Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2020 — House of Lords, 2020-11-26
Topic: Foreign Trade
John Lawrence Whitty (Labour, Centre-left): My Lords, I thank the Minister for her words. She made it sound as if these amending orders were a relatively straightforward way of dealing with the post-Brexit situation but, taken together with everything else we know, it conjures up something closer to a hard border in Kent than the free, frictionless trade we were promised after Brexit I have four areas to raise with the Minister but, when she winds up, can she first indicate whether any of this is likely to be included in any trade agreements that might be reached within the next few days? Rumour is that there is a specific sub-agreement on road haulage that might make life a bit easier than what she has described when Operation Brock would be needed The first point I want to raise is on guidance. Over the weekend, I tried to read the Government’s 24-page guidance for hauliers and commercial drivers. It is not an easy read or particularly user-friendly, but it is better than the 262-page document they issued the previous month. However, it is not comprehensible at a glance. What efforts have the Government made to ensure that information is communicated to haulage offices and to individual drivers, who themselves may be of multiple nationalities, in a form that is easily comprehensible? What is surely needed here at this late stage is a user-friendly handbook, plus perhaps an electronic equivalent. Can the Minister report on discussions with the industry and the trade unions on a short, easy-to-read guide for hauliers and drivers to understand Secondly, on the related point of enforcement, failure to produce correct documents will fall on individual drivers who may have their vehicles demobilised or turned back, and who may themselves be fined £300, as the Minister explained. My point is that the penalty should surely fall on the company, which has the legal responsibility for documentation, not on individual drivers. It is surely wrong to penalise the worker or subcontracted driver for the failures of the haulier’s administration. Has any discussion on this arrangement involved the trade unions representing drivers? I understand that the Minister’s colleague, Rachel Maclean, told some of our colleagues that she would meet Unite the Union but that, as of this morning, no such meeting has yet been arranged. The majority of drivers employed by foreign and British hauliers operating on the cross-channel routes are not British nationals; many are, of course, eastern European. There is a difficulty not only of communication but, potentially, of collecting any fine if it falls on the driver and not the company. There is another problem here as well. There will be a need to differentiate drivers and trucks of different nationalities. I understand that there will be an electronic system, which is not completely working properly. It will be able to do so to a degree, but what then happens? For example, trade between Ireland and the remaining countries in the EU mainly transits via Great Britain, but Irish lorries from an EU member state—Ireland—will presumably have easier access through French and Belgian ports, so should the UK side of this operation not allow them to go through more easily? What arrangements have been made for this Irish trade? Will it be given priority, as would logically be the case? While I am about the Irish trade, what are the equivalent arrangements at Holyhead and Fishguard Regarding Operation Brock, traffic management and parking, these regulations imply an enormous operation. They envisage situations where the traffic is either near static or gridlocked. Does responsibility for enforcement and Operation Brock, with traffic management on the M2, M20 and feeder roads, fall on the Kent Police or some new organisation? I understand that document checks will be carried out by DVSA personnel. Is the cost of all this to come out of general taxation or a grant to DVSA, Kent County Council or Kent Police? Does the operation involve customs officers and Border Force staff in checking other aspects of the documentation? What are the additional cost and manpower resources for that operation? It is potentially an enormously substantial traffic management task Moreover, how will local commercial traffic which operates only within Kent and south-east England—not in international trade at all—be allowed to proceed and not get caught up in the gridlock of international trade? How, for example, will those lorries given key priority because they are carrying live animals or fresh produce be able to work their way through and who is responsible for seeing that they do? Is that the police or the DVSA, and how will they have the authority to get them through Are there systems for communicating severe delays back upstream, so that lorry drivers coming through the country either divert or rest well before they reach Kent, so that the situation does not get worse? I understand that hauliers and Unite the Union have also raised the question of facilities at the lorry parks, where drivers may have to stay for hours, if not days, in some cases, if the situation gets really bad. Frankly, a few Portaloos scattered along the M20 is not sufficient Finally, can the Minister clarify something on phasing in? In dealing with traffic coming the other way, into the UK, the Government have indicated that they do not initially intend to impose heavy checks at Dover and that the system will be phased in in five stages. Is there a similar understanding with the EU, or with the French and Belgian authorities, so that there will be a phasing-in of their controls the other side of the channel? If that were the case, it would ease the problem on this side to a degree and much in these orders would therefore not often be needed.