Exiting the European Union (Merchant Shipping)

Rachel Maclean Excerpts

Tuesday 10th November 2020 Commons Chamber

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

I beg to move,

That the draft Ship Recycling (Facilities and Requirements for Hazardous Materials on Ships) (Amendment) (EU Exit) Regulations 2020, which were laid before this House on 15 October, be approved.

The United Kingdom has already introduced European Union exit legislation on ship recycling. Last year, we laid the Ship Recycling (Facilities and Requirements for Hazardous Materials on Ships) (Amendment) (EU Exit) Regulations 2019 to ensure that legislation in this area would remain legally operable once the UK had withdrawn from the EU. The agreement on the UK’s withdrawal from the EU includes a protocol on Ireland and Northern Ireland to address the unique circumstances on the island of Ireland. A provision in article 5(4) of the protocol and annex 2 specify that certain provisions of EU law will apply in respect of Northern Ireland. The EU ship recycling regulation is one such provision listed in the protocol and, as a consequence, will have some effect on ship recycling facilities in Northern Ireland.

The EU ship recycling regulation transposed key parts of the Hong Kong convention on the recycling of ships into EU law. The provisions apply to ship recycling facilities in the EU and to EU flagged ships above 500 gross tonnes. The main provisions of the EU regulation have applied since 31 December 2018 and include rules about authorising and permitting ship recycling facilities, requirements needed for the EU to record a facility on its list of approved facilities—the European list—and a requirement that all EU flagged ships must be recycled at an approved ship recycling facility, according to a certified ship recycling plan.

The EU regulation also requires that all new EU flagged ships must carry a valid inventory of hazardous materials and that existing EU flagged ships and ships registered to non-EU countries calling at European ports must carry an inventory of hazardous materials by the end of 2020. Under the 2019 regulations, EU flagged ships would need to use an approved ship recycling facility on a United Kingdom list of approved facilities instead of the EU’s list. The 2019 regulations also ensure that necessary functions of the EU Commission are transferred to the Secretary of State.

The draft regulations will amend the 2019 regulations made under the European Union (Withdrawal) Act 2018, which in turn amended the retained EU ship recycling regulation and the Ship Recycling Facilities Regulations (Northern Ireland) 2015, to make two substantive changes. First, the regulations amend provisions that affect ship recycling facilities in Northern Ireland to reflect our obligations under the Northern Ireland protocol. In particular, the regulations will

“require the joint competent authority for ship recycling facilities in Northern Ireland to notify the Secretary of State of any change of circumstances”

concerning their facilities. The Secretary of State must

“notify the European Commission of any change of status regarding ship recycling facilities in Northern Ireland”,

and the regulations prevent ship recycling facilities in Northern Ireland that are not on the European Union list of approved facilities from recycling EU-flagged vessels. The impact of the protocol means that existing arrangements for those facilities will remain the same after the implementation phase.

[Jim Shannon (Strangford) (DUP)]

I would like a point clarified. The Minister referred to Northern Ireland and the protocol, and to the change and differences that there will be between there and the mainland. What discussions have taken place with the Northern Ireland Executive and Ministers there, so that we have clarity for them and for us all?

[Rachel Maclean]

I thank the hon. Gentleman for his intervention. We have been in dialogue with the Northern Ireland Executive and they are content with the regulations.

The draft regulations will incorporate requirements on existing UK ships and non-UK ships calling at UK ports to carry an inventory of hazardous materials. Ships typically contain quantities of hazardous materials ,and by the end of 2018, EU ship recycling regulations already required new ships to carry a list of those hazardous materials. Existing ships must also carry such a list from 31 December 2020.

Ensuring the safe and environmentally sound dismantling and recycling of ships at the end of their operational life has been a concern for a number of years. Many ships are currently dismantled on beaches in Asia, with little regard for human safety or protection of the environment. It is important that we continue to have an effective ship recycling regime that protects public health and the environment. The changes in this instrument will ensure that environmental law continues to function at the end of the implementation phase. The draft regulations are a vital part of demonstrating that the UK is implementing its commitments under the Northern Ireland protocol. They are fully supported by Government, and I commend them to the House.

--- Later in debate ---

[Rachel Maclean]

I thank the hon. Member for Wythenshawe and Sale East (Mike Kane) and the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry). I can assure them that the regulations will ensure that we meet our obligations under the Northern Ireland protocol, and continue to combat environmental pollution and enforce safety standards in the maritime sector. We have provided significant support to the maritime sector throughout the pandemic. We heartily recognise it is important and we thank the maritime sector for its contribution to our economy.

The regulations we are discussing tonight only make changes to ensure the functionality of EU retained law in the UK statute book after completion of the implementation phase with the EU. Consequently, our safety and environmental standards, which are among the highest in the world, will continue to be comparable to those applying in the rest of Europe. Protecting the environment from all kinds of shipping pollution and ensuring that ship recycling is undertaken in a responsible manner is vital to broader Government commitments to environmental standards and shipping safety. I hope the House agrees that the new regulations will be essential in ensuring that UK legislation on ship recycling continues to work effectively once the implementation phase is over.

Question put and agreed to.

Safety and Littering: A34 and A420

Rachel Maclean Excerpts

Tuesday 10th November 2020 Commons Chamber

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

I congratulate my hon. Friend the Member for Wantage (David Johnston) on securing this important debate to raise the crucial issues of safety and litter on two of the key roads in his constituency, the A34 and the A420. Before I continue my remarks, I must touch on the point he raised about Grove station. I assure him that the Department has received his bid. We were delighted to receive it and we expect to announce the results soon.

My hon. Friend has done an excellent job of outlining to the House his constituents’ concern about the A420, which he notes is known locally as the “road to hell”. None of us would wish that situation upon our constituents, and I well understand the concerns he has described. He has described his mission and vision for the A420 as ensuring that it is once again a local road, and he has helpfully outlined a number of detailed improvements we can look to make. I urge him to work closely with Oxfordshire County Council, specifically on the funding issue, which I will address. He also talked about the A34, emphasising that the figures provided by the Department do not always tell the true story, because they do not always incorporate the damage to vehicles as well.

My hon. Friend the Member for Newbury (Laura Farris) highlighted the tragic death of her constituent, and I understand that there have been other deaths as well. Again, that is a matter of great concern. She highlights that she wishes us to look again at the issue of safety on this road, and I am happy to let her know that Baroness Vere will be delighted to meet her. The hon. Member for Reading East (Matt Rodda) has again added his voice as another constituency MP who has experienced concerns about this road, and he also highlighted the priority of safety for his constituents.

I need to remind the House that the A34 forms part of the strategic road network managed by Highways England, whereas the A420 is a local road managed by Oxfordshire County Council. Our strategic road network is among the safest road networks in the world. The Government’s second road investment strategy, published in March, set out how we will invest £27.4 billion in England’s strategic road network to ensure that it continues to provide the safe and reliable connectivity that the country needs. This includes funding proactive maintenance and ring-fenced funding for specific priority issues, such as addressing safety and congestion. However, we have heard the specific concerns raised by Members and we are investing in two specific projects for the A34, including safety improvements to which my hon. Friend the Member for Wantage refers.

The safety of the wider road network is of equal importance. For local roads such as the A420, safety is the responsibility of the relevant local authority. Let me highlight that the Government provide financial support to local authorities to meet that and other related responsibilities. For Oxfordshire, the highway maintenance funding allocation from the Department is more than £27 million for the financial year 2020-21, and additionally in the same year Oxfordshire has been allocated more than £3.6 million through the integrated transport block for capital investment in small transport improvement projects, which can be for road safety. My hon. Friend has highlighted some issues on the A420. I understand that this is the responsibility of Oxfordshire County Council and I encourage him to engage further with the council and with Baroness Vere on the specific issue if he is not satisfied.

