P&O Ferries

Barry Gardiner Excerpts

Wednesday 30th March 2022 Commons Chamber

[Barry Gardiner (Brent North) (Lab)]

I welcome the fact that the Secretary of State is considering injunctive procedures where consultation has been ignored and not respected by the employer. It is just a shame that his party failed to vote for it in October. Will the Secretary of State say if the statutory code he is introducing will create any new criminal offence? If so, what is it, who can enforce it and what is the penalty? Alternatively, does it, like previous codes of conduct, simply issue a set of recommendations that bad companies can ignore?

[Grant Shapps]

I should say to the hon. Gentleman that the detail on that was set out by the Under-Secretary of State for Business, Energy and Industrial Strategy, my hon. Friend the Member for Sutton and Cheam (Paul Scully), yesterday in this House. I will make sure that the hon. Gentleman gets a full note detailing the answers to his questions.

P&O Ferries

Barry Gardiner Excerpts

Monday 28th March 2022 Commons Chamber

[Robert Courts]

Unfortunately, the hon. Lady is just wrong on a number of points. For example, in regulations from 2020 the national minimum wage was extended to the vast majority of seafarers working on the UK continental shelf, so she is just wrong about that. There is an issue here that we are seeking to address, and we are addressing it.

[Barry Gardiner (Brent North) (Lab)]

After Peter Hebblethwaite admitted to the Select Committee that he had broken the law and would do so again, the nation has concluded that he is not a fit and proper person to be a director of P&O, or indeed of any company. When will the Government also reach that conclusion and disqualify him? When will they seek to ensure that workers onshore are not treated with the same contempt as those seafaring workers have been, and make sure that people cannot be fired in such a way, whether they are working for Weetabix, Tesco, Sainsbury’s, British Airways, British Gas or any of the other companies that have done the same thing over the past two years?

P&O Ferries and Employment Rights

Barry Gardiner Excerpts

Monday 21st March 2022 Commons Chamber

[Laura Farris]

I think that that is correct, and I think that that was what the Secretary of State was alluding to. It is also the case that DP World has obviously concluded that it would prefer to make a severance payment that takes into account the 90-day consultation period, the notice period and the redundancy period, because that is less hassle for them than going into a consultation for 90 days with the RMT and facing strike action.

I will come to my solution in a moment, but I want first to briefly address what Labour Members have said about banning fire and rehire. The hon. Members for Ogmore (Chris Elmore) and for Sefton Central (Bill Esterson) said that the commendable private Member’s Bill presented by the hon. Member for Brent North (Barry Gardiner) would have done that. Let me, with great respect, refresh the House’s memory. The hon. Gentleman said at the time:

“I have no intention in this Bill of banning, and there is nothing in this Bill that would ultimately ban, fire and rehire. There is an important reason for that and I will come on to it in my speech.”—[Official Report, 22 October 2021; Vol. 701, c. 1051.]

[Barry Gardiner (Brent North) (Lab)]

The hon. Lady is absolutely correct: nothing in my Bill would ultimately have stopped fire and rehire, and that was with the full cognisance of the 22 unions that supported it. As she knows, however, there were measures in the Bill that would have prevented the current situation.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. Let me say this before the hon. Lady responds to the intervention: I recognise that important points are being made, but if there are interventions it would be helpful, to ensure that we can get everyone in, for Members to try to stick to the original time limit.

--- Later in debate ---

[Barry Gardiner (Brent North) (Lab)]

The first thing I want to do is express my solidarity with the 800 seafarers and their families, and pay tribute to the RMT and Nautilus for the swift support that they gave their members, along with the whole of the TUC.

I am pleased that Ministers and Tory Members have said how disgraceful P&O’s behaviour has been, but they have said how unacceptable such practices are on previous occasions. It appears today, from both their words and their body language, that they are embarrassed. Maybe somebody has been saying “Shame on you”. It is almost as if it is more about justifying this disgusting treatment of summarily firing the workforce and justifying why they did not outlaw it five months ago when they had that opportunity.

[Christian Wakeford (Bury South) (Lab)]

I was a supporter of my hon. Friend’s Bill when he brought it forward, despite being on the Conservative Benches at the time, and I even shared a platform with him at the party conference. We heard from the Secretary of State earlier that ACAS would be bringing forward further guidance, but guidance would not have helped the people from P&O. Does my hon. Friend agree that guidance is not the solution and that we need legislation to prevent this from happening again?

