Karl Turner
MP for Kingston upon Hull East · Independent · United Kingdom
“I will call Tom Hayes to move the motion; I will then call the Minister to respond. I remind other Members that they may make a speech only with prior permission from the Member in charge of the debate and from the Minister. As is the convention for a 30-minute debate, there will not be an opportunity for the Member in charge to wind up.”
“From 1997, the Prime Minister campaigned to scrap single-judge trials in Northern Ireland, yet when I opposed his Government’s plan to bring in single-judge trials in England and Wales, I received hostile briefings and smears about my mental health from the lads in No. 10 Downing Street.”
“It must be absolutely exhausting for the Justice Secretary to hold on to an idea that only he still pretends is a good one. The Mayor of London is opposed to these changes and has tried to persuade the Justice Secretary to bin them. The Mayor of Greater Manchester is opposed to this ludicrous idea.”
“Richard Foord will move the motion. I will then call the Minster to respond. I remind Members that they may make a speech only with the prior permission of the Member in charge of the debate and the Minister. There will not be an opportunity for the Member in charge to wind up, as is the convention for a 30-minute debate.”
“Where I think the Prime Minister went wrong was in the shenanigans between those two points: looking around for an excuse for why it had gone wrong. “Just take it on the chin—deal with it!” That is the advice I would have given him, and that is why I am particularly disappointed.”
“It is a pleasure to follow the right hon. Member for Goole and Pocklington (David Davis). He and I rarely agree politically, but we do work together constructively in our constituencies for the betterment of the region.”
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“That is very kind, Mr Speaker. Thank you very much indeed. Can the Secretary of State confirm whether he will be revising the airports national policy statement in the light of the 25 recommendations from the Transport Committee?”
“The chairman of Maritime UK has said that, if a deal is not reached on Brexit, lorry drivers could be stuck on the main roads to Dover for up to two days. Even if a deal is reached, with a hard border at vital ferry ports, the industry is warning that customs and port health checks will cause massive disruptions. What concrete assurances can the Secretary of State give us that that will not be the case?”
“Does the Minister not recognise the correlation between his Government’s decision to scrap road safety targets, introduced by Labour, and their failure to reduce the number of those seriously injured or killed on our roads?”
“We should be at the forefront of adopting new, environmentally friendly fuels in order to tackle climate change, but the Government seem to be dragging their feet on that important issue. Currently, the option of adopting E10 is open to suppliers in meeting their targets under the obligations. Previous Governments have shown the way in mandating unleaded petrol and low-sulphur fuels. Perhaps the Government should look at that model. To conclude, there are areas in which the regulations can be improved, but we are supportive on the basis that they are a step in the right direction. I hope that some of the brief concerns that I have raised are considered very carefully by the Minister further down the line after the instrument is implemented.”
“The industry has raised particular concerns about the steadily declining crop cap; the proposed cap would be the lowest in the EU. It may restrict UK industry and farmers when we should be supporting and encouraging domestic industry as much as possible. I am aware that the regulations provide for a review and further amendments could be proposed later down the line. I would also like to hear from the Minister about what the Government are doing to support the introduction of E10. He mentioned it briefly in his opening speech, but what are they doing to support the introduction of E10 and when will it be moving forward? It is already used successfully in other countries.”
“However, I think it is fair to say that the proposals lack ambition. Perhaps the Government can look at further increasing the targets in the very near future. They aim to incentivise the development and take-up of new types of green fuels, as well as revising a crop cap for these types of biofuels. We are aware that the Government have taken that decision because these fuels could eventually result in a net increase in greenhouse gas emissions. The Opposition would therefore like the Government to answer some brief questions and clarifications that I will place on the record. I do not expect the Minister to respond fully today; perhaps he could do so in writing. I will briefly mention why this has caused concern for our biofuel industry in the medium term and why it believes the Government should regularly review the cap.”
“In the UK, an estimated 50,000 premature deaths each year are linked to this issue, so it is crucial that the legislation is brought into effect by April. The Opposition support the growth and development of our renewable industry, in order to support high-skill, high-wage jobs across the UK, particularly in the north, where there are already various renewable fuel producers, in areas such as Hedon, which is very close to my constituency, and in Teesside. Our renewable transport fuels industry is worth £1.5 billion to our economy each year, and the Government need to support it to turn the northern powerhouse into a reality. Actions speak louder than words. The draft regulations set out to increase the target level for renewables to just under 10% in 2020 and well over 12% by 2032. That will satisfy existing renewable fuel providers.”
