Motorcycling: Government Support

Trudy Harrison Excerpts

Tuesday 26th October 2021 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Robertson. It is also a real pleasure to speak on this subject.

I congratulate my hon. Friend the Member for North Herefordshire (Bill Wiggin) on securing the debate. It has taken me back to when I was 16. Dad took me to the garage and unveiled my first motorbike, as I thought, though it was probably a moped—a 50 cc bright blue Honda Camino. I have since had many enjoyable days out riding pillion on bikes from a Honda 900 CBR Fireblade, through to my dad’s last bike, which was a Yamaha FZR1000. There were many conversations around the kitchen table about Royal Enfields, BSAs, Triumphs, Nortons and many great British bikes.

It is wonderful to hear of the enthusiasm for motorbikes. While being proud of the past, we are energised for the future and looking ahead to the decarbonisation of bikes and the continuance of sport, recreation and commuting. I have listened carefully to the valuable and thorough contributions to today’s debate, and it is a pleasure to be closing it.

One of the first things my hon. Friend asked for was confidence that motorbikes are appreciated. They certainly will be by me. We have not had long this afternoon, but I have heard a lot. I agree with Members about the importance of road safety for motorcycle users, and the key role that motorcycling can play in meeting our current mobility needs. There was a request for an acceptance of motorbikes. I assure my hon. Friends and other Members that they have my personal advocacy.

Before I go into detail on plans, I want to acknowledge some important challenges faced by motorcyclists. As has been pointed out, motorcycles make up an important and sizeable vehicle population on UK roads, with 1.4 million licensed in 2020. I am aware of the greater level of risk that motorcyclists face on our roads, compared with other road users. Although they make up just 1% of total road traffic, they account for 19% of all road user deaths. I mentioned the Honda 900 CBR Fireblade. It was owned by a good friend, who was sadly killed on his motorbike.

There were many references to the Motorcycle Action Group, which does a great deal of good both in lobbying for policy change and with its charitable work. I have had the pleasure of seeing that for myself in Copeland. That group’s work, along with that of other charitable organisations, is superb. Another example is the Nationwide Association of Blood Bikes, which transports blood, vaccines, plasma, platelets, samples, donor breast milk and other urgently required medical items to hospitals and healthcare sites. That is a life-saving service, which is provided completely free of charge by valiant volunteers, who offer their time for no pay or reward, allowing the NHS to divert funds where they are needed most.

Motorcyclists save our lives every day, and we must ensure the safety of theirs. Reducing the numbers of those needlessly killed and injured on our roads, especially vulnerable road users, is a key priority for the Department. That was evident in our road safety statement published in July 2019, which focused on the Department’s four priority road user groups: young road users, rural road users, motorcyclists and older vulnerable road users.

The statement described many actions that will contribute towards making our roads safer for all. Some of the actions that focused on motorcyclists included the promotion of the Driving and Vehicle Standards Agency’s enhanced rider scheme to increase the uptake of post-test motorcycle training. It was interesting to hear from my hon. Friend the Member for Wycombe (Mr Baker), who I agree with on the good work that the police do in encouraging that advanced test—I was pleased to learn more about that. Other actions included the development of a training framework to encourage riders who complete compulsory basic training—CBT—to take full test training, and working with the motorcycle industry to encourage the use of protective equipment to reduce post-crash collision severity.

The way we move is changing, as is the way we live. The rise of the gig economy, and new apps that mean we can have anything delivered to our door in minutes, has increased the role of powered light vehicles. It is welcome that powered light vehicles, which are often a more affordable option than cars, can help people fill these jobs and satisfy this demand, but they must be able to do so safely. That is why, through the road safety statement, we commissioned research into the use of powered two-wheelers to better understand how we can reduce the safety risks encountered by these drivers and riders.

The Department remains committed to ensuring that motorcyclists are equipped with the specialist skills needed to stay safe on the road. The Department’s THINK! public awareness campaign has a motorcycle strategy that aims to create greater understanding between car drivers and motorcyclists. It also raises awareness about the steps that both parties can take to avoid collisions.

