Transport: Pedicabs

Lord Rosser Excerpts

Thursday 27th April 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

It would perhaps be presumptuous of me at the Dispatch Box to say what Government will be returned on 8 June. I have already made my position and that of the current Government clear: we would look to legislate at the earliest opportunity. The noble Baroness raises an important point about the image of London in the view of tourists who are not aware, perhaps, whether they are getting into a regulated vehicle or of the price that will be charged. I am acutely aware of the challenges the noble Baroness poses. As I said, I am certainly keen to see this area regulated at the earliest opportunity, but it is a matter for a future Government.

[Lord Rosser (Lab)]

I would like to explore this a little more with the Minister. I agree with the comments made so far about the problem that needs to be addressed. However, my recollection is that in May last year the Government announced that they would regulate the industry. Unless the Minister tells me I have this wrong, I thought they said then that legislation would come forward later in the year—2016. Clearly, it did not. Is this a particularly complex area to deal with? Is that why legislation did not come forward in 2016? Is it proving more difficult than thought, or is there some other reason why nothing was done within the timescale that, as far as I know, the Government originally suggested?

[Lord Ahmad of Wimbledon]

The Government explored various legislative vehicles, such as the opportunity for a sponsored Private Member’s Bill. As I said earlier, without pre-empting what may have happened or will happen in coming months, it is important to recognise that there were opportunities. Certain legislative vehicles in the current timetable could have been used to legislate in this respect. It remains the case—I have given a personal commitment and that of the current Government to this—that this is an important area to legislate in. We will continue to do so at the earliest opportunity if a Conservative Government are re-elected on 8 June.

Specified Agreement on Driving Disqualifications Regulations 2017

Lord Rosser Excerpts

Thursday 27th April 2017 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, this statutory instrument is being made to reintroduce an agreement to allow for the mutual recognition of driving disqualifications between the United Kingdom and the Republic of Ireland. Noble Lords may recall that our previous arrangement on this matter under the 1998 European Convention on Driving Disqualifications ceased to apply in the UK from 1 December 2014, when the UK exercised its right to opt out of various EU police and criminal justice matters under the treaty of Lisbon.

The United Kingdom has one of the best road safety records in the world, and this co-operation between the Administrations of Great Britain, Northern Ireland and the Republic of Ireland will improve it further. This measure is particularly important for the people of Northern Ireland, who share a 310 mile-long border with Ireland, where around 15,000 people cross at 300 crossing points on a daily basis, travelling between the two. Last year, traffic accidents caused 68 people to needlessly lose their lives in Northern Ireland.

In summary, if a British or Northern Irish driver receives an instant disqualification from driving while travelling in the Republic of Ireland—say, for example, for drink-driving or for causing a serious injury to another road user—the disqualification can follow the individual back home. The same is true for Irish drivers disqualified here in Britain or in Northern Ireland.

The treaty that my officials have negotiated with the Irish is almost identical to the now defunct European Convention on Driving Disqualifications—but with one important difference. The convention gave rise to a loophole in its wording, whereby some drivers could escape a ban following them home by falsely claiming normal residence in the country where the offence occurred. We have amended the wording accordingly, to close this loophole. This will ensure that those unscrupulous individuals trying to escape punishment can no longer do so.

The mutual recognition process is straightforward. When a British or Northern Irish court determines that a driver is to be disqualified, and that driver is normally resident in Ireland—the driver can be the holder of any particular driving licence, whether Irish, EU or another—the driver will be able to appeal the decision. If an appeal is either heard and rejected, or not filed, the DVLA will write to the Road Safety Authority in Ireland and inform it that a driver resident in Ireland has been disqualified. It is then that the case is referred to the Irish courts, and judges there can elect to uphold the ban. Again, the same is true of British and Northern Irish drivers disqualified in Ireland.

