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Mike Kane's Speeches In Parliament Related to Climate

We've found 49 Parliamentary debates in which Mike Kane has spoken about climate-related matters.

Here are the relevant sections of their speeches.

• 18 Nov 2025: Flood Risk and Flood Defence Infrastructure: North-west England

  17:01

  At Northenden golf club, helicopters dropped one-tonne bags of rock to plug the breaches in the embankments. My hon. Friend the Member for Manchester Withington (Jeff Smith) and I met representatives of our respective golf clubs, Northenden and Withington, a few days after the event. One of the nightmare scenarios now is that golf clubs cannot get insurance, and that is only spreading. That is what climate change is bringing to us. Manchester city council evacuated over 1,000 residents that day and closed footpaths and infrastructure near the river. The exact same thing had happened just a few years earlier; the then Prime Minister, Boris Johnson, visited a couple of days later—we thought we had averted disaster but clearly we had not.

  Thanks to flood defences, nearly 12,000 properties were protected, but tragically 99 homes were still flooded because of the embankment breaches. On 1 January, the river at Northenden peaked at 3.76 metres, well above the property flooding threshold of 3.3 metres. That was not an isolated incident. When I was a young councillor growing up in Northenden that was a one-in-100-year event, but now it is happening annually because of climate change.

  [Source]

• 17 Jul 2025: Sustainable Aviation Fuel Bill (Third sitting)

  11:37

  The RCM is part of the Government’s agenda to decarbonise aviation in the United Kingdom. I will address the amendment moved by the hon. Member for Mid Buckinghamshire, but first I put on the record my thanks to him and other Opposition parties for their general support for what we are trying to do in the Bill.

  A Government-backed counterparty will enter into the contracts rather than the Secretary of State, because investors value the day-to-day independence of a Government-owned private company and its insulation from political change. The counterparty will also have expertise in contract administration. This follows the model of contracts for difference schemes in other renewables sectors, where the Low Carbon Contracts Company, a Government-owned body, enters into the contracts, rather than the Secretary of State for Energy Security and Net Zero.

  [Source]

  Clause 6 enables the Secretary of State to introduce, through regulations, a levy on aviation fuel suppliers to meet the costs of payments made by the counterparty to SAF producers and to cover the counterparty’s administrative costs. We plan to fund the revenue certainty mechanism through a levy on industry because it is right that the costs of decarbonising air travel are borne by the aviation sector rather than the taxpayer. We are levying aviation fuel suppliers because placing the levy higher up the supply chain spreads costs across the sector and reduces administrative burdens, and because aviation fuel suppliers will benefit from the greater volumes and lower prices for SAF that the revenue certainty mechanism will create.

  [Source]

  12:39

  We are debating sustainable aviation fuel, but this is also about decarbonising the planes that will fly in our skies for generations to come. That US trade deal is zero tariff on aviation technology, which is a huge deal for this country, making it a world leader again in the future.

  [Source]

  Committee members will be aware that SAF is considered to be essential in achieving net zero for aviation medium and long-haul flights, which account for about 80% of CO 2 emissions from aviation. The Government update Parliament and the public regularly on the progress towards net zero targets across the economy, including by laying in Parliament an annual statement of emissions and annual publications of official greenhouse gas emissions statistics. They include granular detail on emissions from all economic sectors, including domestic and international aviation. Furthermore, the Climate Change Committee reports to Parliament each year on progress in reducing emissions, including for transport, and there is a statutory duty on the Government to respond to the points that it raises.

  To address the points raised by the hon. Member for Sutton and Cheam, we continue to publish statistics on the volume of SAF supplied each year in the UK and under the SAF mandate. Together, these measures provide a clear picture of progress towards decarbonising aviation, so I would ask the hon. Member for Wimbledon to withdraw his new clause.

  [Source]

  I do not have the answer in front of me, but I commit to providing the hon. Gentleman with an answer in due course. I thought the point he was making was about whether we are being open and transparent across all sectors in the UK in showing how we are decarbonising the aviation sector. [Interruption.] I do now have the answer. Who knew? The miracle of mobile telephony—it will save writing my signature to him with the electronic pen. The SAF mandate and statistics include details of feedstocks and the origin of the SAF. I hope that answers his question, but if he wants more information—we are all keen on this—I would ask him to please keep in touch.

  New clause 5, entitled “Increasing greenhouse gas saving potential of sustainable aviation fuel”, was tabled by the hon. Member for Wimbledon. The SAF mandate is the UK’s key policy to decarbonise jet fuel. It does that by securing demand for SAF, by obligating the supply of an increasing amount of SAF in the overall UK aviation fuel mix. The SAF mandate rewards SAF in proportion to the greenhouse gas savings its achieves. That will encourage SAF developers to improve continuously on their greenhouse gas savings. To ensure that the SAF mandate reflects the latest technological and commercial developments, there will be continuous monitoring of trends and the impacts of the mandate. Formal reviews will be conducted and published at least every five years, with a formal review in 2030. The formal reviews will already include certain elements of the new clause, namely the minimum greenhouse gas savings threshold and the minimum targets for supply of SAF. Following the review, there will be an opportunity to update the legislation as needed.

  [Source]

• 9 Jul 2025: Draft Transport Act 2000 (Air Traffic Services) (Prescribed Terms) Regulations 2025

  14:54

  There is a plan to fix this: the airspace modernisation strategy, set out by the Department for Transport and the Civil Aviation Authority, and committed to by the Labour party in its manifesto at the general election. I am grateful to Government and Opposition Members who I know will support the regulations that we are considering today, which are one of the most important ways of enabling the plan for decarbonisation and improved routes to be realised. Modernised airspace will enable greater capacity, improve resilience to disruption, and help UK aviation to achieve net zero greenhouse gas emissions by 2050.

  [Source]

• 25 Jun 2025: Department for Transport

  18:14

  We are supporting the transition to net zero and an economy powered by clean energy, with more than £200 million to accelerate the roll-out of electric vehicle charge points this year. We are investing in active travel infrastructure to improve the health of the nation, with an additional £150 million of investment in cycling and walking infrastructure in this financial year alone. We are supporting bus services and capping fares to connect people to jobs and to boost opportunity. We are also supporting safer streets by making public transport safer—including, most importantly, for women and girls. Across our work, we are making sure that every penny of taxpayers’ money is put to good use, from greater efficiency within the Department to getting to grips with the spiralling costs of HS2 and bringing that project back on track.

  With UK SHORE, we have moved fast with the decarbonisation plan, and the research and development funding for this will continue. We have worked internationally with the International Maritime Organisation to reduce greenhouse gas emissions across our planet. We have also announced £185 million through safer roads funds to invest in the 99 most risky A roads, and we have made clear commitments on rail cost base and subsidy. [ Official Report , 30 June 2025; Vol. 770, c. 2WC.] (Correction)

  [Source]

  18:23

  The hon. Member for Wimbledon (Mr Kohler) always astonishes me. He is like some latter-day Hilaire Belloc in his pinstriped suits and polka-dot tie. He was so positive about the Government that I thought he was going to cross the Floor for a second; we will give him time. He mentioned being disappointed about some areas, but we have done more to decarbonise transport this year, more for buses than any Government have done for a generation, and more for active travel in one year than any Government for a generation.

  [Source]

• 17 Jun 2025: Hydrogen-powered Aviation

  10:09

  I congratulate my hon. Friend the Member for North Somerset (Sadik Al-Hassan) on securing an excellent first debate in Westminster Hall and thank other hon. Members for their contributions. Famously, my hon. Friend is a pharmacist by training and by trade; he actually lives in a village called Pill, which is probably the strongest case of nominative determinism I have come across in my political career. He is also a doughty champion for Bristol airport. He never fails to tackle me about the issue in the Lobby or the Chamber. The airport plays a crucial role in providing connectivity and enabling growth in the south-west, and I welcome the leading role that it has played in developing hydrogen, such as the recent Project Acorn trials, which demonstrated the safe use of zero emission ground handling equipment in an airside environment.

  “we will not accept false trade-offs that pit aviation’s growth against our commitments to net zero.” —[ Official Report , 11 June 2025; Vol. 768, c. 1031.]

