Transport

Nusrat Ghani Excerpts

Thursday 10th May 2018 Ministerial Corrections

[Ms Ghani]

We have had the action accessibility plan, which we will be responding to very shortly, within the month. We are working with the Royal National Institute of Blind People and the charity Guide Dogs. [Official Report, 8 May 2018, Vol. 640, c. 224WH.]

Letter of correction from Ms Ghani.

An error has been identified in my answer to an intervention by the hon. Member for Kilmarnock and Loudoun (Alan Brown).

The correct answer should have been:

[Ms Ghani]

We have had the action accessibility plan, which we will be responding to very shortly—within months. We are working with the Royal National Institute of Blind People and the charity Guide Dogs.

Concessionary Bus Passes

Nusrat Ghani Excerpts

Tuesday 8th May 2018 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate the hon. Member for Cambridge (Daniel Zeichner) on securing this debate about concessionary bus passes, and it is a pleasure to serve under your chairmanship, Ms Ryan.

I am a little bit nervous that I am not dancing or doing cartwheels, and the hon. Gentleman wanted a lot of excitement. Nevertheless, he is right that this debate is very timely and I am delighted that we are here this morning to mark the national concessionary bus pass. Instead of my dancing and singing, the good news may be that I announced some legislation only last month to protect the national concessionary travel scheme in its current form. I know that this issue was raised by more than one Member, so the Government have demonstrated our commitment to making sure that we no longer have to review legislation every five years, and this scheme will now be protected. Surely no greater celebration than that is needed.

Buses are essential for many people to get to work, to school, to doctors, to hospitals and to shops. Also, many hon. Members have commented today on how buses help to tackle loneliness and aid cohesion. For many people, particularly those in rural areas such as my constituency, the bus is a lifeline and without it they would not be able to access essential services or go shopping and socialise, with over half of those who rely on buses having no access to cars.

[Lilian Greenwood]

As the Minister represents a rural area, does she share my concern about the fact that the number of bus miles being served is decreasing? In the last year alone, there has been a 13.8% decrease in mileage on local authority-supported services, which she will know are approximately a fifth of all services. What will the Government do to address that decline in supported services?

[Ms Ghani]

Bus services in rural areas are a concern —especially in my constituency of Wealden—when we are dealing with an older population and people who might not have access to cars. However, this issue is complicated; it is not just about making sure that there is more money available. Funding is available through the £250 million grant that supports bus services, and the bus service operators grant, with £40 million going directly to local authorities. It is also about making buses accessible and easier to use. I will go on to discuss the other things that we are doing to make buses a far more attractive way to travel, in one’s own constituency let alone across the country.

Before that, however, I will just go on to another issue that the hon. Lady raised, which was loneliness. As part of the Prime Minister’s commitment to deliver a national strategy on loneliness, a ministerial group has been set up: I sit on that group as the representative of the Department for Transport. I am a passionate campaigner—even if I am not doing the cartwheels that the hon. Member for Cambridge wanted—for explaining and sharing how buses are vital in tackling loneliness and helping cohesion.

The benefits of a reliable and innovative bus service are clear—less congestion, greater productivity, and communities that are connected rather than being kept apart. However, we need more people to benefit from buses. That is why we introduced the Bus Services Act 2017, which provides local authorities with new powers to bring about change and unlock the potential for the bus industry to achieve more for passengers than it does today.

That includes a range of powers to introduce franchising or enhanced partnerships, with guidance on how local authorities and bus operators can work together to improve bus services in their area. These could include multi-operator tickets, improved vehicle standards and better connections between transport modes, employment and housing, all of which will drive an increase in bus usage and performance.

That is also why, as I mentioned earlier, last month I announced a change in legislation to protect the national concessionary travel scheme in its current form, so that it can continue to provide free travel for elderly and disabled passengers for years to come. It has been noted that the scheme has a value of £1 billion for 10 million people, which means 929 million concessionary bus journeys, or, on average, 95 bus journeys being taken per bus pass.

The concession provides much-needed help for some of the most vulnerable people in society, offering them greater freedom, independence and a lifeline to their community. It enables around 10 million older and disabled people to access facilities in their local area, and helps them to keep in touch with family and friends. It also has benefits for the wider economy, which was a point made earlier.

The national concession sets a minimum standard available to any eligible person anywhere in England, but of course it does not come cheap. That is why, given the current economic situation, there are no plans to extend the remit of the basic concession any further. However, local authorities have the powers to enhance the offer with discretionary concessions, according to local need and funding priorities. That may include extending the times when concessions are available to include peak-time travel, offering a companion pass for people who need assistance to travel, and offering concessions on different modes of transport. Some 71% of local authorities offer further concessions for elderly and disabled passengers. In Cambridgeshire, there are concessions for the elderly and the disabled before 9.30 am and after 11 pm.

