Jesse Norman
MP for Hereford and South Herefordshire · Conservative · United Kingdom
“In view of the new Prime Minister’s spending priorities, it now seems highly unlikely that the ruinously expensive current plans will be put to the House before the end of this year. Seven months have already passed with no action.”
“10 North have real spending powers of its own? If the answer is yes, then this will be a new kind of cross-departmental Ministry—perhaps a territorial Ministry, like a regional Government but with no defined scope or mandate. We will need to see the legal instruments delegating Treasury authority and functions to it.”
“I rather fear that, given our longevity and at least the level of banter on the Government side of the Dispatch Box, we will be seen over time as the Morecambe and Wise, or perhaps the two Ronnies, of British politics.”
“The past few weeks have brought news of the deaths of Dolly Parton, Tim Curry and Wendell Berry. I am sure that many colleagues will share my sense of shock and sadness at the loss of those extraordinary figures, but also give great thanks for their lives. Truly, we live in a world of change.”
“10 North will not have spending power of its own, then ultimately the Treasury and the Chancellor will continue to sign off on its public spending and on any taxing matters. Decentralisation is really important, but No. 10 North will not be a means of decentralisation in this scenario; it will be just another layer of Government.”
“But we are not going to cast nasturtiums, in the words of a friend of mine, on any of this nonsense—not even on Baroness Lloyd and the hopeless Building Digital UK, who have entirely failed to address the issue of fibre broadband in neglected parts of my constituency and simply repeated the same language of incompetence and failure to me…”
The complete record
Every one of 5,414 lines we hold for Jesse Norman, in date order, each linked to its source. Free to read, in full, without an account. Page 67 of 109.
“The package travel directive provides for consumer protection in relation to package holidays and other linked travel arrangements. It is primarily implemented in the UK by the Package Travel and Linked Travel Arrangement Regulations 2018. Corrections to those regulations, so that they continue to work after exit day, have already been made through the Package Travel and Linked Travel Arrangement (Amendment) (EU Exit) Regulations 2018—quite a mouthful, but important in law. Provisions under the directive relating to insolvency protection are implemented in part through the air travel organisers’ licensing scheme. The directive provides for the mutual recognition among European economic area member states of insolvency protection regimes.”
“It also makes some changes to the Civil Aviation (Air Travel Organisers’ Licensing) Regulations 2012, which were recently amended to implement elements of the package travel directive. The three EU regulations are: first, regulation 261/2004, which establishes the rights of passengers, including their right to compensation and assistance, if they are denied boarding against their will or if their flight is cancelled or delayed; secondly, regulation 1107/2006, which establishes the rights of disabled passengers and those with reduced mobility to use air transport, as well as their right in law to receive free-of-charge assistance; and thirdly, regulation 2027/97, which harmonises the obligations of Community air carriers regarding their liability for injury to passengers and damage to baggage, in line with the provisions of the 1999 Montreal convention.”
“Members will be aware, a draft withdrawal agreement is being considered. Delivering the deal negotiated with the European Union remains the Government’s priority, but as a responsible Government we are under an obligation to make all reasonable plans to prepare for a no-deal scenario. To that end, officials have conducted especially intensive work to ensure that there continues to be a well functioning legislative and regulatory regime for aviation and consumer protection. We set out in the technical notices published in September how that would work, and the instrument before the Committee provides the means to deliver some of those outcomes. The draft instrument corrects three EU regulations that provide an important consumer protection regime for passengers travelling by air.”
“I beg to move, That the Committee has considered the draft Air Passenger Rights and Air Travel Organisers’ Licensing (Amendment) (EU Exit) Regulation 2018. It is a pleasure to serve under your chairmanship, Mr Davies. The draft regulations will be made under the powers conferred by the European Union (Withdrawal) Act 2018 and will be needed if the UK leaves the European Union in March without a deal. Following the UK’s decision in the 2016 referendum to leave the EU, the Government have been working hard to develop a positive future relationship with the EU. The Department for Transport has undertaken significant work on the withdrawal negotiations and to prepare for the full range of potential outcomes from the negotiations. The best outcome is for the UK to leave with a deal and, as hon.”