  Let us get to the subject in hand. I recognise the clear potential of hydrogen as a zero emission aviation fuel and what it could contribute towards greener aviation. As the hon. Member for Strangford (Jim Shannon) said in his customarily excellent speech, it produces zero CO 2 . He is right that it is costly, but we know that the costs will become competitive as we scale up. He speaks well of Spirit in his constituency and the workers who work there in this field. I pay tribute to him and them for what they do in Northern Ireland.

  We will continue to co-invest with industry on a range of R&D projects, which a number of Members raised, including the development of hydrogen aircraft technology through the Aerospace Technology Institute programme that the hon. Member for Sutton and Cheam (Luke Taylor) mentioned. As announced in the spending review, we will invest more than £3 billion in the next four years in the advanced manufacturing sector on zero emission vehicles, batteries and aerospace technologies. I join him in congratulating Cranfield Aerospace Solutions, which I visited while in opposition, on its work.

  Later this year, the Department for Energy Security and Net Zero will publish a refreshed hydrogen strategy to ensure that hydrogen achieves its unique role in the Government’s clean energy superpower and growth missions. Just last week, the Government announced over £500 million to develop the UK’s first regional hydrogen transport and storage network, boosting industrial regions such as Merseyside, Teesside and the Humber.

  [Source]

• 11 Jun 2025: Sustainable Aviation Fuel Bill

  The UK stands at the forefront of global efforts to decarbonise aviation. When this Government came into power, we acted immediately by laying the statutory instrument for the SAF mandate, which has been in place since 1 January. We have established the UK airspace design service, a programme of work that will modernise the airspace above us by decarbonising and supporting cleaner flights with fewer delays. We are now the first legislature on the planet to introduce a revenue certainty mechanism, and the world is looking to us. I hope that this House can get behind us.

  [Source]

  17:44

  I am always delighted to answer questions from the hon. Gentleman, who represents a place that I love dearly. I have responsibility for maritime travel, and we see Artemis Technologies decarbonising our maritime sector. We have refineries in Belfast. I spoke to a major chief executive whose family emigrated to Canada from Belfast and who is very fond of the city. We expect him to talk to his companies about applying for the contracts when we eventually let them do so, and that will be key.

  The Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), said this is not a silver bullet, and it is not, but it is part of the package—airspace modernisation, sustainable aviation fuels, carbon pricing, carbon capture technology and zero emission flight—that this Government are pursuing to decarbonise aviation in our country, and we are investing £1 billion in the Aerospace Technology Institute to do that.

  My hon. Friend also mentioned Heathrow, and my right hon. Friend the Secretary of State, who has shown great leadership in this space—along with other Members, officials and the industry—has pointed out that the expansion of Heathrow is accounted for in the sixth carbon budget. I thank the hon. Member for Wimbledon (Mr Kohler) for his thanks to me for getting on with what is part of a package of decarbonisation, as he rightly pointed out.

  [Source]

  17:49

  I can assure the House that I am not going to take any lessons on date nights from the hon. Member for Sutton and Cheam (Luke Taylor). [ Laughter. ] But it is great to hear his expertise in this area. We do value that expertise in the House and I hope he makes the Public Bill Committee. He mentions ZeroAvia, which I worked with in opposition and in government, and how well it is doing with zero emission flights. He may have to run that equation past me again—I did not pick it up the first time.

  I am glad that the hon. Member for Moray West, Nairn and Strathspey (Graham Leadbitter), the transport spokesman for the SNP, welcomes the Bill. It is really good to see how the military and our armed services are getting in on the decarbonisation agenda. The RAF Lossiemouth, in his patch, is showing good practice.

  [Source]

• 4 Jun 2025: National Policy Statement for Ports: Proposed Revision

  The review of the NPSP is proceeding in parallel with our wider programme of planning reforms, including the Planning and Infrastructure Bill currently before this House, designed to expedite and facilitate decision making, and stimulate growth and green energy transformation.

  [Source]

• 2 Jun 2025: UK Airspace Design Service: Consultation Response

  Airspace modernisation will ensure that the UK’s airspace is fit for the future, enabling aircraft to fly more direct routes with optimised climb and descent profiles to and from energy-efficient cruising altitudes. This will benefit UK consumers through greater system capacity and better resilience to disruption. Crucially, it will help UK aviation achieve net zero greenhouse gas emissions by 2050.

  [Source]

• 15 May 2025: Maritime Sector

  09:44

  The recently published maritime decarbonisation strategy supports sustainable growth, working with industry to reach zero emissions by 2050, supported by £30 million for clean maritime research and development. The Government have also allocated £850,000 to maritime clusters to support skills and training programmes, boosting growth and improving our coastal communities.

  [Source]

  This is a huge opportunity for the UK. Our mission to have clean energy by 2030 is an incredible target, and we are getting on with it. That means making big decisions with the Crown Estate, our fisheries, the Department for Environment, Food and Rural Affairs, the Department for Transport and Department for Energy Security and Net Zero. We are working together at pace, and we are beginning to see some of the fruits of that, such as the investment in the Port of Tyne that I just mentioned, but the work is ongoing.

  [Source]

• 15 May 2025: Aviation Sector

  09:58

  I would never disagree with the former leader of my council, but on this occasion, I might have to. I pay tribute to my hon. Friend as somebody who was chairman of the airport that delivered the only international runway in this country in 80 years. Air passenger duty is part of the rich mix of the aviation tapestry; however, last month in April, Heathrow had 7.1 million passengers through its doors, the largest number ever. Most airports and airlines are seeing demand go through the roof. We are modernising the airspace, decarbonising the fuel and unlocking the constraints on our airports, which is why we are seeing record passenger numbers.

  [Source]

  First, I congratulate Bristol on the excellent job it is doing and the growth it is seeing. We have strict criteria on carbon emissions, noise, growth and pollution at our airports. That is our guiding principle as a Government, but we also want to see local ambition in terms of growth. Those carbon budgets are fixed; we still want to reach net zero by 2050, even with the growth in our air markets that is expected over the next few years.

  [Source]

• 2 Apr 2025: Driving Licences: Zero Emission Vehicles

  11:50

  The aim of the regulations is to support the transition to zero emission vehicles, to reduce the regulatory burden on business, and to drive economic growth on our journey to becoming a clean energy superpower.

  Businesses and families are choosing to make the switch to cleaner, greener vehicles that are cheaper to run and reduce noise and air pollution on our streets. The UK was the largest electric car market in Europe in 2024, and so far this year demand is up 42%, according to industry figures. However, zero emission vehicles can be heavier than equivalent petrol and diesel vehicles because of the weight of their battery or power train, which can push them into a higher driving licence category than their petrol or diesel equivalents.

  Regulations to partially solve the problem were passed in 2018, allowing category B licence holders to drive alternatively fuelled vehicles weighing up to 4.25 tonnes if they fulfilled additional requirements, including receiving five hours of additional training from an accredited instructor, driving only for the purpose of transporting goods, and having no ability to tow. However, following the rapid growth of zero emission technology since 2018, the existing regulations represent an unnecessary barrier to switching to zero emission vehicles. The cost of the training, and of taking drivers off the road to complete it, can be prohibitive and time-consuming for businesses. These regulations will therefore enable the holder of a standard category B licence to drive a fully electric or hydrogen-powered vehicle up to a maximum weight of 4.25 tonnes without those additional requirements. Existing category B rules on ages and passenger numbers will apply.

  Category B licence holders can also usually drive minibuses weighing up to 3.5 tonnes if they fulfil additional requirements, including the requirement for the driver to be over the age of 21. The regulations apply the same additional requirements to zero emission minibuses weighing up to 4.25 tonnes. They also allow zero emission vehicles weighing up to 4.25 tonnes to tow a trailer, just as rules permit their petrol and diesel counterparts to, provided that the total combined vehicle and trailer weight does not exceed 7 tonnes.

  It is important that people with disabilities should have equitable driving licence flexibilities. To ensure that they are not excluded from the benefits of these regulations, an eligible zero emission vehicle may weigh up to 5 tonnes if it is fitted with specialist equipment for the carriage of disabled passengers. That additional weight allowance also applies to minibuses.

  [Source]

  The fuel types in scope of these regulations are zero emission, rather than alternative fuels. The only vehicles not covered by these regulations, but that were in scope of the old ones, are gas-powered vehicles. The Government estimate that there are fewer than 30 on the road today, and their technology does not require an additional weight allowance.

