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…”
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“Would it were the case that only a visit from a serving President of the United States of America was required to interrupt the traffic and cause congestion. Tragically, as has been pointed out, congestion is absolutely an everyday feature—I visited the stones recently and sat in a traffic jam. The experience is a rotten one for all involved, awful for the site and not good for the stones themselves. Those points are sometimes forgotten. One of the congestion points is precisely at Stonehenge. The distance of the road from the stones when it passes near them is 165 metres, or less than 200 yards, which is an astonishing fact. The sight, smells and sound of stationary traffic are brought directly into the centre of a unique prehistoric environment.”
“I am grateful for that clarification—if it was one—so let me say this. If the hon. Lady wishes to intervene before I finish to say that I have given her such assurances, that will reassure the many people in Exeter and Plymouth who might be worried about whether the Labour party supports the project. Let me frame the proposals in their wider context. As hon. Members know, the A303 is the most direct strategic route between the south-west and the south-east and indeed the east of England. That makes it a vital arterial corridor, as has been noted throughout the Chamber during this debate. Several sections of the road, however, are single carriageway, causing congestion, delays and greater risk of accidents.”
“Projects up and down the country are being delivered through the Government’s £15 billion investment in our strategic roads, our motorways and main A roads. I salute my ministerial colleague, my hon. Friend the Member for Wealden (Ms Ghani), who had a fanfare a few minutes ago, and I think the reason for that was that my right hon. Friend the Secretary of State officially opened the £400 million A1 upgrade from Leeming to Barton last week, so there is now a continuous motorway link between Newcastle and London for the first time in this country’s history.”
“As my hon. Friend will know, we discussed this in a Westminster Hall debate in February and I have seen him and colleagues recently. It is a very important matter; we are aware of the strategic importance of the A5. We already have work in prospect between Dodwells and the Longshoot junction and we will continue to look closely at the matter.”
“I take on board the hon. Lady’s point, but the point I would make in response is that, over the next three years, Highways England will be investing and, by the end of that period, at a rate roughly three times more than the rate the Government inherited in 2010. Therefore, unprecedented levels of investment are going in. The hon. Lady is welcome to write to me or meet me if she wants to discuss this issue further.”
“A series of potential schemes are in place and they are moving forward to different forms of announcement or development, but I would be happy to send my hon. Friend a more detailed update.”
“The hon. Gentleman and I have met and we have met Highways England to discuss this, and I think it is overstating the matter to say there is no interest at all, but we continue to look at the issue.”
“There is guidance on this already, as my hon. Friend will know. I am not sure whether it is reflected in the road safety statistics, but I am happy to look at that.”
“As the hon. Lady will know, many of those ancient woodlands were planted only in the past couple of decades, so I am not sure that she has quite made her point.”
“The Department for Transport is providing just over £6 billion to local highway authorities in England, outside London, for highways maintenance funding from 2015 up to 2021. Of course, my hon. Friend will be aware of the £296 million pothole action fund.”
“My hon. Friend is absolutely right to raise that point, especially in the light of the recent very bad bouts of weather we have had, which have particularly affected local roads. Until then, it was true that the A and B roads were improving over time but that that leaves out the C and the U roads. A more strategic approach needs to be taken to that, and I am planning to do that in the months to come.”
“As my hon. Friend will know, the North bridge in Oundle falls under the responsibility of Northamptonshire County Council as the highway authority. Since 2015-16, the Department has provided the council with £72 million of local highways maintenance finance, including £12 million this year. That can be used to help to strengthen bridges. It is entirely for the council to determine how that funding is deployed.”
“Of course, these are matters for local authorities in each case, as the hon. Gentleman rightly points out. Our job is to take a more strategic view of the overall picture, which is what I have said we are planning to do.”
“As part of the local growth deal, the Government have already provided nearly £8 million of funding for the construction of phase 1 of the Northampton north-west relief road. We work closely with the Ministry of Housing, Communities and Local Government to ensure that investment in this infrastructure and others helps to unlock new homes and create workable, sustainable communities.”
“The answer to that question, as the hon. Lady will know, is that there is no correlation between having targets at the national level and the success of a road safety strategy. Many countries that do not have targets have had thoroughly successful road safety strategies. There are many parts of our public realm in which targets can be set by the authorities involved, and we welcome them when they are set.”