“Gentleman said, and I will write to him if need be, but part of the point of the measure is that we should be able to enforce regulation where it is needed. There are only 13 EEA businesses requiring ATOL registration in the UK, so it is not an enormous issue in terms of the number of businesses involved, although some of them are large businesses. Of course, he will be aware that there are parallel protections under EU law for people who use EU services without regard to ATOL. To the hon. Member for North Ayrshire and Arran, I say only that I note the point she made and that I am grateful for her support. Question put and agreed to .”
“I am grateful to the two hon. Members who have spoken for expressing their parties’ support for the legislation and for the questions they have asked. The hon. Member for Kingston upon Hull East asked whether there is any way to extend the scope of the associated criminal offences. It is an interesting suggestion and we will take it on board. He will be aware that in law, under the European Union (Withdrawal) Act 2018, we are not permitted to extend the scope—we are really about “lifting and shifting” EU law into UK law—but in the event of a no-deal Brexit or another managed agreement, there may well be scope to consider his suggestion and I am grateful to him for it. The issue of ATOL protection not being recognised is a technical one, as the hon.”
“On a point of order, Mr Speaker. I understand that in the previous debate there was some unhappy and unfortunate talk about the potential for the M3 to be closed in connection with a lorry park. I want to put it on the record, from the Government’s perspective, that the Government have absolutely no intention whatever of closing the M3 in connection with a lorry park. Therefore, the record should stand corrected as from now.”
“Friend will recognise from this quick canter through the various pots of money and opportunities available that his county has done well and that if the bids can pass muster in this very competitive process, they will stand every chance of an attractive outcome. He knows that a series of bids have been placed, or are due to be placed, in front of the Government for those different pots, and I urge him, his county council and local partners to continue to build robust and compelling cases that can demonstrate to the Government that investment in key infrastructure is well worth while and will deliver the key targets that they have specified, along with benefits for current users and future growth and success. Question put and agreed to.”
“Oxford does have a section of the A40 that is eligible for the local roads network, in that it fits the criteria that we have set for that. It is now for local partners to gather evidence that demonstrates which improvements are priorities for their respective areas, and to bid for support. This is a major new Government initiative to create a package of support for schemes that are eligible along the future major road network. It therefore provides an opportunity across the country, not just in Oxfordshire. The Oxford to Cambridge expressway has also been raised, and my hon. Friend will know that considerable investment is being made in that area to improve transport connectivity and growth not just across Oxfordshire and the region, but for the benefit of the UK as a whole. I think that my hon.”
“Final funding awards for the proposals will be determined by the Ministry of Housing, Communities and Local Government following the assessment of detailed business plans. I understand that Oxfordshire County Council intends to submit its own proposals early this year. My hon. Friend has raised the issue of maintenance and potholes on many occasions, and indeed he secured a debate on the subject in July last year. As he will know, the Government have since allocated a further £420 million of new money for local highways maintenance —not necessarily entirely as a result of that debate. That means an additional £7.4 million of funding for local roads in Oxfordshire, which adds to existing committed funding sources totalling some £28.2 million for the county. My hon. Friend rightly mentioned the major road network.”
“The Department will continue to provide advice to Lord Faulkner’s taskforce, which has been established to develop a vision for the route between Worcester and Oxford—and, ultimately, of course to Herefordshire—and to develop proposals. On the housing side, the autumn Budget provided an extra £500 million for the housing infrastructure fund, bringing the total funding available to £5.5 billion. In March 2018, the Government announced the areas that are being taken forward through co-development, where the Government work with local authorities to further develop their proposals. Oxfordshire is one of the designated areas for co-development. The Department works closely with other Departments and local partners to take forward these proposals.”
