(6 years ago)
Grand CommitteeThat the Grand Committee do consider the Operation of Air Services (Amendment etc.) (EU Exit) Regulations 2018.
Relevant document: 4th Report from the Secondary Legislation Scrutiny Committee (Sub-Committee A)
My Lords, these draft regulations will be made under the powers conferred by the European Union (Withdrawal) Act 2018, and will be needed if the UK leaves the European Union next March without a deal. Following the UK’s decision to leave the EU after the referendum in 2016, the Government have been working to develop a positive future relationship with the EU. This would include a comprehensive and ambitious air transport agreement.
The Department for Transport has undertaken a significant amount of work with respect to the withdrawal negotiations and to prepare for the range of their potential outcomes. The best outcome is for the UK to leave with a deal and, as noble Lords will be aware, a draft withdrawal agreement is being considered. We remain confident that this agreement will enter into force at the end of March next year but, as a responsible Government, we must make all reasonable plans to prepare for a no-deal scenario. To that extent, we have conducted particularly intensive work to ensure that there continues to be a well-functioning legislative and regulatory regime for aviation. We set out in the technical notices in September how this would work and this instrument provides the means to deliver some of those outcomes.
EU Regulation 1008/2008 provides the basis for the internal market in air services. It consolidated provisions within a number of prior regulations that had gradually liberalised the market for air services within the EU. The regulation sets out harmonised conditions for the licensing of air carriers in the EU and provides the right for any EU-licensed air carrier to operate on any route within the EU, without prior authorisation. The regulation prohibits market distortions which had historically existed in Europe, such as restrictions on pricing or the ability of air carriers to freely set air fares and lease each other’s aircraft. It also sets out common rules for the provision of public service obligations through scheduled flights to peripheral regions that would not otherwise be commercially viable.
A further element of the internal market provided for by this regulation is for wet leasing. A wet lease is when one air carrier leases an aircraft together with its crew, maintenance and insurance from another operator. EU air carriers can freely wet lease aircraft registered in the EU, provided that it would not endanger safety, but restrictions are imposed on the lease of aircraft from beyond the EU. The EU has also pursued an external aviation policy by agreeing comprehensive air transport agreements with third countries, and by seeking consistency in the provisions of the bilateral air service agreements between member states and third countries. Regulation 847/2004 establishes a procedure for member states to notify each other and the Commission, and to work together on the negotiation and conclusion of air service agreements.
The draft regulations we are considering today fix deficiencies in the retained EU regulations, alongside the preserved domestic legislation made to implement aspects of those regulations, so that the statute book continues to function correctly after exit day in the event of no deal. The effect of these fixes was described in the technical notice published in September, which set out how the UK would regulate air carriers. Many of the fixes make it clear that the retained legislation applies only to the UK. For instance, references to “Community air carrier” are replaced with “UK air carrier”. Another amendment requires air carriers to have their principal place of business in “the United Kingdom” rather than in “a member state”. Since, in the event of no deal, the UK would no longer participate in the EU’s external aviation policy and the Commission would have no authority in the UK, regulation 847/2004 would be revoked. The UK would be free to negotiate bilateral air services agreements with other countries without regard to the Commission or EU member states.
My Lords, this is really the most extraordinary debate in which I have ever taken part. I say this with no disrespect to the low key introduction by the Minister in which she explained exactly what is happening—at least the detail, but not the context of it. Sitting in this Committee Room are a number of Members of the House and officials who would be much better occupied doing something useful. We are looking at a proposal—a statutory instrument—for a no-deal situation which the Government do not want and which the vast majority of people in the House of Commons do not want. We are going to spend hours dealing with many more.
This is one of nearly 700 statutory instruments that are coming before us because of this crazy Brexit in which we are currently involved. Even allowing for all those qualifications and even if we have to, this is not a satisfactory way of doing it. This has such major implications that it would normally be in a Bill discussed on the Floor of the House at Second Reading and then in detailed consideration in Committee. We would go through all the implications, discuss them, consider amendments and work out what was wrong and what was right. Now we are expecting it to go through on the nod in this Grand Committee. I hope not to spoil these expectations—it might do. It is not a satisfactory way of dealing with the situation.