“As the right hon. Gentleman will know, we have published guidance making it perfectly clear that local authorities would be acting prematurely if they withdrew or curtailed funding through grants before further guidance, which, as my ministerial colleague has said, we expect to give before the summer.”
“As the hon. Gentleman will know, the road has been extraordinarily successful and is a great example of a piece of newly funded infrastructure. That issue is primarily for Halton Borough Council, but we are following the situation closely.”
“The debate is timely because we are still in the lee of the changes, which were launched less than a week ago and which constitute—we are reliably informed—the biggest change to network timetables in at least a generation. My hon. Friend has proved himself a vigorous and effective campaigner in many different areas, and this debate underlines that: it is the last debate before the recess, yet my hon. Friend is here fighting the case for his constituents. I salute him for that. He is doing so even though this issue was raised in the exchanges on yesterday’s urgent question and again in oral questions this morning. There has rightly been a consolidated set of interrogations of the Government, and it is now on the record from every conceivable angle. I appreciate that.”
“I congratulate my hon. Friend the Member for Hazel Grove (Mr Wragg) on securing this debate and thank my hon. Friends the Members for Crawley (Henry Smith) and for Harrogate and Knaresborough (Andrew Jones) and the hon. Member for Barrow and Furness (John Woodcock) for their contributions. We have been reminded that this is not just about Northern rail, although it is clearly central in this instance, but is an issue that affects other parts of the country, other parts of the north and parts of the south, too. My hon. Friend the Member for Hazel Grove has given us an excellent opportunity to discuss the recent timetable changes.”
“In Greater Manchester, Northern will begin to operate two trains an hour between Buxton and Manchester Piccadilly, significantly increasing the capacity on one of the most popular lines into the city. There will also be six trains an hour on weekdays between Rochdale and Manchester Victoria, as well as an hourly Sheffield to Manchester Piccadilly service every day. In Merseyside and Cheshire, Northern has made it clear that it will operate two weekday trains every hour between Southport and Manchester Victoria, two morning peak services from Southport to Alderley Edge via Manchester Piccadilly and two evening peak services from Alderley Edge to Southport via Manchester Piccadilly. A host of other changes and improvements have been put in place.”
“In a way, that is to be expected with any new timetable, but it is all the more regrettable given the current circumstances. Northern has assured us that it will continue to do everything it can to make certain that there is minimal service disruption and to keep customers informed. Officials in the Department have focused on ensuring that customers know that timetables are changing. I will not go further than my hon. Friend in addressing the specific issues that he has experienced in his constituency and on the Buxton and Hazel Grove line into Manchester Piccadilly. He has done a good and accurate job of bringing these issues to the forefront of the House’s attention. It is worth pointing out, however, that we will continue to see further improvements over time.”
“As a result, although the operators will be delivering an increase of 1,300 new services a week from May 2018, 900 services a week—disappointingly for customers—will not be delivered until the infrastructure is ready. Once that happens, it will be a further improvement. It became apparent in the early part of this year that the electrification process would not be completed on schedule. My hon. Friend rightly targets the question whether enough notice was given at that time. This required a lot of rethinking and rejigging by Northern. Although we are in the midst of significant operational challenges, I am afraid to say that it is appropriate to recognise that they have not yet ended. Once wishes that it were not so, but there may still be some further localised service disruption.”
“Friend the Member for Hazel Grove, in a very incisive analysis, put his finger on the central problem, which was that this electrification did not take place on schedule and that had all of these knock-on effects, and of course, in a network, knock-on effects themselves have knock-on effects and the result creates further disruption. The effect of the delays to the completion of the Manchester to Preston upgrade meant that Northern had to move some of its service enhancements to a later date. Further service enhancements for Northern and TransPennine Express are planned for introduction from the end of this year through until 2020. I am sure that colleagues will be working closely with the operators to ensure that they are put in place with minimum disruption.”
“In the case of multi-modal tickets, delay repay compensation is payable for delays that occur on the rail element of journeys covered by these tickets. Of course, the train operating companies and the relevant local transport authorities remain responsible for this policy. The Department has worked very closely with the train operators to make those compensation claims as swift and as simple as possible, including through online claim forms, smartcards and online apps. Let me turn now to the timetable. Northern has planned for some time to introduce these changes in two phases—one in December 2017 and the other in May 2018, with the latter being larger and more relevant. These were supposed to be underpinned by planned line speed improvements and electrification of the route between Manchester and Preston. Again, my hon.”
