in 2017. Since then, we have conducted a major cycling and walking safety review, as well as providing a lot more funding; about £2 billion is being invested over this Parliament. The Department is also supporting 46 local authorities with their local cycling and walking infrastructure plans, so they can deliver cycling and walking schemes according to a more phased and consistent long-term programme.

[Daniel Kawczynski]

As the Minister is an MP in neighbouring Herefordshire, I hope he can come to visit the excellent new cycle track in Shropshire. It has been built by Shropshire Council between the villages of Pontesbury and Minsterley and makes it more safe to cycle between villages in our county. Will the Minister come and have a look at the scheme? What more can he do to support councils in the building of safe cycle tracks?

[Jesse Norman]

My hon. Friend will be aware that we have just made an award to Shrewsbury for the relief road, through the large local majors scheme. I look forward to visiting that road at some future point, and at the same time I will certainly tie in a happy cycle down the excellent cycle path between Pontesbury and Minsterley. My hon. Friend should know that, more widely, we are now investing at a high rate in cycling and walking schemes, including through the transforming cities fund, which is now up to £2.5 billion in total; the housing infrastructure fund; and our new £675 million future high streets fund, which is specifically targeted at smaller conurbations.

[Alison Thewliss (Glasgow Central) (SNP)]

Yorkhill and Kelvingrove Community Council recently submitted a £2 million community-led bid to the Sustrans Community Links Plus competition, with the ambition of making the area Scotland’s most accessible community. Will the Minister welcome this cycling-village project which, as well as linking three national cycle routes, will be pedestrian, wheelchair and autism friendly? Would he welcome similar community-led initiatives throughout the UK?

[Jesse Norman]

As the hon. Lady will know, I am almost idiotically keen on cycling projects, so I massively welcome that development. We have recently funded Sustrans with a further £20 million-odd to support the national cycle network and are a great believer in much of the work that it does.

[Dr Sarah Wollaston (Totnes) (Change UK)]

We know from the international evidence what would work to boost us to continental levels of cycling: consistent, long-term funding, rather than stop-start funding, and for both capital and revenue projects. Will the Minister set out what he is planning to ask for? Will he press for cycling funding of £10 to £35 per head, to bring us up to continental levels?

[Jesse Norman]

I am grateful to the hon. Lady. I actually spent two hours yesterday in front of the Transport Committee debating exactly that question and specifying in some detail some of my hopes and expectations for future work, including for the spending review. Of course the hon. Lady is right about the importance of consistency and longevity in funding—that is what our local cycling and walking investment plans are doing and why we welcome the work that has been done in Birmingham by Mayor Andy Street and in Manchester through the Chris Boardman and Brian Deegan project—but I remind her that in 2010 the level of funding for cycling and walking was £2.50 a head; it is now at more than £7, and I hope that that upward direction will continue.

[Mrs Pauline Latham (Mid Derbyshire) (Con)]

T2. If he will make a statement on his departmental responsibilities.

--- Later in debate ---

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Is the ministerial team aware that an all-party group of Members of Parliament came together to secure the seatbelt legislation many years ago? After 13 failed attempts, we actually got it through on the 14th, and the number of lives saved and serious injuries prevented has been substantial. The Parliamentary Advisory Council for Transport Safety, which I chair and which is still a vigorous cross-party group, is concerned by the report today that seatbelt wearing is declining. A quarter of the people killed on the roads last year were not wearing their seatbelts. Could we make it an enforceable offence with three penalty points? Can we take action on this?

[The Minister of State, Department for Transport (Jesse Norman)]

We absolutely recognise the original achievement of passing that legislation. I thank PACTS for the work that it has done on this report, which I warmly welcome. Needless to say, we are working very closely with it. We will look very closely at the report. As the hon. Gentleman will be aware, we have a road safety refresh statement coming up over the summer, and we will look at this in that context as well.

[Neil O’Brien (Harborough) (Con)]

There is a huge problem with congestion at Kibworth in my constituency. What development funding will be available to work up a bypass scheme, and will there be any money available as part of RIS—road investment strategy—3?

[Jesse Norman]

I am not aware of the scheme that my hon. Friend has specifically raised. The RIS 2 announcement will not be made until towards the end of this year, and RIS 3 will not begin until 2025. However, I would be very happy to meet him to discuss the issue in more detail, because it is obviously very important to his constituents.