[Barry Gardiner]

I do agree with my hon. Friend. It is clear that nothing currently in the law could have stopped this incident from happening and that, whatever the outcome, 800 families are suffering as a consequence. Had it been clear in statute and had the company known that it could not take advantage in such a way, it would not have done so. It is the Government’s lassitude on this matter that has led to where we are now.

I do not want to engage in recriminations about who said what. Let us try to be positive and think of a way in which we could develop a law in this country that could solve these problems. The first thing, to which the Minister alluded earlier, is the importance of negotiation and the fact that the negotiations that ultimately took place in previous disputes were positive. Let us get it round the right way, so that we have consultation at the beginning of the process and a statutory obligation on the employer to consult, to negotiate and to be transparent. Incidentally, that happens to be in clause 1 of my Bill.

The hon. Member for Newbury (Laura Farris) referred to proposed new section 187B, but she knows very well that this was not about a duty of disclosure on employers that was completely open-ended. No, it was a very specific one. It involved information that would be in accordance with good industrial relations practice that the employer should disclose for the purposes of the consultation and

“without which the appropriate representatives would be to a material extent impeded in carrying on consultation with the employer”.

It was a measured, sensible approach, and if the Government had any concerns about it, they could have been ironed out in Committee, as my hon. Friend the Member for Sefton Central (Bill Esterson) said. But the Government were not prepared to do that.

There was also the facility in my Bill to make complaints about the failure to follow good practice. The Bill was all about instantiating good practice and penalising bad practice. That would have meant that where an employer had not followed the rules properly, not obeyed the statute, not consulted or engaged openly with their workforce or not negotiated transparently, a complaint could have been made to the central arbitration committee and ultimately an injunction could have been made to restore the jobs of the people who were fired. That is not about rehire; it is all about fire. The Minister for lassitude whispered in the ear of his colleague the other day that this issue was not about fire and rehire, but those measures would have protected the workers in this situation and the Government now need to act. They should take this opportunity. They have had a rap over the knuckles and they have been embarrassed. Now they must legislate.

P&O Ferries

Barry Gardiner Excerpts

Thursday 17th March 2022 Commons Chamber

[Robert Courts]

The important thing to understand is that maritime contracts can often be quite complicated. Different contracts can apply for different seafarers at different times. I do not want to be in a position where anybody is looking to me for legal advice from the Dispatch Box. That is not my role as a Minister. I urge everybody to obtain their own independent legal advice so that they can take any steps that are necessary. It is for lawyers to provide that assistance, not Ministers.

[Barry Gardiner (Brent North) (Lab)]

For how long are the Government prepared to allow companies such as P&O to treat loyal workers with contempt while they leach off the UK taxpayer? The Minister will know that there is a £146 million deficit in the pension fund for P&O retirees, yet P&O’s owners, DP World, just spent £147 million on sponsoring the European golf tour. After taking £10 million from taxpayers for furlough and demanding a further £150 million from the public purse to keep its operations going, the company paid out £270 million to shareholders in dividends and is now trying to fire 800 loyal workers. Does the Minister accept that P&O is taking him and the Treasury for fools? Does he regret the Government’s failure to back the measures in my private Member’s Bill that would have prevented these 800 seafarers from being treated so disgracefully?

[Robert Courts]

As I have said, we need to take stock of the situation as we understand it. The hon. Gentleman referred to fire and rehire; this may not be a fire and rehire situation—

[Barry Gardiner]

I said the measures in my Bill.

[Robert Courts]

I am happy to look at what the measures in his Bill were, but we need to understand exactly what has taken place. I agree with his wider points about the actions that P&O has taken at the same time as treating its workers this way. Treating long-serving, loyal, hard-working, skilled people in this way cannot be defended.

Electric and Hybrid Electric Cars

Barry Gardiner Excerpts

Wednesday 6th July 2016 Westminster Hall

[Barry Gardiner (Brent North) (Lab)]

It is a great pleasure to serve under your chairmanship, Mr Turner. It is also a great pleasure to respond to the hon. Member for Tiverton and Honiton (Neil Parish), who was as perspicacious as ever in introducing the debate. He has been plugging away at this issue for quite some time—no pun intended. I also welcome the contributions of the other Members who have spoken, particularly the sheer enthusiasm of the hon. Member for Taunton Deane (Rebecca Pow) and the analysis of the hon. Member for Wells (James Heappey), who made an important contribution to the debate.

