Lifeboat Services: Search and Rescue

Richard Holden Excerpts

Tuesday 10th January 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to serve under your chairmanship, Mr Davies. The words just quoted by the Opposition Front-Bencher, the hon. Member for Wythenshawe and Sale East (Mike Kane), were very moving. I thank him for his contribution, and all hon. Members for theirs; in particular, I thank the hon. Member for Torbay (Kevin Foster) for bringing this debate to the House, and my hon. Friend the Member for Totnes (Anthony Mangnall), who has done so much work on this issue, which is extremely important. The debate highlights the role of our dedicated lifeboat services, which seek to rescue any persons in distress or difficulty around the coast of the United Kingdom.

It is good to reflect a little on the Penlee lifeboat disaster, which the Opposition Front-Bencher brought up, and which we both mentioned on the 41st anniversary of the death of those men, just a few weeks ago.

During these challenging times, it is extremely important that we continue to support our lifesaving services, and recognise their contribution to search and rescue across the United Kingdom search and rescue region. I thank the hon. Member for Totnes for his dedication to the subject, and for his sterling efforts over the last few years to establish an association for independent lifeboats—those that operate at sea and inland—across the United Kingdom. As a result of hon. Members’ actions, for the first time, our independent lifeboats have the opportunity to form an association, which will support their operations. The contribution of our voluntary search and rescue services is often not considered until they are called into action to save lives, so I am grateful to hon. Members for raising the subject today. The point made by several hon. Members, about whether this type of debate could take place regularly, was particularly interesting.

I thank all those who fundraise for and support these charitable organisations in the way that hon. Members have described. That fundraising is absolutely vital; millions of pounds are raised every year. We have heard stories from many hon. Members about the impact of the RNLI on their families or their own life. I pay tribute to my great-uncle, John Clough, who left his entire estate to the RNLI when he passed away a few years ago. I welcome this opportunity to pay tribute to the volunteers in our maritime search and rescue services, who have continued to provide lifesaving operations, often in the most challenging of conditions. I especially thank our brave volunteers in independent lifeboats, as well as those who volunteer for the RNLI and His Majesty’s Coastguard, who risk their life to save others at sea and around our coastline. The UK has one of the best water safety records in the world in large part because of their personal commitment and skill. As the hon. Member for Caithness, Sutherland and Easter Ross (Jamie Stone) said, the need for search and rescue will always be there, and we need ensure search and rescue services are maintained. The conditions in which teams deploy are often challenging and potentially life-threatening, as hon. Members can imagine. I know all Members of the House will join me in thanking those who put themselves on the line.

Our volunteer lifeboat services have a long and proud history, spanning 200 years, of contributing to the safety of lives at sea, and their volunteer ethos is a cherished cornerstone of British society. My right hon. Friend the Member for New Forest East (Sir Julian Lewis) made a fantastic speech highlighting the understated heroism of those who put themselves on the line. The United Kingdom is also proud to have approximately 40 independent lifeboats that continue to provide life-saving services around the clock; they support our emergency services and protect the environment.

In 2022, HM Coastguard was proud to celebrate its 200th anniversary with events across the country. Our 3,500 volunteer coastguard rescue officers are proud to maintain a tradition of voluntary life-saving services, and to continue their traditional role in local communities across the country, as we heard from many Members today. It has been great to hear from my hon. Friends the Members for Aberconwy (Robin Millar) and for Moray (Douglas Ross), and from the hon. Members for East Londonderry (Mr Campbell), for Carmarthen East and Dinefwr (Jonathan Edwards), for Paisley and Renfrewshire North (Gavin Newlands) and many others about their local lifeboat services, or other lifeboat services that they wanted to recognise.

Our esteemed RNLI is recognised the world over for its service, and for its contribution to life saving and to search and rescue operations. However, as we have heard, we are fortunate to also have a large number of independent operators who are not part of the RNLI. Those operators provide vital life-saving services both at sea and in inland waters, as many hon. Members highlighted, and face significant challenges in maintaining their operations. Through the dedication and actions of my hon. Friend the Member for Totnes, the new National Independent Lifeboat Association has been formed. The NILA was formally launched at the emergency services show in September last year, and its intention is to support independent lifeboats and provide a cohesive voice for smaller organisations that continue to support search and rescue around the clock. I welcome the development, as do the Government, of the association; it will recognise the contribution of independent lifeboats, and provide ongoing support to charities—an important point mentioned by my hon. Friend.

[Sally-Ann Hart (Hastings and Rye) (Con)]

I have not only the RNLI but two independent lifeboats in my beautiful constituency, one at Pett Level and one in Hastings. Does the Minister agree that independent lifeboats, along with the RNLI, provide an invaluable service to our local communities and save thousands of lives every year, and that it is important to highlight the challenges they face, including with funding, public awareness and long-term support?

--- Later in debate ---

[Mr Holden]

I could not agree more. I will come on to some of the ways the Government are trying to help independent lifeboats.

The coastguard has been working alongside my hon. Friend the Member for Totnes to support and guide the development of the NILA, to enable independent lifeboats to apply to be represented on the UK search and operators group. That would enable those small, dedicated charities to contribute to discussions on shaping the future of our maritime and rescue services, which is vital.

[Jamie Stone]

I mentioned the East Sutherland Rescue Association. Clearly, my constituency is in a part of the United Kingdom that is far away, which means we can feel a little bit left out, but the new body is a brilliant way of making such associations feel that they are part of a much bigger whole.

[Mr Holden]

I quite agree. It was great to hear from the hon. Member for Carmarthen East and Dinefwr about how remote parts of the United Kingdom, such as Carmarthen Bay—although that is not as remote as parts of Caithness, where some of my family lived for many years—need to have a voice in a central organisation. The NILA is so important in bringing those voices together into a single voice, and recognising their broader contribution. I urge all independent lifeboat operators to join the association. I pay tribute to my hon. Friend the Member for Totnes for his support for the association, which has increased recognition of the role and dedication of independent search and rescue operators.

Our independent lifeboats and lifeguards, who are not part of the RNLI, continue to provide support to search and rescue operators around the coast and on our inland rivers, lochs and lakes, as mentioned by the hon. Member for Strangford (Jim Shannon) and my hon. Friends the Members for Isle of Wight (Bob Seely), for Torbay, for Gosport (Dame Caroline Dinenage), and for Wyre Forest (Mark Garnier). My hon. Friend the Member for Clacton (Giles Watling) made a particularly important point about water safety, and I thank him for his vital work on that. It is a major issue. Through the National Water Safety Forum and our partners, we reach millions of people a year with advertising and information campaigns. It is particularly important that we continue to do that as drowning is, sadly, still a major cause of death, especially among young people. The UK is proud to continue to support World Drowning Prevention Day, and to promote the selfless work of lifesavers across the UK and the world to prevent drowning and push further prevention strategies.

Our independent lifeboats are often not recognised, but they are run by dedicated volunteers and provide vital emergency services and lifesaving capability. They offer assistance to any person who may be in difficulty around our beautiful coast and countryside. My hon. Friend the Member for Torbay made the important point that these charitable organisations rely on community organisation and voluntary support, which is at the core of a lot of what they offer. As mentioned, independent lifeboats operate across England, Wales, Scotland, Northern Ireland and Jersey, and are dedicated to the appropriate tasking authority, which may ask for assistance in life-critical operations. Independent lifeboats, in common with all our search and rescue operations, are responding to an increasing number of call-outs, particularly following the pandemic, because members of the public have been holidaying in the UK and taking part in more adventurous leisure activities. As my hon. Friend the Member for Totnes mentioned, support from the Department is very much there, and I urge him to write to the Secretary of State inviting him to come and see some of the independent operators.

I turn to a couple of the questions that have been raised. On VAT, fuel duty and the rescue grant fund, I will happily write to the Treasury about this issue, and I urge my hon. Friend the Member for Totnes to do so as well. My office will write to him when we have a response from the Treasury. It is an issue that I know hon. Members are keenly aware of, but we will require further support to get to where we want to be.

Regarding recognition of His Majesty’s Coastguard rescue facilities, independent lifeboats operating at sea and in a coastal environment are required to meet the standards laid down in the rescue boat code, as my hon. Friend the Member for Torbay mentioned, in order to meet the appropriate construction and safety standards. However, I am pleased that, following feedback from independent operators, the RNLI and key stakeholders, the Maritime and Coastguard Agency is undertaking a review of the code to modernise and simplify the requirements, which will assist our dedicated volunteers in continuing to support search and rescue operations. The MCA hopes to complete the review of the code in the early part of this year.

A presentation was held on the membership of the UK SAR in October 2022. Now that the NILA is fully established, membership applications would be welcomed, although I cannot confirm anything at this stage, as hon. Members will be aware. In some cases, independent lifeboats offer specialist skills that would support rescue and prevention activities, both in our cities and in remote inland locations, as hon. Members mentioned. Those operators continue to provide lifesaving operations during these particularly difficult times, saving hundreds of lives annually. I ask the House to join me in thanking them for their continued support for search and rescue services across the length and breadth of the UK.

I am very proud to have responded to the debate on behalf of the Minister responsible for maritime search and rescue, and I hope to have the privilege of meeting some of our wonderful volunteers and dedicated teams, who continue to rise to the challenge of providing lifesaving services, whatever the circumstances and whoever needs them. I finish by thanking my hon. Friend the Member for Torbay for raising this important subject, and all hon. Members who have taken part in a very worthwhile debate highlighting the vital search and rescue services.

Road Traffic Collisions Involving Cats

Richard Holden Excerpts

Monday 9th January 2023 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is an absolute pleasure to serve under your chairmanship, Ms Harris. As the hon. Member for Gower (Tonia Antoniazzi) pointed out, Britain is a nation of animal lovers, and Members on both sides have made heartfelt speeches. I want to acknowledge the work of my hon. Friend the Member for Bury North (James Daly), who has had to leave early, on Gizmo’s law and the private Member’s Bill that he introduced. I am grateful to Members who have spoken in this debate on the subject of making it a legal requirement for drivers to stop and report collisions with cats. I also thank Olivia, and the thousands of people across the country who signed the petition that brings us here.

As a Back Bencher, I spoke out in support of microchipping in Westminster Hall less than two years ago. I reassure right hon. and hon. Members that the Government take road safety extremely seriously; it is at the core of the Department’s agenda, and any death or serious injury on our roads is unacceptable. Our deepest condolences go out to the victims of road traffic incidents and their families. A focus of the Government is to make roads safer for all users; that will in turn help reduce the risk to all animals on them. We must all be clear about the heartbreak that the loss of pets—particularly cats, as we have discussed—cause people. For many, it is like losing a family member, as my hon. Friend the Member for South East Cornwall (Mrs Murray) said. Other Members reflected on how, during the pandemic, in what was a particularly difficult time, pets, especially cats and dogs, were particularly important to people’s mental health and physical wellbeing.

