Brexit: Aviation Safety Regime

Lord Kinnock Excerpts

Wednesday 17th January 2018 Lords Chamber

[Baroness Sugg]

My Lords, the CAA is still one of the finest aerospace organisations in the world. It is highly regarded, not just in Europe but around the world for its expertise in safety regulation. As part of the EASA system, the CAA has been the specialist regulator for aviation safety and issues certificates and approvals. The competence to issue such safety certificates will stay as we leave the EU: none the less, the CAA is making prudent preparations for whatever scenario we are in.

[Lord Kinnock (Lab)]

My Lords, does the Minister recognise that if the UK does not remain a member of the European Aviation Safety Agency or establish an equivalent recognised regulatory UK agency by the end of March next year, UK aviation operators and manufacturers will not be able to fly in the airspace or sell in the markets of the United States of America? This was confirmed by Mr Michael Huerta, head of the Federal Aviation Administration. Does she accept the view of Mr Andrew Haines, chief executive, as she will know, of the UK Civil Aviation Authority, which is worthy of the praise she has just offered, that:

“I’m yet to meet anyone of substance that supports that approach”,


of withdrawal from the European Aviation Safety Agency? Does she agree that only continuing membership of EASA will prevent huge cost, disruption and damage to UK operators, manufacturers and passengers?

[Baroness Sugg]

My Lords, of course we are aware of the important relationship we have with the USA regarding our aerospace industry. Last year we exported more than £2 billion-worth of aerospace products to the USA and imported £4.5 billion-worth. As I said, we are fully aware of the industry’s views on this and we will be presenting those as we go forward in our negotiations. I should also mention that Administrator Huerta made it clear that from his standpoint, we can make any scenario that might be negotiated work, and we are working very closely with the Americans.

Road Traffic Offenders Act 1988 (Penalty Points) (Amendment) Order 2016

Lord Kinnock Excerpts

Tuesday 20th December 2016 Lords Chamber

[Lord McKenzie of Luton (Lab)]

My Lords, I draw attention to my registered interest as a president of RoSPA. We welcome the new penalties, particularly as they are accompanied by a road safety campaign. However, as others have said, we doubt their deterrent effect unless there can be visible and effective enforcement.

It is also the view of RoSPA that the law should apply equally to hands-free and hand-held phones, because the distraction and danger caused by using a mobile phone is as much due to the driver not being aware of what is happening around them as to the physical distraction of actually holding a phone. Because the regulation that specifically bans drivers using a mobile phone applies only to hand-held phones, this is often misinterpreted as meaning that it is safe to use a hands-free phone—it is not. As has been said, we know that many employers ban their staff from using hand-held phones while driving for work, but some permit or even encourage them to use hands-free phones. This has to change.

[Lord Kinnock (Lab)]

I want to follow the arguments made correctly, particularly by the noble Lord, Lord Cormack, and the noble Baroness, Lady Randerson, by adding a thought that was prompted on this occasion by the noble Baroness, Lady Chalker, but which has occurred to me over years past. We should follow the examples set by previous advances in ensuring greater safety standards in motor vehicles, specifically the statutory requirement to install seatbelts. I, and I presume several other Members of this House, am old enough to recall the specification of a date by which vehicles of every kind had to have seatbelts. Indeed, I recall installing seatbelts myself in a rather battered Standard 10—it was a long time ago. However, I am certain that specifying a date requiring vehicles of all descriptions to have at least hands-free technology installed would make a significant difference and reduce the appalling toll of deaths and life-changing injuries that have occurred because of drivers using telephones.

I certainly have sympathy with the case put by my noble friend Lord McKenzie that it is evident that the use of hands-free telephones constitutes a certain level of danger. However, I would make the case, without diminishing the force of his argument, that the danger of having to manipulate a telephone by hand is far greater than that of answering or using a hands-free telephone. In the cause of making further advances—much in the spirit of the view put by the noble Lord, Lord Cormack—I would ask the Government two questions. First, would they consider emulating the example set by the requirement to install seatbelts in the front of all vehicles? The requirement to install them at the rear, I am proud to say, was partly a European Commission initiative when I had the pleasure of being the transport commissioner. Now, of course, that requirement is universal in all saloon cars, as well as in relevant other vehicles which have rear seats. If a date was to be specified and legislated for, I am certain that could make a significant difference.

My second question is whether the Government are considering commissioning relevant research to establish whether there is a technological means in motor vehicles to ensure that it is impossible for a person occupying the driving seat to use a telephone while the engine is running. I am certain it is well within the capability of modern technology to establish such a relationship and to enforce such a technical prohibition. Are the Government commissioning research that could produce such a result?

[Lord Brooke of Alverthorpe (Lab)]

My Lords, all the evidence indicates that the culture change needed to move away from unsafe driving is primarily driven home to people by tough penalties and, in turn, by their proper enforcement. I share the view of the noble Lord, Lord Cormack, that these may not have gone far enough yet to discourage the growth of the use of hand-held devices.

The third area of change, which is perhaps less effective but none the less one the Government will use, is education. In the programme that they devise, will they drive home to people that if they are involved in an accident it is now technologically possible to check whether they were using a hand-held device or texting at the time of the accident? Many people are not aware that this can be done and, if they knew that, they might think a second time before continuing to use the devices in the knowledge that it might be traced back to them after an accident. Will the Minister comment on that?

