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.

Draft Air Passenger Rights and Air Travel Organisers’ Licensing (Amendment) (EU Exit) Regulations 2018

Karl Turner Excerpts

Wednesday 9th January 2019 General Committees

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

It is always a pleasure to serve under your chairmanship, Mr Davies. As ever, I intend to be brief, but I hope that the Minister will answer the points I will raise.

As the Minister has just mentioned, the draft regulations are part of the many aspects of EU law falling into UK law under the Government’s EU withdrawal Act. We will obviously be supportive of them. The draft regulations focus on four areas of legislation: passenger rights, including compensation; rights of disabled passengers; liability for injury to passengers and damage to baggage; and insolvency protection regimes and ATOL.

Under the draft regulations, the Civil Aviation Authority will continue to enforce passenger rights legislation. Implementation will be extended to UK carriers operating flights from third countries to the UK, in line with the current scope of the CAA. That means that the CAA can enforce regulations in respect of routes operated by UK carriers from an airport in a third country to the territory of an EU member state, where this is currently enforced by other member states. Has the Minister considered extending the scope of the criminal offences in the draft instrument, so that the CAA is effectively then responsible for the enforcement of the retained regulation as a whole, rather than being limited to routes from airports in the UK and from third countries to such airports?

My understanding is that no deal could mean that ATOL protection is not recognised within the EEA as meeting the requirements for insolvency protection in relation to sale of travel packages. That is concerning. Will the Minister confirm whether that is the case? If it is, what contingency plans have the Government put in place as part of their no-deal planning? I look forward to the Minister answering those points. If he needs to do so in writing, I am happy for him to do that.

Draft Aviation Safety (Amendment etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Wednesday 19th December 2018 General Committees

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

It is always an absolute pleasure to see you in the Chair, Mr Evans. I will be relatively brief. As ever, I will be grateful if the Minster could address some brief points.

As the Minister intimated, aviation regulations are part of the many aspects of EU law that will fall into UK law under the Government’s EU withdrawal Act. The draft regulations relate to the passing of EU Commission powers exercised by EASA to the Secretary of State for Transport, to be exercised by the Civil Aviation Authority. As he said, none of the changes will change the technical requirements and standards established by the original legislation.

Having consulted with many aviation stakeholders, the shadow Front-Bench team has received the message that the draft regulations are necessary. For that reason, the Opposition will not oppose them, but I wonder whether the Minister could answer a few points. Associate membership of EASA was something the Prime Minister set out in her Lancaster House speech, so can he explain why this seems to no longer be on the table? Does he believe that the UK will lose influence in terms of aviation safety regulations and rule making? That appears to be a real possibility.

Because of the ongoing chaos, the Government ramped up their no-deal planning rhetoric recently. However, we welcome today’s news that the EU is to allow airlines to fly point to point between London and European cities—the most basic form of landing rights—and that aviation safety certificates are to be temporarily extended. Will the Minister tell us what steps are being taken to mitigate any potential problems for our aviation industry that a no-deal Brexit could cause?

We are now only 100 days away from Brexit. Will the Minister confirm how many more of these aviation regulations are required? Does he think that there is enough time between now and March to put on to the statute book all the regulations that might be required? The aviation sector has been asking for reassurance and clarity for two years. With only 100 days to go, it still seeks that clarification. It would be good if the Minister could give the industry some assurances today.

Before I finish, on behalf of the Opposition, I wish a very happy Christmas to you and your advisers, Mr Evans, to the civil servants and, indeed, to Government Back-Benchers.

Oral Answers to Questions

Karl Turner Excerpts

Thursday 22nd November 2018 Commons Chamber

[Ms Ghani]

My hon. Friend’s Bill raises vital issues. I commend her for all her campaigning work and thank her for the opportunity to meet her and her constituents to discuss the matter. It is crucial that disabled air passengers are able to travel in comfort and with dignity, and independently if they wish. That is why we will continue to work with the Civil Aviation Authority to secure improvements throughout the industry.

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

There have been many reports recently of disabled people suffering poor service when travelling by plane, yet we still await publication of the aviation strategy, which might offer some reassurance to disabled air passengers. Why has the strategy not been published? When will it be published?

