Draft Road Vehicle Emission Performance Standards (Cars and Vans) (Amendment) (EU Exit) Regulations 2019 Draft Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment) (EU Exit) Regulations 2019

Karl Turner Excerpts

Wednesday 27th February 2019 General Committees

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

It is a pleasure to see you in the Chair, Mr Howarth, and it is always a privilege to serve under your chairmanship. I do not intend to detain the Committee too long. The proposed changes to the road vehicle emissions performance standards are designed to ensure that after the UK withdraws from the EU, CO₂ emissions of new cars and vehicles registered in the UK continue to be regulated in a manner that is at least as ambitious as the current arrangements. Regulations are maintained to match the current arrangements in the UK as closely as possible. That will minimise any burden in relation to administration and environmental performance as a direct consequence of the UK’s withdrawal from the EU. The emission performance standards regulations are entirely sensible, and for that reason the Opposition support them.

The Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment) (EU Exit) Regulations 2019 will ensure that the type approval regime is effective after we withdraw from the EU. A range of road vehicles as well as non-road mobile machinery are currently subject to obligatory EU approval to ensure that they conform to high standards of safety and environmental protection. The instrument will enable the UK type authority, the Vehicle Certification Agency, to issue provisional UK type approvals to manufacturers that produce vehicles or engines under an EU vehicle or engine type approval issued by the EU27 authorities. Additional testing or inspection will not be required unless the VCA becomes aware of evidence that raises doubts about compliance. That is entirely sensible and will keep disruption to a minimum, and for that reason we support the regulations.

That arrangement is an interim one, pending a review and reworking of the UK’s type approval arrangements. The legislation is planned for mid-2019, which seems quite vague. Can the Minister give us a clearer idea of when exactly the legislation will be introduced?

Draft Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 18th February 2019 General Committees

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

It is always an absolute pleasure to see you in the Chair, Sir Roger, and a privilege to serve under your chairmanship. I do not intend to detain the Committee long.

As the Minister said, the instrument makes changes to the EU-derived retained single European sky legislation, which arises as a result of the UK leaving the European Union. It will ensure the regulatory framework for air traffic management and the continued provision of air navigation services when we leave the EU. It is vital that the ATM regulatory framework is in place when we leave the EU, and the industry wants it to continue, so we support the instrument.

The big fear for the aviation sector is that we crash out without a deal. The EU proposes in the event of no deal to cap the number of movements between the UK and the EU27, which would be a crushing blow for our aviation sector. A large portion of funding for the single European sky project, SESAR, comes from the EU. As the Minister knows, some of the committed projects, to which millions of pounds of funding have already been committed, run up to 2024.

Can the Minister reassure the Committee that in the event of no deal, all funding commitments will be honoured by the Treasury so that the airports and other parties carrying out such projects can continue to do so with confidence? Does he agree that a no-deal Brexit would be a disaster for the aviation sector? What discussions has he had with his EU counterparts about the impact of no deal?

My hon. Friend the Member for Middlesbrough (Andy McDonald), the shadow Secretary of State, is currently in the main Chamber asking an urgent question about the collapse of Flybmi over the weekend. As the Minister knows, Flybmi has said that Brexit uncertainty added to its collapse. The Secretary of State cannot be trusted, so will the Minister do the right thing for the aviation sector and tell the Prime Minister that she must take no deal off the table?

Oral Answers to Questions

Karl Turner Excerpts

Thursday 14th February 2019 Commons Chamber

[Jesse Norman]

The hon. Gentleman regularly raises this issue, but I have rarely had a Valentine’s Day present as generous as that one. As he will know, contrary to his imputation, we take every road death and injury with great seriousness. As he also knows, since he will have done his homework, this country has the second-best record in the EU for road fatalities, and we stand by that record.