[Thangam Debbonaire (Bristol West) (Lab)]

Now that this House has taken the lead in supporting Labour’s climate change emergency motion yesterday, does the Department for Transport not agree that it is time that we made sure that there can be no new roads without cycle lanes, unless there is a damned good reason why not, and no new housing without cycle locks and electric car charging points?

--- Later in debate ---

[David Hanson (Delyn) (Lab)]

Holywell Town Council, in conjunction with Tesco, has recently put in place the first electronic vehicle charging point in a town centre in my constituency. I know the Minister will agree that the Government need to do more, so will he give an update on what progress has been made since the fanfare announcement last July of support for electronic charging points? How many have been introduced as a result of a Government initiative?

[Jesse Norman]

As the right hon. Gentleman will know, we take that matter very seriously. We are about to launch the charging infrastructure investment fund, which will see £200 million of public money matched by £200 million of private sector money. We expect a rapid roll-out to what is already one of the largest charging networks in Europe.

[John Howell (Henley) (Con)]

Will the Minister confirm that the Oxford-Milton Keynes-Cambridge expressway started life as a project under the coalition Government, with Liberal Democrats in the Department at the time? Does he agree that the best opportunity to mitigate its effects for local villages is for it to go west of Oxford?

[Jesse Norman]

I can certainly confirm that the project originated in the coalition Government, and it would be quite disingenuous of any political party that was part of it to seek to distance itself from that decision. Of course, I can make no statement whatever about the direction, since that is the subject of a continued process of consultation and review.

[Tom Pursglove (Corby) (Con)]

I join my hon. Friend the Member for Wellingborough (Mr Bone) in thanking the excellent Secretary of State for getting the Leyland bridge issue sorted out. My constituents in Irthlingborough are delighted that the bridge will be rebuilt, but will he join us in keeping the pressure up, to ensure that it is done as quickly as possible? The inconvenience is unacceptable, and that would be very much appreciated.

Motoring Agencies: Business Plans

Jesse Norman Excerpts

Thursday 28th March 2019 Written Statements

[The Minister of State, Department for Transport (Jesse Norman)]

I am pleased to inform the House of the publication of the 2019-20 business plans for the Department for Transport’s motoring agencies—the Driver and Vehicle Licensing Agency (DVLA), the Driver and Vehicle Standards Agency (DVSA) and the Vehicle Certification Agency (VCA).

The business plans set out:

the services each agency will deliver and any significant changes they plan to make;

the resources they require; and,

the key performance indicators, by which their performance will be assessed.

These plans allow service users and members of the public to understand the agencies’ plans for delivering their key services, implementing their transformation programmes, and managing their finances.

The business plans will be available electronically on gov.uk and copies will be placed in the Libraries of both Houses.

Attachments can be viewed online at http://www.parliament.uk/business/publications/written-questions-answers-statements/written-statement/Commons/2019-03-28/HCWS1458/.

[HCWS1458]

Draft Heavy Duty Vehicles (Emissions and Fuel Consumption) (Amendment) (EU Exit) Regulations 2019

Jesse Norman Excerpts

Tuesday 26th March 2019 General Committees

[The Minister of State, Department for Transport (Jesse Norman)]

I beg to move,

That the Committee has considered the draft Heavy Duty Vehicles (Emissions and Fuel Consumption) (Amendment) (EU Exit) Regulations 2019.

It is a pleasure, as always, to serve under your chairmanship, Sir Roger. The draft instrument is extremely straightforward. It ensures that inoperabilities are corrected in EU regulation 2018/956, which concerns the monitoring and reporting of carbon dioxide emissions from and the fuel consumption of heavy-duty vehicles, or HDVs, so that there continues to be a functioning legislative and regulatory regime in the event of no deal.

The statutory instrument requires all relevant data that is calculated in line with the set certification methodology to be monitored, reported and published. The data will be made available to all stakeholders, to allow transport operators access to information on the performance of HDVs of different makes with similar characteristics, thus enabling them to make better informed purchasing decisions. Vehicle manufacturers will also be able to compare their vehicle’s performance with those of their competitors, thus providing an increased incentive for innovation. The draft instrument also continues to provide for analysis of vehicle data, which will support the proposed future CO₂ emissions standards for HDVs.