“It is a pleasure to serve under your chairship, Ms McDonagh. The Labour party is supportive of the draft regulations and very much welcomes them. The Minister and I met briefly before the Christmas recess, I think it was, and I lobbied him very hard. I am grateful to him for doing what he said he would, which was to work hard to ensure that the draft regulations were brought forward swiftly. That is very much what has happened. The draft regulations are a step in the right direction for the UK to decarbonise transport. As hon. Members will know, transport is the single largest greenhouse-gas-emitting sector. This is a worrying issue, and we must deal with it as soon as we can. However, this legislation has been delayed for several years—already at least three—which has caused real worry in our renewable fuel industry.”
“Will the Minister say what further steps the Government intend to take on employment rights for seafarers, especially with respect to the national minimum wage and equality? I urge her to bring forward the planned five-year review of the impact of the provisions to coincide with the post-Brexit period, including any transition period, to ensure that the UK statutory framework equalises protection for seafarers and land-based workers. I would be grateful if the Minister addressed those points. We support the draft regulations and hope that they will be the start of a much needed process of improving employment rights for seafarers in the UK.”
“The growing decommissioning sector is likely to mean competition for contracts to carry out this work. It is unclear whether the protections set out in the draft regulations will apply to seafarers working on foreign-registered vessels who carry out that decommissioning work. Will the Minister confirm whether those workers will be covered? The Opposition support the draft regulations, as I said, but we think the Government could go further. I am concerned that if the Government’s post-Brexit aim for seafarers’ employment rights is to go no further than the EU and to abide by the minimum standards in international regulations such as the maritime labour convention, it will lead to a loss both in jobs and in skills. The seafaring industry is rapidly losing skilled people, because not enough people are being trained.”
“The delay in transposing the directive into UK law has affected seafarers’ rights, especially those on offshore supply vessels who have been made redundant in recent years. Oil and Gas UK estimate that 13,000 jobs were lost in the industry in the first half of 2017—a staggering number of potential job losses. The RMT estimates that between 700 and 1,000 seafarers’ jobs have been lost on offshore supply, diving support and drilling vessels, as well as hundreds of jobs at North sea companies, since the seafarers directive was passed in the European Parliament in 2015. In some cases, the modest protections in the draft regulations would have provided better protections for seafarers who have been made redundant. I hope that the Government will reflect on the impact that their delay has had on workers who have been made redundant.”
“It is always a pleasure to serve under your chairmanship, Mr Bailey. We are supportive of the instrument, but we are concerned that the Government are late in implementing it. We also have some wider concerns. In 2013, the European Commission issued a draft seafarers directive, extending employment and social directives to cover seafarers’ place of work. The seafarers directive called on member states to transpose the directive into domestic law by 10 October 2017. We are now in February 2018. Will the Minister explain why it has taken three years to finally put this into UK law and why the Government have missed the deadline for doing that within the three-month period?”
“The Government provided a report to the Exiting the European Union Committee with a sectoral analysis of the UK space sector after our Opposition day debate on 1 November 2017—it is fair to say that we forced the issue. We welcome the Government publishing that document. However, the Opposition believe the document is not sufficient and that Parliament should be kept up to date with a further summary, which would also give the sector the additional clarity it asks for. Any further uncertainty would hinder any potential growth in the UK space industry. New clause 2 is a reasonable and sensible amendment that would require the Government to publish a report setting out a summary within 12 months of Royal Assent, which is absolutely fair.”
“That is the whole point of the Bill, and it is why the Labour party is broadly supportive of it. UKspace, the trade association of the UK space industry, claims: “The UK leaving the EU has created significant uncertainty which is already affecting the integrated supply chain, R&D collaboration and joint programmes with other EU countries.” As colleagues have pointed out, the UK space industry makes a noteworthy contribution to our economy and employs close to 40,000 people. The industry is currently highly dependent on EU-led space programmes. As a result, the Government must ensure the UK gets a deal that secures the long-term future and growth of our space industry to ensure that the Government’s ambition for the UK to be a leading player in the global space industry is not just all talk and no action.”
