Calais Children and Immigration Act

Debate between Robert Flello and Robert Goodwill

Wednesday 16th November 2016 Commons Chamber

[Mr Goodwill]

Yes, indeed. Much of that dreadful trade is fuelled by the fact that the people traffickers seem to have no regard for people’s safety. During the summer, I was in Nigeria talking to the authorities there, and they are very concerned about the way that people are putting their children’s lives at risk by putting them into the hands of people traffickers. If and when the children arrive in Europe, the nightmare continues, particularly when they are pressed into modern slavery, or even worse in the case of some of the girls.

[Robert Flello (Stoke-on-Trent South) (Lab)]

In the run-up to the closure of the so-called Jungle camp at Calais, there were reports of a thousand or more people disappearing from the camp and melting into the countryside. What work is the Minister doing with his counterparts in France to ensure that when the French authorities identify people who melted away from the Calais jungle and who have vulnerable children, they too can be included in this programme?

[Mr Goodwill]

I certainly received reports of some people leaving the camps as the clearance started. I also received reports of people coming back into the camps as they saw how that clearance was taking place. Indeed, some children who had been elsewhere in France arrived at the camps, hoping that they would be part of the scheme and could be relocated and considered under the Dubs and Dublin regulations. Unfortunately, those late arrivals were not considered in the same way. The advice that we always give to people is to claim asylum in the first safe country that they reach, and if not so, then to claim asylum in France, where they can be adequately processed.

Oral Answers to Questions

Debate between Robert Flello and Robert Goodwill

Thursday 30th June 2016 Commons Chamber

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

It is certainly the case that many airlines are investing in the A350, which is exclusively engined with Rolls-Royce engines, and the point-to-point option opens up many new opportunities for regional airports to provide direct services for their people.

[Robert Flello (Stoke-on-Trent South) (Lab)]

I very much welcome the statistics showing that road improvement and road safety are getting better, but those statistics mask what is really happening with all-lane running. The Transport Select Committee has produced a report, published today, which shows the disingenuity going on in the statistics. What we are looking for is the Minister’s acceptance that all-lane running is dangerous and that we need to do something about it.

Oral Answers to Questions

Debate between Robert Flello and Robert Goodwill

Thursday 28th January 2016 Commons Chamber

[Mr Goodwill]

I will certainly look at that, but the basic principle is that we are not in a position to provide assistance for private infrastructure that is not a public right of way.

[Robert Flello (Stoke-on-Trent South) (Lab)]

I draw the attention of the House to my declarations of interest.

The UK freight sector is absolutely dependent on areas such as Lancashire having good infrastructure. Given that Ministers have come to the House three times in recent memory to say that the storms are unprecedented, they are clearly not unprecedented. What will the Government do to ensure that our national infrastructure, which the freight sector and all of us rely on, has proper resilience and that there are proper plans for rapid repairs where necessary?

[Mr Goodwill]

Certainly the strategic road network has been particularly resilient despite the storms, and Network Rail has been absolutely valiant in fixing problems, particularly as over the Christmas period it was engaged in a massive investment programme to upgrade the service. We must certainly learn lessons. Network Rail is on standby this week in areas where it suspects there may be problems.

draft Merchant Shipping (Alcohol) (prescribed limits amendment) Regulations 2015

Debate between Robert Flello and Robert Goodwill

Tuesday 15th September 2015 General Committees

[Mr Goodwill]

I thank my hon. Friend for his question. The legislation will apply to professional mariners. If one were to charter a vessel with a crew so that one could enjoy a party on board, the crew would be expected to maintain their sobriety under the terms of the legislation. However, the regulations would not apply to recreational seafarers. Of course, we have laws in this country for people behaving irresponsibly. If I were up a ladder painting my house and I was drunk and dropped something on someone’s head and killed them, I would be held responsible. Previous Governments have looked at how the regulations may apply to recreational mariners, and this measure does not apply to them.

I mentioned one example of how alcohol consumption can severely impair a seafarer’s ability to safely navigate a ship.

[Robert Flello (Stoke-on-Trent South) (Lab)]

Given that the regulations deal with lowering the limit—the example that the Minister has just cited was of somebody three and a half times over the existing limit—how does he see the lowering of the limit affecting such cases where the seafarer clearly did not have any regard at all for the existing limits?

