Oral Answers to Questions
Rachael Maskell Excerpts(2 years, 10 months ago)
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Andrew Stephenson
Of course, the hon. Gentleman tempts me to prejudge the integrated rail plan, which I will not do, because no decisions have been taken yet. However, I am happy to confirm that we are getting on with investing in Transport for the North; we are not waiting for the integrated rail plan to be delivered. On top of the billions of pounds that we have already invested in transport across the north, just on 26 May we announced two new stations outside Leeds—White Rose and Thorpe Park—and we announced an additional £317 million for the TransPennine route upgrade. Of course, over 60% of the region is now covered with metro Mayors, with historic devolution settlements. We are getting on with investing in the north of England.
Rachael Maskell (York Central) (Lab/Co-op)
The Minister of State, Department for Transport (Chris Heaton-Harris)
Local authorities are responsible for ensuring active travel schemes are accessible to all. Government guidance, which includes the “Cycle Infrastructure Design” publication, reflects best practice in safety and inclusivity for disabled pedestrians, cyclists and wheelchair and Motability scooter users.
Rachael Maskell
The Government are rolling out a number of pilots for e-scooters and also supporting with funding a number of schemes to expand active travel, yet those schemes do not need to have accessible formats of travel for disabled people and older people, further excluding them from the benefits of active travel and moving around in car-free environments. Will the Minister ensure that every pilot scheme is expanded so that it is fully accessible? Will he also challenge the sector to provide Motability scooters and other forms of e-travel that are fully accessible for everyone in our communities?
Chris Heaton-Harris
It is very important that local authorities consider the impacts of e-scooters on people with disabilities and allow them to access the trials as well. E-scooters have the potential to offer additional means of transport, and we allowed seated e-scooters within the scope of the trials to enable people with certain mobility issues to use them. Our guidance told local authorities to encourage groups representing the interests of disabled people in their areas to advise people with accessibility issues on how they can best use the schemes.
Oral Answers to Questions
Rachael Maskell Excerpts(3 years, 3 months ago)
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Chris Heaton-Harris
Obviously, we agree that the provision of high-quality infrastructure is vital to getting more people cycling and walking, and that local authorities have a key role to play in delivering that. There will be further funding for local authorities to deliver high-quality cycling and walking schemes in the next financial year, and beyond, as part of the £2 billion announced by the Prime Minister in the gear change plan, and I will be announcing further details of this in due course.
Rachael Maskell (York Central) (Lab/Co-op)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The Government strongly agree that investment in cycling and walking infrastructure delivers benefits to national and local economies, better public health and cheaper travel. That is why, as Members will have heard my colleague just set out, the Prime Minister has announced the biggest ever funding boost to cycling and walking— a total package of £2 billion.
Rachael Maskell [V]
As our high streets struggle and, ironically, York’s Green-Lib Dem council is waving through new car park developments, which will suck even more cars into York, Living Streets’ work on “The Pedestrian Pound” is certainly the antidote, showing that pedestrianisation and investment in the public realm will drive up footfall by up to 35% and retail sales by a similar proportion. Will the Minister work with me to realise York’s potential as a car-free city, so that my community can reap the environmental, social, health and economic benefits of walking, cycling and active travel?
Rachel Maclean
I very much thank the hon. Lady for the way in which she is championing active travel in the city of York, and the Department strongly shares that ambition. For example, she will know of the electric park and ride service that has been delivered, thanks to funding from the Department. We very much look forward to continuing those conversations with her.
International Travel
Rachael Maskell Excerpts(3 years, 8 months ago)
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Grant Shapps
The Iceland example is very interesting. I have seen some other countries where they have been doing day zero testing and will privately, in conversation with me, concede that it does not actually provide the answers they require. A test later—whether that is five days, seven days or eight days is to be calculated by the scientists—is a much more possible and probable solution. I gave the example earlier of what happened when one of the airport bosses had his group tested a week later, and he found somebody who already had the virus but was not picked up at the beginning, so I think my hon. Friend is absolutely on to something.
Rachael Maskell (York Central) (Lab/Co-op) [V]
The University of York is going to extraordinary lengths to support international students arriving in the UK—from picking them up at airports to isolating them for two weeks at the university before teaching begins. However, this process could be significantly improved if a clear testing and tracing regime and testing infrastructure were put in place. The Secretary of State has said that there are capacity issues, but why has he not properly planned for this, having known the arrival programme of international students? It appears that he is shifting the responsibility on to universities to manage this situation, rather than sorting it out himself.
Grant Shapps
No, I do not accept that, because students actually come from lots of different places. Some of them will be in travel corridors and do not need to self-isolate; others will require self-isolation. But in the context of being here—for perhaps a year, two or three years—this, I hope, will be a manageable situation for them. Again, let us not pretend this is all just straightforward, and that somehow we can magic tests that are signed off and work. I remind the House again: there are no tests—such private tests have been referred to many times—that are currently signed off as being usable, and we have to be led by the medicine first.
Colne to Skipton Railway Link
Rachael Maskell Excerpts(4 years, 6 months ago)
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Rachael Maskell (York Central) (Lab/Co-op)
It is a pleasure to serve under your chairmanship, Sir George. I thank my hon. Friend the Member for Hyndburn (Graham P. Jones) for securing this debate. In his characteristic style, he set out a concrete case for the Skipton-Colne line. I thank all hon. Members for their contributions to this crucial debate, which is really about the future economy of the whole of the north. It is a pleasure to respond to this debate.
We are talking about just 12 miles of railway. Investment in this piece of infrastructure could be transformative for the north; that is why Labour has committed to that as part of our rail enhancement programme. If there is to be a general election, we will be eager to press ahead with this scheme, which is about rebalancing the economy. It will not only provide crucial opportunities to transport passengers and goods, but transform our economy and the opportunities for people in constituencies such as those that my hon. Friends represent.
We see major investment in the ports in Liverpool and on the Humber, but we must get the connectivity between them right. When I have discussed this with Transport for the North, it has stressed the importance of improving the trans-Pennine route, to which, I regret to say, the Government have not given the necessary enhancement for freight passage, which is important for establishing an east-west connection. The Skipton-Colne line—the west-east line—will complete the circle, ensuring that we get proper transportation.
I have spoken to businesses in the north, particularly Drax, which would benefit greatly. It says that the line would not only bring about improvements in the transportation of biomass along the transatlantic route to Liverpool, but improve the resilience of the infrastructure. Drax also depends on Immingham port, but we know that there are flooding risks there, so to secure our energy supply, we need to ensure there is an opportunity in the east and the west. At the moment, if biomass travels around our country, it either goes south, via Birmingham, or further north. These 12 miles of connectivity would make such a difference to Drax, which receives around 24 consignments each day. There would be the opportunity for storage of additional biomass along the line, which would build up the resilience of our energy sector, so this is an important project for us.