While I hope all of that reassures Members about how important motorcycle safety is to the Department, the work does not stop there—there is much more to do. We will shortly publish a new road safety strategic framework to improve our understanding of the risks and concerns of those who choose to ride. We have set out an ambitious future of transport programme, which aims to deliver significant advances for society, the environment and the economy. For vehicle standards we are conducting a regulatory review, which will help us enforce appropriate safety, security and environmental requirements. It will protect consumers, road users and the environment. There are three key ambitions for the review: first, we want to enable the introduction of safer, cleaner and more technologically advanced vehicles. Secondly, we want to ensure that swift remedial action can be taken if vehicle parts or safety related equipment placed on the UK market are found to be unsafe or non-compliant. Thirdly, we want to better prevent tampering with critical hardware or software where it negatively impacts on safety or the environment. I welcome the comments from my hon. Friend the Member for Wycombe on that.

I see many opportunities for the role of motorcycles. Road vehicles are responsible for 91% of the UK’s annual domestic gas emissions from the transport sector. L-category vehicles are responsible for just 0.4% of that total. However, that does not mean that they should not be cleaned up, because decarbonising brings many associated benefits, in particular improving air quality and reducing the noise pollution that blights so many. That is why we have committed to delivering an action plan this year, through the Motorcycle Industry Association and Zemo Partnership, to build new UK opportunities for zero-emission light powered vehicles. We look forward to the launch of the action plan at Motorcycle Live in early December—an event I have heard much about in today’s debate and that I very much hope I can attend.

[Stewart Hosie]

I am glad the Minister has given some attention to the vehicle regulation review. I listened to what she said: it is to avoid tampering with safety equipment. That is perfectly reasonable at face value. If somebody removes the rear seat from a motorcycle, and with it the grab rails that are a safety feature on the rear fender, will they have committed an offence if the wording of the legislation ends up the same as in the consultation?

[Trudy Harrison]

The hon. Member asks a particularly technical question, the answer to which will be sent to him in writing.

[Mr Steve Baker]

I think the point is that many motorcycle parts are safety-critical, but we actually want to get on with routine and ordinary maintenance of our motorcycles. I know that the Minister will not want to answer now, but I will just make that point—we want to fix our own bikes.

[Trudy Harrison]

I hear what Members are saying about proportionality, and I am sure that will be registered and acknowledged in forthcoming strategies.

The action plan will cover the innovation in urban logistics and personal mobility, while setting out the steps needed to build new opportunities for powered light vehicle industries. One such opportunity is reforming last mile deliveries, which has the potential to create healthier and more liveable places by removing toxic fumes from the most congested areas. We are committed to transforming the last mile into an efficient and sustainable delivery system, and we will work with industry, academia and other stakeholders to understand how innovation in the L-category sector can benefit the UK delivery market. That will include publishing a toolkit later this year to support local authorities in reducing carbon emissions from transport, recognising the important role that local areas will play.

I feel that the greatest impact will be achieved by committing to phase-out dates, just as we have done for polluting cars. That is why we have committed to consult this year on a phase-out date of 2035, or earlier if a faster transition appears feasible for the sale of new non-zero-emission-powered two and three-wheelers and other L-category vehicles. I recognise that the L-category sector encompasses a wide range of vehicle types and uses, so we will aim to find the most appropriate regulatory solution for each one—it will not be one size fits all. Any proposed phase-out dates for the sale of new non-zero-emission L-category vehicles will reflect both on what is needed to hit net zero by 2050, and on the technology currently available in the sector, but we will be ambitious.

It is right that Britain shows global leadership when it comes to L-category decarbonisation. By consulting on and deciding phase-out dates as soon as possible, we are clarifying the direction of travel for the L-category industry in the UK, giving vehicle manufacturers and consumers time to adapt.

[Kerry McCarthy]

Will the Minister give way?

[Trudy Harrison]

I am afraid that I will not, simply because of time.

I am particularly proud of this country’s motorcycling heritage, which has been mentioned, and how we have pioneered the way for great motorcycle manufacturing. Our motorcycling legacy lives on and continues to evolve in the 21st century. One example is Project Triumph TE-1, which is leading the way in creating electric motorcycling capability. The project is supported and co-funded by the UK Government, and I am proud of Triumph and other British businesses for driving innovation and enhancing the credibility and profile of great British industry and design.

