Oral Answers to Questions

Debate between Kate Green and Chris Heaton-Harris

Thursday 30th January 2020 Commons Chamber

[Chris Heaton-Harris]

I thank my hon. Friend, who is a near neighbour of mine, for his excellent question. We are currently trialling a new, simpler fares structure with London North Eastern Railway, and will use the findings to inform the development of wider plans to improve fares. This will be a big part of the Williams review White Paper that will be published shortly.

[Kate Green (Stretford and Urmston) (Lab)]

One aspect of fare regulation that I invite the Minister to consider is compensation arrangements for cancellations and delays, particularly on commuter services, where the sums involved for the individual journey are small, but the cumulative effect of poor services is significant for those passengers. Will the Minister suggest some ways in which commuters can not only hope to see their trains arrive on time, but easily claim compensation when they do not?

[Chris Heaton-Harris]

The obvious way to get around this problem is to ensure that trains actually arrive on time. That is the ultimate aim of all that we do in this area at the Department for Transport. We have rolled out the Delay Repay scheme across the vast majority of the network, and it is working. However, we are going to spend £48 billion over the course of the next five years to try to ensure that we have the infrastructure in place to make the trains run on time. That has to be the ultimate goal.

Draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019

Debate between Kate Green and Chris Heaton-Harris

Tuesday 8th October 2019 General Committees

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

I beg to move,

That the Committee has considered the draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019.

It is a pleasure to serve under your chairmanship, Mr Hanson. This instrument is the first in a series of three, along with the Heavy Commercial Vehicles in Kent (No. 2) Order 2019 and the similarly named Heavy Commercial Vehicles in Kent (No. 3) Order 2019. Although order No. 2 will be debated later today and No. 3 is subject to the negative procedure, the Committee should consider the whole package when looking at the first order. Together, the orders support the effective management of Operation Brock and strengthen the enforcement regime that underpins it.

As many members of the Committee are aware, the Government have supported partners in Kent to develop Operation Brock: a co-ordinated multi-agency response to situations of cross-channel travel disruption when capacity for heavy goods vehicles to leave the UK through the port of Dover or the channel tunnel is significantly restricted. We have, of course, been preparing to use Brock should cross-channel disruption occur because of the UK’s departure from the EU without a negotiated deal, although it could be deployed as a result of disruption resulting from bad weather or industrial action. Brock replaces Operation Stack and has been specifically designed to keep the M20 motorway in Kent open in both directions, with access to junctions even in periods of severe and protracted disruption.

Operation Brock consists of three phases. The first—Brock M20—is a contraflow queuing system on the M20 between junctions 8 near Maidstone and 9 near Ashford. The contraflow system enables all other traffic to travel in both directions of the M20 on the London-bound carriageway when cross-channel heavy goods vehicles are stored on the coastbound carriageway. When the M20 queuing system reaches capacity, phase two—Brock Manston—would kick in, and cross-channel heavy goods vehicles bound for the port of Dover would be diverted to Manston airport. If needed, phase three—Brock M26—could be used as a last resort to store trucks heading to Europe via the channel tunnel.

The Kent Resilience Forum, which comprises bodies such as the county council and the local police force, is responsible for Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police as the gold command in consultation with the Kent Resilience Forum. Although we are undertaking significant activity to inform traders and hauliers of any new requirements resulting from our departure from the European Union, there is a concern that widespread non-compliance could lead to serious congestion on Kent’s roads, as was experienced in 2015 when Operation Stack was deployed for an extended period. That was down to strikes and weather. Almost a third of cross-channel HGVs avoided the traffic system, causing serious traffic problems on the local road network, with part of Kent becoming gridlocked.

The Department has held, and is continuing to have, regular discussions over the past year with the forum and other stakeholders in Kent who are very keen to see measures to strengthen the enforcement of Brock introduced. It is crucial, therefore, that these instruments are brought into force in time for a potential no-deal Brexit to ensure that the scheme operates as efficiently as possible and to reduce the impact on businesses and local communities in Kent.

[Kate Green (Stretford and Urmston) (Lab)]

I am listening to the Minister with great interest. Have the Government made an environmental impact assessment of this new proposal?

[Chris Heaton-Harris]

May I come back to that in a second?

I am grateful that time has been found for these debates to take place quickly and also for the speed at which the Joint Committee on Statutory Instruments has scrutinised the instruments.

We consulted on the package of measures this summer and targeted all sorts of people, including key Kent stakeholders such as Kent County Council, the port of Dover and Eurotunnel. The responses received were broadly supportive while providing helpful points of detail that assisted us in drafting the orders as well as raising wider points on the deployment of Operation Brock. I thank everybody who took the trouble to respond.

I will set out the order we are considering today, as well as the other two orders. The No. 1 order confers new powers on traffic officers in Kent. That would enable traffic officers to require the production of documents to establish the vehicle’s destination and readiness to cross the border; direct drivers to proceed to a motorway, removing the vehicle from the local road network; and direct drivers not to proceed to the channel tunnel or the port of Dover, except via a specified road or route. Document checks to help make sure a haulier has the right documents on the M20 will be carried out by temporary traffic officers contracted by Highways England and under its direct supervision. Broader traffic management and enforcement will be dealt with by permanent staff from the Driver and Vehicle Standards Agency and the local police.