If the trans-Pennine route had a full upgrade, it would deliver for not only freight but passengers. Reliability is no longer a consideration for this Government, but it absolutely would be for Labour. Labour committed to electrification, and then the Government did, too; but then they withdraw that offer. This is a crucial project. We can go further than that: if we get freight connectivity right, we can reinvest and make the northern powerhouse actually happen, because this is about the wider economy in the north.
We need a modal shift for freight from roads to rail. That is crucial because of the environmental catastrophe facing our planet, for which we are responsible. Around a third of our carbon footprint is in the transport sector. The Government have not made the necessary progress on that. We believe that modal shift will be a game changer. In the transport sector, we need a 15% reduction of our carbon expenditure, year on year, for the next 10 years. The shift from road to rail, not only for passengers, but particularly for goods, will make a big difference.
We want to open up opportunities. Labour is putting forward a smart logistics strategy that not only connects industry to the rail freight sector, but opens up more opportunities for light freight and the accompanying development of rolling stock. We also provide for a transition between passengers and goods; we will look at peaks and flows in usage and time, so that rolling stock can accommodate both. We will ensure that far more goods can be transported across the network, while also investing in passenger enhancements. Of course, Labour’s plan, which, we must remind ourselves, will bring rail back into public ownership, so that the public have real control over our network, will also ensure connectivity across the network, which will bring the enhancements that people want.
My hon. Friend the Member for Hyndburn reminded us about the investment issues. I have to agree with him that, as the research shows, the north has not been well served. The hon. Member for Harrogate and Knaresborough (Andrew Jones) raised the issue of Pacer trains; I have to relate my experience from the weekend. I was on a Pacer train travelling from York, and of course rain was pouring in through the ceiling. It is 2019! That shows the challenges that we face with our trains in the north. We need to ensure that things move forward.
We have a genuine opportunity here to invest in freight. The line will play a crucial role in rail infrastructure, which will result in the growth of new manufacturing and reinvestment in industry in the north. Of course, if we have strong freight paths, manufacturing can become more reliant on just-in-time manufacturing processes, smart logistics, as I have highlighted, and the movement of goods on our railways.
It is vital that that economic opportunity is brought to the north. The whole northern powerhouse investment in rail, including the trans-Pennine rail route upgrade and investment in the Skipton-Colne route, could bring around 850,000 good-quality jobs to the north. We Labour MPs understand the value of that; it is in the title of our party. This is about investment delivering for local people. We want growth in those opportunities.
We also want the development of new passenger routes. We need to make sure that new housing developments are connected to our main infrastructure. We want better connectivity in planning across the country, to ensure that all investments, including in the economy and in housing, are linked to our rail network. We would then have a strong passenger offer and a strong goods offer; our infrastructure investment will deliver both those things.
I also highlight the opportunity that establishing the right connectivity between ports in the east and the west will bring about in the wider economy of the country. We are a crucial link between the rest of Europe and the Atlantic and Ireland. Better connectivity through the Skipton-Colne route could well mean that we become a proper transport path, whereby goods touch base in our country, and companies use us as a corridor for goods. Again, that is really important for economic growth and opportunity, but will also create a new transport role for the UK in Europe. This investment will not just be expenditure; it will drive revenue for the Treasury, so it is really important that we consider the overall investment programme.
My hon. Friend the Member for Hyndburn talks about what will happen over the next 100 years. It is worth reminding ourselves that we are coming up to 200 years of the railways. I am sure that the annual spend he calculated will go down significantly if we bear in mind how well we build our railways and their longevity.
My hon. Friends the Members for Keighley (John Grogan), for Burnley (Julie Cooper) and for Hyndburn have highlighted that this debate is not just about infrastructure, including track and trains; it is very much about people. It is about jobs, opportunities and aspiration, which is very much what Labour wants from any investment.
Network Rail has put forward its proposals, but it is being challenged by Transport for the North, which believes that engineering can be streamlined in such a way that costs can be reduced. We will see what happens with that challenge. However, when we are considering investment, we must think holistically, as my hon. Friends have pointed out. We should consider not just the hardcore infrastructure, but the opportunity that such infrastructure opens up, including opportunity for new investment in jobs, and of course the wider returns.
The proposal before us will be transformative of the north, even though it covers only 12 miles of infrastructure. Labour is absolutely committed to opening up such opportunities for the economy and communities, and to the growth of our railways. We will schedule our enhancement programmes so that they are completed in a sequence that means that they will drive opportunity, not only for cities but, as my hon. Friends have said, for towns.
We will stretch that opportunity over a 30-year planning process. We can then schedule the jobs and the skills required to see real enhancement grow across the network, and to bring revenue back into the Treasury and, of course, the Department for Transport. That will then allow for reinvestment as we grow our public transport and freight paths. We will see that crucial modal shift and the necessary environmental change.
We are really optimistic. The hon. Member for Harrogate and Knaresborough says that his Government have really invested in public transport; we remind him that, looking at the whole of transport, his Government have cut 3,000 bus routes, and buses play a vital role in building connectivity across the whole transport system.
Sir George Howarth (in the Chair)
Order. If the hon. Lady says she is finishing her sentence, she must be allowed to finish her sentence.
Rachael Maskell
We see the whole of the transport network—rail, buses, active travel—all working in a well co-ordinated way. I am happy to give way.
Andrew Jones
It is always fascinating to hear a Labour transport spokesman doing their very best to justify—
Andrew Jones
Yes—I beg the hon. Lady’s pardon. They try to justify why so little happened under the long period of Labour Government, when they electrified just 10 miles in 13 years. This Government do not cut bus routes; this Government do not operate bus routes. This Government have actually maintained their support of the bus network through the bus service operators grant, and extra funding was announced by the Chancellor in just the last few weeks. Can the hon. Lady perhaps help this debate by clarifying how much money will be required to deliver this magnificent wish list that she has just identified? Could she perhaps quantify the investment required and detail where it might come from?
Rachael Maskell
I thank the hon. Member for his intervention. He will see in the programmes that we have set out, particularly on rail, that we will repurpose current expenditure across the network that is being wasted on privatised projects, and that investment will go back into driving down costs. In fact, the rail industry says there will be a 30% saving if we put in place the scheduling that we propose. We want savings to be made from current wastage, and greater investment in driving forward and delivering our enhancement programme.
We are talking about just £360 million for this project and the opportunities that it will bring. I can commit today to Labour being right behind my hon. Friend the Member for Hyndburn and all the rail campaign groups, as well as the local councillors, who have done so much work over the years to support projects such as this.
