HGV Driving Licences

Nigel Evans Excerpts

Monday 8th November 2021 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

For the convenience of the House, motions 6 and 7 on road traffic will be debated together.

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

I beg to move,

That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021, which were laid before this House on 16 September, be approved.

[Mr Deputy Speaker]

With this we shall consider the following motion:

That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 4) Regulations 2021, which were laid before this House on 18 October, be approved.

[Trudy Harrison]

Together with the Motor Vehicles (Driving Licences) (Amendment) (No. 3) Regulations 2021, which follows the negative procedure, these statutory instruments are part of several ways that the Government are seeking to address the heavy goods vehicle driver shortage. The haulage sector has been experiencing an acute shortage of HGV drivers worldwide for some time. This has been further exacerbated by the coronavirus pandemic having suspended driver testing for much of last year, meaning that the shortage increased further. The shortage affects not only the supplies of fresh food, but fuel, medicines and medical equipment across Great Britain. I am therefore grateful that this debate could be held at the earliest opportunity available, so that we can address this issue as a priority.

The overall aim of the regulations is to increase the number of HGV drivers in Great Britain by increasing the number of test slots available to drivers wishing to pass an HGV driving test, while maintaining road safety standards for any changes made to the driver licence testing regime. The intention of the Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2021 is to remove the need for driver licence category B+E tests, which are required for car drivers who wish to tow a heavy trailer. Driver examiners have limited test availability, and this legislation will free up driver examiner time and mean that it can be reallocated to conduct HGV tests instead. This should provide additional availability of tests for potential HGV and bus drivers to help lessen the driver shortage. For car drivers, the change in legislation will mean that they will be able to tow a heavy trailer up to 3,500 kg automatically once they hold a full category B licence.

Weardale Railway

Nigel Evans Excerpts

Monday 1st November 2021 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. Mr Paul Howell and Mr Peter Gibson have sought permission from the mover of the motion, Richard Holden, to make a short contribution in the Adjournment debate. They also requested the same permission from the Minister. It has been agreed to, and I have been informed.

International Travel

Nigel Evans Excerpts

Monday 20th September 2021 Commons Chamber

[Grant Shapps]

Yes, we absolutely will. My hon. Friend is right to suggest that what we need is international standards through the International Civil Aviation Organisation, so that we are all working off roughly the same playbook. That is part of what we have been doing, and the House will be interested to hear that I will chair a further meeting of G7 Ministers later in the autumn to try to ensure that we spread an international approach to launching international travel.

[Mr Deputy Speaker (Mr Nigel Evans)]

I thank the Secretary of State for Transport for his statement and for responding to 20 questions. I am sure that I shall be booking my next flight to America in early November, or shortly.

East West Rail: Aylesbury Spur

Nigel Evans Excerpts

Monday 24th May 2021 Commons Chamber

[Rob Butler (Aylesbury) (Con)]

I very much welcome the opportunity that this Adjournment debate presents to raise a matter of great importance to my constituents—the Aylesbury spur of East West Rail. No, Mr Deputy Speaker, your ears have not deceived you: this is indeed a Member of Parliament from Buckinghamshire calling for a rail line in his constituency. I recognise that this may come as something of a shock to the Minister and perhaps even more so to the officials in his Department. But given the Transport Department’s sterling record in telling my constituents that a behemoth of a railway in their local area is absolutely essential to the future of the country, I rise in a mood of cautious optimism that they will similarly be able to sing the praises of a far more modest proposal that truly will be appreciated by the people of Aylesbury and the surrounding area.

I am no Dickens and this is no tale of two cities, but it is a tale of two railways. There is the big, bad, scary one: the one that destroys ancient woodlands, that has an insatiable appetite to gobble up billions of pounds of taxpayers’ cash, and that will make it harder, not easier, for us to be carbon neutral by 2050. Then there is the smaller, gentler, friendlier one: the one that will connect towns striving to succeed in the post-pandemic world, that can play a key role in an integrated local transport system with buses, cycling and walking, and that can support the next generation’s heartfelt desires for a greener, more sustainable future. We could call the bad one HS2 and we could call the good one the Aylesbury spur.

The Aylesbury spur is part of phase 2 of the excellent plan to restore the old Varsity line on which steam trains used to power between the two ancient university cities of Oxford and Cambridge. That line fell victim to the Beeching axe in the late 1960s. Even then, many thought the decision made little sense. There was therefore a good deal of enthusiasm when proposals were made for the new East West Rail line, complete with an integral Aylesbury spur.

Aylesbury has historically had a bit of bad luck with the railways. The town was once very well connected. The Metropolitan Railway used to call at Aylesbury, but by 1963 the service was curtailed to Amersham. The Great Central Railway used to carry high-speed express trains through Aylesbury, including the Master Cutler, named in homage to my university city of Sheffield and its Company of Cutlers. These services too were removed by 1968, leaving just one direct rail link, to London. So, in Aylesbury we have lost rail connections over the years. I respectfully suggest that it is now time to reverse that trend, and indeed that the Aylesbury spur is crucial to the success of the town in the future.

Aylesbury is almost unrecognisable from the traditional market town where I was born half a century ago. Even as the millennium approached, large estates such as Fairford Leys and Berryfields were but fields; now they are thriving communities enabling people from near and far to purchase their own property. In the past 10 years alone, nearly 10,000 homes have been built in Aylesbury Vale, with a concomitant increase in population of more than 10%. However, all this development has come at an enormous cost. It is no exaggeration to say that it has created a nightmare situation for residents. Infrastructure in the town is at breaking point, and the traffic is unequivocally the No. 1 concern. In fact, The Bucks Herald reported last year that Aylesbury has the eighth worst traffic congestion in the country. It was the only town in the top, or perhaps I should say bottom, 10; everywhere else was a city. Like many other residents in my constituency, I have whiled away the hours sitting in queuing traffic on the Tring Road, the Bicester Road or the Wendover Road trying to get from one side of the town to the other. This is all the more frustrating when we know that nearly 50% of the traffic that comes to the town does not actually stop there, but is passing through on its way somewhere else, in the meantime creating an absolute bottleneck.

However, worse is to come for our creaking road network, because the house building has not finished yet—far from it. Aylesbury Vale is expected to accommodate a further 32,000 homes by 2033, with 16,000 of them in and around Aylesbury itself. To have any chance of coping with the huge increase in population this entails, the town needs rapid, significant and sustained investment in infrastructure. The East West Rail Aylesbury spur would go a long way to plugging the gap.

Unfortunately, when funding was granted last year for the construction of phase 2 of East West Rail, to the great consternation of local residents and businesses, it did not extend down to my constituency, but only covered the line between Bicester and Bletchley. This is despite the inclusion of the Aylesbury spur in the Department for Transport’s own document making the case for phase 2 of East West Rail. Indeed, specific reference is made to the town in the text. Let me be clear: the Aylesbury spur is not described as a possible later addition, and it is not a dotted line on the diagram showing the route; it is a clear and integral part of the plan. There is even a very attractive photo of Aylesbury town centre on the East West Rail website, yet suddenly Aylesbury has been excluded from the funding announcement, prompting fears that the money will never come and that the spur will be left to wither and die.