The 60th anniversary of the Clean Air Act 1956 came this week. The hon. Member for Taunton Deane was absolutely right to refer to the number of people who die from polluted air in this country—the figure is 52,500 per annum. If that was the number of people dying from road accidents each year, the Minister would not still be in his place. The Government would have a crisis on their hands, and they would have had to respond, but because air pollution is a silent killer it has not got real traction in government.

I welcome the opportunity that this debate gives us to raise the issue up the agenda, particularly since the Mayor of London launched his air quality campaign on the landmark occasion of the 60th anniversary of the Clean Air Act. The former Mayor of London, sometimes known as the former future leader of the Conservative party, pledged in May 2009 that 25,000 charge points would be installed across the capital by 2015. The actual figure today is fewer than 1,000. In fact, the Government have said that they are committed to

“ensuring almost every car and van is a zero emission vehicle by 2050.”

I welcome that, but a target without a plan is just a wish, and so far the Government do not have a plan.

The Committee on Climate Change’s progress report to Parliament last week showed that the UK is set to miss its legal climate commitments for the 2030s by 47%. That is a staggering shortfall. Boiled down, the reason is that outside the power sector there has been

“almost no progress in the rest of the economy”.

One of the principal reasons that the committee gives for that slow progress on decarbonising is the lack of progress on decarbonising transport. It says that

“improved vehicle efficiency has been offset by increased demand for travel as the economy has grown and fuel prices have fallen.”

The committee notes the progress on funding being made available for electric vehicles up to 2018, but highlights that there are no vehicle efficiency standards beyond 2020. The long-term target of 2050 is simply hot air without a medium-term delivery plan.

I want to respect the Minister’s time, so I will move over a number of comments that I wished to make, but I will pick up on the important points that the hon. Member for Wells made about the structure of the network and the importance of capacity. He is absolutely right in what he said about power generation—there is no point in running clean cars on dirty fuel.

The interesting point about battery technology is that it is now moving on at such a pace that the modular packs will be able to be fitted to the properties and, if we have a disaggregated grid, localised solar and wind will feed into each house when it is being produced and into the modular pack. Those packs can then be used to charge the vehicles overnight in the home. We are moving to a structure in which that is possible, but it requires the Minister to do precisely what he was challenged to do by the hon. Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry) with the mythical inter-ministerial group on clean growth. Will the Minister speak with his colleagues across Government to make sure that there is an integrated solution and not simply a transport solution?

--- Later in debate ---

[Andrew Jones]

I am under extreme time pressure. If I have any time, I will come right back to my right hon. Friend.

The UK is not alone in addressing the environmental impacts of road transport. Action is taking place on a global basis to compel manufacturers to bring forward an increasing choice of cleaner and more efficient vehicles, to meet growing consumer demand and expectations. Our automotive sector has a great history of innovation, and we are seeing some of that now. With the help of a strong domestic market, we are in a great position to benefit from global demand for electric vehicles as the transition takes hold in the coming years.

A number of Members have mentioned the referendum. Let me be clear that our determination on electric vehicles and standards is not in any way changed by the result of the recent referendum. The drivers of transition to zero emissions are global in nature and will continue to apply regardless of our place in Europe.

The benefits of electric vehicles include securing the manufacturing of the future and health benefits. Let me run through the actions that we are taking. In our manifesto, we committed to the goal that by 2050 nearly every car and van on our roads should be a zero-emission vehicle. That will require all new cars and vans on sale to be zero-emission by around 2040. We have in place one of the most comprehensive support packages anywhere in the world, with committed funding of more than £600 million in this spending review period. Progress to date puts us in a very encouraging position. Vehicles that used to be exotic are now considered commonplace on our streets. In total, about 28,000 ultra-low emission vehicles were sold in the UK last year, which is more than in all the years since 2010 combined. We have had more than 70,000 claims for our plug-in car and van grants. I am particularly pleased that many of those vehicles are manufactured by Nissan at its Sunderland plant, which last year produced 20% of all electric cars sold in the EU.

A number of colleagues have spoken about the importance of charge points. There is an ever-expanding network of charge points for electric vehicle drivers. We have more than 11,000 public charge points, including 850 rapid charge points—the largest network in Europe.