The Department is working on the road safety strategic framework, which—to give the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) some assurance —we hope to publish in spring this year. That framework will be based on a safe system approach, and we are considering what supporting indicators on casualty reduction might be appropriate. The key principle in a safe system approach is to recognise that people make mistakes and things can go wrong. The approach accepts that responsibility is shared, and that collisions can be the result of a combination of factors that can be mitigated. The road safety strategic framework provides the instruction needed to deliver a safe system approach effectively and efficiently. That approach has been accepted in many other sectors, including health and safety and public health. It is already adopted as best practice in other countries that have gone on to make further significant reductions in road deaths and casualties. While Britain has some of the safest roads in the world, we can always do more, and we intend to do just that.

Let me quickly address an issue raised by the hon. Members for Streatham (Bell Ribeiro-Addy), and for Sheffield, Brightside and Hillsborough: I have been advised by officials that primary legislation, and not a simple statutory instrument, would be required to change the law in this area. However, if that does not prove to be the case, I will write to both hon. Members to clarify further.

[Rehman Chishti]

I thank the Minister for giving way, and for all he does on road safety. On stopping and reporting after an accident, is the Minister saying that the road safety review will specifically look at what parliamentarians have said today about adding cats to section 170 of the Road Traffic Act 1988? At the moment, it is not clear whether it will.

[Mr Holden]

I am happy to take that question back to the Department, and will write to my hon. Friend about that, as well as to the hon. Member for Gower. That is something that we need to look at urgently.

[Rehman Chishti]

I am most grateful to the Minister for clarifying that the question will be taken back to the Department. The Prime Minister said in his speech in January that the Government would look at doing things differently—at innovation, and at trying new ideas. Will the Minister look at amending the legislation, so that it does not simply deal with the value of the animal or whether it is wildlife, and so that its aim is to alleviate pain and suffering and ensure parity? That would be in line with the Prime Minister’s commitment, and with what has been said today.

[Mr Holden]

I thank my hon. Friend for bringing that issue forward. It is an important issue, and I will take it back to the Department and write to him about it.

As I have been saying, we are looking at the holistic, best-practice approach that has been adopted in other countries, and that we have adopted for public health and health and safety legislation, in order to both minimise the impact of road traffic accidents on humans, and prevent further injury and accidents involving animals. For example, not that long ago, when I was in the Department as a special adviser, we brought forward some road signage designed to protect small mammals. The change is something that the Government are prepared to look at, but as I have said, primary legislation would be required.

I would like to speak more broadly on this issue, because Members have brought up different aspects of the legislation, including microchipping, which I would like to touch on.

[Bell Ribeiro-Addy]

Just to be clear, the Minister is saying that he is 100% sure that the change has to be made through primary legislation, so what exactly would he be getting back to us about, if that is not flexible?

[Mr Holden]

That is what I was advised, but if that is not the case, I will write to the hon. Lady and make it clear what can be done. My understanding at the moment is that primary legislation is needed.

[Bell Ribeiro-Addy]

If the change can be made through secondary legislation, will the Minister take steps to bring that forward?

[Mr Holden]

If the change can be made through secondary legislation, we would have to look at that, but I am assured by officials that it has to be done through primary legislation. That would obviously require a significant piece of legislation to go through both Houses. It is not a quick fix. We then get into timetabling and all sorts of other issues well beyond my remit as a junior Minister. On whether the change can be made through secondary legislation, I will definitely write to the hon. Lady.

[Mrs Murray]

Will my hon. Friend confirm that if primary legislation is needed, Members may be able to bring forward a ten-minute rule Bill or private Member’s Bill that amends the Act?

[Mr Holden]

My hon. Friend makes a good point. If primary legislation is needed, then the way to change the law could indeed be via a private Member’s Bill. Whether it would get Government support and time is a matter for others, but that would be a way to do it.

While we must do all we can to improve the safety of our roads, we must be careful not to make any decisions that could make things worse or have unforeseen effects in a rush to resolve concerns about how the law operates. Hon. Members from across the House have made important points about doing the right thing. My hon. Friend the Member for Great Grimsby (Lia Nici) gave the personal example of Stevie, and set out how she stepped in and did the right thing.

The hon. Member for East Renfrewshire (Kirsten Oswald) also said that doing the right thing is particularly important. As hon. Members have pointed out, although there is no obligation to report all animal collisions on the road, rule 286 of the Highway Code advises drivers to report any collision involving an animal to the police; if possible, they should make inquiries to ascertain the owner of a domestic animal, so as to advise them of the situation.

As Members, including the hon. Member for Gower, have made clear, cats tend to roam unaccompanied and are likely to go out at night. Drivers may not realise that they have had a collision with a cat in some instances, as they are small animals, similar to rabbits or other wild animals that can cross roads late at night. There are also hazards associated with stopping to check whether animals are alive after people have knocked them over, especially with very small animals. A requirement to report road collisions involving a cat would be difficult to enforce, especially when, as hon. Members have made clear, Petplan suggests there might be hundreds of thousands of these incidents brought forward a year.

In 2021, there were 348 reported road collisions in which both an animal and a person were involved directly. That is just an animal and a person. If we were talking about hundreds of thousands of cases, there would be a huge extra impact and administrative burden, especially given the free-roaming nature of cats. It is for that reason that the Government do not plan at present to make it a legal requirement for drivers to stop and report collisions with cats, but I would like to go into what we are attempting to do in this space, because we recognise how painful it is for owners to lose a pet. I remember going home from school as a youngster and learning—this was when I first realised that animals could die—that my family dog had sadly passed away. I think we have all had that experience at some point in our life.

In the last few years, we have pushed microchipping. It is the best way of reuniting owners with pets that have been tragically killed, stolen, or had a variety of other issues. Since the introduction of compulsory microchipping for dogs in 2016, over 90% of the dog population has been microchipped. That has been particularly successful in increasing reunification rates for stray dogs.

As hon. Members from across the House have pointed out, we have a manifesto commitment to introduce compulsory cat microchipping, and we consulted on that last year. The consultation showed that there was well over 99% support for that measure, which is fantastic. I spoke about the issue in Westminster Hall a couple of years ago, and both my hon. Friend the Member for Gillingham and Rainham (Rehman Chishti) and the hon. Member for Rutherglen and Hamilton West (Margaret Ferrier) mentioned it. We are committed to introducing it, and we will lay the legislation for England before Parliament in the coming weeks. I hope that the devolved Administrations will follow closely, as this is a devolved issue in Wales, Scotland and Northern Ireland.

I welcome the words of the hon. Member for North Ayrshire and Arran (Patricia Gibson). She has used her platform in this place to press for similar action in Holyrood and across the rest of the United Kingdom. I recognise that it is terribly sad when a cat is injured or killed on the roads, and it does not matter what side of the border it is on.

As the hon. Member for Gower mentioned, National Highways already requires its contractors to record details of any cats or dogs found on the roadside, and the location in which they were found. Some of that is due to the importance of strategic roads. We do not want stray animals on the national highways, so we want to know of any gaps in fences and so on. There is a different health and safety dynamic to that, but it is something that we implemented. National Highways is under the Department for Transport and so is a direct responsibility of the Government. National Highways must also scan for a microchip, and store the animal, with the aim of reuniting it with its owner where possible.

Similarly, we understand that the overwhelming majority of local authorities have arrangements in place to scan cats and dogs found by the roadside, and to endeavour to reunite the animal with its keeper. Many pets will therefore be reunited, but we recognise that there may be challenges to successful reunification in some cases. For example, sadly reunification may not be possible if the nature of the animal’s injuries affect the functionality of the microchip, or if a microchip’s records are out of date. That is particularly the case with cats.

[Patricia Gibson]

I am delighted to hear the Minister talking about moving towards making microchipping compulsory for cats. Does he share the view put forward by Blue Cross, which is that cats should be registered on a single database, to make attempts at reunification as efficient and successful as possible?

[Mr Holden]

The hon. Member makes a very good point, and I am just about to come on to the best practice issues that she raised. The legislation on compulsory microchipping that will be brought forward is England only, because this matter is devolved to Wales, Northern Ireland and Scotland. I hope that these issues will be looked at by the devolved Administrations in the coming months.

Local authorities may adopt different approaches to reuniting cats and dogs found by the roadside. As the hon. Member for Gower mentioned, 92% of local authorities have the necessary facilities, but only 75% use them. It is important that we address that inconsistency. To show our commitment to the issue, we will shortly commission a research project to help us better understand any barriers and to explore best practice. We will then work with local authorities and other stakeholders to develop and promote best practice in this area, which is particularly important.

I pay tribute to Cats Protection and other volunteers, including Mandy and her team from CatsMatter, Heléna Abrahams and the team behind Gizmo’s legacy campaign, and my hon. Friend the Member for Bury North for their tireless efforts to help reunite animals found by the roadside with their owners. We recently consulted on improvements to the pet microchipping regime, which the hon. Member for North Ayrshire and Arran mentioned. We are analysing the results and will publish them soon.

A key area of the consultation was about how to make it easier for approved users, including local authorities, to access database records, and that will be covered in the response to the consultation. We also consulted on the introduction of a single point of portal search, which would allow approved users to quickly search compliant databases for animal records without needing to contact the database operator directly, which can obviously be time-consuming and can act as a deterrent, as I found when speaking about this issue to vets in my constituency of North West Durham. Quicker access to database records also supports other campaigns that seek to make better use of microchip scanning, as we have all discussed.

I pay particular tribute to Sue and Dawn, who are behind the Tuk’s law campaign, which would require vets to scan microchips and check for rescue back-up contact details prior to euthanising a healthy animal. Members from both sides of the House have been glad to get behind that. We worked closely with the campaign and the veterinary profession to find an approach that worked for everyone, and have incorporated the principle of scanning before euthanasia into the guidelines that underpin the code of professional conduct for veterinary surgeons. That is now in place.

The new single point of search will also support the aims of the Fern’s law campaign, led by Debbie Matthews, which calls on vets to scan the microchip of an animal at the first presentation to check whether it is stolen. That issue can also affect cats, which, as we know, have a tendency to roam a little further than other animals.

In summary, the Government believe that microchipping is the most effective and quickest way of returning a cat to its owner. We are progressing further with it, both through the call for evidence and through the new best practices guidelines that are coming down the line. In coming weeks, microchipping legislation for England is being introduced, and we hope to see that happen across the rest of the United Kingdom as well. We remain committed to microchipping; we look forward to the introduction of legislation that will make it compulsory, and to making further improvements later in the year.

Bus Routes: Local Consultation

Richard Holden Excerpts

Tuesday 20th December 2022 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to take the last Adjournment debate before Christmas. In addition to thanking my hon. Friend the Member for Watford (Dean Russell), I would like to thank the hon. Members for Strangford (Jim Shannon) and for East Kilbride, Strathaven and Lesmahagow (Dr Cameron), my hon. Friend the Member for Warrington South (Andy Carter) and my right hon. Friend the Member for Beckenham (Bob Stewart) for their contributions today. I congratulate my hon. Friend the Member for Watford on securing another opportunity to speak on the behalf of his constituents in Watford. I know he works relentlessly to champion the issues that matter to them, and local bus services are part of the suite of issues that he regularly brings to the House and to Ministers.