[Mr Goodwill]

Obviously, as all Members will know, when one sets a limit for alcohol in this country, whether it is for an airline pilot, a mariner or the driver of a car, truck or bus, there are those who will disregard the law and break the limits. Indeed, one of the worst cases of drink-driving that we have seen, as in the port of Belfast, was the master of a vessel who was three and a half times over the existing limit, which would probably be five times over the new limit. Of course, such irresponsible behaviour cannot be tolerated. In the case that I mentioned, the man, who was not a UK national—and neither was the ship on the UK shipping register—was imprisoned and felt the full force of the law. Indeed, it was very fortunate that people were not killed and that a major pollution incident did not ensue from that particular incident.

[Robert Flello]

I am grateful to the Minister for being generous with his time. Are there facts, figures, data on mariners who have been over the new limit but below the existing limit having accidents or causing problems? Is that the reason behind the introduction of a lower limit?

[Mr Goodwill]

As I will explain, we have a new international agreement over global limits; as I develop my points, that will become apparent. This is about having the same limit all over the world so that mariners can be in no doubt about what the limit is. Indeed, I will not go too much into drink-driving, but there were a lot of arguments about driving between Scotland and England when the Scots changed their regulations. Therefore, no one can be in any doubt if they are on board a vessel about what the limit is. Many shipping companies will go over and above this and impose zero tolerance on their crew members, particularly on short sea crossings, where people can have a normal social life on land and engage in their work on the vessel.

In the example that I gave, that captain endangered not only himself and his own vessel but other ships in the vicinity and the people on board them, not to mention the local marine environment. That is why we take the matter of breaches of our alcohol limits so seriously. While there is much that we can do as a nation to ensure the safety of shipping, there is no doubt that even more can be achieved by agreeing improved standards to be applied globally—going on to the point that I was making—through the International Maritime Organisation. Particularly important is the IMO’s convention on standards of training, certification and watchkeeping. The purpose of this convention is to establish internationally the basic standards of competence and behaviour to which seafarers must adhere. At the Manila conference in 2010, a number of changes to the convention were agreed to address risks to safety that had been identified. This included, for the first time, an internationally agreed alcohol limit for professional mariners. In the case of breath, 25 micrograms of alcohol in 100 millilitres and, in the case of blood, 50 milligrams of alcohol in 100 millilitres. I cast my mind back to the existing regulation, which was 35 and 80; that reduces to 25 and 50.

These tough new limits on alcohol consumption reflect a global commitment to tackling the problem of seafarers who cannot fulfil their duties through drink and the threat that that poses to safe navigation. It is envisaged that they will send a strong message to ship operators and seafarers worldwide that excessive consumption of alcohol at sea will not be tolerated. It is right that, as a leading maritime nation, we put our weight behind that effort. The regulations that we are considering today would bring existing UK legislation into line with the limits agreed at the IMO, with the addition of a limit in the case of urine of 67 milligrams of alcohol in 100 millilitres, which is the comparable level.

In addition, having international common alcohol limits helps mariners to understand the standard of behaviour expected of them no matter where they are in the world. Given that national borders are not visible at sea, enforcement of those limits is simplified when seafarers are found to have exceeded them. The effectiveness of these regulations will be kept under review. The Secretary of State will be required to report on the findings of periodic reviews of the effect of the new alcohol limits. This will ensure that we continue to focus on the overriding objective of maintaining safe navigation.

The maritime industry is vital to the UK’s prosperity and many human lives depend on its safe and efficient operation. By tightening the alcohol limits that we apply to our professional mariners, we both reduce the risk of accidents in our waters and stand shoulder to shoulder with other maritime nations seeking to do the same. I commend the order to the Committee.

Oral Answers to Questions

Debate between Robert Flello and Robert Goodwill

Thursday 16th July 2015 Commons Chamber

[Mr Goodwill]

My hon. Friend is absolutely right. The road situation in Kent has been intolerable for many local people, although it has to be said that because of Operation Stack we have managed to keep the coaches and tourist traffic flowing. A working group led by Kent County Council is looking at all these issues, considering short and long-term mitigation of the problem.

[Robert Flello (Stoke-on-Trent South) (Lab)]

I draw the House’s attention to my entry in the Register of Members’ Financial Interests.