  In closing, these regulations are a common-sense measure to equalise the driving licence rules for zero-emission vehicles and their petrol and diesel counterparts. I commend this statutory instrument to the House.

  [Source]

  16:49

  The intention of the SI is to support the transition to zero emission vehicles. The driving licence flexibility is therefore designed to account for the additional weight of heavier batteries in fully electric vehicles and some implementations of hydrogen fuel cell technology. Vehicles powered by natural gas or biogas are not net zero. I get what the hon. Member for Mid Buckinghamshire is saying about the single life cycle of the carbon, but they are not subject to the standard category B licence requirements, meaning that they can be driven if they weigh up to 3.5 tonnes. The Government estimate that there are currently fewer than 30 such vehicles on the road.

  E-fuels and synthetic fuels—which I know are the hon. Gentleman’s area of expertise and interest—are not disadvantaged by the standard category B requirements, which apply to petrol and diesel vehicles, and are therefore not included in the SI. As I have said, synthetic fuels are already treated no differently in the driving licence regulations to their petrol or diesel counterparts, and do not require the additional weight to achieve payload parity. The instrument seeks only to achieve parity with zero emission vehicles.

  In closing, this instrument, while technical in nature, represents a common-sense step that will support industry to make the switch to zero emissions and decarbonise our road transport as we make progress to net zero. It will cut transport costs for business, reduce our greenhouse gas emissions and further accelerate our progress to becoming the clean energy superpower that we so hope to be. I trust that the House has found this debate informative and will join me in supporting the legislation. I commend the regulations to the House.

  [Source]

• 27 Mar 2025: Aviation Sector: Support

  My hon. Friend is a great champion in this area. In addition to the sustainable aviation fuel I mentioned, we recognise the role that hydrogen can play in decarbonising aviation, because it literally produces zero emissions at the tailpipe. We have invested £63 million in the advanced fuels fund, announced by the Chancellor, which will also be available for power-to-liquids sustainable aviation fuel projects.

  [Source]

  The Climate Change Committee advises; we decide. We are not going to take any lectures on tough decisions. I remember when the former Member for Uxbridge was Foreign Secretary in 2018, he concocted a trip to Kabul to avoid a debate on expansion plans for Heathrow. We are getting on with growing aviation in this country.

  [Source]

• 27 Mar 2025: Maritime Sector: Support

  This week we published our maritime decarbonisation strategy, setting decarbonisation goals, along with policy and regulatory measures, to support the sector through the net zero transition. The strategy provides clarity to the sector and will unlock investment in clean maritime technologies, ensuring that the sector is prepared for a zero-emission future.

  [Source]

• 25 Mar 2025: Maritime Decarbonisation Strategy

  By publishing our new maritime decarbonisation strategy today, the Government have set out plans to encourage and support our maritime sector in using fuels of the future and shipping “chargepoints” to reduce greenhouse gas (GHG) emissions. The maritime decarbonisation strategy sets out the Government’s vision of for the future of the UK’s maritime sector, by setting new domestic decarbonisation goals for a 30% reduction by 2030 and an 80% reduction by 2040—both relative to 2008—and outlines our key policies to meet them.

  To support this, we are also publishing two supplementary calls for evidence: on “Net zero ports” and on “Decarbonising smaller vessels”, with measures for small, sub-400 gross tonnage (GT) vessels and accelerating uptake in targeted subsectors. These calls for evidence will allow us to gather evidence to provide a more holistic understanding of the current state of play of the maritime sector and how to decarbonise the sector moving forward.

  In 2019, the UK domestic maritime sector produced around 8 million tonnes of CO 2 equivalent, on a fuel lifecycle basis. Decarbonisation of our maritime sector will support this Government’s missions: driving the uptake of clean fuels and energy, helping to make Britain a clean energy superpower, seizing the green growth opportunities which will help to kick-start economic growth, and realising the co-benefits that reducing emissions can have for health, supporting our health mission, in line with our plan for change. It is conservatively estimated that the decarbonisation of the UK maritime sector could support £130 million to £180 million of gross value added (GVA) and around 1,400 to 2,100 jobs in the UK on average in each year between now and 2050. This is in respect to the provision of on-board technologies, fuel storage and engines alone. The investments required on land to support the decarbonisation of the sector, including the production of zero and near-zero GHG emission fuels and energy are also expected to further drive growth in the UK, and deliver energy security.

  This ambitious, but credible and evidence-based maritime decarbonisation strategy is based on a state-of-the-art maritime emissions model, representing a significant step change in our ability to estimate the emissions from the UK maritime sector. Responses from the two calls for evidence will also inform the development of the maritime emissions model as we look to increase our understanding of how to decarbonise maritime.

  The maritime decarbonisation strategy outlines this Government’s vision for how the maritime sector can decarbonise. The strategy sets new goals for domestic maritime emissions, aiming for zero fuel lifecycle GHG emissions by 2050, with at least a 30% reduction by 2030 and an 80% reduction by 2040, relative to 2008 levels. These interim goals are aligned with the level of highest ambition of the 2023 International Maritime Organisation GHG strategy, allowing us to take pragmatic action domestically while continuing to push for high ambition internationally.

  These goals highlight our commitment to decarbonising the maritime sector and will provide the industry with the certainty it needs to invest, playing its part in kick-starting economic growth and making Britain a clean energy superpower.

  The strategy will cover five key policies to drive decarbonisation from now to 2050:

  Fuel regulation. Alongside a fuel standard being developed at the International Maritime Organisation (IMO), we will, subject to consultation next year, introduce domestic fuel regulations to drive the uptake of zero and near-zero GHG emission fuels and energy sources.

  Emissions pricing. The UK emissions trading scheme (ETS) will be expanded to include UK domestic maritime GHG emissions from 2026. At the IMO, we are also continuing to push for emissions pricing through a global shipping levy, introduced from 2027.

  Ports and emissions at berth. We are considering further action to reduce emissions at berth and are launching a call for evidence to inform this work alongside the maritime decarbonisation strategy.

  “Net zero ports” Call for Evidence

  This publication will collect evidence to support the Government’s consideration of an at-berth emissions requirement in the maritime decarbonisation strategy. It looks at the role of ports in enabling shipping to decarbonise and reduce shipping’s wider environmental impacts. This includes providing new infrastructure and aims to capture evidence on the future electricity demand at ports, recognising this is a shared asset to enable ports, shipping and port tenants to decarbonise and capture new commercial and economic opportunities.

  The publication also looks at the progress ports are making in decarbonising their own operations and how Government could potentially galvanise the sector to decarbonise. We focus on whether ports are planning to decarbonise their own operations, their goals and what they have included in their strategies, including wider environmental considerations.

  This call evidence will provide Government with essential information and data to help decarbonise and reduce the environmental impacts of vessels under 400 GT. It asks questions on the costs of these vessels, when the new technologies will be ready, what infrastructure will be required and where these vessels are likely to be built. It seeks to identify which subsectors have a clear decarbonisation pathway and may be able to move quickly. This call for evidence represents a balance between ambition and deliverability, recognising that some subsectors such as fishing will need more time, and that this is the start of a conversation with them. This means we will have a stronger evidence base to make informed policy decisions in the future.

  Following the publication of the maritime decarbonisation strategy, and the two calls for evidence, we will continue to work with the sector to deliver the domestic decarbonisation goals and to reduce wider environmental impacts. We will collect and analyse the responses from the calls for evidence to inform our next steps and will publish a consultation on future UK fuels regulation. Furthermore, we will continue to champion ambitious action at the IMO to drive the global maritime sector towards zero emissions and deliver the IMO GHG 2023 strategy.

  [Source]

• 25 Feb 2025: Doncaster Sheffield Airport

  19:44

  As well as the airport, this Government are committed to supporting all modes of travel in the region to support the local economy. Last November, South Yorkshire was allocated £17 million-worth of bus improvement plans and funding to support bus services. Just last week, the Mayor of South Yorkshire was informed that he would receive more than £5 million in the next financial year to invest in active travel, which is in addition to almost £9 million for South Yorkshire. In January, the Department announced funding for low-emission vehicles as part of the levy funding, as well as funding for zero-emission buses, proving the Government’s commitment to decarbonisation.