“There are also wider aspirations to tackle congestion in the longer term. As my hon. Friend pointed out, a consultation has recently closed on plans for the first phase of these improvements, and my officials continue to work closely with Oxfordshire County Council to take the project forward. The North Cotswold line is not strictly within the terms of this debate, but it has been raised and I am pleased to discuss it quickly. As with the road, its chief glory is that it leads to Herefordshire, so I have a certain stake in this issue, and of course colleagues representing constituencies along the line would like to see faster and more frequent services. Any proposals must be supported by a robust business case in accordance with the rail network enhancements pipeline.”
“We hope that this will deliver major enhancements to the strategic route, connecting centres of innovation and economic growth. I understand that the county council aims to have the park and ride and bus lane open for use by April 2021. Improvements to public transport should provide a viable alternative to private car use and, as my hon. Friend rightly said, a substantial modal shift would help to address congestion and would also be of enormous public value in others ways. This scheme and other current and planned projects will provide congestion relief in the short to medium term along the A40. Of course, there is also a £5.9 million local growth fund commitment to the Oxford North project, a package of measures to improve transport in the north of the city and to provide a new research space and new homes.”
“Friend the Member for Witney acknowledged, the majority of local transport improvement schemes are funded through the local growth fund—it is not entirely a Department for Transport scheme. We are providing some £6.7 billion to that fund over the six years from 2015-16 to 2020-21. Funding also comes through local enterprise partnerships, with some 600 transport schemes being funded across England. There is also considerable planned investment on the A40 through the local growth fund. The Oxford science transit scheme has been allocated £35 million of the fund to support the expansion of the integrated public transport system west of Oxford, including the provision of bus priority and of a 1,000-space park and ride at Eynsham, to which my hon. Friend referred.”
“That was why in November 2017 the Government announced that Oxfordshire would receive up to £215 million of new funding to support its ambition to plan for, and to support the delivery of, 100,000 homes by 2031. That is alongside a commitment to adopt an Oxfordshire-wide statutory joint plan by that year. This ambitious and comprehensive investment programme is designed to deliver sustainable development and growth, with a focus on the amenity, quality and liveability of the area and on affordable housing. On 12 September 2018, the first of the planning flexibilities agreed as part of the deal was enacted by written ministerial statement. This has amended land supply policies for Oxfordshire, and the Government look forward to the county developing its joint statutory spatial plan, making use of these new flexibilities. As my hon.”
“Friend the Member for The Cotswolds (Sir Geoffrey Clifton-Brown) neglected to make that point when sketching the gap between Gloucestershire and Wales, thereby ignoring much—almost all—of what is of value in this. There are considerable growth ambitions for the west of Oxford along this corridor and the debate is therefore timely. The county has a fast-growing and successful economy that contributes some £21 billion per year to national output. It competes well on a global stage as a centre of science and innovation, but infrastructure constraints there, as elsewhere across the country, are a barrier to housing development and job creation.”
“I congratulate my hon. Friend the Member for Witney (Robert Courts) on securing the debate and welcome the opportunity to speak about the A40 west of Oxford, although, unfortunately, such has been the Periclean—indeed Demosthenic—quality of his oratory that he has left me nine minutes of a 30-minute debate in which to respond. He and other colleagues raised many issues that it would be nice to touch on, so in a way it is a pity that there is not more time for the Government to give the account he seeks. I understand the great importance of this road in the area and to the local people who regularly use it. It will be no secret to hon. Members that the A40 can experience congestion—at times severe congestion. It should be said that the chief glory of the road is that it leads to Herefordshire. I was astounded that my hon.”
“The draft instrument provides that such certificates shall be treated as if they were issued by the CAA. With the exception of certificates relating to aircraft design, the instrument also limits the validity of such certificates to two years after exit day, after which CAA-issued certificates will be required.”
“Amendments can be made only where it is necessary to reflect technical, operational or scientific developments or evidence in the relevant technical field to the extent necessary to achieve the objectives of the EASA basic regulation. In addition, the draft instrument revokes four implementing regulations that set out internal procedures for EASA, as they will not be relevant to the UK after EU exit. Finally, I should stress that none of the amendments changes any of the technical requirements established by the retained EU regulations. All certificates, licences and approvals issued by EASA or EU/European economic area states prior to exit day will remain valid in the UK by virtue of the withdrawal Act if valid in the UK immediately before exit day.”
