Mopeds, Motorcycles and Powered Light Vehicle Industry

Baroness Ritchie of Downpatrick Excerpts

Thursday 23rd November 2023 Grand Committee

Asked by

[Baroness Ritchie of Downpatrick]

To ask His Majesty’s Government what steps they are taking to support a safe and sustainable future for mopeds, motorcycles and the powered light vehicle industry.

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, I am pleased to have secured this debate. I hasten to add that I am not a petrolhead, and if anybody asks me to go on one of these vehicles I might run a mile. Notwithstanding that, there are certain issues that require debate.

There is a need for increased government promotion of powered light vehicles. The primary challenge for the sector, in the shape of the Motor Cycle Industry Association, is transitioning to zero emissions at the tailpipe. The powered light vehicle sector calls for granting large motorcycles more time to transition due to architectural, technical and consumer challenges—and I emphasise that I support the journey to zero. The sector also stresses the importance of technology neutrality, supporting clean and synthetic fuels alongside electric options. It outlines steps for a safer and more sustainable PLV future, urging collaboration between government and industry.

The industry faces several challenges. The first, as I have referred to, is to phase out new non-zero-emission L-category options. In July 2021 the Government proposed phasing out all new non-zero-emission PLVs by 2035, subject to consultation. The Motor Cycle Industry Association engaged selectively with the consultation and officials and submitted a response in September 2022, to which the Government have not yet responded. Maybe the Minister can enlighten us about a possible response today.

It is important to note that, while the industry fully supports the net-zero agenda, any government agenda must not negatively impact this £7 billion-a-year industry and should recognise the diversity of PLV usage and energy capacity. The industry association asserts that focusing on a single-technology approach of zero emissions at the tailpipe does not reflect the complexity of the sector.

PLVs make a contribution to the economy, as we know, and the industry suggests that they contribute less than 0.5% of UK domestic transport emissions. In this respect, government action should be pragmatic, realistic and proportionate to emissions, minimal miles travelled annually and urban mobility benefits, such as reduced congestion and increased air quality.

PLVs face technical, architectural and safety challenges in transitioning to zero emissions. It is also suggested by the industry that all technologies should be supported with equal measure. Electric has proved a workable solution for lower-powered L-category vehicles, but that is not the case for high-powered ones. There is therefore a suggestion that a technology-neutral approach is needed.

The second challenge is having the ability to deliver on joint government and industry powered light vehicle action. Once the Government finalise the phase-out dates, it is crucial to establish the necessary policies and regulations to ensure the feasibility of these timelines.

To fully realise the potential of PLVs by harnessing opportunities and overcoming barriers, the Government should implement a series of recommendations. There should be a review of the existing L-category vehicle regulation to ensure that it remains fit for purpose and caters for the evolution of future PLVs, including assessing the potential for a new vehicle category. There should also be a review of the current grant and incentivisation structure in the PLV sector, including adopting learning from other vehicle categories, where the rollout of zero-emission tailpipe vehicles has proven successful. A public awareness campaign should be jointly led by government and industry to promote the existence, availability and benefits of zero-emission PLVs to consumers and businesses.

Central to all this is simplifying the existing licensing regime across all L-category segments to improve access to zero-emission PLVs for a wider section of the community, increasing access, uptake and adoption. This view is supported by the industry association. Motor drivers might take a slightly different position, but I am inclined to agree that there needs to be a simplified licensing system. The present licensing process has failed to improve safety. A Licence to Net Zero will improve safety by removing provisions that disincentivise riders from receiving more training and becoming safe road users. Road safety is a main issue in all this.

I also recommend engaging with local authorities through the local authority transport decarbonisation toolkit to ensure that zero-emission PLVs form part of an integrated transport solution for the UK, and engaging with industry to ensure that zero-emission PLVs are considered and incorporated into the development of the EV charging infrastructure.

As a result of this, I would like the Minister to answer several questions; if he cannot do so today, perhaps he will write at a later date. What plans do the Government have to consider the whole life-cycle analysis of L-category vehicles in helping to get to net zero? The Prime Minister recently extended the phase-out for vans and cars as part of a

“pragmatic, proportionate, and realistic approach”

to reducing emissions. Will this be extended to the L-category sector? Will the Government conduct readiness checks ahead of phasing out L-category vehicles to ensure that infrastructure, technology and demand-side policies are all in place before deciding on the final phase-out dates?