“Rail passengers are now more willing and more able than ever to demand and to receive, without undue disruption to their own timetables or cost, the compensation that they are due. Figures published for 2016-17 showed that more than £73 million was paid out to successful claimants—an increase of 63.8% on the previous year. Both Northern and TransPennine Express operate this delay repay compensation scheme, which allows rail passengers to claim compensation for each delay of more than 30 minutes or more whatever its cause. There are no exclusions for weather or for other delays outside the control of the rail industry. One suspects that quite a lot of this compensation will spike as a result of the experience that we have had over the past few days.”
“As colleagues across the House will know, in this case, the franchises are managed by the Rail North Partnership jointly on behalf of the Department and Transport for the North. I am assured that the team, which is based in Leeds, has been closely monitoring the situation and liaising with both operators. There is a timetable recovery plan against which Northern expect to be monitored by the Rail North Partnership team. In response to my hon. Friend’s question, I would not be surprised if a slightly more formal process of internal assessment were set up. It is absolutely right for passengers to be compensated if they are affected by disruption. I hope that it is understood across the House that the Department has, with some effectiveness, worked with train operators to promote passengers’ awareness of their compensation rights.”
“It is also right to note—the Secretary of State noted this himself earlier today—that many thousands of railway staff are working flat out to deliver the benefits of this enormous investment programme, and we should be celebrating their efforts. No one, least of all I or my colleagues, or indeed any Member of this House, wishes to see passengers face disruption, let alone on the scale that has been identified in the specific cases that have been picked out today. We understand the frustration that many have felt with this week’s service. The hope is that passengers will become a little more understanding as these initial issues are addressed and as the wider benefits start to feed through.”
“My colleagues have made it clear that if these teething problems are not resolved in the coming days, they will hold the industry to account—not merely the operators, but Network Rail itself, which is, I am afraid, at the heart of the problems that we have at the moment. The beginning of the week, as my hon. Friends have noted, was a challenging time for customers of Northern and the TransPennine Express, and operators have appropriately apologised for the disruption. It is sometimes forgotten that they were upfront—perhaps not upfront enough—about the kind of disruption that they were expecting and the scale and the number of the changes.”
“Clearly, there is an upside to this situation as well as a downside. By 2020, there will be more than 2,500 extra services a week with room for 40,000 extra passengers, and these will be, by and large, faster and more comfortable journeys, with new and direct services across the north and beyond. Indeed, this week’s timetable change, although we have properly and appropriately focused on the negative feedback that has occurred, has also been one that has delivered an extra 1,682 train services a week across the network. As I have said, the Department for Transport is monitoring the situation very carefully.”
“My hon. Friend neatly segues me on to my next topic. His point is well landed and well taken account of, and it will undoubtedly feed back to colleagues and officials, but as he will be aware, it does not require a PhD in cryptology or the detective skills of a Sherlock Holmes to realise that I am the Roads Minister and therefore will not be giving direct instructions to officials in this regard. Nevertheless, I shall ensure that due regard is taken of the point that he raises, and rightly so. For that reason, I may be a little less crisp on the detail than some of my colleagues on the rail side would be, but I assure all Members that their considerations will be heard and taken account of. As my hon. Friend the Member for Hazel Grove will know, Northern is now running hundreds more services compared with last week.”
“We continue to work closely with rail companies to drive down cancellations, and to support Network Rail and the wider industry in delivering these significant improvements. I suggest that those are all things for which we will ultimately be very grateful. Question put and agreed to.”
“As has been mentioned, Northern and TransPennine Express trains will be brand new or completely refurbished, and all Pacer trains will be gone. All that is to be welcomed. Again, I thank my hon. Friend the Member for Hazel Grove and all colleagues for the contributions they have made. Once this present phase has been completed, passengers on Northern rail will benefit significantly through some 1,300 extra services a week and rail users will have many things to be hopeful about for the future—not just brand-new trains but improvements to stations as well to service quality. The Minister of State, my hon. Friend the Member for Orpington (Joseph Johnson), has spoken to the chief executive of Transport for the North and the Mayor of Greater Manchester to underline his and the Department’s commitment to improving performance for passengers.”
“My hon. Friend is absolutely right. That point is all the more forceful from someone with his experience and terrific track record in the Department, and officials and those in the industry will take it properly seriously. If we look more widely, the position remains in many ways extremely positive. The Government will have spent more than £13 billion between 2015 and 2020 on improving and modernising transport in various forms across the north. We are building HS2—the first new north-south railway in this country for over a century—and will be providing better journeys through the new Northern and TransPennine Express franchises, albeit once the current disruption has settled. We are also investing well over £1 billion in improvements through the Great North rail project.”