Then we get the report of Sub-Committee A of the Secondary Legislation Scrutiny Committee. This Committee has had to divide into two sub-committees. My noble friend Lord Cunningham has taken over the duty of chairing the second sub-committee to look at this in detail. They are doing a good job under very difficult circumstances. On this statutory instrument they have come up with a devastating report—one of the most devastating I have seen:
“We draw these Regulations to the special attention of the House on the ground that they give rise to issues of public policy likely to be of interest to the House”.
It continues in paragraph 11:
“The House may wish nonetheless to press the Minister further on how, in the event of “no deal”, bilateral arrangements between the UK and individual states will be put in place before exit day to ensure there is no gap in the continuation of flights between the UK and the EU after 29 March 2019”.
The Minister dealt to some extent with that, but not fully, and I shall come to the detail of that later. Paragraphs 13 and 16 outline the additional responsibilities that the CAA will have and doubt whether it will be able to deal with them without substantial additional resources—which, again, would be better spent elsewhere instead of doing something completely unnecessary. Paragraph 22 states:
“The House may wish to press the Minister on the issues of reciprocity that arise in maintaining the current wet leasing arrangements”.
I have not previously seen a report that raises so many questions.
Look at what is happening outside the Chamber. In an excellent report by Chris Morris, the BBC’s Reality Check correspondent—thank goodness that we have people doing reality checks particularly on Brexit—he points out that if we leave with no withdrawal agreement,
“the UK would no longer be part of the EU’s single aviation market, which is the basis for flights in and out of the country at the moment, not just to the EU itself, but to other countries with which the EU has a deal—such as the United States and Canada. In all, the EU governs direct UK aviation access to 44 other countries”.
As the Minister said, and as the report states, of course, you can always negotiate new agreements,
“but access would start at a pretty low level and negotiations take time”.
We know that they will take a substantial time. He continued:
“That's why a sudden no-deal scenario is so alarming to the industry”.
That was even pointed out by the Chancellor of the Exchequer in October last year:
“The UK would no longer be governed by the regulations of the European Aviation Safety Agency, which deal with all sorts of things like maintenance and common standards”.
As the report states, we would have to undertake the responsibility of dealing with those ourselves—again, extra expenditure:
“The UK Civil Aviation Authority could … take on all the same rules, and hire lots of new staff to implement and oversee them, but it would”,
then have not only the extra expenditure, but,
“have to convince other international regulators to recognise it—another time-consuming process”.
So we would have to go round to convince all the other regulators that they should recognise our approach. As the Reality Check correspondent said,
“if you're following EU aviation rules in full, you basically have to accept a role for EU courts like the European Court of Justice as well”.
According to the Prime Minister, we will no longer be subject to the European Court of Justice, but it will be involved in this, according to the BBC report. All of this makes it difficult for airlines that are already selling tickets for flights after the planned Brexit, which many of us here hope will not go ahead. The report continues:
“‘Right now we will continue to sell in the hope and belief that when a conclusion comes to the Brexit scenario, common sense will prevail and people will realise the need for intra-Europe travel’, said Roy Kinnear, the chief commercial officer of FlyBe. ‘The biggest fear has to be if at the eleventh hour and fifty-ninth minute there is a complete cessation and breakdown, and a shutdown of air travel between the UK and Europe”.
It is being predicted that they could be a total shutdown of traffic between the United Kingdom and Europe.
The International Air Transport Authority is worried. IATA states:
“The UK government’s papers on the air transport implications of a “no deal” departure from the EU clearly exposes the extreme seriousness of what is at stake and underscores the huge amount of work that would be required to maintain vital air links”.
Its director-general said:
“While we still hope for a comprehensive EU-UK deal, an assumption that ‘it will be all right on the night’ is far too risky to accept”.
That is what the Government are accepting: it will be all right on the night. We have heard them say something equivalent to that so many occasions.
I could go on at great length; I have lots more to say.
Well, the Minister is encouraging me to do that. Lots more could be said.
The development of low-cost airlines, which we and—I was going to say “our” constituents—the constituents of Members of the other place have all taken advantage of, has been based on arrangements agreed within the European Union, which we have been part of.
I have a specific question for the Minister. Access to the EU’s internal market for air transport could be retained by the UK joining the European common aviation area. Membership is not restricted to EU member states. However, membership would require the UK to accept EU aviation laws and may be incompatible with the stated desire of the UK Government to be extricated from the jurisdiction of the Court of Justice of the European Union. Given the awful prospect of no deal, which almost all of us pray will not happen, will we consider joining the ECAA and therefore accept the jurisdiction of the Court of Justice?