Encouraging bus use among the elderly and the disabled is about more than just concessions. We are doing a lot to make buses more accessible. I draw attention to the comments made by the hon. Member for Strangford (Jim Shannon) on dealing with disability in his family and accessibility. On occasion, when I am allowed to leave this place, I am a carer for my parents, who both have very different disability needs. I know full well the occasional difficulties of being unable to understand which buses are running on which routes when dealing with people with different disabilities.

I will say more about accessibility later, but the hon. Gentleman will know that the Equality Act 2010 requires the bus industry to ensure that buses are as accessible as possible for disabled passengers. Recently we also made announcements to make it clear that priority seating should be for people in wheelchairs. Since 2016, all buses have been required to meet minimum standards, with low-floor access. From March this year, all drivers are required to complete disability awareness training. The next step will be to ensure that all buses have audio-visual announcements, so that people with hearing or visual impairments have confidence that the bus they take will work for them. We plan to consult on those proposals this summer.

[Alan Brown]

I welcome audio-visual announcements. I am one of the MPs who backed the “Talking Buses” campaign by Guide Dogs. Can the Minister give a clearer timescale for when audio-visual information will be mandatory on buses?

[Ms Ghani]

We have had the action accessibility plan, which we will respond to shortly—within the month.[Official Report, 10 May 2018, Vol. 640, c. 10MC.] We are working with the Royal National Institute of Blind People and the charity Guide Dogs. We meet regularly with them to talk about how we can make the information available on all our buses, and in the most appropriate form. Unfortunately, during a trial some passengers complained that too much information was being given out all the time, and that occasionally the wrong information was given out. We are working on that with all the charities involved with people with visual impairments.

The hon. Member for Reading East (Matt Rodda) has talked about concessions for younger people on several occasions. I draw attention to the comments made by the hon. Member for Keighley (John Grogan) that any concessions or free bus service available for younger people has to be financially robust and stand up to the rigour of examination. The Government recognise that public transport is of particular importance to young people, and that the cost of travel can cause difficulty for those seeking education, training or employment opportunities. That is why a trial extension of discounted rail travel for 26 to 30-year-olds has recently been announced. That industry-led initiative to gather evidence on a full roll-out has seen a 100% take-up. The first phase of the trial saw 10,000 railcards sold across Greater Anglia, including Cambridge.

As I mentioned, local authorities have the powers to offer travel concessions on buses to local residents, and there are many examples of that for groups such as students. As part of the Bus 18 partnership between operators and West Yorkshire combined authority, there are half-price tickets for young people up to the age of 19, and pupils wearing their school uniform will no longer have to show a half-fare bus pass. In Liverpool, the voluntary bus alliance between Merseytravel, Arriva and Stagecoach has seen a flat fare of £1.80 for young people, with growth of 140% in bus travel by young people, as well as overall passenger growth of 16%. In Hertfordshire, young people aged 11 to 18 can pay £15 for a card that entitles them to half-price fares on local services.

There is more to encouraging bus use than cost alone. A recent report by Transport Focus found that young people want better access to information about buses. That is why we introduced powers through the Bus Services Act 2017 to require operators to provide better information on fares, timetables and when the next bus will arrive. In addition, a national scheme such as that in place for older and disabled people would require a change to primary legislation, but there are no plans to do that at present. The hon. Member for Reading East will appreciate that this is a complex area and there are no quick and easy solutions. The Department continues to work with local authorities and bus operators on young people’s travel.

I return to the comments made by the hon. Member for Keighley on the robust nature of the budget put forward for free bus travel for the under-25s. Labour originally calculated that policy to cost more than £1 billion, but unfortunately, the numbers were later calculated to be closer to £13 billion. At the moment, that has not reached robust investigation in Westminster Hall.

[Matt Rodda]

I thank the Minister for her support and praise for local discounted schemes. I want to raise the report by University College London, “Social prosperity for the future: A proposal for Universal Basic Services”. Although we are not proposing this—perhaps to the disappointment of my hon. Friend the Member for Cambridge—the research by University College London estimates the possible cost of free bus travel for every person in the UK to be £5 billion per year. That suggests that the Minister’s estimate of £13 billion is somewhat excessive. Our estimate of £1.3 billion has been costed carefully.

[Ms Ghani]

The hon. Gentleman started at £1.3 billion and then moved on to £5 billion, which possibly could reach £13 billion—I am a little nervous about the true figure. We already have a concessionary programme that costs £1 billion. To announce something as available without it having been costed would do the bus industry no service.

The hon. Member for Kilmarnock and Loudoun (Alan Brown) mentioned apprentices; the Department is considering concession options for apprentices and is completing research on a feasibility study. We will report on that later this year and it will inform the development of the policy. There are no plans to fund such a scheme but we will see what the feasibility study concludes.

Reimbursement by local authorities to bus operators is made on a “no better off, no worse off” basis. The hon. Member for Cambridge noted that reimbursement appeals have been in decline and have reached a new low. In 2006-07, there were 69 appeals, but in 2017-18 there were just 21. That means that operators are fairly recompensed for the cost of providing concessionary travel in both urban and rural areas. The reimbursement mechanism is now fit for purpose, as shown by the large fall in reimbursement appeals in recent years. EU state aid rules do not allow the Government to provide the concessionary scheme on any other basis—it cannot be used to provide hidden subsidy to operators.

