European Union (Withdrawal) Bill

Lord Berkeley Excerpts

Committee: 6th sitting (Hansard - continued): House of Lords
Monday 12th March 2018 Lords Chamber

Moved by

[Lord Berkeley]

104: Clause 7, page 6, line 25, at end insert—
“( ) No regulations affecting or amending the frontier control procedures for freight transport at borders between the United Kingdom and the EU may be made unless a Minister of the Crown has laid before both Houses of Parliament a report demonstrating that the new or amended procedures will not increase delays to freight transport.”

[Lord Berkeley (Lab)]

My Lords, I shall speak also to Amendment 231. This group of amendments is completely different from the previous one. It is about frontier controls between the UK and the EU after Brexit. The amendment would require Ministers to report to Parliament on how any new procedures can be implemented without increasing delays and cost. This is a very serious issue. I regret that there is no separate Bill, so far, on this. We have already been discussing the Haulage Permits and Trailer Registration Bill, which has been a very useful forum, but we are tonight discussing this issue.

Ministers have stated time and again that there will be no border control between the Republic of Ireland and Northern Ireland. They might rightly say that but they have also told the Commission that they do not want to remain in the single market and the Commission has taken that into account in its draft withdrawal agreement dated 28 February. To a simple mind like mine, since the Republic will stay in the EU and the UK will not, and since the Government insist we cannot remain in the single market, there has to be some kind of frontier between the Republic and the United Kingdom. Whether it is between the north and the south of Ireland or down the Irish Sea, we have debated many times, but I cannot see how it can be fudged or cherry-picked.

The volume of traffic between the UK and the EU is huge. In 2016, about 67 million tonnes of unitised freight were imported or exported, of which 14 million tonnes were temperature controlled. In 2015, there were 55 million UK customs declarations, and that number is due to multiply by five after Brexit. They have all got to be checked and controlled somewhere. Can that be done electronically at frontiers? The British Ports Association has said that one of the biggest challenges the ports face is accommodating the new environmental health standards inspections at the borders, which will obviously cost a lot of money and time if they go wrong. It is estimated that 3,000 trucks a day carrying temperature-controlled traffic might need checking for environmental health standards.

I have a couple of interesting examples which have come from the Irish Exporters Association, which seems to be more open with its ideas than people on this side of the frontier. A lot of people have talked about the benefits of the EU-Canada free trade agreement. An issue found there was the need to check the compliance of pallets used to carry the product within the container with the ISCN standard. If a load is found to have one non-certified pallet or one non-certified repair to a pallet, the whole lot is sent back to the sender. That will cause chaos. One has to question what proportion of trucks would need checking. The UK will not say. I have not heard any information from the Government, but the Irish News states that 6% to 8% would need their paperwork checked and some visual inspections at the frontier, which looks to me like roughly 1,000 trucks a day in addition to the temperature-controlled traffic, and the Government say there will be no queues. They have to do something about this.

There is a real problem. If the UK is not in the single market, and the Republic is, there have to be some controls somewhere. It is a great shame that we do not have a representative of Sinn Féin in your Lordships’ House to give a wider view of the problems in Northern Ireland. The noble Baroness, Lady McIntosh, regretted the lack of SNP members here to have a good debate about it.

What are the Government doing about this in terms of IT systems? The tax commentator Richard Murphy reports that there are 85 IT systems at UK borders, of which 30 will need to be replaced or changed. I do not think I need to go into the disasters of some previous UK IT systems, but there is little evidence that the Home Office or Customs will be able to have a system up and running for when we need it. It may take many years.

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[Lord Callanan]

I would be delighted to write to the noble Lord.

[Lord Berkeley]

My Lords, I am grateful to all noble Lords who have spoken in this interesting debate. It has been really well informed and I am amazed that the Government have nothing better to respond with other than answers that I think I heard six months ago. As my noble friend has said, time is running out. This is a probing amendment and I am grateful to the noble Viscount, Lord Hailsham, for suggesting that we should have gone harder, and indeed the noble Baroness, Lady Altmann, said the same thing. We have time to have discussions before Report, but it is a sad reflection for all of industry, not only the transport sector. The noble Baroness referred to the manufacturing sector and said that we are no further on. The Commission has produced papers but we just get motherhood and apple pie. I do not think I can take this any further tonight, so I beg leave to withdraw the amendment.