“New clause 2 would ensure that Parliament is kept up to date on negotiations between the UK and the European Union in regard to the UK space industry. New clause 2 differs very slightly from new clause 1, which was tabled by the hon. Member for Oxford West and Abingdon (Layla Moran). Both new clauses have the same aims. New clause 2 asks the Government to produce a summary of any discussions between the UK Government and the European Union to ensure that Parliament is kept up to date on the progress of the negotiations. Just as importantly, new clause 2 would also provide clarity to the UK’s space industry. It goes without saying, or at least it should, that the Government must ensure we get the best possible deal with the EU to help support the UK space industry’s continued growth.”
“The right hon. Gentleman makes an excellent point. I was about to say that I do not intend to divide the House on new clause 2, but I hope the Minister takes his point on board.”
“We agree that the Government should lay a report before Parliament setting out the proposed licensing regulations in detail. That is fair and reasonable. On new clause 3(3), Labour tabled an amendment in Committee that would have ensured that if space activities were established in any of the devolved Administrations of Scotland, Northern Ireland and Wales, their respective environmental agencies and bodies, and respective Governments, would be consulted before any decision was made to grant an operator licence in their jurisdictions. Unfortunately, our amendment was defeated, so I welcome new clause 3, which presses the issue a little further. The hon. Member for Central Ayrshire also tabled new clause 4, which deals with the liability issue that came up time and again in Committee.”
“The UK’s space industry needs as much clarity as possible; we do not want further uncertainty that may hinder growth. If the Government do not get this right, they could quite possibly deter investment, recruitment and growth in the space sector. It will be interesting to hear the Minister’s views. Labour Members generally support the aims of new clause 3, which was tabled by the hon. Member for Central Ayrshire (Dr Whitford). The Bill does not set out the criteria for awarding licences, and nor does it describe the procedures in any great detail, which is a problem. When I spoke to new clause 2, I alluded to the fact that Labour wants the UK space industry to grow in the coming years, but the Government need to get this legislation right and have had the opportunity to do so. The industry must be made aware of regulations.”
“I rise to speak to amendment 4, which I tabled, as well as the remaining new clauses and amendments. Amendment 4 would give clarity to the UK’s space industry. As it stands, the Bill makes no provision to ensure that the industry works with the Government to create the regulatory framework that it so badly needs. The amendment would increase the focus on making the UK commercially attractive for potential spaceflight operators. As with new clause 3, the amendment was tabled to press the Government to publish clear regulations for the UK space industry, which is one of the Bill’s key issues. Under the amendment, the Secretary of State would have to publish guidance for any forthcoming regulations and hold regular discussions with any potential operator before a licence was issued.”
“In Committee, Labour tabled an amendment to ensure that, before any decisions or notices were made, there would be consultation with not only the relevant environment agencies of the devolved Administrations, but the devolved Administrations themselves. I pressed that amendment to a Division because I did not think that the Government went anything like far enough to ensure that the devolved Administrations would be involved in the overall process. Unfortunately, that amendment was defeated, but I hope that the Government have now fully appreciated its intent.”
“In the other place, Labour colleagues worked on a cross-party basis, it is fair to say, in an attempt to ensure that a number of the regulations under the Bill would be subject to the affirmative procedure. Labour also tabled a similar amendment in Committee. We are grateful to the Government for listening and taking on board the concerns raised in the other place, and the Bill now ensures that there is enhanced scrutiny of regulations under the affirmative procedure, which I am very glad to see. Amendments 2 and 3 to schedule 6 are about ensuring that the devolved Administrations are notified when an order is made to obtain rights over land.”
“The ambiguity from the Government on this issue could put off potential investment in the industry, as we have already heard, and harm the growth that the Bill sets out to achieve. Requiring the Government to consult on and set a mandatory cap on a licensee’s liability for each launch individually, as well as basing it on the classification type of each launch, is reasonable and fair. We believe that the Government need to look again at this, and I see that the Minister is taking note of what is being said. I will speak very briefly to Liberal Democrat amendments 1 to 3. Amendment 1 would make regulations made under clause 68 subject to the affirmative procedure.”
“Britain’s space industry wants the Government to introduce a cap, I think at around €60 million. The Bill makes no mention of that, apart from the vague and lax use of the word “may”, which has now been amended to “must”. We are aware, however, that the Government stated previously—I think in Committee—that they opposed writing into legislation a mandatory cap on liability, as well as mandatory compensation from the Government, because that might breach state aid rules. I would be really grateful to the Minister if he clarified this particular point. The industry has maintained throughout that it would not be able to secure insurance without a benchmark liability figure.”
