Oral Answers to Questions

Karl Turner Excerpts

Thursday 24th October 2019 Commons Chamber

[Grant Shapps]

My hon. Friend is right, at least in part. The ATOL coverage will cover a large proportion of the cost. However, the company was an airline as well as a travel company and, as my hon. Friend will be aware, airlines are not currently covered under ATOL—that is part of the review. In any case, we will ensure that laws are in place to make sure that the fleet can be used regardless.

[Karl Turner (Kingston upon Hull East) (Lab)]

The truth is that it is shocking that this Government let down Thomas Cook staff. They lost their livelihoods while the gaffers got rich off their bonuses. The subsidiaries Condor in Germany, Thomas Cook in Spain and Thomas Cook in Sweden are still flying. The Government have stood by and let the business in the UK fail. When the Secretary of State gets to his feet, will he just say sorry for letting down all those hard-working staff and the British taxpayer?

[Grant Shapps]

The whole House and, indeed, the whole country is aware that those on the Opposition Front Bench do not understand how an economy functions.

[Karl Turner]

Say sorry! It’s easy.

[Grant Shapps]

If there was any possible way to ensure the survival of a company whose directors were allegedly being paid millions of pounds—it is interesting to hear that the Opposition want us to have backed those millions of pounds of bonuses with yet more money from the public purse—we would have done it, but, as I said, it would have required accounting officer direction, because it simply did not stack up. As the hon. Gentleman knows, the reality is that Hays Travel has come in and rescued many of those jobs, because well-run companies survive. Poorly run companies cannot survive.

Air Services (Competition) (Amendment and Revocation) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 7th October 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is always an absolute pleasure to serve under your chairmanship, Mr Wilson. These changes are mainly technical—they change the word “Union” to “United Kingdom”, and the Civil Aviation Authority is also mentioned as a technical change to the relevant authority. The Opposition have no objection to those changes, which we support.

At the outset of his remarks, the Minister said that the Government are working with “energy and determination” to achieve a deal. I suspect that neither of those things are correct and that the Prime Minister is not very determined. He is certainly not being very energetic about achieving a deal—I wish he was.

Draft Passenger and Goods Vehicles (Tachographs) (Amendment etc.) Regulations 2019

Karl Turner Excerpts

Monday 7th October 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is always a pleasure to serve under your chairmanship, Mr Davies. The draft regulations concern tachographs—basically, they just put them into domestic law. The Opposition have absolutely no objection to this instrument; in fact, we support it. However, I had an email from a constituent, Mr Jamie Graves, who is a heavy goods vehicle driver. I think I know the answer, but he has asked me directly to ask the Minister about prosecution powers in the event of breaches of the regulations. Are the prosecution powers the same? I think they are, but my constituent asks the Minister to confirm that.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 18th July 2019 Commons Chamber

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a sad day, because rumour has it that this is the Secretary of State’s last outing at the Dispatch Box. He is the gift that keeps on giving, but that is not funny because he has cost the country billions. Earlier this month, the Society of Motor Manufacturers and Traders announced that sales of low-emission cars in the UK have fallen for the first time in two years. The SMMT’s chief executive, Mike Hawes, described the decline as a “grave concern” and blamed the Secretary of State’s confusing policies and premature removal of purchase incentives. Will the right hon. Gentleman finally apologise for his political blunders that have cost the taxpayer £2.7 billion?

[Michael Ellis]

As usual, I am afraid that the hon. Gentleman is quite wrong. The fact is that the Secretary of State has been leading the way in this area, and the Department for Transport is also a world leader. Some 200,000 ultra low-emission battery, electric, and plug-in hybrid vehicles are registered in the UK, and we are the second-largest market for ultra low emission vehicles in the European Union, so the hon. Gentleman is quite wrong.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 13th June 2019 Commons Chamber

[Ms Ghani]

I do not know what to say—the hon. Gentleman is disappointed that the Secretary of State is not at the Dispatch Box, but this is my portfolio and I am pleased to be responding to his question.