These measures are not to be considered as a double punishment. Drivers have the right of appeal against the initial ban, and indeed against the ban applying in the country of normal residence. But a driver who commits an offence serious enough to merit instant disqualification needs to be taken off the road both in the UK and Ireland for the appropriate duration. If the Irish court imposes the additional punishment of being forced to resit a driving test or taking an extended driving test, we in Great Britain and Northern Ireland will similarly impose such additional punishments. Any driving disqualifications arising from the totting up of penalty points are not covered in this series of measures. However, Ireland and Northern Ireland are continuing to engage on a bilateral basis, through discussions in the North/South Ministerial Council, for the mutual recognition of penalty points.

The agreement on the mutual recognition of driving disqualifications between the UK and Ireland will not be affected by the United Kingdom’s decision to leave the European Union. Indeed, as the Prime Minister herself stated on 30 January following a meeting with the Taoiseach, for the people of Ireland and Northern Ireland the ability to move freely across the border is an essential part of daily life. That is why the Taoiseach and the Prime Minister have both been clear that there will be no return to the borders of the past. Maintaining the common travel area and excellent economic links with Ireland will be important priorities for the UK in the talks ahead. I look forward to the brief debate this afternoon.

[Lord Rosser (Lab)]

I note that the Minister referred to the “brief debate” this afternoon. I take it that that is a statement of hope on his part—although, judging by the numbers in the Chamber at the moment, perhaps we have both misjudged the situation and the debate on the Specified Agreement on Driving Disqualifications Regulations 2011 really is packing in noble Lords. I thank the Minister for his explanation of the purpose of these regulations, which we support, and the background to them—but I have one or two queries that I would like to raise.

The Explanatory Note indicates that mutual recognition of driving disqualification between the UK and Ireland was previously in operation between January 2010 and December 2014, pursuant to the European Convention on Driving Disqualifications. It indicates that, following the Lisbon treaty, we opted out of the convention from December 2014 as part of a block opt-out under the treaty. It states that the purpose of this instrument is to specify a bilateral agreement dated 30 October 2015 between the UK and Ireland on the mutual recognition of driving disqualifications imposed by either state for certain specified road traffic offences, which, as I understand it, and indeed as the Minister has confirmed, do not include disqualifications arising from the totting-up process. Now that the Minister has confirmed that that is the case in relation to the totting-up process, I invite him to say a little more about why.

In the Commons the government Minister said that Northern Ireland and Ireland were engaged in bilateral discussions through the North/South Ministerial Council about the mutual recognition of penalty points, but added that it was still work in progress. Is this such a big problem that it still cannot be resolved some 18 months after the bilateral agreement dated 3 October 2015, even accepting that penalty points are assessed in a different way in Ireland? Frankly, how much longer is it going to take?

However, the main point I want to clarify is the length of time for which there has been no mutual recognition of driving disqualification between the UK and Ireland. On the understanding that the previous arrangements ceased on 1 December 2014, I simply want to clarify—although I think I know the answer—that they were not then reinstated through the signing of the bilateral agreement dated 30 October 2015, and that the impact of that agreement is being brought into effect by these regulations only some 18 months later and some two and half years after they ceased to apply. That appears to be the situation, and I think it is what the Minister has indicated.

If indeed these arrangements have not applied for that lengthy two-and-a-half-year period, why has it taken so long? Presumably, the Government had decided well in advance of the 1 December 2014 opt-out date that they would be making the block opt-out from the Lisbon treaty, and surely steps that would at least have reduced this apparently lengthy gap could have been put in train much earlier. I would like an explanation from the Government of why this whole process could not have been expedited more quickly. It does not look as though it has been given very high priority even though it relates to road safety, and even though the opt-out led to a weakening of legislative powers on road safety for which there was no supporting evidence or justification on road safety grounds.