The main policy content, including the purpose and objectives of the current EU regulations, remains unchanged. Provisions on the monitoring and reporting timetable, the data to be monitored, HDVs in scope, fines and publication data will also remain unchanged. The amendments that the SI makes simply ensure that the EU regulation continues to apply after exit day to HDVs registered in the UK, and transfer responsibilities from the Commission to the Secretary of State. For example, after EU exit, manufacturers will need to report data for new HDVs registered in the UK to the Secretary of State and not the Commission. Any fines will be levied in pounds, rather than euros.

As these are minor changes, a formal consultation has not been carried out, but the Government have made stakeholders in the relevant trade associations aware of the draft instrument and its planned introduction into UK law. I commend the instrument to the Committee.

[Karl Turner (Kingston upon Hull East) (Lab)]

As always, it is a pleasure to see you in the Chair, and to serve under your chairmanship, Sir Roger. My remarks will be very brief.

As the Minister has outlined, EU regulation 2018/956 requires EU member states and EU heavy-duty vehicle manufacturers to monitor and report to the European Commission data relating to the CO₂ emissions and fuel consumption of new heavy-duty vehicles registered in the European Union. The draft instrument effectively transfers the powers and obligations of the Commission to the Secretary of State. The regulations are absolutely necessary, and the Opposition support them.

[Jesse Norman]

I am very grateful for the Opposition’s constructive support, but I am sad to note the SNP’s absence from this Committee on an important statutory instrument relating to the EU. I commend the instrument to the Committee.

Question put and agreed to.

Oral Answers to Questions

Jesse Norman Excerpts

Thursday 21st March 2019 Commons Chamber

[Emma Dent Coad (Kensington) (Lab)]

6. What steps he is taking to reduce transport emissions.

[The Minister of State, Department for Transport (Jesse Norman)]

We have set out clear plans within Government to reduce emissions across all transport modes. In my own area of responsibility, this includes last year’s “Road to Zero” strategy for road vehicles and, most recently, our future of mobility strategy specifically focused on creating cleaner and greener transport.

[Bill Esterson]

Nuclear, solar, tidal, offshore wind, onshore wind: all are forms of renewable energy that have been cut on this Government’s watch. Forty thousand people die prematurely each year as a result of poor air quality, and we all face the threat of climate change. This reckless approach to emissions must stop, so when are the Government going to end their reliance on fossil fuels and make the switch to electric and hydrogen-powered vehicles?

[Jesse Norman]

I am grateful for that question, and delighted by Labour’s recently rediscovered interest in emissions. The hon. Gentleman will know that many of the areas that he mentions—I say this as former Energy Minister—have been colossal successes. In the offshore wind industry, for example, the required levels of subsidy have fallen dramatically over time, as have the costs. As I said, we have the “Road to Zero” strategy. We also have the “Aviation 2050” Green Paper and the “Maritime 2050” strategy, all of which are designed to reduce emissions.

[Kerry McCarthy]

Over the past decade, Bristol has seen a 40% rise in bus use, which is obviously really good, but there is a downside in that buses and coaches contribute almost a quarter of NOx emissions in the city. We have been doing what we can to retrofit the bus stock, but we have just put in a bid for £2.5 million from the clean bus technology fund so that we can retrofit another 170 buses. Will the Government support that?

[Jesse Norman]

I am grateful to the hon. Lady for that question on an issue of great importance—reducing emissions from buses. We have done quite a lot of that already. I am sure that the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden (Ms Ghani), will look forward to receiving the bid and will carefully examine it with her officials.

[Emma Dent Coad]

In Kensington and Chelsea, nearly 30,000 children are living with unsafe levels of air pollution. That is repeated across the country. Asthma UK and UNICEF UK tell us that babies born into heavily polluted areas are born with smaller lungs and brains, and are more prone to asthma, while those on steroids will have their physical development curtailed by this debilitating illness. Will the Minister please tackle this national health emergency by setting legally binding limits on particulates across the country, in line with World Health Organisation guidance, and give future generations a chance to thrive?

[Jesse Norman]

The hon. Lady will know that we are doing an enormous amount through the clean air fund and the other supported funding that we are giving to local authorities, including by working very closely with Transport for London. She is absolutely right to highlight the importance of this issue. However, I was slightly surprised when I carefully perused the shadow Secretary of State’s speech earlier this week, which discussed emissions in some detail, because I was unable to find virtually any mention of cycling, walking or active travel—an absolutely central part of this discussion. I commend that thought to Labour Members.