In conclusion, I am once again very grateful for the opportunity to speak positively about motorbikes, motorcyclists and the history and heritage of the industry. I look forward to the future, including the decarbonisation of that vital transport sector, and I thank my hon. Friend the Member for North Herefordshire for the opportunity to speak in this debate.

Draft Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2021 Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2021

Trudy Harrison Excerpts

Wednesday 20th October 2021 General Committees

[The Chair]

Before we begin, I encourage Members to wear masks when they are not speaking. This is in line with current Government guidance and that of the House of Commons Commission. Please also give each other and members of staff space when seated and when entering and leaving the room. Members should send their speaking notes by email to hansardnotes@ parliament.uk—we never used to say that a few years ago. Similarly, officials in the Public Gallery should communicate electronically with Ministers.

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

I beg to move,

That the Committee has considered the draft Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2021.

[The Chair]

With this it will be convenient to consider the Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2021 (SI 2021, No. 988).

[Trudy Harrison]

It is a pleasure, to serve under your chairmanship, Sir Gary, in my first statutory instrument Committee as a Minister.

These amendment orders relate to the Heavy Commercial Vehicles in Kent (No. 1) Order 2019 and the Heavy Commercial Vehicles in Kent (No. 2) Order 2019. Although the Heavy Commercial Vehicles in Kent (No. 3) (Amendment) (No. 2) Order 2021 is subject to the negative procedure, the Committee should be aware of that third order when considering the two amending orders before us today. Together, they support the effective management of Operation Brock and strengthen the enforcement regime that underpins it.

Operation Brock is a co-ordinated multi-agency response to cross-channel travel disruption and is owned by the Kent Resilience Forum. It replaces Operation Stack and has been specifically designed to keep the M20 motorway in Kent open in both directions, with access to junctions even during periods of severe and protracted disruption. The amending orders remove provisions from the 2019 orders relating to the transition period and covid-19, putting Operation Brock on a long-term footing. They also remove the sunset clauses due to expire on 31 October. I am grateful that time has been found to hold these debates ahead of the expiry date.

The legislation was first put in place in 2019 in preparation for a potential no-deal departure from the European Union. It was updated in 2020 before the end of the EU transition period, and again in 2021 in response to the coronavirus pandemic. The No. 1 2019 order provides powers to traffic officers to support Operation Brock and sets the amount of the financial penalty deposit for breaching restrictions created by the three orders. The amount of the deposit for breaching the restrictions introduced by the instruments is set at £300. The No. 1 amendment order we are considering removes the sunset clause and references to redundant offences from the Road Safety (Financial Penalty Deposit) (Appropriate Amount) Order 2009, to reflect amendments made by the other amending orders. The No.2 2019 order restricts cross-channel heavy commercial vehicles from using local roads in Kent other than those on the approved Operation Brock route when Operation Brock is active. The amending order updates which roads are restricted and removes the sunset clause.

To complete the picture, the Heavy Commercial Vehicles in Kent (No. 3) (Amendment) (No. 2) Order 2021, which is subject to the negative procedure, will remove the existing sunset clause provisions from the No. 3 2019 order. The amending order updates the sections of the Kent motorway network. The No. 3 2019 order restricts cross-channel heavy goods vehicle access to when Operation Brock is active, including the contraflow on the M20 and use of the M2, thereby reflecting updated operational requirements. Provisions relating to local haulier permits are retained. The third amending order removes provisions relating to M26 queuing permits, the Kent access permit, cross-channel permits, the prioritisation and expedited return schemes and covid-19 provisions. It also removes references to redundant offences from the Fixed Penalty Order 2000 and the Road Safety (Financial Penalty Deposit) Order 2009 to reflect changes made by the amending orders.

The draft orders are vital to enable sensible traffic management in Kent. Operation Brock has proved to be an efficient and effective traffic management measure in mitigating traffic disruption at the short straits and must continue to be available should significant disruption occur in future.

--- Later in debate ---

[Trudy Harrison]

I thank the hon. Members for their consideration of these instruments and in particular I thank the shadow Minister, my right hon. Friend the Member for Ashford and my hon. Friend the Member for Chatham and Aylesford for their comments. Tackling the haulier shortage does not actually pertain to this Committee debate, but I hope you will allow me to respond to the shadow Minister’s question, Sir Gary. We recently announced a significant package of measures, including plans to streamline the process for new drivers to gain their HGV licence and increase capacity for HGV driving tests. As driver shortages across Europe demonstrate, this is a widespread problem caused by a range of factors, including an ageing workforce.