I recognise fully the unpleasant impacts of roadside litter, and the Government are committed to continuing to target the issue of litter on our road network, combining prevention with cure, in order to make our roads clean and safe places to work and travel. Each local highway authority is responsible for clearing litter on the roads for which it is responsible. In the case of the A34 in my hon. Friend’s constituency, which is part of the strategic road network, the responsibility falls to the local district council. As elsewhere, however, Highways England recognises its responsibility and works in partnership with local authorities to reduce littering on the A34, for example, by giving them access during planned roadworks. In that way, nearly half a tonne of litter and other debris was collected on 21 September alone—an astonishing figure, as I am sure hon. Members agree.

I turn to the specific work under way intended to improve safety on the A34. My hon. Friend referred to the proposed safety improvements for it, and I can confirm that Highways England has been carrying out a £12.1 million programme of safety improvements on it, most of which, I am pleased to say, are now complete.

The Secretary of State has also asked Highways England to commence a new project focusing on the A34 between the M4 and the M40 that will consider options for interventions to alleviate congestion now and in the future, as well as to improve safety for road users. I understand that Highways England has already arranged a meeting with my hon. Friend to hear his views on the road as part of the project. If that is not the case, I would be delighted to work with him to facilitate that meeting. Of course, I encourage him to take the opportunity to work closely with Highways England on its development.

I conclude by thanking Members of the House, including the Under-Secretary of State for Transport, my hon. Friend the Member for Witney (Robert Courts), who is sitting on the Front Bench with me and is also affected by that road in his west Oxfordshire constituency. It is a road that touches many hon. Members’ constituencies and gives rise to many concerns for Members of the House and local communities. I thank my hon. Friend the Member for Wantage for securing the debate and raising these important issues.

Question put and agreed to.

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

Rachel Maclean Excerpts

Wednesday 4th November 2020 Commons Chamber

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

It is a pleasure to respond to the debate. I congratulate the hon. Member for Ealing Central and Acton (Dr Huq) on raising this important subject, which has attracted wide interest from colleagues in all parts of the House. The title of the debate is “Covid-19: Emergency Transport and Travel Measures in London Boroughs”, so it is important that I welcome her support for the generous help the Mayor of London has been given for Transport for London, thanks to the Conservative Government; it will keep London going throughout the pandemic. I put it on record that it was certainly not the Government’s plan to extend the congestion zone. That is a matter for the Mayor of London.

I move on to the subject at hand, about which the hon. Lady addressed a number of questions to me. I am pleased that she is a keen cyclist—we start from a point of agreement there—and I am sure that she welcomes the Government’s record investment in cycling and walking. That is the biggest ever investment to get people out of cars, clean up our dirty air and decarbonise our transport sector.

[David Simmonds]

The Minister refers to the need to clean up our dirty air, which many of us regard as a high priority, particularly in the capital. Does she agree that it is necessary to make the enforcement powers that we give to local authorities sufficiently meaningful, as envisaged by our local council here under the leadership of my hon. Friend the Member for Cities of London and Westminster (Nickie Aiken)? That would ensure that people who behave in an antisocial way by idling engines near schools, for example, receive a penalty commensurate with the damage they are causing to the local environment, children and other nearby pedestrians.

[Rachel Maclean]

I absolutely agree with my hon. Friend. It is right that we focus all our attention as a Government on keeping our air clean through measures such as the one he mentions and others.

Our active travel fund was set up to encourage more active travel, particularly while public transport capacity was constrained. That is why we announced £225 million of active travel funding in May. Many of the points made by hon. Members relate to feedback from their constituents. It is important that those queries and concerns are raised and addressed in the House.

The Government published clear guidance to set out what is expected of local authorities when making changes to road layouts to encourage cycling and walking. Low traffic neighbourhoods are a collection of measures, including road closures to motor traffic, designed to remove the rat-running traffic that can blight residential roads. They deliver a wide range of benefits for local communities.

The Government have consistently made clear to local authorities the importance of consulting on such schemes, which is key to delivering a scheme that works for all. As the hon. Member for Ealing Central and Acton said, it is about taking local communities with us.

[Theresa Villiers]

I express great enthusiasm and support for pro-cycling measures, but I have real reservations about, for example, a pop-up cycle lane on Park Lane when there is a parallel one through the park, or a pop-up cycle lane on Euston Road. It seems that, without generating real benefits for cyclists, we are undermining the ability to get around this great city. London is such a huge motor of our economy that the last thing we want to do is damage productivity or connectivity in the capital at this difficult time.

[Rachel Maclean]

I absolutely agree with my right hon. Friend that the schemes need to be designed with care and with respect for the dynamics of the local area. Local authorities are free to make their own decisions about the streets under their care. It is for them to deliver schemes in line with legislation and good practice, including engagement and consultation, and it would be inappropriate for a Government Department to intervene in matters of local democratic accountability.

Local authorities have always had responsibility for managing their roads. They have the powers and the autonomy to do so. Central Government have no remit or powers to intervene in the delivery of local road schemes.

[Nickie Aiken]

I am interested to hear what the Minister has said about local authorities having the ability and the right to do that. In the capital, however, we have red routes that are managed by TfL under the Mayor. My right hon. Friend the Member for Chipping Barnet (Theresa Villiers) mentioned Park Lane in my constituency. The Mayor of London and TfL gave Westminster City Council four hours’ notice that they were putting in that cycle lane. Local authorities have to be held to account, but so do Mayors and the likes of Transport for London. Does the Minister agree?

[Rachel Maclean]

I absolutely agree with my hon. Friend. The Mayor of London has considerable powers and influence over the roads in the capital. The Department for Transport cannot direct a local authority to halt a scheme, but the local authority in the area of the hon. Member for Ealing Central and Acton could do that itself and make changes to it.

[Dr Huq]

People are asking about the letter that was sent to every local authority from the Secretary of State for Transport, and what it actually means. Is that just him huffing and puffing, or does it translate into anything? Secondly, people do not like the term “rat run”. They feel it is insulting to describe getting between A and B in the most direct way, and reducing emissions, as “rat running” if they live there.

[Rachel Maclean]

I will respond to the hon. Lady’s point about the letter from the Transport Secretary. I think she is referring to the fact that we have already delivered one tranche of funding, and those authorities that have demonstrated genuine plans to consult local communities and embrace good design principles will receive a second tranche, or in some cases more funding than their indicative allocation. Authorities that have not been able to demonstrate that to the same extent will receive less, and in some cases considerably less. We in the Department want to take people with us. We recognise the benefits of cycling and walking schemes, and where those have been delivered successfully, which they have been in many areas up and down the country, they have delivered considerable benefits to the local environment, the local economy, and local communities. That is a good thing, and we want to back it.

In the time remaining to me—literally 30 seconds—let me say that I am grateful for the opportunity to discuss this important issue, and I would be delighted if the hon. Lady would like to write to me or meet me. I will also invite other colleagues who have responsibility for some of the other areas to which she has referred in this debate.

Question put and agreed to.

A14: Junction 10a

Rachel Maclean Excerpts

Wednesday 4th November 2020 Westminster Hall

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

I heartily congratulate my hon. Friend the Member for Kettering (Mr Hollobone) on securing this debate about a new junction for the A14. He has highlighted how important it is for his constituents in Kettering, saying that it would provide access to one of the country’s largest urban extensions and that there would be a sustainable design with access to trunk roads, which is very important for his area. The housing development would provide good-quality housing for his constituents in the local communities, and is part of the very important and strategically recognised Oxford to Cambridge arc. It will contribute to Government housing targets, and encourage small and medium-sized builders to develop the properties there, which is part of the MHCLG’s larger strategy.