Given the joint nature of the government and industry action plan, what assessment does the Minister make of the industry’s A Licence to Net Zero campaign? Will he commit to a full-scale review of the existing licensing regime? What plans do the Government have to progress the additional actions in the action plan for the rest of this year, next year and, perhaps, the future?

This is obviously a very important issue for the industry, which is seeking to do the right thing and progress to net zero, but it needs the necessary infrastructure and technology to enable it to do so. I look forward to the Minister’s answers, outlining what steps the Government will take to support a safe and sustainable future for mopeds, motorcycles and the powered light vehicle industry.

--- Later in debate ---

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Davies of Gower) (Con)]

My Lords, I am pleased to respond to this Question for Short Debate and thank all noble Lords for their thoughtful contributions to the debate before the Grand Committee today. Whether I will be able to answer all noble Lords’ questions in the 12 minutes allocated, I do not know, but I will attempt to respond to as many questions and concerns as possible and, when I am not able to, I will certainly follow up with a letter.

The noble Baroness, Lady Ritchie of Downpatrick, my noble friend Lord Moylan and the noble Viscount, Lord Craigavon, talked about decarbonisation, net zero and the Government’s commitment. We have a legal obligation to meet net zero, and the Government are committed to phasing out the sale of all new non-zero emission road vehicles by 2040. This includes ending the sale of polluting motorcycles and mopeds. The Government are committed to our net-zero ambitions and will continue to drive forward our work to cut emissions. The broad approach is one that is fair, affordable and pragmatic, easing the burdens on the British public.

Following a consultation last year, we are now analysing the responses to our consultation on when to end the sale of new non-zero emission L-category vehicles, including views from the industry, with which we have been engaging. We will respond in due course. Our approach will continue to account for technical and commercial feasibility and ensure that transition is affordable for consumers. The Prime Minister’s announcement pushed back the end-of-sales date for new petrol and diesel cars from 2030 to 2035 by requiring 80% of new cars to be fully ZEV by 2030. The mandate will continue to require the most ambitious regulatory trajectory to 2030 of any country.

The noble Baroness, Lady Ritchie, talked about the end-of-sale dates for non-zero-emission motorbikes and mopeds. We consulted between July and September last year on when to end the sale of new non-zero-emission L-category vehicles, which was supported by a thorough programme of stakeholder engagement with manufacturers and the wider industry. The Government are analysing the responses and taking into consideration the wide range of views expressed. The consultation proposed two separate dates for the end of sale of new non-zero-emission L-category vehicles: 2035 for all L-category vehicles at the latest, and 2030 for L-category vehicles in the L1 L2, L3, L6 and L7 subcategories.

The Government recognise that a one-size-fits-all approach to regulating emissions from road vehicles is not appropriate, as the technology pathway is not as clear for certain segments of the market. However, they will continue to engage with industry and the public to ensure that the final confirmed end-of-sale dates for new non-zero-emission L-category vehicles are feasible from both a technological and a commercial perspective. That includes ensuring that adequate infrastructure for the sector is in place and that the transition is affordable for consumers.

We are now analysing the responses to the consultation on ending the sale of new non-zero-emission L-category vehicles, including evidence provided on this issue, and we will bring forward the government response in due course. Analysis of lifecycle emissions is an important consideration as we accelerate the transition to a zero-emission fleet of road vehicles. While there is no internationally recognised method of measuring lifecycle emissions in any transport sector, the Department for Transport’s energy model, published in 2018, and the externally commissioned lifecycle analysis of UK road vehicles, published in 2021, provide clear assessments of the relative environmental impacts of different road vehicle technologies and fuels in the UK.

The Government will consult on any future regulatory framework to deliver and enforce the end-of-sale dates for non-zero-emission L-category vehicles as appropriate. The Government keep all their regulations under review to ensure that they are fit for purpose and future-proofed. Policies are already in place to support the transition, such as plug-in motorcycle grants, and the Government recently made up to £350,000 of funding available for research and development projects to grow the zero-emission motorcycle supply chain in the UK. However, we appreciate that there are technology and infrastructure considerations for these vehicles as we transition, and we will continue to work with the sector to support and consider how best to overcome demand-side challenges, including the infrastructure needs of zero-emission L-category vehicles.