Why this should be was all rather a mystery, because the business case for phase 2 of East West Rail, including the Aylesbury spur, has always been crystal clear. It has a benefit-cost ratio of between 1.3 and 2.4, depending on assumptions made about economic and housing growth in the Oxford-Cambridge arc. The spatial framework for the arc, which the Government have very recently published, would lead one to assume that the BCR is likely to be in the upper half of the range, but in order not to be accused of gilding a lily, let me use the bottom of the range—the figure of 1.3, which is the baseline of the Department for Transport’s national trip end model.

Let us now consider the rail line that has already been given the go-ahead and is under construction, HS2—the bad guy in this story. The full business case published in April last year gives a benefit-cost ratio of 1.2 for the two phases currently given parliamentary approval. That figure of 1.2 is, in other words, lower than the lowest point for East West Rail, but that HS2 figure is not the bottom of its range. It is a figure that includes what are known as wider economic benefits, defined as

“monetised elements where the evidence is developing”.

I think in layman’s language that means, “where we don’t really know yet”. To put it simply, the business case for this phase of East West Rail is stronger than the business case for this phase of HS2.

In addition to the economic benefit, by the Department for Transport’s own admission, the Aylesbury spur would enable my constituents to experience high-speed travel for themselves, rather than just watching trains zip across their beautiful landscape. The strategic case for phase 2 of East West Rail states that the current journey time by rail from Aylesbury to Milton Keynes—a distance of 20 miles as the crow flies—is nearly two and a half hours. It requires two changes and a trip on the London underground. However, with the construction of the Aylesbury spur, that journey time would be slashed to a dizzying 38 minutes. A reduction of 75% in travel time is surely in itself a compelling argument.

While I hope I have made a strong case for East West Rail’s Aylesbury spur, I recognise that there may still be a degree of confusion about why we could possibly want yet more devastation of countryside or disruption to our communities, given our experience with HS2. The answer is simple: the Aylesbury spur would not require such devastation or disruption. That is because the Aylesbury spur is not a brand-new line. This little spur does not need Florence the tunnel boring machine to growl its way beneath the Chilterns, and it will not necessitate ancient woodlands being ripped up or countless farmers to be deprived of their land, yet left waiting years for compensation. In fact, most of the track for the Aylesbury spur is already laid, and currently used for freight. It requires relatively minor adjustments to be converted for passenger use, the addition of some passing tracks, and to be joined with the rest of the EWR line near Calvert. While I am certainly no engineer, this does seem to be well within our country’s capabilities.

In fact, far from replicating the environmental disaster that is HS2, the Aylesbury spur of East West Rail provides another important opportunity to help us in our goal to reach net zero by 2050. This is a commitment that is already being embraced in Aylesbury, most particularly with our designs for a garden town. It has bold ambitions, with sustainable transport at its heart. Our current trial of e-scooters demonstrates our enthusiasm for new and innovative modes of transport. What is more, the Aylesbury spur could drastically reduce the pollution suffered by residents living along the town’s busiest roads. For while Aylesbury Vale generally has good air quality, there are two locations where concentrations of nitrogen dioxide exceed what are known as the objective levels. Unsurprisingly, both are on the arterial routes close to the town centre.

Providing a feasible alternative to travel by rail would enable residents and commuters to leave their cars at home—but not just residents and commuters, Mr Deputy Speaker, because we are just beginning English Tourism Week 2021. I want to see far more tourists coming to visit Aylesbury: to experience the heritage of our historic old town; to enjoy the marvellous performances by our local Unbound theatre company at the Queens Park Arts Centre; to see the uniquely painted Tudor walls in our fine museum; to eat, drink and dance in the restaurants, the bars and the clubs that are springing back to life post pandemic; to walk by the canal and wonder at the beauty of the Chiltern hills on a tricycle tour. Aylesbury is bursting with attractions and it is frankly selfish to keep them for ourselves. The Aylesbury spur would enable so many thousands more people to come from across the country to share in all that we have to offer.

I submit that it is absolutely right and reasonable for my constituents to say to the Government that if we must have all the disruption of HS2 and if we must endure new housing construction, then the least consolation would be to give us the railway that we do want, and indeed thought that we were going to get. It has support from residents, with a petition still collecting signatures. It is championed by Buckinghamshire Council, which has itself contributed millions of pounds to funding the scheme’s development. It is backed by Buckinghamshire’s local enterprise partnership and by Bucks Business First.

The station is there, most of the track is there, and the passengers are poised. Only last week, the Transport Secretary himself told this House that rail will shape our future. He said:

“No other form of transport can bind the nation so effectively and help us to level up our country, bringing new jobs and investment…as we build back from covid.”—[Official Report, 20 May 2021; Vol. 695, c. 888.]

I could not agree more, and, in Aylesbury, we want to be part of that bright new future. It would be odd indeed if, at a time when the Government have pledged to expand the rail network, not shrink it, the planned Aylesbury spur disappeared from the iron web of Great British Railways.

Aylesbury is the proud county town of Buckinghamshire, but our pride is worn lightly. We are humble in our request of Government. I began with a reference to Dickens, I end with one to Rev. W. Awdry: we have no need for the slightly arrogant big blue express engine, Gordon, hurtling across our countryside with a degree of disdain, for us a simple but enthusiastic Thomas the tank engine on a modest spur will suffice.

I respectfully ask the Minister to put a smile on the faces of my constituents and approve funding for the Aylesbury spur, and, in so doing, help level up our town. Make Aylesbury an even better place to live, work, visit and invest.

[Mr Deputy Speaker (Mr Nigel Evans)]

Greg Smith has sought and received permission to make a short contribution from the mover of the motion, Rob Butler, and the Minister responding, Chris Heaton-Harris, and I have been informed as per the rules.

North of England: Transport Infrastructure

Nigel Evans Excerpts

Thursday 20th May 2021 Commons Chamber

[Dan Jarvis (Barnsley Central) (Lab) [V]]

It is a pleasure to be called to speak in this debate, Mr Deputy Speaker, and I am pleased that other hon. Members intend to make a contribution.

The Government talk a lot about levelling up and there can be few more important elements of that agenda than transport. It is critical if we want to grow our national economy or cut our national carbon emissions. It is critical if we want to heal the growing inequality, division and disillusionment that are tearing at the fabric of our country. However, this is not just an agenda for the north; it is an agenda for the whole of the UK—one we should be able to collaborate on constructively, no matter what our party. But it is also an agenda that demands action, not words. The change we need will not come with half measures.

Of course, right now, all our transport is reeling from the impact of covid, so the first ask of Government is to ensure that support is sustained until passenger numbers and confidence recover. Cutting back too soon would force urgent cuts to services, needlessly deepening the hole that we need to climb out of. I know that the Minister takes these matters very seriously, and I am sure—and certainly hope—that he agrees that any such cuts would be very short-sighted.

