Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government what assessment, if any, they have made of the long-term economic impact of the restrictions on international travel during the COVID-19 pandemic on (1) aviation communities, and (2) the UK.
Answered by Baroness Vere of Norbiton
The Government recognises the challenging circumstances facing the aviation industry as a result of Covid-19 and firms experiencing difficulties can draw upon the unprecedented package of measures announced by the Chancellor. In total, we estimate that by the end of April 2021 the air transport sector (airlines, airports and related services) has benefited from around £7bn of Government support since the start of the pandemic.
The Government conducted an assessment of the impact of the International Travel regulations, including the Passenger Locator Form and self-isolation in June 2020. The International Travel regulations are subject to review at least once every 28 days, to ensure they are in line with the latest scientific evidence and remain effective and necessary.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 16 September (HL7613), what challenges have been highlighted by the COVID-19 pandemic; and what plans, if any, they have to introduce legislation before 31 December to ensure that passengers are protected from losses resulting from flight cancellations after the transition period has ended.
Answered by Baroness Vere of Norbiton
The pandemic has caused major disruption in the travel sector and the ability of consumers to travel. After the end of the EU Exit transition period, the Air Passenger Rights Regulations will be retained in domestic law and will therefore continue to apply.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government whether UK citizens will be able to enforce their rights under EU Regulation 261/2004 after 31 December without new domestic legislation.
Answered by Baroness Vere of Norbiton
EU261 rules apply until the end of the EU Exit transition period. After that point, those rules will be retained in domestic law and will therefore continue to apply.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government what steps they plan to take to protect airline passengers from losses due to the cancellation of flights once EU Regulation 261/2004 no longer applies; and how any such steps will protect (1) passengers on flights to the EU from the UK, (2) passengers on flights from the EU to the UK, and (3) UK passengers flying on EU airlines outside the UK.
Answered by Baroness Vere of Norbiton
EU261 rules apply until the end of the EU Exit transition period, it is at that point that those rules will be retained in domestic law and will therefore continue to apply. The COVID-19 pandemic has highlighted a number of challenges. The Department is keen to work with the regulator, industry and consumer groups to learn lessons and to make changes that are practicable and deliverable.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 23 March (HL2423), what financial contribution UK industry made to the European Union Aviation Safety Agency (EASA) in each of the last five years; and what assessment they have made of the financial contribution industry (1) has made to the work by the UK Civil Aviation Authority (CAA)?to prepare for leaving the EASA, and (2) will make to the CAA from 1 January 2021.
Answered by Baroness Vere of Norbiton
European Union Aviation Safety Agency (EASA) activities are funded mainly from charges to industry with the remainder from the European Union and participating states. Financial information is available in EASA’s annual activity reports. The latest published figures (2018) show that the industry contribution to EASA made up 67.7 per cent of its total funding of EUR155,449,000. This is a typical percentage compared with previous years. The figures are not broken down by Member State.
The CAA’s charging schemes have included funding for Brexit preparations since 2019/20, covering two financial years. This has amounted to £3.2 million. Funding prior to 2019/20 was provided by the Department for Transport. The level of fees paid by industry from 1 January 2021 will depend on the nature of negotiated agreements with the EU and the number of companies and individuals seeking approvals from the CAA. The CAA will consult on any changes to its existing charging schemes.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty's Government what benefits they expect to arise from the decision not to participate in the European Union Aviation Safety Agency (EASA) after 31 December; whether they intend to establish a UK-based organisation to provide comparable regulatory oversight to EASA; if so, what is (1) the estimated cost of establishing such an organisation, and (2) the estimated annual running costs for (a) 2021, (b) 2022, and (c) 2023; what was the cost of their contributions to EASA in (i) 2017, (ii) 2018, and (iii) 2019; and what is the estimated cost of such contributions for 2020.
Answered by Baroness Vere of Norbiton
The Prime Minister has been clear that our future relationship with the EU must not entail any application of EU law in the UK or CJEU jurisdiction. Continued UK participation in the EASA system would have been inconsistent with this approach. We want to agree a Bilateral Aviation Safety Agreement (BASA) with the EU to minimise regulatory burdens for industry.
The UK has the third largest aviation network in the world and the biggest in Europe, with direct flights to more than 370 international destinations in some 100 countries. Air travel is important for both the UK and the EU in connecting people and businesses, facilitating tourism and trade. Aviation and aerospace are critical industries to both the UK and the EU and we have a common interest in ensuring that they can continue to thrive.
The UK Civil Aviation Authority currently oversees most aspects of civil aviation safety in the UK and there is no need to establish an additional organisation. After the transition period the CAA will take on some additional functions from EASA and will continue to ensure that the UK has world-leading safety standards.
The CAA has been preparing for the possibility of leaving the EASA system since the EU referendum in 2016, including recruiting new staff across the organisation. The CAA will continue to refine these plans over the coming months, and may require additional resources. Progress will be closely monitored.
In line with the user charges principle, the majority of the CAA’s costs are, and will continue to be, funded largely through charges on industry.
The UK does not make direct contributions to EASA. EASA activities are funded mainly through contributions from charges to industry and the remainder through contributions from the EU and participating states.
Asked by: Lord Bowness (Crossbench - Life peer)
Question to the Department for Transport:
To ask Her Majesty’s Government whether they will seek to preserve the mutual recognition of disabled persons’ Blue Badges throughout the UK and EU in their negotiations to leave the EU.
Answered by Lord Ahmad of Wimbledon
The Government is considering carefully all the potential implications arising from the UK’s exit from the EU, including the implications of preserving the mutual recognition of disabled persons’ Blue Badges throughout the UK and EU. Until we leave, EU law still applies, so EU rules in this area will continue to apply in the UK, alongside national rules.