“The power to amend the retained principal EU regulations is very limited, and is designed to ensure that the regulatory system can adapt to technical developments and changes to the international standards adopted by the International Civil Aviation Organisation. Those powers mainly relate to the annexes to the regulations. Most notably, the Secretary of State will have the power to amend the essential requirements contained in the annexes to the EASA basic regulation by making regulations subject to the negative resolution procedure. The essential requirements are the high-level safety objectives, which are implemented through the technical requirements.”
“While design certification has formally sat with EASA since 2008, it is not a capability that the CAA has totally relinquished, and we are confident that it will be able both to meet the needs of industry and to fulfil the UK’s international obligations as the state of design. The CAA is implementing contingency plans to ensure that it will be able to undertake the new functions effectively from exit day. In all, the CAA will need to take on around 59 new staff. The European Commission also has a number of functions under the EU regulations. Most notably, it has the power to adopt regulations, to adopt or amend technical requirements, and to make limited, specified amendments to the principal EU regulations. Those functions will be assigned to the Secretary of State.”
“However, EASA is responsible for a number of functions, which include preparing proposals for new technical requirements and for amendments to existing technical requirements; approving organisations that design aircraft and aircraft engines, and certifying the design of aircraft and engine types; approving organisations based in third countries—for example, flight training and aircraft maintenance organisations; and functions relating to the management and oversight of the aviation safety regulatory system, which include managing the mechanisms for the exchange of information and auditing the application of technical requirements by a member state’s competent authorities. The Civil Aviation Authority will take on those functions, with the exception of those relating to the management of the EU safety regulatory system.”
“The majority of regulatory functions required under the EU regulations are currently undertaken by the competent authorities of the member states. Those include licensing pilots, air traffic controllers and maintenance engineers, certifying the airworthiness of individual aircraft, certifying airports and airport operators, approving production, maintenance and flight training organisations, and approving air traffic management and air navigation service providers.”
“It will also correct domestic legislation made to implement aspects of those regulations. These changes should ensure that the statute book continues to function correctly after exit day. Many of the corrections are to make clear that the retained legislation applies only to the UK. For instance, references to “the territory to which the Treaties apply” are replaced with “the United Kingdom”. References to “the competent authority” are replaced with references to “the CAA”. Other amendments relate to the relationship between member states. For example, requirements on mutual recognition are deleted, as are requirements for co-operation and the sharing of information. The draft instrument will also reassign functions that currently fall to EU bodies.”
“The other principal regulations are: regulation 3922/91 on technical harmonisation, which has largely been replaced by the EASA basic regulation, although the flight and duty time limitations established under the regulations still apply to the crews of aeroplanes undertaking air taxi, emergency medical service and single-pilot commercial air transport operations; regulation 2111/2005, which establishes the list of air operators banned from operating to the EU on safety grounds; regulation 996/2010, which sets requirements for the investigation of air accidents and incidents; and regulation 376/2014, which establishes requirements for civil aviation occurrence reporting. The draft instrument will correct deficiencies in the retained EU regulations that I have listed.”
“These implementing regulations also ensure that EU member states can meet their obligations under the wider convention on international civil aviation, known as the Chicago convention. There are 13 implementing regulations dealing with different aspects of aviation safety that will be corrected by the draft instrument. These cover the design, construction, maintenance and operation of aircraft; the licensing of flight crew, maintenance engineers and air traffic controllers; the provision of air traffic management and air navigation services; and the design and operation of aerodromes.”
“The draft instrument corrects five principal EU regulations relating to aviation safety, together with several Commission implementing regulations made under them. As Committee members will understand, and as you will appreciate, Mr Evans, these are rather technical matters, but it is important to be clear about them. The most important of the regulations is EU regulation 2018/1139, more commonly known as the EASA—European Aviation Safety Agency—basic regulation, which establishes a comprehensive regulatory framework for aviation safety in the EU. In particular, it provides for the continued establishment of EASA and the adoption by the European Commission of implementing regulations on aviation safety.”