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

In his statement last week, the Minister again delayed taking effective action on dangerous old tyres on public service vehicles. I pay tribute to Frances Molloy and Tyred, who have campaigned vigorously on this very important issue. The Government’s record on road safety, I am afraid to say, has been disappointing. So will the Minister now do the right thing and support the private Member’s Bill promoted by my hon. Friend the Member for Garston and Halewood (Maria Eagle), which is due back here on 15 March and which would rid our roads of dangerous tyres on buses?

[Jesse Norman]

I am afraid that my answer to the hon. Member for Garston and Halewood (Maria Eagle) still stands. The fact remains that we will take action, and vigorous action, when we have evidence on this. Actions we have already taken have reduced rates of infraction to very, very low levels, although we take seriously everything that has happened. The hon. Gentleman does not seem to realise that action taken—[Interruption.] This may be a signal of the behaviour of a future Labour Government, or the previous one, but we act on the basis of evidence—and, if we did not, we would be subject to legal challenge from those who were adversely affected.

[Karl Turner]

Rubbish.

[Mr Speaker]

Order. I must say to the hon. Member for Kingston upon Hull East (Karl Turner) that only last week I informed an audience, prospectively, of 30 million American radio listeners of his penchant for shouting noisily from a sedentary position most days of the week, so he may have a new fan base in the United States.

Offshore Helicopter Safety

Karl Turner Excerpts

Wednesday 6th February 2019 Westminster Hall

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

It is always a pleasure to see you in the Chair, Sir Henry, and a privilege to serve under your chairmanship. I congratulate my hon. Friend the Member for Stockton North (Alex Cunningham) on securing this important debate, and I pay tribute to Members across the Chamber who have contributed with great knowledge and their own personal experiences.

Offshore helicopter transport, like maritime transport, is an area of transport with a low public profile but a huge economic impact. Unfortunately, the safety record in the North sea helicopter industry over the last decade includes 33 tragic deaths, alongside non-fatal setbacks that have caused significant damage to workers’ confidence in the mode of transport that they are obliged to use to work in that industry.

Following the tragic incident at Sumburgh in August 2013, the Civil Aviation Authority, along with the Norwegian air authority and EASA, carried out a comprehensive review into helicopter safety. The review set out 32 interventions including—to name a few—the establishment of the offshore helicopter safety action group, the prohibition of helicopter flights in the most severe sea conditions, and changes to the way pilots are trained and checked. That was followed up by progress reviews in 2015 and 2016. The review was carried out alongside EASA, as well as the Norwegian aviation authority. Is it still the Government’s aim to remain a member of EASA when we leave the EU? I have raised that issue with the Minister on a number of occasions, but he has yet to confirm the Government’s position. What impact will a no-deal Brexit have on our ability to carry out such reviews?

Even with the improvements to safety since 2013, the core issue of workforce confidence still needs to be tackled. Offshore workers’ perception of an industry governed by commercial pressure will not have been helped by the fact that thousands of jobs have been lost since 2014, pay has been cut or frozen, and longer shifts have been imposed. The Transport Committee highlighted this issue in its inquiry following the tragic incident at Sumburgh. Trade unions across the sector have campaigned on this, and I pay tribute to them for the work they have done on behalf of their members, particularly the RMT and Unite the Union. One of the Transport Committee’s recommendations was for an independent public inquiry to investigate commercial pressures on the operating environment of helicopter safety in the North sea, which has been supported by trade unions. I would be interested in the Minister’s thoughts on that.

Following the fatal incident in the Norwegian sector, where 13 passengers and crew lost their lives, the Opposition welcome the grounding of North sea Puma fleets, despite the regulator issuing airworthiness certificates. That is testimony to the work of trade unions on behalf of their offshore members. However, the Super Puma continues to work in other parts of the international offshore oil and gas industry—for example, in Brazil and parts of Asia. Does the Minister agree that the Super Pumas should not return to the North sea without the prior agreement of a majority of offshore workers? If, as expected, the Super Puma continues to be grounded, what model will replace it?

