Draft Airports Slot Allocation (Alleviation of Usage Requirements) (No. 2) Regulations 2022
Debate between Robert Courts and Grahame Morris(1 year, 9 months ago)
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The Parliamentary Under-Secretary of State for Transport (Robert Courts)
I beg to move,
That the Committee has considered the draft Airports Slot Allocation (Alleviation of Usage Requirements) (No.2) Regulations 2022.
The regulations, if the Committee approves them, will be made under the powers conferred by the Air Traffic Management and Unmanned Aircraft Act 2021. They take the opportunity of our departure from the European Union to create a more flexible set of powers that will be available to Ministers when implementing slot alleviation measures. We are now able to take the approach that is best able to support our own circumstances.
To explain the circumstances behind the regulations, we have all seen the disruption that holidaymakers and other passengers have faced at some of the UK’s airports, particularly over the recent Easter and half-term breaks. There have been unacceptable queues, delays, and short-notice cancellations of flights. The persistent impact of the covid-19 pandemic has presented challenges for the aviation sector as it recovers, and that sector has faced difficulties in ramping up operations to meet the high levels of demand.
Airlines, airports, and the myriad businesses that support aviation operations have struggled to recruit and train enough staff. Many other airports around the world have struggled in a similar way with similar challenges, and those challenges—combined with air traffic control restrictions in place over Europe, with airspace closures and strike action in European air traffic control—have resulted in short-notice cancellations of flights and considerable disruption for passengers.
The Government are doing everything in their power to support the aviation industry and ensure that passengers can fly with confidence over the summer. For example, on 30 June the Government set out a 22-point plan to support the aviation industry in avoiding further disruption over the summer peak period. One of the key elements of that package is the slot amnesty, which offers carriers more flexibility to plan and deliver reliable schedules. The slot amnesty introduces a one-off change to slots policy for the remainder of the summer 2022 season.
Critical to that amnesty will be the sector itself ensuring that it can develop robust schedules that it is confident it can deliver. Ordinarily, airlines must operate slots 80% of the time in order to retain the right to the same slots the following year at slot-constrained airports—the 80:20 rule or, as it is often called, the “use it or lose it” rule. When the pandemic initially struck, that 80:20 rule was fully waived to avoid environmentally damaging ghost flights and financially costly flights with few or no passengers. Following the UK’s departure from the EU, the Government introduced new temporary powers through the ATMUA Act to provide a more tailored alleviation of slots rules in response to the ongoing impact of the pandemic on demand.
For summer 2022, the Government’s focus was on encouraging recovery following the success of the vaccine roll-out, the removal of travel restrictions, and the positive demand outlook. After consulting with industry and considering the evidence, the Government determined that 70:30—a reduction from 80:20—was an appropriate usage requirement, with an extended, justified non-use provision that exempts carriers from the rules if they are operating in markets where restrictions are still in place. However, in light of the recent severe disruption at UK airports caused by the persistent impact of covid, we consider that further alleviation measures are justified for the summer 2022 season, which runs until 29 October 2022. As required by the ATMUA Act, we have also determined that there is a continued reduction in demand, which is likely to persist.
Therefore, on 21 June, we published today’s statutory instrument, which sets out our plan to offer carriers a two-week window during which they can hand back up to 30% of their remaining slots for summer 2022. The measure is critical, because it enables airlines to take stock of what they expect to be realistically deliverable over the summer and plan accordingly without having to worry about losing their historical rights to their slots. In other words, they can look at their schedule and understand what they have the capacity and resource to fly, and if they do not have that capacity or resource, we have given them the ability to hand back slots without worrying about what will happen to them in the following year, because those slots are valuable commodities. The proposal was developed following a short consultation with airports and airlines, and consideration of their responses. There was strong support for the proposal, with the great majority of airlines and airports supporting it.
The draft instrument applies to England, Scotland and Wales. Aerodromes are a devolved matter in Northern Ireland and, as there are currently no slot-constrained airports in Northern Ireland, the Executive agreed that it was not necessary for the powers in the Act to extend or apply to Northern Ireland.
On the content of the draft SI, the regulations aim to minimise disruption at airports, to give more certainty for airline operations and to improve outcomes for passengers. By offering carriers the opportunity to return slots that they cannot operate, the aviation sector should be better able to plan ahead and to deliver a realistic summer schedule that minimises disruption at airports.