However, our goal has to be so much more than survival, and nowhere is there more potential or more need for ambition than with our buses. They have suffered from decades of ideological neglect—a perfect example of free market fundamentalism—but they are the backbone of our public transport and the most realistic place to look for the quick results we need on decarbonisation, congestion and inclusion. The only appropriate ambition for our buses is a truly world-class service, and that is what I am working to achieve in South Yorkshire. That ambition means a rapid shift to a zero carbon fleet. It means affordable, flexible fares. It means routes and frequencies that genuinely serve all our communities, and it means buses integrated into a coherent regional system, with seamless connections across every mode. If the Netherlands can do it, why cannot we? If we build a system that works, people will use it, but that, of course, needs funding.

I am genuinely pleased that we now have a national bus strategy. It is a welcome recognition of the utter failure of deregulation but, so far, it is long on aspiration and short on detail, with no clarity yet over how 85% of the promised £3 billion will be spent, or how much of it will reach places such as South Yorkshire. The Government’s ZEBRA—zero emission bus regional area—funding for electric buses similarly sounds great, but it is a competitive pot that will cover only a handful of areas across the whole country. Central revenue funding for bus services was slashed by almost 20% between 2009 and 2018 and is an unbelievable 15 times lower per head in Sheffield than it is in London. Three billion pounds sounds quite a lot, but it is a fraction of what is needed to repair the damage. If the Government are serious about change, we need to have adequate, long-term and reliable funding.

The issue with buses is not just funding, but structure and ownership. Deregulation has been disastrous, so the Government must give Mayors and local government leaders not just the freedom, but the support to make bolder changes, such as moving to franchising, if that is needed, in order to have the control, integration and value for money that a world-class service demands.

We need a similar ambition for our trams. Supertram is a great, zero-emission success in Sheffield but, after 30 years, it needs funding for renewal and improvements such as extending our groundbreaking tram-train services. Meanwhile, there is enormous untapped potential for similar systems in other northern regions such as West Yorkshire.

Active travel must be another central priority for northern transport. It helps people to live healthier lives, supports more pleasant and connected communities and gets cars off the road. It reduces carbon emissions and other air pollution, and is accessible to people on lower incomes. That is why, in South Yorkshire, we are investing more than £100 million in it over the next two years and are working with the Government to do still more. But we need that sort of investment right across the north. We also need to electrify all road transport, not just our buses. The Government have a critical role in encouraging a wide network of charging points, but the rate of installation is currently just a fifth of what it needs to be to meet the UK’s climate goals. The modest means available betray the grand aspiration.

The role of central Government is especially critical in rail. High Speed 2 has dominated much of that debate but, for me, faster rail journeys to London are a distinctly secondary contribution to levelling up. My first priority is transport within my region—the sort that gets people to work and the shops every day—and then the transport between the cities and towns of the north, especially Northern Powerhouse Rail. HS2 makes sense because it promises to enable those things but, if it undermines them instead, it deeply compromises its claim to be part of levelling up.

Like other northern leaders, I am hugely concerned that the Government are considering delaying or cutting corners with NPR, or combining it with the trans-Pennine upgrade to help pay for HS2. The Minister has been supportive in the past and I hope that he will reassure me today that that is not the case.

Equally concerning is the possibility that HS2 East through Sheffield and Leeds could be postponed. Not only would that make HS2 meaningless in terms of levelling up for a huge swathe of the north, including some of its most deprived areas, but it would jeopardise NPR and local transport investment around Sheffield. It would be the worst of all worlds.

Therefore, if the Government are serious about HS2 being a project for the north, they should build phase 2 in its entirety, on time, while doing the same for NPR, Midlands Engine Rail and other supporting works. That might sound like quite a lot to ask, but having embarked on HS2 with a promise that it would not come at the cost of northern regional rail renewal, the Government cannot now propose half measures.

The full impact of HS2 and NPR is more than a decade away, so the Government can and must move decisively to level up northern rail now. Across the region, there are smaller-scale investments that can have an outsized impact. We have set out the case for early investment in midland main line electrification up to Sheffield and the work between Sheffield and Clayton Junction to deliver an HS2 and NPR-ready section within 10 years. I hope that the Minister will agree that that should be prioritised, irrespective of when HS2 East goes ahead.

The works to improve the Manchester central corridor will have benefits across the north of England. A rail link from Doncaster Sheffield Airport would unlock the huge potential of GatewayEast. Simply getting on with the endlessly delayed electrification of our existing lines would give a major boost not just to decarbonisation, but to simplified rail operations and high-skilled jobs. Instead, we are left fighting service reductions, like the potential suspension of direct trains from Sheffield to Manchester Airport. The lack of a direct link to a major airport 45 miles away is just not compatible with any serious ambition for our railways.

Amid all the talk of renewal, the Government are cutting Network Rail’s enhancement budget by £1 billion and have slashed the operating budget for Transport for the North. The just published Williams review is a welcome, if so far incomplete, admission of the failures of privatisation and the need for a single strategic body for rail. However, it still runs the risk of putting profits ahead of passengers and leaves major questions unanswered, notably on the structure of our railways and decarbonisation.



Over the decade to 2019, the north received barely 40% of the per capita public spending on transport that went to London. That is a huge gap to make up, but it is not just about the money; it is also about how things are done. To succeed, transformation needs to happen in partnership with—and where possible, led by—local government. We need stronger local and regional devolution, including a northern transport budget and an end to piecemeal competitive funding pots, so that we can plan for the long term and reshape our transport systems as a coherent whole.

We need a transport strategy defined not just by greater investment but by a compelling vision for the sort of society we want to build in the north and beyond, with liveable communities, affordable transport and a rapid and just transition from fossil fuels. With the greatest respect to the Minister, whose sincerity and hard work I have seen on countless occasions, I do not believe that the Government yet have that vision. I want to acknowledge, though, the positive moves they have made, not least the providing of emergency covid support, and I am grateful for the investment that we have been able to secure in South Yorkshire recently. But if you have committed yourself to transformation, there are no prizes for good work at the margins. The Government’s talk about levelling up conceals a much meaner reality. From HS2 to TfN to buses, the investment does not yet match the fundamental change that I think we all want to see.

To conclude, the transformation of northern transport is the right goal. Our economy demands it, our environment demands it, our people demand it and basic fairness demands it. I want to work together with the Minister and the Government to ensure that we achieve it, but that means that words alone will not do. Promises alone will not do. A low-balled, scattergun investment will not do. If the Government talk about transformation, they need to act like they mean it.

[Mr Deputy Speaker (Mr Nigel Evans)]

Dan Jarvis, the mover of the motion and Andrew Stephenson, the Minister responding, have given permission for three short contributions, and I have been informed, as per the rules.

--- Later in debate ---

[Andrew Stephenson]

My hon. Friend makes a powerful case on behalf of his constituents, something he has done repeatedly in meetings with me since he was elected. When I was put in charge of the HS2 project in February last year, I committed to ensuring that communities are put at the heart of the project. We have had a land and property review. We have taken various other steps to ensure that impacts on communities are mitigated, so I hear loud and clear the concerns of his constituents, while still believing that this project is of vital importance to this country.