On the Motor Cycle Industry Association action plan, mentioned by the noble Baroness, Lady Ritchie, the Government are committed to continuing to work with the industry and other stakeholders to ensure that the sector is ready, ahead of decarbonisation. In February 2022, the Motor Cycle Industry Association published Realising the Full Potential of Zero Emission Powered Light Vehicles: A Joint Action Plan for Government and Industry. That was commissioned by the Government as a transport decarbonisation plan commitment and was delivered in partnership with the Motorcycle Industry Association. The document aimed to set out the 10 key actions that the industry believes are needed to support the L-category sector ahead of decarbonisation.

The Government are engaged with the industry to deliver the action plan where appropriate. Zero-emission vehicles offer an opportunity to create jobs, strengthen British industry, cut emissions and keep Britain moving. Phasing out new non-zero-emission L-category vehicles positions the UK as a world leader in L-category decarbonisation, driving innovation and creating a market for zero-emission vehicles.

The noble Lord, Lord Liddle, spoke about a plan for the future, as did the noble Baroness, Lady Ritchie. The Government are pleased with the progress made so far on the action plan and will continue to engage with the sector on it. For example, to address actions 2 and 3 on growing and developing the supply chain, as I said earlier, the Government made up to £350,000 of funding available for research and development projects to grow the zero-emission motorcycle supply chain in the UK.

The department is also working with the recently established powered light vehicle community to address action 9 on creating a formal L-category community. Additionally, the department is currently engaged with the MCIA’s recent licensing review proposals to address action 6, to review minimum testing and licence entitlements for all battery, electric L-category vehicles. We continue to engage with industry to deliver the action plan where appropriate and will continue to do so.

The noble Lords, Lord Berkeley and Lord Foster of Bath, referred to the plan for drivers in as much as it applies to motorcyclists. Like drivers, motorcyclists will benefit from many of the measures in the plan, including around fixing roads faster, better traffic lights, and the right speed limits in the right place. Specifically, in seeking to make better use of bus lanes, we will refresh the technical advice for local authorities to make it clear that they should use their powers to ensure that bus lanes are open to motorcycles, and we will launch a consultation on allowing motorcycles to use bus lanes by default. The plan confirms that, to help riders make the transition to zero-emission vehicles, plug-in vehicle grants continue to be available for motorcycles.

The noble Lord, Lord Foster of Bath, asked a question about lithium batteries. There is no real evidence that electric vehicle fires are more likely to occur than petrol or diesel vehicle fires, and it remains safe to have them in covered car parks. The safety of electric vehicles and their charging is of course of paramount importance to the Government and is kept under regular review. Multiple safety systems are designed into electric vehicles to protect passengers, emergency services personnel and other users from harm. However, the risks are different and need to be understood and controlled. Fire prevention, fire detection and firefighting in electric vehicles is a developing area, and the Government review their guidance and regulations in step with the development of best practice. We continue to work with the fire services, industry and experts from across the UK on this, and before vehicles can be sold or registered in the UK, the manufacturer must supply evidence that the vehicle complies with international approval requirements. For hybrid and electric vehicles, fire and electrical safety is included in this assessment. The department is therefore working with the Office for Product Safety and Standards and other government departments to develop guidance on the safe use of batteries in e-cycles and e-scooters and will publish this at a later date.

The noble Baroness, Lady McIntosh, asked about cycle offences and dangerous cycling. Of course, dangerous cycling puts lives at risk and is completely unacceptable. Like all road users, cyclists are required to comply with road traffic law in the interests of their own safety and that of other road users—that is of course reflected in the Highway Code. If they do not adopt a responsible attitude and if their use of the highway creates an unsafe environment, they may well of course be committing offences, which is a matter for the police to prosecute.

I think I have covered most of the questions that have been asked.

[Baroness Ritchie of Downpatrick (Lab)]

Perhaps the noble Lord might say something about the simplification of the licensing scheme—and I welcome him and the noble Lord, Lord Liddle, to the Front Benches.

[Lord Davies of Gower (Con)]

I will go back to the department and see exactly where we are on that, and I will certainly write to the noble Baroness on it.