  [Source]

• 28 Jan 2025: Airport Expansion

  We have been clear that any airport expansion proposals would need to demonstrate that they contribute to economic growth, are compatible with the UK’s legally binding climate change commitments, and meet strict environmental standards on airport quality and noise pollution. There is currently no live development consent order application for a third runway at Heathrow airport, and it is for a scheme promoter to decide how it takes forward any development consent order application for that runway. The Government would carefully consider any development consent order application for the third runway at Heathrow, in line with relevant planning processes. The Secretary of State is currently considering advice on Luton airport and Gatwick airport expansions. As these are live applications, I cannot comment on them further today.

  I understand the concerns of many Members of the House about how airport expansion may be compatible with our climate change targets. I would like to assure them that the Government have committed to delivering greener transport through sustainable aviation fuel and airspace modernisation. This will help meet the UK’s net zero targets, and it supports the Government’s mission to make Britain a clean energy superpower. Airport expansion will need to be considered carefully alongside these commitments.

  [Source]

  I thank the Chair of the Transport Committee for her question. The airports national planning framework under the last Government has not been updated for some time, and we will shortly bring forward proposals to do that as part of our package. While there is currently no development consent application for Heathrow, we have been clear that expansion proposals would need to demonstrate that they contribute to economic growth, are compatible with our climate change targets, and meet strict environmental standards for air quality and noise pollution—the four tests.

  [Source]

  13:26

  Well, the brass neck! The last Government crashed the economy, sending mortgages through the roof, and called an early election to avoid having to make difficult decisions. Transport policy should be enabling growth as a priority in this country, so that we can bring about the change that the British people voted for. For 14 years we had a Government who had become so sclerotic in aviation, and indeed maritime—that is also part of my brief—that no decisions were brought forward on decarbonising the maritime or aviation sectors, or making the difficult decisions that this country needs to make. As the hon. Member rightly says, there is currently no development consent order before us, and that is for Heathrow or a related party to bring forward.

  [Source]

  For too long and on too many issues, this nation just has not made the tough decisions. When it comes to airport expansion, our world-class aviation sector, admired across the world, and decarbonising our sector, we are making huge progress—more in the past six months than in 14 years under the Tories. We will continue on our mission of renewing the national airport strategy, and will look at development consent orders as they become live. That is a quasi-judicial matter, and I cannot comment on Luton and Gatwick, as Members know. We will wait to see whether Heathrow or a related party brings forward a development consent order.

  [Source]

  13:32

  I have spoken to the right hon. Member about Manston in opposition and in government. We wait to see what will be brought forward there, but it could be an exciting opportunity, particularly for cargo; we could have zero emission vessels shipping content into the port of London. We will wait and see whether the airport comes with a development consent order, and we will judge that on its merits.

  [Source]

  I support the Chancellor’s pursuit of growth. For too long, we have been stagnant, and we know that this area can provide growth. I have seen that in my constituency, as I have pointed out. Where was the hon. Member when we talked about sustainable aviation fuels? Where was she when we committed £63 million to the advanced fuels fund to help the SAF industry grow in this country? We have announced £1 billion for the Aerospace Technology Institute to look at zero emission flights. Would it not be great if, one day, a Minister could stand here and say that all internal flights will be zero-emission? I want to leave my successor, whoever they are, the opportunity to say that within the next decade.

  [Source]

  We have made tough decisions about the phasing out of internal combustion engines up to 2030. When I visited Newcastle airport, I saw a wonderful operation—it is also producing solar energy to power its operation. We need better connectivity between Newcastle and London, and I have raised that with carriers. If we are to develop our offshore wind, carbon capture and green energy technology, it must be linked up with the cruise industry, Newcastle airport and the great north-east coast that provides so many jobs, services and industries for people across our nation.

  [Source]

  I thank my hon. Friend for his support for growth at our ports, which includes our maritime ports. There is £63 million for the advanced fuels fund and £1 billion for the Aerospace Technology Institute to look at net zero emissions. We have already introduced—it was almost the Government’s first act out of the gate; it came into force on 1 January—the SAF mandate, so this year 2% of all fuel will have to be from a sustainable source, and we will shortly legislate on the revenue certainty mechanism to kick-start the SAF industry in the UK. The Government could not have done more in the six months we have had in office.

  [Source]

  12:01

  Sustainable aviation fuel is vital to meeting our climate targets. I commend Manchester Airports Group, which includes Stansted and East Midlands, and Manchester in my own constituency, on its work to decarbonise. It is ahead of the game. It flies one in six people in and out of the UK. When it gets it right, that represents a huge emissions reduction.

  [Source]

  12:01

  I thank my hon. Friend for his chairmanship of the Environmental Audit Committee, of which I was a proud member for many years, looking at the circular economy, which this Government are taking forward. The Government have committed to delivering greener transport, including through SAF, airspace modernisation and the other measures that I laid out. I am proud of that range of measures. The Front-Bench across this Department are decarbonising the transport sector further and faster in the first six months of this Government than in 14 years of the last.

  [Source]

  12:01

  Airports near the hon. Member’s constituency will have a key part to play for workers across our nation with respect to the decarbonisation agenda and sustainable fuels, because Immingham sits within his constituency. That will be key to the UK’s plans to decarbonise our economy, along with good rail connectivity. Airports are a market within the private sector—planes want to go to particular places—but if we can expand and grow our economy across all our regions, as we hope to, I hope that this will be a golden age for all our airports.

  [Source]

  12:01

  I agree. As I have said, airports that make the right decisions in the next few years on improving the airspace and improving their connectivity through surface access all have the potential to grow like my airport has grown exponentially. I urge Members to get behind their airports and support their growth and decarbonisation agendas.

  [Source]

  14:00

  I think it was Woody Allen who said that 80% of success in life is turning up, and I must gently ask once again where the hon. Gentleman was when we were introducing the sustainable aviation mandate in this House. I hope he will be here when we introduce the revenue support mechanism in the months ahead and decarbonise our aviation sector.

  [Source]

  14:00

  Well, the Conservatives built a road, but it just floods all the time—maybe we can start by dealing with that. The hon. Lady is right that Manchester airport is in my constituency. Mine is actually the most visited constituency in the north of England; in fact, 30 million people visited it last year alone, although they may not have stayed as long as I would have liked. The airport has been on an incredible journey, especially with its decarbonisation. I hope to meet the airport operators shortly to continue that journey with them.

  [Source]

  14:00

  My hon. Friend is absolutely right. He is a very good campaigner for his local airport and for the public service obligation flights out of that airport. Not making these tough decisions does not mean there is no carbon—it simply means that customers vote with their feet and go to Schiphol, Frankfurt or Charles de Gaulle to hub out to their destinations. We have to look at things in the round when we are talking about decarbonising the UK aviation sector.

  [Source]

  14:09

  I also understand that you can have a good old party on the ferry from the port of Tyne to Amsterdam—I do not know whether my hon. Friend has taken it. He is exactly right. If we do not invest in a hub airport in the UK, people will go point to point outside the UK to transfer to the places they want to go to. That is worse for carbon emissions than us taking responsibility for the decisions we need to make to decarbonise our aviation sector.

  [Source]

  14:09

  I thank the right hon. Member, who I know is a campaigner on this. I keep a close eye on all matters of connectivity to Northern Ireland. Investor confidence in aviation is huge: investors are queuing up and looking for opportunities. We must ensure those opportunities come with jobs and growth, but also that they are clean and decarbonise our sector. I say stick with the plan. We will decarbonise the grid and our UK economy, but we can grow it at the same time—the two things are not contradictory.

  [Source]

  14:09

  At the moment, the technology does not exist to fully decarbonise aviation. We are looking at hydrogen, we have the advanced fuels fund and we are investing £1 billion in the ATI, but, as the Prime Minister announced recently when he went to Merseyside, we are investing billions in carbon capture and other technology to offset those emissions. That is what we will have to do in the near future, but I envisage a day when we will have aircraft in our skies, particularly internally in the UK, with zero emissions coming out of their tailpipes.

  [Source]

  That is the problem when a new Member is called last, but he is agile—mentally on his feet—to get that in. We are investing in hydrogen zero-emission technology, with £1 billion for the ATI. I hope the hon. Gentleman is sat on the Opposition Benches in the months ahead when we implement the revenue certainty mechanisms, so we can kickstart a new age of SAF production in the UK that will bring jobs and growth right across our great country.