Chris Heaton-Harris
I remind the hon. Lady that the MP at the time, who also campaigned, was from a different party, but that is not the point.
I share the interest of the hon. Member for Hyndburn in ensuring that the corridor between east Lancashire and Yorkshire, in which the former rail line is located, has the transport infrastructure that it needs to flourish and grow. I agree that the potential role of a reopened Skipton-Colne line needs to be considered carefully. It is the case, as he kind of made clear, that the Government are investing in transport in east Lancashire and the north more widely. As he knows, the Government are committed to creating a northern powerhouse to rebalance our economy.
Investing in and fuelling the northern economy provides a great opportunity for the north to be at the forefront of the UK’s economic success for decades to come. I am a midlands MP. I welcome investment in the north because it drives investment in the midlands, too. A national benefit would flow from that. I want to gently correct, as my hon. Friend the Member for Harrogate and Knaresborough did, the incorrect IPPR study of investment in the regions. As he correctly pointed out, the investment is £236 for the midlands, £236 for the south and £248 for the north. However, it does not matter because the investment continues to grow, with projects coming forth that really will drive economic growth. Our continuing commitment to transforming rail connectivity across the north is evidenced both by the Prime Minister’s recent announcement on Northern Powerhouse Rail and the continued development of and investment in the trans-Pennine route upgrade programme.
As the Prime Minister reminded us when he visited Rotherham a few weeks ago, the north gave the world the railway. He said:
“And yet two centuries later, in this birthplace of the railways, we can do so much better.”
When he was in Yorkshire the previous week he reaffirmed his commitment to Northern Powerhouse Rail and slightly challenged people by saying that he eagerly awaited the emergence of the plans. He also noted that there has been significant Government investment, with 2,000 additional services now operating every week, £500 million on new trains and £100 million on refurbishment of the rest of the fleet, including wi-fi and power sockets as well as the electrification of the railways in the north-west. A huge amount has gone in.
Before I turn to the Colne-Skipton line, I want to highlight the significant transport investment already under way in Lancashire and across the north to support the northern powerhouse programme. Through the growth deal process, the Government have provided the Lancashire local enterprise partnership with £8 million to support the Hyndburn Burnley/Pendle growth corridor investment, designed to maximise the benefits provided by the M65 in that corridor. Our third growth deal with the Lancashire LEP provides further funding for the M65 corridor—junctions 4 to 6—which will bring further benefit to east Lancashire and the constituents of the hon. Member for Hyndburn. It was my hon. Friend the Member for Pendle who pushed for a study of the work. He is a very busy Member of Parliament.
I am sure the hon. Member for Hyndburn is aware of the proposals for the Colne to Foulridge—or A56 villages—bypass. When consulting on its east Lancashire highways and transport master plan in the autumn of 2013, Lancashire County Council set out six possible options for the scheme. It identified two that would potentially impact on the reinstatement of the railway at a future date. I understand that Lancashire County Council has not actively developed the options any further, pending the outcome of a centrally funded Highways England study that is under way.
More widely in east Lancashire we have, through the LEP, funded improvements to the Blackburn to Bolton rail corridor, and have enabled a more frequent service to operate between Blackburn and Manchester Victoria. That is not the first improvement that we have delivered on the rail network between east Lancashire and Greater Manchester. Thanks to our regional growth fund, under the coalition we reinstated the Todmorden curve, which the hon. Member for Burnley mentioned in her intervention. As part of the Great North Rail project, we have invested in improvements across the region. That is bringing major improvements to the northern rail network, one of the largest rail networks in the country, creating better journeys for passengers, supporting trade and creating, as the hon. Member for York Central (Rachael Maskell) would like, a stronger economy.
Through the Northern and TransPennine Express franchises and investment in modern trains, we are delivering a host of better, more comfortable, more frequent, faster and more direct journeys. All the Pacer trains, which were possibly once loved but have absolutely outstayed their welcome, will be replaced by a mix of brand-new trains and trains refurbished and upgraded to an as-new standard. Investment in the northern rail network includes improvements to the Calder Valley line between Manchester, Rochdale and Bradford and Leeds—the other key current rail link in the central trans-Pennine corridor—and includes line speed improvements and improved signalling, resulting in increased resilience, more capacity and improved journey times. That is good progress, but we need to go further.
For the Hyndburn constituency, our investment has meant more frequent, hourly Sunday services to Colne from May 2018 and additional funding for the East Lancashire community rail partnership. As part of Northern’s £500 million investment, passengers in the constituency of the hon. Member for Hyndburn will benefit from new trains on the York to Blackpool service via Accrington later this year.
Finally, the Department announced in March 2019 that Highways England would work with Transport for the North on a study looking at options for improving road links between the M65 and North and West Yorkshire. The output of that study will inform consideration of the case for future investment. Those are all important building blocks of the northern powerhouse.
The line from Colne to Skipton was closed in 1970. The Skipton East Lancashire Rail Action Partnership, which is possibly one of the best action groups I have come across in my short time as Rail Minister, and certainly one of the most effective—I think I had a letter from the group two days after I was announced as Minister—was established in spring 2001 to protect the former railway track bed from development so that it could, in due course, be reinstated. As I have detailed, and as my hon. Friend the Member for Harrogate and Knaresborough said, former Rail Ministers have met the partnership many times, and I join them in paying tribute to its work over the past 18 years to raise the profile of the case for reinstating the 12-mile link between east Lancashire and Yorkshire.
The hon. Member for Hyndburn will be glad to hear that the Skipton-Colne scheme is clearly referenced as a scheme in the “determine” phase of the rail enhancements pipeline published earlier this month. As my officials outlined at last week’s meeting, hosted in Westminster by the hon. Gentleman, the focus of that phase is on establishing the case for progressing the scheme. That means identifying the improved outcomes sought for passengers, freight and the wider economy, and considering a wide range of potential interventions that could deliver those benefits.
The Government assess the case for progressing schemes through a five-case business case that takes fully into account the wider strategic and social case for investment, in addition to economic, financial, commercial and managerial aspects. We remain committed to enhancing rail connectivity across the north. The ongoing work on Skipton-Colne makes a very important contribution to that, particularly on the important issue of the provision of capacity and capability for trans-Pennine freight.
The first stage of feasibility work carried out last year confirmed the engineering feasibility of reinstating a rail link between Colne and Skipton to modern railway standards. It also confirmed the strategic case for a rail link between east Lancashire, which has local authority districts that the hon. Gentleman himself described as the most economically deprived in England, and the Leeds city region, as well as for improved rail connectivity for freight between Mersey and east coast ports and inland terminals.