The question of leasing was also raised by the committee. At present, aircraft owned by or leased to nationals of, or companies with their principal base of business or registered office in, the EEA and the Commonwealth, may be registered in the United Kingdom. Will this ability to register aircraft on the UK aircraft register be open to EEA entities post Brexit?
The airlines have made various comments. Michael O’Leary, the outspoken chief executive—I do not think that he has been got rid of yet—of Ryanair, said that a no-deal Brexit was now more likely and that, in such a scenario, flights would be grounded. IAG, which owns British Airways, Iberia and Aer Lingus, was more positive in its assessment. Willie Walsh—wee Willie Walsh—said in March that he firmly believed that the issue of flying rights would be resolved. Well, what I understand it to have done to resolve it is move its headquarters out of London to Madrid—that is a strange way of resolving it—like many others are moving out of London because of Brexit.
This is a total disaster. I hope that the Minister will answer the questions. I hope that she will try hard to give some reassurance, although I do not think she can. However, if there is no such reassurance, I shall not be prepared to accept this statutory instrument today.
My Lords, following on from my noble friend’s excellent summary of where we are, I recall a couple of weeks ago in debate on an Oral Question in the Chamber suggesting to a Minister that the safest way would be for the Government to advise people not to buy package holidays that started on or after 30 March, because there is no compensation at the moment and the planes might not fly. The Minister thoroughly rejected that idea, as of course he would.
I hope that the Minister will respond to my noble friend’s reference to the comments in the Secondary Legislation Scrutiny Committee’s report. I do not want to repeat them, but they are highly complex. For the CAA to have to give out route licences as well as operating licences looks to be a recipe for not having enough people and, as my noble friend said, for grounding. The same applies in respect of paragraph 16, so I shall not go on to that.
I am very disappointed with what is listed under “transport” in the political declaration that came out last week. As somebody else has said, it is a series of statements without verbs. It states that the parties intend to have a comprehensive air transport agreement. Well, they might do, but they have a lot of work to do. It refers to:
“Comparable market access for freight and passenger road transport”,
and acknowledges the intention of the UK and other member states,
“to make bilateral arrangements for cross-border rail”.
That is all on rail; there was nothing else on it at all. It also says that the maritime transport sector would be underpinned by,
“the applicable international legal framework, with appropriate arrangements for cooperation on … safety and security”.
When will we see the SIs covering these other sectors that we have not seen already? We will want to have a pretty detailed debate on them.
My noble friend mentioned safety and maintenance. They are extremely important. I will raise the question of standards across the various sectors. I wrote to the Minister a couple of weeks ago on railway standards. She kindly replied today so I have not been able to circulate her reply around, but I will do so. It exposes quite a significant difference of approach between different parts of the Department for Transport. The Minister’s response on railway standards is basically that, although the Government would like to be able to have their own standards for domestic traffic, they would do this only after substantial consultation with the industry. That sounds fine. The industry, which I will not quote now, is very much in favour of staying in the European railway agency because of the international need to have one common set of standards across the world for ease of manufacturing and exporting as much as anything.
The same applies to the road sector with automotive manufacturing. The CEO of the SMMT, Mike Hawes, gave some very interesting evidence to the House of Lords EU Internal Market Sub-Committee recently, saying:
“The major regulatory powerhouses tend to be the EU, especially around the environment but also safety, and the US”,
but they are very different and demonstrate very different approaches to policy, particularly on safety and the environment. He says that the EU is highly influential. The same comments could equally apply to air. I am interested to see what the sub-committee says when it reports.
However, last week the Secretary of State said when he gave evidence to the same sub-committee that breaking away from the EU will mean that the UK can rip up the rulebook and set its own standards for sectors such as rail. He sees no reason why the country should be made to abide by European regulations. He told the sub-committee that there was no need to remain part of the European rail regulatory body as the country’s rail systems vary in a vast number of ways from that of continental Europe, but the only example that he could give was station platform heights, which is just crazy. Station platforms for HS2 might need to be a little bit different, but there are many more stations that HS2 trains will go into that will not be affected. Presumably the Secretary of State has the same views on other sectors, such as road and air. Why does he have that view? The Minister’s statement now and her letter to me seem to have a much more balanced approach to standards, recognising that all the industry sectors in transport want to keep close alignment with the standards for very good safety, exporting and general manufacture reasons.