Earlier this month, the Government announced a package of new measures to tackle HGV driver shortages. One thing that would really put drivers off would be dealing with unmanaged congestion, and if we fail to agree these instruments today that could be an added challenge for drivers of heavy goods vehicles, and indeed all drivers.

[Mr Goodwill]

Does the Minister also agree that extending the cabotage rules from two journeys to two weeks will result in fewer foreign trucks traversing Kent, because they will be able to ply their trade in the rest of the UK for longer?

--- Later in debate ---

[The Chair]

Let us stay on the instruments if we can.

[Trudy Harrison]

My right hon. Friend has a great deal of experience in the Department for Transport and I thank him for his comments, but I shall stick to the aspect the draft orders deal with.

I pay tribute to my right hon. Friend the Member for Ashford for his collegiate and collaborative work alongside his Kent Resilience Forum. I echo the words of my hon. Friend the Member for Chatham and Aylesford in thanking the Kent Resilience Forum because it has been difficult over a period of many years, but by working together we will stand the best chance of solving these challenges.

On the methodology for instigating Operation Brock, the Kent Resilience Forum partners constantly review the threat and risk associated with possible disruption at the ports and any impact this may have on road networks and local communities. Consideration is given to the daily flow rates and reasons and the likely duration of disruption. Implementing Operation Brock is always the last resort measure. It is costly to put up, run and take down, so the decision is not taken lightly. Consideration is given at the tactical and strategic levels of the Kent Resilience Forum, and there is a suite of plans that can be used, with Operation Brock being one option.

The shadow Minister also said that she would like to see improved facilities at lorry parks. I assure her that Sevington in the Ashford constituency, which will provide about 1,100 lorry parks as well as excellent facilities, is one of our significant plans going forward. On the amount of times that Brock has been activated to date, while I think I am straying from this particular debate, I want to reassure my right hon. Friend the Member for Ashford and my hon. Friend the Member for Chatham and Aylesford that the decision is not taken lightly and it is one of many measures that is undertaken to minimise disruption. These instruments are essential to ensuring we have an effective means of continuing to have appropriate traffic management systems in place to avoid lengthy queues at the border. I hope the Committee has found this debate and my responses informative and will join me in supporting these orders.

Question put and agreed to.

HEAVY COMMERCIAL VEHICLES IN KENT (NO. 2) (AMENDMENT) ORDER 2021

Resolved,

That the Committee has considered the Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2021. (SI 2021, No. 988).—(Trudy Harrison.)

Draft Motor Vehicles (Driving Licences) (Amendment) Regulations 2022

Trudy Harrison Excerpts

Tuesday 19th October 2021 Written Statements

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

I have today published as a draft the Motor Vehicles (Driving Licences) (Amendment) Regulations 2022 and an accompanying draft explanatory memorandum. The draft regulations amend the Motor Vehicles (Driving Licences) Regulations 1999 (SI 1999/ 2864), the “1999 regulations”.



This statutory instrument has two purposes. The first is to permit drivers who passed certain driving tests using a vehicle with automatic transmission to acquire the manual entitlement for that sub-category, provided that they already hold a manual licence for another category, such as a car. This brings licence upgrades for sub-categories, including the car and trailer combination, medium sized lorries and minibuses, together with their trailer towing entitlements, into line with the full lorry and bus or coach categories.



The second purpose of this SI is to reduce the engine size of motorcycles that can be used by candidates taking their A2 category test. This is for medium sized motorcycles that have an engine power up to 35KW. Candidates will be able to take their A2 test on a wider range of motorcycles that is more representative of the A2 class.



These are sensible and pragmatic changes and received widespread support when a public consultation was held.



Through this instrument the Government are modernising the regulations in the light of developments in engine technology, especially the trend towards electric vehicles, which almost always have automatic or semi-automatic transmission, and the increasing power produced by relatively small motorcycle engines.



The shortage of qualified lorry drivers is a matter of national importance. Although the reduction in the number of medium sized lorry tests resulting from this instrument is likely to be small, it will help to ease test demand. It should also help riders pass the A2 motorcycle test first time because they will be able to use a motorcycle that they are more comfortable and confident riding.