The hon. Gentleman will recall that during a visit to Colne earlier this year, my right hon. Friend the Member for Epsom and Ewell, the former Secretary of State for Transport, announced that he had asked for further feasibility work to be carried out, in order to challenge the cost of the scheme and to establish whether there would be sufficient freight demand, before making a decision on whether a reinstatement scheme should progress to the next stage of the rail enhancements pipeline.
I thank the hon. Member for Keighley for highlighting the towns fund, which will hopefully help towns and communities across his constituency and the north in general. He raised a couple of questions about the feasibility study. I am happy to share the December 2018 strategic outline business case with the partnership, so that it can understand the sorts of issues that we rightly have to tackle as a Government to ensure that the criteria that we have set are fulfilled, and that we can deliver projects that offer value for money and deliver the required economic outputs. Perhaps that can be the hon. Gentleman’s Christmas present. It is not quite the Christmas present that he asked for, but it is part of the way to it.
There are lots of important considerations, because there are challenges for the project. I am sure that the project can answer those challenges, but it is important to highlight them so that they are open and public, and so that people can work together to overcome them, as I believe has been the case up until this point. The first consideration was the initial finding that the economic case for reinstatement was quite poor without provision for, and extensive use of, the route for intermodal trans-Pennine container freight traffic attracted from road. We need to ensure that that can be delivered.
Before the feasibility study, there was insufficient evidence that the route would attract a sufficient volume of intermodal container traffic. There is evidence that other trans-Pennine routes, with necessary enhancement of capacity and gauge, could offer shorter journey times, and thus more efficient utilisation of rail assets—both staff and rolling stock. I am aware of the extensive work being done, and that has already been completed, by SELRAP, right hon. and hon. Members, and local businesses, as demonstrated by some of today’s speeches, to estimate what level of local freight could be expected. That work is very helpful indeed.
We must always address concerns about the high estimated capital cost of the scheme—questioned by the hon. Member for Hyndburn—which is relevant to both the economic case and the general affordability of the scheme. The first stage of the further work carried out by my Department’s technical advisers is nearing completion. It has been carried out in close collaboration with Transport for the North, Network Rail and the Chartered Institute of Logistics and Transport, with very helpful in-depth discussions with a number of freight customers. That work, which is continuing, suggests, first, that a high proportion of potential trans-Pennine intermodal container traffic could be carried on a low-floor wagon that requires a loading gauge that is smaller than the W12 gauge provided on a number of other trunk routes, and only marginally larger than the minimum current clearance on trans-Pennine routes.
Secondly, routing freight via Skipton-Colne is not only slower than other potential routes but engages a capacity bottleneck—as was mentioned in passing—on the eastern side of the Pennines, crossing the eastern approach to Leeds station. That is absolutely not insurmountable, but it does need to be addressed as we move forward.
Thirdly, we have confirmation that future demand for the key flows in question—Liverpool-Drax biomass and intermodal containers—is really sensitive to the end-to-end journey times that can be achieved, due to the impact on resource utilisation, so we need to work with those companies to ensure that there is a business case that works for us all.
Network Rail’s order of magnitude cost estimates are not inappropriately high, given the current state of the project’s development. However, further discussions are in progress with Transport Scotland, as the hon. Member for Hyndburn highlighted, regarding the Borders railway, as it appears that its out-turn costs were, per mile, much lower than Network Rail’s early estimates for the Skipton-Colne link. We are therefore trying to learn from what has gone on elsewhere, because we want to drive value for money.
Rachael Maskell
I am really interested in what the Minister has to say. There seems to be an overengineering of a number of rail projects at their inception. Is the Department reviewing the way that infrastructure projects are approached, so that they are appropriately engineered?
Chris Heaton-Harris
The whole point of the pipeline is to try to do exactly that, and to learn from previous projects, when things are delivered late and run over cost and when things are delivered within budget. Network Rail is going out of its way to learn from those projects, so yes, I can give the hon. Lady that assurance.
We need to investigate a number of issues further before any conclusions are drawn, hence the need for the current process. Those issues essentially boil down to the two questions that I outlined: what are the likely costs, including gauge clearance, of creating viable timetable paths in the short and medium term for additional freight, and what levels of freight traffic is the route likely to attract? We are pressing on with that work, including through a Network Rail feasibility study on trans-Pennine gauging, which was announced last month, so that we will have a complete picture in a few months. My officials will continue to update the campaign’s project development team as the work progresses. We will continue to do all we can to answer the questions that I have raised and recent work has raised, which will hopefully mean that we can work together to move this interesting and popular scheme forward.
To conclude, I congratulate the hon. Member for Hyndburn and SELRAP on the continuing commitment to this issue that they have shown, as well as the other right hon. and hon. Members with an interest in this matter—both those who could be present today and those who could not. I repeat that the Government are keen to reach an early conclusion on what role a reinstated line could play in improving passenger and freight connections across the Pennines. Given the current phase that this scheme finds itself in, my focus, and the Government’s, is on establishing the case for progressing it.
Oral Answers to Questions
Rachael Maskell Excerpts(4 years, 6 months ago)
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Paul Maynard
I am disappointed to hear what my right hon. Friend has to say and I am more than happy to meet him to obtain further details. It is very important that HS2 Ltd continues to work with local communities rather than acting upon them when it carries out these works. I look forward to hearing further details.
Rachael Maskell (York Central) (Lab/Co-op)
Not only has the Williams review yet to see the light of day, but the Oakervee report is ready. His team has pulled out all the stops to get this to the Minister next week, so why is the Secretary of State saying that he will not publish it until after the general election? Is it because he intends to cut off the economic opportunities of the north, or is he worried that it will upset voters in the south?
Paul Maynard
I will take no lectures from the hon. Lady on how to support the north economically, or indeed, in transport terms. I am delighted that she lives in a world of alternate reality—neither the Secretary of State nor I have received Mr Oakervee’s report. She clearly knows more than I do, or maybe she is making it up. [Interruption.]
George Freeman
The Department shares the disappointment that the new rolling stock has been delayed. Pacer trains are not fit for purpose for the 21st century. Northern retired the first of its 102 Pacers in August, and it plans to remove two thirds by December 2019. Northern advises that, subject to receiving appropriate dispensation, up to 34 Pacers will remain in the fleet, but I assure the hon. Gentleman that we are determined to make sure the fleet is properly modernised.
Rachael Maskell (York Central) (Lab/Co-op)
Labour knows the true value of connecting towns and cities across the north. Our integrated transport plan will invest in public transport, in public ownership, to work for the passengers not the shareholders. We will start by investing £39 billion in the whole Crossrail for the north project. How much will the Minister commit to the project today—only £15 billion?
