Temporary Cycle Lanes in London

Lord Tunnicliffe Excerpts

Thursday 4th November 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I sense that the House is divided on this topic.

My Lords, well-designed cycle lanes and low-traffic neighbourhoods benefit everybody. Sometimes traffic increases, but evidence shows that the increase is temporary and short-lived as the traffic adapts. Of course, we must be cognisant of increased congestion if it occurs for a prolonged period—for example, as it did on the Euston Road. In that particular case, the cycle lane was removed.

[Lord Tunnicliffe (Lab)]

My Lords, given the conflict between the Royal Borough of Kensington and Chelsea and the mayor, and that all new transport schemes have winners and losers, has the Department for Transport provided adequate decision-making criteria for the resolution of interagency disputes?

[Baroness Vere of Norbiton (Con)]

The Government’s role in this is to ensure that the guidance relating to the network management duty is appropriate. We have reviewed and refreshed that guidance, and it does reflect the Government’s desire for local highway authorities to provide safe space for cyclists and pedestrians. It also sets out that boroughs need to consult and must give any scheme sufficient time to bed in before they think about removal.

Merchant Shipping (Prevention of Air Pollution from Ships) (Amendment) Regulations 2021

Lord Tunnicliffe Excerpts

Tuesday 14th September 2021 Grand Committee

There is hope for the future, certainly in terms of smaller ships. There are fuels such as liquified natural gas, biofuels, green hydrogen—even electricity, because one company that operates on the Dover Strait has been looking at the possibility of an electric ferry running between Dover and Calais. All sorts of encouraging work is going on. As I said, the shipping industry has been fairly slow to react, but it is very much getting its act together now, and I hope we will see enormous improvements in future. In the meantime, I support the regulations.

[Lord Tunnicliffe (Lab)]

My Lords, I welcome the introduction of these regulations to implement the standards of the International Maritime Organization to limit air pollution emissions from ships. The specific provisions relating to sulphur and nitrogen oxide have been in place globally for some time, and the decision to transfer them to domestic statute should benefit our natural environment and health. With that said, these regulations must be paired with an overarching approach to air pollution that recognises the value of making maritime cleaner but also includes steps to limit emissions from other modes of transport.

I turn to the specific regulations, which relate to an international agreement from 2008. Why has it taken 13 years for that agreement to be implemented? Given that the Explanatory Memorandum suggests that consultation took place only during the drafting of the international agreement, can the Minister explain what steps the Government have taken to ensure that the maritime industry is aware of these regulations now being implemented? On a related note, can the Minister confirm whether the Government have made an estimate of how many ships in UK waters do not currently meet the provisions of this legislation?

Regarding the Government’s broader approach to maritime pollution, and given that it is now more than two years since the Government’s clean maritime plan, can the Minister confirm whether the UK is on track to zero-emissions shipping by 2050? What steps are the Government taking to meet the ambition for all new vessels to have zero-emissions capabilities by 2025?

Finally, on the wider question of air quality, the Government’s transport decarbonisation plan published in July showed that they are still stalling when it comes to the tough decisions on transport emissions. There have been no sectoral deals with conditions on climate action. There have been deep cuts to electric vehicle grants. No serious steps have been taken to encourage people on to rail through cheaper fares. I welcome the legislation and any other steps that would improve air quality, but if the Government are committed to this principle they need to do much more to support cleaner transport.

[Baroness Vere of Norbiton (Con)]

I thank all noble Lords for their contributions to this short debate. I appreciate their support—if occasional qualification thereof—for these regulations. The problems really lie in matters beyond these regulations, which I think make sense to the Committee. I shall cover a few things that were mentioned, and I shall start off by outlining a bit more of the context. Air quality is one of our top priorities. That is what these draft regulations do, although to a certain extent they are belt and braces; they fill in some of the gaps in the regulatory framework and enforcement regime that exist in a more global fashion for the shipping industry as a whole.

Maritime pollution emissions are very important. As noted by the noble Lord, Lord Greenway, in 2016 domestic shipping—shipping specifically within the UK—accounted for 11% of the UK’s domestic NOx emissions, 2% of PM2.5 and 7% of sulphur dioxide. That is quite a significant proportion for an industry that is fairly small—but, as the noble Lord, Lord Greenway, pointed out, incredibly important. The department is working closely with Defra to develop more detailed information on emissions from shipping in order to assess the impact of air pollution prevention measures implemented since the comprehensive study carried out in 2016. In addition, international shipping emissions are significantly greater and have a significant impact on air quality in the UK, from ships both in shipping lanes and while they are at UK ports.

The Government recognise that pollutant emissions from international shipping have an impact on public health and the local environment. Our national targets for air quality include this impact. We work incredibly closely with the International Maritime Organization to address pollutant emissions by UK-flagged vessels and those within UK waters, as well as globally.

Reductions in air pollutant levels are closely linked to reductions in levels of greenhouse gases, as noted by the noble Lord, Lord Tunnicliffe, and the noble Baroness, Lady Randerson. As they will both know, the Government remain fully committed to our 2050 net-zero target for domestic shipping. This is designed to address both greenhouse gases and pollutant emissions from shipping. Just earlier this week, we announced that we will push for zero-emissions targets for international shipping, to challenge the international community collectively to deliver a Paris-compliant outcome when the IMO renegotiates its strategy for climate change in 2023.

Furthermore, we have continued to make good progress on the commitments we set out in the clean maritime plan, which was published in 2019, that by 2025 all new vessels for use in UK waters are going to be designed with zero-emissions capabilities and that by 2035 zero-emission maritime fuel infrastructure, known as bunkering, is widely available across the UK. We are doing this by providing £1.4 million-worth of funding for a competition for innovation in clean maritime. We have established the marine emissions reduction advisory service as a function of the MCA’s future technologies team, undertaking research, considering the role of maritime clusters in delivering clean innovation and growth and exploring the inclusion of the maritime elements in the renewable transport fuel obligation as part of a public consultation.

Building on the clean maritime plan, the Prime Minister’s 10-point plan in November 2020 announced up to £20 million for a clean maritime demonstration competition to develop clean maritime technologies. If we know one thing from the excellent speech from the noble Lord, Lord Greenway, it is that at the moment we are not quite sure what technology will win out in shipping. It is one of those areas that would be harder to reach by battery electric and therefore we need to look at other alternatives, whether that be low-carbon fuels or hydrogen combustion engines. It could be all sorts of different things, and that is why the Government are very much focused on what we can do to support the market to develop the solutions and then be able to support those which are most appropriate for commercialisation.