I note the comparisons with Norway. Norway’s record is very impressive, and we work with the Norwegians and other leading markets. Our £40 million city scheme will introduce some of the measures that have been mentioned, such as bus lane access, free parking and rapid charging hubs. It is also worth noting that Norway has very high levels of vehicle taxation, which I am not generally in favour of. Many colleagues have spoken about that today.

There are 60,000 domestic charge points, which offer the cheapest and easiest way to charge up. Latest statistics suggest the average distance to the nearest charge point is just over 4 miles in Great Britain. I want to increase that density and reduce the distance even further.

One of the most important measures in support of electric vehicles is the plug-in car grant scheme, which provides a direct discount to consumers on the cost of an eligible plug-in car or van.

[Barry Gardiner]

On that point, will the Minister give way?

[Andrew Jones]

No, I am running short of time.

The grant currently stands at £8,000 for vans, £4,500 for pure electric vehicles and £2,500 for plug-in hybrids. We are spending at least £400 million on the scheme in the current spending review period, and with further incentives through the tax system, there are clear financial benefits to assist consumers with the up-front costs of electric vehicles.

The initial provision of charging and hydrogen refuelling infrastructure for electric vehicles, which many Members have spoken about today, is also something with which the Government must assist. Continued growth is possible only if the public have confidence in the infrastructure network. As my hon. Friend the Member for Wells (James Heappey) and the hon. Member for Strangford (Jim Shannon) asked, what comes first, the car or the charge point? It is neither—we have to do both. That is the Government policy: doing both in parallel, to address the consumer concern. Drivers expect reliable, affordable, available and easy-to-use infrastructure.

The good network that we have in place has already been supported with more than £30 million of investment in public charge points since 2011. The electric vehicle homecharge scheme offers drivers £500 towards the cost of a private home charge point. There are public charge points in Parliament and two charge points in Downing Street. The ministerial fleet was mentioned. There are four UK-built Nissan Leafs in that fleet and many more across the public sector, and an initiative is in place to increase that number.

Highways England has a £15 million budget to ensure that there is a charge point every 20 miles across 95% of the strategic road network, which should be a rapid charge point if possible. As vehicles’ ranges increase and infrastructure provision grows, it will be increasingly easy to travel the length and breadth of the UK in an electric vehicle.

Hydrogen vehicles have been mentioned. It was interesting to see the Riversimple vehicle, brought to Parliament in partnership with my hon. Friend the Member for Brecon and Radnorshire (Chris Davies). I had previously met representatives of the business at the London motor show. We are technology-neutral and I see hydrogen fuel cell electric vehicles playing an important role in decarbonising road transport. Because we are technology neutral, I prefer to talk about ultra-low emission or zero-emission vehicles rather than electric vehicles. The Government are providing £5 million to help develop 12 hydrogen refuelling stations to support the roll-out of fuel cell vehicles. All 12 stations are being commissioned this year and will provide a significant step in the refuelling network.

Working with eight leading car manufacturers, our “Go Ultra Low” communications campaign has started to address the attractiveness of these vehicles. Nobody has mentioned that they are quite fun to drive. The driver puts their foot down and there is power; there is no delay. That is a key part of the attractiveness message.

Our agenda is about tackling the infrastructure, providing incentives to purchase and communicating the benefits. Colleagues have raised many questions, including about duty. Mercifully, that is a question for the Treasury, but I will highlight Members’ concerns. These issues are being discussed at cross-departmental groups, particularly with the Department of Energy and Climate Change, because it is clearly understood that we only really see the benefits of moving to electric vehicles if we have sustainable power generation.

There are benefits that can be brought by different parts of local and national Government, including the “Go Ultra Low” city schemes—I am visiting Milton Keynes tomorrow. It is not a question of local government or national Government. It is a question of partnership, and using all our available levers to deliver these fantastic products.

I hope I am as enthusiastic about this agenda as colleagues have been throughout this debate, which has been great to see. This is an important part of our transport mix. We can see what the future looks like: it is connected and autonomous vehicles powered by electric motors. We can see the benefits to the public in air quality, cost and congestion. I want those benefits to come to people in this country as quickly as possible, which is why we have an attractive and powerful set of initiatives to deliver that.

Question put and agreed to.

Resolved,

That this House has considered electric and hybrid electric cars.