Amendment 104 withdrawn.

Moved by

[Lord Berkeley]

105: Clause 7, page 6, line 25, at end insert—
“( ) No regulations altering the roles and responsibilities of the European Union Agency for Rail relating to rail transport and the application of legislation relating to it may come into force until a Minister of the Crown has laid before both Houses of Parliament a report setting out the benefits and costs of any such alteration for the passenger and freight rail sectors and the impact of the alterations on rail infrastructure managers in the United Kingdom in terms of capital and operation costs.”

[Lord Berkeley]

My Lords, I shall be brief on this amendment because the Minister has almost answered some of the questions. However, it is worth reminding the Committee that the Prime Minister has talked about how she is keen that the various agencies should continue to exist after Brexit. I have not seen anything about the European Union Agency for Railways, as it is now called. It is vital that we have this agency.

We have only one link across the Channel at the moment. Last week DG MOVE at the Commission produced a paper which goes into great detail about what we cannot have after we have left. It is a pity that we do not have a response to it. That includes our UK-registered train drivers who will not able to operate in France or anywhere else unless they pass the test in France. The same applies to approvals for equipment that is manufactured over here if it is not produced to the same standard. This could be a complete disaster, and it will be a great shame if we cannot maintain our involvement with the European railways agency because some of us have spent the past 10 years trying to have one technical agency that covers all the railways in Europe rather than having 25 different ones, which is what we had before.

I hope that when the noble Lord comes to respond, he will be able to give us some warm words about how we can retain our involvement with the European railways agency and sort out all the different issues around standards, drivers’ approvals, rolling stock approvals and everything else. I declare an interest as the chairman of the Rail Freight Group, and we do want to see rail freight and Eurostar continuing their services after March next year. I beg to move.

[Lord Bilimoria]

My Lords, I added my name to the amendment to note that rail contributes £85 billion of extra economic benefit to the British economy. About 41,000 of the 240,000 people who work in the rail industry are EU nationals. To make this point, the amendments basically say that we have to adhere to the European Union Agency for Railways, which has EU-wide responsibility for implementing the technical aspects of railway legislation. This cannot be under- estimated because it encompasses safety, specifications of interoperability—TSIs—and a common verification process for infrastructure and rolling stock. Most railway industry manufacturers have standard products designed for supply across the whole of the EU, in line with these requirements.

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[Lord Callanan]

My Lords, I am again grateful to the noble Lord, Lord Berkeley, for bringing this important matter before the Committee. The Government are considering carefully all the potential implications arising from the UK’s exit from the EU, including the implications for the UK’s future relationship with the European Union Agency for Railways. The UK’s continued participation in the agency as a third country and its continued co-operation in the fields of rail safety and standards, as well as the implications for the UK’s technical standards regime, is, of course, a matter for the negotiations.

Our domestic railway and the cross-border services that link us with the EU serve an incredibly important function in the transport of goods and people across the UK and between the UK and the EU. In 2016, there were some 1.7 billion passenger journeys facilitated by rail in the UK, while the rail freight industry transports goods that would otherwise require 7.6 million more lorry journeys each year. Equally, the Channel Tunnel was responsible for 25% by value of all trade in goods between the UK and continental Europe in 2014, facilitating an estimated £91.4 billion of trade in total. Passenger services through the tunnel, including Eurostar and Le Shuttle, and international rail freight services, transported an estimated 20.8 million passengers and 22.5 million tonnes of goods in 2016.

As the Prime Minister made clear in her Mansion House speech last week, we want to maintain the continuity of rail services that link us with the EU, which provide important economic benefits to both the UK and the EU. However, our participation in the European Union Agency for Railways is not something that the Bill can legislate for. For decades, we have worked closely with our European partners to develop a regime in the field of rail safety and standards that reflects UK practice. We strongly believe it is in both our and the EU’s interests to ensure continued productive co-operation on safety and standards in the future, regardless of the outcome of negotiations. As I have said, this will be a matter for negotiations. In considering all relevant factors relating to the future rail safety and standards framework, the Government remain committed to our railways continuing to have the highest standards and remaining steadfastly amongst the safest in the EU.