Much has been said about the increase in pension age; the state pension age of men and women is being equalised. The pensionable age for women has risen gradually to reach 65 this year, and the state pension age for both men and women will rise to 66 by 2020. Equalising the age at which free bus travel applies makes the national travel concession scheme more sustainable. Finding efficiencies in this way rather than cutting back on the entitlement offer to older and disabled people is the best way to focus support on those who need it most.

It is right that Government support focuses on the most vulnerable members of society. The Government believe that local authorities are often in the best position to offer concessions that work for the people who live there. All local authorities have powers to introduce concessions in addition to their statutory obligations, including the extension of concessionary travel to those who are yet to reach the qualifying age. For example, in Cambridgeshire, the largest operator offers half-price travel to jobseekers.

I return to the point raised by the hon. Member for Cambridge about securing funding for concessionary travel schemes, which sit across many Departments. He was right to note that the Ministry of Housing, Communities and Local Government is responsible for the concessionary travel budget. The Treasury is jointly responsible for local authority ring-fencing. I work with all those Departments to ensure that we get the best that we can for bus services. We have just agreed a further two-year ring-fence for the local authority element of the bus service operators grant for the next two years.

The hon. Member for Cambridge also mentioned franchising; he will be aware that any local authority can request franchising, but will need to demonstrate delivery capability and a track record of doing so. We will see how that pans out.

I want to quickly talk about air quality and congestion, which was raised by the Chair of the Transport Committee, the hon. Member for Nottingham South (Lilian Greenwood). We have recently made some good announcements on that. The Government are committed to buses being greener, which is why we announced an extra £48 million for ultra low emission buses. That follows £30 million in funding for 300 new buses through a low emission bus scheme and £40 million for retrofitting 2,700 older buses to reduce tail-pipe emissions of nitrogen dioxide through the clean bus technology fund. We are trying to make journeys easier and more accessible, and to ensure that the concessionary bus pass remains in place.

I hope that I have demonstrated that the Government are committed to protecting the national concessionary travel scheme for buses. We are keen to do what we can to improve bus service patronage. Of course, I will meet with the hon. Member for Cambridge if he has good evidence of best practice, especially of initiatives that have taken place in other countries that we can use here, and especially if they involve new, innovative technology, to learn as much as we can to ensure that the Department is doing what it can to increase bus patronage.

We are determined to ensure that bus patronage increases as much as it can, and we are focused on delivering concessions to those who need it most, while allowing local authorities and operators the flexibility they need to support their local populations. It was interesting to hear that, as we get older, we migrate from the front of the bus to the back of the bus, and then to the front of the bus again. Hopefully, we can all wait our turn until we get hold of our concessionary bus pass. Some will have to wait a little longer than others, but it will definitely be there, once we reach our old age.

Laser Misuse (Vehicles) Bill [Lords]

Nusrat Ghani Excerpts

3rd reading: House of Commons & Committee: 1st sitting: House of Commons
Monday 30th April 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move, That the Bill be now read a Third time.

I would like to express my appreciation to right hon. and hon. Members and noble Lords in the other place for their thoughtful and constructive contributions during the passage of the Bill, including the positive engagement and support of the Opposition. I am indebted to my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes) for his work in bringing forward the Bill when he was a Minister at the Department for Transport and my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill) for his insightful contributions based on his experience as Aviation Minister.

As my right hon. Friend the Secretary of State said on Second Reading, we can be proud of the safety culture across our transport sector in recent years, but we cannot be complacent. Safety and security must be our top priority. That is why we introduced the Bill: to strengthen the rules against those who shine lasers at aircraft while also making it an offence to shine a laser at cars, trains and ships for the first time.

[Jim Shannon (Strangford) (DUP)]

I welcome provision for a jail sentence of five years, which will give peace of mind to bus drivers, train drivers, vehicle drivers and aviation pilots, but can the Minister confirm that the Bill will apply to Northern Ireland?

[Ms Ghani]

Five years is indeed the maximum sentence and the maximum fine is unlimited. The Bill extends to the entire UK and will come into force in England, Wales and Scotland at the end of the period of two months beginning with the day on which the Bill is passed. In Northern Ireland, aviation and shipping are reserved, and the provisions relating to those will come into force at the same time as in the rest of the UK.

The Bill is now in a better shape than when it was introduced. In particular, the creation of an offence for shining a laser at air traffic control has received widespread endorsement and is one that the Government are happy to support. The Bill has been a great example of the important role Parliament has in strengthening legislation. I also thank those outside the Chamber who have lent their expertise to this important Bill. The UK Laser Working Group, chaired by Air Commodore Dai Whittingham, the Civil Aviation Authority, NATS, the Maritime and Coastguard Agency, the trade union the British Airline Pilots Association, the national police air service and many others have provided invaluable advice on some very technical issues.