I also have one or two questions on the regulations themselves. The first is on the PSOs, which the Minister mentioned. It is good that they want to continue with the use of PSOs but will there be a similar need for regulations for other modes such as the bus, rail and maritime sectors in this country? If so, when will we see those and if not, why not?
Paragraph 2.5 of the draft Explanatory Memorandum, as the Minister said, says:
“The Regulation will now reflect … that”,
the legislation,
“applies only within the UK”.
How will air carriers from outside the UK be able to apply for licences to operate either into or within the UK? Who do they apply to and how long is it going to take to operate?
My noble friend talked about British Airways and IAG. I have a big problem with IAG because I tried to fly to Madrid on Friday and I was denied boarding at Heathrow—the wonderful new terminal 5. It was particularly galling when I had got up at 4 am to get to the airport. The point was that I could not check in on the web because I had bought the ticket through Iberia, which along with British Airways is part of AIG, and it said online, “Go to the British Airways check-in” because it was a British Airways flight. So I went there and it said, “Go back to Iberia”. I did that three or four times and swore, then I left it and went to the airport, where they said the flight was full. I said “Well, I’ve got a ticket”, so they sent me to the gate and it was still full. It is so nice in terminal 5 because you cannot come back from its satellites by train; you have to walk through a long tunnel.
I got the standard European compensation very quickly and was promised a refund of the fare, because the next flight would have been too late. I said, “Could you cancel my flight back in the evening?”. She said, “You’re on an Iberia flight—I can’t cancel it”. Now this is one company. I do not know whether the company will be based in London, Madrid or Timbuktu, but if it cannot get its act together when it is one of the biggest operators out of the UK, heaven help us. I certainly shall not fly with it in the run-up to Brexit, if I can avoid it. I hope that other people will not have the same problem and that it will be all right on the night.
Paragraph 7.7 of the draft memorandum refers to:
“The discretion given to EU Member States to regulate the distribution of traffic rights and impose measures”.
Who does that? It is yet more extra work, maybe for the CAA or the Government. Paragraph 7.9 refers to,
“a permit in order to perform aerial work”.
I find the definition of aerial work slightly confusing. Is it about running a drone, aerial photography or what? Again, that seems to be a bit more work for the CAA. Finally, the Committee may be glad to hear, paragraph 7.11 refers to when operating air services to the EU is revoked and says that,
“all air carriers operating international air services from the UK will require a route licence”.
That is what we said before; who is going to negotiate the route licences and operating licences?
As my noble friend said, this will end in chaos. We are pretty well there. There seems to be no agreement even between different parts of the Department for Transport and the Ministers, and I share my noble friend’s view that the only solution is to stay within the EU.
My Lords, when I put forward my Private Member’s Bill—excitingly entitled the Open Skies Agreement (Membership) Bill—immediately after the last election it never occurred to me that, nearly 18 months on, my concerns would still not have been answered. My concerns related to the international air agreements that make international air travel possible. We are members of those agreements by virtue of our membership of the EU. The sad, chaotic situation that the Government have got themselves into in their Brexit negotiations is threatening many people’s plans for the future and threatening companies’ ability to trade in the future, because they cannot rely on air services.
This SI in preparation for a no-deal scenario is far from reassuring. Rather, as the noble Lord, Lord Foulkes, said, it reminds us all of what is at stake and how far we are from a solution. The report of the Secondary Legislation Scrutiny Committee points to a number of unanswered questions. I am grateful to the committee, as I am sure we all are, for its work and I am glad that the Explanatory Memorandum has been updated. Being rather a keen student, I read the original—even the updated one has a lot of complexity and leaves a lot of questions unanswered, but the original one was not as good as it should have been. If there is no deal, UK and EU airlines will lose, as the Minister said, the automatic right to operate services between the UK and the EU without the need for permission from individual states.