Since the announcement of the integrated rail plan, I have met local leaders, Members of Parliament and business groups to hear about their priorities for major rail investment, including meeting the hon. Member for Barnsley Central on a number of occasions. As things stand, communities on the eastern leg would be waiting until 2040 to realise the benefits of HS2. That is clearly too long to wait, which is why the work of the integrated rail plan is looking at ways to scope, phase and deliver phase 2b alongside other transformational projects, such as the midlands rail hub and Northern Powerhouse Rail, to bring down the cost and also deliver the benefits as quickly as possible.

I can assure all hon. Members that the Government remain committed to Northern Powerhouse Rail, with over £100 million spent to date and a further £75 million commitment for this financial year. We share the hon. Gentleman’s desire to see spades in the ground on that as soon as possible. The Government continue to consider all options for Northern Powerhouse Rail as part of the integrated rail plan, including those in Transport for the North’s statutory advice. Once the integrated rail plan is published, TfN will submit a business case for NPR that is consistent with the integrated rail plan’s policy and funding framework. This will mean a more rapid alignment around single route options with NPR and an accelerated delivery timetable, which will allow us to realise the benefits for communities in the north as soon as possible.

Growing local economies and levelling up the north and the midlands is at the heart of what we are trying to achieve. That is why Ministers from the Ministry of Housing, Communities and Local Government and from the Treasury have been closely involved in drawing up the integrated rail plan. I know that this is not just about building railways. We need to take a holistic view of how to capitalise on our investments and to support regional economies. I would add that our vision of levelling up goes beyond new lines, trains and stations. It is about creating a forward-looking simplified travelling experience which puts passengers first. That is why my right hon. Friend the Secretary of State announced today the biggest shake-up of the railways in 25 years. We want to see simpler fares, flexible season tickets and clearer routes for compensation. We will also integrate infrastructure, revenue collection, fares and timetables under a new body, Great British Railways, providing a single recognisable brand with accountable leadership for all passengers.

The reforms announced today will empower local areas to have a say over the design of the railways post pandemic, including stations, through new partnerships with Great British Railways regional divisions. These partnerships will be flexible regarding the needs of different places, and I am sure the hon. Member for Barnsley Central will welcome the ability for local leaders to control stations, buy additional services and infra- structure, and integrate provision with other types of transport.

Our focus, of course, is not just on rail. We want to level up all modes of transport, and we all know that buses are absolutely vital to the north’s economy and to our communities. This point was made strongly by my hon. Friend the Member for Harrogate and Knaresborough, and very eloquently about some of the bus service challenges by my hon. Friend the Member for Rother Valley, who talked about some of the poor connections in his constituency.

There can be no greater champion of buses than the Prime Minister himself, who has committed us as a country to bus back better from covid, but I know that this ambition is shared because the hon. Member for Barnsley Central has commissioned the South Yorkshire bus review. He commissioned it as the Mayor of Sheffield city region, and he found significant challenges in declining ridership and passenger dissatisfaction.

Bus patronage has also suffered greatly because of covid, and we know that it will take a concerted effort from Government, local transport authorities and operators to build back better. That is why we announced the national bus strategy in March this year, backed by £3 billion in transformational funding, to help us move forward with joined-up plans in the years to come. Local authorities, working in collaboration with their local bus operators, have been asked to publish a bus service improvement plan, setting out how they will use their enhanced partnership or franchising scheme to deliver an ambitious vision for travel by bus. Some £25 million is being made available to support authorities with this, including the creation of a bus centre of excellence.

I look forward to working with the hon. Gentleman, in his capacity as the Mayor of Sheffield city region, to make the ambition behind the national bus strategy a reality. I am sure that he will want to work with local Members of Parliament across the region to ensure that the right service is delivered for everybody living across the region.

In addition to the advice we receive from Transport for the North, my right hon. Friend the Secretary of State has established the Northern Transport Acceleration Council, providing a direct line between local leaders in the north and Ministers in the Department for Transport. NTAC ensures that Ministers are kept updated about priority projects, are active in unblocking barriers to their progress and are accountable for their delivery. We have so far met as a council to dissect crucial Government announcements on levelling up the regions, such as the national bus strategy and the Green Book review.

My hon. Friend the rail Minister—the Minister of State, Department for Transport, my hon. Friend the Member for Daventry (Chris Heaton-Harris)—chaired a productive NTAC meeting on Tuesday to discuss timetabling in central Manchester, which the hon. Member for Barnsley Central attended as the Mayor of the Sheffield city region, alongside fellow northern leaders and industry experts. The hon. Gentleman made his views very clear about his desire to maintain a direct service between Sheffield and Manchester airport, and to ensure that the timetabling will not be impacted by the ongoing upgrade to the Hope Valley line, to which I referred earlier. As he will be aware, a short intensive review of the Manchester recovery taskforce recommendation will now take place, starting with an extended session tomorrow, at which all parties will review the proposed solutions once again and grapple with some of the difficult choices involved in implementing a reliable timetable. We look forward to arriving at a workable solution, and I am sure we share the ambition of the hon. Gentleman to come up with the best solution for all involved.

I could go on, but I think that by now I have, I hope, done enough to convince everyone sufficiently that levelling up the north and investing in northern transport remains our top priority. The Department is at the centre of this, but the Government at large are committed to levelling up and we are committed to ensuring that we build back better after probably the most difficult 12 months any of us can recall, so let us now get on with it and make it happen.

[Mr Deputy Speaker (Mr Nigel Evans)]

I would like to thank the technicians and the broadcasting unit again for performing miracles in allowing such an Adjournment debate virtually and physically—hybrid—to be conducted. I thank them very much indeed.

Question put and agreed to.

Air Traffic Management and Unmanned Aircraft Bill [Lords]

Nigel Evans Excerpts

Report stage & 3rd reading
Monday 22nd March 2021 Commons Chamber

[John McDonnell (Hayes and Harlington) (Lab) [V]]

I beg to move, That the clause be read a Second time.

[Mr Deputy Speaker (Mr Nigel Evans)]

With this it will be convenient to discuss the following:

New clause 2—New CAA general duty: net zero aviation emissions—

‘(1) In subsection 70(2) of the Transport Act 2000, after paragraph (d) insert—

“(da) to ensure the achievement of net zero aviation emissions by 2050 and a progressive and material reduction in aircraft noise impacts, in each case pursuant to guidance to be provided by the Secretary of State.”’

This new clause would amend the CAA’s duties, as set out in the Transport Act 2000, so that it is required to meet net zero emissions and reduce noise impacts.

New clause 3—Reduction of noise from military aircrafts—

‘The Secretary of State must consider in any airspace change proposal the inclusion of measures to reduce the noise pollution arising from military aviation.’

This new clause would require the Secretary of State to consider including measures to reduce noise pollution from military aviation in any airspace change proposal.

New clause 4—Consultation on airspace change proposals—

‘(1) Where a consultation on an airspace change proposal is underway but not completed before the passing of this Act—

(a) the consultation must be stopped, and

(b) a new consultation must be started.