If the hon. Gentleman was close to the maritime sector, he would be aware that we have been working with it for the past two years and that just this week we had the inter-ministerial group meeting with the port sector and I appeared in front of the all-party parliamentary group for maritime and ports. There is extensive dialogue and constant research to see what we need to do to continue to prepare, and if this arises again, come October, we will put preparations in place.

[Karl Turner (Kingston upon Hull East) (Lab)]

We could be just four months away from a disastrous no-deal Brexit, yet the Government have put on hold their contingency plans. The Secretary of State’s previous efforts resulted in 89 lorries and a refuse truck pretending to be on convoy to Dover, when in reality that route takes 10,000 heavy goods vehicles a day. He doled out contracts to ferry companies that did not have any actual ferries, or the means to get them, with terms and conditions cut and pasted from a fast food takeaway. He also threw 33 million quid away in an out-of-court settlement, and there are potentially many more litigations coming down the track. Will the Minister please give us a clue as to the Secretary of State’s next great plans?

[Ms Ghani]

Our plans amounted to just 1% of the no-deal planning, and it was the right thing to do for the Government to prepare for all eventualities. We were responsible in putting together the freight capacity that would be needed for critical supplies, including for the national health service. If the hon. Gentleman is so nervous about no deal, he should support a deal.

Draft Heavy Duty Vehicles (Emissions and Fuel Consumption) (Amendment) (EU Exit) Regulations 2019

Karl Turner Excerpts

Tuesday 26th March 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

As always, it is a pleasure to see you in the Chair, and to serve under your chairmanship, Sir Roger. My remarks will be very brief.

As the Minister has outlined, EU regulation 2018/956 requires EU member states and EU heavy-duty vehicle manufacturers to monitor and report to the European Commission data relating to the CO₂ emissions and fuel consumption of new heavy-duty vehicles registered in the European Union. The draft instrument effectively transfers the powers and obligations of the Commission to the Secretary of State. The regulations are absolutely necessary, and the Opposition support them.

[Jesse Norman]

I am very grateful for the Opposition’s constructive support, but I am sad to note the SNP’s absence from this Committee on an important statutory instrument relating to the EU. I commend the instrument to the Committee.

Question put and agreed to.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 21st March 2019 Commons Chamber

[Chris Grayling]

I have had regular meetings with both airports since becoming Secretary of State. They have great ambitions to expand their route networks. The commitment I give to the hon. Gentleman is that my ministerial team and I will do everything we can to support their ambitions to attract more international routes and better connections within the United Kingdom.

[Karl Turner (Kingston upon Hull East) (Lab)]

The rise in passenger numbers has obviously led the Government to become complacent. Long-haul connections from UK airports have not kept up with our European competitors and many airlines are feeling the pinch. Is it not time for the Government to commit to road and rail investment to strategically important airports, so that they can compete effectively?

[Chris Grayling]

The hon. Gentleman clearly has not been following too closely what has happened. We have, for example, just opened a new road alongside Manchester airport. We are in the development phase of western rail access to Heathrow. We are taking HS2 to Old Oak Common, creating new opportunities for accessing Heathrow airport, and there are more things happening around the country. I absolutely share his view that we need to improve connections to airports. [Interruption.] He says, “Heathrow”. We have just funded new trains for Newcastle-upon-Tyne Metro, which of course connects to the airport. The Government are investing in connections to our airports.

Draft Aviation Noise (Amendment) (EU Exit) Regulations 2019 Draft Aviation Statistics (Amendment ETC.) (EU Exit) Regulations 2019 Draft Aviation Safety (Amendment Etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 18th March 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Gray. I note that the Government are starting to group instruments together. That seems inevitable, as we may well be running out of time, but it speaks to the fact that the Government’s handling of Brexit has been a complete and utter debacle from the very outset. It would be good if the Minister gave us an idea of how many more instruments are required in the aviation sector and whether they will be grouped.