I was fortunate enough to be able to visit Hertfordshire a couple of weeks ago, when I met Councillor Phil Bibby, the executive member for highways and transport, and experienced at first hand some of the great work that is going on within the county to improve bus services. I was delighted to see Arriva’s new depot in Stevenage, which will house its new zero-emission bus fleet just up the road, and to learn more about the HertsLynx demand-responsive transport service, providing vital connectivity for rural villages in the north of the county, although those are admittedly not so close to my hon. Friend’s constituency. These are things that could make a huge and positive difference in Hertfordshire and elsewhere.

The Government are clear that bus services are vital to ensuring that people can access work and education, as well as crucial services such as healthcare, as my hon. Friend said. We also recognise the fundamental importance of ensuring that people can stay connected to their local communities. I would like to address one of the issues around late cancellations and poor communications from bus companies. I am supportive of the general public being better informed about changes to local bus services, and my Department is working with local authorities and operators to seek improvements in that area. We recognise that the sector is facing challenges at the moment, but we expect operators to provide the services that they have advertised. It is unacceptable when they do not do so, especially when they do not give proper notice of those changes. That is one reason why I am so keen to welcome this debate. Ensuring that passengers who rely solely on local bus services are easily able to provide their views to bus operators and local transport authorities when changes to services are due to be made is a key aspect of the reforms to bus services in England that we set out in the national bus strategy, one of a plethora of measures we are bringing forward.

Crucially, we want local authorities to have greater oversight of bus service provision so that they can work more closely with bus operators to ensure the provision of bus networks that meet the needs of local people. That includes having an element of flexibility in respect of bus service plans. When things change, we need the operators to be able to change with them.

My Department is ready and willing to work with local transport authorities and operators as they work together as part of their bus service improvement plans. I know that Hertfordshire County Council is looking forward to establishing an enhanced partnership with local operators. I am pleased that my hon. Friend the Member for Watford mentioned the £29.7 million that has already been allocated to the council.

The issue of consultation is particularly important. I really do hope that through the enhanced partnership we will see the operators working more closely with the service providers. That will really help provision. I urge my hon. Friend to keep pressing the council and his local operators on that.

In its guidance on enhanced partnerships and BSIPs, the Department has highlighted the importance of councils and operators working with bus-user groups and local groups when they consider how to improve services and make sure that passengers are well informed about changes to local bus routes. There will always be changes and, hopefully, improvements—that is what the plans are there to deliver.

We have provided a capacity support grant to all local transport authorities to develop and deliver their enhanced partnerships. In addition, we are providing capacity funding to those areas that did not receive funding through the BSIP process, to ensure that they have better enhanced partnerships. Whether or not they have received the full large grant or have that working relationship, we are there for them in my hon. Friend’s constituency and in the constituencies of other Members. The Department will also provide guidance and training for teams through the planned new bus centre of excellence.

The national bus strategy sets out a requirement for local transport authorities to create a new passenger charter—I think my hon. Friend will be interested in this —as part of developing their BSIPs. The charters are intended to give bus users the rights to receive certain standards of service, including in respect of punctuality, the proportion of services operated, information and, crucially, redress, an issue that many Members from all parties have raised with me since I took over this brief. I hope that other councils, as well as my hon. Friend’s, hear the call for better communication.

One of the issues we face is the recovery from covid. In August, we confirmed that we would continue providing funding under the bus services recovery grant to help to protect bus services until the end of March 2023. We have also taken additional steps to prevent significant reductions to bus services. As a condition of receiving funding, bus operators are required to maintain a minimum service floor of 80% compared with pre-covid service levels. We are also working to get services and, crucially, ridership back up to provide the longer-term stability that people need.

We know that driver shortages have been a major issue and we are working with transport industry bodies such as the Confederation of Passenger Transport. We recently held a summit on the issue that I was delighted to attend. Things like that are important. We must work to really drive home things such as the “Thank You Driver” campaign. We must encourage people to take up really important opportunities. I am really keen to continue to support such work. My hon. Friend mentioned the DVSA; I have already prioritised tests for bus drivers to help to speed up the process and provide us with valuable assistance in tackling some of the serious issues around driver shortages. I continue to ensure that that is prioritised, even as we face difficulties and strike action.

I know that in Hertfordshire more broadly the enhanced partnership process is slightly different. The council has responsibility for the registration of bus services rather than the Office of the Traffic Commissioner. However, the statutory 42-day notice period is particularly important. I hope that those involved can look into more enhanced ways to communicate with local people.

In closing, I congratulate my hon. Friend again. The BSIP is a major step forward, as is the £2 single fare that we are set to introduce throughout the country before the House returns in January. I look forward to that. There are undoubtedly challenges facing the sector, but we are committed to working with it to address them. I look forward to engaging with colleagues from all parties going forward.

Finally, ahead of the Christmas break I thank my team in the Department, my team in Parliament, my team in North West Durham, the House staff, Members from all sides and you, Mr Deputy Speaker. I wish all Members a very merry Christmas and a happy new year.

Question put and agreed to.

Expansion of the Ultra Low Emission Zone

Richard Holden Excerpts

Tuesday 20th December 2022 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to serve under your chairmanship, Mr Hosie. I congratulate my hon. Friend the Member for Dartford (Gareth Johnson) on securing the debate. On ultra low emissions, we heard quite a few emissions from the hon. Member for Wythenshawe and Sale East (Mike Kane), but I am not sure that any of them were really relevant to the broader debate. He seemed to praise the Mayor of Greater Manchester for what he is up to. The Mayor stopped his ULEZ. I not sure that the Leader of the Opposition and the hon. Member for Wythenshawe and Sale East are on the same page regarding the Mayor of Greater Manchester, given the Leader of the Opposition’s recent jokes at the Mayor’s expense.

The need to tackle air pollution is something on which I hope that Members on both sides of the House—and indeed the Government and the Mayor of London—agree, to answer the question from the hon. Member for Putney (Fleur Anderson). Air pollution is a big environmental risk to human health, and the Government are determined to tackle it. As my hon. Friend the Member for Old Bexley and Sidcup (Mr French) said, that is why we have invested more than £800 million to tackle air pollution in 64 local council areas. Much more can be done, although we can be proud that air pollution has reduced significantly since 2010, with emissions of particulate matter down by 18% and nitrogen oxides down by 44%, to their lowest level since records began.

As my hon. Friend the Member for Orpington (Gareth Bacon) made very clear in a tour de force speech, ULEZ will have only a minor or negligible impact, as the Jacobs report has said. My hon. Friend the Member for Runnymede and Weybridge (Dr Spencer) put forward various sensible solutions. My hon. Friend the Member for Ruislip, Northwood and Pinner (David Simmonds) also reflected some of the issues, particularly around accessibility of public transport. As my hon. Friend the Member for Dartford said, the expansion to the London boundary was not in the Mayor’s manifesto—a point reflected by my hon. Friends the Members for Sutton and Cheam (Paul Scully), for Orpington, and for Watford (Dean Russell). It was against the Mayor’s manifesto and against his own consultation. Those are not political points, as some Opposition Members would like to suggest; they are facts, eloquently put forward by hon. Members.

[David Simmonds]

I commend the Minister on the work that he has been doing on buses. Does he agree that the fact that the Labour group in Hillingdon Council supports the Conservatives’ campaign against ULEZ is evidence that this is not a matter of party politics but one of people putting their constituents and residents first?

--- Later in debate ---

[Mr Holden]

I thank my hon. Friend for that point. It was interesting to hear from the hon. Member for Feltham and Heston (Seema Malhotra), who is not in the Chamber at the moment. She seemed to be on a slightly different page from some of the other Labour Whips’ remarks from the other hon. Members present.

Many hon. Members have spoken clearly and eloquently about the anger that their constituents feel about what is going on. I hope that the Mayor, the Labour party in London, the Lib Dems and the Greens hear that too. The Mayor of London, however, needs no agreement from the Government to pursue his proposed expansion of ULEZ. He is doing so using powers granted to him under section 295 and schedule 23 of the Greater London Authority Act 1999 to implement any road schemes that charge users within greater London. He has previously used those powers to introduce the congestion charge, the low emission zone, and the current ultra low emission zone. While he has notified my Department of his intention, he is not obliged to consult us. As hon. Members will also be aware, the Department for Transport will not provide any of the £250 million that the scheme needs in order to be set up.

I thank my hon. Friends the Members for Sevenoaks (Laura Trott), for Mid Sussex (Mims Davies) and for Bromley and Chislehurst (Sir Robert Neill), my right hon. Friends the Members for Bexleyheath and Crayford (Sir David Evennett) and for Epsom and Ewell (Chris Grayling), and other hon. Members from across the south-east of England who have also made representations to me on this matter, and who met with me recently. Sadly, the Government do not have the power to veto the Mayor’s decision. There has been some suggestion that the Secretary of State has powers under section 143 of the GLA Act to block the measure.

[Geraint Davies]

The Minister will know that it is the 10-year anniversary of the death of Ella Kissi-Debrah, who was the first person to have air pollution listed as the cause of death on her death certificate. Will he support the Clean Air (Human Rights) Bill that went through the Lords completely, with the support of Conservatives, and its ambition to introduce World Health Organisation air quality standards, ideally by 2030?

[Mr Holden]

As I have said to the hon. Gentleman, we have already made substantial progress in that area. On the specifics of any legislation, I will write to him.

I have been advised by my officials in the strongest terms that section 143 of the GLA Act is focused on correcting inconsistencies between national policy and the Mayor’s transport strategy. It is not intended to be used to block specific measures that the Mayor would like to introduce under the devolution settlement.

Hon. Members raised two specific issues about councils and their land and about council consent and the environment. I will write to Members on those issues, as well as the other issues that they raised with me recently. In fact, I will write to Members across the House in the coming days.

I understand the concerns of hon. Members. Estimates show that approximately 160,000 cars and 42,000 vans that use London’s roads would be liable for the £12.50 ULEZ charge on an average day—approximately 8% of cars and 18% of journeys. But it is not just about the charge of around £1 million a day, as hon. Members have said. It is also about the fines, as my hon. Friend the Member for Dartford said.

In spite of the hundreds of millions of pounds that it is proposed will be raised annually, the Mayor has announced a new £110 million pound scrappage scheme to help certain Londoners prepare for expansion. The scheme will launch at the end of next month, but it will be open only to certain residents and to Londoners, not those from outside London who are affected and travel in every day, including 50% of people who work in blue light services. They will not be touched by that scheme at all. Moreover, it will only be for those on specific benefits, including universal credit. There will be no help at all for the majority of Londoners affected, with many small and medium-sized businesses, as my hon. Friend the Member for Sutton and Cheam said, left to bear that heavy burden alone.