“As Committee members will be aware, the best outcome will be for the UK to leave with a deal, and hon. Members will know that a draft withdrawal agreement is being considered. We remain confident that that agreement will enter into force at the end of March next year. However, we must, of course, also make all reasonable plans to prepare for a no-deal scenario. To that extent, we have conducted particularly intensive work to ensure that there continues to be a well-functioning legislative and regulatory regime for aviation. We set out how this will work in the technical notices published in September, and the draft instrument will provide the means to deliver some of those outcomes.”
“I beg to move, That the Committee has considered the draft Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019. It is a delight to serve under your chairmanship, Mr Evans. I wish you, Committee members and the Clerks a very happy Christmas. The draft instrument will be made under the powers conferred by the European Union (Withdrawal) Act 2018 and will be needed if the UK leaves the European Union without a deal next March. Following the UK’s decision to leave the EU after the referendum in 2016, the Government have been working hard to develop a positive future relationship with the EU. The Department for Transport has undertaken a significant amount of work with respect to the withdrawal negotiations themselves, and to prepare for the full range of potential outcomes from the negotiations.”
“We are working to achieve a positive deal with the EU, but this instrument is an essential element of our contingency planning for a no-deal exit; it will enter into force on exit day only under those circumstances. The instrument will ensure, in the event of a no-deal EU exit, that the UK’s aviation safety regulatory regime continues to work effectively and the aviation industry has clarity about the regulatory framework in which it would operate. I commend this instrument to the Committee.”
“It is a fair question. As my right hon. and learned Friend will be aware, we are discussing a context in which we do not have a deal with the EU, so this is a contingency that is not covered by the main case. Even in this contingency, however, there is every reason to think that the very extensive information sharing that exists would continue, even if only informally, for a period until the necessary protocols could be retained. He will know that the CAA was itself one of the progenitors of EASA, and there are extremely close working relationships between the two sides. The restriction I have described is necessary, as the CAA needs to issue the safety certificates to have full oversight of aviation safety in the UK, in accordance with our obligations under the Chicago convention.”
“I hope the Committee has found this sitting useful and will join me in supporting the regulations.”
“Of course, it is an independent body, funded by the industry; it has been supported a little in the past year by some taxpayer money to deal with contingency planning, but his point is well recognised. As an expert agency, it is important that it remains appropriately independent of any political influence. To wind up, we remain confident that we will reach an agreement with the EU, but it is important that we, as a Government, prepare for the unlikely outcome that we may leave with no deal. This instrument is essential to ensure that a crucial part of the regulatory framework for civil aviation continues to work effectively from exit day in this country, and, as hon. Members have mentioned today, that we have a high level of safety, irrespective of the outcome of negotiations.”
“I am also grateful to the hon. Member for West Dunbartonshire for his questions and, as I have said, for the SNP’s support. I can give him a very strong assurance that, as we have done in this contingency arrangement, we will not really be carrying over the standards of EASA, many of which were, of course, originally derived from CAA standards and are the product of UK regulation over many years, but we see no reason why there may not, in time, be scope to lead a conversation about improving standards across the European continent, whatever the status of the country. The hon. Gentleman’s point about strengthening the independence of the CAA is well made.”
“Possibly they will be more liberal and open than the Commission anticipates. The hon. Gentleman asked how many more SIs there will be. We have four more SIs remaining in the area of aviation. We—and the Government, looking across the piece—do not anticipate any interruption to the flow of secondary legislation in this area. The hon. Gentleman mentioned the industry’s concerns about the lack of clarity, and we fully recognise that this inevitably complex process has a lack of clarity associated with it. I hope he and the Committee will understand that, between the technical notices, the withdrawal Act and the various other commitments the Government have put in the public eye, as well as the implementing legislation, we have sought to reduce any obscurity and to create as much clarity and stability as possible for the sector.”