Our work in this area does not stop once the Bill is passed. The Bill specifically covers the risk posed by shining a laser at a person in control of a vehicle, but, as we discussed on Second Reading, the Government have also announced new measures to tackle the sale of unsafe laser pointers. More than 150 incidents of eye injuries involving laser pointers have been reported since 2013, the vast majority of them involving children. In many of these cases, neither the children nor their parents have known the danger involved. The Government will work to raise awareness of the risks associated with laser pointers, including among schoolchildren.

In addition, the Government have pledged extra support to local authority ports and border teams to stop high-powered laser pointers entering the UK. On this, I would like to correct the record of what I said on Second Reading. This additional funding will in fact come from the Department for Business, Energy and Industrial Strategy, not the Department for Transport. I would not want to be seen as taking credit for another Department’s work, but it is an example of Departments working closely together with a shared purpose.

The hon. Member for Kilmarnock and Loudoun (Alan Brown) previously asked about timeframes. BEIS has already held an initial meeting with National Trading Standards to begin planning a joint project supporting local authorities. The planning will also include working with colleagues in the devolved Administrations. The Civil Aviation Authority will continue to provide advice and guidance for victims of laser attacks, and we will continue to monitor the issue, working with industry, the regulator and cross-Government colleagues to establish whether further steps need to be taken to tackle this unacceptable behaviour.

It has been clear throughout the passage of the Bill that the issue with which it deals is not politically charged or partisan. Parliament is acting collectively in the interests of the travelling public and those who work in our transport sector, and this Bill is for them.

Port Connectivity: England

Nusrat Ghani Excerpts

Tuesday 24th April 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I am today publishing the Government’s report on port connectivity, entitled “Transport infrastructure for our global future: A Study of England’s Port Connectivity”.

This country’s ports are a modern success story. At present around 95% of all goods entering and leaving Britain are moved by sea and the port sector directly contributes £1.7 billion to the UK economy. Once factors such as supply chains are considered, the port sector’s economic contribution to the UK is estimated to be £5.4 billion per annum.

The role ports play in facilitating trade and driving economic growth is only likely to increase. As an island our ports are fundamental to our global success as an outward-facing trading nation.

Ports are investing many billions of pounds in their own infrastructure to ensure larger ships and volumes can be accommodated, and so that England continues to be a key destination for global trade. It is therefore vital there is appropriate capacity on our inland transport network, to and from our international gateway ports, to meet demand.

As part of a wider commitment, Government are making investment totalling over £60 billion in this Parliament alone to improve our transport networks as a whole, including freight connectivity.

This connectivity supports the movement of everything to and from our ports which are vital to our everyday lives from providing fuel to our power stations to generate electricity for our homes, to transporting the produce to our supermarkets so we have food to eat.

“Transport infrastructure for our global future: A Study of England’s Port Connectivity” sets out our vision for how we can continue to grow a thriving English port sector¹ and how collaboration and innovation by Government and industry can enhance the trade, economic and productivity benefits delivered by ports.

The report has been developed with input from Network Rail, Highways England, the port and wider freight industry, and its customers. In doing so the study has looked at the current challenges and opportunities for port and freight connectivity, and makes specific recommendations which the Government and industry can work together to achieve.

A copy of the study has been placed in the Library of both Houses and is also available on gov.uk, together with the supporting regional case studies report on connectivity.

¹ Ports policy is fully devolved to the Scottish and Northern Ireland Governments. In Wales, responsibility for fishing ports only was devolved to the Welsh Government but from 1 April 2018, powers in the Wales Act 2017 will saw further devolution to include all ports wholly in Wales, other than reserved trust ports (Milford Haven is the only one of these) for which the UK Government retain responsibility. An overview of Milford Haven’s connectivity is included in the supplementary case study document for information, but the recommendations are not intended for implementation in Wales.

[HCWS639]

Light Dues

Nusrat Ghani Excerpts

Monday 23rd April 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

A strong and growing maritime industry is vital to the economy of the United Kingdom and it is critical that we treasure and protect this vital artery if we are to remain a world-leading maritime centre.

The work of the General Lighthouse Authorities, which provide and maintain marine aids to navigation and respond to new wrecks and navigation dangers in some of the busiest waters in the world, is crucial to underpinning that vision while maintaining our vigorous safety record and continuously improving standards of safety.

Reductions in the three General Lighthouse Authorities’ running costs have enabled the UK to reduce light dues for four successive years. For 2018-19 I intend to freeze light dues rates at 37.5p per net registered tonne. This will mean that light dues will have fallen by 28% in real terms since 2010.

Light dues rates will continue to be reviewed on an annual basis to ensure that the General Lighthouse Authorities are challenged to provide an effective and efficient service which offers value for money to light dues payers.