Turning to some of the issues in the regulations themselves, I think it was the noble Lord, Lord Tunnicliffe, who asked how many ships this would cover in the UK—the UK-owned ships. I do not have that information, but I can say that the additional cost to UK-owned ships that operate only domestically is estimated to be around £2 million a year following the introduction of these regulations. I will see if I can find out more information as to what that would mean per vessel.

In terms of engagement with the industry, the department discussed the draft regulations with the UK Chamber of Shipping and fuel suppliers to consider the impact. We did not carry out a formal consultation on the draft regulations. As the noble Lord, Lord Greenway, pointed out, the measures were well-known within the maritime and fuel supply sectors so there is nothing novel about the implementation of international requirements. It should also be noted, of course, that these regulations were published in draft back at the end of May because they are part of the enhanced security arrangements relating to amendments made to legislation under Section 22 of the European Communities Act. We had no feedback at all from industry stakeholders on the documents following publication, therefore we were reassured that industry fully understood what was coming down the track.

Turning to the point raised by the noble Baroness, Lady Randerson, we will take this on the chin. We recognise that there is an issue here and we will work very closely with the Secondary Legislation Scrutiny Committee to keep it updated with our backlog of legislation. We thank it for its work and for working with us on this. Minister Courts, the Maritime Minister, wrote to the committee on 5 July. I am sure the noble Baroness will have seen the letter. I have various lists of Sis, but I do not think it will be helpful if I read them all out. I might try to put it all in a letter afterwards. The latest stats I have are that there are 43 maritime statutory instruments to be delivered. We are prioritising those that are safety critical or that implement the IMO standards. We have done 13 to date. We have another nine for completion between now and early 2022 and then 21 instruments in 2022 and 2023. I think we can probably do better than that. I also happen to know that the SLSC has been back in touch with the DfT—and rightly so—to have yet another conversation with us about our legislative programme. We will, of course, be as open as we can. We are doing our best to prioritise legal resources. I am going to be honest with noble Lords that legal resources are stretched across government at the moment. It is not just a DfT issue, and we obviously have to work within what we have.

I will not say more on enforcement now; I would rather write, because what I have pretty much says what I said in my opening speech, and I am not entirely sure about this. However, I will go back and look at Hansard to see whether we can provide more information about specific things relating to enforcement and the gaps we are filling in.

It has been a pleasure to be back in real life discussing SIs in the Moses Room—I have missed it. It is also apt that we are having this debate during London International Shipping Week. I know that the noble Lord was a bit of a Debbie Downer on the role of the UK in international shipping, but I have to say that London International Shipping Week is an amazing event. We are able to bring together some of the leading people from the sector. I, for one, feel that the last one I was at, two years ago, was a great success, and I am sure that this one will be too. However, back on the regulations for the time being, once again, I commend them to the Committee.

Space Industry (Appeals) Regulations 2021

Lord Tunnicliffe Excerpts

Tuesday 29th June 2021 Grand Committee

[Lord Tunnicliffe (Lab) [V]]

My Lords, the instruments debated today intend to support the establishment of a UK spaceflight programme, and I am sure the whole House will want to wish it the best of luck. The legislation enables the licensing and regulation of spaceports, control services and the flights. While I will come later to the specific provisions of these instruments, it would be helpful first to consider the wider intent of the programme.

For almost 70 years, the UK Government have sought to facilitate satellites and space travel through various civil programmes, but this one, enabled by these regulations, differs from them all. While most of its predecessors aimed, at least in part, to satisfy curiosity and accrue human knowledge, the primary mission of this programme is economic growth. Given the prospect of commercial space travel, the Government are right to consider how the UK can benefit.

However, my concerns relate to a lack of ambition—first, to use the economic growth for transformational purposes and, secondly, for what space travel can achieve beyond economic growth. On the first point, the government support for future industries should seek to support new high-quality jobs across the UK, but there is no strategy behind this programme for doing exactly that. The space programme will, we hope, generate high-skilled jobs and economic prosperity, and the effect of both should be felt across the UK and utilised to address regional inequalities.

On top of this, no steps seem to have been taken to ensure that the UK’s space industry benefits the wider supply chain in the United Kingdom. Can the Minister confirm how the Government will ensure that any prosperity resulting from the programme is felt across the nations and regions of the United Kingdom? Can she also confirm what steps the Government will take to ensure that UK steel is used in the development of the UK’s space industry?

On the second point, although we all recognise that the UK space industry can bring enormous economic benefits to the UK, I hope the Minister will agree that the UK’s role in space travel should not be limited to strict commercial interests only. Space travel and exploration can allow research to take place for endless purposes, such as biomedical and climate advancements. Can the Minister detail how the UK space industry will support scientific research?

There are several areas of the regulations on which I would appreciate clarification from the Minister. As she explained, the first three instruments implement the Space Industry Act; I will refer to each briefly.

The first instrument deals with appeals. Much of it is focused on appeal panels and their functions. Can the Minister confirm the total estimated budget for these activities? Also, can she confirm whether the appeals procedure has been developed with any representatives from the space industry?

The second instrument, which is the most substantive, assigns the Civil Aviation Authority as the regulator. Can the Minister confirm whether it will have any additional budget? Further, do the licensing arrangements reflect similar ones in countries with similar space industries?

The third instrument relates to accident investigation. I would be grateful if the Minister could confirm why it has not been introduced as primary legislation, given its broad scope and provisions.

Finally, on the contracting order, can the Minister explain to the Committee whether any preparations have taken place to assign these functions prior to the commencement of the legislation?

As I said, I wish the UK satellite programme the best of luck. We all want it to succeed but, given the incredible potential for the industry, I hope that the Minister will recognise the enormous possibilities. Prosperity generated must be used to support other industries and benefit regions that are often ignored. Further, the Government must be alert to opportunities to use space travel for research and scientific purposes. I hope that the Minister can provide clarification on my questions and assure the Committee of the Government’s wider intentions for the industry.

Transport Decarbonisation Strategy

Lord Tunnicliffe Excerpts

Wednesday 19th May 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, that is an excellent point. I will go away, find out and write to the noble Lord.

[Lord Tunnicliffe (Lab)]

My Lords, despite success in introducing hybrid buses in London, outside London 95% of buses in England are still diesel-powered. What will the Government do to introduce hybrid and zero-emission buses and rectify these disappointing figures?

[Baroness Vere of Norbiton (Con)]

My Lords, the Government are extremely ambitious in this area. We are not even bothering about hybrids—we are going straight for zero-emission vehicles. As part of the £3 billion announced prior to the bus strategy, we will invest to support 4,000 zero-emission buses across the country. In this year alone, we will invest £120 million in zero-emission vehicles, which we expect to support 500 buses. This is in addition to the £50 million we are giving to Coventry for 300 buses. We are making a good start. There is a way to go, but we will have supported 4,000 buses by the end of this Parliament.