We have allowed carriers to return up to a maximum of 30% of the slots they hold for the rest of the season, from 9 July to 29 October. That applies only to slots that would be flown at least 14 days after they have been handed back, to protect consumers from short-notice cancellations and to give them time to make alternative plans.
Grahame Morris (Easington) (Lab)
I am grateful to the Minister for explaining the rationale, but will he clarify why the Government rejected the recommendations of the Transport Committee in our aviation report in respect of the reallocation of slots? Is it because of recent events—the queues and so on—at the airports?
Draft Hovercraft (Application of Enactments) and Merchant Shipping (Prevention of Pollution) (Law of the Sea Convention) Amendment Order 2022
Debate between Robert Courts and Grahame Morris(1 year, 10 months ago)
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Robert Courts
This has been a very interesting debate and lots of good points have been raised. I have enjoyed hearing something of the history of the hovercraft. Of course, it is a great British invention. The first was designed towards the end of the 1940s and built in the early ’50s, and it operated very successfully. Others may remember, as I certainly do, the Dover to Calais hovercraft. It was very impressive, albeit quite small and, as the hon. Member for Wythenshawe and Sale East said, extremely noisy and expensive in terms of fuel use.
Members have referred to the hovercraft that operate from Southsea. It is worth noting that they not only operate from Southsea but are made locally by Griffon Hoverwork in Portchester. We have discussed the importance of these measures—the hon. Member for Wythenshawe and Sale East asked about the future of skills and the green side of things, which I will come to in a second. It is important to note that this is a high-tech British company providing great maritime jobs and great skills in a local area—all the things we will need if we are to green the industry and to continue being a great maritime nation. Although the order has a limited impact, we all ought to recognise how important this is not just to this country’s maritime heritage, but to its maritime future, as well as to its international place.
The hon. Member for Easington asked about consultation. It is important to recognise that what the order does is to create powers. Of itself, the order does not create anything that will have an impact. I perhaps conflated matters slightly in talking about powers that will be made under it. For the reasons I have given—there are no hovercraft operating internationally at present—there will be very little impact. In and of itself, this order will have no impact. Therefore, there is no consultation or impact assessment. I hope that makes the position clear.
The hon. Gentleman also asked me, linked to that point, about the impact on jobs. In and of itself, there will be none, but the order does ensure that our regulatory environment is up to date, in line with our international obligations. That will ensure that Griffon Hoverwork can start looking to the future and considering what it will do next, which will help my hon. Friend the Member for Meon Valley in her constituency and nearby areas, and indeed the whole of the south and the maritime sector more generally.
The hon. Gentleman is right to say that the IMO generally leads on pollution, and I am glad that he has been over to visit it. We are proud to have the IMO—the UK’s UN agency—here; I can literally see it out of the window as I speak. We are always a leading country in the IMO. We are driving for more ambition on tackling pollution and decarbonisation, which is one of the other big issues we have to face. I hope that that deals with the hon. Gentleman’s points.
Robert Courts
I think the hon. Gentleman’s point was whether there was any commercial impact on catamarans. I apologise. No, there is not. I thank him for letting me clarify that.
The hon. Member for Wythenshawe and Sale East asked me to address the maritime backlog. The order itself is not part of the maritime backlog, but it contains powers, as I have explained, that will enable us to make the latest amendments to the STCW convention. Those regulations are part of the backlog. As the hon. Gentleman knows, I appeared before the Secondary Legislation Scrutiny Committee and explained the Department’s progress. For a number of reasons, a backlog has built up, which we are working very hard to tackle. I am pleased to say that I updated that Committee in April this year, and confirmed that nine SIs were left to make out of the original 30. The order will pave the way to ticking off another instrument in the backlog. So we are making good progress, in line with the commitments that I have given.
The hon. Member for Wythenshawe and Sale East also asked me about some of the things that we are doing about the green future of maritime, which is close to the Department’s heart. We recently announced £206 million for UK SHORE, which is the UK Shipping Office for Reducing Emissions. That is essentially putting money into the high-tech companies and the regulatory innovative structure that will create the decarbonising shipping industries of the future. It included a second round of the clean maritime demonstration competition. I have seen the outcomes of the first part of the CMDC, which are extremely exciting. Those great high-tech, high-skilled jobs and green opportunities are creating the ecosystem, and passing the order will enable us to go further. The Clydebank declaration, which came out of COP26, deals with green shipping corridors, which we are looking to establish with like-minded countries around the world.