Draft Operation of Air Services (Amendment etc.) (EU Exit) Regulations 2018

Karl Turner Excerpts

Monday 19th November 2018 General Committees

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

It is always a pleasure to serve under your chairmanship, Sir Christopher. I will be brief. As the Minister has already outlined, these amendments make minor changes to EU regulations as they come into UK law under the European Union (Withdrawal) Act. It is clear that the Government are attempting to mitigate any potential problems relating to the operation of air services once we leave the EU. There has been considerable concern, however, over operating licences remaining valid post Brexit. Therefore, we very much welcome this clarity. In this case, stakeholders have stated that the Government and the Department for the Transport engaged with them properly. We welcome that as well.

Labour Members believe that a strong aviation sector is crucial to the UK’s status as a global, outward-looking nation, and that is even more important following our decision to leave the EU. We believe that any new service agreements for the aviation industry following Brexit should seek to replicate the existing arrangements as much as possible.

[Mr Sheerman]

I am a bit worried that my hon. Friend seems to be so positive about this. We have just witnessed the Minister gambolling through—in an entertaining way, but very quickly—this very important piece of delegated legislation. This is complex stuff. Is this the template for what will happen under the agreement to leave the EU: that this kind of legislation will be rushed through in small meetings such as this, with no time to study it or ask for detail? If that is the template, I am very worried.

[Karl Turner]

My hon. Friend makes a valid point. We are clearly concerned about the Government rushing regulations through, but he should be aware that the reason they have rushed this—if he wants to put it like that—is because the Opposition have pressured them for some months to bring forward the regulations to ensure that air service agreements are valid post Brexit. However, I am grateful for my hon. Friend’s intervention.

It remains the UK aviation industry’s priority that the Government achieve a comprehensive, liberal new air services agreement with the EU in any final Brexit arrangement. There is not a huge amount of detail in the draft withdrawal document about what air services agreement will be in place beyond the transition period.

However, despite the ongoing chaos from this Government, we welcome the fact that last week, the European Commission—after much pressure from the Opposition, I must say—eventually published guidance confirming that flights between the UK and the EU would continue in the event of a no-deal Brexit. That was met with widespread relief from the industry.

[Mr Sheerman]

I am sorry to interrupt my hon. Friend’s very good speech, but what words have the official Opposition had with anyone in Ireland about how these regulations affect Ireland, and the relationship between the Republic of Ireland and Northern Ireland? This is one industry where there is a very strong Irish element in the way that we operate. It is very complex indeed. What level of negotiation and discussion have the official Opposition had with the Irish Government on this?

[Karl Turner]

I have to be honest with my hon. Friend: I do not know the answer to the question. I suspect that colleagues higher up than me in the shadow team have had discussions with colleagues in the EU. For example, I know that the Leader of the Opposition has met officials in the EU.

The Opposition have always maintained that the aviation sector should have been the first priority for the Government in their negotiations with the EU. Given the chaos last week, is the Minister confident that there are no more problems coming down the road?

As this legislation does not make any substantive changes to licensing requirements for air carriers and aircraft operators, and there has been thorough consultation between the Department for Transport and leading stakeholders in the aviation industry, the Opposition support these measures. It is right that the aviation industry has been consulted comprehensively. The aviation Minister in the other place has stated that these amendments do “no more than appropriate”. We agree with that.

[Mr Sheerman]

I am sorry to intervene again. The Minister said that, as far as he is concerned, there will be no impact on existing services. How can he know that? How can the Opposition know that? I am worried that this big change in regulation will have a very big impact on existing services. We should be much more aware of our rights and responsibilities as parliamentarians in ensuring that things are up to the standard we expect.

[Karl Turner]

Again, my hon. Friend makes a valid point. I am sure the Minister has taken his comments on board, but it is a matter for the Minister to come back and satisfy the Committee.

[Mr Sheerman]

He said, “No impact.”

[Karl Turner]

My hon. Friend says from a sedentary position that the Minister said there would be no impact. I think the Minister has taken on board the points that my hon. Friend has raised, and I expect him to come back on that.

I have one or two questions of my own for the Minister. Given that the CAA will get further regulatory powers and become the licensing authority to deliver oversight and take measures against carriers if necessary, is he absolutely satisfied that it is fully resourced? Does he foresee any issues in that respect? I look forward very much to his response.