  [Source]

• 18 Dec 2024: Gatwick Airspace Modernisation Review

  11:21

  One of the main objectives of our airspace modernisation strategy is environmental sustainability. This key principle is applied throughout all modernisation activities and takes into account the interest of all affected stakeholders. The UK has committed to an ambitious target to reach net zero by 2050. We were the first major world economy to enact such a law. We continue to work together with industry to consider the best ways to support the aviation industry to de-carbonise, including through the jet zero taskforce. Airspace modernisation can help us to reach our target by reducing delays and allowing aircraft to fly in more direct routes. That should result in far less fuel burn, and therefore reduce our carbon omissions and potentially the noise impact of flights.

  [Source]

• 26 Nov 2024: Draft Aviation Safety (Amendment) Regulations 2024

  16:41

  The hon. Member asked about fuel. We do not think there will be significant carbon savings based on this SI, because only a few large operators will take advantage of the new fuel schemes, and only in some limited circumstances. However, I direct the hon. Member to our manifesto commitment on sustainable aviation fuel, for which we have already laid the mandate for 2%, starting on 1 January 2025, which I signed into law just the other week. That will start to grow a sustainable aviation fuel industry in the UK and begin to decarbonise our skies.

  On the stacking issue that the hon. Member rightly talked about, our second key manifesto commitment was on airspace modernisation. If only we could get our planes to fly in a straight line and not in circles, we would immediately begin to decarbonise our skies. There is an easyJet plane that flies from Jersey to Luton and probably emits about 35% more carbon than it should because of the route it has to take, because we have an analogue system in a digital age. The Government are hugely committed to our two key manifesto commitments on decarbonising our skies.

  [Source]

  The hon. Member mentioned the Climate Change Committee’s recommendation that we should consider a demand-management system; we will formally respond to the CCC on that in the new year. My view is that Mr and Mrs Jones in my constituency should be able to take their annual holiday in Europe because they have worked hard all year.

  We have never, on our side of the House, talked about demand management; I wonder whether it is a new policy of His Majesty’s official Opposition— [ Interruption. ] I hear the hon. Member saying from a sedentary position that it is not. It is hugely important that we decarbonise our airports, our maritime sector and our airlines, and we are doing that through our manifesto commitments on the sustainable aviation fuel mandate over the years ahead and on the airspace modernisation projects. Airports themselves are the easier bit to decarbonise, and most of them have a strategy to decarbonise themselves over the next few years. The hard part of the equation will always be the things that take off and land at our airports. There will be no demand management on this side of the aisle.

  [Source]

• 21 Nov 2024: Transport Decarbonisation

  10:15

  It is great that my hon. Friend is such a champion of hydrogen. The Department’s £200 million zero emission HGV and infrastructure demonstration programme is funding hundreds of hydrogen fuel cell and battery electric HGVs and their refuelling and recharging infrastructure. To support the transition to zero emission HGVs, data will be published and widely shared with the haulage and logistics industry.

  [Source]

• 14 Nov 2024: Aircraft Noise: Local Communities

  14:09

  I will come to that, and I look forward to meeting the hon. Member, because I would like to have a safe cycle ride around Richmond Park one of these days. I will be raising that with the constituency MP, and I think it could help with climate mitigation and climate change. I look forward to her views on that.

  [Source]

  As we look to decarbonise our skies and improve them in the ways I just mentioned, there is so much to be gained. We can move on Scottish airspace and northern England airspace. We are already moving on south-west airspace. The south-east will be the hard bit to crack, and that is why the service will focus on that. I hope that we can work together to get that done, hopefully in this Parliament; if not, hopefully early in the next one.

  [Source]

• 31 Oct 2024: Civil Aviation Authority Annual Progress Report

  Free route airspace (initiative 2) was implemented in Scotland in 2021 and remains on track for deployment in Q1 2023 across south-west England and Wales. This will see airlines being able to fly more direct routes in upper airspace, reducing aviation’s carbon emissions, and will save 12,000 tonnes of CO2 a year—equivalent to the power used by some 3,500 family homes.

  [Source]

• 30 Oct 2024: Draft Merchant Shipping (General Lighthouse Authorities) (Increase of Borrowing Limit) Order 2024

  16:32

  The GLAs provide aids to navigation, such as lighthouses and buoys; respond to new dangers to navigation safety, such as shipwrecks; and audit local aids to navigation provided by ports and harbours, and offshore structures such as wind farms, which will become increasingly important as we become a green energy superpower, as is one of our missions. The UK has some of the busiest and dangerous waters in the world, which is a potentially calamitous combination when one reflects on the importance of shipping to us as an island nation; 95% of all our import and export tonnage is transported by sea.

  [Source]

  As the hon. Member said, we are an island nation, but we are often ignorant of our reliance on the seafarers and vessels that do so much to support our economy, and the work of the GLAs. I hope you will indulge me, Mrs Harris, in taking a moment to offer my thanks to the staff of those organisations, who go above and beyond every day. I have witnessed at first hand what is necessary in the harshest and most challenging environments—and with climate change, the number of days that the operatives can work at sea is reducing.

  [Source]

• 29 Oct 2024: Draft Vehicle Emissions Trading Schemes (Amendment) Order 2024

  16:41

  The Vehicle Emissions Trading Schemes Order 2023, which implemented the zero emission vehicle mandate, came into force in January this year. It sets targets for the registration of new zero emission cars and vans as a proportion of total new car and van sales. The draft order will amend the 2023 order for the purpose of facilitating the Northern Ireland Assembly’s decision that Northern Ireland should join the scheme, as well as making some technical updates. This amendment will bring Northern Ireland into alignment with the rest of the UK. It represents an important milestone on the pathway for the United Kingdom to achieve 100% zero emission new cars and vans by 2035 and net zero by 2050.

  Once Northern Ireland has joined the ZEV mandate, the ZEV targets and carbon dioxide targets will be applied as a UK-wide average. That means that Northern Ireland’s vehicle market will not, by itself, be required to meet the headline ZEV target in 2025; instead, it will be a part of a UK-wide calculation. It also means that instead of there being two separate emissions regulations to engage with in the UK—one for Great Britain and one for Northern Ireland—there will now be a single framework for new cars and vans. The measure is accordingly supported by vehicle manufacturers, because it will reduce the administrative complexity of engaging with the UK market. It is also supported by the charging industry, as it will give investors the certainty that they need to invest in Northern Ireland as they have in the rest of the UK, where £6 billion of private investment has been committed to the end of the decade. The regulation, as it applies across the UK, is the single largest carbon-saving measure in government and is of singular importance if we are to meet our climate commitments.

  The draft order will bring the whole of the UK into alignment, not just in terms of regulation but in terms of ambition for zero emission mobility. It will give investors the confidence to invest in the transition across every part of our great nations and will ensure that nowhere is left behind as our technology and economy evolve.

  [Source]

  On the shadow Minister’s substantive point about commitments, let me say that the Government are committed to phasing out new cars that rely solely on combustion engines by 2030. That means that pure petrol and diesel cars will be phased out by 2035, and all new cars and vans will need to be 100% zero emission. That is still our clear commitment.

  The shadow Minister said that we were tinkering around the edges of the ZEV mandate. The reality, which counters what he says, is that with the ZEV mandate, the UK mandate is growing faster than any comparable European market as we speak. The number of electric vehicles in the UK market has grown by 13.2% on 2023, which is faster growth than Germany, France, Italy and the EU as a whole. That is not to say that there are not challenges, but this Government will face the challenges through our mission for both growth and decarbonisation. I am proud that we were elected on that mission.

  The draft order is technical in nature, as the shadow Minister says, but it represents a shared ambition for the UK Government, the Scottish Government, the Welsh Government and now the Northern Ireland Executive to decarbonise our road transport as we make progress to net zero. By bringing Northern Ireland into the ZEV mandate, we can ensure that every part of this country benefits from zero emission mobility and that no community is left behind as we transition to a greener, cleaner future.

  [Source]

• 22 Oct 2024: UK Airspace Design Service: Consultation

  Modernisation will help meet the needs of passengers, businesses and the wider economy, while bringing environmental improvements that contribute towards the aviation sector achieving net zero emissions by 2050.