[Kirstene Hair (Angus) (Con)]

While I warmly welcome any initiative that helps to curb emissions, I am slightly concerned that the roll-out of low emission zones across the country will lead to problems whereby motorists, hauliers and delivery drivers are having to comply with different regulations in whatever city they come into. Does the Minister agree that we also need to look into alternative solutions so that we do not just continue to tax the motorist but give them the alternative of buying a new car or paying taxes?

[Jesse Norman]

That point is very well made: I thank my hon. Friend. We have been talking to the various industry organisations about this issue. There is a concern that there might be a patchwork of permits as between different cities. It is not clear exactly what each city is going to be implementing by way of a zone. We are working very closely to see if we can minimise any disruption and potentially create a national charging infrastructure.

[Lilian Greenwood (Nottingham South) (Lab)]

Further to the question from my hon. Friend the Member for Kensington (Emma Dent Coad), 4.5 million children are growing up in areas with unsafe levels of particulate matter. Over 70% of UK towns and cities have levels that are above the limit recommended by the World Health Organisation. When will the Minister protect our children from toxic air? Under his existing plans, they are likely to persistently face that for another 10 years.

[Jesse Norman]

I am slightly surprised that the hon. Lady, as Chair of the Transport Committee, is not aware of the very considerable funding—hundreds of millions of pounds—and the very specific and close work we are doing with cities, many of them Labour cities constructively working with Government on reducing this problem. It is a complex and multifaceted issue, and we are taking it very seriously.

[Andy McDonald (Middlesbrough) (Lab)]

This week the chief executive of the Committee on Climate Change said that tackling climate change

“requires the strongest leadership in the heart of government.”

But with the Government set to miss their emission reduction targets, it is clear that the Transport Secretary has failed to provide the leadership required. I have a straightforward question for the Minister: do he and his boss believe in man-made climate change, and if so, why are they refusing to act?

[Jesse Norman]

I can tell the hon. Gentleman that I am very much persuaded that many of the effects of man have been deleterious to the environment in many different ways, including relating to climate. Of course I share his concerns, but I am surprised that the Labour party is not taking this issue more seriously. How can he make a speech that discusses wide-ranging issues and not merely fails to mention issues of diversity or disability but barely focuses on cycling and walking—a critical set of interventions in which we are investing heavily across the country?

[Andy McDonald]

The Minister said there was nothing about that in my speech. I will send him a copy. He needs to read it again, because it was there.

Talk comes cheap, and what matters are actions. The Transport Secretary and his team have totally undermined carbon reduction measures by slashing subsidies for electric vehicles, scrapping rail electrification, gutting local bus services, allowing fares to soar and underfunding cycling. Will the Minister give an unequivocal undertaking to reverse those damaging cuts and embark on a programme of rapid decarbonisation of transport, or alternatively, will this Government instead go down as the one who chose not to act to protect the planet for future generations?

[Jesse Norman]

Far from having failed to read the hon. Gentleman’s speech, I have scrutinised it with almost rabbinical closeness. It is a rather interesting mixture of the good, the incoherent and the baffling. I quite liked some of the stuff about land value capture— I thought that was sensible—but it misunderstands the nature of carbon budgets, the entire purpose of which is to allow the whole of Government to make decisions about how carbon budgets, which we are presently meeting, will be addressed. It is also incoherent in wishing to nationalise the rail service, while also somehow removing Whitehall from the process. I look forward to further details and updates for the House.

[Huw Merriman (Bexhill and Battle) (Con)]

3. What recent steps he has taken to encourage cycling and walking.

[The Minister of State, Department for Transport (Jesse Norman)]

I thank my hon. Friend for his question. I am delighted to announce that we are making available from today £21 million in new funding to support the national cycle network. I have agreed with Sustrans that it will work with High Speed 2 and Highways England to integrate routes wherever possible and to use the money we have provided to leverage further investment from other sources.

[Huw Merriman]

I warmly welcome the extra funding from the Minister. Two weeks ago, the Select Committee on Transport took its active travel inquiry up to Manchester, where we met Chris Boardman, the walking and cycling commissioner. He told us that they are unable to introduce certain safety measures in Manchester, such as mini pedestrian crossings, due to being discouraged by the Department for Transport because those are not recognised interventions. How can the Department do more to devolve safety improvements to local authorities, so that we can eradicate some of the less safe areas of our streets?