We will continue to take on board the views of industry. The Government have a number of established mechanisms for engaging regularly with the rail sector. These include, for example, the Rail Delivery Group and the Rail Supply Group, whose members include the supply chain, passenger and freight operators, and Network Rail. As we prepare for the UK’s withdrawal from the EU, the Government will continue this engagement with a wide range of stakeholders from across the UK’s rail industry to seek views, which the UK has taken, and will continue to take, into consideration.

In the light of that, I hope I have satisfied the noble Lord that we understand the importance of maintaining the continuity of our important EU rail links, as well as maintaining a safe and effective railway. This will continue to be an important factor as we approach the negotiations. I therefore hope he feels able to withdraw his amendment.

[Lord Berkeley]

I am grateful to the Minister for that reply. It is not news to me, because, obviously, I am aware of what is going on. Could he possibly write to me quite soon about some information that I have which states that the Department for Transport is looking at which regulations from Europe could be torn up as soon as we leave? It is apparently highly confidential, which probably means that we will end up retaining a mishmash of half European and half British regulations, with a divergence which will be incredibly bad for both our manufacturing industry and operators.

[Lord Callanan]

My noble friend Lady Sugg will be happy to discuss that with the noble Lord.

[Lord Berkeley]

I am grateful to the Minister. I beg leave to withdraw the amendment.

Amendment 105 withdrawn.

Moved by

[Lord Berkeley]

106: Clause 7, page 6, line 25, at end insert—
“( ) No regulations may be made under this section altering the roles and responsibilities of the European Aviation Safety Agency until a Minister of the Crown has laid before both Houses of Parliament a report setting out the benefits and costs of any such alteration to the United Kingdom’s aviation sector, including airlines, airports, aircraft manufacturers, aircraft maintenance and air navigation services providers, in terms of capital costs, operational costs and the impact on market access and safety.”

[Lord Berkeley]

My Lords, this the last of my three amendments and it is to do with aviation. Aviation has so far come out better from the various statements from the Prime Minister and others because of the noise from the aviation industry, be it airlines, which were rightly frightened about being unable to fly one day after Brexit day unless some changes were made, or the manufacturing industry, which is reliant on a massive amount of approvals for all components. Some 2 million components manufactured in this country go into an Airbus. They are all approved centrally by the European agency. If we do not retain membership of this agency, those approvals will be null and void and we will not be able to carry on.

There are many other consumer interests as well. The airline sector benefits dramatically from being part of a European group of airlines. Leaving EADS and having to negotiate directly with goodness knows how many other member states for particular routes does not bear thinking about. The noise from the airlines has been great; I hope it continues and that Ministers take notice of it. Let us not forget the manufacturing industry. It is not just aircraft wings for Airbus, which I think are made in north Wales, but many other components. We need a thriving industry and we need to stay part of it. I hope that the Minister will be able to give us some comfort on that. I beg to move.

[Baroness Randerson]

My Lords, I first raised this issue in the autumn of 2016 and have done so repeatedly since then, even in a Private Member’s Bill on the Single European Sky. It is important because there is no fallback position for aviation; there are no WTO rules that we can rely on. If things do not go right, there is simply a blank in which planes will be grounded. Along with them will be the passengers and very high-value freight which goes by air.

I do not mention these concerns on my own initiative; they have been put to me by people in the aviation industry from across the world, because our whole economy stands on the shoulders of our air transport industry.

All along, the Government have expressed confidence that this will all work out fine on the night, but there has not been any official commitment either to remaining in EASA or the Single European Sky. Despite the commitment made by the Prime Minister last week there has been no official commitment, so these amendments give the opportunity to provide that. With the best of intentions, we could find ourselves at an impasse, and this is not just a little local difficulty between the UK and the EU; it is also very much about the US. We rely on the EU/US open skies agreement as a member of the EU, and we will cease to be a member of it when we cease to be a member of the EU. It cannot just slot into place later because airlines sell tickets a year in advance. Indeed, they are already selling tickets for a period of time when they cannot be absolutely sure that the planes are going to fly. There will be an awful lot of airline tickets on sale from next month for a year hence—some have already been sold, as I say.