“It reinforces the picture that he, I and other colleagues have discussed in previous Committee meetings about the generally positive trajectory of discussions. We heard the announcements that the European Commission made on 13 November about periods of visa-free staying in the EU for UK nationals, which of course will be reflected on both sides. The Committee will also recall that, at that point, the EU made it clear that it was comfortable with the overflying of EU states, which is important. There is a positive trajectory here. It is important to say that we are looking at the proposals with a degree of caution, because they are not yet fully implemented; they are proposals from the Commission, and it is not absolutely clear that member states will not have their own ideas about these things.”
“I remind him that we are making plans against a contingency; there are continuing conversations between the UK and the EU on the relationship with EASA, and we are hopeful that those will be satisfactorily concluded. It is important to say that nothing has specifically changed from that point of view. Will the UK lose influence? I think that is unlikely; the form of our direct relationship to EASA itself may change, but the UK remains a very large international and national market for aviation services and a leader in aviation technologies, so I expect its influence to remain very substantial. The hon. Gentleman welcomed the news that has come today from the EU about basic landing rights, and he is right to do so.”
“I thank the hon. Members for Kingston upon Hull East and for West Dunbartonshire for their questions. I know it was a temporary slip of the tongue that the hon. Member for Kingston upon Hull East failed to wish a happy Christmas to those on the Government Front Bench, but I know, as an old friend, that he did so, and I am happy to take that in the spirit in which it was not intended. I thank both hon. Gentlemen for the support that the Labour and Scottish National parties are giving this important piece of implementing contingency legislation. The hon. Member for Kingston upon Hull East raised the question of associate membership of EASA.”
“Progress is being made on the recommendations from the RAIB report. This is an important issue at an important moment. Light rail is popular, as can be seen from the statistics: more than 267 million passenger journeys were made on the eight light rail and tram systems in England in 2017-18. The sector prides itself on being one of the safest modes of public transport, and it strives to maintain high standards in safety. The safety record speaks for itself. Until this accident occurred in 2016, no passenger had been killed on a tram since January 1959. The Government are committed to ensuring that industry and the regulator apply the lessons that have been learned so that a tragedy of this kind can never happen again. Question put and agreed to .”
“The information that they have gathered so far indicates that laminated windows could be fitted—albeit, as the hon. Lady has mentioned, at extra cost and, more problematically, extra weight—to new vehicles. For current tram fleets, fitting a protective film to the windows would help to reduce risk. Regarding doors, most UK tramway systems have more modern vehicles with doors that have fully welded construction, which offers far more structural integrity and should aid containment in the context of a crash. Operators have also reviewed their emergency lighting, and suppliers have been able to offer a cut-off switch that is covered and not exposed in the event of an impact. Most suppliers stated that they could also offer as an option internal lighting with integral energy storage in the lighting units, if required.”
“We expect a full report to be published by UK Tram next week. Building on work undertaken by Transport for London, UK Tram has reviewed the availability of driver vigilance devices—also named driver inattention devices—which could monitor the alertness of a driver and detect when they are likely to lose concentration. Again, a full report is due to be published for UK Tram members next week. I am also pleased to inform the House that all tramway operators in the United Kingdom have reviewed all bends and curves on their systems and introduced countdown speed restrictions and chevron signs on the approaches, where required. In order to identify means of improving the passenger containment provided by tram windows and doors, UK Tram and the operators have been in discussions with manufacturers to see whether improvements can be made.”
“The Department received a further funding proposal from the board in late October—that is, five or six weeks ago—and I am pleased to say that we are looking closely at this request and I expect to make an announcement shortly. Meanwhile, a range of other work is under way. UK Tram has defined a programme to develop a light rail risk analysis model that can be applied to all UK tramway systems and, where appropriate, to other light rail systems. UK Tram has let a contract with consultants after the steering group agreed the terms of reference for this project, and work has now commenced on the development of this risk model. UK Tram has also reviewed the availability of technical devices for automatically monitoring and/or controlling the speed of a tram on the approach to junctions and other key locations.”