As the hon. Member for Putney quoted from the FSB report, I will cite it as well. For businesses that do not currently comply with the zone, 25% said that they will immediately pass any increase on to customers directly, creating further inflationary pressure, and 18% of firms—almost one in five—said that they would close their business. That is from a Federation of Small Businesses press release today.

[Fleur Anderson]

The Federation of Small Businesses has asked the Government to deal with this by topping up the scrappage scheme. Will the Minister consider topping up the scrappage scheme to help more people, as he has outlined?

[Mr Holden]

It is interesting that the Labour party would like the Government to fund that out of general taxation. I suggest that the Mayor of London should look at that. If it is his policy, he should seek to fund it.

[Mike Kane]

No leadership!

[Mr Holden]

There is certainly no leadership from the Mayor of London, as we can see from all the hon. Members here, and there is certainly no leadership from the Lib Dems, who were too scared to turn up to this debate. I think the hon. Gentleman and I can agree on that.

My hon. Friend the Member for Carshalton and Wallington made a really important point about grace periods, because the exemptions are very limited. Points were also made by the hon. Members for East Kilbride, Strathaven and Lesmahagow (Dr Cameron) and for Feltham and Heston (Seema Malhotra), and by my hon. Friend the Member for Watford (Dean Russell), who spoke passionately about charities. Grace periods will be extended for disabled and disabled passenger vehicles as well as wheelchair-accessible private hire vehicles. Those categories will be exempt only until October 2027. Minibuses used for community transport, the charities my hon. Friend spoke about, will be exempt only until October 2025. Some of those charities are in outer London and many work across the south-east—they will not even be able to apply for the scrappage scheme.

In addition, NHS patients may be eligible to claim back under the Mayor’s plans, but only if they are clinically assessed as too ill to travel to an appointment on public transport. It is not about whether the transport is available, but about whether they are too ill to travel on it. My hon. Friend the Member for Ruislip, Northwood and Pinner made the really good point that it is not available at all in many parts of outer London. As he said, the choice just is not there for many of his constituents, and it is not there for many other Members’ constituents, either.

Currently, emergency vehicles are exempt from ULEZ and LEZ charges. However, the sunset period lasts only until October 2023, which is months away. Has an assessment been made of the impact on London services, including the ambulance service, the Metropolitan Police Service and the fire service? It will be interesting to see that, if there is one. There will also be an impact on the council tax bills of Londoners.

Several Members, including my hon. Friend the Member for Dartford, asked questions about the Mayor’s authority. Specifically, they are concerned that the Mayor may apply ULEZ charges to motor vehicles that are current under the scheme today, such as compliant petrol, diesel and hybrid vehicles.

[Geraint Davies]

Will the Minister give way?

[Mr Holden]

I am sorry, but I will make further progress.

I reassure Members that if that were to occur, the Government would explore what more could be done and consider whether the Mayor was using his authority properly and fairly, without detriment to even more people. It is clear that the Mayor is prepared to go well beyond any pledges or manifesto he was elected on in order to pursue his own objectives.

The hon. Member for Wythenshawe and Sale East made an interesting point about there being no Government support for TfL or transport. He needs to look at the amount of support that the Government provide to the Labour Mayor of London. We understand that the pressure on Transport for London has been huge. Before covid, 70% of TfL’s revenue came from passenger fares, but passenger journeys reduced by as much as 95%. Fare income has recovered, but it is still less than nine tenths of what it was previously.

The TfL long-term funding settlement of 30 August provided TfL with £1.2 billion until the end of March 2024. That takes total Government funding of TfL to more than £6 billion since the beginning of the pandemic, or £650 for every Londoner. What has the Mayor done with the money? The £1.2 billion matches the Mayor’s own pre-pandemic spending. It will ensure that London’s transport network remains protected against potential lost revenue and the uncertainty of post-pandemic demand. Furthermore, it will enable the delivery of a number of projects set to revolutionise travel across London, including supporting £3.6 billion-worth of critical infrastructure projects, which will benefit not just London but the wider economy.

The Government have supported and helped passengers to benefit from major upgrades to our world-class transport network, including the Elizabeth line, which opened recently. The settlement also requires the Mayor and TfL to control their operating costs and to continue to progress initiatives to modernise, reform and become more efficient. We have been clear that the Mayor needs to put TfL on to a financially sustainable footing. In no way, however, does that require ULEZ expansion. That is clear. Taxpayers across the UK have had to support TfL continually. It is imperative that they get a fair deal.

The purpose of devolution is that decisions are taken by elected local politicians, not in this House or in Whitehall. Labour, the Lib Dems and the Greens need to know that political decisions have political consequences, and that there are political solutions to them. Were I the Mayor of London, I would not be going down the path he has chosen—but I am not. If Londoners do not like the decisions that he has taken, they will have the opportunity to have their say in 2024. In their local elections, I am sure that hon. Members will make it clear about the Mayor of London’s policies.

I thank my hon. Friend the Member for Dartmouth for bringing this matter to the attention of the Government. I thank hon. Members from all across the south-east for their ongoing work, and I will continue to use my role in Government to work with them. As I said, in the coming days I will write to all hon. Members across London and the south-east on the important questions asked not only in the debate, but in other recent meetings and by Members who have approached me. I also assure Members that, across Government, we will continue to ensure that the Mayor of London is held accountable for his decisions in our capital city.

Seafarers’ Wages Bill [Lords]

Richard Holden Excerpts

Monday 19th December 2022 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I thank hon. Members for all their contributions and join the hon. Member for Wythenshawe and Sale East (Mike Kane) in commemorating, 41 years on, the memory and service of the eight RNLI lifeboatmen from Mousehole who operated the Penlee lifeboat.

I think that everyone in the Chamber agrees with my hon. Friend the Member for Thurrock (Jackie Doyle-Price), who put it bluntly by saying that all of us, especially at this time of year, are reliant on those who operate our ports and bring everything into our country. Ninety-five per cent of all of our trade travels by boat, and a lot of that comes into her constituency. That is why it is so important to all of us that we see the Bill progress.

I thank my hon. Friends the Members for Witney (Robert Courts) and for Dover (Mrs Elphicke) and, across the political divide, the hon. Members for Kingston upon Hull East (Karl Turner) and for Easington (Grahame Morris), who all made the point that everyone in the House was shocked by the behaviour of P&O earlier this year, and they have come together in wanting to do something about it. It was particularly gratifying to see both the Secretary of State and the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) supporting the legislation and wanting to see good standards and raised standards not only through the Bill but through the Government’s nine-point plan.

I am glad that those on the Opposition Front Bench broadly welcome the Bill, as do the SNP representatives. I just point out to the SNP Front Bench that the RMT did meet my hon. Friends in the Department on Thursday. We are always happy to engage with unions and anybody else who is interested in bringing things to a head in that regard.

The hon. Member for Glasgow East (David Linden) was also very kind to praise the Government for dragging the French to start looking at issues in this space. I am glad that he is supporting those of us on the Government Benches who are leading our European partners forward on legislation in this space. More broadly, I am delighted that everyone across the House is supporting where we are going, including the hon. Member for Strangford (Jim Shannon), whose voice it is always a pleasure to hear.

I think we can all agree that the Bill is not a silver bullet, but it is a starting point, as my hon. Friend the Member for Witney said. I pay tribute to previous Ministers, including him and my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps) who brought it forward. I look forward to picking up on many of the issues raised at later stages if I cannot address them at the Dispatch Box today.

I want to turn first to my hon. Friend the Member for Milton Keynes South (Iain Stewart), the Chair of the Transport Committee, who raised three points. First, on the International Labour Organisation, the measures in the Bill will be stronger than what it has brought forward. They are compatible with the ILO, but they will be stronger than what it has as a baseline. On which is the best body—the harbour authorities or the Maritime and Coastguard Agency—the MCA will have the power to investigate and prosecute offences under the Bill. It is responsible for the enforcement role, although port operators will collect the moneys. He made another important point on minimum wage corridors. We are looking at that across the piece at the moment. I mentioned France, but we are looking at other European counterparts for where we can have routes to really drive forward standards for workers across the country.

[John McDonnell]

Will the Minister give way?

[Mr Holden]

I have only eight minutes, but I will give way once.

[John McDonnell]

Will the Minister write to us with some form of timetable on the agreements and when they will be ready?

[Mr Holden]

I would be delighted to update the right hon. Gentleman at a future point. We can perhaps go into that further in Committee. If he raises it at that point, we can perhaps take it further from there.

Those were the three points raised by my hon. Friend the Member for Milton Keynes South. I want to touch on a few more points.

One main point was the concern, expressed by many hon. Members including the hon. Member for Weaver Vale (Mike Amesbury), about the potential for port hopping. The key thing is that the Secretary of State has the power to direct anybody who is trying to abuse the system.

On the civil investigation and the ongoing matters mentioned by the shadow Secretary of State, the hon. Member for Sheffield, Heeley (Louise Haigh) relating to P&O, I think we can all agree about Mr Hebblethwaite—the way that he has tret his workers is totally unacceptable. Given the ongoing civil action, it would be inappropriate for the Government to comment at this time. However, after that point I will be happy to comment further.

I want to draw Members’ attention to the broader issue regarding the Government’s nine-point plan. My hon. Friend the Member for Thurrock made a point about global standards, which was picked up by my hon. Friend the Member for Hendon (Dr Offord). We want to see them leading the world with the highest standards possible.

The right hon. Member for Hayes and Harlington (John McDonnell), my hon. Friends the Members for Thurrock and for Dover, the hon. Member for Easington and my hon. Friend the Member for Witney all mentioned training and quality. They are part of the seafarers’ charter, which we want to see driven further forward.

On rostering, an important point mentioned by the hon. Members for Kingston upon Hull East and for Weaver Vale, and my County Durham neighbour the hon. Member for Easington, we have commissioned an independent assessment of rostering and I look forward to its conclusions.

Offshore wind was mentioned by several hon. Members, including Members from Scotland. Under article 2 of the National Minimum Wage (Offshore Employment) Order, on working in connection with the exploration of the sea or subsoil, basically if you are in the UK’s exclusive economic zone, there is a difference between that and the continental shelf. I look forward to further debate on that in Committee. It is a technical area, which is worth us looking at further.

The Bill marks great progress on the Government’s nine-point plan. It is a step forward, delivering a suite of measures to improve seafarers’ protections and welfare. It is not a silver bullet and will not solve every problem, but it will incentivise operators to pay fair wages, particularly for those with the closest ties to the UK, and recognise the pivotal role that they play in the movement of the UK’s goods and services. It will drive best practice.

Beyond the Bill, the UK will continue to be a leading voice on the international stage as the home of the International Maritime Organisation. That proximity will help us to work more closely with counterparts across the seas in driving forward better standards, as we have already seen from the reaction of France, Denmark, Belgium and other continental neighbours. We will continue to make progress on the rest of the nine-point plan and will work with our international partners to ensure a fairer deal for seafarers.