Hitachi Rail: Rail Travel Disruption

Lord Tunnicliffe Excerpts

Wednesday 19th May 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I am not aware that we have made an assessment of journey times but, given that the timetables are pretty much back to normal, albeit with fewer services, I expect that the journey times are probably about the same. With regard to the lessons that we have learned, I refer the noble Lord to my previous answer about the report that the ORR is preparing on this. I am sure that all noble Lords will look at that with interest.

[Lord Tunnicliffe (Lab)]

My Lords, as part of the reintroduction of Hitachi 800 trains, it has been reported that the recovery plan developed with the Office of Rail and Road includes a forward repair plan to ensure their long-term safety. Can the Minister confirm how long this plan will take?

[Baroness Vere of Norbiton (Con)]

Unfortunately, I cannot confirm that at the moment, because the forward repair plan is still in development. It may help noble Lords to understand that the fix is straightforward; the problem is that it uses very high temperature welding, which means that there is a lot of disconnection and reconnection to be done. So the process is quite complex, but the fix is fairly straightforward. There may be ongoing limited disruption to passengers, but there will be certainty as to the amended services offered. We do not expect many short-notice cancellations.

Transport: Zero Carbon Target

Lord Tunnicliffe Excerpts

Tuesday 27th April 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

It is probably above my pay grade to try to reorganise government from the Dispatch Box, but the noble Lord is absolutely right that numerous government departments have a very strong interest in what we are doing. For example, the Department for Transport will publish its transport decarbonisation plan in the coming weeks. As part of that, we will set out what we will do when it comes to hydrogen technology. Subsequent to that, BEIS will publish the UK hydrogen strategy, which will of course talk about how we can focus on the low-carbon production of hydrogen. We are capable of working together across departments and are doing so well so far, but the noble Lord may be right; something may be set up in future.

[Lord Tunnicliffe (Lab) [V]]

My Lords, despite recent progress on transport electrification, heavy goods vehicles remain difficult to electrify due to their weight. The Climate Change Committee has recommended a 2040 ban on diesel heavy vehicles. Will the Government act on this recommendation?

[Baroness Vere of Norbiton (Con)]

I agree with the noble Lord; heavy goods vehicles will be one of the harder-to-reach elements for us to decarbonise. It could be that hydrogen plays a much bigger role for HGVs. We are about to consult on the date for starting to phase out the sale of diesel HGVs, and recently launched a £20 million trial of zero-emission road freight vehicles that will look at hydrogen and battery electric. It will also look at catenary systems to see whether they might work. All in all, it will advance research and development on all low-carbon fuel sources for HGVs.

Air Traffic Management and Unmanned Aircraft Bill [HL]

Lord Tunnicliffe Excerpts

Consideration of Commons amendments & Lords Hansard
Tuesday 20th April 2021 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, I do not intend to detain the House for long with my explanation of these amendments, save only to note that the Bill had a relatively incident-free passage through the other place, which I, to a great extent, attribute to the careful consideration it received in your Lordships’ House.

The Bill has returned to enable consideration of two minor amendments made in the other place. The first is Commons Amendment 1, which removed the privilege amendment, as is the norm in these cases. The second amendment—here is the mea culpa—will correct an omission, or an error if you must, in the Bill that resulted from government amendments made in your Lordships’ House on Report.

If I may explain: Schedule 8 provides the police, the Civil Nuclear Constabulary and custodial institutions with the powers they need to protect the public from the unlawful use of unmanned aircraft. Paragraph 5 of Schedule 8 sets out the meaning of “relevant unmanned aircraft offence”. Prior to the government amendment made in the other place, the offences in the Air Navigation Order 2016—ANO 2016—included in this definition were summary-only offences. In relation to Scotland, this definition should also include offences in ANO 2016 that are triable either way or on indictment. These offences were included in the definition of “relevant offence” in the Bill as introduced in January 2020. They were inadvertently omitted—that was the error, for which I apologise—by the government amendments tabled on Report in the House of Lords when the provisions setting out the definitions that apply in relation to the power to enter and search under warrant and the supplementary power to retain anything seized were restructured. If not moved, there would be no power for a justice of the peace, summary sheriff or a sheriff in Scotland to issue to a constable a warrant to enter and search premises in relation to offences in the ANO 2016 that relate to unmanned aircraft and can be tried under indictment. The supplementary power for a constable to retain items seized using powers in Schedule 8 for forensic examination, for investigation or for use as evidence at a trial would also not apply in relation to these offences.

The policy intention of the Bill remains unchanged and this amendment will not add any offences or powers not already in the Bill as introduced in January 2020. With humility and apologies from the Department for Transport, I beg to move.

[Lord Tunnicliffe (Lab) [V]]

My Lords, I am pleased to support the Commons amendments as technical changes necessary for the functioning of the Bill. The aviation industry is critical to the UK economy, and since any recovery will no doubt be prolonged, I hope the Bill will provide legislative backing for a modernisation strategy that supports that recovery. Any restructuring must be supported with a transitional strategy, for workers and our regional economy, that capitalises on the opportunity to grow industries in green technology. I look forward to the House revisiting this in the future. I am grateful that the noble Baroness, Lady Vere of Norbiton, has engaged with the Opposition Front Bench during the passage of the Bill. I also thank all those from across the House who have taken part in its stages.

[Lord Bradshaw (LD) [V]]

My Lords, I too would like to thank the noble Baroness, Lady Vere, for her gracious apology on behalf of the department for its omission. Of course, I accept that the amendments are necessary and, like the noble Lord, Lord Tunnicliffe, I thank all the people who have been associated with the Bill during its fairly long passage. I hope it may now pass into law.

Operation of Air Services (Amendment) (EU Exit) Regulations 2020

Lord Tunnicliffe Excerpts

Tuesday 26th January 2021 Grand Committee

[Lord Tunnicliffe (Lab) [V]]

My Lords, I welcome the introduction of this instrument to transfer EU regulations into UK statute and to ensure continuity in relation to airlines and their operating licences. Of course, there is much work to be done to ensure that airline finances are more resilient, but this instrument is none the less a welcome contribution towards that. On that note, considering that part of these regulations relates to insolvencies of suppliers of ground-handling services, can the Minister update the Committee on what steps the Government are taking to avoid insolvencies in the near future?