“My colleagues in the other place tabled an amendment that would have removed any cap on a licensee’s liability, but that was merely a probing amendment with the intention of grabbing the Government’s attention so that they would seriously consider providing a definite liability cap in primary legislation. I am grateful to my colleagues in the other place for the work that they did. As I said in Committee, we were never opposed to a cap; we just wanted some clarity from the Government, as they must get this right. I think it fair to say that the Government have listened carefully to the points we made in Committee. The UK space sector has made repeated representations to the Government that they should implement a cap for UK-licensed satellite launch operators.”
“My hon. Friend makes an excellent point. He is right to say that 40,000 jobs rely on such a measure. Colleagues on both sides of the House have made the point that investment may be deterred if that is not in place. New clause 4 deals with this very important issue of liability. The issue has been raised at every stage of the Bill’s consideration, both here and in the other place. Labour broadly supports the Bill, as we have reiterated throughout its passage, because we want the industry to grow so that high-skilled, high-paid and secure work is created across the country. Labour previously tabled amendments to get a discussion going about a liability cap.”
“The Minister has said this, as have Members time and again throughout the passage of the Bill: the UK space industry is an important, growing part of our economy. It was valued at £13.7 billion in 2014-15 and supports almost 40,000 jobs. The Bill will establish a licensing regime for spaceports, space flights and satellite launches, which is currently missing from the statute book, and put in place a regulatory framework to allow the further expansion of the industry. For that reason, the Opposition support and welcome the Bill.”
“I thank the Government Front-Bench team for the spirit of co-operation in which the Bill has been handled, and I thank the Minister’s officials, who have worked very hard on it as well. I also thank my colleagues in the other place, where the Bill began, for their very valuable work. They secured a number of important concessions, including the removal of Henry VIII powers, and pressed the Government to introduce a new clause on environmental issues, all of which improved the Bill immensely. It meant that when the Bill came here it was in a much better condition than when it began. I also thank Members who helped to scrutinise the Bill in Committee and those who have made contributions today.”
“Labour has been working to improve this Bill to ensure that the UK remains at the forefront of research and development in this important and fast-moving industry. The sharing of data is necessary to grow the number of charge points and to ensure that the relevant agencies can monitor and plan for energy demand and consumption at charging points. I wish to pay tribute to the former Minister, the right hon. Member for South Holland and The Deepings (Mr Hayes), who gave me a “binding assurance” in Committee that the Government would come back to Parliament with more detail and specific proposals. The Bill originally did not include much detail on regulations for the distribution of data relating to charge points, so I am grateful that the Government have listened to the Opposition on this point.”
“The Opposition Front-Bench team are supportive of the Government’s new clause 1 and the consequential amendments. In Committee, some of my colleagues and I tabled amendments to ensure that planning and consultation between the Government, National Grid and electricity distribution operators took place in order for this policy to work. The new clause enables regulations to be made for the transmission of charge point data, for example, on energy consumption levels and geographical data, to be given to “specified persons”, such as National Grid. As we set out during earlier stages of this Bill, the sharing of specific data such as that on energy consumption and geography will be fundamental in enabling and encouraging the uptake of electric vehicles, which I am sure Members on both sides of this House want to achieve.”
“Having accessibility to charging points is vital to promoting the use of electric vehicles, and the new clause seems a sensible way of doing just that. The objective of the new clause is commendable, and I trust the Minister will bear that in mind when he is devising the Government strategy on this.”
“The original subsection gave prescribed persons permission to enter land but did not include much else. The Government amendment extends the scope of enforcement and defines what documents and other important data and information can be investigated in order to inspect whether the proper regulations have been complied with when it comes to charge points. We are also supportive of new clause 2, which was tabled by the hon. Member for Bath (Wera Hobhouse). Currently the Bill regulates for the provision of public charging points at large fuel retailers. The new clause would mean that owners and operators of public facilities such as supermarkets, public car parks and airports would also be required to provide charging facilities. Such locations would already have the service areas for vehicles to park up and be placed on charge.”