George Freeman
I think the nation will be interested to hear the Opposition Front Bench team announcing major plans for investment, given that their economic plans will see a massive loss of investment in this country and massive economic damage. We can fund good transport infrastructure and a good NHS only when we have economic growth. The truth is that this Government are proceeding with the biggest investment package in road, rail and infrastructure in this country since the Victorians—£72 billion—and we are spending more per head on passengers in the north than in the south. This Government have the interests of the north at their heart.
Railways (Safety, Access, Management and Interoperability) (Miscellaneous Amendments and Transitional Provision) (EU Exit) Regulations 2019
Rachael Maskell Excerpts(4 years, 6 months ago)
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Rachael Maskell (York Central) (Lab/Co-op)
It is always a pleasure to serve under your chairmanship, Mr Gapes. I will not repeat the title of the legislation, which has been well documented. With just 10 days to go until the Government intend to leave the European Union, and in the light of the Minister’s admission that there have been drafting issues with legislation, it is clear that rushing through legislation at the eleventh hour is not the best way of conducting business. Are we expecting any further draft regulations? I believe that at least one piece of legislation is still outstanding. When does the Minister expect it to be introduced? We are getting close to the wire.
Ensuring the safe running of our rail system is vital for passengers, staff and the economy. The UK boasts the safest railway network in the world, despite the tragic loss of life that we have witnessed in the last year. It is vital that we continue to scrutinise all legislation to ensure that standards are raised and the public are kept safe. Moving the function of oversight and the issuing of part A safety certification should the UK leave the EU is non-contentious in itself. We need, however, to ensure that the Office of Rail and Road is properly resourced to carry out its extended functions.
I have noted a succession of secondary legislation arguing for increased roles for UK agencies; however, I am concerned that increasing the pressures on those agencies without sufficient additional resourcing will place additional pressure on what are already overstretched bodies. My first ask is that the UK Government commit to keeping parity with EU standards—non-regression—in advancing safety. Had I been able to amend the draft regulations, I would have inserted such a measure. It is essential that whichever jurisdiction—the EU or the UK—has the most advanced approach to safety, the regulation of standards and the oversight of those who are to abide by such standards, the highest application is adhered to.
I note that the rail safety directive is yet to be transposed into UK law. With time short before June 2020, when does the Minister expect that work to be done? I ask that it be expedited, so that proper scrutiny can take place and we can ensure that all safety standards are upheld. Perhaps the Minister could also set out how the regulations will apply to the cross-border service across the channel over the next two years. Will he also confirm where the information that is currently shared with the European Union Agency for Railways and the European Commission will be reported to, and where supervision by national safety authorities—currently within the EU—will come from? Clearly, the role of the Office of Rail and Road will be extended. How will that be accommodated, how much will it cost, and what level of additional staffing is anticipated? The Minister must have those figures, as the regulations will come into force within the next 10 days.
Labour is not in favour of opening up the market for operations or infrastructure, and we will bring rail back into public ownership when we are in office. Can the Minister say whether there will be any changes to the market on the introduction of the regulations when it comes to the economic equilibrium test, including the impact on open access? The legislation enables the Office of Rail and Road to charge a fee for its services. Can the Minister set out the fee schedule today? Such a schedule was absent from the legislation and could be applied within a matter of 10 days. Would an operator that currently holds a certificate that does not run out for a further five years be expected to pay for further certification from the Office of Rail and Road, or would there be continuity so that no more payment would be expected for this first wave of certification? Paragraph 2.11 of the explanatory note states that the UK will diverge
“where it is clearly in the UK’s interests.”
Will the Minister set out where he believes divergence will occur?
I also note the two-year grace period before the ORR alone will issue certification. If certification is not concluded within the two-year period, or if there is a failure to issue the right certification, it could lead to a serious fine or imprisonment. How will the Minister ensure that the current part A certification will be issued in time? I look forward to his response.
Rachael Maskell
Can the Minister therefore confirm that should the European Union advance its safety standards, the UK would at least keep parity with those standards—or, as he has just related, go beyond those standards?
Chris Heaton-Harris
Yes, I think I can; in fact, we will not be diverging to reduce safety standards from where they are now. We might choose to diverge to increase our safety standards, but I give the hon. Lady the commitment that she asks for about not reducing safety standards through diverging—absolutely, 100%.
Rachael Maskell
May I split hairs with the Minister on this issue? He has clearly stated that we will not regress from where we are now, but if the European Union were to advance its safety standards, would we keep parity with it at that juncture?
Chris Heaton-Harris
I would like to think so, but I honestly cannot answer, because I have no idea what the European Union might do in the future. I would like to think that we would be in advance of European Union standards. Certainly, there is no rush to diverge in any way from current European Union safety standards, and the only push that I can see from this Parliament and domestically is for better standards. I would assume, therefore, that if the European Union tried to improve its safety regulations and regime, we would be ahead of that curve already and the EU would be following us.
There were a number of questions relating to the Williams review of the Office of Rail and Road, its resources and whether it needs additional resources. There will be no additional cost to the ORR or train operators from Great Britain’s safety regime after Brexit, so, realistically, the ORR should have sufficient resources already. The Williams review opens up opportunities for how these things could be both resourced and policed in the future. We will doubtless have quite some debate across the Floor of the House on that, but that is for another time.
On devolution, I am as ambitious as the hon. Member for Kilmarnock and Loudoun is to have devolution writ thick through the Williams review. That, again, is not a debate for these particular regulations, but it is one that I look forward to having with him in the future.
Question put and agreed to.
Heavy Commercial Vehicles in Kent (No. 2) Order 2019
Rachael Maskell Excerpts(4 years, 7 months ago)
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Rachael Maskell (York Central) (Lab/Co-op)
It is a pleasure to serve under your chairmanship, Mrs Ryan. This is the second order in the trilogy of heavy commercial vehicles in Kent, and I look forward to debating the third in due course. This order is about the movement of HGVs through Kent and highlights the exemptions that are to be applied to order No. 1, which was debated this morning. The Committee will be pleased to hear that I will not repeat much of what I said this morning, but I wish to make a number of points.
If traffic officers announce severe disruption and heavy traffic is already travelling along the non-designated route within a two-hour period of the announcement, vehicles will be exempt from any fines. Can the Minister confirm, however, that hauliers will not receive a penalty if, when making their way to the designated route, the traffic is so bad that it takes longer than the two-hour set period?
Lorries will be allowed to travel to make local connections and deliveries and for the purposes of refuelling as provided for by their documentation. How can that documentation be made available? Can it be electronic or does it have to be written documentation, particularly as local HGVs will be making assignments to local companies so they would not have the particular permits that are required under order No. 1?
If a cab is making its way to a port but does not carry any load, the legislation is silent about what restrictions will apply. Since the cab would be travelling to the port to collect an assigned load, it would not therefore have documentation to highlight the destination of the load. How will that matter be treated? Will the same restrictions apply and what documentation will be needed? The order is silent on that.