“Should there be a limit on the number of permits available for haulage travel to EU member states, we want to make sure that the permit system does not adversely affect small operators, and we are confident that our proposed system will not do so. We hope that large and small operators will respond to the consultation so that we have a good understanding of the effect of the permit scheme on different sizes of business.”
“Our overall aim in negotiations is to maintain and develop the existing liberalised access for commercial haulage. The hon. Member for York Central asked whether it was my ambition to stay in the licensing scheme, to which the response is that our ambition is to maintain and develop the existing liberalised access for commercial haulage, as we have said. The future deal with the EU could, however, require a form of permitting system. The Bill will allow the Government to deliver an administrative system as part of the final deal. We are consulting on how permits will be allocated and what information the hauliers will be able to provide. We want to the system to be as practical and user-friendly for hauliers as possible and we will use the consultation responses to make sure that it is.”
“That will deliver our existing permit arrangements and give businesses the certainty that we can deliver on whatever arrangements are put in place for haulage after we have left the EU. Any delay in putting that system in place will cause more uncertainty and therefore additional cost to the industry. We will introduce regulations shortly after Royal Assent so that the system can be up and running. A requirement to lay a report and wait a further six months before laying regulations before the House would prevent us from putting in place our planned systems to support hauliers in preparing for Brexit. Hon. Members will be aware that the consultation on the Bill was launched just last week, on 16 May. That consultation is part of the UK’s preparation for its future relationship with the EU.”
“Regulations made under this part of the Bill will set up a framework, as has been acknowledged by Opposition Members, for a permit scheme that will then apply to any permanent agreements we reach with the EU, as well as to our existing and future agreements with non-EU countries and the European Conference of Ministers of Transport permit scheme. The effect of that is that regulations will be made under clauses 1 to 3 irrespective of what arrangements we make with the EU; the difference will be in the scope of those regulations. We stated during proceedings on the Bill in the other place that we intend to have a permit system in place and up and running by the end of the year.”
“It is an honour to serve under your chairmanship, Mr Davies. I am delighted to rise to speak on the amendment and the new clause. I will start by making a few outline comments about the nature of the Bill, and then I will come to the points that have been raised, including the point made by the hon. Member for Rotherham. Let me start by explaining clause 1 in slightly more detail. The clause does not make it an automatic requirement to carry a permit. Regulations made using the clause will only require permits where our international agreements mandate it, and they will exempt specific types of journey as covered in international agreements.”
“Member for Kilmarnock and Loudoun will welcome the fact that in the other place, the Government added clause 9 to the Bill to honour an undertaking given by my noble colleague, Baroness Sugg. The clause will provide Parliament with a report for any relevant year on the impacts of a limited permit arrangement with the EU, should that be the outcome.”
“That means that regulations will need to be laid later this year, following the consultation that is in progress. This is a careful process of putting in place regulations that we will be able to use for the longer term. The consultation includes draft regulations so that respondents can see what we propose. In addition, we have provided policy scoping documents that outline how we intend to operate a permit scheme, and they are available in the House Library. Those documents and the response to the consultation will set out the details of what the regulations laid before the House will achieve, and what their impact will be. A further report on what future regulations will cover would provide no further benefit to Members. I am sure that the hon.”
“As I have said, the purpose of the Bill is to put in place a framework of permits, which will continue irrespective of any specific outcome with the EU. We aim to put it in place by the end of the year. We are moving with a certain amount of speed, but in no sense hastily. We have already had widespread consultation with the industry and other stakeholders. There has been quite a high degree of cross-party support, and I was pleased that the Labour Party and the SNP did not oppose the Bill on Second Reading. We have been happy to take late-tabled Opposition amendments to respect the desire to get everything in place. That goes to the point raised by the hon. Member for Rotherham: there is no sense of undue haste, but we seek to put the framework in place.”
“I turn to the point made by the hon. Member for Kilmarnock and Loudoun. It would be neither practical nor desirable to ensure that no regulations were made until six months from the date on which such a report was laid before Parliament. I note the comment from the hon. Member for York Central that the Bill should be put on to the statute book in the shortest possible time. She is right about that; it should be done without haste, with cross-party agreement and in a measured way. Therefore, we should not be delayed by a further six months, which would be the implication of that change.”
