My Lords, I shall be as quick as I possibly can in supporting my noble friend’s amendment. As my noble friend said, this a disparate
group of agencies with different structures. Many of them do not even need funding, but they are necessary for the ongoing business that I hope the UK will continue to do. As chairman of the Rail Freight Group, I attended a meeting today with Brexit Ministers and transport Ministers to talk about how Brexit would affect the rail sector. It was very interesting and very nice of the industry to invite us. They were seeking our advice and our concerns so that they could formulate their policy.
This amendment asks for a report before Article 50 is triggered. It will not happen because they are still looking for ideas—but at least they are asking us. I will give a couple of examples of our concerns. I had three. The first was about what happens at frontiers. Most of our freight these days comes across the Channel from Dover or through the Channel Tunnel and 80% of the drivers are non-British citizens. Will they all have to fill in this 84-page document that we heard about earlier? I hope not—but this is something that has to be recognised.
Secondly, if customs procedures are so long and complicated—I understand that if the port of Dover and the Channel Tunnel were closed for a day, the traffic jam would extend beyond Stansted Airport, which would be a bit of a blockage on the motorway—this, too, must be recognised.
Thirdly, the European Railway Agency sets standards and enforces them. I have worked very hard over the years to make sure the agency does its job properly, because it helps our industry quite dramatically. It means that there is one standard for railways across Europe and, as some noble Lords will know, the railways across Europe are incredibly old-fashioned. It was only recently that they managed to standardise the red lights on the back of trains. Otherwise, when a train got to a frontier, the driver had to walk from the front to the back and change the light—which is ridiculous in this day and age.
The European Railway Agency has stopped all that. We recently had some rail wagons that were manufactured and designed in this country and the company wanted to operate them in France. The French regulators said that they could not come because they did not comply with their regulations—which were probably created especially to keep out other people’s equipment. That kind of thing still goes on until the European Railway Agency gets involved—so if we want to export our equipment to other member states, we will somehow have to remain involved.
I hope we can continue to do so. An awful lot of jobs will be at risk if we do not—in the railways and other sectors. I am sure that a way can be found of doing it—not necessarily in the way that the Minister talked about in the earlier debate on Euratom, but I hope it will happen. I hope that at some point in the summer, as my noble friend said, we will have a report from the Government on their plan for what they intend to do. The industry at our meeting today told us that they needed to plan ahead and needed information. We need to find out what we should do in the future to make sure that we can preserve our jobs here and preserve our export opportunities. I hope that the Minister can give us some comfort on this. I am sure
he did not mean to make a derogatory remark on Monday about the Community Plant Variety Office. I do not know anything about that, but some of these other agencies are extremely important for the future of trade with the rest of Europe, however that will be achieved.