Again, on documentation, article 3(d) states that if an HGV is being driven on a local road network, the driver must produce
“information sufficient to satisfy the specified person”.
Will the Minister explain exactly what that means? There should be greater clarity in the order about what “sufficient to satisfy” means. That should be far more transparent, because it seems that it is down to the person’s discretion. Local lorries in Kent will be required to get a haulier’s permit from Kent County Council. I wonder how widely information about that additional requirement has been spread.
I have a further question about the welfare of drivers who need to use local routes. The conditions of those working in the haulage industry who have to park at the side of a motorway or on an airfield will still be unacceptable. I heard what the Minister said this morning about there being facilities—internet access, printers and other facilities—at Manston airfield, but drivers could be expected to wait for hours, possibly a day, or even more at the roadside, where suitable conditions are not available, without a decent resting place apart from their cab. If they need a shower or healthcare, how are they meant to access that?
The physical and mental health of drivers must be a priority but, sadly, it has not been. It is not clear from article 3(e)(i) whether there are any restrictions on what happens if drivers move themselves from the main carriageway to address, say, their personal health concerns or needs. I am particularly concerned about the mental wellbeing of drivers. Being away from home for extended periods, being late for family or community events and being isolated already take their toll, and prolonging such situations will have a profound impact. How is the Minister considering that? It seems that not all scenarios have been planned for. It is regrettable that the order was rushed out without consideration being given to these important matters. How will they be accommodated?
How would road repairs or a road closure due to a road traffic accident on the M20 or some other designated route be accommodated? Are contingency arrangements in place? We could end up with a combination of events, such as congestion at the ports leading to the full Operation Brock being put in place, followed by a severe weather event. These measures could be trialled from 31 January or 1 February, when we know the weather conditions may not be that pleasant, so how would such a combination of events be accommodated?
Finally, I wish to make a point about the cost of this whole operation, which my hon. Friend the Member for Wrexham touched on. Can the Minister tell the Committee, and therefore the taxpayer, how much these measures will cost? We have heard about the recruitment of additional staff. Are taxpayers aware that these measures, let alone all the other costs that will be incurred, all add to the escalating cost of a no-deal Brexit? I look forward to the Minister’s response on these important matters.
Chris Heaton-Harris
I somehow guessed, Ms Ryan, that you would pull us back to the subject. It is a wise thing to do. I do not want to get too excited about that issue, because I really want to answer the points that the hon. Member for York Central made and stress how important it is to everybody in Kent that we get this exactly right. My hon. Friend the Member for Dover makes some very sensible, straightforward political points, and we can have a battle about them another time. I just want to make sure this item is scrutinised correctly.
The hon. Member for York Central asked me a number of questions—nine, I think—and I shall try to answer them all. What happens to lorries travelling down the route or trying to get back on to the route when the two-hour window applies? Well, I am always told that the first rule of policing is common sense. Common sense will apply, and we would like to think that police officers and those enforcing will use it in that time period.
What sort of paperwork would be required to demonstrate that people are driving on local routes? The production of a delivery notice for an address in the local area with the appropriate goods on board will absolutely demonstrate that. That is a relatively straight- forward, “as things are now” answer.
I think the hon. Lady’s third question was: what happens to empty lorries? Some restrictions apply, and they will have to join the Brock queues. We know that 30% of containers on trucks heading back to France are empty, but those trucks will have to join the queue like anyone else, because it is very difficult to distinguish them from any other lorry.
Rachael Maskell
Often a lorry is a cab without a trailer. Will the same restrictions apply despite there being no load on board?
Chris Heaton-Harris
I will double-check, but I think the answer is yes. In Kent, that is a very rare occurrence, because the type of movements across the channel are roll-on roll-off movements, and so they take the container with them. My officials are scrawling away. I will lengthen my other replies, and hopefully I can get the definitive answer within the course of the debate, but I believe that what I have said is correct.
The hon. Lady asked what paperwork would be required to satisfy the specified person if an HGV driver was trying to say that they were going down a local route. As I said in my previous answer, they should have a delivery slip—that is not the correct word—or a delivery manifest that demonstrates that the load on their lorry, or part of it, is going to a local address. There is no real discretion; they should have something that demonstrates that what they say is the case.
The hon. Lady asked about local permits being issued by Kent County Council. I have been in meetings where I have been told that they have been very well publicised locally, so haulage companies in Kent absolutely know where to get them. After this Committee, I am going to a meeting with the gentleman who is in charge of these issues for Kent County Council, and I will ask him that exact question. If the answer is not as I have said, I will come back to the hon. Lady.
On welfare, strangely enough, I am with the hon. Lady. As I alluded to in the earlier debate, I used to import wholesale fruit and veg—hauliers were the lifeblood of that business. Without them, I would not have been able to do half the things I was able to do. The job has never been as valued as it should be. We have been working with the industry to determine what might be required for drivers’ health. She made the point about mental health; there is a whole industry focus on the mental health of drivers, because there is a recruitment and retention problem in the industry. It is really important that these things are addressed properly and professionally.
We do not want drivers to get stuck in Brock and, because of something else that is going on, to stay in Brock, when they can move on and get on with their lives. I mentioned earlier that we looked at all the different welfare things that we should and could provide, from printers to toilets to food and water. We do not want to make a community centre out of Manston airport, but we want it to be a functioning workplace where people are treated with the appropriate respect.
Rachael Maskell
I am grateful for the clarity that the Minister has given on many of my concerns. If lorries are parked along the motorway carriageway, could he say how frequent the spacing out of toilets will be?
Chris Heaton-Harris
Very frequent. I believe we know the designated spacing and the answer is coming to me. The toilets will be every kilometre. Going back to the point about the vehicle without the container, restrictions will apply to HGVs over 7.5 tonnes.
On the hon. Lady’s seventh question, this is a contingency plan for something that we do not want to happen. The reason we have a massive communications campaign up and down the country as we speak is to ensure that the drivers and traders who use haulage companies are ready. If they are ready, as I hope and believe they will be, there will be no issues with flow and Brock will not need to be stood up. There has been a huge amount of investment on the French side, at the ports of Calais, Coquelles and Boulogne, to ensure flow continues over there as long as we have drivers in a place where the paperwork is ready. Hopefully, this is a contingency that will not need to be stood up.
