Operation of Air Services (Amendment etc.) (EU Exit) Regulations 2018
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Baroness Sugg
That 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)
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
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.
Baroness Sugg
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.
Lord Foulkes of Cumnock
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?
Baroness Sugg
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.
Lord Foulkes of Cumnock
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?
Baroness Sugg
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.
Lord Rosser
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?
Baroness Sugg
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.
Baroness Randerson
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?
Baroness Sugg
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.
Lord Foulkes of Cumnock
How many additional staff have already been recruited to the CAA and how many more does the Minister expect to be recruited?
Baroness Sugg
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.
Lord Rosser
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?
Baroness Sugg
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 Deputy Chairman of Committees (Lord Geddes) (Con)
The Question is that this Motion be agreed to.