The DfT has stated that it expects to grant permission for EU carriers to fly to and from UK airports and expects that to be reciprocated. That is a lot of expecting. What discussions have the Government already had? The Minister said that a lot of work has been done on it, but are we in a position where the whole thing could be more or less rubber-stamped if Brexit arrangements were sorted out? Would everything else slot into place quickly, or are we at an earlier stage in the process? If there is no deal, the Government have said that they intend to make bilateral agreements with individual states. These would obviously need to be in place by the end of March if there is to be no gap in services. It might not be technically possible to sign them until that day, but they have to be fully agreed and worked up. Specifically, what progress has been made so far in these draft agreements on developing the understanding with the other 27 EU countries? Are we negotiating with all the rest of the EU as individual states or just taking the most important ones in terms of the level of traffic?
These regulations are yet another example of the steady increase in the amount of bureaucracy that is being heaped on individuals and companies as a result of Brexit. Last week—or was it the week before?—we were here discussing hauliers permits, trailer registration and international driving permits. This week it is the requirement for UK licensed air carriers to have both a route licence and an operating licence to provide services outside the UK. Although the DfT has been proactive in contacting carriers about this and we can therefore, I assume, count on the fact that air carriers across the EU are aware of it, and although awareness is clearly higher than in the case of the hauliers, who are largely completely unaware of what is going to hit them very soon, nevertheless it puts an additional burden on the airlines, as well as putting further responsibility on the CAA. I have remarked here before on the burden on the CAA of a wide group of responsibilities. We expect it to deal with space travel and failing airlines and to modernise airspace, and now we are expecting it to provide additional licences for air carriers. Can the Minister give us details of the additional resources being allocated to the CAA to deal with the more complex air services market that we will now face?
If there is no deal, all foreign carriers, including those from the EEA, will have to apply for a foreign carrier permit. Already the CAA processes thousands a year, but clearly it will have to process very many more in the future. What happens if a carrier does not apply? The DfT says that it expects EU carriers to make applications in good time, so what is the timescale? Using a parallel with haulage permits again, we discussed this not much more than a week ago. The hauliers have to apply by the end of the month, or certainly the beginning of December, in order to have a hope of getting their permits by January. There is a huge rush in that case. Is the system similar for the CAA? Is it fully geared up and are the airlines all ready to apply?
Does the noble Baroness agree that the system for selecting who gets the permits for haulage that we discussed, as she says, a couple of weeks ago involves either drawing names out of a hat or seeing which haulier provides the best value for money for the country? Does she see that as an appropriate way of dealing with these air licences?
My disappointment with the SI that we had a week or so ago was definitely with the lack of certainty about which criteria the Government would use. The Government adroitly managed to give themselves the broadest possible set of criteria and we are no nearer knowing how exactly those permits will be applied. The industry is worried as a result.
There has already been a degree of reorganisation within the aviation industry as airlines previously registered in the UK have moved abroad for their registration, with the inevitable drift of at least some jobs abroad. It is important that we bear in mind that this additional bureaucracy—the additional requirements as a result of Brexit—will put our expertise in such an important aviation market at a disadvantage.
The Secondary Legislation Scrutiny Committee raised the issue of wet leasing, which, as the Minister explained, is when an airline releases an aircraft and its crew and so on. This is usually done at busy times or in exceptional circumstances. If the aircraft is not registered in the UK, the airline has to satisfy certain safety criteria. The airlines are concerned that this should be the subject of a reciprocal agreement with EU countries. Can the Minister explain what progress the Department for Transport has made in its discussions on this?
Public service obligations apply when a service would be uneconomical but is needed for economic and social reasons. They usually apply to far-flung places such as the Scottish islands. In future, such services could be operated by UK carriers and by others with cabotage rights—although, to be honest, that would be unlikely with no deal. These are sensitive and complex issues of state aid. As someone from Wales, I know that there has been a long debate on why rights are granted on some Scottish routes but similar rights were not granted in Wales. Could the Minister give us a little more detail on this?
State aid rules were previously adjudicated by the European Commission. This is a complex and controversial area, but the distance of the European Commission in power terms from the decisions that it made neutralised the issue to a large extent. Those powers will now be given to the CMA. What resources will it be given to deal with this? I also warn the Minister that those things are likely to become much more sharply controversial.
Paragraph 7.10 of the Explanatory Memorandum deals with the allocation of scarce capacity. The 2007 regulations dealt with air service agreements between EU members and third countries. Scarce capacity occurs when there are restrictions on the frequency of flights. The Explanatory Memorandum includes a political declaration that the UK Government will always seek to lift or remove such a cap but will hold a hearing to allocate frequencies if that is not possible. What is the legal force of that statement? It seems that it is simply a political declaration. It is a statement of intent by the current Government, but they cannot bind their successors. I would like some clarification on that.