NATS: Staffing

Baroness Ritchie of Downpatrick Excerpts

Tuesday 19th September 2023 Lords Chamber

Asked by

[Baroness Ritchie of Downpatrick]

To ask His Majesty’s Government what discussions they have had had with NATS (formerly National Air Traffic Services) regarding their staffing issues which resulted in delays and cancellations in flights at Gatwick Airport on Thursday 14 September.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, the Government regret the delays caused by staffing issues in the Gatwick air traffic control tower last Thursday. UK airport air traffic control services are a commercial matter in the UK—in the case of Gatwick, between NATS and the airport operator. We continue to engage with stakeholders to review plans for disruption mitigation, and I shall meet the CEOs of NATS, Gatwick, easyJet and the CAA shortly.

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, for the third time in three weeks, travellers have faced immense inconvenience due to air traffic control issues, with flights cancelled, delayed or diverted. The latest incident, as the Minister referred to, was only last week, caused apparently by the untimely sickness of one air traffic controller, and a replacement could not be put in place quickly. Given that NATS is a public/private partnership where the Government own 49%, can the Minister outline what staffing resilience measures NATS will put in place as a result of her current or future discussions? The issues include the framework for staff training, current and future recruitment schemes for air traffic controllers, and the number of staff and vacancies in NATS. Further, will she emphasise whether the Department of Transport is directly involved in building sustainability in the new staffing requirements for NATS?

[Baroness Vere of Norbiton (Con)]

There are plenty of questions there for me to get my teeth into. I shall focus on staffing and staffing resilience at Gatwick in the tower. Two unrelated operational incidents caused withdrawal pending review, which is a standard safety procedure, and that impacted the flow on that day. However, when NATS took over air traffic control at Gatwick in October 2022, it inherited a staffing shortage. It takes at least 13 months to train an air traffic controller at a specific airport, and as I am sure the noble Baroness realises, 13 months have not yet elapsed. We have reviewed NATS’ plans, we are continuing to do so, and we believe that progress is being made.

Renewable Transport Fuel Obligation

Baroness Ritchie of Downpatrick Excerpts

Tuesday 13th June 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

As the noble Lord will be aware, the Energy Bill is currently working its way through the other place. I am very pleased that we were able to get the amendment for recycled carbon and nuclear-derived fuels, as it goes into primary legislation. We are working concurrently on the secondary legislation to bring that into effect as it is needed and into the various schemes. On ammonia and various other renewable fuels, we are looking very carefully across the entire suite of low-carbon fuels. The Department for Transport will be publishing a low-carbon fuel strategy later this year.

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, the logistics sector is calling for a stronger partnership with government over the use of low-carbon fuels. What arrangements will the Government put in place with the logistics industry for this to happen, including the much-promised publication and delivery of a low-carbon fuel strategy? It was promised last year and then at the end of this year. When will that be published?

[Baroness Vere of Norbiton (Con)]

As I mentioned in the previous answer, it will be published later this year. The low-carbon fuel strategy is incredibly important. We have been working very closely with the freight and logistics sectors to understand their needs in terms of decarbonisation. For example, we have invested £200 million in the zero-emission road freight demonstration programme. An enormous amount of work is going on in this area. The low-carbon fuel strategy is but one of those things.

Northern Ireland and Great Britain: Regional Connectivity

Baroness Ritchie of Downpatrick Excerpts

Monday 13th March 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I will have to take that back to the department because I am not aware of a significant reduction in the number of flights; indeed, I expect them to be back to where they were by the end of April. I looked at the prices a couple of weeks ago, and it was possible to book an easyJet flight on a Monday morning for £22, which I feel is very reasonable. I know that BA has had a few cancellations recently, but I met with it this morning and we discussed how to reduce those as we head into the summer.

[Baroness Ritchie of Downpatrick (Lab)]

As someone who uses that air connection weekly, I remind the Minister that there was a £5.7 million investment in connectivity between Northern Ireland and Great Britain during the Covid lockdown in May 2020 and since then, Flybe and the Belfast-London, London-Belfast Aer Lingus flights have ceased to operate. What discussions will she have with other airlines on filling the slots, and with Aer Lingus about reinstating its flights between Belfast and London and London and Belfast using Emerald Airlines, which undertakes carrier flights for it to other cities in Britain?

[Baroness Vere of Norbiton (Con)]

Aer Lingus flights had to cease because of the wet-leasing arrangements it was using, which it carried on for much longer than the Government would normally allow. However, I am delighted to say that Aer Lingus’s partner in IAG, British Airways, picked up the services so there is no loss in connectivity. Of course, we will warmly welcome Aer Lingus back to that route if it is able to sort out the UK-registered aircraft it would need to operate the route.