What happened to the mutual recognitions on disqualifications then in force under the convention when we opted out? Did they remain in force, or did they then no longer have any legal standing? What is the Government's estimate of the number of people who could have been disqualified under the mutual recognition arrangements had these not apparently been brought to an end in 2014 with the opt-out, in respect of whom who it has not been possible since then to apply the mutual recognition arrangements because they have no longer been applicable since the opt-out? In particular, how many people to date have we had who have been able to drive in the United Kingdom who would not have been able to do so if we had not opted out of the convention on the mutual recognition of driving disqualifications? How many of those people have subsequently committed road traffic offences in the United Kingdom?

If the Minister thinks that I am asking for somewhat obscure information, I am certainly not; this is about road safety and potentially about people who should not be driving around on the roads in the United Kingdom. I ask for this specific information particularly in the light of paragraph 7.2 of the Government’s own Explanatory Memorandum, which accepts that it,

“is important to the UK for reasons of road safety to ensure that drivers so disqualified in Ireland cannot drive on UK roads”.

It appears that they have been able to drive on UK roads for the last two and a half years.

[Lord Ahmad of Wimbledon]

My Lords, maybe I was a bit presumptuous in my opening remarks, but from the response from your Lordships’ Chamber perhaps I was right that this would be a short debate. I thank the noble Lord, Lord Rosser, for his support for this measure. He has raised a number of important points. I would not for a moment suggest that his points at this time, or indeed any that he raises with me at the Dispatch Box, are not important. I of course align myself totally with his sentiments about the importance of road safety.

I shall take some of the issues that the noble Lord has raised in turn. First, on the question of why it has taken since 2014 to do this, and with regard to the European convention itself, the 1998 convention ceased to apply in the EU in December 2016. With regard to the mutual recognition between ourselves and Ireland, the only way that we could introduce these arrangements was via the treaty. The Irish constitution itself forbids agreements of this nature to be made by items such as an MoU, for example, or similar informal instruments. Such matters therefore take time to be agreed. I believe the provisions from the Irish side were carried within a wider Bill that was subsequently passed by the Irish Parliament.

On the issue of penalty points not being included, there are different methods of calculating points between the UK and Ireland. To give some practical examples, they are legally incompatible, and the UK counts one way and the Irish count the other. As to actual enforcement, different points are applied to different defences. If I may, I will get the Northern Ireland Office to write further about specific arrangements between Northern Ireland and Ireland.

On the numbers of drivers, I can tell the noble Lord that about a hundred people per year from Ireland were banned under these measures in Great Britain and Northern Ireland, and about an equal number were banned under these measures in Ireland.

I think I have answered most if not all the questions that the noble Lord asked. I emphasise to him once again, as he raised the importance of this issue, that here we are on the last day of term, so to speak, and the Government are putting this forward again. That underlines the importance that we attach to ensuring these provisions can be made and translated into statute.

[Lord Rosser]

Did the disqualifications in force under the mutual recognition arrangements at the time of the opt-out in December 2014 continue to apply, or did they no longer have any legal status following the opt-out? Could the Minister, whatever the reasons may be, confirm that it has been a two-and-a-half year period during which people have been driving around on the roads in the UK who would not have been able to do so if that opt-out had not been made in 2014?

[Lord Ahmad of Wimbledon]

As I said, the convention continued and ceased to apply in the EU in December 2016. On the specific issue raised by the noble Lord about the number of people who may or may not have been driving through any intervening period, I will get that information to him in writing. I emphasise once again that the reason why there has been a delay, as he sees it, between 2014 and the date that we are now putting forward is that we were respecting the other side of the discussion, the Irish side, in ensuring that it could go through its appropriate due process to ensure that it could implement this legislation.

Merchant Shipping (Homosexual Conduct) Bill

Lord Rosser Excerpts

2nd reading (Hansard): House of Lords
Thursday 6th April 2017 Lords Chamber

[Lord Rosser (Lab)]

My Lords, this Bill has a certain Wiltshire flavour, since it was taken through the Commons by the Member of Parliament for Salisbury and is being taken through this House by the noble Baroness, Lady Scott of Bybrook, whom I congratulate on doing so. My connections with Wiltshire are not exactly remote either.