[HCWS628]

Greenhouse Gases: International Shipping

Nusrat Ghani Excerpts

Tuesday 17th April 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

On 13 April the International Maritime Organisation (IMO) agreed a comprehensive strategy to reduce greenhouse gas emissions (GHGs) from international shipping. The United Kingdom, led by the Department for Transport, played a leading role in the negotiations, pushing for an ambitious and credible outcome that would enable shipping to play its part in meeting the Paris agreement temperature goals.

The strategy is a major milestone for the shipping industry, which is now the first global sector to have set an absolute emissions reduction target.

The strategy includes:

A commitment to phase out GHGs from international shipping as soon as possible during this century;

A target of at least 50% reduction, and an aim for 100% reduction, in total GHG emissions from shipping by 2050;

A target of at least a 40% improvement in carbon intensity of ships by 2030, pursuing efforts towards 70% in 2050; and

A list of possible short, mid and long-term emission reduction measures with a commitment to develop a work-plan for implementation to deliver emission reductions before 2023.

The United Kingdom was at the forefront of a coalition of high ambition countries working with other member states, industry and non-governmental organisations to agree ambitious quantified emission reduction targets for the sector.

Countries will now, through the IMO, commence work on implementing the strategy. The UK, through the Department for Transport, will continue to work with other IMO member states, industry and civil society to establish what practical and technical steps need to be taken to deliver the emission reduction targets. A revised version of the strategy is due to be adopted in 2023.

[HCWS621]

Air Quality and Shore-to-Ship Charging

Nusrat Ghani Excerpts

Thursday 29th March 2018 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I congratulate the hon. Member for Southampton, Test (Dr Whitehead) on securing this important debate on shipping emissions and, in particular, on shore-to-ship charging. I agree that our maritime ports should continue to thrive, and we are all here to ensure that that happens. I had the privilege of visiting Southampton during the first few weeks in my new role as maritime Minister, and since then I have met a number of shipping stakeholders that operate out of the port. I know the port’s importance to the city and the local economy, as it provides up to 15,000 jobs in the Solent region and thousands more across the UK. I believe that it is also the world’s busiest port.

I also know the importance of air quality to the city, and I thank the hon. Gentleman for raising that issue today. We know the harmful effects that poor air quality can have on human health, the economy and the environment. It shortens lives and reduces quality of life, especially for the most vulnerable. Reducing air pollution to protect the environment and public health is unquestionably a priority for the Government. The UK has signed up to ambitious, legally binding targets to reduce emissions of the five most damaging air pollutants by 2020 and 2030, aiming to cut early deaths from poor air quality by half.

The debate has focused on shipping emissions. To date, the UK’s main priority in tackling ship emissions has been at the international level. We have played, and continue to play, a leading role in negotiating international limits for pollutant emissions from shipping. The UK has consistently pressed for the most stringent controls in those high-risk areas. UK ports such as the port of Southampton have been the beneficiaries of that action. Being within the North sea emissions control area means that the city and residents of Southampton benefit from some of the most stringent international controls on shipping emissions in its surrounding waters. Since January 2015, all vessels operating in that area must use either 0.1% sulphur fuel or a compliant alternative, and from 2021, all new ships operating in this area will need to meet the most stringent NOx emissions standards, which we expect to reduce NOx emissions from ships by around 75%.

Those international controls are having a major positive impact on air quality, but I agree with the hon. Gentleman that we need to go as far as we can on this. The controls have been successful in achieving major emissions reductions, and in stimulating the development and uptake of alternative fuels, innovative green technologies and new ship designs. That said, we are not complacent and we know that much more needs to be done and can be done. At the international level, the UK is strongly pushing for an ambitious and credible strategy to reduce greenhouse gases from shipping, and I invite the hon. Gentleman to support the UK’s efforts to get a strong and forward-thinking agreement at the International Maritime Organisation as we enter the final weeks of negotiations after Easter. Furthermore, we will continue to press for international action that will enable the uptake of low and zero-emission technologies. However, we also want to ensure that we are doing all we can to reduce emissions in UK waters.

The Department for Environment, Food and Rural Affairs is developing a clean air strategy that will look at actions to reduce pollutant emissions across the board from manufacturing to farming, and from generating energy to transport. This will be published for consultation shortly, so all stakeholders will have the chance to contribute on this important issue. My Department has been working closely with DEFRA and the maritime sector to develop proposals within the strategy to further reduce shipping emissions.

I hear the hon. Gentleman’s concerns about Southampton and recognise that the city faces a serious challenge to improve its poor air quality. In the 2015 air quality plan, Southampton was named as one of the five initial cities that were expected to produce local plans to achieve compliance with nitrogen dioxide limits by 15 September 2018. In July 2017, the Government announced £255 million for local councils to accelerate their air quality plans as part of a £3.5 billion commitment on air quality and cleaner transport. The Government are supporting Southampton City Council to conduct its feasibility study and to implement measures to deliver compliance in the shortest possible time. I also know that Southampton port is actively developing ways of reducing emissions across the port, and that it is considering shoreside power as an option to deliver air quality improvements.