[Jesse Norman]

That is such an important question. We are working closely across all parts of the Department for Transport to think about improving road safety. I have huge respect for the work that Chris Boardman is doing in Manchester. I have met him on several occasions, as well as Brian Deegan, his chief designer, and we have specifically discussed that issue. There is a tension between national standards and local innovation. We are keen to ensure that both are met in the right way. I will certainly take this up again, because it is an important issue, and we want to see more innovation, particularly in support of road safety.

[Dan Jarvis (Barnsley Central) (Lab)]

Cycling and walking are good for the environment and they reduce congestion, support the public health agenda and are great fun. Chris Boardman is doing an excellent job in Greater Manchester, and I am about to appoint an active travel commissioner for South Yorkshire. Will the Minister meet my new active travel commissioner and me to discuss how we can work together to encourage more people to cycle and walk?

[Jesse Norman]

It is absolutely right to celebrate what is being done in Manchester. It is also important to celebrate what is being done elsewhere in the country. If Sheffield is taking a lead, that is fantastic. Great work is also being done in Birmingham by the Mayor there, who has just appointed his own west midlands cycling champion, which we welcome.

[Sir Patrick McLoughlin (Derbyshire Dales) (Con)]

Many millions of pounds have rightly been spent on providing cycle highways and cycle routes, but there is no requirement for cyclists to use them. Should it not become an offence for a cyclist not to use these highways where they are provided?

[Jesse Norman]

The answer to that, I think pretty clearly, is no. The roadway is for all users. Cycling infrastructure is used to try to preserve and protect cyclists. If that had the effect of forcing people into cycle lanes, it might have all kinds of road safety consequences that we would like to avoid.

[Thangam Debbonaire (Bristol West) (Lab)]

While I am a big fan of cycling, I am a bigger fan of walking, particularly for my disabled constituents, who tell me that they are really fed up with cyclists on pavements. We do need improvements to cycle lanes, to be sure, but what can the Minister tell us about improving safety for pedestrians, particularly disabled pedestrians?

[Jesse Norman]

I think the hon. Lady is absolutely right, and I very much salute her support for disabled people. She can have a word with the Secretary of State and, on her side, the shadow Secretary of State on the issue of disabilities. Walking is a very important part of the same issue. We are in the process of working very hard on a pavement parking review—it is coming towards the end of its work—and we are also working on the question of micro-mobility and how we regulate that. Both those issues are going to bear very closely on the question of how we think about enforcement against cyclists and other users of pavements who make life difficult for walkers.

[Robert Courts (Witney) (Con)]

With the disappointing news in the last couple of days that Oxfordshire County Council has had to remove the B4044 cycle path from its housing infrastructure fund bid, first, will the Minister comment on what he is doing to work across Departments, particularly with the Ministry of Housing, Communities and Local Government, to provide cycling as a way of helping with new housing; and, secondly, will he commit to working with me and Oxfordshire County Council to provide the B4044 bid as a stand-alone bid, so that we can get the cycle path we need?

[Jesse Norman]

I am happy to look at that. I met Oxford City Council, including its cycling champion and the leader of the council, just recently on these issues. Let me make one other point, which is that the advent of e-bikes—the Department is supporting them, and further news about them has been given this week—will also open up further housing opportunities around the country in a way that can only be good both for housing and for future personal health.

[Mr Speaker]

I apologise to the Minister, because as a consequence of his looking at the hon. Gentleman who questioned him, I did not hear him, but I think he floated the concept of an e-bike. Did he say e-bike?

[Jesse Norman]

Yes.

[Mr Speaker]

Well, I look forward to further illumination in due course. I am not familiar with this nostrum, but I have a feeling that I am soon going to be. I must say that it sounds very exciting.

[Patrick Grady (Glasgow North) (SNP)]

At the weekend, I had the pleasure of walking the new South Loch Ness trail with a group of friends, one of whom is getting married, and we managed to get lost only once, which was pretty good given that there was a blizzard. That trail was only made possible thanks to funding from the European agriculture fund for rural development, so what steps are the Government taking to make sure that that kind of funding continues to exist for investment in rural infrastructure that promotes health and wellbeing after the United Kingdom leaves the European Union?