  [Source]

• 9 Sep 2024: Transport

  19:05

  As a fuel that can be used in existing aircraft, sustainable aviation fuel, or SAF, is one of the most effective ways of starting to decarbonise flights. The greenhouse gas emissions associated with the use of SAF are 70% less than those from fossil jet fuel on a life-cycle basis. This Government recognise the urgency of the global climate challenge, and the opportunities that are available from leading on the development of these technologies. It is a core part of our mission to make the UK a clean energy superpower, and it is one of the many steps that we are taking to decarbonise aviation, which include our plans for airspace modernisation. The SAF mandate will support the decarbonisation of the aviation industry by creating demand for SAF in the UK. The scheme has been developed over several years, during which there have been two formal consultations and significant stakeholder consultation. In July this year, we confirmed the detail of the proposed SAF mandate set out in the statutory instrument, and that was received positively by stakeholders.

  The introduction of a SAF mandate marks an important step forward for the decarbonisation of the aviation sector. It will provide a long-term incentive for SAF use in the UK by setting a guaranteed level of demand, demonstrating the UK’s world-leading commitment to SAF uptake. It will also provide clarity for investors: a clear signal to develop SAF production facilities and more advanced SAF technologies in the UK and globally. Crucially, the mandate could reduce aviation emissions by up to 2.7 megatonnes of carbon dioxide equivalents in 2030, and by up to 6.3 megatonnes of CO 2 equivalents in 2040.

  Decarbonising transport is a key focus for this Government. It is central to the delivery of the UK’s cross-economy climate targets, and directly supports the Prime Minister’s mission to accelerate our journey to net zero. Delivering greener transport is also one of the five priorities that my right hon. Friend the Secretary of State for Transport has set out for the Department. This statutory instrument will deliver on our manifesto pledge to secure the UK aviation industry’s long-term future by promoting sustainable aviation fuels. It will impose an annual sustainable aviation fuel obligation on every company that supplies jet fuel over a certain threshold in a specified period. The SI will operate a tradeable certificate scheme, whereby the supplier of SAF is rewarded in proportion to its greenhouse gas emissions reduction.

  Secondly, to accelerate the development of advanced fuels, a specific obligation on suppliers to supply power-to-liquid fuels will be introduced. Power-to-liquid fuels have a lower risk of feedstock competition and other negative environmental impacts. From 2028, the power-to-liquid obligation will be set at 0.2% of total jet fuel demand, increasing to 3.5% in 2040. Fuel suppliers will be able to meet their SAF mandate obligation in three ways: they can supply SAF and earn certificates, buy certificates from others who have supplied fuel, or pay a buy-out price. The buy-out mechanism will apply to both the main obligation and the power-to-liquid obligation, which will operate as a method of compliance if there is insufficient SAF supply in the market. This SI sets out the buy-out prices, which represent a significant incentive to supply SAF to the UK market. They are set at a level that encourages the supply of SAF over the use of the buy-out and set a maximum cost for the scheme, thereby delivering a greenhouse gas emissions reduction at an acceptable cost.

  The Government recognise that sectors such as aviation are vital for achieving economic growth, shaping the future of clean energy and delivering for our communities. The development of the SAF mandate, alongside other priorities such as modernising our airspace, is a key part of this Government’s ambitious and pragmatic approach to decarbonising transport and promoting economic growth, ensuring that the UK continues to lead the way on SAF globally. I commend this order to the House.

  [Source]

  19:59

  Really, this legislation was set out by the Labour Government in 2003 in the aviation White Paper, “The Future of Air Transport”, in which we talked about the future of decarbonising aviation for the first time and about bringing in new sustainable fuels.

  [Source]

  20:05

  That speech was followed by another very well-considered maiden speech from the hon. Member for Newbury (Mr Dillon). I do not think that anyone can beat the fact that he has the home of “The Great British Bake Off” in his constituency. That is amazing and no Member can beat that. When it comes to our beautiful chalk streams such as the ones in Newbury, or to our skies, it is our sacred mission to protect our environment for future generations. That is why we must keep talking about decarbonisation, which is what we are doing here tonight. I say very well done to the hon. Member and I wish him well for the future.

  I thank Members again for their consideration. For those questions where it has not been possible for me to provide a response today, I ask Members please to let me know and I will write to them. SAF presents a key opportunity to decarbonise UK aviation and secure a long-term future for the sector. These draft regulations demonstrate how we can capitalise on this opportunity. Mandating the use of SAF has the potential to generate significant greenhouse gas savings, and ultimately play a pivotal role in achieving net zero. I commend this order to the house.

  [Source]

• 14 Dec 2023: UK Emissions Trading Scheme: Ferry Services

  10:00

  Decarbonising maritime will require unprecedented investment in UK technologies, with visionary policy and regulatory frameworks that limit ships’ emissions and mandate the use of clean fuels. When will the Government follow the advice issued by the Transport Committee in June and streamline the muddle of 184 recommendations it set for itself in “Maritime 2050”? Speaking of which, we were promised a refreshed “Maritime 2050” in 2023 by one of the Secretary of State’s many predecessors. There are a handful of days left. Where is it?

  [Source]

• 14 Nov 2023: Economic Growth

  16:44

  We have an approved masterplan for Wythenshawe Hospital in my constituency, which will see the transformation of the increasingly out-of-date hospital campus into a state-of-the-art health village, with affordable housing for nurses and an aparthotel. It will also create world-class research facilities in the health and care sector, a sustainable campus that delivers a commitment to be net zero by 2038, and other complementary uses, such as hotels, conferencing, training and retail. All of that will be done while delivering inclusive growth, which will derives maximum benefit through local job creation and employment and training opportunities, ensuring that it is local people who see the benefit, in addition to those in the region.

  [Source]

• 13 Jul 2023: Transport Infrastructure: Decarbonisation

  10:04

  The climate breakdown data coming in from around the planet at the moment is truly terrifying, so decarbonising transport is vital if we are to meet our climate change commitments. Will the Minister pledge to continue the work laid out just four years ago in the Maritime 2050 strategy, as recommended by the Transport Committee?

  [Source]

• 24 May 2023: Heathrow Airport Expansion

  17:20

  I come from the perspective of growing up in a council flat under the flightpath to Manchester airport, so as well as speaking as the shadow Minister for aviation, I shall also have a few personal things to say. Heathrow is an enormous employer in the south-east of England and contributes billions of pounds to our economy, as has been pointed out. We welcome that contribution and have been consistent in our support for the wider aviation sector, calling repeatedly during the pandemic for a meaningful, sector-specific deal, which would have protected workers’ rights and environmental standards, and allowed us to build back better from a position of power, not weakness. On expansion, Labour has consistently said for a number of years that a third runway at Heathrow must meet our long-established tests. It must meet the criteria on air quality, noise and climate change, and it must be affordable and delivered in the best interests of consumers.

  Any future bids for Heathrow must meet the criteria that we have set out, but let us be clear that there are also significant wider challenges that must be met. The Government have set themselves a target of 2050 for net zero aviation emissions, and we know that there is no silver bullet when it comes to decarbonising aviation. We know there has been significant progress in developing potential solutions to the environmental impacts of aviation, but we are just not there yet. Aircraft have become quieter. I grew up under the BA111s, Tridents and Concordes. We know that aircraft are quieter; what people find disruptive is the increasing number of flights.

  We have much further to go to decarbonise the sector. Potential solutions to aviation’s air pollution impacts are beginning to be developed. They include sustainable aviation fuel, as the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) pointed out, and the prospect of some flights being powered by batteries or green hydrogen. However, while the US and EU steam ahead, the Government’s inaction is putting the development of emerging green technologies at risk. We know that green technologies produce well-paid, good jobs, which are often trade unionised as well. We need Government action to secure the necessary investment for those emerging technologies.

  It is vital that the sector takes measures to continually support the development of innovations to decarbonise, such as electric planes and sustainable aviation fuel, which was mentioned previously. I meet business after business, week after week, which beat a path to my door, and are trying to innovate in this sector. That technological development is a critical part of net zero and must be done in partnership between industry and Government, so that the industry can help to meets its climate obligations and seize the opportunities for the British economy, investing in technologies that will tackle the climate crisis, encouraging world-leading innovation here in Britain, and supporting good, well-paid jobs. That is the future we want to see. Through our green prosperity fund, Labour will deliver that. It will be the centrepiece of a future Labour Government—one that links prosperity, social justice and climate justice.