In September 2018, Airbus announced that it expected the offshore wind transport market to add £8 billion to its balance sheet over the next 20 years, which includes demand for up to 1,000 helicopters over the next two decades. They will carry out tasks such as crew transport to offshore wind farms. Given the expected growth in this area, it is important that workers have confidence in the Government, the Civil Aviation Authority and others who are responsible for safety. Will the Minister work with unions to help repair workers’ lack of confidence?

As my hon. Friend the Member for Stockton North highlighted, it is quite frankly staggering that there is no mention of offshore helicopter transport in the Government’s aviation strategy. Will the Minister tell us why it is not in the strategy? Given the expected growth in this sector, does he agree that it would be a good idea to put in place a long-term strategy? I look forward to his reply.

[Sir Henry Bellingham (in the Chair)]

I am very grateful to the hon. Gentleman for his extremely knowledgeable and succinct winding-up speech. I now call the Minister, but bear in mind that the hon. Member for Stockton North (Alex Cunningham) would like to have two minutes at the end to wind up.

Draft Drivers' Hours and Tachographs (Amendment etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Tuesday 5th February 2019 General Committees

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

It is a pleasure to see you in the Chair, Mr Robertson, and a privilege to serve under your chairmanship. As the Minister has just mentioned, these regulations are part of the many aspects of EU law that will fall into UK law under the Government’s European Union (Withdrawal) Act. The instrument ensures that the existing regulatory regime for drivers’ hours and tachographs remains effective from exit day. Without this instrument, some of the existing legislation, which was drafted in the context of EU membership, would lack clarity or fail to operate effectively after we leave the European Union. This instrument is clearly needed, and I know the industry is supportive of it, so we, the Opposition, are supportive of it as well.

However, although it is supportive, the industry has real concerns about the prospect of the UK leaving the European Union without a deal, and tells me that that would be devastating for the haulage and freight industry, even with yesterday’s announcement that customs checks are to be simplified in the event of no deal. The head of the Road Haulage Association warned:

“Business is simply not ready for a chaotic no-deal Brexit… The systems aren’t in place, the staff are not trained, there isn’t the time in the day for hauliers and businesses to do all the paperwork”.

I wonder whether the Minister agrees with that assessment.

Can the Minister also tell us what discussions he has had with the haulage and freight industry on the impact of a no-deal situation? Does he agree that the Government could remove all this unnecessary uncertainty for the industry, and for business generally, by simply ruling out the prospect of a no-deal situation? It is utterly irresponsible of the Government to continue this pretence, and it is about time that Ministers took responsibility and said to business, “It’s not going to happen; we’re not that irresponsible; and we’re not going to do that to the economy of this country.”

Draft Motor Vehicles (International Circulation) (Amendment) (EU Exit) Order 2019

Karl Turner Excerpts

Wednesday 30th January 2019 General Committees

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

It is always a pleasure to see you in the Chair, Mr Evans, and a privilege to serve under your chairmanship. This instrument is necessary. As we have heard, it applies specifically to international driver permits for those UK residents driving within EU member states, but, as we have also heard, there is a cost to it, because those applying for a permit will have to pay a fee. It is only necessary if we leave the European Union without a deal, which is why the Prime Minister should categorically make it clear that we will not be leaving without a deal.

We support the instrument, but I have one or two questions for the Minister. First, is the Department ready with any additional resources that might be required to administer permit applications? Secondly, what will that additional administrative cost be? Thirdly, we are very close to leaving the European Union—I happen to believe that it is a terrible mistake, frankly, but the reality is that the date looms very large indeed—so is the Department ready to provide guidance to members of the public who will, in my view unnecessarily, have to apply for these permits?

Draft Airports Slot Allocation (Amendment) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 28th January 2019 General Committees

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

It is always an absolute pleasure and privilege to serve under your chairmanship, Sir David.