The instrument is being published in draft for 28 days before being laid for affirmative debate. This is required under paragraph 14 of schedule 8 to the European Union (Withdrawal) Act 2018 because part of the text in the 1999 regulations which the draft regulations amend includes amendments previously made under the European Communities Act 1972. The amendments to the 1999 regulations which were introduced under the European Communities Act were made by the Motor Vehicles (Driving Licences) (Amendment) Regulations 2012 (the “2012 regulations”) and the Motor Vehicles (Driving Licences) (Amendment) Regulations 2014 (the “2014 regulations”). Further details are contained in the annex to the draft explanatory memorandum on www.gov.uk.

[HCWS327]

Motor Insurance: Court Judgments

Trudy Harrison Excerpts

Wednesday 22nd September 2021 Westminster Hall

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

It is a privilege to serve under your chairmanship for the first time, Ms Bardell, or indeed under any Chair in Westminster Hall as a Minister. I am grateful to my right hon. Friend the Member for Chipping Barnet (Theresa Villiers) for securing this debate on the effects of recent court judgments on motor insurance. I welcome the opportunity to provide an update and set out the Government’s position on this matter.

We have always been clear since the 2014 European Court of Justice’s ruling in the Vnuk case that we do not agree with it. That decision directed the unnecessary extension of the provisions requiring motor insurance to private land, as well as to a much greater range of vehicles. The excessive liabilities that it would place on the insurance industry and the potential increases to motor insurance are simply unacceptable. To be clear, if we had implemented Vnuk, which we are not going to do, these liabilities and potential increases are huge; they are not trivial. Government analysis suggests that Vnuk could have cost industry some £2 billion per year, and that would most likely have been passed on to consumers in increased insurance premiums.

Focusing on motorcar policyholders, that could have resulted in an increase in individual insurance premiums of around £50 for 25 million consumers. As my hon. Friend the Member for Bexhill and Battle (Huw Merriman) referenced, if Vnuk had been implemented, it would have had a catastrophic effect on the motorsport industry, and indeed all motorists. Vehicles would likely have been required to purchase motor insurance to compensate injury caused to other drivers, stewards and spectators. Motorsport in the UK is safe and highly regulated. Employer’s liability and public liability already provide a high level of protection, so adding a motor insurance requirement would have brought little benefit at a very high cost—some £458 million per year—had Vnuk been implemented.

Stakeholders have consistently informed us that it would have been prohibitively expensive for most of the sector, effectively making the motorsports industry unviable. The sector turns over almost £3 billion annually, generating full-time employment for around 38,000 people and part-time work for a further 100,000. That is why we announced that we would remove the effects of Vnuk from GB law in February, and delivering on that includes removing the associated financial liability imposed on the Motor Insurers’ Bureau via the Courts’ decisions in the Lewis case.

This commitment is a priority for the Government. Its removal is part of a new and prosperous future for the UK outside of the EU—a future where we can deregulate and set our own rules and regulations. At this point, I must commend the tenacity of my hon. Friend the Member for Stone (Sir William Cash) in challenging and successfully and competently setting out the direction he recommends that we take. His detailed knowledge provides important context on matters of EU legislation and is paralleled only by his ability to recall details and dates, which the debate has certainly benefited from.

That is why we will continue to explore bringing forward the necessary legislation as soon as parliamentary time allows, as it has not proved possible to provide a slot for a Government vehicle to disapply the effects of the Vnuk and Lewis judgments during this parliamentary Session. I hope that hon. Members will appreciate that responding to the pandemic was and remains of the utmost importance, and that we are still in a challenging time.

[Craig Mackinlay (South Thanet) (Con)]

It is very kind of the Minister to give way, and I welcome her to her new post. As outlined by my hon. Friend the Member for Stone (Sir William Cash), there are European Court of Justice judgments and instances where that law was applied to this country while we were in the EU that we did not agree with, and we were probably outvoted under qualified majority voting at the time. Does her Department have officials looking at other instances, such as the Vnuk case, that can be expunged from our legal system at the soonest opportunity, because we never wanted them in the first place?

[Trudy Harrison]

I thank my hon. Friend for his intervention, and it would only be appropriate to write to him with further details. It is also appropriate to put on record my thanks to my right hon. Friend the Member for Chipping Barnet for her work on the taskforce that generally assesses the potential for dealing with some of those unnecessary regulations.