“This is a framework Bill, and the consultation is on detailed aspects of the regulations—in particular, the criteria for granting permits. The consultation will inform the structuring and shaping of the regulations as they are introduced. We do not anticipate that any aspect of the consultation will remove the desire, which is widely shared across the industry, for more clarity and certainty and for a unified framework, which is what the Bill is intended to generate. The first set of regulations under part 1 of the Bill will set up a framework for a permit scheme. Parliament will be able to debate that, following the amendment we made to clause 23 in the other place. The Government recognise that we are still developing a policy, and it is only right that those regulations should be the subject of debate in both Houses.”
“Member for Kilmarnock and Loudoun noted on Second Reading: “when I try to get amendments through in Committee that require the Government to report on future implementation, they always vote them down”. —[ Official Report , 14 May 2018; Vol. 641, c. 70.] I am sorry to disappoint him today, but I do not believe that his amendment will provide Parliament with useful information. For that reason, I hope he will withdraw it.”
“The Government have been clear throughout proceedings on the Bill that it is not intended in any way to pre-empt the nature of the agreement between the UK and the EU and the future relationship, and it is not a suitable vehicle for such amendments. When the Bill was in the other place, noble Lords tabled amendments that would have required the Government to report on how the permits regime would affect the efficiency of haulage and their expectations for future arrangements between the EU and the UK. In response to those amendments the Government introduced clause 9, which focuses on the scheme’s actual impact on the haulage industry. By contrast, new clause 3 would require reports on the progress of negotiations on prospective agreements. The hon.”
“While we are negotiating with the EU, however, it is not helpful to provide Parliament with speculation about the prospects for success in the negotiations. The reporting requirement is also perverse in its effects. It would cover any agreement that includes permits—that is the effect of tying the definition of “relevant international agreements” to that in clause 1(4)—but not liberal agreements that do not involve permits, such as our current agreements with Albania and Turkey. Reports under the proposed new clause would not provide Parliament with a useful overall picture of the state of the Government’s work to help the UK haulage industry operate internationally.”
“The danger is that reports made under the new clause could be a mixture of the bland and the trivial. The approach of regularly setting out in public the detail of our negotiating lines, tactics and prospects of success appears to be an almost certain way to undermine our negotiation and the prospect of securing a good deal for road transport users—something that we very much believe is in prospect. I hope that I have been clear about the Government’s objective throughout. We want and actively expect to maintain the existing liberalised access for UK hauliers. A mutually beneficial road freight agreement with the EU will support the objective of frictionless trade. We are confident that our future relationship with the EU on road freight, as part of a wider continuing relationship on trade, will be in both sides’ mutual interest.”
“New clause 3 would require the Secretary of State to report every six months, beginning three months after the Bill comes into force, on progress in negotiations to secure international agreements on the transport of goods by road to, in or through other countries. The requirement is extremely broad; it covers any relevant agreement with any other country or organisation, at any stage in the negotiations. It would catch the smallest technical amendment to an existing agreement, and it could introduce a requirement to report on negotiations when they are at a particularly delicate point and when we are unable to report the substance of our negotiating position—along the lines hinted at by my right hon. Friend the Member for Scarborough and Whitby.”
“If we were to strike new agreements with non-EU countries, the amendment would require us to report on them and postpone the issuing of any of those permits for six months after the report. I hope that explanation provides the hon. Gentleman with clarity about how we propose to ensure that the regulations made under the Bill are subject to appropriate scrutiny. We will report on the effects on the UK haulage industry of any EU-related permit scheme, should there be one, where there is a limit on the number of permits available for hauliers travelling to EU member states. In that spirit, I hope he feels that he can withdraw the amendment.”
“As a consequence of this requirement, a huge cost would be imposed on hauliers and they would not be able to take account of a deal that gave them the required access. I cannot believe that the hon. Member for Kilmarnock and Loudoun intends to impose those costs on UK hauliers, including on Scottish hauliers. Delaying the making of the regulations would delay the implementation of the agreements, and that would have a huge detrimental impact on hauliers and on our freight trade. Any delay in implementing agreements might mean that hauliers could not access and use the correct permit for their journey, which would affect their ability to take on contracts. The Bill and subsequent powers will also cover our existing non-EU-based agreements, and the amendment would encompass those agreements.”