We must recognise, however, that reducing shipping emissions is a complex issue, and experts concur that there is no silver bullet. Shoreside electricity is one of a number of solutions. Some of them are very well established, such as using liquefied natural gas, scrubbers and NOx catalysts. Others are still being trialled and applied on a small scale, such as hydrogen, electric batteries and hybrid solutions. We are, for example, seeing an ever-increasing number of ships that are capable of using LNG. The choice of which technology to deploy and invest in will primarily lie with shipowners and ship operators, but ports also have a role to play. Ships often rely on ports to provide access to alternative fuels, but ports will equally rely on ships installing technologies to ensure that the provision of such fuels is commercially viable.

I am aware that ports across the world are beginning to make provision for cleaner, alternative fuels. Some have chosen to introduce shoreside power, and there are many examples of good practice across the UK. A number of ports offer LNG bunkering, such as Teesport, Immingham and Southampton, and others are exploring the use of hydrogen, such as Orkney. The Port of London Authority has published an air quality strategy with the objective of addressing air quality on the tidal Thames and has introduced measures such as a discount on fees for greener ships calling at the port.

The hon. Gentleman mentioned infrastructure. Our national policy statement for ports requires new port developments, especially nationally significant infrastructure projects, to consider the provision of alternative fuels as part of the planning process. In particular, they are required to make reasonable advance provision for shoreside electricity, or to explain why that would not be economically and environmentally worth while.

We must recognise, however, that the business model for UK ports is different from that in many other countries. UK ports are private entities and decisions about operations or infrastructure are a commercial matter for each port to decide. We know that ports such as Southampton will decide the best solution for them based on the needs of their customers and their stakeholders.

I mentioned before that my Department was developing a maritime air quality strategy to feed into the Department for Environment, Food and Rural Affairs’ clean air strategy. My officials are engaging with stakeholders to understand the best approach to reduce emissions, and we are working with industry, academia, trade bodies, ports and other Departments to ensure that any strategy is credible and time-proof. As part of that, we are clear that we need a strong evidence base about the impact of shipping on the environment to inform decisions about the best solutions to reduce pollutant emissions from ships, and we need to ensure that any solutions to reduce pollutant emissions are not dealt with in isolation, but support the need to reduce greenhouse gas emissions. We consider that a holistic strategy is the best way to enable the long-term goal of zero-emission shipping in the UK.

Such an ambition provides real opportunities for UK industry in the development of green technologies and fuels. The UK is home to a wealth of expertise in maritime technology, and we want to exploit the technical and innovative excellence of our sector to lead such a change. The Government want to continue to encourage innovative ideas to help to create a more sustainable maritime sector. Last December, the transport technology research innovation grant—T-TRIG—competition offered funding for targeted calls for projects addressing maritime air quality issues. We received 14 applications and have selected five projects, two of which I believe are in Southampton and Leeds—the hon. Member for Leeds North West (Alex Sobel) made an intervention earlier. These will receive grants of around £50,000 each to help to take their early-stage innovations to the next stage of development.

My officials are actively working with the maritime sector to develop an industrial strategy sector deal that has innovation at its core, and we are supporting the development of an industrial strategy challenge fund bid that is based around smarter and cleaner ships. Southampton is a great city to live and work in, with a fine maritime tradition. By virtue of being inside the emission control area, the people of Southampton already benefit from the strictest international controls on ship emissions currently available in Europe. SOx emissions from ships have reduced dramatically since the introduction of the emissions control area and, as I indicated, further benefits that will come from the introduction of the lower NOx limit, which comes into force in 2021.

More change needs to happen and collaboration is paramount. It is about commitment across the sector: shipping companies, ports, shipbuilders—everybody has a role to play in improving air quality. I can assure the hon. Member for Southampton, Test that the Government are committed to addressing the issue of air quality in the UK. My Department is committed to reducing emissions from transport and I am committed to ensuring that the maritime sector plays its part in that.

As this is the final debate before Easter, may I wish everyone who works in the House—this mother of all Parliaments—a very happy Easter? And if I may be indulged, Mr Speaker, may I especially wish my daughter, Farah, a very happy Easter indeed?

Question put and agreed to.

Draft European Union (Definition of Treaties) (Work in Fishing Convention) Order 2018

Nusrat Ghani Excerpts

Wednesday 28th March 2018 General Committees

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I beg to move,

That the Committee has considered the draft European Union (Definition of Treaties) (Work in Fishing Convention) Order 2018.

It is an absolute pleasure to serve under your perfect chairmanship, Mr Robertson. The purpose of the order is to declare the work in fishing convention 2007, No. 188, an EU treaty as defined in section 1 of the European Communities Act 1972. It was laid before the House on 22 February 2018 and discussed in the other place yesterday evening. In simple terms, the purpose of the order, as I said, is to declare that the work in fishing convention is to be regarded as an EU treaty. Through this declaration, the provisions of the 1972 Act, which provides for the general implementation of EU treaties, will apply in relation to the convention. Those provisions can then be used to implement the convention in UK law by allowing the necessary changes to primary and secondary legislation to be made. That includes those elements that fall outside the powers provided by the Merchant Shipping Act 1995.

Before continuing to explain the Government’s decision to propose use of this order as the mechanism to provide them with the powers fully to implement the work in fishing convention in UK law, I should like to give some background to what the Government have done to develop fishing vessel safety and to the convention, and to outline the Government’s reasons for wanting to ratify it. However, before I do so, I remind hon. Members that our purpose here today is to discuss use of the order as a mechanism to provide the powers to implement the convention, rather than to discuss the details and implementation of the convention itself. We hope that that will be done by means of a number of statutory instruments to be laid before the House later this year.

Despite ongoing Government efforts, fishing remains the most dangerous industry in the UK, with the rate of fatalities being about 100 times higher than that for the general workforce. The Government are committed to making the fishing industry safer. The Maritime and Coastguard Agency works with the industry through the fishing industry safety group to improve fishing vessel safety.

The Government have issued new codes of practice for all sizes of fishing vessels. The new code of practice for small fishing vessels addresses a number of outstanding marine accident investigation branch recommendations to improve fishing safety. It requires all vessels to carry either an emergency position indicating radio beacon or a personal locator beacon for each crew member. That is voluntary until 23 October 2019 to allow the use of funding by fishermen to purchase those items. Other work undertaken includes the provision of free personal flotation devices, free training courses, campaigns to prevent man overboard and a new safety management system.

The Government consider implementation of the convention in UK law an important further step in the development of health and safety policy for the fishing industry, particularly as it will provide protection for all fishermen working on UK fishing vessels, regardless of their employment status. The Government fully support the aims of the convention to ensure that fishermen have decent conditions of work on board fishing vessels. The policy has support from across the fishing industry; there is no opposition. I hope that we can also achieve that here today.

The convention was adopted in Geneva by the International Labour Organisation on 14 June 2007 and entered into force internationally on 16 November 2017. It entitles all commercial fishermen to written terms and conditions of employment, decent accommodation and food, medical care, regulated working time, repatriation, social protection and health and safety on board. It also requires medical certification for fishermen and provides minimum standards relating to recruitment and placement.

Many elements of the convention are already in place in UK law, but implementation will introduce some significant changes for the industry—in particular, the requirement for all fishermen, regardless of their employment status, to have a work agreement setting out minimum working conditions; an inspection regime; and making medical fitness examination and certification mandatory for fishermen in the UK for the first time.

Once the convention is fully implemented, all UK fishing vessels will be subject to regular inspection of living and working conditions on board by the Maritime and Coastguard Agency, with the power to enforce decent standards. The convention was originally laid before Parliament on 20 May 2008—Cm. 7375—with an indication of Government support for the aims of the convention and a willingness to start consultation with the fishing industry. It is good to note that subsequent Governments have continued to support the policy.

International Labour Organisation conventions are always tripartite in nature. The convention was negotiated at the ILO by representatives of the fishing vessel owners, individual fishermen and Governments. The ILO requires Governments that want to implement an ILO convention to establish tripartite arrangements to inform the implementation process.

The Maritime and Coastguard Agency formed the work in fishing convention working group in 2014 to fulfil that function. The group comprises representatives of Government, fishing vessel owners and operators and fishermen’s representatives. It has met 15 times and was instrumental in developing the proposal for implementation of the convention in the UK.

The Government’s proposals for implementing the convention have also been the subject of an eight-week public consultation. The MCA is now working with the group to refine the proposals in the light of the consultation comments. ILO conventions must be ratified in their entirety to take effect. UK legislation is already compliant with some parts of the convention. In other cases, where UK legislative provisions need some realignment to comply, the necessary powers to make appropriate amendments already exist in the Merchant Shipping Act 1995.

However, other provisions of the convention cannot be implemented under that Act. That is why this order is needed, so that the powers contained in the European Communities Act 1972 can be used to amend or make legislation to give effect to these provisions of the convention.

I should like to explain why we have chosen this instrument to provide powers to implement the convention, rather than promote new primary legislation. The European Communities Act defines what is an EU treaty. As well as the treaties listed in the Act, that definition includes

“any Treaty entered into, as a treaty ancillary to any of the Treaties, by the United Kingdom”.

The convention is ancillary to the EU treaties because it contains some matters that lie within the competence of the European Union, although the EU is not itself able to be a party to the convention. Those parts that do not fall within EU competence are ancillary to the transport and employment provisions of the EU treaties, in particular where they concern the promotion of social protection and the raising of the standard of living and employment of fishermen.

As an EU Council decision was passed authorising ratification by EU member states, followed by a directive in 2017 implementing a European social partners agreement on the convention, and as it is not possible to ratify conventions piecemeal, it is appropriate that the convention is deemed to be ancillary to the treaty.

There is also precedent for using this route. The convention could be regarded as a sister convention to the maritime labour convention 2006. That MLC, widely regarded as a Bill of Rights for seafarers—other than fishermen—was implemented into UK law in 2014. This House approved the European Communities (Definition of Treaties) (Maritime Labour Convention) Order 2009 to use the powers of section 2(2) of the 1972 Act to implement the MLC into UK law.

As the work in fishing convention is intended to provide similar protections for fishermen as the MLC did for merchant seafarers, it is appropriate that the same method be used to provide powers to implement the convention. Section 1(3) of the European Communities Act 1972 provides that treaties entered into by the United Kingdom after 22 January 1972 shall not be regarded as EU treaties as defined in the Act unless they are specified as such in an Order in Council.

Section 1(3) of the Act further provides that no treaty shall be so specified unless a draft of the Order in Council has been approved by the resolution of both Houses of Parliament. The convention cannot be implemented into UK law unless the Government have the powers to do so. The alternative to using this draft order is to make and use new primary legislation for this purpose. As Parliament has limited time available, using the order is the most appropriate and cost-effective way forward.

Finally, I hope the order will have cross-party support today, as it has complete support from across the fishing sector.

--- Later in debate ---

[Ms Ghani]

I have highlighted the importance of the convention for fishermen and the fishing industry, and I am pleased that we have cross-party support for this important issue, because it reflects the sector’s support for this order. I will address some of the issues raised. One was the support for ILO 188 and the ongoing work of the MCA. Just to reiterate, the membership of the tripartite group that has supported this order comprises the National Federation of Fishermen’s Organisations, the Northern Ireland Fish Producers Organisation, the Scottish Fishermen’s Federation, the Welsh Fishermen’s Association, Nautilus International and Fishermen’s Mission. The work will continue in order to ensure that the order is phased in to support the industry and fishermen. Of course, the support that is being made available to fishermen through the order will continue during the transition period.

I will touch on modern slavery, if I may. That issue is constantly addressed not only in my Department, but in the homeland security Department. This ILO convention removes any ambiguity about what the minimum standards for health and safety and living and working conditions should be for fishermen. It also requires every fisherman to have a work agreement clearly set out. That will to some degree challenge modern slavery when efforts are being made to deal with people who are working on shipping vessels.

I therefore propose that the order be made under section 1 of the European Communities Act 1972 in order to use the powers in section 2 of that Act to facilitate implementation of those provisions of the convention that are not either already implemented in UK law or capable of being implemented using existing powers. This will enable the United Kingdom to meet its international obligations and improve living and working conditions in our fishing industry. The order is intended to ensure that the Government have the powers fully to implement the convention in UK law to improve the health, safety and wellbeing of all commercial fishermen in the UK. It is fully supported by the UK social partners, hon. Members here today and the Government.

Question put and agreed to.

High Speed Rail (West Midlands-Crewe) Bill: Additional Provision

Nusrat Ghani Excerpts

Monday 26th March 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I would like to inform the House about the introduction of an additional provision to the High Speed Rail (West Midlands - Crewe) Bill, which is currently before the Select Committee.

The additional provision proposes a number of changes to the powers in the Bill for the Select Committee’s consideration. Those directly and specially affected by these changes may petition against them, and once any petitioners have been heard, the Committee will decide whether the amendments to the Bill should be made. The petition period, set by the Chairman of Ways and Means, finishes on 27 April.

One of the changes in the additional provision relates to a minor change in the alignment of the Phase 2a route near Stone. Other changes relate to ongoing design discussions with utility companies, to highway works on junctions to address traffic and safety issues, and requirements for additional land for environmental mitigation works. In some cases, these changes affect land some distance from the line of route.

Full details are shown in the plans and sections deposited alongside the additional provision. Affected landowners will receive formal notification this week, including information on how to petition against the changes if they should decide to do so.

Standing Orders require that an estimate of expense be prepared, to a prescribed format. This sets out the gross costs of the land and works in the additional provision. However, the costs of works and land avoided through these amendments is expected to produce an overall reduction in the costs of the scheme.

I am also publishing an environmental statement setting out any likely significant effects from the changes in the additional provision, alongside a supplementary environmental statement reporting new environmental information relating to the scheme. In accordance with Standing Orders, there is a public consultation on these documents which will run until 14 May. The documents will be put in the Libraries of both Houses, and will also be made available in locations open to the public in all local authorities and parishes affected by changes.

[HCWS581]

Maritime and Coastguard Agency Business Plan 2018-19

Nusrat Ghani Excerpts

Monday 26th March 2018 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I am proud to announce the publication of the Maritime and Coastguard Agency’s (MCA) business plan for 2018-19. The MCA does vital work to save lives at sea, regulate ship standards and protect the marine environment. The Agency affects not just those working on the coast or at sea, it upholds the legacy of our great maritime nation.

The business plan sets out:

the services that the agency will deliver and any significant changes it plans to make;

the resources the agency requires; and

the key performance indicators, by which its performance will be assessed.

This plan allows service users and members of the public to assess how the agency is performing in operating its key services, managing reforms and the agency finances.

The business plan will be available electronically on www.gov.uk and copies will be placed in the Libraries of both Houses.

[HCWS583]