However, my hon. Friend has also highlighted to me, in my capacity as Roads Minister, that this development could potentially be at risk. In particular, he highlighted that 2,700 homes may be put at risk if the funding is not secured within the timeframes that he outlined. That would potentially put his area at risk of speculative housing applications, and he has strongly emphasised to me that Kettering requires that junction to deliver the entire development as planned, along with all the other facilities, such as schools and health services, that we know local communities want and need.

My hon. Friend has done a really good job of highlighting those priorities. In the time available to me this morning, I have three main points to make, to respond to his speech and to reassure him. First, there is the importance that we attach to the A14 as a vital connection between our east coast ports and central economic areas. Secondly, our ambition is that strategic roads and other transport infrastructure support wider policy goals for housing and economic growth. Thirdly, I will set out how the Department for Transport is working with Kettering Borough Council and others to progress the specific proposals for junction 10a.

It may be worth reflecting a little on what we now call the A14. It is 127 miles of dual carriageway that has become part of the landscape. Indeed, it is a stretch of road that may be taken for granted by some, but not—I am sure—by my hon. Friend. That seamless link across East Anglia from Felixstowe and Harwich, two of our nation’s key ports, into the heart of the midlands is vital to our economy. It neatly bypasses Ipswich, Newmarket, Cambridge and, of course, Kettering. It is an artery that feeds both the M1 and the M6, keeping traffic out of our town centres.

Yet before 1990, the A14 barely existed; a piecemeal set of improvements had begun, but a wide range of options faced any new arrival at the ports. In 1990, on completion of what was then the A1-M1 link road, new opportunities and more reliable journeys beckoned. That is what new roads that are well planned and in the right places to serve the needs of the country can do. The A14 has continued to evolve, to meet the ever-expanding needs of the freight and logistics sector as well as those of other road users.

However, no road of such importance can be considered complete and simply left to get on with its job. So, in recent years we have seen a £200 million investment at Catthorpe, which means that the A14 now links smoothly to the motorway network without the series of roundabouts and turns that users of the road previously faced. We have also seen £1.5 billion of investment in the new Cambridge to Huntingdon section, which opened—ahead of schedule—earlier this year. That was a huge achievement. When work on it began in 2016, it was the biggest civil engineering project in the United Kingdom. It has involved 12 miles of new bypass for Huntingdon, 10 miles of widening and other improvements, and a half-mile viaduct over the River Nene. It has created a new road that reflects the needs of industry and road users, while employing the best possible environmental standards. More locally to Kettering, we have invested over £40 million in widening the A14 southern bypass between junctions 7 and 9, to ensure that the road keeps pace with its users’ needs.

Given the reliance on that important route for moving people and goods across the country, it is no surprise that we continue to explore the priorities for further investment. For example, we have asked Highways England to develop an upgrade of the Copdock interchange where the A14 meets the A12 to enable smoother journeys through the junction.

The process of identifying enhancement priorities on the strategic road network—the roads, like the A14, managed by Highways England—and then committing to funding for their development and construction is all part of our long-term approach to infrastructure investment. The Government set out their strategic vision for the network through periodic road investment strategies, and specify what Highways England must deliver in terms of road enhancements and day-to-day performance.

To inform the content of those strategies, the Department for Transport and Highways England develop a substantial evidence base about the network, its current performance and likely future pressures. That is the product of several years of research, analysis, public engagement and consultation. In March, we published the second road investment strategy—a vision of the network through to 2050. We also provided £27.4 billion of funding for its operation, maintenance, renewal and enhancements through to 2025. The strategy made clear our ambition that strategic road investment support the delivery of housing and economic growth in ways that are respectful of place and minimise the impact of roads on the environment and air quality.

In that light, the Department for Transport and Highways England are working with Kettering Borough Council and the local developer to progress proposals for the new junction 10a on the A14. That junction would unlock the capacity needed to connect a new phase of much-needed housing at East Kettering, as my hon. Friend has laid out in detail. He has explained that the junction is needed before housing numbers can be delivered, while also making clear the positive impacts that the junction would bring, and the risks of not delivering.

Work on the junction scheme commenced under the first road investment strategy, which covered the period 2015 to 2020, on the basis that the local developer would meet half the costs and Highways England the other half. However, the work was put on hold when it was found that the local development did not require the capacity provided by the new junction during that period.

Based on the pace of development now, construction work on the junction will need to start early in the next road investment period, which is due to start in 2025. I want to reassure my hon. Friend that Highways England is now looking at how to achieve the earliest possible start date. That encompasses the cost and timescale of activities required to complete the development work, and will inform further discussions with Kettering Borough Council and the local developer, which I anticipate will pave the way to an agreement about how best to proceed.

My hon. Friend made several references to the importance and urgency of those discussions’ taking place to a faster timescale; highlighted the Department for Transport’s focus on urgency; and mentioned the acceleration unit—an initiative of the Transport Secretary. That is what we at the Department for Transport are trying to achieve across all parts of the UK. To that end, I recommend that my hon. Friend have a meeting with my noble Friend Baroness Vere of Norbiton to discuss in more detail some of the timing issues for work on that road, which is so important for his constituency.

I share my hon. Friend’s appreciation of the strategic importance of the A14 for Northamptonshire and for the nation, and specifically for his constituents who depend on it day by day. The interventions that have been undertaken on that route in recent years reflect the importance that the A14 holds for the Department for Transport. I thank my hon. Friend for the efforts he has made to promote the case for that junction, which could help unlock the new housing that people in his constituency want and need.

Question put and agreed to.

Pothole and Highway Repairs

Rachel Maclean Excerpts

Tuesday 3rd November 2020 Westminster Hall

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

It is a pleasure to serve under you, Sir David.

I thank my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) for securing this debate. I know that he has already engaged my Lords colleague the Roads Minister on potholes and highway repairs in his constituency. He passionately highlighted the pride in his local area that starts from the roads and spreads throughout his constituency. It is a symbol of his care and passion for his area. If we were to take a straw poll of MPs on the importance of addressing potholes and improving local roads, I think there would be a vote of 650-0 in favour, unlike many votes in this place, because everybody believes in it. I also thank the other Members who demonstrated that with their contributions: the hon. Member for Hampstead and Kilburn (Tulip Siddiq) and my hon. Friend the Member for Ipswich (Tom Hunt).

We in the Department fully understand that potholes and other road defects are a major headache for everyone and the consequences of a deteriorating local road network are truly significant for all road users. They impact local economic performance, resulting in directly attributable costs to taxpayers, either through the rising costs of deferred work or through a more reactive approach that does not represent good value for money in the long term. We all want our local road network to be improved, and that is why the Department has provided over £7.1 billion in local highways maintenance funding between 2015 and 2021. My hon. Friend the Member for Stoke-on-Trent North will undoubtedly be aware of Budget 2020’s pothole fund, with over £1.5 million this year to help to fix potholes and resurface roads in Stoke. As he said, the Government have provided Stoke-on-Trent City Council over £5 million through the transport infrastructure investment fund, which includes this funding allocation, for highway maintenance for this financial year.

For our part, we have allocated part of our funding to local authorities based on the level that they themselves have reached on the path to what we consider an adequate asset management plan. That has been driven by the highways maintenance incentive funding element and corresponding self-assessment exercise, in which Stoke-on-Trent has participated since its inception. On bids, I noted my hon. Friend’s mention of the potential to power up Stoke-on-Trent through the transforming cities fund. The Department was very glad to receive Stoke-on Trent City Council’s revised transforming cities business case in October. I can confirm that officials are carefully reviewing it and the Department expects to make a decision later this month.