The order also sets out the amount of the financial penalty deposit, which will be issued and taken immediately at the roadside by the police or staff from the Driver and Vehicle Standards Agency. If a driver cannot make the deposit, their vehicle will be immobilised. That does not mean it will be stuck in a queue forever; rather, it will be stickered and escorted away to a point out of the queue where further action will be taken. The amount of the deposit for breaching traffic restrictions introduced by the other two instruments, or for failing to comply with the traffic officer exercising the new powers, is set at £300.

To provide an overall perspective, I will briefly outline the traffic restrictions that the other two orders introduce. Order No. 2, which will be debated this afternoon, prohibits cross-channel heavy goods vehicles from using local roads in Kent other than those on the approved Brock route. Order No. 3, which has been laid using the negative procedure, prohibits cross-channel heavy goods vehicles from accessing the coastbound carriageway of the M20 between junctions nine and 13, unless the driver is displaying a permit. That permit will be used in the Brock queue between junctions eight and nine, enabling a driver to demonstrate they have followed the approved Brock route and have complied with any border document checks that may be undertaken in the queue. It also sets the amount of the fixed penalty for offences relating to this series of instruments at £300. We have provided that the new powers and traffic restrictions in the orders will cease to have effect on 31 December 2020, in a sunset clause. This coincides with the end of planning permission for Manston airport to hold heavy goods vehicles and it is important we have that in place until that time.

Crucially, these instruments introduce powers that allow for enforceable border readiness checks to be conducted. If a no-deal Brexit happens, the UK economy will become a third country to the customs authorities in EU member states, enabling them to introduce EU border and customs rules. Traders will need to complete processes for customs and provide documentation to their hauliers, who will need it when carrying goods to let those goods move smoothly across this new border. The border readiness checks would look to see if a haulier has those documents.

That is important because, without the right documentation, drivers may not be able to complete their journey in the European Union. The UK port might turn them away because they do not have the required documentation. For example, some of the customs documentation needs to be scanned at the Eurotunnel check-in before the vehicle can board a train or they may be blocked from progressing through an EU port by a member state customs authority. Vehicles could be delayed or fined or returned to the UK, or goods could be destroyed, so that is vital.

[Kate Green]

I hope that the Minister is going to come back to my question on environmental assessment, but I want to ask him another question. Will those checks, particularly in respect of what might be needed at the EU port or subsequently, include checks on whether the driver has the appropriate European driving licence?

[Chris Heaton-Harris]

I was coming back to that, but I will answer both questions at the same point.

Highways England has undertaken the environmental assessment for the M20 Brock as well as individual sites such as Manston—so yes, environmental assessments have been concluded. I am sorry: I have forgotten the hon. Lady’s second question.

[Kate Green]

Will there be checking on this side for European driving licences?

[Chris Heaton-Harris]

Yes, there will. Currently, there are more than 50. A host of pop-up sites has already gone up, giving documentation out to hauliers and others to tell them what the checks might be. Yes, they will need a driving licence and a passport, and obviously some documentation for customs declaration. All that is highlighted in the documentation they are receiving now. They should be able to check that they are border-ready well before they get to the border.

[Kate Green]

I am sorry to interrupt the Minister again and I am grateful for both his answers. Has the environmental impact assessment carried out by the Highways Agency been published and is it possible for us to see it—or to have it placed in the Library, if not?

[Chris Heaton-Harris]

I believe it is. I will find it and try to repeat that in my concluding remarks so that it is on the record, if that is okay.

I was talking about the various checks and why we need to ensure that our hauliers are border-ready. If the Brock queues are stationary, we propose conducting border readiness checks on the M20 and at Manston airport. A haulier deemed ready to cross the border will be given a permit that allows them to go to their port. Unready hauliers, who try to go to the port without a permit, will be stopped, directed to the back of the Brock queue and receive the proposed on-the-spot £300 fine issued by the police or DVSA.

The orders are of vital importance to allow sensible traffic management in Kent. They help demonstrate to the public and business that Operation Brock will be ready, fully operational and enforceable on day one, should it be needed, to deal with the impact of cross-channel disruption. I commend them to the Committee.

Parliamentary Under-Secretary of State for Welfare Reform (Disabled People)

Debate between Kate Green and Chris Heaton-Harris

Tuesday 28th October 2014 Commons Chamber

[Kate Green]

My hon. Friend is right.

As we start the debate this afternoon, let me say that we can send a message of dignity and respect to disabled people in two ways. We can do so by voting for the motion to make it clear that anyone who makes comments that suggest discriminating against disabled people or that demean them should not be in government, least of all in a role in which they make decisions day in, day out that affect disabled people’s lives. We can also show our feelings by the way in which we conduct this debate. The real reason this debate matters so much is that it is an opportunity for us to show disabled people that we understand why Lord Freud’s remarks caused such anger and pain and that we understand what is happening in their lives. Lord Freud’s comments have touched a chord because disabled people are already suffering so much from the policies for which he and his ministerial colleagues are responsible.

[Chris Heaton-Harris (Daventry) (Con)]

I think that the hon. Lady is struggling to make her case. Will she explain why, in 2003, the Labour party had a policy to get rid of the minimum wage for people who had mental health problems?

[Kate Green]

That was never our policy. Of course programmes exist to support disabled people who are on benefits to get into therapeutic work, but that is not what the noble Lord Freud was speaking about.