Moving on to the instrument itself, the Minister will recall that, in November 2020, the European Commission stated that the periods for which the previous provisions apply will be extended by 12 months until 31 December 2021. Do the Government expect the European Commission to extend the timeframe further, beyond the current deadline—and, if so, will the UK extend the timeframe to reflect this? In regard to the drafting of this specific instrument, I am pleased that the Government have stated that the CAA supports these regulations. Can the Minister confirm who else the Government have consulted as part of the drafting of the regulations?

Finally, looking to the future operation of regulations in this area, can the Minister detail how the Department for Transport is currently engaging with the European Commission to support airlines? Does the Minister expect the European Commission to introduce any further provisions in this area? As I said, I welcome the introduction of this instrument and I am pleased that the Government are seeking continuity for airlines.

Air Traffic Management and Unmanned Aircraft Bill [HL]

Lord Tunnicliffe Excerpts

Report stage & Report stage (Hansard) & Report stage (Hansard): House of Lords
Thursday 21st January 2021 Lords Chamber

Moved by

[Lord Tunnicliffe]

1: Before Clause 1, insert the following new Clause—
“General duty
The Secretary of State must exercise his or her functions under this Part in accordance with the general duty under section 1 of the Transport Act 2000.”Member’s explanatory statement
This amendment would require the Secretary of State to exercise functions in respect of airspace change proposals under this Bill in accordance with the Secretary of State’s general duty in respect of air traffic services provided for by the Transport Act 2000.

[Lord Tunnicliffe (Lab) [V]]

My Lords, in moving Amendment 1, I shall speak also to the other amendments in my name in this group. Amendment 1

“would require the Secretary of State to exercise functions in respect of airspace change proposals under this Bill in accordance with the Secretary of State’s general duty in respect of air traffic services provided for by the Transport Act 2000.”

Amendment 10 is complementary to this amendment.

Amendment 2 would ensure that

“the Secretary of State must, before making a direction requiring a person to progress an airspace change, consider representations from persons involved in airspace change and be satisfied that the direction is necessary to deliver the CAA’s airspace strategy and is reasonably practicable to comply with.”

Amendment 5 would ensure that, before making direction requiring a person to co-operate in an air- space change, the Secretary of State must consider representations from persons involved in airspace change and be satisfied that it is reasonably practical for the recipient of the direction to comply with it.

Amendment 8 would align the test for the variation of the direction with that applicable to making a direction. Amendment 9 would require the Secretary of State to publish reasons for any direction to progress or co-operate in an airspace change proposal or variations or revocations of such direction made under this part. Amendment 11 would make the Secretary of State responsible for the implementation of the CAA’s airspace strategy and related reports.

Amendment 13 concerns the report on general aviation. General aviation—this was the case in my day, which is now some decades ago, but I think it still persists—particularly light general aviation, is essentially where all our airline pilots are initially trained; that is how they come into the profession and so on. It is important that it is properly facilitated with respect to airspace changes and development. Fortunately, from conversations with the Minister, I believe that she shares that view, and I hope that, in her response, she will set out the Government’s support for general aviation and how its interests will be taken account of in the developing airspace debate. Hopefully, this will leave general aviation properly provided for and, almost as important, feeling that it has been properly consulted in the development.

In summary, this group of amendments seeks to clarify the role of the Secretary of State. The Secretary of State has a role that is related to the CAA in various processes. It is not entirely clear who is in charge. The Bill as written gives the Secretary of State and the CAA the powers to achieve airspace change, but it is not clear who is actually responsible for getting it done. I would like to hear from the Minister that it is clear that the achievement of improvements and a new airspace capability is down to the Secretary of State, answerable to Parliament, and that his relationship with the CAA may be a partnership but he is the person in the partnership who is held accountable for execution and success.

The rest of the amendments are about requiring appropriate relationships between the parties and the Secretary of State. I beg to move.

[Baroness Randerson (LD) [V]]

My Lords, I support the Bill, but I must use this opportunity to say that it is a bit of a mess. That is not surprising, because it has such a long history: the Bill itself is the result of attempts over several years to get legislation of this nature, and of course we had the Committee stage over a year ago.

Since then, there has been a dramatic reversal in the fortunes of the aviation industry—one that we would never have foreseen at the time when we spoke about this last. The impact of coronavirus has undermined all branches of aviation. In addition, of course, since we last spoke we have left the transition period following Brexit, but we are still at the point where we have to adhere to international norms and regulations.

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[The Deputy Speaker (Baroness Henig) (Lab)]

There are no questions for the Minister, so I call the noble Lord, Lord Tunnicliffe.

[Lord Tunnicliffe (Lab) [V]]

My Lords, I thank the Minister for her response. In light of the assurances she has given us, I am happy to withdraw Amendment 1 and send this Bill to the other end, where they will no doubt consider her response in great depth. I shall also not be moving the rest of the amendments in my name in this group.

Amendment 1 withdrawn.

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Moved by

[Lord Tunnicliffe]

3: Clause 2, page 2, line 25, at end insert—
“( ) If a direction given to a person under subsection (1) is predominantly or wholly to enable the air change proposals of a third party to be completed as part of the masterplan for airspace modernisation and not an airspace change proposal of the person itself and would lead to adverse financial impacts for that person, the Secretary of State may compensate that person and may recover the cost of compensation wholly or in part from the third party.”Member’s explanatory statement
This amendment would allow compensation for adverse financial impacts.

[Lord Tunnicliffe (Lab) [V]]

I move Amendment 3 and I will speak briefly to the other amendments in this group. Amendment 3 would allow compensation for adverse financial impacts. Amendment 4 would empower the Secretary of State to provide that a person who is directed to progress an airspace change is fairly compensated for doing so, and that the compensation can be recovered from another person involved in airspace change where appropriate. Amendment 6 would empower the Secretary of State to require a person involved in airspace change to compensate another person who had been directed to progress an airspace change. Amendment 7 would allow compensation for adverse financial impacts.

One of the problems of getting organisations to co-operate is that some parties are unwilling to do so and they will use the financial impact on them as their excuse, particularly if one party is required to co-ordinate the activity and invest considerable work but is not likely to gain financially from the changes it is developing. Then it will be reluctant to move. Efforts to improve airflow planning over south-east England have been going on for at least a decade. It is important that, if it is a matter of financial limitations, the Bill allows appropriate mechanisms for money to flow between parties and perhaps from government.

This is important between big players, such as the airports and NATS. It is also important in the case of small airports or airfields on the periphery of the controlled airspace, where small changes may have significant adverse effects on them and they are not equipped—particularly financially—to mount a proper representation to have their voices heard without some recognition of the financial burden on them. Clearly, the movement of monies between the parties as allowed for in this group of amendments may not be necessary, but since we are creating a Bill to address all eventualities in the development of modern airspace it is important at this stage to make sure that there are facilities for money to move about and, in extremis, for government perhaps to finance parts of that development. I beg to move.