Road maintenance funding comes from several different streams. Locally, that can be from sources of revenue that local authorities raise themselves. My hon. Friend alluded to some of those challenges in his area. It also comes from central Government. The Department for Transport provides capital maintenance expenditure, which is primarily devoted to the structural renewal of highway assets. The Ministry of Housing, Communities and Local Government provides revenue maintenance expenditure through its revenue support grant, which mainly covers the routine works required to keep the highways serviceable and other reactive measures, such as gully cleaning and gritting and salting the roads in the winter.

As my hon. Friend knows, the Government are still preparing for our ongoing spending review process, in which we will seek to determine future allocations for these funding streams. In order to prioritise the response to covid and the Government’s focus on supporting jobs, this will be a one-year review and will conclude on 25 November. The final outcome will help to determine what we do next on local highways maintenance and its funding.

That brings me to how Department for Transport funding is allocated, which was the central argument of my hon. Friend’s speech. It is fundamental that we have as fair, consistent and reliable a method as possible through which to allocate funding for highway maintenance to local authorities. Only a few years ago, in 2015, the Department reviewed how we allocate maintenance funding and we engaged with local authorities, including his, among other stakeholders, to seek their views and input on our formula. The funding formula allocates 82.42% to roads in each local highway authority. The remaining 17% or so takes into account bridges with a span of 1.5 metres or more and lighting columns.

The formula does indeed take into account the road type. Principal roads, or A roads, which might generally be expected to have a higher rate of traffic, account for 9% of all road lengths in England, based on 2019 road statistics. The funding formula allocated to A roads is 27.47%, which is approximately three times the amount if allocated on road length alone, and approximately a further 55% of funding goes towards minor roads, or B, C and U roads, which make up 88% of all roads in England.

The formula does not provide weighting based on the condition of the network, as that might create an incentive to selectively maintain the road network in ways other than following asset management principles. Basing funding on traffic flow might create an incentive to concentrate traffic on certain areas of the network, rather than encourage optimum flow. Traffic volume and type is just one part of road deterioration. Weather events such as flooding and freezing temperatures play a large part, along with the quality of road maintenance and repair work being undertaken in the first place.

Manchester City Council does not receive twice the maintenance funding. If it did, My hon. Friend would be right to point out how unfair that is. Manchester has nearly 20 miles more of A roads and nearly 300 miles of minor roads. Its highways maintenance block funding allocation in 2020-21 was just over £3 million, in comparison with Stoke’s £1.9 million. Stoke received approximately 62.5% of what Manchester receives, based on formula allocation.

Clearly, any funding formula that a Department has could be controversial, but our view is that the funding formula at present is the fairest and most equitable and consistent for all local authorities. More importantly than what we believe, the method has had input from, and the prior agreement of, local authorities. However, as we get further clarity on the outcome of the spending review, the Department may decide to reassess whether the current funding approach is still the best option, whether we should continue with aspects such as the incentive element or the challenge fund, or whether we look at other ways to target funding, including formula funding, effectively.

Debates such as this are helpful as they highlight the problems and challenges on the ground. We will be looking at input such as this and the views of local highways authorities as part of the overall process. My noble Friend in the other place, the Roads Minister, will be happy to engage further if that would be helpful.

In short, it is essential that potholes and defects are repaired correctly the first time to make our roads fit for the future. The Government’s national guidance is helping authorities to apply best practice in that crucial work. That is why the Department commissioned “Potholes: a repair guide” by the Association of Directors of Environment, Economy, Planning and Transport, which was published in March 2019, following the intense weather of the 2017-18 winter. Such guidance should be used alongside a risk-based approach, as noted in the “Well-managed highways infrastructure” code of practice by the UK Roads Liaison Group.

There is unfortunately a backlog of repairs, and the recent winter has not made the situation any better. That backlog is a legacy of past underinvestment, which some hon. Members have highlighted, and we are seeking to correct it. The effect hitherto is that roads have been improving, at least until this year’s series of cold snaps. My hon. Friend will know from the road condition statistics that A, B and C roads combined have seen a gradual improvement, and that fewer roads have been considered for maintenance in the past five years.

However, we strongly believe that more can and should be done, and we intend to do more. We therefore champion the need for proper planned preventive maintenance, based on seeing the road not merely as something that needs to be topped up periodically from time to time but as a recognised asset subject to proper capital asset management principles. It is clear that organisations that have adopted those principles can demonstrate benefits, in terms of financial efficiency, improved accountability and value for money. We see no reason why that is not doable for local authorities. Indeed, the evidence is that it is, and it is already starting to bear fruit for them.

I hope that goes some way towards answering my hon. Friend’s concerns. I am more than happy to try to answer any other questions on this subject, and I will certainly take back his queries to my noble colleague the Roads Minister on some of the more technical issues.

Question put and agreed to.

Space Industry Act 2018: Insurance and Liabiities

Rachel Maclean Excerpts

Tuesday 13th October 2020 Written Statements

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

I am today publishing the consultation on the draft insurance, liabilities and charging requirements to implement the Space Industry Act 2018. This consultation seeks views on the operability and effectiveness of the proposed liabilities, insurance and charging requirements to implement the Space Industry Act 2018, including the use of licence conditions to cover insurance requirements. It also seeks views on the draft Space Industry (Liabilities) Regulations and the associated guidance documents, as well as to gather new evidence and test the assumptions in the consultation-stage impact assessment.

The UK’s space sector is a unique national asset, and this Government are committed to growing this exciting industry. Our regulatory framework for spaceflight will support safe and sustainable activities that will drive research, innovation and entrepreneurship in this vital sector, exploiting the unique environment of space, and providing a catalyst for growth across the space sector. Harnessing the opportunities provided by commercial spaceflight will also feed into our emerging national space strategy, the Government’s agenda to level-up the UK, and global Britain.

Government and industry have set a target to grow the UK’s share of the global market to 10% by 2030. To support this, our spaceflight programme aims to establish commercial vertical and horizontal small satellite launch, sub-orbital spaceflight and space tourism from UK spaceports. To expand the UK’s spaceflight capabilities, Government are funding a range of industry-led projects. Separately, we are investing in related facilities and technology. This will provide industry with new commercial market opportunities, grow our export share and help to build new UK supply chains.

Liabilities and insurance requirements

An important element of the Space Industry Act 2018 concerns operators’ liabilities arising from their spaceflight activity. Under UN space treaties, the UK Government are ultimately liable to pay compensation for damage caused by their space objects on the surface of the Earth or to aircraft in flight, and liable for damage due to its faults in space. This means that another state suffering damage can bring a claim against the UK Government under the UN space treaties. The Space Industry Act 2018 places an obligation on an operator carrying out spaceflight activities to indemnify the Government or listed person or body for any claims brought against them for loss or damage caused by those activities. It also includes liability provisions to provide the general public in the UK with easy recourse to compensation.

We recognise that this is an important issue for the UK space sector and understand that we need to create the right environment for the UK to be competitive and for our British companies to compete on the global stage. We have listened to the concerns industry has raised about liabilities and insurance and our consultation sets out approach to address those concerns, as well as other issues relating to insurance and liabilities. This follows a call for evidence on these matters published in March 2018.

We are proposing to limit operator liability and use the modelled insurance requirement approach, which is considered to be critical to enabling launch and unlocking the benefits of spaceflight.