[Jesse Norman]

I do not know the particular circumstances of the route the hon. Gentleman is talking about, but I am sure he will join me in welcoming today’s news of the work on the national cycle network, which is precisely designed to target the kinds of cyclists and walkers he is describing.

Mr Speaker, on the issue of e-bikes—there is a somewhat “Not the Nine O’clock News” quality about this—an e-bike, m’Lud, is an electronically or electrically powered velocipede, either a pedal bike or a moped, which are differently regulated by the Department in each case.

[Mr Speaker]

I am genuinely grateful to the Minister. One learns something new every day, and I am now better informed.

--- Later in debate ---

[Daniel Kawczynski (Shrewsbury and Atcham) (Con)]

I am delighted that the Minister is encouraging more walking. May I urge him, as a Herefordshire MP, to spend some of his Easter holiday on the Long Mynd in the Shropshire hills, an area of outstanding natural beauty, so that he can promote walking to citizens while enjoying our beautiful Shropshire countryside?

[Jesse Norman]

I am very grateful to my hon. Friend. I have actually walked Long Mynd on several occasions, and I have also paraglided from the top of Long Mynd. I very much encourage him to contemplate that as a perfectly splendid additional mode of transport enabled by walking.

[Mr Dennis Skinner (Bolsover) (Lab)]

Based on what the Minister had to say about walking, cycling, e-bikes and all the rest, when will the Government get rid of their ministerial cars and have e-bikes instead?

[Jesse Norman]

I welcome that question. The hon. Gentleman will be aware that I am a keen cyclist to and from work. Sometimes cars are required for security and other reasons, but I barely use a ministerial vehicle, and I encourage all colleagues to enjoy the benefits of cycling and walking.

[Matt Rodda (Reading East) (Lab)]

Walking is the most basic form of transport, and a 10-minute walk offers huge benefits to our health and our communities by easing congestion and air pollution. Areas where footpaths and pavements have been improved have seen increases in trade at local shops and a stronger sense of community, but nevertheless, millions of journeys of under a mile are still made by car. When will the Government properly fund their cycling and walking strategy, because the money that the Minister has announced today simply will not cut it?

[Jesse Norman]

In 2010 the funding levels that we inherited from the previous Government stood at about £2.50 per person, and they are now about £7.55 per person. We would like to get that spending a lot higher if we can, as we fully agree about the merits and benefits of cycling and walking. However, funding is now three times the amount that we inherited from the Government who had governed for 13 years.

[Judith Cummins (Bradford South) (Lab)]

4. What recent assessment he has made of trends in the number of journeys taken by bus.

--- Later in debate ---

[Nigel Huddleston (Mid Worcestershire) (Con)]

11. What steps his Department is taking to improve road connectivity in the Midlands.

[The Minister of State, Department for Transport (Jesse Norman)]

As my hon. Friend will know, Highways England is spending a lot of time and effort thinking about improving the strategic network around the midlands through its investment strategy; smart motorways and junction improvements on the M5 are part of that. I am sure he will also join me in celebrating the recent announcement of our large local major schemes, including the A4440 at Worcester-Carrington bridge.

[Nigel Huddleston]

What plans does the Department have to improve the A46, a vital artery that is key to unlocking economic growth, jobs and housing right across the midlands, and how is the Department working with Midlands Connect in achieving those goals?

[Jesse Norman]

My hon. Friend will be aware that we are already investing in the A46 link road phase 1 at Stoneleigh junction and in junction improvements around Coventry. We have also funded Midlands Connect to carry out a full corridor study designed to look at potential improvements, and that is an important piece of work. We expect to receive its corridor investment strategy later this year and will be taking it very seriously.

[Nigel Mills (Amber Valley) (Con)]

Will the Minister join me in urging Midlands Connect to have a balance of schemes in the east midlands and not just the west midlands? Perhaps he will commend to Midlands Connect the M1-A38 link road and Codnor bypass as it will be a perfect scheme to prove its commitment to the east midlands.

[Jesse Norman]

I thank my hon. Friend for registering that point in the most public way possible. I am not aware of any particular bias in Midlands Connect; I do not think it has one. We work closely with it on any of the schemes that it brings forward.