(2) A consultation under subsection (1) includes a consultation being conducted by an airport or group of airports.

(3) The airspace change proposal that is the subject of the consultation may not be progressed until the new consultation under subsection (1)(b) has been completed.

(4) The new consultation must take account of any externalities arising from the airspace change proposal including—

(a) air pollution,

(b) noise pollution, and

(c) road traffic congestion.”

This new clause would require any consultation on an airspace change proposal underway at the time the Act is passed to be stopped, and a new consultation started. It also specifies externalities the new consultation must take account of.

New clause 5—Financial Impact Assessment on the Airspace Change Organisation Group—

‘(1) The Secretary of State must conduct an impact assessment of the effects of this Act on the costs of the Airspace Change Organisation Group (ACOG) for a period of two years, beginning with the day this Act comes into force.

(2) The Secretary of State must lay before Parliament a report of the impact assessment required by subsection (1) within six months of the day this Act comes into force.

(3) The Secretary of State must include within the report required by subsection (2) a plan to manage the impacts identified within the report.’

This amendment would oblige the Secretary of State to investigate and publicise the financial impact on the air industry of compliance with the Act.

Amendment 3, in clause 2, page 2, line 4 at end insert—

‘(e) prepare an assessment, including a financial assessment, of—

(i) any externalities arising from an airspace change proposal that has been prepared or implemented, and

(ii) the geographic distribution of these externalities.’

This amendment would enable the Secretary of State to direct a person involved in an airspace change proposal to carry out an assessment of any externalities arising from the proposal.

Amendment 4, page 2, line 5, at end insert—

‘(1A) For the purposes of subsection 1(e), “externalities” include—

(a) air pollution,

(b) noise pollution, and

(c) road traffic congestion.’

This amendment is linked to Amendment 3.

Amendment 5, page 2, line 14, at end insert

‘modernisation of controlled airspace as part of the’.

This amendment will narrow the scope of direction by the Secretary of State to cases where a direction relates to airspace modernisation, so that enforcement orders may not be used in cases unrelated to airspace modernisation.

Amendment 6, in clause 3, page 3, line 2, at end insert

‘modernisation of controlled airspace as part of the’.

This amendment will narrow the scope of direction by the Secretary of State to cases where a direction related to airspace modernisation, so that enforcement orders may not be used in cases unrelated to airspace modernisation.

Amendment 2, page 3, line 34, at end insert—

‘(9) When the airspace change proposal relates to airspace used by military aircraft, the Secretary of State for Defence must require the cooperation of Military Air Traffic Control with the CAA to ensure the airspace change proposal incorporates measures to reduce military aircraft—

(a) noise; and

(b) pollution.”

This amendment would require the Secretary of State for Defence to reduce noise and pollution from military aircrafts where an airspace change proposal relates to airspace used by military aircrafts.

Amendment 1, in clause 5, page 4, line 29, at end insert—

‘(6) The CAA must publish emissions, noise and health impact information associated with the airspace change proposal as part of their consultation process.’

This amendment would establish a transparency duty on the CAA to publish emissions, noise and health impact information.

--- Later in debate ---

[Mike Kane (Wythenshawe and Sale East) (Lab)]

I thank all hon. Members who have spoken or will speak on Report today, those who spoke on Second Reading or in Committee, as well as Members in the other place, for their work on the Bill. I remain certain of the requirement for this legislation. The Minister and I have a shared ambition for airspace modernisation in the United Kingdom. As I have said before, the country has been managing its airspace with analogue technology from the previous century, with piecemeal updates as demand has grown—an analogue system in a digital age. The Bill is vital to hasten and co-ordinate an ambitious airspace change programme fit for the 21st century.

Part 2, which involves the regulation of air traffic control services, is very welcome. I am pleased that the Bill is addressing regulation now; all hon. Members present agree that the changes will enable the Civil Aviation Authority to maintain the UK’s excellent flying safety record and continue to be a world-class leader in aviation safety. The Minister and I have discussed airport slots ad nauseam, including on Second Reading and in Committee. Labour has supported the Government on recent statutory instruments to extend the temporary waiver on slot regulations owing to the covid-19 pandemic. I am content that clause 12 will provide the Government with the tools to tackle airport slot allocation issues that arise from the pandemic.

Part 3, which provides further police powers over the use of unmanned aircraft, is long overdue; I am grateful that tonight we are closer to bringing those powers into effect. As technology has moved on, drones have become more and more common, and it was only a matter of time before an incident such as the one at Gatwick airport in 2018 that disrupted air traffic. I am grateful to the Minister for addressing the concerns raised in Committee and am content to support this part of the Bill today.

It would, however, be remiss to speak on this Bill tonight and not mention the current situation in which the aviation sector finds itself. The covid-19 pandemic has devastated the industry. The UK was previously the third largest aviation market in the world, but now we are not so sure. The Government, through neglect and their belief that the markets would be able to support this huge section of our national economy, have hamstrung the entire sector.

Twelve months ago we were led to believe that the Treasury would be offering a bespoke support package for airlines, aerospace, airports and ground-handlers and other support services; a year later no specific aviation deal has emerged. It is vital that when the global travel taskforce reports to the Prime Minister on 12 April the Department for Transport and colleagues across Government roll out a robust and comprehensive plan to enable aviation to lift off into the skies again. This summer will be make or break for the sector, and the ambition presented by this Bill will be for nothing if we cannot maintain our advantage on the world stage with one of our leading industries after the pandemic draws to a close.

[Mr Deputy Speaker (Mr Nigel Evans)]

I hope you noticed that I was very good to you there, Mr Kane, by not interrupting you even though you went a bit wider than you should have.

[Ben Everitt (Milton Keynes North) (Con)]

It is a genuine pleasure to follow the shadow Minister the hon. Member for Wythenshawe and Sale East (Mike Kane). This is one of those events where we sit down and think, “This is Parliament at its best.” I served on the Bill Committee, where we rattled through our work—at interceptor pace is the best way to describe it, using an aerospace metaphor.

As the shadow Minister said, this modernisation of our aerospace is long overdue; it is what we need to do to keep our skies open. We need to find a way for co-existence between those interceptors—the Typhoons that fly through our sky and keep us safe— passenger jets and unmanned aircraft, because the sky is becoming an increasingly busy space. I talk about co-existing from a position of fairly strong expertise being the MP for Milton Keynes North, because of course we co-exist with our robots—our delivery robots that wander around delivering groceries and are part of everyday life. Drones are essentially sky robots, and we need to find a way of co-existing. This is a hybrid Parliament, and we now have hybrid skies and hybrid airspace. So if we co-exist with our sky robot friends, we need to find a way of making judgment day a matter for the regulators, not the robots.

Our aerospace is our gateway to the world. Let me deal specifically with the points raised in the Bill Committee and here tonight. This modernisation will make us more efficient. It will make our airspace more efficient, reduce noise, reduce pollution, reduce congestion, and, of course, as others have said eloquently, it will reduce the impact on the communities over which the airspace lies.