[Baroness Randerson (LD) [V]]

My Lords, our airspace modernisation is a complex but necessary process. It is necessary in the modern world because it enables environmental gains in an industry increasingly under fire for its emissions and where the technological solutions are much more long term than they are in the case of, for example, road vehicles. However, as the noble Lord, Lord Tunnicliffe, has just pointed out, one person’s gain is often another person’s loss. These are useful amendments because there is a real fear of a potential conflict between airports as the modernisation process goes forward.

In Committee, I mentioned that Stansted and Luton airports, for example, are very close geographically. It is not impossible to imagine that what would help Stansted might deprive Luton; for example, a potential airspace route that would cost it money in terms of potential for new services. Since the Committee stage, airports have found themselves in great financial difficulty because of travel restrictions. These amendments are therefore designed to ensure what I assume is an even-handed approach from the Secretary of State down through the CAA and the Airspace Change Organising Group.

The Airport Operators Association remains concerned about the funding of this issue—I raised that in the last group and was delighted to hear that the Minister has agreed to deal with it in her response here. When this matter was raised previously by the Airport Operators Association, the Aviation Minister suggested three sources of funding in a situation where one airport was going to win at the expense of another. The first suggestion was that alternative sponsors might pay. I would be grateful if the Minister would explain exactly what is intended with that proposal.

The second suggestion from the Aviation Minister was that funding might come from the £10-million airspace modernisation fund. That sounds fine but it is actually a relatively small sum so I would be grateful if the Minister could explain whether that is a fixed sum or extra funding would potentially be available.

Thirdly, there was a suggestion of government funding on a case-by-case basis. If the Government have any further thoughts on this, it would be really good to hear them at this stage. I hope that the Minister can put the Government’s intentions on record today to clarify these issues.

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Due to these steps and the considerations of the industry as a result of the pandemic and further options that may be available to us, we do not expect a situation to arise where a potential sponsor would be put in financial difficulty by being directed to progress an ACP. I hope that, on the basis of my explanation, the noble Lord will feel able to withdraw his amendment.

[Lord Tunnicliffe (Lab) [V]]

My Lords, I thank the Minister for her explanation and for placing it on the record. I note that the Government are not entirely closed to the idea that financial considerations may be important, and that they may have to act to ease the burden on one party against another or make some arrangement, even if it is not a direction. I found the answers useful; unfortunately, I would have found an answer where she agreed with me entirely more useful. Nevertheless, I think that this has gone far enough for me to be happy to withdraw the amendment, and I give notice that I do not intend to move the other amendments in this group.

Amendment 3 withdrawn.

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[Baroness Randerson (LD) [V]]

My Lords, these amendments relate to the CAA’s function to investigate complaints over breaches of licence conditions. Since the CAA has considerable powers, any limitation of those powers needs to be carefully balanced. There are concerns within various parts of the aviation industry about how the dual role of the CAA effectively operates in relation to these issues.

I regret that I am speaking before the noble Lord, Lord Tunnicliffe, because I want to listen carefully to the thoughts behind his amendments. It is important to fully understand the purpose of Amendment 20 in narrowing the power to obtain information. I believe it is in the spirit of the other limitations within this group of amendments, which seem entirely sensible.

[Lord Tunnicliffe (Lab) [V]]

My Lords, we fully support Amendments 12 and 21. We put forward amendments in Committee, in the light of conversations with the CAA, which we felt made some good points. We put these to the Government, who said, as Governments always do, “We don’t think much of your amendments but we agree with what you’re trying to do. Can we do it our way?” And my view is, yes, we can do it in the way they wish to draft it.

I turn to Amendment 19. In many ways, the Minister has answered the question: will the CAA behave in a responsible and proportionate way? She has basically assured us that it will, and that it is implied in general legislation.

On Amendment 20, we felt that the CAA’s powers were overly wide. I do not have a more specific reason for tabling the amendment, other than that the two concepts in Amendments 19 and 20 stood together.

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[Baroness Randerson (LD) [V]]

My Lords, this is part two of a discussion that we started earlier this week on the SI on this subject, which gave the Government temporary powers. Since Committee stage, a year ago, we have had the impact of the pandemic and the EU has waived the usual 80:20 rules on slot usage. That was welcome because it avoids ghost flights—empty flights, just to keep slots.

In the amendments the Government are giving themselves powers until 2024 to continue to waive the rules altogether or to vary them, possibly by varying the percentages. That is a whole new issue to have entered the Bill—something that was simply not there a year ago. I wondered about the 2024 date and whether the period was a tad lengthy but time and time again in this pandemic, things have taken much longer to play out than we thought they would. On reflection, 2024 seems to allow a reasonable period ahead to give a level of certainty.

Because we did not have these substantial amendments prior to Report today, however, I have some questions for the Minister. First, Amendment 12A involves temporary powers to make regulations about slot allocation. Paragraph 4(d) of the new article it inserts would allow the co-ordinator to “withdraw slots” from a carrier where it is determined that

“the air carrier has ceased its operations at the airport concerned”.

My question to the Minister is: how would that be determined? I have in mind a question similar to the one I asked earlier in the week about Gatwick. Virgin has announced that it will not fly from Gatwick in future and will no longer have a base there. Indeed, it no longer does have a base there—but it retains its slots. Slots are a very valuable commodity, so how is such a situation likely to be approached in future?

My second question is on the same amendment. Paragraph 2(a) refers to “a relevant previous year”, which is later defined as:

“any previous year that the Secretary of State considers appropriate for … comparing levels of … traffic.”

That is an extraordinarily broad and vague definition, as levels of traffic vary dramatically according to the make-up of carriers from specific airports—with new ones coming and going—and to their commercial decisions. It also uses the term of a year, while slot waivers work in seasons to reflect the patterns of demand, which vary from season to season. Can the Minister confirm that the year as a whole will be the point of comparison?

Another point that I raised in our debate earlier this week is that the number of available slots currently greatly outweighs the capacity of the airlines to fill them, because as the pandemic has progressed they have greatly reduced their staff and the number of planes that they own or rent. How do the Government intend to approach this problem, whereby the number of slots cannot be filled by the current capacity of airlines?