The hon. Lady asked about road traffic issues—what happens if there is a crash or unexpected emergency roadworks? It is very helpful that the Kent Resilience Forum leads on all that, which is a combination of local councils, the police and highways authorities—a whole host of different agencies and people. They are working together now and their lead police officer, Peter Ayling, is in charge of co-ordinating that. Nothing should happen that they are not prepared for, but they have extensive plans for everything including severe weather and other events that may be concurrent with problems with flow at the port. [Interruption.] I have just been corrected on the spacing of portable toilets—they are at one-mile intervals, not one-kilometre intervals. I will always be more imperial than metric.
Finally, the hon. Lady asked about costs. There is a political point to make here: if the hon. Lady and her political party had voted for the deal, there would not be the extra costs of planning for a no-deal Brexit. However, a responsible Government have to do exactly that. In 2018-19, the cost was £59.9 million, and in 2019-20 it will be about £40 million, although there are still some costs to come as and when Brock gets stood up. I hope that has answered all the hon. Lady’s questions. If I have missed any, I shall write to her, if that is okay. I hope I have answered everybody else’s points.
Question put and agreed to.
Resolved,
That the Committee has considered the Heavy Commercial Vehicles in Kent (No. 2) Order 2019.
Draft Heavy Commercial Vehicles in Kent (No. 1) Order 2019
Rachael Maskell Excerpts(4 years, 7 months ago)
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Rachael Maskell (York Central) (Lab/Co-op)
It is a pleasure to serve under your chairmanship, Mr Hanson, as we debate this order. I look forward to debating further episodes in this trilogy. I also welcome the Minister to his place.
The Government are not shying away from taking us off a cliff edge with a no-deal Brexit, and I note that at this eleventh hour they are still bringing forward legislation to try to prevent chaos at our borders and far deeper into Kent. The delay in bringing forward the legislation does not just predict chaos in Kent but highlights chaos in Government in not being well prepared for their no-deal Brexit.
In the light of the risks already highlighted under Operation Brock, further legislation is before us today to highlight extended powers of traffic officers to direct traffic through congestion. Operation Brock provides for a contra-flow queuing system on the M20 at junctions 8 and 9, a lorry park at Manston airfield and, if necessary, holding traffic on the M26.
Paragraph 2 of the order forms the essence of this instrument, where a traffic officer may require a person driving a heavy goods vehicle to provide documentation of the origin and destination of their journey, as well as documentation relating to the goods on board. That must all be visibly displayed. That is a form of border check at a non-border. In addition, the traffic officer can then direct the vehicle to a specific route or waiting area and guard against the routes it is meant to travel along, unless it is local traffic or the lorry is refuelling.
That is clearly to stop the minor roads of Kent from snarling up and to enable non-HGV traffic to flow on major routes. Through that process, officers will also determine whether certain consignments proceed to the channel tunnel or ports, or not. That highlights how consignments of food or medicines could be seriously compromised should the powers in this statutory instrument be required. Manufacturers of goods should also be concerned that goods could be seriously delayed at the borders.
The order would give powers to the traffic officers to inspect documentation. Failure to provide that, or being in breach of directions given, could result in the driver receiving a summary conviction with a penalty of £300. The legislation is due to come in, possibly by the day after 31 October, and it will remain law until December 2020. I seek clarification from the Minister that that date is to coincide with the end of the transition period, as it currently is in law.
The legislation is a fall-back position for times of severe disruption. Even the threat of that proves the scale of the risk that border chaos could cause. The vast majority of goods flow through Kent, but are similar provisions being made around other ports in the UK, including the enhanced powers of traffic officers? If so, which ports?
How will traffic officers police the process? How many more will be deployed in Kent to manage the process? Will new officers be recruited or will officers be transferred from other places?
The Minister also referred to DVSA staff. Will more DVSA staff be recruited? I know the service is already under severe staffing pressure. If traffic proves to be more severe than set out in the order, do the Government plan to bring forward further legislation? Again, that is unclear. The order highlights the serious risks associated with a no-deal Brexit, and for that reason Labour is focused on ensuring that the Government take it off the table.
Chris Heaton-Harris
My hon. Friend makes a fair point; I will get feedback from officials on the point of law. We are doing everything, but we are completely open; if he or other Kent MPs, or others from the Kent Resilience Forum, believe that there are other things that we can do to make the process simpler and more helpful and to keep things fluid within the county, we are completely up for looking at those suggestions, but we do believe that the contingency measures will be enough to deal with the levels of lorries, on which I have some numbers for my hon. Friend the Member for Yeovil in a moment.
Highways England has recruited staff for the checks and the DVSA will be deploying 130 officers, 60 of whom will come from outside Kent—there will be a lot of people surged into the Kent area for this process. I would very much like to think that that is welcomed by Kent.
Rachael Maskell
I thank the Minister for the clarity on the number of additional staff who will be deployed to Kent. Are those people being transferred from other functions and elsewhere in the UK or are they new, additional staff?
Chris Heaton-Harris
It is a bit of both. Some are new staff being recruited and some are being transferred from other functions across the United Kingdom.
I hope I have answered most of the questions; I will come back to my hon. Friend the Member for Dover on those I have not. We have a forum later today with Kent MPs and I will have the answers to any questions I have not answered.
My hon. Friend the Member for Yeovil asked me what we are doing to make lorries compliant. I hope I answered that in my comments on the comms campaign. We hope to be using the pop-up sites to tell drivers that they are border-ready. Currently, the message is about making sure that they understand what they need to do. Where the sites are popular and being used properly, and when we get to 1 November, we hope to move on to messages around, “Yes, actually that is a border-ready document; you should move down to Kent and you shouldn’t have too much of an issue to maintain flow.”
I want to give hon. Members a rough idea of the numbers of vehicles that could be in the Brock process in Kent. The slip road at Eurotunnel has capacity for 450 vehicles. The holding area at the Port of Dover has capacity for roughly 1,100 vehicles. The capacity of Brock M20 will be up to 2,000. Manston airfield will hold around 5,800. The Dover traffic access protocol has capacity of about 300, and if we needed it, the Brock M26 would hold 1,700 or so vehicles.
Chris Heaton-Harris
I understand my hon. Friend’s point. To answer his earlier point, and hopefully this point at the same time, he is quite right to say that designated traffic officers can work on local roads, but they are mainly meant to be relieving problems on the strategic road network. However, we are considering designating Kent County Council officers to support Brock in this circumstance—it is not Dover Council, which I think is where his question came from, but Kent County Council officers. I hope that is of some assistance to him.
I want to finish on a couple of additional points that the hon. Member for York Central raised. She made a point on the timing and asked why the plan was timed to end at the end of December 2020. It is actually nothing to do with the transition period; it is when the planning permission allowing us to mount the operation at Manston finishes. It is about planning; it is not about any transition period should we get a deal. Why is it so important that it is done in Kent? Well, 80% of the UK’s freight goes through the Kent ports—a big percentage of our trade goes through them.
