Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 — House of Lords, 2019-05-13
Topic: Mixed Topics
Richard Rosser (Labour, Centre-left): I too thank the Minister for explaining the content and purpose of these three statutory instruments, and for convening the meeting last week on them. We are not opposed to these SIs and their purpose, in view of the need to address the mess that the Government have got us into on our current and future relationship with the EU The three SIs are intended to address what are described as the deficiencies that would arise if our departure from the EU occurred with a certain degree of suddenness and without a withdrawal agreement. The "deficiencies" are referred to in the Explanatory Memoranda. The SIs amend the 2006 regulations and directly applicable tertiary legislation which brought into being requirements on EU member states designed to create a common regulatory framework for railway safety throughout the European Union. This has led to a harmonisation of the regulatory framework of member states on rules governing safety, the process of certifying railway undertakings, the roles and work of national safety authorities and the procedure for the investigation of accidents. The SIs also amend Northern Ireland regulations to correct deficiencies in the domestic Northern Ireland legislative framework According to the Explanatory Memorandum, the current railway safety directive is due to be repealed very shortly indeed—I think it is next month. No, I am sorry; the railway safety directive is due to be repealed in just over a year’s time. It is the new recast safety directive that is required to be transposed into the domestic law of EU member states next month, but with scope for this date to be extended for a year. Consequently, this recast rail safety directive has not been transposed into UK law. Bearing in mind that we have not yet hit intended dates for leaving the EU, will the Minister clarify that the date for transposing the new directive into our domestic law has been extended for a year until June 2020? If that is the case, can she also say by how far in advance of June 2020 we would have had, in reality, to start the process for transposing the new safety directive into our domestic law to meet the June 2020 deadline The EU also has a recent regulation on aspects of railway safety and connectivity in the light of our intended withdrawal from the EU, to provide for a temporary extension for nine months if we leave without a withdrawal agreement, and to enable the continuation of cross-border services between the UK and the relevant EU member states, namely France and the Republic of Ireland. When does that nine-month temporary extension start? Is it from the date we leave the EU without a withdrawal agreement, if that is what eventually happens, or another date Paragraph 2.10 of the main Explanatory Memorandum states that: "The amended 2006 Regulations will preserve the status quo" The Minister has already confirmed that that is the case, but can the Government say what preserving the status quo actually means? At present, the regulatory framework of EU member states is harmonised. Does preserving the status quo mean that will continue after our withdrawal, to the extent of adopting subsequent amendments and changes to the regulatory framework made by the EU? If not, in what circumstances do we see ourselves not adopting changes and amendments made the EU? Alternatively, in what circumstances do we see ourselves making changes and amendments of our own that do not apply to EU member states Paragraph 2.10 of the Explanatory Memorandum refers to the removal of the requirement on the UK to share information with the European Commission or agency, then refers to an EU regulation to which I have already referred, which imposes, "requirements on the holders of safety certificates and authorisations to share certain information to continue to benefit from the temporary extension of validity" The Explanatory Memorandum then says that: "The UK Government fully expects all holders of applicable documentation to do so" Does that statement apply to continuing to share information generally with the EU, as is required at the moment, or only to the regulation providing for a temporary extension of validity Paragraph 2.12 of the main Explanatory Memorandum refers to a subsequent piece of legislation providing for the time-limited recognition referred to in paragraph 2.11, and says it will be brought forward "in due course", which is as long as the proverbial piece of string. When in fact is that piece of legislation or instrument expected to appear Paragraph 10.4 of the Explanatory Memorandum refers to the over 300 industry bodies that were invited to participate in the informal consultation. It does not specifically mention the trade unions, so I ask the Minister if the trade unions were included in the informal consultation I mentioned earlier that we did not hit intended EU withdrawal dates. The Secondary Legislation Scrutiny Committee recommended that these regulations be subject to the affirmative procedure, because of the potential impact of the proposed changes on cross-border rail operations, including on Northern Ireland, for which one set of regulations specifically maintains the train operator and train driver licensing regime in Northern Ireland. Could the Minister say more specifically than is set out in the relevant Explanatory Memorandum why it is necessary, under these SIs, to allow for the indefinite recognition of these licences in Northern Ireland, whereas in Great Britain the intention is to recognise them for just two years after exit day or until they expire, whichever is the sooner? We have not had a full explanation of the necessity for that difference. The Department for Transport accepted the sub-committee’s recommendation that these regulations be subject to the affirmative procedure, but the department has laid these instruments under the urgent "made affirmative" procedure designed to ensure that the regulations come into force by exit day which, at the time these instruments were made, was 12 April. It has also been necessary for the instruments to come into force less than 21 days after being made, which is contrary to the usual practice. On the face of it, it does not look as though the department has dealt with these SIs and their scheduling with the same attention to detail and timescales that it would expect the railway industry to deliver on the safety issues to which these SIs relate. Consequently, as I understand it, these instruments are already in force, although to remain in force they have to be approved by Parliament within 28 days—presumably 28 sitting days, otherwise we are already out of time—beginning with the day on which the instrument was made It is clearly preferable if the "made affirmative" procedure is not used, since it negates the purpose of the affirmative procedure, which is that instruments should have parliamentary approval before they come into force. So as a final question—on the same lines as that of the noble Baroness, Lady Randerson—will the Minister explain why it was not possible to bring forward these instruments in time to enable the normal affirmative procedure to be applied, including in a situation where they were laid as proposed negative instruments but where the Secondary Legislation Committee recommended that they be subject to the affirmative resolution procedure? I do not think that we have had a proper explanation of why the instruments were not brought forward in time to go through the full, proper affirmative procedure process.