I can confirm that we support these statutory instruments. The Aviation Noise (Amendment) (EU Exit) Regulations 2019 make changes to domestic EU-derived legislation relating to noise. The changes will ensure that the legal framework relating to noise continues to function correctly after the UK leaves the EU. The legal framework will operate in a self-contained way in the UK, but will keep the same requirements of UK-registered aircraft. It will continue to follow the international standards laid down by the International Civil Aviation Organisation. It keeps the UK noise regulations in line with the EU’s. We recognise that the instrument is needed as we leave the European Union.

The instrument brings responsibilities currently held by the Commission back to the UK—in this case, to the Civil Aviation Authority. There will be a cost impact to that. I think I am right in saying that the amount for extra staffing at the Civil Aviation Authority amounts to something in the region of £192,000. That seems a very conservative figure, so will the Minister tell the Committee how many staff will be required?

On the Aviation Statistics (Amendment etc.) (EU Exit) Regulations 2019, the statistical returns regulations require airport operators to provide statistical data to EU member states, and require member states to collect data from airports and transmit statistical returns to Eurostat. If there is no agreement with the EU providing for the UK to send statistical data after exit, we will no longer send data to Eurostat. The instrument obliges respondents to provide data to the Civil Aviation Authority, and gives the CAA the power to force airport to provide it with statistical data. The explanatory note makes no reference to the Civil Aviation Authority being provided with any extra resources to carry out this function. Does the Minister feel that it is already fully resourced to carry out these additional functions?

In relation to the aviation safety regulations, current safety functions are done on the basis of the UK being a member of EASA. On numerous occasions I have asked whether the Government intend to negotiate to ensure that we remain a member of EASA. The Minister has never been able to confirm the Government’s position in relation to that.

In this case, the UK-wide regulator will no longer be the UK-wide regulator. It already undertakes the majority of certification and oversight tasks required by the retained EU legislation. It is important to note that we will continue to have the same technical requirements and standards as the EASA system on exit day. Could the Minister explain the position for the next stage of negotiations? Will they definitely make the case for the UK to continue to be a member of EASA?

As with the other two instruments that we are discussing, this SI brings functions from EU bodies to the Civil Aviation Authority. Again, I reiterate my questions around resources. I would be grateful if the Minister addressed my points. I am sure the Committee looks forward to his answers.

Draft Motor Vehicles (Compulsory Insurance) (Amendment etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 4th March 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to see you in the Chair, Mr Walker; it is always an absolute privilege to serve under your chairmanship.

As the Minister has explained, the draft regulations amend various deficiencies in the statutory framework for compulsory motor insurance that will arise when we leave the European Union. I have some concerns about the statutory instrument that I hope he will be able to address.

Access to justice is a right, and it should never be a privilege. My real worry is that leaving the European Union threatens that right, and that UK residents injured abroad might be denied compensation. As we have heard, as things stand, if a UK resident is injured in a road traffic accident in the European Union or the European economic area and the injury is caused by the negligence of another person, the injured person may pursue a claim for compensation in the UK. That makes the process simple, because people can claim in their own language, with a local solicitor, as they would do had the accident happened here in the UK. In a situation in which the foreign insurer fails to appoint a claims representative or to respond to a claim, people may go through the Motor Insurers Bureau. The MIB then recoups the cost from its counterpart in the country where the incident occurred.

In the frankly unlikely event that the Prime Minister’s deal gains the support of the House, my understanding is that during the transition period that agreement will continue. If we get to the end of that transition period, however, there will be no obligation to appoint a claims representative in the UK. Will the Minister address this issue: is he seeking to negotiate exactly the same arrangements as we have now when the transition period comes to an end? In the event that we crash out of the European Union in a disastrous no-deal arrangement on 29 March, what work have his Department and the MIB done with the EEA countries, as part of a no-deal contingency, to ensure that a bilateral agreement is in place?

In the most serious cases, someone injured in a road traffic incident may not be able to work again and compensation will be needed to pay for personal care. Other EU member states’ legal systems may not be as effective and efficient as our own, and an injured person may not be able to afford delays to any claim. What support will the Government put in place to assist people in processing these incredibly important claims?