Finally, it would be helpful, as we sit here week after week wading our way through dozens of these SIs, to be able to see the full context of where we are on air services. Maybe the Minister can tell us what other air services SIs we are waiting for.
I thank the Minister for explaining the purpose and content of these regulations, which set out the contingency measures for the licensing and oversight of flights to and from the UK in the event of no deal with the European Union. UK carriers will require a route licence, as well as the operating licence that is currently required under EU law, for operations beyond the UK. Air carriers from the European Economic Area will also have to obtain a foreign carrier permit to operate in the UK.
In the event of there being no deal with the European Union, UK and EU airlines will no longer have the automatic right to operate air services between the UK and the EU without the need for advance permission from individual states. In this scenario, the Government expect to grant permission to EU carriers to operate to UK airports and for this to be reciprocated by EU states granting permission to UK air carriers to operate to points in the EU. Failing such a multilateral agreement, the Government’s intention would be to seek bilateral arrangements with individual states. I know that this point has been raised before but I raise it again: why do the Government believe that such bilateral arrangements between the UK and individual states could actually be put in place in the short time left even between now and 29 March 2019, let alone between early or mid-December and the end of March 2019?
My Lords, I thank noble Lords for their consideration of these draft regulations. A wide array of issues has been raised but I will limit my responses to those directly related to the SI that we are discussing, given the time and the number of questions. I agree with the noble Lord, Lord Foulkes, that issues around aviation and Brexit are incredibly important and it is important that we get them right. However, this SI is not about our negotiating position, which is being discussed extensively elsewhere; it is purely correcting the regulations to ensure that we have a functioning statute book should we leave with no deal in March.
I am not quite sure that I agree that this is one of the most devastating reports from the SLSC that I have seen. The committee often quite rightly draws SIs to the special attention of the House, and I and the rest of the Government are very grateful for its work on that. I am also grateful to the noble Lord for reading out the BBC report, which is quite right in its facts. I hope I can provide some further assurances as we go through the questions.
I turn to the points raised by the SLSC, to which many noble Lords referred in their questions. I shall take each point in turn. First, on how, in the event of no deal, we will ensure that bilateral arrangements are in place to ensure that there is no gap—the noble Baroness, Lady Randerson, is quite right to point out that it is important that there is no gap—we remain confident that we will get an agreement on a broader deal. However, if that is not possible, our first option will be to consider a multilateral agreement between the UK and the EU. The Commission has also proposed this, with suggestions for a bare-bones agreement in the event of no deal. The noble Lord, Lord Rosser, is right to point out that the statement from the Commission on 13 November is its latest position on that in the negotiation, and it will form part of the conversation as we go through the detail. In the meantime, in the event of no broader deal and no multilateral deal, both of which we fully expect to reach, we have also reached out to counterparts in individual member states to reach a shared understanding on a bilateral basis of what arrangements would apply between our two countries.
The second issue specifically raised by the SLSC is the resources that the Government are providing to the CAA. The CAA is already the licensing authority for UK airlines. It provides regulatory oversight and has the resources in place to ensure that it can continue to do so. All the holders of type A operating licences—that is, operators of aircraft with more than 20 seats—already have a route licence. All the holders of type B operating licences have been individually contacted and invited to apply for a route licence free of charge, as I mentioned before, from the CAA. Some of those companies operate exclusively domestic services and do not need a route licence, but we are confident that those that need a route licence will be issued one.
I have just realised the implications of something the Minister said a couple of minutes ago. As well as a multilateral agreement with the EU, we are negotiating bilateral agreements with all 27 countries—is that right? Could the Minister explain if this is what we are doing?
As I said, our firm preference is for a wider deal, providing for a comprehensive air services agreement with the EU. Failing that, we have the option of a multilateral agreement and, failing that, bilateral agreements with member states. As the noble Lord would expect, we are speaking to member states about a wide range of issues.
Is a Minister—either the noble Baroness or one of her colleagues—or some of the officials flying out to these countries to discuss it, or are they coming here? An astonishing range of what I hope is unnecessary activity is taking place. Could the Minister confirm that that is exactly what is happening?