I support Government on this Bill. The UK is and will remain a global leader in aerospace, and in fact global MK and global Britain will be open for business because our skies will be open for business.

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[Sarah Olney (Richmond Park) (LD) [V]]

It is a pleasure to be here, speaking in the Chamber remotely, at the Report stage of this very important Bill, which the Liberal Democrats have supported all the way through. The provisions it contains are long overdue, particularly those on airspace modernisation.

We welcome the opportunity for the Government to take powers to improve the use of airspace for the benefit, yes, of the aviation industry, but also for the communities who live around airports, as the hon. Member for Brentford and Isleworth (Ruth Cadbury) just spelled out in her excellent speech. I, too, represent one of those communities —Richmond Park. We have long been plagued by excessive noise from aircraft. There has been some welcome respite during the pandemic and the lockdown, but my constituents are fearful of what may happen in the future, especially if the Government go ahead with their stated plans to allow expansion at Heathrow. I impress on them that they have the opportunity to put my constituents’ fears at rest on that matter.

We support the airspace modernisation plans in the Bill. However, I reiterate what the right hon. Member for Hayes and Harlington (John McDonnell) said: if not through this Bill, then at some time in the future, the CAA ought to be given the power to consider the impact of noise on local communities when designating airspace. It is such an important issue because of the impact that it has on mental health, on physical health, on people’s ability to sleep and on people’s ability to go about their daily lives. That is highlighted to me so often by my constituents. Again, it was discussed very eloquently by the hon. Member for Brentford and Isleworth.

I also support what the right hon. Member for Hayes and Harlington said about the impact that climate change is having and the need to give powers in that regard to the CAA. That is a really important point. The Government are not yet being clear about how they expect the aviation industry to contribute to their drive towards net zero. It is absolutely essential that we get more clarity on how that will be achieved. Aviation obviously has an important role to play in our economy. It has had an exceptionally tough year, and we know from announcements made only today that the future of aviation continues to be very unsettled. We look forward to more direction from the Government about how they plan to build back better in aviation.

The Liberal Democrats support this Bill and will continue to support it through its remaining stages.

[Mr Deputy Speaker (Mr Nigel Evans)]

We will see if we are any luckier with Jim Shannon this time.

[Jim Shannon (Strangford) (DUP) [V]]

I hope, Mr Deputy Speaker, you can hear my dulcet tones all the way from Northern Ireland. Thank you for the opportunity to speak on this issue.

Of particular interest to me is new clause 12, which seeks to provide temporary powers to amend the retained EU law on airport slot allocation due to the coronavirus pandemic. The 80:20 or “use it or lose it” rule is used to monitor compliance and determine whether airlines can retain their legacy slots. The European Commission has waived the rule for the summer and winter seasons in 2021 because of the coronavirus pandemic—exceptional times, without a doubt. I absolutely support the Government in their move to make a similar waiver through the use of these temporary powers. Our airline industry is in dire need of support and help—I know the Minister has been very responsive to that and I thank him for it—not only in the short term but in the long term. We need to look at how we can come alongside the industry to work with it.

Particularly for Northern Ireland, it is essential that our routes are protected—our domestic routes, that is, but we have some hopes for the future that we may even have some international routes, which is something we are encouraged by. We are also encouraged by the Government’s commitment on air passenger duty, and we will see how that works for the benefit of all the United Kingdom of Great Britain and Northern Ireland. Connectivity is vital and must be protected at all costs for the foreseeable future.

I have spoken at length regarding drones, particularly their use in prisons. However, I also recognise the benefit of drones used in the right way. The Government have put in place legislation to prevent unmanned aircraft being able to fly near airports, and technology is in place to neutralise any unmanned aircraft that could breach the quarantine distance around airports, so there are many good things to welcome. Unmanned aircraft must be regulated for many reasons, none being more important than security. I am very pleased that clauses 13 to 18, together with schedules 8 to 11, will give powers to police the misuse of unmanned aircraft. These include, first, the power to ground unmanned aircraft; secondly, the power to stop and search people and vehicles; and thirdly, the power to obtain a warrant to search property. There will be further provision for fixed penalties for certain offences relating to unmanned aircraft. I welcome this further tightening of the law. It is also welcome that those who are using a drone for a purpose that is legal and honourable will not have any issue with these powers or feel threatened in any way at all. However, can the Minister confirm that all necessary discussions have taken place with all regions in the United Kingdom, particularly Northern Ireland?

In this age of technical wonder, it is imperative that we make the best of advances such as drone technology and heat signatures to find lost animals, for example. As someone who lives in the countryside, I know that many of my farming friends, colleagues, partners and neighbours wish to see that. We must also regulate to prevent misuse, and the Bill sets that balance. That is why I support the Government’s intentions and commitment, which I believe are honourable, honest and true.

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[Mr Deputy Speaker (Mr Nigel Evans)]

I am not too sure how much more the Minister will say on Third Reading now, but we will wait to see.

[John McDonnell [V]]

He has confused me as well, Mr Deputy Speaker.

There has been an acknowledgement of the issues raised in the new clauses and amendments. It is clear that we all agree on the objectives, even if we do not agree on the path to achieve them. I am a great believer in the powers or conversion, so we will campaign on, but this evening I beg to ask leave to withdraw the motion.

Clause, by leave, withdrawn.

Third Reading

Motion made, and Question proposed, That the Bill be now read the Third time.—(Robert Courts.)

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[Mr Deputy Speaker (Mr Nigel Evans)]

We all wish your caseworker well in his retirement.

Driving Tests: High Wycombe

Nigel Evans Excerpts

Thursday 4th February 2021 Commons Chamber

[Rachel Maclean]

I welcome my hon. Friend’s remarks, and associate myself with his comments about Buckinghamshire Council. To be clear, that is a matter for the local planners, not for me, but we will of course work very closely with my hon. Friend on the questions he has raised with me, specifically about the length of the lease. We will also keep him informed about any progress in determining the final securing of these premises for driving tests in High Wycombe.

In closing, I am pleased to again put on record my thanks to my hon. Friend. As a result of the campaign that he and the local community have run, the DVSA is at an advanced stage of discussions with a landlord of premises on the Cressex business park in High Wycombe for a new driving centre there. I thank you very much for the opportunity to discuss this matter in the Chamber this evening, Mr Deputy Speaker.

[Mr Deputy Speaker (Mr Nigel Evans)]

An Adjournment debate with a happy ending. Congratulations to all involved.

Question put and agreed to.

Air Traffic Management and Unmanned Aircraft Bill [Lords]

Nigel Evans Excerpts

2nd reading & 2nd reading: House of Commons
Tuesday 2nd February 2021 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

Before I call Mr Kane, let me say that some very sad news has broken that Captain Sir Tom Moore has sadly died. On behalf of the House of Commons, can I pass on our deepest condolences to his family? He brought joy to the nation. He was an inspiration to everybody in this country, and his achievement was properly recognised by a knighthood, which was movingly presented by Her Majesty the Queen in person at a special ceremony. I know that the entire nation will mourn his passing.