There are already stories—for example, in the Financial Times last week—that early talks have not gone well. The Minister denied that and I am very pleased to hear those words, but in the past the United States has not been easy to make aviation agreements with. Opening up US aviation to both EU and UK flights has been a problem in the past. There are potential issues over the continuation of anti-trust exemptions, which allow airline alliances to set fares and share revenue. Any new deal has to allow for the pattern of ownership of our own major airlines, which have very big foreign shareholdings, especially IAG, of course. In the short term it is important that we remain in the open skies agreement during transition, or at least that we are treated as if we are within that agreement. In the longer term it is clearly best if this continues beyond transition.

Briefly on EASA, at any one time half the aircraft in the skies above Britain are not UK registered, so we need to remain the dominant influence over aviation security and safety in the EU and beyond. We have been a major force so the Prime Minister’s words, as I said earlier, were welcome last week. We need full, official government commitment here in legislation: not just to being associate members of the EASA or observers, but to being full members because there is consensus in the sector that it makes no sense to create a national regulator. It is essential that we remain fully integrated with EU rules and systems. The EU has brought huge benefits to passengers—lower fares, more destinations and greater passenger rights and compensation. We must remain part of that scheme. We must also maintain the environmental benefits it has brought.

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[Lord Callanan]

I took on board the noble Lord’s question but I am unable to give him those reassurances at the moment.

[Lord Berkeley]

I am grateful to the Minister for his reply and to all noble Lords who have spoken in this excellent debate. The Prime Minister has made more progress here than in the logistics, customs and railway sectors. My final question to the Minister is: has the European Union agreed this? Until it is agreed, it is not a lot of good. We need to revisit this and, we hope, have regular updates. I hope the Government will push very hard for it to be a priority—as my noble friend Lord Whitty said, to have this signed, sealed and delivered at as early a stage as possible. On that basis, I beg leave to withdraw the amendment.

Amendment 106 withdrawn.

European Union (Withdrawal) Bill

Lord Berkeley Excerpts

Report: 3rd sitting (Hansard): House of Lords
Wednesday 25th April 2018 Lords Chamber

Three items remain to be looked at in the event that we do not fall within a customs arrangement: one is rules of origin, ideally on the basis of a government text; another is the free movement of workers, particularly in the agricultural, fruit and vegetable-growing sector; a third is a realisation that if there are animal and food movements on the Irish border, for the reasons I rehearsed earlier, there will have to be physical checks. In these circumstances—

[Lord Berkeley (Lab)]

Can the noble Baroness confirm that seed potatoes are part of the problem? If they are sown on both sides of the Irish border, they will not be able to be taken across unless they are subject to specific checks.

[Baroness McIntosh of Pickering]

The noble Lord has the advantage over me. I was not thinking so much of potato seeds but the fact that the Secretary of State has said that we are to have higher standards of animal hygiene, animal health and animal welfare, which I welcome. That follows on from the little debate we have just had. There will have to be physical checks. There cannot be checks managed by technology, in which case potatoes and their seeds could effectively fall within that category. So the noble Lord has actually made and developed that point very neatly for me.

In the context of Amendment 47, I urge the Minister to maintain Clause 8 in the Bill and to keep an open mind as regards potential membership of the European Economic Area or applying to join the European Free Trade Association.

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At this hour, it is not necessary to go on at great length, but this seems to me a practical, sensible and helpful amendment, and I hope that the Minister will be able to show that the Government are taking very seriously the issues at stake.

[Lord Berkeley]

My Lords, I support my two noble friends who have spoken to this amendment. I declare an interest as chairman of the Rail Freight Group and a member of the board of the European Rail Freight Association. They are absolutely right in the worry that these agencies will not be able to accept us after Brexit. I know the European railway agency people very well, and they would love us to stay, obviously, and would love to work with us, but of course they are forbidden from doing so by the European Commission, because that is part of the regulations. But the consequences, as my noble friends have said, are actually very serious. The manufacturing issue is not just about how we are going to take the components back and forward—it is the standards to which they are created and built and the safety certification that has to go along with it, which cannot easily after Brexit cross between us and the rest of Europe.