I hope that I have covered all the points that right hon. and hon. Members made, and that I have explained the purpose of the order. I hope that the Committee will agree that protecting the environment from all kinds of pollution is vital and that it is important to ensure that our seafarers are adequately trained on the vessels that they operate. It is part of the UK’s commitments, and part of the importance that we attach to protecting seafarers, and I hope that the Committee will approve the order.
Question put and agreed to.
Oral Answers to Questions
Debate between Robert Courts and Grahame Morris(2 years, 1 month ago)
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Robert Courts
My right hon. Friend has raised the question of Westbury and the difficulties his constituents are facing. I have heard that very clearly, and I will ensure that he gets a detailed response from the roads Minister, Baroness Vere, on the progress.
Grahame Morris (Easington) (Lab)
Ministers will be aware that the Select Committee on Transport recently visited Leeds and Bradford as part of our inquiry into the integrated rail plan. Has the current Transport Secretary seen the former Transport Secretary Lord McLaughlin’s comments that the Government’s revised integrated rail plan goes against the best interests of people in the north of England? Is that why he has reduced Transport for the North’s budget by 37%?
Robert Courts
The Secretary of State has met Lord McLaughlin recently, and he will no doubt have reiterated the point that I reiterate to the hon. Gentleman and everyone who asks about the integrated rail plan, which is that this is £96 billion of investment—the greatest from any Government in recent history.
P&O Ferries
Debate between Robert Courts and Grahame Morris(2 years, 1 month ago)
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Robert Courts
I am happy to look at what the measures in his Bill were, but we need to understand exactly what has taken place. I agree with his wider points about the actions that P&O has taken at the same time as treating its workers this way. Treating long-serving, loyal, hard-working, skilled people in this way cannot be defended.
Grahame Morris (Easington) (Lab)
I thank the Minister for coming to the House to make this statement and compliment him on the tone with which he delivered it, but the Government clearly must do more to protect British workers. He mentioned 800 redundancies, but the jobs are not redundant: the reality is that those 800 British-based seafarers are going to be replaced with 800 overseas seafarers who will work for cheaper rates. It is an absolute and utter disgrace. People anticipate that the Minister and his Government will do something about this to prevent it from happening again in future. If they do not, other employers—such as Heathrow airport or anyone else—could go down a similar route. Did the Prime Minister discuss P&O Ferries’ plans with anyone from Dubai-based DP World during his recent trip?
Robert Courts
The hon. Member is quite right to draw attention to the fact that we have and will continue to have a need for seafarers. We are a maritime nation and we depend on such links for connections in respect of people as well as in respect of freight. The hon. Member is of course right about that. I am passionate about championing British seafarers, about their skills and about ensuring that more people have the ability to benefit from a fascinating, rewarding and enjoyable career. I will continue to work with my colleagues to see what more can be done on that.
Oral Answers to Questions
Debate between Robert Courts and Grahame Morris(3 years, 3 months ago)
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Grahame Morris (Easington) (Lab)
The Parliamentary Under-Secretary of State for Transport (Robert Courts)
A range of support measures have been made available to UK businesses, including the coach industry, such as the coronavirus job retention scheme. Coach operators and manufacturers can also contact their local authority regarding discretionary funding provided by the Government for companies experiencing a severe impact on their businesses.
Grahame Morris
Notwithstanding that answer, I have a simple question: why have Ministers still not committed to providing targeted support for coach companies, most of which are small, family-run, community-based businesses that provide essential support to other sectors but have been unable to access coronavirus support packages?
Robert Courts
I thank the hon. Gentleman for raising this matter. I know that he led a very well-attended debate in Westminster Hall just before Christmas. This is a very challenging time for the sector; I entirely recognise that. It is a very diverse sector, and it is difficult to have a one-size-fits-all scheme. A variety of support has been provided by the Government, such as the Department for Education’s money to provide additional support for school and college transport, the Department for Transport’s money to support Christmas travel and the Treasury’s funding for the additional restrictions grant.