Ultimately, the Government face many competing priorities in deciding what legislation to bring forward in the limited parliamentary time available. My right hon. Friend the Member for East Yorkshire (Sir Greg Knight) asked whether the Government would support the Bill—we are certainly supportive. I hope that is music to his ears. The legislation proposed in the presentation Bill represents the best opportunity to address the issue at the earliest possible opportunity. Rest assured that the Government recognise the importance of the matter. We will be following the Motor Vehicles (Compulsory Insurance) Bill with interest, as it would deliver the desired effects of removing Vnuk from GB law.

The Government would like to see the presentation Bill being brought forward by my hon. Friend the Member for Wellingborough (Mr Bone) succeed. The Government have worked hard to seize the opportunity to legislate quickly, as we recognise its importance. However, I am sure that all Members will appreciate that the usual pressures on parliamentary time have been made even greater by the amount of emergency legislation passed in the previous Session. The presentation Bill offers the best and earliest opportunity to make that change quickly and deliver the positive outcomes of removing Vnuk, which many Members have referenced today.

I was pleased to hear support from the spokespersons from the SNP and Labour, the hon. Members for Kilmarnock and Loudoun (Alan Brown) and for Bristol East (Kerry McCarthy). I very much look forward to their support when the presentation Bill comes forward. Indeed, I would invite the whole House to lend their support.

[Alan Brown]

I said that the Government need to make sure that no loopholes are created—that no categories fall between the cracks, so that insurance is not compulsory; motorsports was mentioned. If the Government are letting the Bill brought by the hon. Member for Wellingborough (Mr Bone) pass through, will they do some sort of risk or impact assessment?

[Trudy Harrison]

My officials have been examining the detail. If the hon. Gentleman would write to me with the specifics, I will be very happy to write back with a more detailed response.

The presentation Bill will comprehensively remove the effects of Vnuk and Lewis from GB law. The Government regard the Bill as uncontroversial, hence its provisions being appropriate for a presentation Bill. That is possible because the UK has a very strong consumer protection arrangement in place, via existing insurance products such as employer’s liability and public liability. Removing the effect of Vnuk will save the industry and consumers money without having any substantive downsides.

The Bill will have many positive effects beyond the headline objectives of removing the effects of Vnuk and saving motorists money. First, it will ensure that the law concerning third-party motor insurance in Great Britain is consistent. Currently, the Road Traffic Act 1988 does not require motor insurance for use of vehicles on private land, as its focus is on the road and other public places. It extends its scope to a sensible range of vehicles, as defined in the Act. The retained EU case law that would be removed by the presentation Bill contradicts that, by extending mandatory third-party motor insurance requirements to private land and to a potentially much greater range of vehicles. The law currently points in two different directions, and the Bill is a good opportunity to bring clarity to the law.

Secondly, it will head off potentially enormous enforcement complications. Had we implemented Vnuk, the police would potentially have been required to monitor newly in-scope vehicles never intended to go anywhere other than someone’s garden. The difficulty in gaining access to sites of collisions on private land may have led to the need for additional police powers and a practical effect of less enforcement of uninsured vehicles and of encouraging crime.

Thirdly, implementing Vnuk would have meant that a huge range of newly in-scope vehicles would suddenly have been required to be registered on the DVLA database, with licence plates required. It would have been preposterous to have to stick on a licence plate and register a ride-on lawnmower that never left the back garden.

[Kerry McCarthy]

While we are on the subject of uninsured vehicles, when can we expect to see regulations on e-scooters? There are so many of them—300,000 privately owned scooters are used on our streets, as well as the legitimate pilot schemes. When will the Government accept that the pilots have done their job and come forward with some regulations?

[Trudy Harrison]

I can speak with some experience on this issue, because my constituency has been a trial area. We are assessing the various trials and will be able to respond to the hon. Lady’s question in due course.

We understand the importance of the Bill for many Members, and we will watch its passage with keen interest. I was pleased to hear the hon. Member for Bristol East mention the support for cycling. I am delighted to say that during the pandemic we saw a 46% increase in cyclists. That has had a positive effect on my Department’s active travel aspirations.