The insurance proposals and liabilities regulations are part of the package of regulations needed to implement the Space Industry Act 2018 and to allow commercial spaceflight launches to take place from the UK. They supplement the consultation which was launched on 29 July 2020 on the draft Space Industry Regulations, which covers the other secondary legislation and guidance needed to enable commercial spaceflight in the UK.

Together with the Department for Business, Energy and Industrial Strategy, the UK Space Agency and Civil Aviation Authority, we have legislated to allow for the regulation of a wide range of new commercial spaceflight technologies, including traditional vertically launched vehicles, air-launched vehicles and sub-orbital spaceplanes and balloons. It is our intention to merge the draft Liabilities and Space Industry Regulations once the consultations have concluded.

Next steps

The deadline for responses to the consultation is the 10 November, following which I will update the House and publish the Government’s response to the consultation.

[HCWS505]

HEALTH PROTECTION (CORONAVIRUS, WEARING OF FACE COVERINGS IN A RELEVANT PLACE AND ON PUBLIC TRANSPORT) (ENGLAND) (AMENDMENT) (NO. 3) REGULATIONS 2020 HEALTH PROTECTION (CORONAVIRUS, WEARING OF FACE COVERINGS IN A RELEVANT PLACE) (ENGLAND) (AMENDMENT) (NO. 3) REGULATIONS 2020 HEALTH PROTECTION (CORONAVIRUS, WEARING OF FACE COVERINGS IN A RELEVANT PLACE AND ON PUBLIC TRANSPORT) (ENGLAND) (AMENDMENT) (NO. 2) REGULATIONS 2020

Rachel Maclean Excerpts

Monday 12th October 2020 General Committees

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

I beg to move,

That the Committee has considered the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place and on Public Transport) (England) (Amendment) (No. 3) Regulations 2020 (S.I., 2020, No. 1026).

[The Chair]

With this it will be convenient to consider the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place) (England) (Amendment) (No. 3) Regulations 2020 (S.I., 2020, No. 1028) and the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place and on Public Transport) (England) (Amendment) (No. 2) Regulations 2020 (S.I., 2020, No. 1021).

[Rachel Maclean]

It is a pleasure to serve under your chairmanship, Dr Huq. These regulations amend the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place) (England) Regulations 2020 and the Health Protection (Coronavirus, Wearing of Face Coverings on Public Transport) (England) Regulations 2020, henceforth referred to as the face coverings regulations and the public transport regulations respectively.

The public transport regulations came into force on 15 June and made it mandatory for passengers to wear face coverings on board most modes of public transport. Following that, the face coverings regulations came into force on 24 July and made it mandatory for people to wear face coverings in some indoor settings in England, such as shops, supermarkets and indoor transport hubs. Three amendments were made to the face coverings regulations in August, including extending the list of indoor settings where members of the public were required to wear a face covering, to ensure that we were taking the necessary steps to protect public health as lockdown restrictions eased over the summer.

This debate will not focus on the content of the original set of regulations, nor on the three sets of amending regulations previously voted into law. Instead, we will consider the three further amending statutory instruments due to be voted on today, which extend the requirement to wear a face covering to taxis and private hire vehicles and to a wider list of indoor settings; widen the scope to include staff within certain retail and hospitality settings; and implement a more stringent penalty regime.

The rising rates of infection meant that we had to put in place these additional measures to keep staff and members of the public safe, keep sectors of the economy open and avoid the need for a second national lockdown. These amendments are a necessary response to the virus, which is why they were brought into effect under the emergency procedure, which was approved by Parliament so that we are able to act at pace to control the virus and save lives.

It is important that the Committee is able to scrutinise these amending regulations through this debate, which is taking place within the statutory 28 sitting days of the regulations coming into force. I urge the Committee to approve these amending regulations so that we are able to maintain our response to increasing incidence rates and enhance measures to help mitigate the risk of spreading the infection, thereby avoiding a second national lockdown.

People in this country have played, and continue to play, a vital role in helping us in our national effort to beat covid-19. The face coverings regulations give members of the public the confidence to visit public indoor spaces safely, and enhance protections for those working in these settings. However, the number of infections is rising, and we therefore need to take further action to help mitigate the spread of covid-19.

The Prime Minister addressed the House on 22 September to set out the series of additional measures being introduced to help reduce the spread of covid-19, including measures related to the use of face coverings in taxis and private hire vehicles, in hospitality settings and by staff in certain indoor retail and hospitality settings. I will now outline the purpose of the amending instruments to the face coverings regulations and the public transport regulations and then set out the policies and processes underlying their development, implementation, monitoring and review.

SI No. 1021 came into force on 23 September and increased the scope of the public transport regulations, so that members of the public must now wear a face covering in taxis and private hire vehicles. Many taxi and private hire vehicle passengers were already wearing face coverings, and some operators already had a policy of “no covering, no ride” for those who are not exempt.

To offer the greatest protection and additional clarity to members of the public and transport staff, we have introduced this legal requirement for passengers riding in taxis and private hire vehicles, to bring requirements in line with those already in place on the majority of the public transport network. Passengers have been required to wear a face covering on most modes of public transport since 15 June, and we have worked closely with operators in this sector to try to protect staff and passengers using that service.

These new measures make it mandatory for passengers riding in taxis and private hire vehicles to wear face coverings, thus increasing protection for drivers, who are providing a vital role in supporting key workers, transporting vulnerable passengers who are unable to use other public transport, and school children.

SIs Nos. 1026 and 1028 came into force on 24 September and increased the scope of the face coverings regulations. As a result of these amending instruments, members of the public must now wear a face covering when inside certain hospitality premises, such as bars, pubs and restaurants, except when eating or drinking. That means that people must wear a face covering when entering, leaving and moving around inside these premises.

Extending the face coverings regulations to these premises complements other targeted hospitality measures that came into force on 18 and 24 September to reduce the spread of covid-19 and to help keep hospitality venues open. Separate hospitality regulations stipulate that venues cannot accept bookings for a group of more than six persons, that there must be table service only, and that tables must be 2 metres apart or 1 metre plus others interventions, such as screens, with restrictions on opening hours for some businesses. Those measures are not part of this debate.

These amending instruments also extend the requirements to wear a face covering to staff and other workers working in indoor retail, leisure and hospitality settings, when they are open to the public and workers are likely to come into close contact with members of the public. These settings include shops, supermarkets, bars, pubs, restaurants, theatres, cinemas and social clubs. Further information on the settings where they apply will be included in the regulations and guidance published online. This requirement will not supersede any requirement for employees to wear respiratory protective equipment under existing health and safety legislation.

We are grateful for the steps that businesses continue to take, especially during this pandemic, to fulfil their legal obligations to keep staff safe and provide a safe working environment for them. These amending regulations do not negate those efforts or replace those obligations. Instead, extending the face coverings regulations to include staff enhances the protections offered to workers and customers in these settings, where people are more likely to come into close contact with others they do not regularly meet. This is a vital step in trying to minimise the spread of infection and to ensure that we can keep these premises open.

While face coverings are not a substitute for social distancing and hand hygiene, there is some evidence to suggest that, when used correctly, face coverings may have some benefit in reducing the likelihood of asymptomatic people with the infection passing it on to others. Mandating the wearing of face coverings for staff and the public in these premises will help reduce the risk of passing on the infection when in public areas, hence offering greater protection to those visiting these indoor spaces and to workers.

These regulations also make changes to the penalties in place for individuals who breach the rules under the face coverings regulations and the public transport regulations. The penalty for a first offence under the regulations will now be £200, reduced to £100 if paid within 14 days. Subsequent offences in relevant indoor places or on public transport will result in a fixed penalty amount, which doubles from £400 on each occasion, up to a maximum value of £6,400, with no reduction for early payment.