The issue also occurs on the railways, partly with manufactured items and partly with the operation. We do not yet know whether the train drivers that go across in the tunnel—Eurostar or rail freight—will have to have separate licences. The one good thing that the European railway agency started off doing was to try to get a common standard for red tail-lights across Europe, because each member state had its own standard, and when you got to a frontier somebody had to walk to the back of the train and change the lights. Mercifully, that is a thing of the past—but, unless all these issues are sorted out and the necessary drivers and other staff get the proper training, there will be no trains through the tunnel, and there may not be any flights, if my noble friend’s comments on the air service are correct.

We really need to get on with this. Everybody is waiting for a decision and, if we do not, we can expect to have very little traffic on the railways when we leave the EU. I do not think that the same will apply to the ferries across the channel, but we do not know. How all that affects the transport between the north and south of Ireland and across the Irish Sea, we had better leave to another day—but I hope that the Minister will have some positive response to my noble friends’ questions.

[Baroness Smith of Newnham]

My Lords, we have been told frequently that this Bill is about providing legal certainty on the day that we leave the European Union. We have already heard from three noble Lords a whole range of issues that will be extremely difficult in the transport sector when we leave the EU. If we cannot stay in the European agencies, are the Government doing to do at least as much as proposed new subsection (2) suggests and establish,

“an effective equivalent within the United Kingdom”?

If we are to have legal certainly, it is not enough simply to enshrine EU law into United Kingdom law. We need to know what the standards will be on the day that we leave. This is not something that is just hypothetical; this is not about widgets—it is about how our transport system functions on the day we leave. So far, we have not had sufficient answers on this, so I hope that the Minister might be able to tell us something that goes beyond the idea that this is simply going to be about the negotiations.

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[Baroness Goldie]

That was a general observation, not a specific comment; I referred to the general process of negotiations as they have been taking place.

I am grateful to the noble Lord, Lord Whitty, for raising this important issue, because it provides me with the opportunity to reassure the House about issues of transport connectivity and safety. The noble Lord has helpfully brought this before the Chamber and I shall try to provide some reassurance.

The Government are considering carefully all the potential implications arising from our exit, and that, of course, includes implications for the UK’s transport connectivity and for our future relationship with the European Union agencies. The noble Lord, Lord Whitty, rightly referred to the significant numbers of people and groups of people who rely on that connectivity. He referred to importers, exporters and tourists, and he was absolutely correct. We are committed to getting the best possible deal that we can. We are focused on securing the right arrangements for the future so that our transport industry can continue to thrive and so that passengers can have opportunities, choice and attractive prices. I say to the noble Lord, Lord Whitty, that, in particular, we want to secure continued connectivity for transport operators and users and we want to maintain the safety of international transport operations. These are obviously extremely important objectives.

We are absolutely committed to maintaining high standards of safety—another very important objective. The Bill is part of that because it allows the Government to be clear that we are committed to ensuring that exit will not jeopardise a harmonised safety system that benefits both the UK and EU networks and maintains high safety standards. We strongly believe that it is in the interests of both the UK and the EU to ensure continued productive co-operation on safety and standards in the future, regardless of the outcome of negotiations. We want to ensure a smooth and orderly transition to new arrangements, while maintaining and developing the current levels of transport connectivity between the UK and the EU.

The Government fully recognise the central role that transport will play in supporting our new trading relationships as we leave the EU—in short, transport will be essential. That is why we are committed to avoiding disrupting trade or imposing additional regulatory burdens on industry in the UK or the EU.

Specifically on the UK’s continued participation in the European Aviation Safety Agency, the European Maritime Safety Agency and the European Union Agency for Railways as a third country, I know—I accept that it is frustrating—that I will disappoint some noble Lords when I reiterate our position that participation in these agencies is a matter for the negotiations. Our participation in European Union agencies is of course something that the Bill cannot legislate for.

However, I will try to provide some comfort because, as the noble Lord, Lord Whitty, acknowledged, the Prime Minister in her Mansion House speech in March clearly confirmed the Government’s ambition to seek continued participation in the EASA system. There are provisions in EU legislation which allow non-EU countries to participate in the EASA system, as Switzerland, Norway and Iceland currently do. The Prime Minister acknowledged that an appropriate financial contribution will be necessary, and that there will be a role for the Court of Justice of the European Union. We also value information-sharing with other countries through the EMSA and the EUAR.