I am pleased to hear that the Minister is in regular dialogue with his French counterparts, but given that the gangs of people traffickers particularly change their tactics constantly, what measures are being discussed to resolve the problem of traffickers simply moving further away from Calais to attack lorry drivers and get into their vehicles, in order to circumvent the steps that have been taken at Calais?

[Mr Goodwill]

The Home Secretary made a statement on this problem on 14 July, and I know that measures are being put in place, including fencing, at Coquelles to try to improve the situation. I spoke yesterday to my opposite number in the Republic of Ireland, who expressed the very same fears about lorry drivers being put at risk by migrants, who may engage in aggressive tactics.

High Speed Rail (London – West Midlands) Bill: Instruction (No. 3)

Debate between Robert Flello and Robert Goodwill

Tuesday 23rd June 2015 Commons Chamber

[Mr Goodwill]

Those are precisely the sort of issues that petitioners can come forward with as part of the hybrid Bill process that this additional provision triggers. May I make it clear that we are not, at this point, considering agreement on these changes? This is about setting the process in train so that these points can be made and the Committee can look at them.

[Robert Flello (Stoke-on-Trent South) (Lab)]

Will the Minister clarify that last point? Will an environmental impact study be carried out on the difference between the two possible depot sites? Has that been considered or is it something that will come further down the line, if he will pardon the pun?

[Mr Goodwill]

There will indeed be an environmental statement to address the impact that will arise from the 18 changes that require additional powers in the Bill—for example, a new location for the replacement village hall for Burton Green. An environmental statement will accompany those additional provisions, and some changes that do not require additional provisions will also have their own environmental statement, which will allow those particularly important environmental considerations to be discussed.

The additional provision includes powers to build sidings for Crossrail at Old Oak Common which may in future enable a link to be built between Crossrail and the west coast main line. That is not in itself part of HS2, but doing the work after HS2 is built would incur significant expense and disruption.

--- Later in debate ---

[Mr Goodwill]

The hon. Lady makes precisely the point that has already been raised by many residents about the existing provision before the hybrid Bill Committee. The additional provisions in AP2 will also allow them to have that say, so that, if necessary, mitigation can be put in place to lessen the impact of construction traffic and to look at alternative routes for traffic and other such things. I have been down the line of route, and I do understand many of the problems. Indeed, I was in Slough on Sunday, and saw the site from the train. I know exactly where it is located.

[Robert Flello]

On the future-proofing issue, the Minister may possibly be aware that I have a certain interest in Stoke-on-Trent being serviced ideally by HS2 directly. However, is the Handsacre junction also being future proofed to protect areas such as Stoke-on-Trent? Do these provisions address that?

[Mr Goodwill]

That matter does not specifically relate to measures in AP2. Where possible, we will ensure that, as we construct the railway line, we do not rule out other connections, which is precisely the point that I made about the west coast main line.

The changes in total will not increase the overall project budget or target price for phase 1. They result in modest additional costs, but they will be accommodated within the contingency, which is provided for that very purpose.

Oral Answers to Questions

Debate between Robert Flello and Robert Goodwill

Thursday 8th May 2014 Commons Chamber

[Robert Flello (Stoke-on-Trent South) (Lab)]

Does the Secretary of State share my profound concern that roadside recovery operators working on our motorways have been instructed that they must continue to work when they have asked for a lane closure, even for safety reasons, but the Highways Agency has refused that closure? This is putting people’s lives at risk. Will he order an urgent inquiry and put an immediate stop to this dangerous practice?

[Mr Goodwill]

I thank the hon. Gentleman for raising that matter. It is the first time it has been brought to my attention, and I will certainly have a conversation with the Highways Agency. Our smart motorways schemes make it much easier to close lanes and move traffic, so it should not be a problem on those sections of road. I will get back to the hon. Gentleman with the reply I receive.

Roads: Accidents

Debate between Robert Flello and Robert Goodwill

Tuesday 7th January 2014 Ministerial Corrections

[Robert Flello]

To ask the Secretary of State for Transport how many people were (a) killed and (b) seriously injured whilst working on the hard shoulder in each of the last three years.

[Official Report, 10 December 2013, Vol. 572, c. 185-86W.]

Letter of correction from Robert Goodwill:

An error has been identified in the written answer given to the hon. Member for Stoke-on-Trent South (Robert Flello) on 10 December 2013:

The full answer given was as follows:

[Mr Goodwill]

The following data has been provided by the Highways Agency who manage and operate the Strategic Road Network in England: