Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government why they plan to introduce maritime obligations under the UK Emissions Trading Scheme (ETS) from July before pursuing linkage with the EU ETS; and what assessment they have made of the risks of implementing a standalone scheme before linkage with the EU scheme, in particular the risk of misalignment, double-charging at berth, impact on competitiveness and regulatory divergence for UK shipping operators.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
As set out in the Maritime Decarbonisation Strategy, emissions pricing is an effective policy lever to reduce emissions. The Government set out its intention to include domestic maritime emissions in the UK Emissions Trading Scheme (ETS) in 2022 and confirmed expansion by 2026 in the Government response to the consultation in 2023. This was followed by a further consultation in November 2024 detailing the Government's proposed policy approach.
The Government have confirmed that we will be expanding the UK Emissions Trading Scheme (UK ETS) to domestic maritime from July 2026. The draft Statutory Instrument on the expansion of the ETS to maritime has now been laid and approved across the UK Parliaments, providing certainty ahead of the expansion in July. Further guidance is available from the Environment Agency.
The final policy design of the ETS has been based on the best available evidence and responses to these consultations, with the aims of incentivising investment in decarbonisation and avoiding competitive disadvantages for UK shipping operators.
There will be no double-charging of emissions when ETS is expanded to domestic maritime in July 2026, as the UK ETS will apply to voyages beginning and ending in the UK, and to emissions at berth within the UK. These emissions are not in scope of the EU ETS.
In May 2025, the UK and the European Union (EU) agreed to enter into negotiations on an agreement linking the UK ETS and the EU ETS. Linking ETS’s is about making life easier for operators and aims to minimise the administrative burdens and unlock greater access to a larger market, supporting economic growth and decarbonisation. Continuing negotiations will determine the details and extent of alignment.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what consideration they have given in the introduction of maritime obligations under the UK Emissions Trading Scheme (ETS) to mirroring the EU's phased maritime ETS introduction and targeted exemptions for island connectivity routes to maintain competitiveness and prevent modal or port diversion effects.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
The Maritime Decarbonisation Strategy (MDS), published in 2025, sets out how we will decarbonise UK maritime transport, including through the inclusion of domestic maritime sector in the UK Emissions Trading Scheme (ETS) from July this year.
The draft Statutory Instrument on the expansion of the ETS to maritime has now been laid and approved across the UK Parliaments, providing certainty ahead of the expansion in July. Further guidance is available from the Environment Agency.
Given the long lifespan of shipping vessels, action needs to be taken now to meet the goals of the MDS, helping the sector move towards a lower carbon future and contribute to UK net zero obligations.
In recognition of this change, the Government will give maritime operators until the end of the first two scheme years to familiarise themselves with the UK ETS and its digital systems before they must surrender allowances for those years.
Exemptions will apply to ferry services to Scotland’s islands and certain peninsular communities. These are based on the unique and pressing challenges faced by these communities due to exceptional reliance on ferries for essential goods, healthcare, education, and employment, as well as additional legal duties under the Islands (Scotland) Act 2018. We have assessed that these criteria are not met for other UK islands.
The Government will monitor the impacts of the scheme and has committed to review the effectiveness of the scheme, including the exemptions, in 2028.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what evidence they have that including emissions at berth in the UK Emissions Trading Scheme will deliver measurable abatement of emissions before shore power and alternative fuel infrastructure are available at scale in UK ports.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Including emissions at berth in the UK ETS targets a major source of maritime pollution. In 2019, vessels over 5,000 GT produced 1.9 MtCO₂e at berth in UK ports, around 58% of domestic maritime emissions, so bringing these emissions into scope drives operators to cut them now. This also aligns with the EU ETS approach, therefore providing operators a predictable and consistent framework.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what representations they have received from shipping operators about concerns about the absence of sufficient shore-power infrastructure, limited port grid capacity and lack of alternative fuels at scale; and what plans they have to address those concerns before the commencement of the UK Emissions Trading Scheme for the maritime sector.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Following the launch of the Maritime Decarbonisation Strategy in March 2025, the Government has extensively engaged with shipping operators, ports, and the wider maritime sector. This includes engagement on shore power availability, grid capacity constraints and alternative fuels. We ran a call for evidence on Net Zero Ports that gathered evidence on current and future grid capacity at ports, as well as drivers of that future energy demand, and will continue working with industry to understand their needs.
This Government has worked with the National Energy System Operator and Ofgem to implement bold new reforms to the grid connections process. We are committed to ensuring ports future energy needs are taken into account as part of reforms and future planning of the network, and to working with industry to understand wider challenges such as energy costs.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government whether companies conducting autonomous vehicle trials are required to publish incident and near-miss data; and if not, whether they plan to mandate this before commercial deployment of autonomous vehicles.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Data related to incidents from automated vehicle trials with a safety driver would be captured under standard incident report that the Department for Transport regularly publishes. Companies wishing to apply to operate commercial pilots will have to comply with mandated reporting requirements. These reports will initially be submitted to the Department. The Department is considering approaches around the publication of this information.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what assessment they have made of whether penalty points can be applied to a safety operator supervising an autonomous system when the vehicle commits an offence without manual input.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Whereas the drivers of normal road vehicles require driving licences, onto which penalty points may be endorsed if they commit relevant offences, this is not the case with operators of automated vehicles.
As set out in the Automated Vehicles Act 2024, a range of civil and criminal sanctions will be available to the in-use regulatory scheme to ensure that operators are held accountable for the behaviour of their vehicles, and for any failures to comply with regulatory requirements. Views are being sought on these sanctions as part of the continuing Call for Evidence, “Developing the Automated Vehicles Regulatory Framework”.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what assessment they have made of the readiness of autonomous taxi technology for public use.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Government intends to introduce the Automated Passenger Services (APS) permitting scheme in Spring 2026 to provide a clear legal route to deploying passenger services, such as taxi-, private hire- and bus-like services, with no human driver, providing certainty for operators to enter the GB market. Both the service and the technology will be assessed before an APS permit is granted and the vehicle is listed as self-driving. These assessments will be undertaken by agencies of the department, on behalf of the Secretary of State.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government what assessment they have made of who has legal liability for traffic offences committed by autonomous vehicles.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
The Automated Vehicles Act 2024 implements the recommendations of the 4-year review of regulation for automated vehicles carried out jointly by the Law Commission of England and Wales and the Scottish Law Commission (the Law Commissions). It is intended to set the legal framework for the safe deployment of self-driving vehicles in Great Britain. Part 2 of the Act specifically relates to liability for vehicle use in a range of operational circumstances.
In addition, the continuing Call for Evidence “Developing the Automated Vehicles Regulatory Framework” asks a number of questions relating to the potential sanctions which may be available in response to traffic infractions involving Automated Vehicles.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government whether they plan to issue guidance to police forces on prosecuting companies operating autonomous vehicles for traffic contraventions.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
Section 39 of the Automated Vehicles Act 2024 (“AV Act”) sets out the Secretary of State’s duty to identify and investigate incidents involving automated vehicles which have potential regulatory consequences. Chapter 2 of the continuing Call for Evidence, “Developing the Automated Vehicles Regulatory Framework”, seeks views on the most appropriate methods of detection and enforcement of relevant incidents, including traffic infractions.
In addition, guidance specifically relating to forthcoming pilots of automated vehicles, prior to the introduction of the full AV Act, is currently being drafted in conjunction with first responders.
Asked by: Lord Berkeley (Labour - Life peer)
Question to the Department for Transport:
To ask His Majesty's Government whether Great British Railways will assume responsibility for the construction of the tunnels between Old Oak Common and Euston, and if so, when.
Answered by Lord Hendy of Richmond Hill - Minister of State (Department for Transport)
HS2 Ltd is the non-departmental public body responsible for delivering the HS2 programme. This includes responsibility for HS2’s Main Works Civils Construction, which in turn includes the construction of all tunnelling between Old Oak Common and Euston. Great British Railways will not assume this responsibility.