After our exit from the EU, we will ensure that UK agencies and operators have the tools they need to manage UK services as effectively in the future as they do now. For instance—this is probably of particular interest to the noble Lord, Lord Berkeley—Britain’s railways are among the safest in the EU, and railway safety standards will continue to be safeguarded by an independent safety regulator, the Office of Rail and Road. In fact, it is historic UK practice that the European safety framework largely reflects. We should bear that in mind. For decades we have worked closely with our European partners to develop a regime in transport safety and standards that reflects UK practice.

I make it clear—and in doing so, I hope that I may offer some comfort to the noble Lord, Lord Tunnicliffe—that, whether or not we remain part of the EU, executive agencies and EU safety regulations will be incorporated into domestic law by the European Union (Withdrawal) Bill. Importantly, this means that on exit the same safety rules will continue to apply.

Again, I thank the noble Lord, Lord Whitty, for his informed interest in this important area. I hope that I have satisfied him that we understand the importance of maintaining the continuity and safety of our vital transport links.

[Lord Berkeley]

Could the Minister just explain something on the question of railway safety? The present system is that the European Union Agency for Railways can give approval for the manufacturing and bringing into operation of rolling stock in any member state, including our own. Will that continue, or will we have a separate agency and then have to get separate approval to operate in France and elsewhere? If that happens, we will go back 20 years in interoperability.

[Baroness Goldie]

The noble Lord raises an important point. Again, I have to say that yes, that will be part of the negotiation process. It is all to do with what the Government seek to achieve, which I have tried to outline. However, I think the noble Lord will fully understand that I am unable to say whether this or that will happen or be possible, as it is entirely subject to what we are able to negotiate.

It is important that, as negotiations proceed, your Lordships are kept as fully informed as possible. The noble Lord, Lord Tunnicliffe, was good enough to refer to the meetings which have been taking place; he was perhaps a little dismissive of their value, but it is important that Ministers engage with your Lordships, and I and my noble friend Lady Sugg will certainly continue to do that.

European Union (Withdrawal) Bill

Lord Berkeley Excerpts

Report: 4th sitting (Hansard): House of Lords
Monday 30th April 2018 Lords Chamber

Moved by

[Lord Berkeley]

61: After Clause 9, insert the following new Clause—
“Single market: frontier controls
If no agreement is reached with the EU on frontier controls, taxes and charges, the free movement of goods and services, the Digital Single Market, standardisation and the full involvement of the United Kingdom in European Agencies by the day on which this Act is passed, then the Government's negotiating objectives under Article 50(2) of the Treaty on European Union shall be on the basis that the United Kingdom will seek to remain fully in the Single Market.”

[Lord Berkeley (Lab)]

My Lords, I am moving this amendment on behalf of my noble friend Lord Bradshaw, who could not be here tonight, but the amendment is also in my name and that of the noble Lord, Lord Bilimoria It is slightly different from some of the previous ones we have debated today. It suggests that, if no agreement is reached with the European Union on frontier controls and all the other things in the amendment, the Government’s negotiating objectives should be on the basis that the UK will seek to remain fully in the single market, which I and many other noble Lords see as an alternative to the hard or cliff-edge Brexit, or whatever we like to call it. The first Division that we won a few days ago on Report was on the customs union. That was a good start, but I invite the House to go a little further. Although the customs union is good, quite a lot of problems would still be attached to it, particularly on the jobs and frontier control issues.

On the economy, we read every day of fears of job losses, the economy going down, and of worries from many companies, large and small, about the effect of Brexit. I suppose that the motor car manufacturers are some of the most frightened. The Society of Motor Manufacturers and Traders believes that that there will be a £4.5 billion additional cost in tariffs, let alone all the other bureaucracy I shall come on to, and the RICS reckons that there will be the loss of 200,000 construction jobs if we are not in the single market.