Slot hoarding has to be tackled. The 80:20 rule is designed to maintain the competitiveness of the industry, which means fair ticket prices for passengers. If the waiver is exploited it will be bad for new entrants to the market, bad for passengers, and bad for airports. The powers or conditions that the Government have included here, therefore, and the potential to vary the 80:20 ratio, seem a sensible and welcome approach to the situation that we face, and I look forward to the Minister’s explanations.

[Lord Tunnicliffe (Lab) [V]]

My Lords, we generally support these four amendments, and we thank the Minister for tabling them for our examination. Nevertheless, one must recognise that the dilemma brought out by the noble Lord, Lord Bruce, in his contribution, is a real one. It is important to see these amendments as quite separate from the general problem. Can the Minister tell the House what examination of this problem the Government expect to conduct in the future?

I know from my own experience, which goes back to the 1980s, that slot allocation is a very difficult and challenging problem in the airline industry. One of the problems in life is that when there are many parties to finding an overall solution to the distribution of a scarce resource the solutions you get become very difficult to change: creating a level of change that would address the issues raised by the noble Lord, Lord Bruce, would be in the best “Yes Minister” category—very brave. I hope, nevertheless, that the Minister can lay out some of the plans for addressing this issue.

On the amendments as a whole, I have a few questions. The Minister may have answered them—I was slightly distracted, so I hope the House will forgive me if we go over old ground.

First, my understanding is that each season’s solution, under these amendments, will be subject to an affirmative order. I would value a simple assurance on that.

Secondly, the Heathrow authorities told us that in their view the agreements that were being developed through the Worldwide Airport Slot Board were more optimal than the solution we have had to adopt for the summer of 2021. Should, therefore, the parties—the airlines, airports and other stakeholders—come to a worldwide agreement on slot allocation? These things are co-ordinated on a worldwide basis. Certainly, when I was a senior executive the most important date of my year was the IATA timetable conference in October, which addressed the following summer’s slots. If the airlines and airports produce an overall solution, is there enough flexibility in this proposed solution to allow the Secretary of State—I stress allow, not require—to endorse such a comprehensive, multiagency agreement?

Finally, can the Minister assure the House—and the industry—that there will be adequate consultation with all stakeholders for each season that is managed under these amendments?

[Baroness Vere of Norbiton (Con)]

I thank all noble Lords for their constructive engagement on these amendments, and I recognise that it is far from ideal to bring them to the House on Report. It is simply the nature of the beast and the situation that we are in: these amendments relate to the Covid-19 pandemic and our hoped-for recovery from it.

I will first address the comments made by the noble Lord, Lord Bruce. He set out many of the challenges faced by the Government—both the short-term task of building back our aviation industry, and the longer-term strategy for the sector. I recognise that slot allocation is a challenge. I would not say it is controversial—it is just one of the challenges that one has to deal with.

The Government have recognised that this is an issue and carried out a consultation on it, alongside, I think, the consultation on the aviation strategy—which was a little while ago, in perhaps 2018 or 2019. We did, therefore, recognise the issue, and we asked the industry and other parties with an interest in the aviation sector how we might reform slot allocation. It remains the Government’s intention to do a piece of work on the long-term reform of slot allocation. But that is not for now. Now, we have to deal with the current situation by making amendments that are not minor but do not amount to an overhaul of the entire slot allocation process.

We do take into account the challenges that the noble Lord, Lord Bruce, raised. The noble Lord asked whether we would take a different approach to the EU, and I suspect that we will, but not that we necessarily will—it depends on the EU’s approach to the periods after summer 2021. We will, however, certainly be looking at other percentages in relation to a waiver, and considering very carefully the conditions that we attach to the regulations.

The noble Lord also mentioned enforcement powers, and I think that I said, in my opening remarks, that we would consider them. There are probably at least three key elements to the way in which we will take this forward. We need to think about: new entrants and whether they are able to get into the market; the needs of passengers, which is a critical element; and—as the noble Lord pointed out to great effect—regional connectivity, particularly to places, such as Aberdeen, where the alternative is very long. Being on a train for seven hours does not sound like huge fun.

I think we will return to many of the points the noble Lord raised when we discuss the regulations that will be put before your Lordships’ House. I look forward to those debates; I think they will be quite challenging, and we will be able to have discussions on all the elements he mentioned.

Turning to issues raised the noble Baroness, Lady Randerson, I am pleased that she agrees with 2024. Would it not be nice if we did not have to do anything until 2024? But I suspect we may need to be doing something by then, so we are just future-proofing the amendments. The noble Baroness had a number of quite detailed questions about how one, for example, determines that an operator has ceased operations. Those are exactly the things we are asking the sector at the moment. The consultation, as the noble Baroness knows, started right at the end of December—a three-week targeted consultation to try to get to the bottom of these very knotty problems.

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[Lord Balfe (Con)]

I am speaking to this general set of amendments, but I want to speak particularly on disabled safety features on drones. The Bill should make it illegal to fly a drone if any safety features are inoperable or have been disabled. My noble friend Lord Whitty tabled an amendment to this effect in Committee. The Minister’s assurance then was that the safety feature that could be referred to would be electronic conspicuity, the disabling of which would be covered under other provisions. That, we believe, is not the case. Lights, geo-awareness and geo-fencing, software functions that limit altitude, remote ID and various redundancy measures could all be covered under this provision. There are technical requirements for certain systems whereby the user cannot modify them—for example, data associated with remote ID. However, this does not protect against deliberate hacking or intentional disabling of systems. A provision that makes these acts illegal is therefore relevant.

BALPA has engaged directly with staff at the DfT on this point and we are grateful to the Minister’s officials for doing so. We note that the Government believe that sufficient safeguards are already available in the Air Navigation Order to cover this matter, but, overall, we still believe that a specific and separate offence should be created in the Bill. I make these points for the Minister to take on board, as it is highly likely that this sensible and proportionate amendment may be urged when the matter is considered in the other place. I hope the Minister can take this back to the department and reflect on it as the Bill proceeds further.

[Lord Tunnicliffe (Lab) [V]]

My Lords, I start by congratulating the Minister on her spirited 12-minute speech, which covered all these amendments.

In the heady days of the 1960s, I went to university for three years. Her Majesty was good enough to teach me to fly in the Royal Air Force. At university, I ran the college bar and happened to get a maths degree. It was useful training, which led me into an airline career. Running the college bar gave me first-hand experience in line management, and I am afraid that the only effect of the maths degree was to make me even more pedantic than I was naturally.