High Speed Rail (London – West Midlands) Bill

Barry Gardiner Excerpts

Wednesday 23rd March 2016 Commons Chamber

[Mrs Gillan]

My hon. Friend has already made a name for herself in the House for defending our environment, and I hope that she long continues to do so. I agree with her entirely. The Woodland Trust wants ancient woodland to be removed from the “no net loss” calculation, and it is disappointed that HS2 has not done everything that it should or could do to avoid the loss of ancient woodland.

[Barry Gardiner (Brent North) (Lab)]

I am sure that the right hon. Lady will acknowledge that when HS2’s original estimate of the amount of ancient woodland was reviewed by the Woodland Trust, that estimate was increased by 78%. It is appalling that the initial environmental survey conducted by HS2 did not record accurately the amount of ancient woodland involved.

[Mrs Gillan]

The hon. Gentleman’s point about inaccurate assessments is, I am afraid, repeated throughout dealings with HS2. This is a particularly bad example. The Woodland Trust petitioned HS2 for a minimum planting ratio of 30:1 to compensate for the fact that irreplaceable habitats will be lost, and the planting of 2 million trees along the wider route is just the starting point. I would have hoped that that could be put in the Bill, which would have made the provision legally binding and ensured that at least some structured replanting and maintenance took place.

[Mrs Gillan]

I am grateful to my hon. Friend for that clarification. I wish I could take it at face value.

[Barry Gardiner]

As I am sure the right hon. Lady agrees, the Minister’s assurance that there will be no net loss is not worth the air time it is given. Ancient woodland is, of course, as Natural England precisely characterises it, “irreplaceable”. The idea that there can be no net loss of something that is irreplaceable is simply a contradiction in terms.

[Mrs Gillan]

The hon. Gentleman makes a very valid point. Quite frankly, the fact that anybody actually says they would replace ancient woodland just shows the ignorance of some of the people dealing with this matter.

--- Later in debate ---

[Mrs Gillan]

I make no comment. That speaks for itself.

[Barry Gardiner]

Will the right hon. Lady give way?

[Mrs Gillan]

I think I have given way enough to the hon. Gentleman. I want to make some progress because so many Members want to speak on this group of amendments, and we have so little time.

I have tabled new clauses, drafted by a very senior lawyer, on a proposal that is of particular importance to everybody—the adjudicator. The proposal is of great importance and would improve the project immeasurably. New clause 8 provides for an independent regulatory body regularly to review and monitor progress during construction, and to hold HS2 to account in delivering what has been promised in environmental and other mitigations. The construction commissioner or complaints commissioner proposed by the Department for Transport simply will not have the remit or the expertise to monitor such a large project. In addition, it can only cover claims of up to £7,500. I believe we need truly independent scrutiny by an independent body. Some of the panel members should have relevant expertise, and most importantly, it should have enforcement powers.

The history of this project is full of errors and omissions, including the downplaying of the environmental impacts, together with the “It will be fine” and “The people along HS1 did not complain” attitude of the promoter. We cannot trust what HS2 is currently offering. At the moment, it is in effect responsible for policing itself.

The Government assure us that the environmental minimum requirements and the code of construction practice offer the necessary protections, but close examination of the documents does not provide such reassurance. The devil is always in the detail. In practice, it means that although HS2 is required to adopt measures to reduce the adverse environmental effects reported in the environmental statement, it only has to do so

“provided that such measures are reasonably practicable and do not add unreasonable cost or delay to the construction or operation of the project”.

In effect, that gives the nominated undertaker, which is in charge of monitoring itself, a “get out of jail free” card.

--- Later in debate ---

[Barry Gardiner]

I am not against HS2. I am for trees—but not just any trees: trees that enhance our environment and improve our biodiversity. I want to pick up on two very brief points, in relation to the remarks of the Minister of State, the hon. Member for Scarborough and Whitby (Mr Goodwill), on net biodiversity loss and translocation.

It is absolutely clear that the commitment in the Government’s White Paper was not simply to no net biodiversity loss but to leaving the natural environment of England in a better state. This project will set a precedent on how to deal with the natural environment for all future major infrastructure projects. The question is whether it will fulfil the promise of improving the natural environment, leaving it in a better state for our children. National planning policy framework 118 is absolutely clear:

“planning permission should be refused for development resulting in the loss or deterioration of irreplaceable habitats, including ancient woodland”.

Ancient woodland is irreplaceable.