Rachael Maskell
If there is serious congestion at Folkestone and Dover ports, haulage companies will look to other locations through which to cross the channel or the North sea. Are discussions under way about contingencies in those areas, should they become the key route that traffic flows through in the future?
Chris Heaton-Harris
Yes. That is a legitimate question about what would happen should Folkestone and Dover get very busy. My personal belief is that if I was running a business—I used to import wholesale fruit and veg for a living, and I have used the short straits crossing a huge amount in the past for my business—and was worried about there being a problem, I would divert my route. That is why the Government have already announced that an extra £9 million is being made available to local areas and major ports, so that they are ready for us to leave without a deal. Some £5 million of that will be given to local councils that either have or are near major air, land or sea ports, to ensure that they can continue to operate effectively when we leave the EU. We have also done the traffic modelling and shared it with the local resilience forums in each of those individual areas, and we are working with them to ensure that they are completely ready for when we leave the European Union later this month. It is a completely legitimate and fair question, and I appreciate the hon. Lady’s asking it, so that I could clarify that point.
My hon. Friend the Member for Elmet and Rothwell asked me a vaguely political question, but there was a sensible question within it: are hauliers taking this seriously? It is not that the political question was not sensible; I just do not want to be told off by you, Mr Hanson, tempted though I may be to leap in. I can honestly say that hauliers are taking this seriously. I have been in lots and lots of meetings with both business representatives and organisations of the freight and haulage industry, and indeed with big and small individual companies, and they all understand what impact this might have if it were to go wrong. They all understand that if they and everybody else get the paperwork right, there would not be the problem we are discussing and we would not need the contingency plan—Brock—because flow would continue. We need to continue—we will do this as a Government and, I hope, as individual Members —to say to anybody we meet from a haulage company, “Are you Brexit-ready?” The Government should have written to them a number times through different Departments, Her Majesty’s Revenue and Customs and so on. They should have seen the adverts that have been in the papers and on motorway gantries. There are pop-up sites up and down the country, and we are using the trade press. They have all sorts of opportunities to notice them. It is their living.
I used to work with the haulage industry, importing fruit and veg, and I know that, although hauliers put things off to the last minute because they do not want to take on board the extra expense, when they know that it is about their livelihood and those of the people who work for them—they might be a small operator with one or two rigs—they take notice. They do not want to be held up. There are not massive margins in the haulage industry, so delay costs could cost them business and therefore profit, or their living. I believe that they are absolutely taking this very seriously.
Exiting the European Union (Transport)
Rachael Maskell Excerpts(4 years, 9 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Rachael Maskell (York Central) (Lab/Co-op)
I rise in support of the Cableway Installations (Amendment) (EU Exit) Regulations 2019. These regulations would come into force if the UK were to leave the EU without a deal, which would clearly be catastrophic for the economy and our future.
However, why are we debating these regulations only now, nearly four months after the UK was due to leave the EU? If we had left with no deal at that time, what would have happened to the cableway sector and its regulation? It seems extraordinary that the Government are only now discovering regulations that need to be debated. How many more are at the back of the cupboard in the Minister’s Department and are yet to come to the Floor of the House? That is especially important as safety is paramount in these regulations. So much for no-deal preparations; even legislation protecting vital things like safety has been forgotten.
We have demonstratively seen how poor preparations for no deal are in the Minister’s Department—let us not forget the Operation Stack demonstration, for example. Clearly, his Department is not ready for no deal. Perhaps he can assure the House today, as I have asked his colleagues to do previously, that this is the very last regulation to come on to the Floor of this House to ensure that EU law is enshrined in UK law in the adverse event of the UK leaving the European Union. If it is not, how many more regulations can the House expect?
These regulations deal with the components necessary for the installation of cableways such as ski lifts, the Emirates line and funicular railways, and seek to establish parallel processes to those in the EU, with the Health and Safety Executive and the Health and Safety Executive for Northern Ireland taking over the role of the enforcement body. The United Kingdom Accreditation Service will then ensure that an assessment is made by an approved body—not by the Secretary of State—so that the components for installation meet the required standard. The setting of standards will sit with the Secretary of State, as a new extended power, but he will, in reality, work with industry to set the standards, which will sit under the British Standards Institute.
The CE—Conformité Européenne—certification marker will transfer to the UK, to be replaced by a UK marker. This transfer of functions is a practical solution should we end up with no deal. If we do, it is expected that there will be no divergence from EU standards for the industry—well, at least not to start with. However, it is not clear whether parity with EU standards will be maintained if EU standards advance. Can the Minister confirm this, and set out in what instances he believes there could be divergence, and how his Government will respond to that? Will he ensure that in that scenario, UK legislation will keep pace with EU legislation? Clearly, for the industry in this specialist field, and the resultant supply chain, it is in the interests of manufacturing and safety standards that there be no divergence, although we can always have better safety regulations, and that we are not forced into a no-deal scenario under the new Prime Minister.
Concern has been raised about fee setting for this process, not least by the Scottish snow sports sector and Transport for London. I note that the Department highlights that that does not come within the scope of the regulations, but will the Minister tell the House how this will operate in a no-deal Brexit scenario, since a transfer of authoritative bodies, inspection bodies and the enforcement body could impact on fees?
Labour will support these regulations this afternoon, but I hope to have some clarity from the Minister on the issues that I have raised.
Oral Answers to Questions
Rachael Maskell Excerpts(4 years, 9 months ago)
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The Minister of State, Department for Transport (Michael Ellis)
The Department has funded a significant number of local authorities to trial innovative technologies and share good practice. Some of the connected traffic management measures, including the use of sensors to provide real-time parking space availability, for example, are already being adopted more widely. We are encouraging local authorities to install more of these systems.
Rachael Maskell (York Central) (Lab/Co-op)
Gareth Delbridge; Michael Lewis: today we pay homage to two rail workers who tragically lost their lives at work near Port Talbot. It is all the more shocking in the light of the report into the fatality of a track worker at Stoats Nest junction, which described Victorian methods of protection, brought about by casual labour, a zero-hours culture and the worker probably being fatigued, having had to work because his colleague had failed to turn up to work. It was clearly unsafe. Will the Secretary of State bring an immediate end to zero-hours contracts, as advised by the regulator, the Office of Rail and Rail, bring this work back in-house and end these exploitative and unsafe work practices?
Chris Grayling
I defend no unsafe work practices on the railways. I agree with the hon. Lady that the railways should always aspire to the highest safety standards. She should remember that we have the safest railways in Europe, but I am very clear, as I said in earlier remarks, that lessons need to be learnt when things go tragically wrong, as they have done on a small number of occasions in recent years, and I expect changes to be made as a result of the lessons that are learnt from those tragic incidents.