The Bill is brief and to the point. Indeed, it is one of those Bills where the Explanatory Notes contain significantly more words than the Bill, but in this case it is not because the way that the Bill is worded makes it difficult to follow or understand. The Bill repeals Sections 146(4) and 147(3) of the Criminal Justice and Public Order Act 1994, which states that, while not a criminal offence, homosexual acts would be sufficient grounds for dismissal in the Merchant Navy.

The references in the 1994 Act to homosexual acts in the Armed Forces were removed under the Armed Forces Act 2016, but as that Act relates to the Armed Forces it could not also be used as a vehicle for repealing the references in the 1994 Act to the Merchant Navy. Consequently, the provisions in the 1994 Act in relation to the Merchant Navy remain on the statute book and still need to be repealed despite no longer having legal effect, hence this Bill. The provisions in the 1994 Act no longer have legal effect, because while the sections concerned allow for the dismissal of a member of the crew of a merchant ship on the grounds of homosexual acts, more recent legislation, including the Equality Act 2010, means that such a dismissal would now be illegal.

The two sections of the Criminal Justice and Public Order Act 1994 which this Bill repeals are the last such provisions penalising homosexual activity to be found on our statute book. I understand, as I think has been confirmed already today, that they were added to the 1994 Act, initially against the wishes of the then Government, following a Division during the Committee stage in this House.

The noble Baroness, Lady Scott of Bybrook, has set out the reasons why the provisions in the 1994 Act should be repealed even though they no longer have legal effect. I do not intend to repeat the reasons, but I agree with them.

As has been said, the Bill could be regarded as symbolic because the provisions it repeals have no legal effect. It is much more than that, though. We simply should not retain on the statute book provisions that are the exact opposite of the values, standards and priorities of our society today; and in this specific instance, it is that there can be no place for discrimination on the basis of sexual orientation. I do not intend to detain the House any longer. This House played a big part in putting these provisions into the 1994 Act. Let us get on with taking the right and just action now by repealing them through giving our wholehearted support to this Bill.

HS2 and CH2M

Lord Rosser Excerpts

Wednesday 5th April 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

Let me assure the noble Lord on the subject of Crossrail. The fact that it is delivering on time, the management is in place and it is on budget has nothing to do with the fact that I am the Crossrail Minister. On the point he raises about large infrastructure projects, of course he is right: we want a sustained level of continuity in management for all large infrastructure projects. That is an important part of the delivery of all projects and I note his concern in that respect.

[Lord Rosser (Lab)]

As I understand it, in January of this year it was announced that the European managing director of the global engineering company CH2M, which is mentioned in this Question, would be the new chief executive of HS2. Last month in a Written Answer, the Minister said that there were 84 CH2M people located in HS2 Ltd offices, with 37 CH2M staff on secondment to HS2. In view of this, how many of the other bidders had similarly close connections of this kind with HS2 at the time decisions were made on which bid should be accepted for the phase 2b development contract? Can the Minister confirm—I think he has half said it, but I am not entirely sure—that the Government are satisfied, in the light of what I have said, that the procurement process up to the time that HS2 said in February that CH2M would become its phase 2 development partner was run in accordance with and in the spirit of the laid-down guidelines, standards and requirements with which HS2 is presumably expected by the Government to comply?

[Lord Ahmad of Wimbledon]

The short answer to the second part of the noble Lord’s question is yes. In terms of the specifics—the other bidders and the numbers involved—I will write to him.

Diesel Vehicles

Lord Rosser Excerpts

Monday 3rd April 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

That is why the Government are incentivising new cars in our tax regime, in road tax. On diesel, what we need to consider carefully—and history is a source of great learning on this—is that although change might sound appropriate and the right thing to do at the time, we need to ensure that whatever changes and schemes the Government put money behind are sustainable over the long term.