“The strategy has to address the issue of remote areas—that is essential. In Committee, the then Minister gave assurances that it would. We now know, of course, that the strategy will be published in March. I would like to press this Minister on how security will be ensured in regards to the transmission of data from charge points. That issue was brought up repeatedly in Committee, and the Government’s new clause does not seem to address it head on. The Opposition are also supportive of Government amendment 1, which relates to enforcement. It expands Clause 13 so that the requirements allow for the inspection or testing of “any thing” to do with charge points rather than just allowing the person “to enter any land”. That position was ambiguous and we welcome any tightening up of the wording in the Bill.”
“There are currently nearly 12,000—11,862, to be precise—charging points for electric vehicles in the UK, but there are multiple charging point operators, each with their own plugs, software, customer charges, billing systems and payment methods. These are also unevenly distributed, with more charging points available on the Orkney Islands than in Blackpool, Grimsby and my own fair city of Hull combined. New clause 3 would ensure that the Secretary of State assesses the costs, benefits, location and feasibility of charging points to enable the promotion of a national network of sustainable charging points for commercial and public transport.”
“I think they will be an integral part of these sites. That is how things would have to work in order to be practical. I congratulate my hon. Friend the Member for Warwick and Leamington (Matt Western) on tabling new clause 3 and put on record my personal support, and that of our Front-Bench team, for the new clause. New clause 3 focuses on public transport and commercial vehicles, but it raises many of the issues I was hoping to speak to in relation to new clause 4. For uptake to be encouraged, electric vehicles need to be practical, affordable and convenient for users, which means putting in place the necessary infrastructure.”
“I very much agree with the hon. Gentleman. There were many suggestions in Committee that we call the charging points Hayes hooks. The former Minister, the right hon. Member for South Holland and The Deepings, was keen for schools and colleges to get involved in some sort of national competition on the design.”
“We have spoken about workplaces, local authorities, service stations and so on and so forth, but we need to get a clear view about where the concentrations of charge points are and what needs to be done to fill in any gaps that emerge.” –– [ Official Report, Automated and Electric Vehicles Public Bill Committee, 14 November 2017; c. 186.]”
“This Bill was an opportunity to set out a long-term plan for building the infrastructure needed to encourage the uptake of automated and electric vehicles, and it is a little disappointing that it has failed to do so fully. The Bill could have been a major step forward in taking high-emitting vehicles off our roads. We know that air pollution is linked to the premature deaths of around 50,000 people in the UK each year. That is a staggering number and the Government need to do an awful lot more to address that. Electric and alternatively-fuelled vehicles are key to reducing air pollution and meeting the UK’s climate change objectives. In Committee, the then Minister said: “It is very important that we monitor closely how charge points are rolled out.”
“I thank the right hon. Gentleman for his intervention. In Committee, we discussed making the charging points as recognisable as telephone boxes. That is essential. I hope that the Minister has taken on board what was said in Committee and appreciates the work that the right hon. Member for South Holland and The Deepings did on the Bill. It would be eminently sensible for the Government to promote a national network of sustainable charging points for private vehicles. We welcomed the announcement in the Budget of £200 million of public money to be invested in charging infrastructure. Of course, that matched Labour’s manifesto commitment to invest £200 million to support ultra-low emission vehicles.”
“I assure the right hon. Gentleman that I do not intend to push anything to a vote. We agree with what the right hon. Member for South Holland and The Deepings said in Committee, which I just read out, and believe that the Government should take this opportunity to set out in the Bill their strategy for doing that.”
“Members from all parties have strong views on both sides of the argument regarding expansion at Heathrow, so any decision must be based on hard evidence with transparency. As we have seen today, many questions seem to remain unanswered.”
“The noise assessment in the NPS uses indicative flight paths, and the actual flight paths will be published only after the decision on Heathrow’s development consent order application is made. There is no requirement for them to bear any resemblance to the flight paths published in the NPS. The revised NPS uses 2013 as a baseline, which allows the airport to bank technology changes when they should be used to alleviate the noise impacts of the airport. Given the importance of the issue, I would be grateful for the Minister’s thoughts on whether the noise assessment in the NPS gives an accurate account of the noise impacts. The Minister will be all too well aware that right hon. and hon.”