Most of the uncertainty can be taken off the table if the Government agree that a no-deal situation is disastrous for the country. It would put to bed all this certainty if the Government were prepared to do that. Unless the Minister is prepared to give proper assurances on my concerns, I am afraid I cannot support the statutory instrument.

--- Later in debate ---

[Jesse Norman]

I cannot comment on the facts that my hon. Friend gives, but I certainly confirm that the Government are thoroughly hostile to insurance claims that are not able to be made or that are not properly settled, whomever they may involve. That is also, in its own way, an access to justice issue.

Returning to the point made by the hon. Member for Kingston upon Hull East on whether we seek to negotiate the same arrangement, there are two scenarios to be considered. The first is that we come out without a deal. As he will be aware, the Government and the MIB already have very close relationships with all the corresponding entities. That contact has been maintained and the discussions about that unlikely contingency are very much in view, as it were.

Secondly, if the deal is accepted and goes through next week, or whenever it may be, there will be two sets of circumstances to think about after the transition period—of course, in the case of a deal there will be a transition period. The first regards what might be called uninsured or untraced drivers, for which we would again have to go to bilateral agreements, because they cannot be legislated for in their own right. The second regards drivers who are insured in the normal way, which we expect to be part of the future economic partnership. It is a measure of that discussion that they will be, I think, an important part of that. The hon. Gentleman is absolutely right to raise that issue.

The hon. Member for Kingston upon Hull East also asked whether there will be Government support, which in a way bears on the question from the hon. Member for North Ayrshire and Arran. I think the answer is that, if it turns out to be a material issue, the Government will of course look closely at how people claiming abroad can be supported in that environment.

[Karl Turner]

What discussions has the Minister had with the Association of Personal Injury Lawyers, which represents a great number of personal injury solicitors in this country? I wonder what it has said about the proposals and what concerns it might have raised with the Government on this issue.

[Jesse Norman]

I have not spoken to that association, but I am happy to do so. I have no doubt that, in the course of preparing the draft instrument, my officials spoke to the association or were well aware of its concerns, which are well tabled and understood.

On the apparent lack of notice that the hon. Member for North Ayrshire and Arran touched on, she will be aware that the timetable is not of our choosing in every case. We have had to operate within a timetable that is in part based on the speed at which EU member states and their insurers, compensation bodies and so on are willing to go. It is not always the case that we can determine the timetable ourselves.

I hope that the hon. Member for Kingston upon Hull East and his party will not vote against the draft instrument, which we laid in order to avoid additional burdens on the UK insurance industry, and therefore on drivers. Those burdens would inevitably be quite regressive on the least well-off drivers if they were passed on in the form of insurance payments, which I am sure he would not want. It is only in the public interest that we laid the draft instrument in the first place.

[Karl Turner]

I am afraid that I am not persuaded by the Minister. For that reason, the Opposition cannot support the draft instrument. We need to go much further, and the Minister needs to make an awful lot more progress on these issues for us to be satisfied.

Question put.

Draft Aviation Security (Amendment etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Thursday 28th February 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to serve under your chairmanship, Sir Edward. I do not intend to detain the Committee long.

As we have heard, the instrument relates to aviation security. Among other things, it corrects deficiencies in the existing regulations and makes some corrections, which the Minister has explained, to the Aviation Security Act 1982, which it amends to remove all provisions relating to Commission inspections. The Commission currently carries out regular inspections of member states’ airports and appropriate authorities, identifying deficiencies in the security regime, occasionally making recommendations for improvement, and, I understand, in extreme cases imposing sanctions where it is deemed necessary. After we leave the European Union, the inspections will not be carried out in the current form. The Secretary of State and the CAA will have authority to continue to carry out the very important inspections of airports to ensure compliance with aviation security.

The instrument also makes amendments to the retained version of regulation 300/2008, the framework regulation that sets out minimum security requirements applying at EU airports. The amendment limits its scope to the UK, removes provisions that will no longer apply to the UK, and replaces legislative powers exercisable by the Commission or member states with regulatory powers exercisable by the Secretary of State. For all of the reasons that the Minister has outlined, the instrument is entirely sensible and we support it.