Many noble Lords will have read the recent leaked government analysis of the drop in the economy if we go for a hard Brexit—in the north-east a 16% drop, and in the West Midlands a 13% drop—whereas in the UK overall there would be a 1.5% drop if we remained in the single market and an 8% drop if we ended up on WTO terms. It is worth my saying before the Minister does that the Government do not recognise these figures, but we all get used to the Government not recognising the figures they do not like. We will see what happens.

On the issue of frontier controls, 38 cross-border agencies are involved. With some of them the checks have to be done at frontiers—I include the Northern Ireland-Republic land frontiers in these remarks—and the paperwork, even with a customs union, can be pretty horrendous. We could spend hours debating customs, food standards, food legislation, and the need for pallets to be disinfected when they come into the European Union. Seed potatoes cannot be taken from inside to outside, so I do not know what will happen if a farm straddles the border in Ireland and the seed potatoes in one half cannot be taken into the other half, which sounds interesting. Other issues, among many, include animal and plant health, rabies, foot and mouth and pharmaceuticals.

Just to give one example, there is a transporter that moves goods for Morrisons from here to Gibraltar. Every lorry has to be checked for the point of origin of the goods, each having its own document, before the Spanish authorities will permit the vehicle to leave the UK on its route to Gibraltar. Heaven only knows how that will improve when we have left.

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[Lord Callanan]

I thank the noble Baroness for her comments. Amendment 61, tabled by the noble Lord, Lord Bradshaw, but moved by the noble Lord, Lord Berkeley, seeks to maintain the UK’s participation in the single market if agreement is not reached in the areas of frontier controls, taxes and charges, free movement of goods and services, the digital single market, standardisation and UK involvement in European agencies. As a result of the significant progress made in negotiations, we are increasingly confident that we will secure a deal with the EU and that the prospect of leaving negotiations without a positive agreement has receded significantly.

I will say a little more about our objectives in the areas mentioned in the noble Lord’s amendment. First, on frontier controls, we have thought seriously about how our commitment to a frictionless border can best be delivered. Noble Lords will recall the Government’s clear position on this, which I touched on in my earlier remarks. On taxes and payments, the Government are committed to making cross-border trade as frictionless as possible after the UK leaves the EU and will take the necessary steps to ensure the UK economy remains strong in the future. On goods, a fundamental negotiation objective is to ensure that trade at the UK-EU border is as frictionless as possible. That means we do not want to see the introduction of any tariffs or quotas. To achieve this, we will need a comprehensive system of mutual recognition and the UK will need to make a strong commitment that its regulatory standards will remain as high as the EU’s. That commitment, in practice, will mean that UK and EU regulatory standards relating to industrial goods will remain substantially similar in the future.

As a number of noble Lords have mentioned, the UK’s services sector is a global success story. The Prime Minister has set out the Government’s objective of breaking new ground with a broader services agreement than ever before, with new barriers to trade permitted only if absolutely necessary. We want to agree an appropriate labour mobility framework that enables UK and EU businesses and self-employed professionals to travel to provide services to clients in person. We are open to discussing how to facilitate these valuable links. Given that UK qualifications are already recognised across the EU, and vice versa, it would make sense to continue to recognise each other’s qualifications in the future. An agreement that delivered these objectives would be consistent with the mutually expressed interest in an ambitious services agreement.

We have also been clear that, by virtue of leaving the single market, the UK will not be part of the EU’s digital single market strategy, which will continue to develop after our withdrawal from the EU. This is a fast-evolving, innovative sector, in which the UK is a world leader so it will be particularly important to have domestic flexibility to ensure the regulatory environment can always respond nimbly and ambitiously to new developments.

We will want to explore with the EU the terms on which the UK could remain part of EU agencies, such as those that are critical for the chemicals, medicines and aerospace industries—the European Medicines Agency, the European Chemicals Agency and the European Aviation Safety Agency. We are confident that a deep and special partnership is in the interests of both sides, so we approach these negotiations anticipating success.

In response to the comments of the noble Baroness, Lady Hayter, about Dover, Ministers have met representatives from the Port of Dover on a number of occasions, most recently on Monday 23 April. Furthermore, DExEU civil servants have an ongoing dialogue with the Port of Dover and Eurotunnel.