Railways: East Coast Main Line

Lord Kinnock Excerpts

Thursday 27th November 2014 Lords Chamber

[Lord Kinnock (Lab)]

Since the Minister puts emphasis on excellence of service, absolutely rightly, and since there has been acknowledgement of the great success of the publicly owned service on the east coast, which rose from the ashes of the failure in the private sector, can she tell us why that excellent service and company was not allowed to bid on the fair and equal basis of all other bidders for this franchise? Is it not conceivable that against the background of that success, it, too, could have made the commitment to investment and to the enlargement and improvement of services that is now on offer from the company that has been successful? What ideological barrier—because it could not have been a practical one—could have prevented it making a bid?

[Baroness Kramer]

My Lords, there are enormous practical barriers relating to the basis on which funding is provided to the public service operator differing from that available to the private operators in the bid. It is crucial to ensure that we get the best ideas, innovation and investment in the service for the people who are going to use the east coast and that is exactly what this franchise delivers.

London Underground: Industrial Action

Lord Kinnock Excerpts

Monday 10th March 2014 Lords Chamber

[Baroness Kramer]

Your Lordships are right to say that Transport for London, or London Underground, was able to run about 40% of its trains during the strike and that Londoners, although under stress, found different ways to get to work—as Londoners do. As I say, at this point in time the two parties are talking, and I hope very much that they are talking constructively. BIS is planning a review of the whole area of industrial disputes, and I think it is best if I do not add yet another set of views.

[Lord Kinnock (Lab)]

Does the Minister accept that the consequences of strikes in public transport are invariably that people are deeply inconvenienced, demoralised and absolutely furious—with justification? However, would she advise those who are asking for bans on strikes in public transport to acknowledge the fact that in a free society, if workers in crucial services are denied by law the right to strike, their resentments and difficulties will then find expression in even more inconvenient ways? That is the reality of democracy.

[Baroness Kramer]

All Members of this House recognise that there is complexity around all of these issues. They need a great deal of thought and a great deal of debate.

Airports: Heathrow

Lord Kinnock Excerpts

Tuesday 15th November 2011 Lords Chamber

[Earl Attlee]

My Lords, at the moment we do not see a problem. However, it would be open to the Northern Ireland Assembly to apply to the Secretary of State for Transport to impose a public service obligation on an air route from Northern Ireland to London, should the Assembly feel that a case can be made which satisfies the EU regulations on PSOs. If approved, this would permit slots to be ring-fenced at a London airport. However, there is no other mechanism for the Government to intervene in the allocation of slots at Heathrow or other London airports. We do not see the need at the moment to impose a public service obligation.

[Lord Kinnock]

Does the Minister recognise that it is important to sustain the Heathrow slots for Northern Ireland simply because Heathrow is the most substantial hub? In the case of sustaining the economic interests of Northern Ireland, it is important that there is an absolutely dependable service from that hub into the Province. That is in the interests of the whole of the United Kingdom. Therefore, will the Minister maximise the use of public service obligations to ensure that when Lufthansa disposes of British Midland the slots will not disappear into a black hole as well?

Shipping: Towing Vessels

Lord Kinnock Excerpts

Thursday 3rd November 2011 Lords Chamber

[Noble Lords]

Oh!

[Lord Kinnock]

My Lords, that was about the most articulate ministerial answer I have heard in this House. While the Minister is right to draw attention to great advances such as port state control, the ISM code and double hulling, even cumulatively they are not enough when a ship has foundered. Is the Minister aware, when he puts an emphasis on commercial tug companies, that they can be expected to act commercially? This is why it is necessary for government support to ensure that in any and all conditions—however unprofitable they may initially seem commercially—those tugs are available right round the British coast.

[Earl Attlee]

The noble Lord makes some quite sensible points. However, it is important to understand that one of the recommendations of the Donaldson report was the SOSREP, the Secretary of State’s representative, and he has extensive powers to direct that ships will assist other ships in difficulties. It is also worth pointing out that the emergency towing vessels have not yet been decisive in rescuing any super-tanker because none has come to grief.

Railways: Light Rail Vehicles

Lord Kinnock Excerpts

Thursday 3rd March 2011 Lords Chamber

[Earl Attlee]

My Lords, my noble friend has rightly raised an issue about the time taken for approval. However, I have to say that Mr Parry is a bit of a pioneer. The vehicle comprises some very new and pioneering technology so there are a lot of issues to be resolved.

[Lord Kinnock]

May I remind the Minister that Mr Parry has been pioneering this technology for at least 30 years? Many congratulations are owed to him on his persistence as well as his genius. Could I add to the various qualities of the Parry People Mover which have been listed by other noble Lords the fact that it is entirely made in Britain? That distinguishes it from many other forms of transport.

[Earl Attlee]

The noble Lord is quite right, but I have to say that the Parry People Mover is not a perfect vehicle. It has some technical issues, particularly with ride quality. However, I know that Mr Parry is working on those issues.

Roads: Charging

Lord Kinnock Excerpts

Thursday 18th November 2010 Lords Chamber

[Earl Attlee]

The noble Lord makes an important point, of which my department is well aware. However, the objective of the lorry road-user charging scheme is to ensure a competitive and free market for all operators, whether UK or foreign.

[Lord Kinnock]

My Lords, I strongly welcome the action being taken by the Government in pursuit of an entirely necessary policy. In view of the various complications, could not the Government, so far as concerns both heavy vehicles and other vehicles, pursue the cruder but nevertheless effective course of abolishing road fund licences and heavy goods licences and replacing them with fuel charges, which would at least produce an equitable and economic relationship between road use, the nature of vehicles and the effect on the environment?

[Earl Attlee]

My Lords, the noble Lord makes an interesting point. One problem that we experience is foreign vehicles coming in with very large fuel tanks, sometimes containing in excess of 1,000 litres of fuel, which enable them to travel all around the UK and then leave without buying any fuel here. There is also an EU directive on the minimum vehicle excise duty rate.