“Lady suggests that the Department for Transport has not provided funding or been active in ensuring that the recommendations from the RAIB report have been implemented, but let me assure the House that that is not the case. While the board was being set up, the Department allocated £250,000 to UK Tram in July this year as an interim payment to ensure that progress on working through the recommendations could begin quickly. I am pleased to report to the House that work on the recommendations is being taken forward by the sector. The light rail safety and standards board steering group has now developed a business plan setting out the functions of the full board. A board of directors has been elected and a chief executive officer has been appointed.”
“The board has now been created to provide expert support to the light rail industry in this country and to take forward sustainable improvements in the safety and efficiency of tramways and light rail systems. It will also oversee the work to undertake the recommendations from the RAIB report, and its primary functions will include risk analysis, informing industry decisions and sharing best practice; codification and development of standards and guidance; establishing relationships with other light rail jurisdictions around the world; light rail innovation and research; collaboration with other industry safety bodies; safety, accident and near miss reporting, collation and analysis; reviewing industry dissemination of information and lessons learned; and oversight of competent persons and accreditation. The hon.”
“At a further meeting held in Manchester in January this year, the Department for Transport, the Office of Rail and Road, tram system owners, operators and infrastructure managers convened to discuss the way forward and how the sector as a whole could take responsibility for and ownership of proceeding with the recommendations arising from the RAIB report. At that meeting, the independent review group reported its proposals for a light rail safety and standards board to be formed. The review group also proposed that there was a need properly to scope the new organisation and its function, structure and budget, particularly with regard to funding.”
“That is why one of the main recommendations in the RAIB’s report was for the Office of Rail and Road to work with the UK tram industry to develop a body to enable more effective UK-wide co-operation, in what is inevitably a varied sector, on matters related to safety and on the development of common standards and good practice guidance. UK Tram, which is the voice of the light rail sector, and the Office of Rail and Road called a meeting of the industry in London last year at which it was agreed to establish an independent review group to consider the RAIB recommendation regarding setting up such an industry body to be responsible for ensuring better co-operation on light rail safety and standards.”
“These recommendations relate to action in five main areas: the need for modern technology to intervene when trams approach hazardous features too fast or when drivers lose awareness of their driving; the need for operators to promote better awareness and management of the risk associated with tramway operations; the need for work to reduce the extent of injuries caused to passengers in serious tram accidents and to make it easier for them to escape; the need for improvements to safety management systems, particularly to encourage a culture in which everyone feels able to report mistakes, including their own; and the need for greater collaboration across the tramway industry on matters relating to safety.”
“RAIB found no evidence that the driver’s health or medical fitness contributed to what happened, but stated that, although highly unlikely, an undetected medical reason cannot be discounted. Of course, as the hon. Lady made clear, further investigations are continuing and I know the House will understand that it would not be appropriate to say anything further on this issue. The RAIB investigation did, however, find that the risk of trams overturning on curves was not properly understood and so there were insufficient safety measures in place. It also found that many of the fatalities and serious injuries were as a result of falling through the windows or doors as the tram overturned. As the hon. Lady made clear, the RAIB report made 15 recommendations to help to improve safety on UK trams.”
“Its investigation identified that the immediate cause of the tram overturning was that it was travelling too fast to negotiate the curve, and the causal factors for that were that the tram did not slow down to a safe speed before entering Sandilands south curve because the driver did not apply sufficient braking. RAIB’s report states that, although some doubt remains as to the reasons for the driver not applying sufficient braking, RAIB concluded that the most likely cause was a temporary loss of awareness of driving task due to a period of low workload. It is also possible that, when regaining awareness, the driver became confused about his location and direction of travel.”
“The tram at that time was travelling at approximately 73 kph. Of the 70 people on board, seven lost their lives and 62 people were injured, 19 of them seriously. Following this tragic accident, the Rail Accident Investigation Branch undertook an investigation, as is normal practice in these types of incidents. RAIB is independent and its investigation and report do not apportion blame or liability. Its sole purpose is to ensure lessons are recorded and learned in order to improve safety and prevent future such accidents occurring. RAIB published its report into the tram-overturning incident at Sandilands on 7 December 2017.”