As I said, to make responsible preparations it is important to consider all the different options available to us. Of course we are having conversations with the Commission and the member states about a wide range of issues. I am not able to give further detailed information at this moment but our preference is very strongly for a broader deal which will provide a liberalised agreement with the EU, though there are other options available to us. I hope this provides reassurance that we will continue to see flights between the UK and the EU. We will continue to work towards this as we move towards exit day.
On bilateral discussions, the European Commission document that we have had—which I appreciate extends across the whole gamut and does not apply just to aviation—says:
“In the same spirit, Member States should refrain from bilateral discussions and agreements with the United Kingdom, which would undermine EU unity”.
It may be that this particular sentence does not apply to air transport. Is it then the case that we are having bilateral discussions in the apparent teeth of opposition from the European Union?
Our first point of contact is with the EU Commission to agree a wider deal. It has been widely reported that the Secretary of State has written to other member states to discuss the potential bilateral agreements. We are working very hard to get that wider deal. That is our focus but, should that not happen, then of course we are making sure that we are as prepared as possible to ensure that we do not have any disruption in services come 29 March.
I made the point that our worldwide agreements on air travel are made as a member of the EU. So we have to be convinced that we will have an agreement with the rest of the world beyond the EU by the end of March. How are these negotiations going, for example with the USA?
I will come on to that. As the UK, we have 111 bilateral agreements with the rest of the world in our own right. The noble Baroness is quite right to point out that we have bilateral agreements through our membership of the EU.
The next issue raised was on the basis of our expectations, how we are working with EU carriers to make sure that we have no gap in services and the assurances we can give that the CAA has the capacity and resources in place. Our expectation is that EEA carriers would require advance permission before operating to the UK. This is founded on international law. I already spoke about the 1944 Chicago Convention and that that treaty expressly prohibits scheduled international air services.
In anticipation of the increased volume of permit applications from EEA carriers, the CAA has already upgraded its systems for permit processing and recruited additional staff. All scheduled permits are issued on a seasonal basis. The next summer season starts on 31 March 2019, so there is a predictable increase in workload for this. We are expecting 100 to 150 seasonal permit applications. The CAA currently issues around 3,000 ad hoc permits a year. It is preparing to be able to process at least double that if necessary.
How many additional staff have already been recruited to the CAA and how many more does the Minister expect to be recruited?
I do not have those specific numbers, but we are reassured that the CAA is fully prepared. We have already allocated it some funding from the Treasury to ensure that it has the proper resources in place.
Before the Minister sits down, if the document that we have had from the European Commission, specifically the section on air transport, represents the Commission’s stance in the event of no deal—as I understand it, the Minister said we were in discussions with it—what is the latest date by which something has to be agreed so that it is effective from 29 March? Presumably what has been listed here by the European Commission as its position cannot be agreed the day before, and presumably it has to be agreed before then to come into operation on 29 March. So what is the latest date, realistically, by which something has to be agreed?
The noble Lord will know that there are many positions on the negotiations. As I said, that is the Commission’s latest position. We are continuing to negotiate with it on the broader future partnership arrangements. Alongside that, we are of course talking to it about no deal too. There is no specific latest date. That is why we need to do this no-deal preparation, so that if it goes close to the date of exit the industry understands what the alternatives are. We are very keen to provide industry with certainty as early as possible.
We have the European Council on Sunday and I expect that there will be an outcome from that. We will then look at what next steps need to be taken. We are very hopeful that the deal is done and will be agreed by Parliament so that we reach our implementation period on 29 March and the industry has that certainty. Should that not be the case, we will of course continue the discussions with the Commission to provide certainty as early as we possibly can. I am very aware, in my many meetings with the aviation sector, of the importance of providing that certainty. That is what this no-deal planning and our continued negotiations with the Commission are about. I beg to move.
The Question is that this Motion be agreed to.
My Lords, I must remind the Grand Committee that the Motion before it is to consider—I emphasise the word “consider”—the regulations, not to approve them. Whatever happens here in the Grand Committee, the Government will need to table an approval Motion in the Chamber, where any Member concerned can properly register disagreement. I also remind the Grand Committee, as contained in paragraph 3.13 on page 29 of the Companion, that we cannot have a vote in Grand Committee. With that in mind, I put the Question again. The Question is that this Motion—I emphasise, the Motion being to consider the regulations—be agreed to.
I am sorry, my Lords, we cannot have a vote within the Grand Committee. The Motion is therefore negatived.