[Lord Rosser (Lab)]

The Minister has referred more than once to the fact that the Government are looking at the issue which has been raised by my noble friend Lord Dubs but he has not said what action they propose to take to reduce the number of diesel vehicles. I am still not entirely clear whether the Government envisage taking further action or not. The Minister has referred to what the Government have already done, but are they looking at taking further action? If so, by when will we know what that action is likely to be?

[Lord Ahmad of Wimbledon]

My Lords, to continue on the sustainable theme, I am inclined to say “shortly”, but I will not do so. As the noble Lord is aware—I have already alluded to it—the Secretary of State for the Environment, Food and Rural Affairs, supported by the Secretary of State for Transport, will publish the new air quality plan later this month. That is to be a consultation and will provide the time and the opportunity to consider the issues. I encourage all noble Lords to contribute to the consultation to ensure that when the final plan is published in the summer, it reflects the concerns that have rightly been raised in your Lordships’ House.

Aviation: Large Electronic Device Ban

Lord Rosser Excerpts

Tuesday 28th March 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

As I already said, I will not comment on the specifics of the reasoning for this action. We monitor all issues of security and evolving threats and will continue to do so.

[Lord Rosser (Lab)]

My Lords, the Minister did not deal with a previous question. I ask him for an assurance that he personally, as Aviation Minister, is satisfied with the reasons he has been given why the electronic devices in question present a threat if carried in the cabin of the aircraft but not if they are carried in the hold. Can he give us his personal assurance that he is satisfied with the reasons that he has been given, as Aviation Minister, why in one scenario there is a danger and in the other there is not? I will pursue another question that has already been asked, and ask for very firm assurances: can the Minister confirm that the Government are satisfied with the security arrangements and standards at the airports in the six countries concerned from which the inbound flights to the UK affected by the new arrangements are departing? Can he provide that unequivocal assurance?

[Lord Ahmad of Wimbledon]

First, on the noble Lord’s specific questions about providing assurances, our intelligence agencies, which are some of the best among the world, provide the advice on the evolving security threat that we monitor. As for giving a personal assurance as the Aviation Minister responsible, of course we look to our security and intelligence agencies. This is an evolving threat and we continue to monitor it and, based on that, we have put in additional security measures. On the second question, of course I can also give the noble Lord the assurance that on the additional security measures, as I have said, we are working specifically with the carriers, British and foreign. I have spoken to them directly myself. Officials are working with them and, equally and most importantly, we are working with those countries and airports that have been identified and continue to receive full co-operation to ensure that those embarking on a visit to those countries, and indeed returning from those countries, are safe and secure.

Shipping: Safety

Lord Rosser Excerpts

Monday 27th March 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

Unlike the noble Lord, I cannot claim to have 4,999 close friends. There are many noble friends in your Lordships’ House, but, even if we went on a cruise together, I am not sure that we would quite reach that standard.

[Lord Rosser (Lab)]

My Lords, can I clarify the Government’s position on this question? Bearing in mind the increasing number of British citizens who go on cruises, can the Minister—I do not think that he has done it so far—give an assurance that the Government are satisfied that the existing safety of life at sea regulations on evacuation in an emergency and the associated crew training and practice drill procedures reflect the reality of today of much larger cruise liners than before carrying many thousands of passengers and crew?

[Lord Ahmad of Wimbledon]

I can give that assurance. We are working on several streams; first, looking at adapting existing fleets in accordance with the challenges and the way in which the industry operates; secondly, looking at crew training; and, thirdly, ensuring that emergency and evacuation procedures reflect the language of those travelling on those ships. So, yes, we are satisfied, but one can never be overly prepared for such emergencies. When such incidents happen, the real test will be of the stability of the ship, the operation of the safety regulations and how well crew members are versed in them, and how well educated and informed are the travelling public. Work is going on to improve that. I suggest to the noble Lord that it should be an ever-evolving exercise, so we look to embrace the latest technologies and address the concerns which noble Lords are right to raise.