[Mr Stephen Hepburn (Jarrow) (Lab)]

12. What steps he is taking to reduce rail fares.

--- Later in debate ---

[Tim Loughton (East Worthing and Shoreham) (Con)]

T2. An issue even more taxing than Brexit and the uselessness of Southern rail in Sussex is the continued congestion on the A27, and we are still to get a decision on whether the New Monks Farm development, which will include an IKEA that will attract 2 million passenger journeys a year on to that road, will go ahead. I met the Secretary of State a couple of months ago to ask for an update on further proposals to address the congestion, so when can I have it?

[The Minister of State, Department for Transport (Jesse Norman)]

As my hon. Friend will be entirely aware—he is a tireless campaigner on this issue, on which we have met—Highways England is reviewing plans for the A27 in light of feedback from the public consultation. We will hopefully have a chance to review and discuss it with Highways England and, in due course, with my hon. Friend. I look forward to it, but I cannot tell him exactly when it will be.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

T3. The Secretary of State was unable to answer a written parliamentary question on the legal costs of Eurotunnel’s court proceedings and the settlement deal. Has he now done his sums, and can he give us the cost to the taxpayer of this whole debacle?

[Craig Tracey (North Warwickshire) (Con)]

T4. Thatcham Research is launching a consumer vehicle security rating that ranks the vulnerability of new vehicles to keyless car theft. Does the Minister agree that drivers are entitled to know how secure their cars are? What steps can the Government take to ensure that happens?

[Jesse Norman]

I recognise my hon. Friend’s expertise and understanding, and I thank him for the question. Of course drivers deserve to know how secure their cars are. The taskforce brings industry, police and the Government together to see what more can be done, which includes reviewing public advice on how owners can secure their vehicles, as well as addressing new and emerging threats. We look closely at what it is doing, and we will continue to do so.

[Chris Law (Dundee West) (SNP)]

T5. With a shortage of 60,000 HGV drivers in an industry that relies on 60,000 eastern European drivers, and with a predicted 150,000 shortfall by the end of 2020, why will the Department not urgently fund driver training and qualifications?

[Mr Laurence Robertson (Tewkesbury) (Con)]

T7. In the past 12 months, 845 road incidents involving horses have been reported to the British Horse Society alone. There will have been many more, but those incidents resulted in 87 horses and four people being killed, as well as many injuries. What steps can the Minister take to improve horse and rider safety on the roads? Will he discuss this with Ministers in the Department for Environment, Food and Rural Affairs to see whether more bridleways can be provided to help alleviate the problem?

[Jesse Norman]

This is obviously a very serious matter. I thought my hon. Friend would raise the announcement of the preferred route for the Air Balloon roundabout, but this is even more important. He will be aware that the cycling and walking investment strategy safety review includes consideration of horse riders. As it happens, the Department’s Think! campaign has only just launched a new “learn the ways of the road” campaign, which includes looking out for vulnerable road users, particularly horse riders. The point is well made, and I will talk to DEFRA colleagues about this issue because, as he says, getting horse riders off the road is the best way to keep them safe.

[Mr George Howarth (Knowsley) (Lab)]

Some of the people of Knowsley are having real problems getting to work. On the one hand, they regularly face cancellations on Northern Rail and, on the other hand, if they have to use the Mersey Gateway to get to work in the morning, they have to pay £900 a year. The Secretary of State has done absolutely nothing to address any of these problems. Is it not about time he moved out of the way and let someone else get on with it?

--- Later in debate ---

[Daniel Zeichner (Cambridge) (Lab)]

Dockless bike hire schemes could have been transformative, but too many of those schemes have crashed and burned, leaving a trail of destruction behind them. Despite repeated calls from across this House, the Government have not regulated. Will they soon act?

[Jesse Norman]

I thank the hon. Gentleman for that question. Of course dockless bikes are a source of interesting innovation, and it has been important to see how that innovation is playing out. They can be regulated under a variety of local government powers. As we see further developments, we will continue to look at this. They will also potentially be subject to the discussion in respect of the micro-mobility review we are doing at the moment, through the future mobility strategy.

[Julia Lopez (Hornchurch and Upminster) (Con)]

Will the Minister update us on progress on Access for All funding bids, specifically the one I made for Upminster station in my constituency, which would help disabled people at this busy hub to connect to Crossrail in Romford and which has the full backing of the Havering Association for People with Disabilities?