Offshore Helicopter Safety

Karl Turner Excerpts

Wednesday 6th February 2019 Westminster Hall

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

It is always a pleasure to see you in the Chair, Sir Henry, and a privilege to serve under your chairmanship. I congratulate my hon. Friend the Member for Stockton North (Alex Cunningham) on securing this important debate, and I pay tribute to Members across the Chamber who have contributed with great knowledge and their own personal experiences.

Offshore helicopter transport, like maritime transport, is an area of transport with a low public profile but a huge economic impact. Unfortunately, the safety record in the North sea helicopter industry over the last decade includes 33 tragic deaths, alongside non-fatal setbacks that have caused significant damage to workers’ confidence in the mode of transport that they are obliged to use to work in that industry.

Following the tragic incident at Sumburgh in August 2013, the Civil Aviation Authority, along with the Norwegian air authority and EASA, carried out a comprehensive review into helicopter safety. The review set out 32 interventions including—to name a few—the establishment of the offshore helicopter safety action group, the prohibition of helicopter flights in the most severe sea conditions, and changes to the way pilots are trained and checked. That was followed up by progress reviews in 2015 and 2016. The review was carried out alongside EASA, as well as the Norwegian aviation authority. Is it still the Government’s aim to remain a member of EASA when we leave the EU? I have raised that issue with the Minister on a number of occasions, but he has yet to confirm the Government’s position. What impact will a no-deal Brexit have on our ability to carry out such reviews?

Even with the improvements to safety since 2013, the core issue of workforce confidence still needs to be tackled. Offshore workers’ perception of an industry governed by commercial pressure will not have been helped by the fact that thousands of jobs have been lost since 2014, pay has been cut or frozen, and longer shifts have been imposed. The Transport Committee highlighted this issue in its inquiry following the tragic incident at Sumburgh. Trade unions across the sector have campaigned on this, and I pay tribute to them for the work they have done on behalf of their members, particularly the RMT and Unite the Union. One of the Transport Committee’s recommendations was for an independent public inquiry to investigate commercial pressures on the operating environment of helicopter safety in the North sea, which has been supported by trade unions. I would be interested in the Minister’s thoughts on that.

Following the fatal incident in the Norwegian sector, where 13 passengers and crew lost their lives, the Opposition welcome the grounding of North sea Puma fleets, despite the regulator issuing airworthiness certificates. That is testimony to the work of trade unions on behalf of their offshore members. However, the Super Puma continues to work in other parts of the international offshore oil and gas industry—for example, in Brazil and parts of Asia. Does the Minister agree that the Super Pumas should not return to the North sea without the prior agreement of a majority of offshore workers? If, as expected, the Super Puma continues to be grounded, what model will replace it?

In September 2018, Airbus announced that it expected the offshore wind transport market to add £8 billion to its balance sheet over the next 20 years, which includes demand for up to 1,000 helicopters over the next two decades. They will carry out tasks such as crew transport to offshore wind farms. Given the expected growth in this area, it is important that workers have confidence in the Government, the Civil Aviation Authority and others who are responsible for safety. Will the Minister work with unions to help repair workers’ lack of confidence?

As my hon. Friend the Member for Stockton North highlighted, it is quite frankly staggering that there is no mention of offshore helicopter transport in the Government’s aviation strategy. Will the Minister tell us why it is not in the strategy? Given the expected growth in this sector, does he agree that it would be a good idea to put in place a long-term strategy? I look forward to his reply.

[Sir Henry Bellingham (in the Chair)]

I am very grateful to the hon. Gentleman for his extremely knowledgeable and succinct winding-up speech. I now call the Minister, but bear in mind that the hon. Member for Stockton North (Alex Cunningham) would like to have two minutes at the end to wind up.

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?