Accordingly, when the Minister was kind enough to send a letter setting out these amendments and where they were, I read it and alighted on some of the words used. She wrote to clarify that these were “largely” technical changes, saying that it is important to note that these amendments, if accepted, will not change the policy intention of the Bill and are, “in most cases”, just making minor but essential changes. Either the words are careless, and the changes are wholly technical—though I believe that there is no such thing in most cases—or some of these amendments are not technical in nature. In her response, can the Minister tell me which of these many amendments is not a technical change but has some substance? Or can she assure me that the words “largely” and “in most cases” should have been omitted from her letter and that all the changes are technical?

I ask for this assurance because we do not have the resources to work through such a large number of amendments. We made an attempt—and I commend our adviser, Ben, who worked through them. He could not find anything that was not minor and technical, but I would value the Minister enlightening me and satisfying my pedantic approach.

[Baroness Randerson (LD) [V]]

My Lords, like the noble Lord, Lord Tunnicliffe, I have grappled with all these amendments. I wondered whether what seemed minor and technical to me might seem very significant to someone working in the industry. I thank the Minister and her officials for their thorough briefings. However, this all shines a light on the unsatisfactory situation with this Bill—a major tranche of amendments has been produced because of the time that has elapsed.

I support the points made by the noble Lord, Lord Balfe. They underline the need for a much more comprehensive approach and review. Although my amendment was narrowly lost, I hope the Minister will bear in mind the points I have made and the need to look more comprehensively at this in the near future.

As the noble Lord, Lord Balfe, said, as ever, the views of BALPA must hold great weight. It is important that safety is at the forefront of our minds, on all these issues. But because this is a diverse, complex and fast-changing subject, only people actually working in the industry are able to spot the problems when they first appear.

I agree with the noble Lord, Lord Tunnicliffe. I cannot see anything here which is not detailed and technical. Therefore, I have no objections to the amendments.

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Moved by

[Lord Tunnicliffe]

22: Schedule 8, page 64, line 20, after “may” insert “destroy the aircraft or”

[Lord Tunnicliffe (Lab) [V]]

My Lords, Amendment 22, in simple terms, allows an appropriate authority to destroy a drone. The Minister has been kind enough to debate this at some length and wrote me a letter on 11 January setting out three points. First, legally, the power to destroy a UA already exists. Secondly, operationally, destroying a UA is not generally desirable. Thirdly, existing technology is such that destroying a UA is often unnecessary. I am not being pedantic here, but the words in the last two points, particularly, are of a partial kind. The Minister does not really need to debate reasons two and three with me. When it comes to the third, I know that “existing technology is such that destroying a UA is often unnecessary”, but it may be necessary. I accept that, “operationally, destroying a UA is not generally desirable”, as all sorts of second-order effects would have to be taken into account. Nevertheless, the only point I wish to debate is that, “legally, the power to destroy a UA already exists”. In her response, I would like the Minister to convince me of that.

I am aware, through my previous responsibilities, of the impact that can be made with two kilos of Semtex. The potential for a determined terrorist to use a UA for malicious terrorism is real. Such a terrorist coming from a sophisticated organisation would, of course, not have a drone with all the protective devices that a commercially applied drone has. The Gatwick incident showed that the police were then powerless, probably for technical reasons, to stop massive disruption taking place by the use of a drone. It seems to me that if a serious terrorist-like incident were developing, one would want a clear power for the authorities to destroy a drone. The burden rests with the Minister to convince us that the powers that exist are genuinely sufficient to make sure that the authorities, in appropriate circumstances, could destroy a drone in the interests of safety and limiting damage or massive destruction. I beg to move.

[Lord Balfe (Con)]

My Lords, I will not detain the House for long, but this is my application to join the pedants’ club, which was advertised somewhat earlier.

The amendment says

“insert ‘destroy the aircraft or’”.

The clause would then read:

“The constable may destroy the aircraft or require a person to ground the aircraft”.


I thought that this was a sort of “Derbyshire Constabulary amendment”, where they go chasing round after people—a constable cannot destroy an aircraft. What would we have? Would we have Derbyshire police with a popgun? I am afraid that it just will not work.

I can see what is meant but I can also see that we need to think this through a bit more thoroughly, particularly the attendant risks that might arise. The power conveyed in this Act could almost certainly be incompatible with the European Convention on Human Rights. I speak as a long-standing alternate member of the Council of Europe, and, indeed, as someone who was for some time a chair of its committee on implementation of judgments of the court. Even if the wording were sound, I am not sure that the principle is. You would need a proper judicial process in order to destroy a drone, and you would not be able to do it as an either/or—we will either destroy the drone or make you land it and then we will talk to you. I suggest that the amendment is well meaning but, unfortunately, defective.

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[Baroness Vere of Norbiton (Con)]

I thank the noble Lord, Lord Tunnicliffe, for his amendment, which gives the police the power to destroy a UA if they have reasonable grounds for suspecting that it has been, or is likely to be, used in the commission of an offence. We have had many a thought-provoking discussion on this, both inside and outside the Chamber. If he will forgive me, I will set out the Government’s stall in full, even though I am aware that he accepts two of the arguments that I am about to put forward.

While I understand the intention behind this amendment, it is critical that all powers in this Bill are necessary and proportionate, and we have worked very hard with the Home Office and the police to ensure that this is the case. Our aspiration for this Bill has always been to ensure that we provide the police with the powers necessary to effectively respond to UA incidents, while ensuring that we do not inadvertently discourage positive UA use in the UK.

I will set out the three key reasons as to why the Government are of the view that this amendment is not required. First—I think that this is the point that the noble Lord needs to be convinced on—from a legal standpoint, the powers to destroy a UA already exist. Section 3 of the Criminal Law Act 1967—the CLA—allows the reasonable use of force in the prevention of crime. This is not police-specific legislation, but it is legislation that the police can, and do, rely on in circumstances where force is required. It would allow a police officer to destroy a UA in extremis if it were deemed necessary, subject to risk assessments.

The powers in this Bill must be necessary and proportionate, and the police assess that Section 3 of the CLA 1967 is sufficient and proportionate in the case of a UA, in line with other areas of policing. This legislation is used for other aspects of policing that require force in the prevention of crime, such as the use of police batons. Therefore, there is no legal requirement to provide for this power in the Bill. Indeed, doing so would set an unusual precedent: why would we specify a drone and not anything else? This could be taken to undermine reliance on the CLA 1967 in other areas.

Secondly, destroying a UA is not generally operationally desirable because there is a need to maintain presentable evidence as part of a police investigation and any subsequent court proceedings. Destroying a UA could render digital and forensic examinations impossible, potentially compromising an investigation.

Thirdly, existing technology is such that destroying a UA is also often unnecessary. The Government’s counter-unmanned aircraft strategy committed to the creation of a new national police counter-unmanned aircraft capability in the UK. This capability makes use of technology that is more sophisticated and does not by necessity result in the destruction of the UA. It relies on defeat countermeasures, known as “effectors” or “jammers”, which have a number of impacts on the UA, such as causing it to return home, landing it or forcing it to hover—the specific outcome depends on the UA programming. These effectors defeat the UA and prevent whatever malicious action it was going to take in a way that is more proportionate, easier for the operator to use and less likely to cause unwarranted collateral damage than the use of technology that destroys the UA.

The noble Lord previously raised a concern that the Bill and the package of related counter-UA measures we are taking would not be impactful in a high-threat UA incident. I will now set out why I believe that the Bill, alongside these other measures, would have sufficient impact. First, our operating procedures across a range of critical national infrastructure sites, such as airports and other key sites such as prisons, are constantly evolving and have significantly improved since the Gatwick 2018 drone incursion. This allows for a faster, more effective response by both the site and the police. The Bill supplements this as it extends the range of public authorities that can be given authorisations to make lawful the use of jamming equipment to counter UA.

Secondly, as I mentioned, the police have new capabilities and counter-UA measures available to them, which provide a step change in our ability to respond to UA incidents, compared to Gatwick 2018. The Bill supplements this by providing the necessary powers for the police to use this capability to its fullest extent.

Thirdly, if an incident occurs that cannot be stopped by either our operating procedures or our police capability, we can use Section 3 of the CLA 1967 to use necessary reasonable force to stop or, where absolutely necessary and proportionate, damage or even destroy the UA.

I hope that, based on the reassurances I have given, noble Lords will be satisfied that this Bill provides the police with sufficient powers to deal with UA offences, and that there are existing powers in law under which the destruction of a UA is, and can be, justified, where it is absolutely necessary in the circumstances. Therefore, I hope that the noble Lord, Lord Tunnicliffe, will feel able to withdraw his amendment.

[Lord Tunnicliffe (Lab) [V]]

My Lords, I listened to that explanation and remain unconvinced that it will not cause significant delay in what would be a fast-moving event and that the police or other appropriate authority would not, in fact, be more effective if they had the power to destroy a drone in a serious emergency situation. However, I have a difficult problem in pressing this any further in that the Minister arranged a meeting with senior Home Office and police people who said that they did not want the power, and if they are not attracted to having it, it would be unreasonable of me to press this further, having failed to convince the Government.

Before I finish, I note that we have done Report in three hours and 30 minutes. An observer of our normal proceedings might say that we have not taken this Bill seriously. In fact, we have taken it very seriously, and I commend the Minister and her people for the enormous amount of time, effort and letter writing they have put in to responding to the many questions and concerns we have put to them. Accordingly, I can assure society in general and anybody watching this event that opposition scrutiny and, as far as I can tell, Liberal Democrat scrutiny of the Bill have been very thorough indeed and very efficiently handled by the Minister and her people, and I thank her for that. I beg leave to withdraw the amendment.

Amendment 22 withdrawn.

Airports Slot Allocation (Amendment) (EU Exit) Regulations 2021

Lord Tunnicliffe Excerpts

Tuesday 19th January 2021 Grand Committee

[The Deputy Chairman of Committees (Baroness Garden of Frognal) (LD)]

The noble Lord, Lord Berkeley, has withdrawn so I call the noble Lord, Lord Naseby. We do not seem to have the noble Lord.

[Lord Tunnicliffe (Lab) [V]]

He has not unmuted himself.

[The Deputy Chairman of Committees (Baroness Garden of Frognal) (LD)]

Lord Naseby, are you unmuted? Are you going to speak to us? No? In which case, the noble Lord, Lord Mann, has also withdrawn so we will move on to those winding unless the noble Lord, Lord Naseby, is there.

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[Lord Tunnicliffe (Lab) [V]]

My Lords, I thank the Minister for introducing this statutory instrument. She related it to an amendment to be tabled to the ATMUA Bill that we will consider on Thursday, which made it all make sense. It is a great shame that that relationship was not brought out in the Explanatory Memorandum, as it would have saved me quite a lot of time in trying to understand it. Just to make sure that I am clear, can the Minister confirm that this SI will effectively be used just once, to permit alleviation for summer 2021? Does it have precisely the same rules as the revised Regulation 95/93 had for winter 2021? Is it effectively a bridge to the powers that the Secretary of State will have when the amendment to the ATMUA Bill is agreed? Is another, negative order necessary to complete the bridge?

Looking to make a slightly longer speech, I alighted on paragraph 10.2 of the Explanatory Memorandum, which is about consultation. I noticed that whereas paragraph 10.1 said what the response was, paragraph 10.2 was silent. I was then lobbied. There is a rule of the Medes and Persians that lobbyists always lobby you the day before you have to make a speech. The institution lobbying me was Heathrow. While I thought that this was a perfectly sensible, uncontroversial measure, it emerges that it is not as uncontroversial as it seems.

Heathrow introduced me to the Worldwide Airport Slot Board, or WASB, comprising the Airports Council International, the International Air Transport Association and the Worldwide Airport Coordinators Group. It raised three questions. It seems that the WASB had put together for summer 2021 an agreement, which was not as simple as the terms of this SI, to better relate the management of slots in the summer 2021. Heathrow claims that this was supported by airlines, airport operators and a number of Governments. So the first question it asks is, if the majority of industry responses to the ongoing consultation do not support a blanket waiver, why are the Government pushing ahead with it? It goes on to point out the value of this general agreement and notes that it has already been accepted by Canada, Cambodia, Malaysia, New Zealand, Taiwan, Vietnam, Japan, Hong Kong, South Africa, Singapore and Mexico. It asks why the Government are looking to be out of step with other nations and not consulting on the industry proposals, as per the number of other countries around the world?

Commenting on the amendment we are to discuss on Thursday—in a sense I give notice of this now—will the Government outline and propose the type and scope of industry consultation, and the timeline to which it should take place, before a policy decision on future waivers is taken?

I hope the Minister can give me some reaction to these points. Some may be fairly straightforward, with respect to this statutory instrument, but I am sure it will be a useful input to our debate on Thursday about the amendment to the Bill.

I hope she will also forgive my making one or two general points about the situation we find ourselves in at the moment. The industry is in dire straits and, at the end of the day, glamorous as it is, it will not survive without increased support from the Government, one way or another. I welcome the Treasury’s business rates relief for airports and ground services; however, this barely makes a dent while the whole sector continues to bleed cash. The Government must do more and, as promised last year, announce robust financial support packages for the industry. The Government must now also set out a clear plan on how they expect restrictions to be lifted with the vaccine rollout.