While we have seen the majority of people comply with the rules throughout the pandemic, we know that some continue to break the rules. These amendments will further deter non-compliance and help to tackle those who repeatedly breach the requirements to wear a face covering. It is important that we all continue to play our part in reducing the risk of transmitting the infection as we visit indoor places and take public transport. Furthermore, the police and Transport for London will continue to use their usual four Es approach: explaining, engaging and encouraging, with enforcing only as a last resort.

I want to be absolutely clear that, while we want as many people as possible to wear a face covering, we recognise that some people are not able to wear one, for a variety of reasons. The amending regulations do not remove or make changes to the list of exemptions or reasonable excuses, other than to include an additional exemption under the face coverings regulations for performers acting in the course of their employment.

The principal face coverings regulations and the public transport regulations include a review clause, requiring a review of the need for the requirements, as amended, within six months. There is also a sunset clause in the principal face coverings regulations and the public transport regulations, so that they will expire at the end of 12 months after the day they came into force. These amending regulations do not change the timing of the review and sunset clause. We will continue to monitor the impact and effectiveness of this policy in the weeks and months ahead, and we will develop our approach to enforcement and to communicating the policy as necessary.

We know that some of the rules put in place have become increasingly complex and difficult to enforce. That is why the Prime Minister is currently setting out how the Government will further simplify and standardise local rules by introducing a three-tier system of local covid alert levels in England. That is not the subject of the debate today, nor does it change the legal requirement to wear a face covering, but it should reassure the Committee that the Government continue to work with local leaders to tackle outbreaks with more targeted restrictions that are simple and constructive.

I am grateful to all hon. Members for their continued engagement in this challenging process and in scrutiny of the regulations. We will, of course, reflect on the debate to come. I commend the regulations to the Committee.

--- Later in debate ---

[Rachel Maclean]

It is a great pleasure to respond to the questions put to me by the Opposition spokesman, the hon. Member for Ellesmere Port and Neston. I thank him for his detailed questions and will of course address the points he made.

The hon. Gentleman spoke about the urgency with which we brought in the regulations. He will know that the Public Health (Control of Disease) Act 1984 provides powers for us to make a statutory instrument in exactly these circumstances. We face an unprecedented global health emergency. We must act with speed and we cannot hold up urgent regulations that are needed to save lives. We have been clear at every step that we will consult Parliament and hold votes where possible. In addition, the Government provide regular opportunities to question Government scientific advisors, and Members are given opportunities to access data about their own constituencies. The hon. Gentleman will also know that the Health Secretary has made a commitment that, for significant national measures that affect the whole of England or the UK, we will consult Parliament, where possible, and hold votes.

[Justin Madders]

I appreciate what the Minister says, and of course I have no difficulty with certain regulations being introduced in this way, but I asked specifically about increasing the level of fines from previous regulations. What was so urgent about that that it needed to be done without following proper parliamentary processes?

--- Later in debate ---

[Rachel Maclean]

I am happy to come on to that. I have listed the hon. Gentleman’s points in the order he put them, and I will come on to it in due course.

The hon. Gentleman mentioned the high level of deaths among car, van and taxi drivers. He will know that when we first began to bring in regulations about the transport system and face coverings, we provided guidance to the taxi sector. Many people were of course already wearing face coverings when taking taxis, and many drivers were also doing so. Many operators had a “no face covering, no ride” policy, to keep their passengers safe. Further engagement with the sector made it clear that it was requesting greater certainty. The amending SI has therefore been introduced to create a legal requirement for passengers, in line with the majority of the public transport network.

The hon. Gentleman asked why staff in hospitality settings were not originally included. The rising rate of infection has meant that the Government have had to consider additional measures. All measures are kept under review, as he knows. As for the premises he asks about, I assure him that post offices, banks, building societies, high street solicitors, accountants, credit unions, short-term loan providers, saving clubs and money service businesses are included in the regulations, as are estate agents and letting agents.

The wearing of face masks on the premises of the House of Commons and in the House is not in the scope of this debate. It is a matter for Mr Speaker, who I understand has strongly recommended that we wear face coverings while we are on the estate.

[Justin Madders]

I think the Minister has misunderstood the scope of my question. It was actually about Members’ constituency offices, which is obviously slightly different from the parliamentary estate.

[Rachel Maclean]

Forgive me. That is not a matter for this debate, but it may be of interest to each individual Member of Parliament that they are required to follow the covid-secure guidelines within those premises, as are other businesses. That guidance is set out clearly. The hon. Gentleman asked whether it is planned to extend the provisions to other workplaces. Again, that is not in the scope of the debate, so I shall not comment on it now.

Before I go on to talk about fines, I want to make the point that most people are following the rules, and we are extremely grateful. We know that there are very high levels of compliance up and down the country in every constituency. It is obviously a challenge for people to comply with the rules, but we know that they are making those sacrifices to keep their communities safe.

On the enforcement regime, which the hon. Gentleman mentioned, we are making the penalty more stringent. Again, we know that most people will comply, but we are seeing a rising rate of infection. It is important that we tackle this now so that we are able to keep the hospitality sector open in places where social distancing might be more difficult in all scenarios. The number of fixed penalty notices does not reflect a lack of enforcement, because the police, as I mentioned, use the four Es approach. A fine will always be a last resort after all other measures have failed.

I can provide the hon. Gentleman with some data on the fines. As of 1 October 2020, officers stopped 159,286 people and prevented 7,526 passengers from boarding public transport services owing to non-compliance with face-covering regulations; 5,677 people have been ejected from services or directed to leave, and 533 fixed penalty notices were reported.

Finally, on the equality impact assessment, the Government have taken steps with every single regulation that has been brought in to ensure that the equality impacts have been considered. With that, Dr Huq, I thank hon. Members for their contributions to this important debate.

The Government have always been clear that their highest priority in managing this national crisis is protecting our public and saving lives. I am satisfied that the requirements imposed by the regulations as amended and the enforcement powers given to the police and Transport for London are necessary, reasonable and proportionate, given the urgent need to minimise the spread of the virus and offer maximum protection to members of the public and staff. Our guidance has consistently set out to the public that to protect themselves they must continue to follow social distancing measures, wash their hands regularly, and adhere to the isolation guidance.

Current Government guidance states that people should also wear a face covering in enclosed public spaces, where social distancing is more difficult to maintain, and where people might come into contact with others they do not normally meet. The debate today has provided an opportunity for us in the Government—

[Justin Madders]

I do not think the Minister has addressed the question about why an increase in the level of fines had to be introduced in an urgent way. What necessitated such action?

[Rachel Maclean]

In line with all our policies and decisions, a decision was taken to protect public health and to maintain the balance between protecting public health, allowing enforcement measures to be introduced and allowing some of the hospitality venues and the transport system to stay open. I am grateful for the contributions that have been made during this debate. Parliamentary scrutiny is a vital part of the regulation-making process. I am pleased to have been able to set out the content for these amending regulations to the Committee. I hope the Committee has found the debate informative and that it will join me in supporting the amending regulations.

Question put and agreed to.

Resolved,

That the Cttee has considered the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place and on Public Transport) (England) (Amendment) (No. 3) Regulations 2020 (S.I., 2020, No. 1026).

Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place) (England) (Amendment) (No. 3) Regulations 2020

Resolved,

That the Cttee has considered the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place) (England) (Amendment) (No. 3) Regulations 2020 (S.I., 2020, No. 1028).—(Rachel Maclean.)

Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place and on Public Transport) (England) (Amendment) (No. 2) Regulations 2020

Resolved,

That the Cttee has considered the Health Protection (Coronavirus, Wearing of Face Coverings in a Relevant Place and on Public Transport) (England) (Amendment) (No. 2) Regulations 2020 (S.I., 2020, No. 1021).—(Rachel Maclean.)

Oral Answers to Questions

Rachel Maclean Excerpts

Thursday 17th September 2020 Commons Chamber

[Holly Mumby-Croft (Scunthorpe) (Con)]

What steps his Department is taking to improve the condition of roads.

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

The Government have undertaken the biggest ever pothole-filling programme, with £500 million funding each year between 2021 and 2024-25 specifically to tackle potholes on our roads. Further funding for local road maintenance will be agreed as part of the spending review.

[Karl MᶜCartney [V]]

Drivers will be pleased to have heard that answer from the Minister. She may also be aware that Lincolnshire County Council has an oven-ready project to construct the North Hykeham relief road, part of the original eastern bypass that I have campaigned for, for many years. That section will give Lincoln its full ring road, boost connectivity in the region and lead to further economic growth. Will my hon. Friend and her ministerial colleagues seriously consider providing the funding for that project and for dualling the whole of the eastern bypass—locally, we all know that that should happen—and perhaps meet me and council leaders in Lincolnshire to enable the completion of this important project which I have promoted incessantly?

[Rachel Maclean]

I congratulate my hon. Friend on his diligent campaigning over a number of years. He knows of the Government’s extremely strong support for that project and the vital role it plays in his constituency. My ministerial colleagues are currently considering the business case very carefully and they will be very happy to meet my hon. Friend to consider the next steps.

[Selaine Saxby]

From my conversations with Devon County Council, it is clear that one of the barriers to improving roads and filling potholes in my constituency is uncertainty about future funding. Has my hon. Friend looked into whether multi-year funding settlements might be a solution?

[Rachel Maclean]

Absolutely. The Government are keenly aware that local authorities require certainty in funding to plan their highways asset management programme effectively. Any decision on multi-year funding settlements will be decided as part of the ongoing spending review.

[Holly Mumby-Croft]

The A15, leading to the A46, is a major strategic corridor for north Lincolnshire. Improved north-south connectivity via the A15 plays a vital function as a strategic economic corridor and is critical for facilitating the movement of goods in connection with heavy engineering and the food sector. It also provides an important economic role, linking the midlands and the south to the Humber ports, the refineries and one of the largest enterprise zones in the country on the south Humber bank. Does my hon. Friend agree that it is vital that such routes are improved as part of the levelling up process?

[Rachel Maclean]

Absolutely. My hon. Friend is completely right that improving our road network is an essential part of our levelling-up network. That is why the Prime Minister has brought forward £100 million of funding for 29 shovel-ready projects. She will be pleased to know that £4.5 million of funding was awarded to North Lincolnshire unitary authority for such work on the A15.

[Robert Largan (High Peak) (Con)]

What steps his Department is taking to improve rail services in the north of England.

--- Later in debate ---

[Kevin Brennan (Cardiff West) (Lab)]

What steps he plans to take to encourage the use of sustainable transport (a) during and (b) following the covid-19 outbreak.

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

The Government have provided the largest ever investment in this area, with a package of £2 billion for cycling and walking and £500 million for electric vehicle infrastructure and e-scooter trials, demonstrating our commitment to a green recovery.

[Kevin Brennan]

Like many Members, I have recently dusted off my bike, oiled the chain, taken it off the wall and ridden it for the first time in many years, exploring the wonderful cycle trails in my constituency along the River Ely and the River Taff and out to the UK museum of the year, St Fagans, earlier this month. It is great to see a cycling renaissance, but what more can be done to ensure that this country genuinely is world-beating on cycling—I am sorry to throw one of the Minister’s clichés back at her—because at the moment we are not?

[Rachel Maclean]

I am delighted to see the hon. Gentleman’s enthusiasm for the Government’s ambitions. As I set out, we will be investing £2 billion, which is the largest ever infrastructure investment. We have already delivered £250 million for emergency schemes, and we are helping people to fix their bike with £25 million-worth of vouchers.

[Tracey Crouch (Chatham and Aylesford) (Con)]

What support his Department is providing to local authorities to maintain and increase levels of cycling and walking.

--- Later in debate ---

[Geraint Davies (Swansea West) (Lab/Co-op)]

What steps he is taking with Cabinet colleagues to prevent an increase in air pollution from transport and a potential related increase in levels of covid-19 mortality.

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

We are making active travel and public transport the natural first choice for journeys. We are providing £2.5 billion of support to accelerate the transition to zero-emission vehicles.

[Mr Speaker]

We are now going to Swansea, via the New York backdrop, to Geraint Davies.

[Geraint Davies [V]]

And a Welsh flag, Mr Speaker!

The Minister will know that congestion levels in outer London have now grown to 150% of what they were before the lockdown and that pollution causes both covid infection and death, so why is she not encouraging the Prime Minister to continue to get people to work from home and to encourage investment from the Chancellor in public transport, when instead we are told to travel to work by car and not to work from home?

[Rachel Maclean]

I hope that the hon. Gentleman is not attempting to travel to Wales via New York because that would definitely encourage congestion. I can assure him that we are investing strongly in public transport. We will continue to support the bus sector. We have provided £218.4 million of funding on a rolling basis from 4 August. We have provided over £700 million-worth of funding for public transport throughout the pandemic.

[Kerry McCarthy (Bristol East) (Lab)]

I am pleased that the Government have listened to Labour and are considering bringing forward the date for the phase-out of the sale of new diesel, petrol and hybrid vehicles, but how is the Minister actually going to get us there? All we have had from the Government lately is gimmicks like green number plates and the suggestion that they will paint electric vehicle parking spaces green. The charging infrastructure is woefully inadequate. Other than painting everything green, what is her actual strategy?

[Rachel Maclean]

This was a Conservative Government pledge in our latest manifesto. We are accelerating the transition to zero-emission vehicles with £2.5 billion of support. We already have one of the most extensive charging networks in Europe, and we are ramping it up all the time.

[Paul Howell (Sedgefield) (Con)]

What steps his Department is taking to support bus services during the covid-19 outbreak.

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

The Government are committing £27.3 million per week to support England’s bus services.

[Paul Howell]

Integration between all elements of public transport is critical. Will my hon. Friend bring the Minister of State, my hon. Friend the Member for Pendle (Andrew Stephenson), who has responsibility for HS2 and Northern Powerhouse Rail, to Sedgefield to better understand the local frustrations and needs? We need to see rail investment delivered in places like Ferryhill station, where my hon. Friends could meet the team at the inspirational Cornforth Partnership to understand the need for more and better buses, particularly to better connect places like Cornforth to employment centres. They could also visit magnificent companies like Hitachi in Cleveland Bridge to understand how Government procurement processes need to better reflect their commitment to local economies as we build back better.

[Rachel Maclean]

My hon. Friend is absolutely right. The Government recognise the importance of multi-modal integration and connecting communities such as his to employment opportunities. That is why we have made £198 million available for the transforming cities fund, which will deliver improvements to bus services, cycling and walking in County Durham. My hon. Friend the Minister will be delighted to speak to him further.

[Feryal Clark (Enfield North) (Lab)]

What recent discussions he has had with (a) the Mayor of London and (b) Transport for London on the expiration of the emergency funding agreement on 17 October 2020.

Draft Carriage of Dangerous Goods and Use of Transportable Pressure Equipment (Amendment) (EU Exit) Regulations 2020

Rachel Maclean Excerpts

Tuesday 15th September 2020 General Committees

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

I beg to move,

That the Committee has considered the draft Carriage of Dangerous Goods and Use of Transportable Pressure Equipment (Amendment) (EU Exit) Regulations 2020.