Ryanair: Afrikaans Language Test

Baroness Ritchie of Downpatrick Excerpts

Thursday 9th June 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

As I said, I am probably not going to go much further than I already have, because we have yet to hear back from Ryanair. A number of noble Lords have recognised that the CAA, as the UK’s regulator, may well be able to assist Ryanair in reaching the right decision.

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, will the Minister take the opportunity provided by the British-Irish Council, which contains representatives from the British Government, the devolved Administrations, including the Northern Ireland Executive, and the Irish Government, to raise this issue immediately? If it is not possible to have a British-Irish Council at the moment because of the standing down of the institutions under the Good Friday agreement, it would be greatly appreciated if the Minister could nevertheless deal with this issue, given its importance and the need to emphasise equality in all matters in South Africa.

[Baroness Vere of Norbiton (Con)]

I will certainly take that idea away and see whether it is a route that will achieve the quickest resolution to this matter.

Queen’s Speech

Baroness Ritchie of Downpatrick Excerpts

Wednesday 11th May 2022 Lords Chamber

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, it is a pleasure to follow the noble Lord, Lord Borwick, and to welcome the right reverend Prelate the Bishop of Guildford, particularly following his very reflective contribution. I welcome the opportunity to participate in today’s debate on levelling up, housing and communities and refer to my entry in the register of interests. These policy issues need to be underpinned by a determined political imperative to reduce geographical inequalities right across the UK—I include Northern Ireland in that—and to promote social justice and fairness for all.

I question whether that political imperative to address geographical inequalities exists in the Queen’s Speech when so many communities have had to endure rising costs of living in terms of food, energy and higher levels of inflation. Such higher prices have meant that they have had to do without certain essential commodities such as food and have little money to spare for rent. In fact, there are now greater proportions of our population reliant on food banks, including those who are in work.

Undoubtedly, this Queen’s Speech will be benchmarked on its ability, via the Treasury and the DWP, to put money into people’s pockets, with better economic measures to uplift our economy so that communities, those in receipt of benefits and the working poor can become more resilient. The verdict on this is still very much out; the public will have their say through their actions and obviously at the ballot box. The cost of living crisis and higher inflation have compromised the position of many people so that they are in fuel and food poverty—a point made by the noble Baroness, Lady Boycott. These were constant themes as I knocked on doors and talked to people during canvasses for the Northern Ireland Assembly elections over the last number of weeks.

In that regard, I would like to look at Northern Ireland in terms of levelling up. I acknowledge and note that the Government’s document says that there is £49 million for 11 projects, £1 billion for farmers, and £9.3 million for fisheries. But to implement all that, we need an Executive and an Assembly. I see the noble Lord, Lord Alderdice, in the Chamber. He was the first Speaker of the Northern Ireland Assembly 20 years ago, and I am sure he would agree that we want to see this Government ensuring that Sinn Féin and the DUP form a Government in the short term to deal with the cost of living crisis, because that will help with levelling up.

Does this Queen’s Speech mean ensuring that the protocol, with mitigations, continues to avail Northern Ireland of the opportunities of trading in both markets? That will provide necessary jobs. In the Queen’s Speech, the Government refer to prioritising

“support for the Belfast (Good Friday) Agreement and its institutions, including through legislation to address the legacy of the past.”

I have several questions for the Minister. I appreciate that this is not within his brief, but I would like it if he could get the answers from the Foreign Office and the Northern Ireland Office. How will this Queen’s Speech protect the Good Friday agreement? When will negotiations resume with the European Commission on the Protocol on Ireland/Northern Ireland? What discussions have and will take place with the Irish Government, as co-guarantors, to support the Good Friday agreement? All this is directly linked to levelling up, ensuring that all the citizens of Northern Ireland have access to fairness and equality. That can be provided only by the restoration of a Government, an Executive, an Assembly and all the other institutions.

We would like to know what truth there is—and what the evidence base is—in yesterday’s Times article suggesting that the Foreign Secretary is ready to tear up the protocol and try to introduce what seems very much like Part 5 of the internal market Bill again through another piece of legislation. Fortunately, this mounting speculation has not materialised in this Queen’s Speech, but there is so much talk about it, with references made by the Prime Minister and the Foreign Secretary.