The Secretary of State used the figure of 7 million trees when he spoke from the Dispatch Box earlier. Seven million trees, if planted at the rate suggested by the Woodland Trust of 2,500 trees per hectare, would give rise to 2,400 additional hectares. I want a commitment from the Secretary of State that they will be additional hectares: additional to the Government’s promise that 5,000 hectares of new woodland will be planted in England each year, a promise that at the moment is not being met. Some 2,400 hectares had been planted up to 2014-15, which is more than 4,000 hectares light on the existing promise. I want a commitment that the additional 2,400 hectares—the 7 million trees he spoke of—will be on top of the existing promise that is not being met.

Finally, on translocation, Natural England clearly states that an

“ancient woodland ecosystem cannot be moved”.

The Woodland Trust’s extensive research into translocation states:

“The only thing that is certain when translocation of ancient woodland soils is undertaken is that a valuable habitat will be destroyed.”

There is no guarantee that a similarly valuable habitat will be created. The idea, therefore, that translocation can be used and justified as the Minister attempted to do earlier—he is an honourable and decent man using the information that his civil servants no doubt gave him—is wrong.

Oral Answers to Questions

Barry Gardiner Excerpts

Thursday 10th March 2016 Commons Chamber

[Mr Goodwill]

May I first put on the record our gratitude to my hon. Friend for the very hard work he carried out as a member of the Select Committee on the hybrid HS2 Bill? We occasionally ask trust ports to review their status. All the feedback I have had from his trust port certainly shows that the trust port model is working well, and we would not wish to interfere with that.

[Barry Gardiner (Brent North) (Lab)]

It is clearly in the public interest for a person reporting somebody as unfit to drive to have anonymity. However, does the Secretary of State agree that anonymity should be rescinded where the allegation appears to be malicious, and that the reporting form should clearly state that an accuser will be liable to prosecution if false accusations are made about an individual?

Airports Capacity

Barry Gardiner Excerpts

Monday 14th December 2015 Commons Chamber

[Barry Gardiner (Brent North) (Lab)]

I admire the Secretary of State’s chutzpah in explaining that the Prime Minister has decided to be indecisive, but if he is keen to give further consideration to the serious environmental considerations of air pollution, why have the Government been lobbying heavily in the European Commission against the air quality package?

[Mr McLoughlin]

The hon. Gentleman tells us that we have been indecisive, but he was a member of a Government who could make no decision whatever on this matter. As for where we stand on various things in the European Commission and the European Parliament, this is about a whole range of issues, not necessarily one individual, small item.

Oral Answers to Questions

Barry Gardiner Excerpts

Thursday 16th July 2015 Commons Chamber

[Mr Goodwill]

Never mind “one of the world’s leading producers”. I think that we are the world’s leading producer, given that all the i8 hybrid engines for BMWs are made at BMW’s £500 million Hams Hall plant, Donington Park has been chosen as the global headquarters for Formula E, and Geely is investing £250 million to make plug-in hybrid taxis at the new plant in Coventry, thus creating 1,000 jobs. So we are indeed leading the world. As more manufacturers make these models available, more consumers will be given that option at their local showrooms.

[Barry Gardiner (Brent North) (Lab)]

The Minister will know of the report that was submitted to the Economic Sub-Committee of the Cabinet which showed that the cost to our economy of air pollution from diesel and other vehicles was between £9 billion and £20 billion. When considering low emissions, will he take into account particulate matter—the PM 2.5—and nitrogen dioxide?

[Mr Goodwill]

Internal combustion engines produce pollutants which contribute to air quality problems. That is why we need to ensure that more people opt for green alternatives such as electric vehicles, plug-in hybrids, and other technologies that are becoming available.

Davies Commission Report

Barry Gardiner Excerpts

Wednesday 1st July 2015 Commons Chamber

[Barry Gardiner (Brent North) (Lab)]

The increase in carbon emissions from any airport expansion will have to be contained within the overall carbon budget set by the Committee on Climate Change. What discussions is the Secretary of State having in Cabinet about offsetting from other areas of his portfolio to ensure that those emissions caps are not breached; and what discussions is he having at European level to ensure that a European emissions cap is put in place, as this country has unsuccessfully argued for previously?

[Mr McLoughlin]

We regard our obligations under the Climate Change Act 2008 very seriously indeed, and we tried to reflect that when we set up the Airports Commission and made Dame Julia King a member. That is certainly something that the commission has addressed in its work.