“Will the Minister take this opportunity to explain how he will ensure that legal levels of air quality will be achieved if Heathrow is expanded? What resources has he or the Government directed to that important task? The revised NPS has increased the estimate for carbon emissions from the third runway, but it does not explain the national implications. Will that lead to the sacrificing of growth at regional airports or more challenging limits for other sectors? Can the Minister shed some more light on how the UK will meet carbon emissions targets with the expansion of Heathrow? Noise is another area in which the revised NPS does nothing to alleviate the concerns of hundreds of thousands of people who are affected by the issue. I think that point was made by the hon. Member for Richmond Park (Zac Goldsmith).”
“Given the difference between the NPS and TfL estimates on both costing and public transport targets, and the fact that TfL is the highways authority and public transport authority that completely surrounds Heathrow, I find it absolutely astounding that it has been excluded from the service access steering group for Heathrow by the Department for Transport. Will the Minister explain that decision? We all recognise that air pollution is one of the biggest health crises facing the UK, leading to an estimated 50,000 premature deaths each year. On air pollution, the Government have frankly been found wanting. They have failed to give local authorities the powers they need to protect air quality and failed to support sustainable transport. Those failures threaten not only public health, but future investment.”
“The NPS sets an unambitious target of 50% by 2030, going up to 55% by 2042. TfL has said that that will lead to a substantial increase in vehicle trips on the already congested networks. Furthermore, the western rail access and southern rail access are essential for expansion, but TfL is concerned that the NPS gives no firm commitment on that. The Department for Transport has estimated that costs will be about £5 billion, but TfL puts the figure closer to £15 billion. The difference seems to be TfL costings for southern rail access.”
“Does the Minister agree that that limits the potential benefits of increased airport capacity? The NPS states that none of the cost of a third runway will fall on the taxpayer, and that it will be met by private funding. Yet it does not provide any evidence to support that. There is a reference to an independent assessment that has been carried out, but it has not been published. There seems no reason not to publish that assessment unless there is something to hide. Will the Minister agree to release that document? The commitment that there will be no net increase in airport-related traffic is essential to ensuring that expansion is sustainable. Transport for London has estimated that to achieve that, between 65% and 69% of passengers would have to travel to the airport by public transport.”
“It is a pleasure to serve under your chairmanship, Sir Henry. I congratulate the right hon. Member for Twickenham (Sir Vince Cable) on securing this important debate. He has been a long-standing campaigner on Heathrow expansion. The Labour party supports the expansion of airport capacity in the south-east, subject to our four tests being met. However, the Government’s draft airports national policy statement, published in October last year, and the responses to it have raised more questions than they have answered. The updated passenger demand forecasts show an increase in passenger growth, with a third runway at Heathrow to be full by 2028. The third runway will open in only 2026. That means that all take-off and landing spots will be full just two years after opening, which is a point made by the right hon. Gentleman.”
“I beg to move amendment 13, in clause 2, page 2, line 25, at end insert— “(ea) the effect on the environment and on local communities of activities connected with the operation of spaceflight activities or the operation of a spaceport as licensed under this Act;” This amendment adds impact on the environment and local community activities to the list of areas the regulator should take into account when exercising functions under this Act.”
“I do not intend to press the amendment to a vote, but I would like to ask the Minister whether he will set out on the record exactly how the proposed operator licensing regime and its regulation powers will work in relation to existing planning laws and processes. Concerns were raised in the other place that the regulator or persons with an operator license will be able to overrule or disregard any existing planning regulations, laws and processes when it comes to potential spaceport or spaceflight operations in the UK. As I indicated, I am happy to withdraw the amendment if the Minister is prepared to clear up any ambiguity surrounding existing planning procedures and the development the UK’s space industry. I hope he listens not only to the concerns that we raise in Committee but to the expert contributions in the other place.”
“It is a pleasure to serve under your chairmanship, Mr Bone. The amendment adds impact on the environment and local community activities to the list of areas the regulator should take into account when exercising functions under the Bill. I am grateful that the Government listened to my colleagues in the other place, tabled new clause 1 and agreed to undertake assessments of environmental effects before the regulator grants certain licenses. I pay tribute to my Front-Bench colleagues in the other place, who did a great deal of work to improve the Bill by persuading the Government to make a number of crucial concessions.”
“I beg to ask leave to withdraw the amendment. Amendment, by leave, withdrawn. Clause 2 ordered to stand part of the Bill. Clauses 3 to 6 ordered to stand part of the Bill. Clause 7 Provision of range control services Question proposed, That the clause stand part of the Bill.”