  Given the imperative of decarbonising aviation, I ask again about airspace modernisation. It has been referred to today; I hope the Minister can explain the lack of progress. It is a critical piece of national infrastructure that needs bringing up to date, but the process seems to be enormously complex. We know that airspace modernisation would reduce emissions, allowing cleaner and greener point-to-point flights, but it has been held up by a lack of ambition and urgency from this Government.

  [Source]

• 20 Mar 2023: Budget Resolutions and Economic Situation

  18:50

  I welcome the extension of the help with energy bills. The Government again capitulated to what Labour and campaign groups have been calling for, for months. But with an extension of just three months and more limited support, what we are seeing is more sticking-plaster politics. Where is the investment in green energy, which is the only way we will achieve true energy security? Then there was more of the same, with recycled ideas and empty promises from the many Tory Chancellors and Prime Ministers of the past. To level up, the Chancellor announced plans for the Truss-Kwarteng “investment zones”. Forget HS2, Northern Powerhouse Rail or solid regeneration projects for Wythenshawe town centre and Sale town centre, all of which have been delayed or denied by the Government. Instead, they think these low-tax, reduced regulation, potential Canary Wharfs will generate jobs and skills in left-behind communities. These are far from the serious solutions that Britain needs. What the Chancellor put forward is a Budget that denies reality, delivers little and borrows heavily; a Budget from a Government who are out of touch, out of ideas and quickly running out of time.

  [Source]

• 7 Feb 2023: Seafarers’ Wages Bill [Lords]

  15:06

  Failing to support this amendment would highlight not one, but two anomalies within the Bill. First, any seafarer who works out of a UK port to an offshore oil or gas installation and then returns to the UK port will not be entitled to the protections offered by the Bill. As we move towards a just transition and increased reliance on offshore wind, we must ensure that those who work in the energy sector are protected. We must future-proof future industries—it makes no sense to do that retrospectively.

  [Source]

• 20 Dec 2022: Expansion of the Ultra Low Emission Zone

  The challenge is threefold: we must tackle toxic air pollution, we must deal with the climate emergency, and we must deal with traffic congestion. I was at the Sutton Ecology Centre at the weekend, and I saw just how congested the A232 is and the problems there.

  [Source]

• 30 Nov 2022: Draft Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022

  09:32

  The maritime sector is responsible for transporting 90% of global trade and supplying the world with food, fuel, medicines and goods. The training and development of the world’s 1.9 million seafarers is key for shipping as we move away from conventional fuels and transition towards alternative low and zero-carbon fuels and technologies. I was pleased to see the announcement earlier this month at COP27 regarding the green shipping corridor between the US and Norway and the Netherlands.

  Who is responsible for bearing the costs of the outlined seafarer training? The cost of some such courses runs into thousands of pounds. Some seafarers are paid just £5.50 an hour. It is no good having a nine-point plan if nobody acts on what is happening on our sea highways. There are responsible employers who want highly skilled and trained seafarers, but that is not the norm and there is no mandatory requirement or scope within the statutory instrument to make it incumbent on them. Surely training seafarers in safety is in everyone’s best interests. If Members will pardon the pun, we do not want to miss the boat on this. We must be as committed to a just transition as we are to decarbonisation and the move to green fuels in the industry.

  In the explanatory memorandum, I notice that the estimated cost of the impact on business, charities and voluntary bodies is £1.6 million. Is there a breakdown of how that is split and how charities, voluntary bodies and small businesses might afford it? The Opposition support any steps taken to improve the conditions and safety of seafarers. We would like Government to go further and commit to improving pay and conditions for seafarers across the board. We have made the case, time and again, for a just transition. Without a just transition, many workers will lose their livelihoods. In the case of maritime, many have spent a significant proportion of their life employed at sea and will not have the ability to work in the evolving professions. We will not oppose the statutory instrument, and I look forward to the Minister’s response.

  [Source]

• 7 Sep 2022: Liverpool Port Access: Rimrose Valley

  16:54

  The money allocated to this project could and should be spent on sustainable solutions to port access, such as rail freight capacity, not least because of the climate emergency that we are facing, the public health crisis associated with air pollution, and the substantial loss and degradation of green space. A new road is not the solution, when we can be creative, as we have been at the port of Liverpool, with a purpose-built rail terminal on the banks of the ship canal, allowing co-ordinated onward transport.

  [Source]

• 14 Jun 2022: Draft Hovercraft (Application of Enactments) and Merchant Shipping (Prevention of Pollution) (Law of the Sea Convention) Amendment Order 2022

  14:40

  As a nation, we are no longer the force in international shipping that we once were. It is hugely regrettable, but we could once again be such a force. We have the skills and the knowledge in this country to decarbonise the maritime sector and to clean it up once and for all. To achieve that, we need to show true commitment to the maritime sector and to those engineers, marine technologists, academics and businesses that are committed to doing it, many of whom the Minister has met, as have I. They need the Government’s help to achieve it. Industry cannot do this alone.

  “The UK is building clean maritime clusters focused on innovation and infrastructure associated with zero emission propulsion technologies, including bunkering of low or zero emission fuel.”

  [Source]

• 19 May 2022: Local Transport Plans: Decarbonisation

  23:45

  The Minister and I both know that the quickest way to decarbonise the air around our nation’s great airports is to implement the airspace modernisation programme, which will allow for better take-offs, better landings, more efficiency and the ending of stacking. The good news is that guidance was issued in May—three years ago. Does the Minister want to take a punt on when the Government will implement it?

  [Source]

• 6 Jan 2022: Draft International Organization for Marine Aids to Navigation (Legal Capacities) Order 2022

  11:43

  I am mindful of the challenges faced by the maritime industry and would like to mention again the opportunities available to us as a nation to ensure that our seafarers are able to take full advantage of the transition to a greener, cleaner industry. There is a real opportunity for this country to become truly world-leading by funding maritime decarbonisation and training for our seafarers. That could revitalise our steel industry, as well as encouraging a new and diverse workforce into these jobs and ensuring a genuine, just transition for the sector. To quote Virginia Woolf in “To the Lighthouse”, and to continue the Egyptian reference, is

  [Source]

• 29 Nov 2021: Draft Renewable Transport Fuel Obligations (Amendment) Order 2021

  The statutory instrument amends the renewable transport fuel obligations order 2007, as the Minister rightly said, and will help further to increase carbon savings by increasing renewable fuel targets and expanding the renewable transport fuel obligations to sectors with limited alternatives to decarbonise, such as maritime.

  While we welcome the SI, it does not go far enough. We need to be doing much more radical things if we are to decarbonise the transport sector. The covid-19 pandemic has dominated headlines, but we cannot forget that we are still in a climate emergency and that green, efficient transport is the future. As transport is now the largest contributing sector to UK emissions, it is worth reinforcing the need to reinvest in our communities and offer true levelling up across the regions. We needed a radical plan to decarbonise and get polluting vehicles off our streets, but what did we get in the autumn spending review? A cut to air passenger duty for domestic flights, a devasting announcement on HS2 and the abandonment of most of Northern Powerhouse Rail. That will not take 1.5 million cars off our northern roads any time soon.

  Internationally, Governments are investing billions in alternative fuel markets. For example, Germany has invested €9 billion in its hydrogen markets and France has invested €7 billion, whereas our Government are under-investing and hoping to stimulate private investment through smaller targeted funds. If the UK were to invest properly in research, technology and infrastructure, we could truly become world-leading in this technology. For instance, Hamburg port alone is investing £100 million in decarbonising itself. The Government here have announced a fund for £20 million for the whole country for a competition. It really is not good enough.

  There are a couple of areas where the Government have not gone far enough and are examples of why we are struggling to offer support. The Government have announced that they will ban the sale of new petrol and diesel vehicles in 2030—a policy with which we agree, as it was our policy too. However, there is no commitment to phase out the sale of second-hand vehicles. Another example of something for which the Opposition have been calling for some time is the formal inclusion of international aviation and shipping emissions in future carbon budgets; however, we still need to see detailed, specific plans on how those sectors will be decarbonised. As I said, all the efforts are being undermined by plans to cut air passenger duty on domestic flights.

  You and I, Mr Stringer, represent a city that started the industrial revolution and saw the beginning of the mass extraction of fossil fuels to fund a new world order. It would be great if we could have a commitment from Government that our regions and great cities in the north will not only decarbonise but grow wealth and jobs in those regions, and lead the world in reversing what we started.