I wish you a merry Christmas, Madam Deputy Speaker, but I shall save my merry Christmases for the rest of the House until tomorrow evening when I reply to the Adjournment debate.

Question put and agreed to.

Bill accordingly read a Second time.

Seafarers’ Wages Bill [Lords] (Programme)

Motion made, and Question put forthwith (Standing Order No. 83A(7)),

That the following provisions shall apply to the Seafarers’ Wages Bill [Lords]:

Committal

(1) The Bill shall be committed to a Public Bill Committee.

Proceedings in Public Bill Committee

(2) Proceedings in the Public Bill Committee shall (so far as not previously concluded) be brought to a conclusion on Tuesday 17 January 2023.

(3) The Public Bill Committee shall have leave to sit twice on the first day on which it meets.

Consideration and Third Reading

(4) Proceedings on Consideration shall (so far as not previously concluded) be brought to a conclusion one hour before the moment of interruption on the day on which those proceedings are commenced.

(5) Proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion at the moment of interruption on that day.

(6) Standing Order No. 83B (Programming committees) shall not apply to proceedings on Consideration and Third Reading.

Other proceedings

(7) Any other proceedings on the Bill may be programmed.—(Mike Wood.)

Question agreed to.

Seafarers’ Wages Bill [Lords] (Money)

King’s recommendation signified.

Motion made, and Question put forthwith (Standing Order No. 52(1)(a)),

That, for the purposes of any Act resulting from the Seafarers’ Wages Bill [Lords], it is expedient to authorise the payment out of money provided by Parliament of—

(1) any expenditure incurred by virtue of the Act by the Secretary of State, and

(2) any increase attributable to the Act in the sums payable by virtue of any other Act out of money so provided.—(Mike Wood.)

Question agreed to.

Free Bus Travel: Care Leavers

Richard Holden Excerpts

Wednesday 7th December 2022 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to serve for the first time under your chairmanship, Mrs Cummins. I start by thanking the hon. Member for Birmingham, Selly Oak (Steve McCabe) for bringing the debate forward, and I congratulate him on securing it. As chair of the APPG for looked after children and care leavers, he has done a huge amount in this area, and continues to do so. On a personal note, let me say more power to his elbow, because he does a great job of advocating for those who, too often, do not have a voice in this place.

The hon. Gentleman is right that there is a cross-Government responsibility to care leavers, whether on the part of the Department for Work and Pensions, as he and the hon. Member for Strangford (Jim Shannon) mentioned, the Department for Transport, the Department of Health and Social Care or the Department for Education.

We know that buses are the foundation of an efficient and inclusive public transport system. The hon. Member for Birmingham, Selly Oak was right that I have a healthy desire to increase public transport use, particularly following the pandemic, when we saw a drop-off in ridership, with the biggest fall happening in concessionary schemes for the elderly and disabled. I hope the hon. Gentleman will welcome some of the schemes to re-boost ridership over the coming few months. It is only through usage that we can help to keep buses sustainable for everybody to use.

As the hon. Gentleman mentioned, buses provide important access to employment, as well as education, leisure and other crucial connections that are valued by so many, including care leavers. In England, we provide free bus travel for those who are older or who have certain disabilities, and that important scheme helps maintain the network of bus services. It is also well used and popular, with more than 860 million journeys made in the year before the pandemic and take-up of around 80%, as the hon. Gentleman mentioned.

The Government are committed to bus services, and we provided £2 billion during the pandemic to keep them going. We have continued to provide support for the sector, which is helping to maintain services. It is not just about maintaining our existing network of bus services, but expanding it in scope and quality, through the city region sustainable transport settlements, the zero emission bus regional areas fund and, crucially, the bus service improvement plans. We aim to transform the quality of bus services across the country.

Why do I say all of that? Free bus travel does not mean much if there is no bus service. Our approach with the national bus strategy, as well as the enhanced partnerships and franchising we have enabled under the Bus Services Act 2017, will put buses on a more sustainable, long-term footing as a key part of England’s transport network.

[Dr Dan Poulter (Central Suffolk and North Ipswich) (Con)]

The Minister is right to point out the challenges of running a bus service when there are not enough customers to fund it. There are concessions for many groups in society, so might he at least take away from this debate the potential to look at this proposal, given the vulnerabilities of care leavers? We are dealing with a vulnerable group that is disadvantaged in many ways, for whom this could be a great benefit.

--- Later in debate ---

[Mr Holden]

I thank my hon. Friend for that point, which I will come on to address and which has been well made by both him and the hon. Member for Birmingham, Selly Oak.

We know that care leavers face massive challenges, including with transport. They need to get to work, education and training, as well as to have social interactions that are sometimes more difficult for them. The issue is of interest to me because of my previous life as a special adviser in the Department for Education, and I did a lot of work on it at the time. The “staying put” and “staying close” schemes have been really important in that respect. It is also important that we recognise that we have an extra responsibility to care leavers beyond the age of 18, and there has been important movement on that in recent years. That is where the Barnardo’s report is driving forwards today.

However, we could do more across Government. We have heard about the real and significant difficulties that exist, which the hon. Member for Birmingham, Selly Oak described so well. I am happy that a number of local authorities are already providing support, and the hon. Gentleman mentioned some of them. The work Barnardo’s undertook demonstrated that only 11 local authorities of the 116 that responded provided no transport support for care leavers. So only a few provide absolutely no help but, as the hon. Gentleman mentioned, much of that is discretionary, and those authorities are under pressure.

The hon. Gentleman mentioned the Greater Manchester scheme, which has been in place since the end of 2019 and offers free travel up to the age of 21. Many other places provide that discretionary help, but perhaps the hon. Gentleman thinks we need to look beyond bespoke pathways. Since the publication of the report in July we have also seen a pilot launch in my part of the world, the north-east, as the hon. Gentleman mentioned. More than 300 young care leavers have been offered free transport across Tyne and Wear. That pilot, which is a partnership between the councils, bus operators and the NHS, demonstrates how improving opportunities for care leavers touches many aspects of public services, as the hon. Gentleman mentioned. If the pilot is successful, it will be rolled out further locally using the BSIP funding, on which my Department is currently in negotiations with north-east authorities. That is a small part of the wider changes to bus services in the north-east, which I am keen to support as the Minister responsible. However, at the same time as praising the value of these trials, I must acknowledge that we face a tough fiscal environment, as noted by the Chancellor in his fiscal statement. Sadly, I am not sure that the Treasury would allow me to play Santa, even at this time of year.

As the hon. Gentleman noted, providing universal bus travel would cost around £77 million—adding around 7.5% to the current concessionary schemes. I am sure hon. Members present are aware that concessionary travel is managed by local authorities. In many ways, they do not get sufficient credit for operating—sometimes almost invisibly—the complex system of transaction and reimbursement around the concessionary scheme. That scheme needs to be sustainable in the long term. I am happy to say that 76 of the 83 authorities have chosen to enhance the scheme using their own resources, above what the Government provide.

If we wish to add further complexity to this locally run and operated system, it should meet three criteria: it has to be deliverable, effective and affordable. In many ways, the third part is enabled by the first two. The hon. Member’s proposals face some short-term challenges in terms of affordability, and I have gone into those. In terms of deliverability, the legislative regime would face challenges in simply providing for care leavers to receive free transport nationally. There would need to be changes to the Transport Act 2000. I am sure hon. Members present appreciate that that cannot be done overnight.

In terms of effectiveness, that is perhaps where we could benefit most from further work. As I have mentioned, trials and projects are under way in England to provide free transport for care leavers. My officials have recently been in touch with officials from some of the key authorities trialling these projects. I will ask to be kept apprised of developments and any evaluation of the trials, including the impact on employment outcomes, which the hon. Member for Strangford mentioned. It is perhaps worth mentioning that these schemes do not involve the English national concessionary travel scheme or legislative change, and they are seeking to do things more quickly by getting existing smart-ticketing products to care leavers. This is something local authorities could do with their own resources, and I will be very interested to see the outcomes of the trials.

I have previously mentioned the care leaver covenant, which is a fantastic initiative designed to provide support for care leavers, not just within Government, but across the public, private and voluntary sectors. My Department has played its part in that by participating in the civil service care leavers internship scheme. I would love to see transport providers, including bus operators, sign up to the covenant and provide free or discounted travel to care leavers to recognise the importance of inclusion across our society.

We take seriously all requests for extensions to concessionary travel, including for care leavers—I certainly do—but we have to balance them with universal changes, the financial sustainability of the scheme, local areas’ knowledge of how their transport networks work best, and how quickly we can deliver the changes we want.

In closing, I again thank the hon. Member for Birmingham, Selly Oak for calling for the debate, and I thank other Members for their contributions. I will meet the hon. Gentleman and Barnardo’s in the new year—possibly in Cornwall, where Barnardo’s scheme has been in place, because it would be interesting to see it on the ground. I will continue to look at the issue as part of our reviews of concessionary schemes. Perhaps there will even be a fourth-Session Bill—the hon. Gentleman could help me by lobbying broader Government in that direction. I will continue, as he asked, to engage across Government in this space, which is important, particularly in terms of employability and helping young people leaving care to make connections that will put them in good stead for the rest of their lives. This is a vital issue, and I look forward to engaging further with the hon. Gentleman and other hon. Members as we seek to improve concessionary travel across England.

Question put and agreed to.

Ship Safety: Draft Merchant Shipping (Inspections of Ro-Ro Passenger Ships and High-Speed Passenger

Richard Holden Excerpts

Monday 5th December 2022 Written Statements

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

The draft Merchant Shipping (Inspections of Ro-Ro Passenger Ships and High-Speed Passenger Craft) Regulations 2023 were published today, along with an accompanying draft explanatory memorandum. The draft regulations revoke and replace the Merchant Shipping (Mandatory Surveys for Ro-Ro Ferry and High Speed Passenger Craft) Regulations 2001 (S.I. 2001/152) and implement a revised safety inspection regime for ro-ro passenger ships and high-speed passenger craft.

The draft regulations are being published for 28 days. Following the conclusion of this period, and once any observations on the draft regulations have been taken into account, they will be laid for approval by each House of Parliament. This procedure is required under paragraph 14 of schedule 8 to the European Union (Withdrawal) Act 2018 because these regulations revoke an instrument, the 2001 regulations, that was made under section 2(2) of the European Communities Act 1972. Statutory statements explaining the steps taken to publish the draft regulations and the reasons for the revocation of the provision made by section 2(2) are contained in the annex to the draft explanatory memorandum.

The main objective of the draft regulations is to remove duplication among the current inspection regimes applicable to ro-ro passenger ships and high-speed passenger craft in regular service. Vessels operating on international voyages within the Paris MOU region—the port state control regime we work within—are already subject to priority-based inspections. These will continue to occur at a frequency determined by the level of risk for each vessel.

The draft regulations retain a distinct safety inspection regime for ro-ro passenger ships and high-speed passenger crafts. They provide a level of certainty and expectation to the industry as to when and where their inspections will take place and exactly what will be required. UK-registered ro-ro passenger ships and high-speed passenger craft visiting EU countries will be subject to inspection by those countries under the European legislation. The draft regulations will provide an inspection regime for ro-ro passenger ships and high-speed passenger craft consistent with that of the EU, so that the same standards have to be met by all such vessels operating out of the UK, regardless of the route they take.

The draft regulations also include an ambulatory reference provision to ensure that the international conventions referred to in the draft regulations will always be understood to be the most up-to-date versions of such conventions applicable at the time of consideration. As described in the explanatory memorandum, when one of these conventions is to be amended internationally, a ministerial statement will be provided to both Houses of Parliament ahead of the amendment taking effect and coming into force in UK law.

The draft regulations and the accompanying draft explanatory memorandum can be found at: https://www.gov.uk/government/publications/safety-inspection-regulations-for-ro-ro-passenger-ships-and-high-speed-craft

[HCWS409]

Draft Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022

Richard Holden Excerpts

Wednesday 30th November 2022 General Committees

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I beg to move,

That the Committee has considered the draft Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022.

It is a pleasure to serve under your chairmanship, Mr Vickers. The purpose of the statutory instrument is to implement into UK law important amendments to the 1978 international convention on the standards of training, certification and watchkeeping for seafarers, to make further provision for the approval of training providers, including powers to remove that approval, and to make provision to allow the Government to charge for those approvals.

The STCW amendments came into force internationally on 1 January 2017 and 1 July 2018, and the draft regulations were laid before this House on 31 October 2022. They revoke and replace the current regulations implementing the convention—that is, the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2015—thereby restating existing regulatory provisions in this area and also making new provision.

The draft regulations will be made under the safety powers conferred by the Merchant Shipping Act 1995, as well as the prevention of pollution powers contained in the Merchant Shipping (Prevention of Pollution) (Law of the Sea Convention) Order 1996. The draft regulations also make amendments to the Merchant Shipping (Fees) Regulations 2018. This enables fees to be charged for the approval of training providers. The draft regulations are subject to the enhanced scrutiny procedures under the European Union (Withdrawal) Act 2018, as they revoke the 2015 STCW regulations, which were made under section 2(2) of the European Communities Act 1972. The draft regulations do not implement any EU obligations.

Before continuing, I should like to provide some background to the convention and outline the Government’s reasons for wanting to implement the amendments to it. The International Maritime Organisation adapted the STCW convention in 1978 and it came into force in 1984. The IMO is a specialised agency of the United Nations and is based here in London—I had the pleasure of addressing a large portion of its membership last week—and it is responsible for facilitating the development of international rules of for shipping. The convention of the STCW code, which is an integral part of the convention, set the standards of competence for seafarers internationally. Human error is recognised as the cause of a large percentage of maritime casualties and pollution incidents, and the convention aims to help tackle that problem by setting out minimum standards of knowledge, experience and professional competence for seafarers.

The UK is a member of and home to the IMO and a signatory to the convention, to which there are a further 164 parties, estimated to represent more than 99% of global shipping. Being a party to the convention allows the UK to issue internationally recognised seafarer qualifications, thereby enabling UK seafarers to work on ships that operate internationally. Since its entry into force in 1984, there have been a number of revisions to the convention. The latest amendments came into force on 1 January 2017 and 1 July 2018. As a party to the convention, the UK is required to implement the amendments into UK law.

The STCW convention amendments being implemented in the draft regulations relate to seafarer training for those serving on ships under the international code of safety for ships using gases or other low-flashpoint fuels—known as the IGF code—and those on passenger ships. These specialised ships require additional training and certification to demonstrate competency appropriate to the responsibility of a seafarer on board the vessel. This will allow United Kingdom seafarers to take up employment on these particular ships.

The improved regulations will enhance the employment opportunities for UK seafarers by ensuring a modern training and certification structure that reflects the current and future needs of shipping. This includes by clarifying the definition of “seafarer” to ensure that all persons, including non-employed crew, who are engaged in the operation or navigation of a pleasure vessel of 24 metres or more in length, or of 80 gross tonnage or more, are subject to the regulations; clarifying the position of the Secretary of State in relation to the approval of training providers, as well as the right to suspend or cancel the approval; introducing a charge for the approval of training providers to ensure that the Maritime and Coastguard Agency can approve and monitor training providers that deliver the training required by the STCW convention, in line with the principle of public authorities recovering moneys spent on services that would otherwise fall on the taxpayer; and providing powers to approve equivalents and alternative certification, as permitted by the STCW convention.

The enhancement of safety through the improvement of the regulatory regime for seafarers’ training will complement the Department for Transport’s nine-point plan to support seafarers and introduce new powers to protect maritime workers. The draft regulations are further required to allow the UK to grow its high-quality seafarer training brand worldwide, while supporting the Government’s Maritime 2050 strategy to support quality training initiatives that raise the standards for seafarers across the globe and that are beneficial to the United Kingdom.

The Government fully supported the development of the STCW convention amendments in the IMO, and the UK shipping industry was consulted throughout their development to ensure that they are modern and fit for purpose. The Government’s proposals for implementing the convention amendments and additional regulatory provision by way of this statutory instrument were subject to an eight-week public consultation. The Maritime and Coastguard Agency refined the proposals based on the comments received, but no substantive changes were required.

I have highlighted the importance of the draft regulations so that we can implement the important amendments to the STCW convention for seafarers to ensure continued compliance with the convention and to improve the regulatory regime by raising standards of training and education. Ensuring a pipeline of highly trained seafarers to meet the demands of the UK’s maritime industry is a vital part of our nation’s economic and strategic needs. I trust that I have cross-party support for the draft regulations, which allow the United Kingdom to play its part in leading the world in seafarer training and education. I therefore commend the statutory instrument to the House.

--- Later in debate ---

[Mr Holden]

I thank the hon. Member for Wythenshawe and Sale East for his comments. It was a bit of a whistle-stop tour of some of the highlights of the IMO. Unfortunately, Wikipedia does not include my fabulous speech to many of the countries that were there last week. We touched on many of the points that he talked about, particularly how we, alongside France and Costa Rica, are leading the way in decarbonisation and green highways across our seas. I hope that we can build that international coalition to ensure that it becomes the norm over the next few years.

I am happy to write to the hon. Gentleman about research into onshore training. It has been well used in things such as aviation simulation for the training of pilots, and I will happily write to him with specific information on the training of seafarers. Obviously, it be paid for by the sector and the businesses involved, but funding is available—up to 50% of the cost—for those training ratings and cadets. On the broader issues around P&O, he will know that we await the Second Reading in this House of the Seafarers’ Wages Bill. I look forward to speaking to him on Second Reading in the not too distant future. I hope that I have answered his points as fully as I can. If I have missed anything out, I urge him to write to me.

It is important that we implement the amendments to the convention into UK law, and make important improvements to the regime for the training of seafarers. That is necessary and desirable, especially given the responsibility that seafarers have for the safety of themselves and others and the protection of the marine environment, and the Government’s commitment to leading internationally on the safety and decarbonisation of the seas. It is right to implement the draft regulations as soon as is practical.

Question put and agreed to.

Oral Answers to Questions

Richard Holden Excerpts

Thursday 24th November 2022 Commons Chamber

[Darren Henry (Broxtowe) (Con)]

1. If he will meet representatives of the George Spencer Academy and National Highways to discuss the safety of the footbridge crossing the A52.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

National Highways has been in contact with representatives of Spencer Academies Trust, the multi-academy trust responsible for George Spencer Academy, and has met in recent days with representatives on site to discuss their concerns about the A52 footbridge.

[Darren Henry]

On Monday, I met National Highways at George Spencer Academy in my constituency of Broxtowe. As the Minister knows, the academy is separated by the A52 and is therefore connected by a footbridge. The footbridge has tragically been the site of several suicide attempts over the years, and it is essential that we look at new safety measures for the bridge. Although that was discussed with National Highways on site, my view is that the various solutions proposed were inadequate. A cage could be a safer solution. Will the Minister meet me to discuss a way to ensure we can have a future where tragedies do not occur?

[Mr Holden]

National Highways’ suicide prevention strategy sets out a vision that no one should attempt to take their own life on our roads, and everyone who does is a tragedy. I would be delighted to meet my hon. Friend to see whether there are further things we could do to prevent such events occurring in the future.

[Mr Speaker]

Although Elliot Colburn is not here, will the Minister answer question 2 to allow us to bring in the shadow Minister?

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

Transport in London is devolved to the Mayor of London and Transport for London, which includes decisions about the London ultra low emission zone. It is the Mayor of London and TfL’s responsibility to consult and ensure that residents and businesses are fully engaged with the ULEZ and that their feedback is properly considered and responded to.

[Mr Speaker]

I call the shadow Minister, Gill Furniss.

[Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)]

One way to build local support for promoting electric vehicles is by incentivising the switch to electric vehicles, but at the pace the Government are going, the UK is set to miss the target for 300,000 charge points not by one year or two years but by 17 years. This risks stalling the switch, and this week we learned that, far from charging ahead, this Government are slipping back, with rapid charging fund trials delayed.

[Mr Holden]

The Government are committed to decarbonising transport across the piece, whether it is in rail, road or my own section of buses. We have already seen hundreds of zero-emission buses delivered in London and thousands across the country.

[Sir Jeremy Wright (Kenilworth and Southam) (Con)]

3. What steps he is taking to help ensure those people adversely affected by HS2 are compensated fairly.

--- Later in debate ---

[Sir Christopher Chope (Christchurch) (Con)]

5. If the Government will take steps to prevent local authorities in England from spending money allocated for local highways maintenance on other purposes.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

The Department for Transport allocates capital funding to local highways authorities so that they can most effectively spend it on maintaining and improving their respective local networks, based on local knowledge, circumstances and priorities. It is up to the highways authorities how they spend that funding to fulfil their duty under section 41 of the Highways Act 1980.

[Sir Christopher Chope]

Is that not a rather complacent response? A lot of the £500 million allocated last year to local authorities in England for highway maintenance was not spent on highway maintenance, so it was effectively a fraud on taxpayers. Will my hon. Friend please ensure that next year, the allocations of money to highway authorities are made contingent upon them showing that last year’s allocation was spent on highways?

[Mr Holden]

I thank my hon. Friend for his comments. Local highways maintenance is a critical service provided by local authorities. In recognition of that, a central highways maintenance fund has an incentive element built in to drive best practice. However, it would be counterproductive for central Government to go beyond that and override local leaders, who have the best understanding of the needs of their local areas. This approach is in line with the wider Government funding framework led by the Department for Levelling Up, Housing and Communities.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Does the Minister not agree that flexibility in budgets is important? At the moment, many of us in the road safety campaigning area are very worried about the lack of representation in this House on road safety and transport safety issues. Could local authorities with some of this extra cash not be encouraged to take road safety more seriously?