Quite honestly, we in Northern Ireland are sick, sore and tired of this Government placing all of us on the sacrificial altar of Brexit. All this comes out of Brexit, and it does nothing for building reconciliation and good community relations. The one thing we all want is for our own Government—the Northern Ireland Executive—to be established ASAP. We want to know when that is going to happen because it will provide us with all the levelling-up measures that are possible. I urge the Government to use their good offices to do that, working alongside the Irish Government. It is only through the establishment of a Government that levelling up will take place in Northern Ireland and that we will see fairness, equality and a means of addressing the cost of living crisis, providing social and economic equality for all by working with Ministers in Whitehall. That is an urgent requirement.

HGV Drivers

Baroness Ritchie of Downpatrick Excerpts

Tuesday 26th October 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I am very happy to work with the UK Warehousing Association on any measures we can take to increase the number of forklift truck drivers coming through. In return, I would really like the UK Warehousing Association to encourage its members to provide decent facilities and places to have a rest for HGV drivers when they are dropping off.

[Baroness Ritchie of Downpatrick (Lab)]

My Lords, can the Minister indicate what assessment has been undertaken of the potential impact on the availability of HGV drivers after the Government impose checks on goods coming in from the EU as a result of the Government’s hard Brexit?

[Baroness Vere of Norbiton (Con)]

We do not believe there will be an impact from any checks coming from the EU.

Transport Decarbonisation

Baroness Ritchie of Downpatrick Excerpts

Monday 19th July 2021 Lords Chamber

[The Deputy Speaker (Lord Haskel) (Lab)]

The noble Lord, Lord Naseby, has withdrawn, so I call the noble Baroness, Lady Ritchie of Downpatrick.

[Baroness Ritchie of Downpatrick (Non-Afl) [V]]

My Lords, for the avoidance of doubt, will the Minister confirm whether hydrogen will be prioritised for hard-to-abate sectors such as shipping or heavy goods vehicles, rather than for areas that are relatively easy to decarbonise?

[Baroness Vere of Norbiton (Con)]

This entire plan has tried to recognise that there is no one size fits all when it comes to decarbonisation. As I have already set out, hydrogen will be absolutely key when it comes to heavy road freight, maritime, aviation and maybe rail. We will also look to battery to decarbonise much of the traffic currently on the road. We recognise that to do this we need the right supply of batteries, all the components that go into batteries and the skills to produce the vehicles.

Human Rights at Sea

Baroness Ritchie of Downpatrick Excerpts

Tuesday 22nd June 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I thank the noble Lord for raising this issue. I will write to him with any further details of conversations that are ongoing where limits on broadband might be detrimental to a seafarer’s mental health.

[Baroness Ritchie of Downpatrick (Non-Afl) [V]]

Can the Minister indicate what joint action can be taken internationally, through the G7 and G20 groups of nations, to eliminate abuses against fishermen—a need that has been recognised by many fish producer organisations, as many of these fishers contribute significantly to our local coastal communities? Many of these people come from eastern Europe and the Philippines and make a major contribution to the catching and processing sectors within the fishing industry.

[Baroness Vere of Norbiton (Con)]

The UK is fully committed to the welfare of all seafarers and, of course, fishermen. We will continue to work with our international partners to raise standards. We also recognise the difficulty of upholding human rights for those working away from home and beyond the normal authorities ashore. Sometimes, jurisdictional complexities can exist. This is why we welcome things such as the Responsible Fishing Vessel Standard, which is operated by Global Seafood Assurances. This provides commercial incentives to those operating fishing vessels to meet and maintain good standards of safety and employment.

Hauliers

Baroness Ritchie of Downpatrick Excerpts

Thursday 4th March 2021 Grand Committee

[Baroness Ritchie of Downpatrick (Non-Afl) [V]]

My Lords, traders and hauliers moving goods from GB to Northern Ireland urgently require certainty, stability and simplicity, which can be resolved or solved only through intergovernmental agreement and co-operation between the UK and the EU—not, as we witnessed last night, the unilateral actions of the Government, which simply fuel discontent. In this regard, I urge the Minister to provide an update to the House on the retail movement scheme, the groupage scheme, parcel delivery services and a bolted-on scheme for the trader support service for SPS food products as a matter of urgency. Also, will she indicate when discussions will resume between the UK and the EU, which are urgently required?