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[Steve Double (St Austell and Newquay) (Con) [V]]

May I associate myself with your comments, Mr Deputy Speaker, about Captain Sir Tom Moore? It is a sad loss for our country and, of course, especially for his family. Our thoughts and prayers are with them.

It is a privilege to speak in this debate as I am the chair of the all-party parliamentary group on general aviation, the Member of Parliament who represents Cornwall Airport Newquay, and a keen supporter of our aviation sector and especially our regional airports. I very much welcome the Bill and will be pleased to support it later this evening. I acknowledge all the work that the Minister and previous Ministers have put in, along with officials in the Department, to get us to this point. It has taken longer than we expected because of a number of factors, but the approach that the Department has taken—to engage and listen to stakeholders across the aviation sector—has been hugely welcomed and, along with the input from the other place, means that the Bill before us is a very good one.

The UK’s airspace is our invisible infrastructure in the sky. It is vital to the success of our aviation sector and the wider economy. It will become increasingly important in the years to come, with the development of clean flights through clean fuels and electric and hydrogen-powered flight. In recent times, there have been those who have prophesised the demise of aviation in the light of the need to reduce our carbon footprint, but I believe that its best days lie ahead. The industry is committed to playing a key part in helping the UK to achieve the Government’s ambitious aims on cutting our carbon emissions, and good progress is being made.

Although the sector has taken a huge hit, both in the UK and globally, because of the pandemic, I have every confidence that it will bounce back with the right support. We should use the current crisis to ensure that the sector is able to accelerate reform to a cleaner future. That is why it is vital that the Government continue to support the sector to ensure that it is able to lead our national recovery. The regional support for airports through the offsetting of business rates is welcome, but it would be remiss of me not to make the case for further sector support for airlines, those in the supply chain and airports at this incredibly challenging time.

We have a world-leading aviation sector of which we should be proud. We have the third-largest aviation network in the world and the second-largest aerospace manufacturing sector, supporting 1 million jobs and with a turnover in excess of £60 billion before the pandemic. Yet despite all the developments and growth in aviation over decades, the UK’s airspace has largely remained unchanged for 60 years. Review and change is long overdue, and the measures in the Bill are welcome and essential.

It is a huge credit to the UK aviation sector that it has maintained the growth it has, despite us lagging behind the rest of the world in airspace management. As aircraft and aviation technologies have advanced in the past 60 years, our airspace management has not kept pace. That has led at times to inefficient use of airspace, which has often contributed to higher pollution and noise.

I have nothing but admiration for those at NATS who manage our airspace in what has been one of the most complex airborne environments in the world, underpinned by an overly bureaucratic system of outdated legislation and complex guidance. The strains on our airspace have become most apparent in recent years. Prior to covid, flight delays in minutes per year had been increasing consistently in the five years leading up to 2020. That coincided with a year-on-year rise in the number of flights in the UK. Most alarmingly, estimates by the DFT suggest that, without the modernising of air traffic, delays could rise by 72 times by 2030, with more than one flight in every three from UK airports expected to depart more than half an hour late. Those estimates were admittedly put together prior to the pandemic, but when we do return to the pre-2019 level of flights in 2023 or 2024 as expected, we are unlikely to see a change in the trend of delayed flights without modernisation of our airspace.

The implementation of the reforms, innovations and technological solutions set out in the Bill are essential for our future prosperity. As we continue to deliver modern airports and state-of-the-art fuel-efficient and environmentally friendly aircraft, it would be a missed opportunity for us not also to modernise our airspace in the process. I am pleased that that is exactly what the Bill will bring about. I welcome the Bill also because it is a great example of cross-party parliamentarians from both Houses of Parliament working together with Government Departments and relevant civil authorities on issues of common concern that can be addressed only by bringing all stakeholders on board.

The all-party parliamentary group on general aviation, which my right hon. Friend the Secretary of State for Transport started and chaired for many years, has long looked into the issue of airspace change. In summer 2019, the APPG’s dedicated working group on airspace published its report of the inquiry led by the noble Lord Kirkhope on the adequacy of our airspace, especially at the lower—arguably more dangerous—end of below 7,000 feet. One important recommendation from the inquiry to the DFT and CAA was the introduction of a ratchet-down process for removing underused volumes of controlled airspace. It also suggested that the CAA should make a radical shift in its internal processes for airspace change to allow for greater flexibility in future airspace design. I am pleased to see both recommendations incorporated in the Bill and thank Ministers and officials for their proactive and positive engagement with members of the APPG in the consultation process.

The Bill will achieve this modernisation in three main parts. It will allow for an airport or other person involved in airspace change to be compelled to progress or co-operate with an airspace change proposal in line with the overall modernisation strategy. The second part of the Bill will bring in much needed updates to our airspace licensing regime in accordance with best practice. Part 3 relates to unmanned aircraft such as drones, which are no doubt a critical part of the future of aviation; their development is important for our economy for the future.

General aviation is often overlooked in the aviation policies of successive Governments, but general aviation matters. GA contributes over £1 billion to the UK economy, and supports hundreds of thousands of well-paid jobs across all regions of the UK. GA is also important as a gateway to the UK’s world-beating commercial aviation sector. General aviation activities such as gliding provide accessible grassroots, which often help to inspire young people into science, technology, maths and engineering subjects. GA platforms are also the best early testbeds for new technologies, such as electric propulsion. Without free airspace to test in, the UK will be at a competitive disadvantage for attracting high-tech aviation companies just as we are seeing the dawn of the new era of sustainable aviation.

General aviation is often overlooked when it comes to airspace management, and often finds itself restricted, or excluded from too much airspace. The Bill grants the Government—and, by extension, the CAA—the power to request that an air navigation service provider change its airspace in a certain way. This will be the first time that our regulator has ever been given this power, which is commonly found in other countries. The Bill will complement the CAA’s airspace modernisation strategy, which aims to rationalise the UK’s airspace system, bringing greater efficiency to air transport. Indeed, alongside the strategy is a commitment to look at reclassifying areas of low airspace that are problematic for general aviation. To improve use of lower airspace, it may be necessary to compel an airport to reduce its area of controlled airspace. This would not be achieved without the powers contained in the Bill.

Finally, I turn to the much discussed Government amendment on the temporary alleviation of the 80:20 usage rule, which requires airlines to use their allocated airport slots at least 80% of the time to retain entitlement to the same slots in the next equivalent scheduling period. I fully understand the rationale behind this. We do not want to see airlines continuing to fly empty or near-empty aircrafts at huge financial and environmental costs for the sake of keeping their slots. When administered well, the reprieve from this rule can form an essential part of the wider package of support for the industry. However, I urge Ministers to ensure that it does not pose any obstacle to maintaining critical connections between regional and national airports, and thus hinder the Government’s agenda to drive regional growth. I seek the Minister’s assurance that we will not miss this opportunity to ensure that slot allocation is not a barrier to growth, and that we grow our essential connectivity to our major airports for regional airports.