If the Bill fails—I encourage all Members to ensure that does not happen—the Government will continue to explore bringing forward the necessary legislation as soon as parliamentary time allows.

I again thank my right hon. Friend the Member for Chipping Barnet for raising this topic of debate. Our commitment to remove Vnuk from GB law and to end the liabilities that impact on the insurance industry remains a priority for us.

Tram Safety

Trudy Harrison Excerpts

Monday 20th September 2021 Commons Chamber

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

I congratulate the hon. Member for Croydon Central (Sarah Jones) on securing this very important debate on tram safety and on her speech this evening. She is absolutely right to pay tribute to those who assisted at the scene and thereafter. I also thank the hon. Member for Strangford (Jim Shannon) for his contribution.

What happened at Sandilands was truly tragic. I know that this accident has particular significance to the hon. Lady and her constituents, as well as to those in the tram sector. The recent inquest must also have bought back painful memories for many people. Our thoughts remain with those who lost their lives or were injured in the tragedy at Sandilands, and with their families and friends. I am absolutely confident that Baroness Vere, the Minister with responsibility for light rail, will be very happy to meet the families.

After the incident, the rail accident investigation branch carried out an independent investigation to establish the causes, making a total of 15 recommendations in December 2017, with an addendum published in October 2018. The recommendations included setting up a new joint industry body to enable UK-wide co-operation on safety matters; developing tram standards and good practice; and providing authoritative, impartial advice for the industry to better understand, identify and foresee risk.

Subsequently, the Government provided funding to set up the Light Rail Safety and Standards Board, which the hon. Member for Croydon Central referred to, to ensure safer journeys for tram passengers and to help implement the recommendations of the RAIB’s investigation report across the industry. To date, the Government have provided more than £3 million of funding to the board to spearhead sustainable improvements in the management of safety risk in the industry and to allow more effective UK-wide co-operation.

I concur with the hon. Member’s comments that the tram industry and the LRSSB have made good progress in implementing the recommendations. I would like to cover several areas of that progress. First, the board set up an industry risk model, as well as the tram accident and incident reporting database, which is now implemented and embedded across the UK tram network. It has developed an assessment tool that helps the sector to understand risks relevant to individual networks and identifies potential gaps in design, processes and people. I am pleased to say that the research and development programmes run by the board have been able to identify potential sector-wide solutions to elements in the Sandilands report, and that those programmes have been recognised internationally.

Importantly, the tramway principles and guidance are now under the custodianship of the board. Previously administered by the Office of Rail and Road, they are now the cornerstone of the new digital reference library and are continually updated online with the latest best practice. Finally, the board continues to explore new and emerging technologies to bolster tram safety, drawing from different industries both nationally and internationally.

I understand that there are some recommendations that need to be fully implemented across the whole system, but I assure the House that the board will continue to update the Office of Rail and Road on its progress and that my Department will continue to monitor that progress and push for the recommendations to be implemented as soon as possible.

To address the specific points that the hon. Member raised, I am desperately sorry to hear that some of the families are distressed by the senior coroner’s verdict, and I have listened carefully to the potential implications of the Norfolk precedent. I know that the hon. Member understands that coroners and inquests are rightly independent of Government, and given that families are preparing for a potential judicial review, it is not appropriate for me to comment any further. However, I reiterate the offer of a meeting with Baroness Vere; it is absolutely right and proper for the hon. Member to call for that, and I am sure that it will happen.

I thank the hon. Member for bringing to my attention the potential loophole in transport legislation. My Department will investigate it thoroughly.

Safety on our tramways is paramount for the Government. That is why we have provided more than £200 million in emergency funding to allow trams to keep running during the pandemic so that key workers could travel, and why we build on the vital work of the independent Office of Rail and Road, the Light Rail Safety and Standards Board and all tram systems across the UK to ensure that we have the very highest standards of public safety on our public transport systems.

Let me end by reiterating that light rail systems have an integral role to play in the economic and social recovery of this country post pandemic. Light rail boosts connectivity, improving access to jobs, healthcare and local services, all while improving air quality, but the tramways should also be as safe as possible. I hope that the actions that I have highlighted today reassure Members across the House that the Government are taking tram safety extremely seriously. The Sandilands incident should never be allowed to happen again.

Question put and agreed to.