With that information, I hope I have provided a clear picture of the Government’s objectives for negotiating a deal with the EU in these areas and that the noble Lord will feel content to withdraw his amendment. I reiterate that I cannot give any false hope that I will reflect further on this issue between now and Third Reading, so if the noble Lord wishes to test the opinion of the House, he should do so now.

[Lord Berkeley]

My Lords, I am grateful to all noble Lords who spoke in this short debate. Apart from the Minister they all expressed concern about the state of the negotiations and where they are going. The Minister gave us a very positive view on how the negotiations were going, to such an extent that one is tempted to believe that by the time the Bill receives Royal Assent they will all be agreed. There is the slight problem that it takes two to agree. As we have heard on many occasions, it is not just the European Commission but the many other European agencies there. If the Minister is that positive and hopeful about all these agreements, it is tempting to argue that he should accept my amendment because it will not be necessary.

However, he did not say anything about the rules of origin, which the noble Lord, Lord Bilimoria, also spoke to at length—we both read the same paper at the weekend. It is a very serious issue, as he said. Without agreement on the rules of origin I do not think there will be much free movement of goods across the frontier. I do not think we will be able to agree rules of origin in a couple of months. It is a very long drawn-out issue.

I was also concerned when the Minister said that we are having nothing to do with the single market and the digital agenda. If we are outside the digital agenda, we shall have very serious problems in many sectors of trade with the European Union. I rather hope the Government will look at this again. The Minister mentioned the agencies. He did not mention the railways agency this time, but I am sure he mentioned it in previous debates.

I shall read carefully what the Minister said. I will not divide the House at this late hour because we will all fall asleep before we finish, but I know we shall come back to this. Talking to the people of Dover, the harbour board, Eurotunnel and everyone else is one thing; it is probably almost too late to make it work with the massive changes that could happen. I leave noble Lords with a thought: if you live in Kent, near Ashford, and you have continuous traffic jams of trucks on the motorway during Operation Stack, usually caused by either a strike in France or the weather, I cannot see that there will be many people voting for Brexit in Kent by the time this is all over. With that aside, I beg leave to withdraw the amendment.

Amendment 61 withdrawn.

--- Later in debate ---

[Lord Judd]

My Lords, the issues raised and, if I may say so, powerfully argued in her speech by the noble Baroness are grave. People came to live here in the expectation that they would be welcome, of course, and that they would contribute to our economy, which would be appreciated. But most importantly they came here in the context of European citizenship, understanding that as part of being a European citizen they had every right to move here and establish their lives here. We, by our moves to leave the European Union, have circumscribed the rights of citizenship. This is in history a dramatic and grave event. We really have a responsibility to ensure that what people did in good faith—and in terms of citizenship—is preserved. If we have any claim at all to being a responsible nation in the global community, citizenship must be regarded as one of the most precious elements in human life. The need to be certain beyond doubt about what the position of these people will be is therefore essential.

The other point is that we are already seeing the consequences of not having settled the issues. The health service is having still more problems because people feel unable to commit their families to living here. I am involved in several universities and there is evidence that people who wanted to come and make a contribution in our universities as academics are thinking twice about it because they are not sure what their status will be. That applies also and not infrequently to people who are already here and considering promotion or some other job within the university environment. These are just examples, but these matters are urgent.

I remember absolutely clearly that when we had just had the referendum, the response from the Government was quite encouraging because it was said by the Prime Minister and others that, without any doubt, this matter would be given priority above all others. Where is the evidence of this priority above all others? We really need some convincing answers from the Minister this evening.

[Lord Berkeley]

My Lords, I spent this weekend with a couple whom I have known for a long time. She is German and he is British. They have children and she taught at a European school for 20 years. She said, “You know, ever since the vote two years ago I’ve been looking for an answer. I haven’t had one and I’m just fed up”. She has lived in the UK for 20 or 30 years and her conclusion was that the Government are now so untrustworthy, so devious and so unwelcoming that she is thinking of taking her family back to Germany, or perhaps Holland or somewhere. That is a common message that we have heard from many noble Lords and it is disgraceful that these citizens have been used as bargaining chips for the last two years. I hope that the Minister will give us some comfort that this period of real worry for their families will soon come to an end.