  [Source]

• 29 Nov 2021: Airport and Ground Operations Support Scheme

  16:38

  I cannot see how increasing air passenger duty for some passengers and removing it for others will help the charge to decarbonise aviation, but that is one of the crumbs that the industry is supposed to be grateful for. Even as we transition to a green economy, protecting jobs now so that they can be reskilled for the future economy is critical. It is far easier to transition our aviation sector to greener aviation from a position of strength than a position of weakness. Yet again, this—

  [Source]

• 4 Nov 2021: Glasgow Airport: Airspace Modernisation

  09:56

  We have an analogue airspace system in the digital age; the Minister is right in what he says. With the better ascents and descents of planes and the elimination of holding patterns, we will not only improve noise abatement but cut carbon emissions by up to 26%, as he rightly said. This is the lowest of the low-hanging fruit when it comes to the climate crisis, so can the Minister tell us what he is personally doing and how he is talking to the industry to unlock the funding we need to enable this programme to continue?

  [Source]

• 22 Sep 2021: Cruise Industry

  10:19

  Another thing we must address within the industry is its environmental impact, which the hon. Member for Inverclyde (Ronnie Cowan) spoke eloquently about. He also pointed out that Greenock is still getting more visitors than Edinburgh—I think there is a little needle going on across the central belt. We know this takes many forms, such as the emission of greenhouse gases and waste from ships, and reducing the resilience of marine ecosystems and damaging marine environments. All shipping generates an impact, but cruise ships have traditionally created waste disproportionately as their thousands of passengers create a waste stream, so I was delighted to see the industry yet again showing initiative to do the right thing as we transition towards greener shipping.

  I know the Minister visited the port of Southampton last week and opened the Horizon cruise terminal. This innovation and infrastructure is vital to helping the sector build back greener and reach its targets of reducing carbon emissions by 40% and of carbon-neutral cruising by 2050 across Europe. It cannot do this alone. It is vital that the Government fund innovation and research in the wider maritime sector and cultivate an environment where the cutting-edge green and just transition can happen. As the hon. Member for Aberdeen North said, we must not see a race to the bottom.

  [Source]

• 16 Sep 2021: UK Maritime Sector

  14:37

  The hon. Member for Thurrock is a proud champion of the all-party group and could launch a thousand ships from her constituency alone. The hon. Member for Strangford (Jim Shannon), who is not in his place, talked about Belfast and its maritime heritage, but also its future—zero emissions, ferries, ships, and the fishing industry in his constituency. I will put in a bid for the port of Foyle as well. It is underutilised, and we could see more cruise ships stopping there.

  Decarbonisation and rebalancing of the economy are possible, and UK maritime, with its wealth of talent and expertise, has shown time and again its ability to generate enormous value. Shipping will be key to the journey to net zero by 2050. We cannot get there without decarbonising our shipping. The Government recognise that and have put maritime in their “Ten Point Plan for a Green Industrial Revolution” as an industry difficult to decarbonise.

  There is no time to lose. We have a moral duty and an environmental obligation to control pollution and reduce emissions. We must make a fair transition to green technology and to automation, but this must also be a just transition, ensuring that our seafarers and maritime professionals can avail themselves of the new opportunities. Government must do more to develop the sector, support the creation of new training and employment opportunities, and incentivise shipowners to commit to providing opportunities for employment for UK seafarers. I will always be an advocate for more investment in our maritime sector, which will enable us to become the vanguard of the green maritime industry.

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• 15 Sep 2021: Draft Merchant Shipping (Prevention of Air Pollution from Ships) (Amendment) Regulations 2021

  09:34

  We are obliged by MARPOL to control emissions, and our reputation as a maritime nation could be damaged if we fail in that quest. As we come out of lockdown, the effects of climate change are being seen and felt globally. Last year, my constituency was flooded, and the news channels show us wildfires in Europe and across the globe—nothing could more strongly make the case for a green recovery, rooted in decarbonisation and climate justice.

  We know what we need to do, and we must start to do it now. Our maritime sector, which is often overlooked, has a crucial role to play, and with the COP26 UN climate change conference imminent, now is the time for us to look ahead and consider a greener future for the industry.

  Do the proposals go far enough? I would argue that, in revitalising the maritime sector, we could unlock tens of thousands of jobs across the UK, with many of them green jobs and, very importantly, concentrated in our neglected coastal communities. I had the great honour of visiting the port of Hull a couple of months ago, and cycled from the train station to meet the chief executive in the port, passing the Siemens wind turbine factory. It was a sight to behold, with tens of thousands of highly paid, unionised jobs decarbonising our economy in the heart of a previously neglected coastal community.

  It is time for Government action. Decarbonisation and the rebalancing of our economy are possible, and UK maritime, with its wealth of talent and expertise, has shown time and again its ability to generate enormous value. This is a fantastic opportunity for our country, as there is no clear global leader setting the pace to develop zero emission shipping technology, and if Ministers are prepared to act quickly and invest, the UK can become a scientific and green technological superpower, bringing jobs and prosperity to our communities around our coast. However, there is no time to lose.

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• 9 Sep 2021: Maritime Industry: Decarbonisation

  09:43

  I agree with the hon. Member for Truro and Falmouth (Cherilyn Mackrory) that fantastic projects are under way across the UK, including in her constituency, to get the maritime sector down to net zero. There is, however, a significant funding gap when it comes to making these developments a reality, and the Government, despite their record, have not done anywhere near enough to address the significant investment shortfall compared with other maritime nations that we compete with. Does the Minister agree that it is imperative that our vital maritime sector gets the support it needs? Will he commit to addressing that and providing the necessary funding to support the research and innovation that is required?

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• 7 Jul 2021: Regional Airports

  10:45

  We must consider broader sector-specific support. It is not just about airlines and airports; it is about a whole range of other businesses. My colleagues and I have worked with stakeholders to reach a position that protects jobs, the wider supply chain and—crucially, as we head towards 2050—the environment. The sectoral deal that we suggest is based on six conditions. It will save jobs, tackle climate change and ensure that companies benefiting from the sector support rebase their tax affairs in the UK, which is the patriotic thing to do.

  [Source]

• 28 Jun 2021: Draft Contracting Out (Functions in Relation to Space) Order 2021 Draft Space Industry Regulations 2021 Draft Space Industry (Appeals) Regulations 2021 Draft Spaceflight Activities (Investigation of Spaceflight Accidents) Regulation...

  16:37

  Monitoring the earth from space is crucial as we seek to understand and tackle climate change. The expansion of the UK’s space industry and its capacity will assist with that. I was pleased to read in guidance issued by the Department for Transport last week that the Government would merely make minor clarifications to guidance on the environmental objectives of air quality, noise, the marine environment and climate change. Cornwall and Shetland are special areas, and we want them to be protected.

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• 28 Jan 2021: Transport Decarbonisation

  With our borders open and our schools closed and the Prime Minister introducing new quarantine measures, the recent aviation test and release announcement is now in tatters. We want to decarbonise and we want to give the industry confidence, but the Jet Zero Council, much lauded by the Prime Minister, has met only once and has no workstreams and the Government are dithering over financing the airspace modernisation programme. When will the Secretary of State step up?

  [Source]

• 18 Nov 2020: Aviation Industry

  00:01

  I congratulate the right hon. Gentleman on securing this much-needed debate. It was entitled “Aviation Industry”, but that is the last thing we have talked about—we have talked about the pandemic. I would love to discuss how the sector could evolve to honour our commitments to the Paris agreement; to investigate the scope for even more highly skilled, highly unionised jobs; to discuss airspace modernisation, which is needed in this country; and to talk about how Britain can continue to be a leader of nations. Frankly, there will be no aviation sector in the UK if the Government do not get a grip of the pandemic and provide the appropriate and necessary support that the business needs.

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• 14 Jan 2020: Flybe

  12:56

  The Minister went to school a stone’s throw from Manchester airport in my constituency, but is the voice of northern England being heard? After the Thomas Cook debacle, 2.8 million passengers were taken out of capacity. If this Flybe collapse happens, that will affect 1.8 million passengers out of Manchester airport. I know that people are worried about climate change, but APD was a tax devised by London civil servants in Whitehall cooling towers that crippled the growth of regional airports throughout our country, and we are paying the price for that.

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See all Parliamentary Speeches Mentioning Climate