[Mr Holden]

I thank the hon. Member for his question. Flexibility is important for local need, which is why local authorities are the decision makers in this area. If local people do not like what local authorities are doing, they can make a change to local priorities at the ballot box.

[James Grundy (Leigh) (Con)]

6. What recent steps his Department has taken to help level up communities through the transport network.

--- Later in debate ---

[Mr Virendra Sharma (Ealing, Southall) (Lab)]

8. What recent estimate he has made of the number of people waiting for a practical driving test.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

There are 95,000 available car test slots at the moment, an increase of over 80,000 in the past six months thanks to the hard work of the Driving and Vehicle Standards Agency and our brilliant driving examiners.

[Mr Sharma]

I thank the Minister for his response. Data from the DVSA shows that ethnic minorities are far less likely to pass their tests than white candidates. What steps will his Department take to ensure that discrimination has no place in driving test centres?

[Mr Holden]

Discrimination has absolutely no place in driving test centres. I advise the hon. Gentleman to get in touch with me about any such incidents and I will take them up directly with the DVSA.

[Sir James Duddridge (Rochford and Southend East) (Con)]

9. What assessment he has made of the implications for his policies of the study in the Journal of Epidemiology and Community Health, published in November 2022, on the impact of 20 mph speed limits on road traffic incidents.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

We are reading the report with interest and looking into the details as we speak. Local authorities are best placed to decide where 20 mph limits will be most effective on their local roads.

[Sir James Duddridge]

I thank the Minister for that answer, but local community campaigner Nadia Fabri has organised opposition to an expensive 20 mph limit in Thorpe Bay in Southend. Will the Government consider suspending funding to projects that are not wanted, expensive and now proven to be ineffective?

[Mr Holden]

Decisions on setting local speed limits on roads are a matter for local authorities and they are democratically accountable for them. They also have the power to decide and implement traffic-calming measures if they are more appropriate. Most central Government funding for local government is not ringfenced, so local authorities can make the best decisions relating to local priorities. My Department is providing £170 million this financial year to local highways authorities in England outside London and city region areas through the integrated transport block for small-scale transport schemes, but we will continue to look at all evidence provided to the Department on all sorts of road safety and transport schemes.

[Neale Hanvey (Kirkcaldy and Cowdenbeath) (Alba)]

10. What recent discussions he has had with (a) Cabinet colleagues and (b) the Scottish Government on the re-establishment of direct ferry services between Rosyth and mainland Europe.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

The operation of international ferry routes is primarily a commercial matter and as a result I have not discussed it with either Cabinet colleagues or the Scottish Government to date.

[Neale Hanvey]

The ancient nation of Scotland, independent for centuries before its coercive incorporation in 1707, was taken out of Europe against its democratic wishes. Yesterday, the UK state apparatus told Scotland it is not a colony and does not lack meaningful political process. So, will the Minister tell me what funding is to be made available to Scotland for direct ferry links from Rosyth to Europe, now that the EU motorways of the sea funding has been cut off? Can the Minister tell his Government colleagues that the British state may say no at every time, but the sovereign people of Scotland say yes, yes, yes?

--- Later in debate ---

[Dr Luke Evans (Bosworth) (Con)]

15. What assessment his Department has made of the strategic importance of the A5 in the midlands to the national economy and transport network.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

The Department and I recognise the significant strategic importance of the A5 to both the regional and national economy, which is why we continue to work with regional partners such as Midlands Connect to consider options to improve the route as part of our third road investment strategy—RIS3—investment plans.

[Dr Evans]

I am grateful to the Minister for his encouragement on the strategic importance of the A5, because its improvement has political support from the parishes all the way to MPs of all colours. Economically, improving the A5 will drive our growth and, strategically, will deliver houses and prosperity in my area. Is he aware of Midlands Connect’s most recent report, which shows that, on average, there are 36 accidents on the road every year, and that one in five is serious? Will he meet me to discuss that as another reason why the A5 must be improved?

[Mr Holden]

I thank my hon. Friend for highlighting the report to me. I have seen it, and I will ensure that my officials consider it as part of the body of evidence to support the case for improvements to the A5. I would also be delighted to meet him and other colleagues to discuss this matter further.

[Matt Western (Warwick and Leamington) (Lab)]

On all A roads, as with the A5, there is a need for rapid charge points, but more widely we need more public charging points, as only 800 are currently being delivered per month. Will the Secretary of State update this House on his meetings with the Business Secretary on delivering this priority?

[Mr Holden]

Meetings are in progress, and we will look further at this strategy and how we can more rapidly roll out electric vehicle charging points across the country, including rapid charge points, which are being rolled out to our motorway service station network as well.

[Peter Dowd (Bootle) (Lab)]

T1. If he will make a statement on his departmental responsibilities.

--- Later in debate ---

[Mr Philip Hollobone (Kettering) (Con)]

T2. Will the Roads Minister confirm that a new junction 10a on the A14 at Kettering remains in the pipeline for road investment strategy 3 for the period 2025 to 2030 and that the proposals are being actively developed by National Highways?

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I thank my hon. Friend for his question. I can confirm that the Government’s proposed junction 10a of the A14 to the east of Kettering continues to be developed by National Highways as part of the pipeline of schemes being considered for development as part of RIS3.

[Mr Speaker]

I call the shadow Minister, Mike Kane.

[Mike Kane (Wythenshawe and Sale East) (Lab)]

Earlier this year, the then Transport Secretary said of the P&O scandal:

“we will never support those who treat workers with such callousness”—[Official Report, 30 March 2022; Vol. 711, c. 842.]

I now have evidence that its competitor, Irish Ferries, pays its seafarers just £5.50 an hour, yet in September Ministers awarded it a contract worth tens of thousands of pounds. How can the Government condemn the scandal of seafarers’ pay and then hand over taxpayers’ money without conditions to a company whose business model is based on poverty pay?

[Mr Holden]

We are looking speedily at this important matter at the moment. The Seafarers’ Wages Bill is coming to this House within the next few weeks to address many of these issues that the Opposition spokesman raises.

[David Simmonds (Ruislip, Northwood and Pinner) (Con)]

T5. During my recent visit to West Lodge Primary School in my constituency, I saw the excellent work the children were doing to deal with bad parking and, in particular, engine idling outside the school. Does my right hon. Friend agree with me, my many constituents, my local councils and even Hillingdon Council Labour group that we need effective measures to tackle air quality hotspots in the suburbs, rather than Mayor Khan’s one-size-fits-all ultra low emission zone scheme, which does nothing to address issues such as engine idling outside schools?

--- Later in debate ---

[Chris Stephens (Glasgow South West) (SNP)]

T4. Unite the union, which represents tens of thousands of lorry drivers, has discovered by a freedom of information request that the UK Government’s scheme of £32 million to improve toilet facilities for lorry drivers is entirely unspent a year after the then Chancellor announced it. Why is that the case?

[Mr Holden]

The hon. Member may have missed the announcement this morning that the scheme has just been opened. I shall be visiting a road haulage site this afternoon to launch the scheme for match funding across the country to improve lorry facilities for our truckers, who worked hard throughout the entire pandemic.

[Mrs Sheryll Murray (South East Cornwall) (Con)]

Highways England is now looking at much-needed safety improvements along the A38 between Carkeel and Trerulefoot in my constituency. I welcome that, but what this road really needs is major improvements to help our economy and the economy of Cornwall to level up. Will the Minister commit to start looking at the options to make this a reality?

[Mr Holden]

My hon. Friend is a real champion for South East Cornwall and has been hammering away on this scheme for years. Highways England is developing a package of targeted safety measures for the A38, which will be considered for possible delivery within the third road investment strategy, RIS3. Although we are not considering further massive enhancements such as a bypass at this time, the work that we are doing at the moment would not prevent such a scheme in the future. I look forward to working with her on future road plans.

[Mary Glindon (North Tyneside) (Lab)]

T6.   Arriva in North Tyneside is letting down my constituents. Buses do not turn up or are cancelled at short notice. Surely enough is enough when pupils at North Gosforth Academy need counselling because they are so worried about getting to and from school. Can the Minister do something to force Arriva to be a more responsible and reliable service provider?

[Mr Holden]

I have had similar issues in my North West Durham constituency with Arriva over the past few months. It is looking at some of these plans and, as part of the bus service improvement scheme, £163.5 million will be heading to the north-east. We are just finalising the details on that and looking at how we can improve transport services in the future. I look forward to working with the hon. Lady and other colleagues across the region to deliver that.

[Mr Speaker]

I welcome the new Chair of the Select Committee on Transport, Iain Stewart.

--- Later in debate ---

[Patrick Grady (Glasgow North) (Ind)]

T7. Does the Minister think it is a good idea for car manufacturers to build cars with features such as heated seats, performance modes or key fobs that can be activated only by payment of a subscription or a tacked-on fee? Are there any plans to regulate these increasing pay-to-use features?

[Mr Holden]

Commercial matters around car manufacture and delivery are up to the individual manufacturers. What we have seen in the UK recently is the Government putting in £100 million to help to support Nissan and the next generation of electric vehicles being delivered up in Sunderland.

[Priti Patel (Witham) (Con)]

My right hon. Friend the Secretary of State will know that strike action on our railways will lead to more congestion on our roads. In Essex, that means more congestion on the A12 and A120. Will he kindly commit to meeting me and the leader of Essex County Council to discuss those two road schemes?

--- Later in debate ---

[Peter Gibson (Darlington) (Con)]

May I thank the Government for all that they are doing to improve connectivity at Darlington, including the £135 million invested in Bank Top station? However, my constituents in places such as Harrowgate Hill and Whinfield still suffer from congestion and emissions on the roads. Can my hon. Friend guide me on what more I can do to ensure that we ease this gridlock by delivering a northern link road?

[Mr Holden]

I thank my hon. Friend for his question; he and I have worked closely together on many local transport issues. National Highways and Tees Valley Combined Authority have worked closely on developing proposals for the Darlington northern link road, connecting the A66 and junction 59 of the A1. The work to date will form part of a body of evidence informing the investment plans for RIS3—the third road investment strategy—for future roads between 2025 and 2030.

[Richard Burgon (Leeds East) (Lab)]

People expect the Government to be trying to help resolve these rail strikes, not block a resolution. How can the Transport Secretary claim that it is not his role to get involved when the Government are handing over tens of millions of pounds a day in indemnity payments to rail companies to back them up during this strike?

--- Later in debate ---

[Mr Speaker]

Chi, that is just too long.

[Mr Holden]

I thank the hon. Lady for her question; I will certainly meet her. I know how important bus services are, and I will also be meeting, hopefully in the near future, local authorities across the north-east so that we can hopefully deliver that £163 million for them as well.

[Elliot Colburn (Carshalton and Wallington) (Con)]

Two thirds of Londoners have said no to the Mayor of London expanding the ultra low emission zone to the whole of Greater London. Will my right hon. Friend join me and Conservative MP colleagues to tell the Mayor of London that it is not for the poorest Londoners to foot the bill for his financial failures?

[Mr Holden]

As I said earlier, how to respond to the consultation and proceed is a matter for the Mayor to consider. I know that my hon. Friend has had a massive campaign on this issue, with over 5,000 people getting in touch with him about ULEZ. If hon. Members really want to see this policy changed, the best thing they can do is replace the Mayor of London at the next election.

[Alison Thewliss (Glasgow Central) (SNP)]

Some 73% of guide dog owners have been refused access to taxis, shops and restaurants in the past year. What is the Minister and his Department doing to improve access and ensure that guide dog owners such as my constituent Robert, and his guide dog Winnie, can get out and about with confidence?

Draft Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment and Transitional Provisions) (EU Exit) Regulations 2022 Draft Road Vehicle Carbon Dioxide Emission Performance standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022

Richard Holden Excerpts

Wednesday 23rd November 2022 General Committees

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I beg to move,

That the Committee has considered the draft Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment and Transitional Provisions) (EU Exit) Regulations 2022.

[The Chair]

With this it will be convenient to discuss the draft Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022.

[Mr Holden]

It is a pleasure to serve under your chairmanship, Mr Dowd.

As the Department responsible for vehicle regulation, we have conducted intensive work to ensure that there continues to be a functioning legislative framework for this crucial sector of our economy. The EU type approval scheme for road vehicles—in other words cars, buses and goods vehicles—is being converted to an independent GB type approval scheme, to replace the current interim arrangements whereby EU type approvals have been accepted following scrutiny by our Vehicle Certification Agency, the VCA. Alongside that, these regulations create an interim GB approval scheme regulating emissions from machinery engines, which, like the existing interim schemes for motorcycles and agricultural tractors, will be aligned with EU requirements until the end of 2027, by which time we intend to have independent GB approval schemes for these sectors, too.

The purpose of type approval legislation is to ensure that motor vehicles and machinery engines meet prescribed safety and environmental standards. EU law previously set out the regimes under which a new vehicle, engine or part was required to be tested. A substantial proportion of the standards come from an international body based in Geneva, the United Nations Economic Commission for Europe, or UNECE. The UK will of course continue to play a prominent role in that body, alongside our excellent VCA, which works internationally.

The Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment) (EU Exit) Regulations 2019—which I shall refer to as the interim SI—introduced an interim provisional approval regime lasting two years, until the end of this year. That allowed manufacturers of motor vehicles to submit evidence of an EU type approval to the British authority, the VCA, to enable vehicles to be submitted for registration. Trailers, machinery engines and replacement parts continued to be sold on the basis of an EU type approval issued by a member state or the VCA.

[Kevin Brennan (Cardiff West) (Lab)]

So far the Minister has referred only to GB approvals, but the explanatory memorandum refers to the whole of the UK. Can he clarify for the Committee why he is making that distinction when the explanatory memorandum refers to the whole of the UK?

[Mr Holden]

I certainly will. I should come to that issue further in my speech, but if the hon. Member is still unsure and wants to raise it again, I would ask him to please speak again.

Under the European Union (Withdrawal Agreement) Act 2020, the body of EU law on type approvals is retained in UK law. These are around 2,500 pages setting out approval processes and detailed technical standards for cars, buses and goods vehicles. This morning’s SI corrects deficiencies and creates GB type approval, although I would emphasise that at present the technical standards are essentially identical to those across the EU, so for manufacturers this is essentially, initially at least, an administrative exercise. This SI will require manufacturers of cars, buses and goods vehicles to transition into the GB type approval scheme no later than 1 February 2026, with approval being available from 1 January 2023, assuming the Committee’s agreement. With respect to the Northern Ireland protocol and unfettered access, this instrument will continue to exempt vehicles that meet EU rules that are made in or approved in Northern Ireland from the GB type approval regime. I hope that clarifies matters slightly for the hon. Member.

The SI gives Ministers powers to amend the retained direct minor EU law on road vehicles—in other words, the detailed technical specifications originally set by the European Commission. There will be a statutory requirement to consult representative bodies such as the Society of Motor Manufacturers and Traders, and similar groups, whenever Ministers are seeking to amend the technical standards. This will ensure that the vehicle industry and interested non-governmental organisations are able to have their say on any proposals that we make.

Machinery engines placed on the market from 1 January will be required to obtain GB approval under a new interim provisional approval scheme for machinery engines, which will recognise an EU approval with oversight from our VCA. These arrangements are already in place for agricultural tractors and motorcycles. The provisional schemes for all three groups of product will continue until the end of 2027, by which time we expect to have an independent GB type approval regime available for all those groups of vehicles.

The draft Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022 amend various retained EU new car, van and heavy duty vehicle carbon dioxide emission regulations to ensure that they can continue to function appropriately.

The new car and van carbon dioxide emission regulations were retained following EU exit and establish mandatory average carbon dioxide emission targets for manufacturers of new cars and vans across the UK. The regulations set out how the carbon dioxide emission scheme is to be monitored, reported on and enforced. They also include provisions to help manufacturers to meet their carbon dioxide targets, including derogations for smaller volume manufacturers, the awarding of more credits for producing low emission vehicles, and allowing manufacturers to join together to be considered as one entity to meet carbon dioxide targets, inter alia.

The HDV carbon dioxide emission regulations were also retained following EU exit; however, they do not set mandatory carbon dioxide emission targets on HDV manufacturers until 2025. Until that time, manufacturers are legally required to report specific data points on their vehicles annually to the enforcement body, the VCA.

This draft instrument primarily amends references to EU type approval in the regulations to EU, GB or UK (NI) type approval, where appropriate, to reflect the creation of the GB type approval scheme. As the car, van and HDV carbon dioxide emission regulations apply UK-wide, it is appropriate to reference all three type approval schemes; due to the protocol, vehicles registered in Northern Ireland will continue to receive EU type approval or, now, UK (NI) type approval.

[Kevin Brennan]

That interests me. Am I right in saying that the regulations will have no effect whatsoever in practice, because EU type approval will continue to be legal in GB due to the Northern Ireland protocol, and vehicles that are subject to UK (NI) type approval will continue to be legally available in GB? Is that a correct interpretation of what the Minister is saying?

[Mr Holden]

The changes in regulations are merely, at the moment, moving from one to the other. Obviously, there are broader discussions around the Northern Ireland protocol, what that will mean down the line and whether there is any derogation in the future, but at the moment the regulations are essentially the same for both GB and Northern Ireland under the protocol.

[Kevin Brennan]

It says in the Minister’s own explanatory memorandum, in paragraph 7.9:

“As a result of EU exit and the GB type-approval 2022 Regulations vehicles with either GB, UK(NI) or EU type-approval can be sold on the UK market.”

What I just said was right, was it not?

[Mr Holden]

That is correct, but what I said was right as well. Manufacturers have a choice in Northern Ireland to place products on—

[Kevin Brennan]

And GB.

[Mr Holden]

Yes, indeed—on markets using EU approvals issued by an EU approval authority, or to seek approval for EU rules from the VCA, known as a UK (NI) approval. GB-based manufacturers will have the same choice when selling in Northern Ireland. Whichever route manufacturers choose, they will be able to sell products—the hon. Gentleman is absolutely right—throughout the rest of Great Britain without additional approval. The point at the moment is that we want to get these regulations on the statute book in advance of anything further. Particularly with respect to bus manufacturing, which has a significant presence in Northern Ireland, we may wish at some further point to derogate.

References to type approval are fundamental to the regulations as they determine which vehicles are in scope of either scheme, as well as defining who will receive a carbon dioxide emissions target, including a fine for any non-compliance. A number of minor EU exit-related deficiencies, and a simple typo made in a previous statutory instrument, are also corrected by this instrument.

The type approval instrument creates an independent GB type approval scheme for cars, buses and goods vehicles, continues the interim regime for other categories of motor vehicle, and creates a similar interim regime for machinery engines.

[Richard Graham (Gloucester) (Con)]

Can my hon. Friend just clarify something for the slower members of the class, i.e. me? Page 16 of the regulations refers to the differences between GB type approval, UK (NI) type approval and EU type approval. Were, for example, the bus manufacturers in Northern Ireland to decide that they wished, for all sorts of good reasons, to have different regulations surrounding their bus manufacture, and if that were approved by the Government, that would change GB type approval and UK (NI) type approval, and the resulting buses would be available for sale under those rules here across the UK, but would they also be available for sale in the EU, if they differed from the EU type approval?

[Mr Holden]

No, because if in future the regulations differed, they would affect the UK, but not the rest of the EU, so they would potentially be different regulations. At the moment, the regulations are essentially the same in the EU and Northern Ireland. For example, although Nissan, near my constituency, which has experience of this, imports several parts of cars and cars from Japan, they are not made in the UK under the Nissan badge. They have to meet UK or EU standards at the moment, whereas there are different standards when Nissan is selling to, say, to east Asia. At the moment, those are not the same as those we see in the EU. We have had the same regulations. The UK (NI) regulations and the GB regulations are going to be the same as in the EU at the start, however in future we will see what happens and what differences there might be.

[Richard Graham]

I am grateful to the Minister for allowing me to come back on this. If we were to manufacture buses in Northern Ireland with the intention of selling them in south-east Asia, for example, would the Department do research on whether the Asian standards required for their buses were compatible with whatever changes we might want to make to GB and UK law?

[Mr Holden]

I think if a company is manufacturing purely for export, it can manufacture purely to the standards of the other country it is exporting to, so it would totally depend. The VCA works internationally and has offices in eight countries, including in all our major manufacturing partners that export cars or car parts to the UK, including India. We do a lot of international work, and a lot of it comes through the VCA, because Britain is recognised, even post EU exit, as an important and independent international body when recognising such regulations.

[Richard Graham]

So is the overall purpose simply the conversion of EU law into UK law, or is the intention to do that, but also pave the way for further changes that may be beneficial to manufacturers?

--- Later in debate ---

[Mr Holden]

At this point, it is the first, because these provisions do not cover all the additional areas, including motorcycles and stand-alone engines. Down the line, and obviously with regard to the protocol and Northern Ireland issues, there might be further moves, but these regulations essentially mirror where we are within the EU at the moment. I hope that answers my hon. Friend’s questions.

The type approval instrument creates an independent GB type approval for cars, buses and goods vehicles, continues the interim regime for other categories of motor vehicles, and creates a similar interim regime for machinery engines. The carbon dioxide instrument ensures that the existing carbon dioxide monitoring scheme can cater for vehicles approved under the GB type approval scheme. The GB approval scheme is vital to provide the platform to ensure that we have control over vehicle standards in areas ranging from environmental protection to automated and self-driving vehicles. I commend the regulations to the Committee.