The Bill will bring much needed changes to modernise our airspace and improve efficiency of air traffic management. It will help to deliver quicker, quieter and cleaner journeys, which will help to reduce carbon emissions while increasing capacity where needed, increasing the resilience of our airspace and allowing greater access for general aviation. The Bill represents yet another positive step for the future of British aviation. I am pleased to support the Bill and urge colleagues across the House to do so.

[Mr Deputy Speaker (Mr Nigel Evans)]

Audio link—Sarah Olney.

Road Traffic

Nigel Evans Excerpts

Monday 23rd November 2020 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)]

I beg to move,

That the draft Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2020, which was laid before this House on 22 October, be approved.

[Mr Deputy Speaker (Mr Nigel Evans)]

With this we shall take the following motion:

That the Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2020 (S.I. 2020 No. 1155), dated 21 October 2020, a copy of which was laid before this House on 22 October, be approved.

[Rachel Maclean]

These amendment orders relate to the Heavy Commercial Vehicles in Kent (No. 1) Order 2019 and the Heavy Commercial Vehicles in Kent (No. 2) Order 2019. Although the Heavy Commercial Vehicles in Kent (No. 3) (Amendment) Order 2020 is subject to the negative procedure, the House should be aware of it when considering the other two amending orders. Together they support the effective management of Operation Brock and strengthen the enforcement regime that underpins it.

Operation Brock is a co-ordinated, multi-agency response to cross-channel travel disruption. It 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. The Kent Resilience Forum is responsible for the Operation Brock plans. Any decisions relating to the activation and timing of the different phases of Operation Brock will be taken by Kent police silver command.

It is crucial that these instruments are brought into force in time for the end of the transition period, to ensure that the scheme operates as efficiently as possible to reduce the impact on businesses and local communities in Kent. I am grateful, therefore, that time has been found for this debate to take place quickly and also for the speed with which the Joint Committee on Statutory Instruments has scrutinised the instruments.

Amendment order No. 1 extends to 31 October 2021 the sunset clause in the Heavy Commercial Vehicles in Kent (No. 1) Order 2019. To give a little history, the 2019 order gave new powers to traffic officers in Kent, enabling them to, first, require the production of documents to establish the vehicle’s destination and readiness to cross the border; secondly, direct drivers to proceed to a motorway, removing the vehicle from the local road network; and, thirdly, direct drivers not to proceed to the channel tunnel or port of Dover except via a specified road or route.

The amendment sets 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. The amount of the deposit for breaching the traffic restrictions introduced by the other two instruments is set at £300.

Amendment order No. 2 extends to 31 October 2021 the sunset clause of the Heavy Commercial Vehicles in Kent (No. 2) Order 2019, which prohibits cross-channel heavy goods vehicles from using local roads in Kent other than those on the improved Operation Brock routes. The amendment goes further to define local Kent roads that will require a Kent access permit, which can be obtained from the “check an HGV is ready to cross the border” service.

--- Later in debate ---

[Rachel Maclean]

I thank hon. Members for their consideration of this very important legislation.

My hon. Friend the Member for Dover (Mrs Elphicke) speaks up for her port and the vital role that it plays in her town. Like her, I am absolutely sure that the work that we are doing today will open up more opportunities for her port and local community. I thank her and her colleagues in local government for engaging so closely with me, for putting on record their detailed concerns and for inviting me to the Whitfield roundabout to see for myself the problems that she identified in such detail today. I commit to working closely with her, her local government colleagues, her local district council and Kent County Council, and to listen closely to the concerns of the local community. We will absolutely look at air quality and sanitation, and we will look carefully at the results of the consultation. I look forward to more meetings with her, including those later this week to which she has made reference.

I thank the hon. Member for Bristol East (Kerry McCarthy) very much for her consideration, for the detailed points that she has raised, and for her support for these important statutory instruments. The reason that we are taking this legislation through the House is so that we can put in place plans to manage any disruption that we have outlined in our reasonable worst-case scenario. I assure her that I engage regularly with the sector, including all the different trade bodies, along with the Parliamentary Secretary, Cabinet Office, my hon. Friend the Member for Hornchurch and Upminster (Julia Lopez), who I see in the Chamber; we work together on many of these issues with the sector, so are aware of and pay close attention to the concerns, some of which the shadow Minister has articulated today.



On the issue of driver welfare, including sanitation and toilets, it is not just toilets that are essential, but all the facilities that drivers would expect. I thank again all the drivers who work in the transport industry, because they do play a vital role, as we have seen in the pandemic with how they have kept supplies moving around the country. We expect that to continue, but it is very important that we do everything we can to support them in that. The Kent Resilience Forum is working through detailed plans on the sanitation, and I am very happy to share the detail of that with the hon. Member for Bristol East when it is available.

The hon. Lady referenced the haulier handbook. This is one part of our plan to make sure that all this information is one place. The handbook will be translated into 18 languages and it will be ready very soon. It is already available on gov.uk, and we will also be making hard copies available in 43 information and advice sites, which are opening up and down the country.[Official Report, 26 November 2020, Vol. 684, c. 10MC.]

It is very important that we pass these measures into law this evening so that we can manage all the possible outcomes that we will see at the end of the transition period. I thank the House for its consideration.

Question put and agreed to.

Resolved,

That the draft Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2020, which was laid before this House on 22 October, be approved.

Resolved,

That the Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2020 (S.I. 2020 No. 1155), dated 21 October 2020, a copy of which was laid before this House on 22 October, be approved.—(Rachel Maclean.)

[Mr Deputy Speaker (Mr Nigel Evans)]

We will now suspend for a few moments in order to have the Dispatch Boxes sanitised.

Covid-19: Emergency Transport and Travel Measures in London Boroughs

Nigel Evans Excerpts

Wednesday 4th November 2020 Commons Chamber

[Apsana Begum (Poplar and Limehouse) (Lab)]

I thank my hon. Friend for securing this important debate. I want to draw her attention to a recent report by the Institute of Race Relations called “The London Clearances”. This report found that regeneration projects are being used to actively dispossess working-class communities and low-income families of their homes. This process, which is commonly known as social cleansing, has mostly been understood as a class issue. However, given the over-representation of black, Asian and ethnic minority communities in social housing and the racialised language used to describe London’s post-war housing estates—for example, in the aftermath of the 2011 riots —I believe this is also very much a race issue. Certainly, constituents of mine have been in touch about the impact this is having on them and the fact that some of the measures have been targeted not towards housing estates in very congested or overcrowded areas but areas that have terraced homes—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. I am sorry, but interventions by their very nature should be short, and that was very long.

[Dr Huq]

I thank my hon. Friend for a point that deserved to be made at length. She makes the point about the main roads, and those are people too. They feel two-tiered now: their house prices are probably lower, and they feel they have a raw deal because of the constant gridlock forcing everyone there.

At best, this has been a mixed experience. Where these measures work, where there is a need and where there is consultation, they are really good, but if it is felt that they have been illogically plumped somewhere they are not desired, that is a completely different matter. Somebody said to me the other day that a bollard had been put on a very short road that has got only one house on it. He said he did not ask for it and added, “We feel penned in like animals.”