Drones

Lord Rosser Excerpts

Tuesday 28th February 2017 Lords Chamber

[Lord Rosser (Lab)]

I believe that the Government’s consultation document is 58 pages long. It covers a wide range of issues relating to drones and is not just about safety and security. We cannot wait months while the Government consider their response to all the many questions posed in the consultation document about drones before decisions are made on what changes are needed to the safety and security laws and procedures. Will the Government give a clear and unambiguous assurance today that the issue of safety and security and the responses received on the issue will be treated as the number one priority for conclusions to be reached, and that decisions will be announced following the conclusion of the consultation in the middle of this month—and dealing with the safety and security issue will not have to wait until the Government have reached their conclusions and made their decisions on all the other issues relating to drones raised in the consultation document?

[Lord Ahmad of Wimbledon]

My Lords, just to correct the noble Lord, I am sure that he meant “next month”. I was just checking dates—and I know that there was a late ending yesterday. Towards the middle of March we will, as I said, be concluding the consultation. He has asked me before about timelines; we are looking to produce our consultation results, including the important areas that he mentioned—and yes, the Government have prioritised those areas. The consultation looks comprehensively at those issues and the positive use of drones, and we will look to produce our conclusions from that consultation in the summer of this year.

HS2: North of England and Scotland

Lord Rosser Excerpts

Thursday 23rd February 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

Crystal ball gazing is not my expertise, but it is important that this is a phased project. It is right to look at building the first phase of this project. I am being advised by certain noble friends that I should say “shortly”. Perhaps I will not go to that extent, but I have already indicated that northern powerhouse rail, together with DfT, Network Rail and HS2 are already undertaking work, and we will produce a report towards the end of 2017 that will underline the importance of this connectivity.

[Lord Rosser (Lab)]

My Lords, can I ask when the final route plans for HS3—

[Lord Shutt of Greetland (LD)]

My Lords—

[Noble Lords]

Order!

[Lord Rosser]

Can I ask—

[Lord Shutt of Greetland]

Come on—get back to me.

[The Lord Privy Seal (Baroness Evans of Bowes Park) (Con)]

My Lords, this is not the kind of behaviour we want to see during Question Time. We will go to the Labour Front Bench.

[Lord Rosser]

My Lords, can I ask when the final route plans for HS3 will be published, and when the hybrid Bill for the next stages of HS2 to Crewe, Manchester and Leeds will be published? I hope that the Minister will be able to answer that question, but of course if he cannot he could always say “shortly”.

[Lord Ahmad of Wimbledon]

I will be the first to say that perhaps we are overusing the word “shortly” in this regard. On the first part of the noble Lord’s question, about links between the great cities of the north, I have already indicated that a report on a single integrated strategy will be produced by the end of 2017. We hope that the Bill for the next phase of HS2 will be introduced later this year, as I have also already indicated. Once I have a specific date, I will of course share it with your Lordships’ House.

Brexit: Transport

Lord Rosser Excerpts

Monday 6th February 2017 Lords Chamber

[Lord Rosser (Lab)]

I thank the noble Baroness, Lady Randerson, for securing this debate on an issue that is not necessarily at the top of the list when we consider the implications for this country of leaving the European Union, despite the fact that transport plays a critical role in supporting our economy. For that reason, there needs to be some clarity over what we are seeking to achieve in the forthcoming negotiations on our exit from the European Union in respect of each of the major sectors of our transport industry. The priority should be, at the very least, to avoid any adverse impact on jobs, the economy and living standards. Are those the Government’s priorities or do they consider other objectives more important? If so, what are those different priorities?

Our aviation sector is the largest in Europe and the third largest in the world, supporting some 1 million jobs. Airlines that operate from within the UK are able to rely on the EU single aviation market, which allows any airline owned and controlled by nationals of EU member states to operate freely anywhere within the EU without restrictions on capacity, frequency or pricing. Additionally, EU carriers are able to take advantage of the traffic rights contained in the many air services agreements that the EU has negotiated on behalf of all member states with non-EU countries.