We are supportive of the instrument, so I will keep my remarks brief. As the Minister alluded to, the regulations we are discussing are among the many aspects of EU law that will fall into UK law under the Government’s European Union (Withdrawal) Act. The principal changes in the instrument remove references to or the roles of the EU, the European Court of Justice and other bodies in relation to airport slot allocation. The instrument will ensure that UK carriers, which will no longer be Community carriers when we leave the EU, continue to operate under the same conditions and to have the same access as before. It transfers all the current rules of the slot allocation system into UK law, and binds us to international conventions, such as the International Air Transport Association’s world slot guidance.

As I said at the outset, the instrument is necessary, although I understand that the Scottish National party’s spokesperson, the hon. Member for North Ayrshire and Arran, may have some difficulties with it. If the matter is pressed to a Division, Her Majesty’s loyal Opposition will abstain.

Draft Air Services (Competition) (Amendment) (EU Exit) Regulations 2019

Karl Turner Excerpts

Wednesday 23rd January 2019 General Committees

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

It is always a pleasure to serve under your chairmanship, Sir Henry. As the Minister said, the draft instrument will retain Regulation (EC) 868/2004 in UK domestic law. It permits the Civil Aviation Authority to initiate proceedings where there is evidence of anti-competitive practices, by countries other than the UK, that adversely impact on the United Kingdom. Although, as the Minister said, that EU regulation has never been used, we recognise its importance and support the draft statutory instrument.

Draft Motor Vehicles (Wearing of Seat Belts) (Amendment) (EU Exit) Regulations 2018

Karl Turner Excerpts

Wednesday 16th January 2019 General Committees

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

It is always a pleasure to see you in the chair, Mr Hanson, and to serve under your chairmanship. I will be very brief in my remarks.

As the Minister has mentioned, the regulations are part of the many aspects of EU law falling into UK law under the Government’s European Union (Withdrawal) Act, and ensure that child restraints and seatbelts approved under the law of EU member states, and medical exemption certificates issued in existing EU member states, continue to be recognised in UK law. They are absolutely necessary and the Opposition support them.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 10th January 2019 Commons Chamber

[Chris Grayling]

I have had regular conversations with the leadership of the Belfast airports. Working with them in several areas, I want to see them expand their international flights. More flights are, of course, being planned for next summer, and I hope and believe that they have a strong and prosperous future with better links around the world.

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

The Prime Minister’s deal looks dead and we could well be heading into the chaos of a no-deal Brexit. If that is the case, we will no longer be a member of the European Aviation Safety Agency. Given that we do not currently have a bilateral air safety agreement with the US, can the Secretary of State give a guarantee that in the event of no deal there will be no disruption to flights?

[Chris Grayling]

Yes. The Civil Aviation Authority has been working for well over a year to ensure that in the event that we do not continue as a member of EASA we have a properly functional British alternative.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

My hon. Friend raises an important issue. For over a decade it has been illegal for taxi and private hire drivers to refuse assistance dogs, and I am clear that they must comply with the law. We cannot risk lowering people’s confidence and ability to travel independently. Licensing authorities have the power to stop this happening by training drivers to understand their duties and by prosecuting them when they fail to comply. We are considering the recommendations mentioned by my hon. Friend and will publish a response in due course.

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

Owing to undercutting caused by the exclusion of seafarers from equality and minimum wage legislation, UK seafarers only account for about 15% of all seafarer ratings in the UK shipping industry. That is shocking. But now that the Secretary of State has spent £103 million of UK taxpayers’ money on these UK ferry contracts, will the Minister tell us whether any UK seafarers will be employed, and will the crews be protected by UK employment legislation? Yes or no?

[Ms Ghani]

I am afraid that the hon. Gentleman is mistaken and has not heard what the Secretary of State mentioned earlier. No money has yet exchanged hands and it is up to the company how it crews its ships. It is important to note that we are working with the Department for Business, Energy and Industrial Strategy to ensure that we can deliver the national minimum wage for our seafarers.