This draft statutory instrument is made under powers conferred by the European Union (Withdrawal) Act 2018 and will be needed at the end of the transition period. As hon. Members are aware, we have conducted intensive work to ensure that a well-functioning legislative and regulatory regime for transport continues. In this case, the regime covers the transport of dangerous goods by road and rail.

This instrument uses powers under the 2018 Act. It is subject to the affirmative procedure, because it transfers an European Union legislative function to a public authority in Great Britain in that it gives the Secretary of State power to derogate from the standards set in three international agreements concerning the carriage of dangerous goods by road, rail and, to a lesser extent, inland waterways through the issuing of domestic exceptions to those agreements. This instrument also ensures that bodies that inspect transportable pressure equipment in Great Britain continue to be able to perform inspection activities for such equipment on the non-EU market through the introduction of a new, optional, UK-only compliance mark.

The regime for the transport of dangerous goods in the UK derives from the United Nations Economic Commission for Europe model regulations on the carriage of dangerous goods. For road transport, since 1968 that has been implemented in the UK through our being a signatory to the European agreement concerning the international carriage of dangerous goods by road, known as ADR. Thus, the UK is committed to the ongoing implementation of the requirements of that agreement, which predates our EU membership. ADR does not automatically have legal force and is now implemented in the EU by the dangerous goods directive of 2008.

The EU also introduced the related directive on transportable pressure equipment in 2010, which mandates the requirement for such equipment to have access to and free movement within the European market. Those directives are applied domestically through the Carriage of Dangerous Goods and Use of Transportable Pressure Equipment Regulations 2009, as amended.

For the rail transport of dangerous goods, the UK is also a signatory to the convention concerning international carriage by rail—COTIF—and predecessor conventions since 1980. The convention falls under the auspices of the Intergovernmental Organisation for International Carriage by Rail. The regulations concerning the international carriage of dangerous goods by rail, or RID, form part of COTIF. As with ADR, the dangerous goods directive implements RID in the EU, and the Carriage of Dangerous Goods and Use of Transportable Pressure Equipment Regulations, as amended, implement its requirements domestically.

A number of powers and requirements in the directives are predicated on the UK being a member state of the EU. This draft instrument will ensure that Great Britain continues to work to the same requirements and standards in the carriage of dangerous goods at the end of the transition period, providing legal certainty for the participants.

The carriage of dangerous goods is devolved to Northern Ireland, so this instrument will ensure that transportable pressure equipment assessed in Northern Ireland in accordance with the transportable pressure equipment directive continues to be recognised in Great Britain through acceptance of the UK’s NI mark. That implements the requirement of the Northern Ireland protocol relating to unfettered access of goods between Northern Ireland and Great Britain.

--- Later in debate ---

[Rachel Maclean]

I thank the hon. Member for Reading East very much for his comments and will now respond to his points. He highlights the importance of safety in the carriage of dangerous goods in both his constituency and many others. I am sure that every hon. Member here agrees with that and will be glad to see this draft SI pass into law to ensure just that outcome.

It is important that the regulations are passed, because they will achieve the protection of our environment in relation to such matters. As I have laid out, this SI ensures that GB continues to work to the same standards and requirements. I have been very clear throughout that that is the case, and Members are supporting the SI.

The hon. Gentleman raised concerns from some stakeholders, and I want to reassure him that we work closely with stakeholders, including the UK liquefied petroleum gas industry and the fuel tanker working group. In preparation for the SI, we issued a public consultation in 2018, and we received seven responses from industry. They did not raise any concerns about our approach, but they did influence the subsequent drafting. We continue to listen to industry on all matters on which the Government legislate. I hope that this explanation provides the assurance that the hon. Gentleman is looking for that we work with industry and we take its concerns seriously.

In conclusion, this statutory instrument is essential to ensure that we continue to have an effective regulatory framework for the carriage of dangerous goods following the transition period. I hope that the Committee has found this sitting informative and that it will join me in supporting the regulations.

Question put and agreed to.

Spaceflight Regulations: Consultation

Rachel Maclean Excerpts

Tuesday 1st September 2020 Written Statements

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

My noble Friend the Parliamentary Under-Secretary of State for Transport, Baroness Vere of Norbiton, made the following ministerial statement on 29 July 2020.

I am today publishing the consultation on draft regulations and guidance made under the 2018 Space Industry Act. This consultation seeks views on the operability and effectiveness of the draft space industry regulations, accident investigation regulations, appeals regulations, and the associated guidance documents and regulator’s licensing rules. As part of this consultation, a consultation stage impact assessment has also been published.

The UK’s space sector is already a unique national asset—which this Government are committed to turbo-charging. The UK’s space sector can strengthen our national capabilities, create high-skilled jobs and level up the UK. To support this, the Queen’s Speech on 19 December set out the Government’s intent to establish a new National Space Council and develop a comprehensive UK space strategy. The launch of this consultation and the introduction of a new regulatory framework form an integral part of the work we are doing to bring commercial spaceflight to the UK and create a supportive regulatory environment which fosters growth in the sector.

Government and industry have set a target to grow the UK’s share of the global market to 10% by 2030. In order to support this, our spaceflight programme aims to establish commercial vertical and horizontal small satellite launch, sub-orbital spaceflight and space tourism from UK spaceports. To help expand the UK’s spaceflight capabilities, the Government are funding a range of industry-led projects. Separately, we are also investing in related facilities and technology. This will provide industry with new commercial market opportunities, grow our export share and help to build new UK supply chains.

As acknowledged in the Government’s research and development road map, regulation that enables the development, demonstration and deployment of new technologies is essential to championing companies on the technological frontier. Our regulatory framework for spaceflight will support safe and sustainable activities that will drive research, innovation and entrepreneurship in this vital sector, exploiting the unique environment of space, and providing a catalyst for growth across the space sector. This will feed into our emerging national space strategy as we develop further priorities for the UK and the sector in the long term and contribute this Government’s agenda to level-up the whole country.

Enabling UK-based space launches

Currently the space activities of UK entities are governed by the Outer Space Act 1986. This requires any UK entities who procure the launch of a satellite and/or operate a satellite in orbit to hold a licence. The UK has a well-established and globally respected licensing regime for these activities. However, UK satellite operators currently have to rely on obtaining slots on launches from other countries to get their satellites in orbit. Our aim now is to license launches from UK spaceports. I expect to see the first UK-based launches during the early 2020s.

While the Space Industry Act 2018 is now law, the draft secondary legislation contained in this consultation is required to create the regulatory framework necessary for commercial launch operations to be licensed in the UK. Once regulations are in force, the Space Industry Act 2018 will work alongside the Outer Space Act 1986 to regulate the spaceflight and associated activities of UK entities.

Together with the Department for Business, Energy and Industrial Strategy, the UK Space Agency and Civil Aviation Authority we have legislated to allow for the regulation of a wide range of new commercial spaceflight technologies, including traditional vertically launched vehicles, air-launched vehicles and sub-orbital spaceplanes and balloons. We have endeavoured to produce legislation that is flexible enough to accommodate emerging technological advancements, market opportunities and changes to the international legal landscape, while keeping safety at the forefront.

To ensure that these services are carried out safely and responsibly, we are creating a new regulator for commercial spaceflight and associated activities. It is our intention that the Civil Aviation Authority will undertake all Space Industry Act 2018 regulatory functions in addition to regulating in-orbit activities under the Outer Space Act 1986.

Next steps

The deadline for responses to consultation is 21 October 2020. Following which I will update the House and publish the Government’s response to consultation.

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