At present, we are a de facto signatory to these agreements as an EU member state. When we leave the EU, and if we do not retain any form of European common aviation area membership, our airlines will need to negotiate new rights, from outside the EU, to operate freely within the EU and to operate transatlantic routes. What are the Government’s objectives in relation to protecting, or not protecting, the existing rights of our airlines over where they can fly under existing European aviation agreements? The Government’s White Paper is not as clear as it might be on this point, referring in paragraph 8.32 to,

“a clear interest for all sides to seek arrangements”.

Between 2011 and 2015, a quarter of all European Investment Bank lending to the United Kingdom was for transport projects. Transport for London, for example, borrowed £1 billion from the EIB to part-finance Crossrail. In addition, the European Commission provides direct funding for transport infrastructure projects. Half the cost of the ground investigation works for phase 1 of the HS2 route between London and the West Midlands was funded from Europe, and potential EU funding formed part of the Government’s case for giving HS2 the go-ahead. Will the Government confirm that they will make up any shortfall in investment in the rail network arising from the loss of direct EU funding or loans from the European Investment Bank? Will the Government also say what they estimate that shortfall in investment is expected to be?

The main European Union legislation as it relates to railways is contained in the three railway packages that have been passed, and in the latest fourth railway package. The individual pieces of legislation which make up these packages are wide-ranging and include prescribing how railways can be structured, financed and run. To what extent do the Government see these packages, and the measures they contain, as relevant and applicable to our rail industry beyond the immediate term, once we have left the European Union? On road haulage, will the Government seek to ensure, as part of the Brexit negotiations, the continuation of the practice that enables British hauliers to carry goods between EU member states? Or do the Government not see this as a priority once we have left the European Union?

Will the Government also seek to ensure that British driving licences will continue to be exchangeable with those of EU member states after we have left the EU, so that UK nationals, for example, who migrate to a country in the EU will not have to take another test in the new country? Or will this issue not be a priority for the Government? More than one-fifth of UK international trade involves transport by ship to and from EU countries, and more than 90% of UK trade in weight is handled by ports. If it is the Government’s expectation that we will no longer be part of the single market and the customs union, what guarantees can the Government give that this will not involve establishing new customs checks on imports and exports, which could cause considerable congestion at UK and mainland European ports and will potentially have an adverse impact on maritime trade and our maritime transport sector, as well as on road, rail and airline freight traffic?

However, it is not just the movement of goods that could be an issue following Brexit. The main transport sectors have been affected by the movement of people across mainland Europe seeking to come to this country. One unauthorised method of trying to reach this country has been through seeking to travel undetected on a heavy goods vehicle. Certainly until recently, some leading figures in the road haulage industry considered that the number coming to this country in this way ran into the tens of thousands per year despite, for example, the checks undertaken, and co-operation given, at ports on the other side of the English Channel.

Can the Minister indicate what the Government’s estimate is of the number of people gaining unauthorised entry to this country per year, and how they intend to address this situation during the negotiations on our withdrawal from the European Union, bearing in mind the current impact on our transport industry despite the checks and co-operation, and the potential impact after we have left the European Union? Will our withdrawal from the European Union lead to the need for more extensive and time-consuming checks at our own ports to control and stop unauthorised entry into this country, or is it envisaged that the existing co-operation and support we receive from adjacent mainland European countries over checking for unauthorised entry to this country will continue after we have left the European Union?

If that existing co-operation and support is less likely to be offered when we break away from, and cease to be part of, the European Union, what do the Government consider could be the consequences for border checks at our points of entry and for those sections of the road haulage, rail and maritime transport industries in this country that are involved in the international carriage of goods and passengers?

There are other potential impacts of Brexit on the transport industry in this country that I have not touched on, including impacts in the fields of the environment and health and safety. I hope, however, that the Minister will be able to provide some answers to the questions I and other noble Lords have raised in this debate about the potential impact of Brexit, and the Government’s objectives and priorities for the different sectors of our transport industry in the forthcoming negotiations on our withdrawal from the European Union.