Air Traffic Management and Unmanned Aircraft Bill [HL]

Baroness Bloomfield of Hinton Waldrist Excerpts

Committee stage & Committee: 1st sitting (Hansard): House of Lords & Committee: 1st sitting (Hansard)
Monday 10th February 2020 Lords Chamber

[Lord Tunnicliffe]

My Lords, our four amendments in this group say more or less the same thing: the master plan may involve a need for compensation.

The Bill asks the philosophical question of who owns the airspace. There is almost a reasonable argument for you owning the airspace above what you own; that does not work so we must have some other ownership of the airspace. Clearly, the only such ownership that makes sense is that it is a national asset. It must therefore be managed for the general good.

That is a complex exercise because you must try to achieve two things: efficiency and equity. There is a problem with efficiency. Take a situation where individual entities have been working largely on their own and making optimal use of, in this case, airspace: if you recognise that it is becoming a scarce resource and therefore seek to manage it for maximum efficiency, there will be winners and losers. The problem is that, if that is so, the losers will look on it as inequitable. There are probably only three solutions to that lack of equity. One is to say, “Tough. Life is like that.” The second is the situation we have now: a suboptimal situation where you are not using the airspace to its maximum efficiency. The third is that you recognise the special position of the losers and pay compensation.

This is a difficult philosophical point. However, the problem is that United Kingdom airspace is no longer a philosophical point but a practical one. Therefore, as I said, we have tabled amendments that are similar to the Liberal Democrat ones to tease out the Government’s thinking on this dilemma and how we may take the debate forward.

[Baroness Bloomfield of Hinton Waldrist (Con)]

I thank noble Lords for tabling amendments and speaking so thoughtfully on such an important subject.

I assure noble Lords that we have considered, and will continue to consider, the potential impact of the Secretary of State directing a smaller airport to progress an ACP—airspace change proposal—when it may not have sufficient funds. At this stage, I want to assure the noble and gallant Lord, Lord Craig of Radley, that to support Ministry of Defence force development, the MoD will continue to require flexible and timely access to UK airspace. Also, the master plan will consider and include detail of the military’s future airspace requirements.

In general terms, it is a long-standing policy that air passengers should fund the cost of their travel, including the cost of changes to airspace structure, rather than this being subsidised by the taxpayer. However, the Government recognise that there may be occasions when a small airport requires financial assistance to carry out some aspects of an airspace change proposal. We expect the CAA’s oversight team to work with the airport operator or other person involved in airspace change before recommending that the Secretary of State uses the powers of direction relating to airspace change proposals.

[Lord Tunnicliffe]

Does the Minister recognise that airline passengers pay quite considerable amounts of tax? It is not unreasonable for them to look to the state to provide operational efficiency in regard to that tax.

[Baroness Bloomfield of Hinton Waldrist]

I acknowledge the noble Lord’s point. This argument is not all about efficiency. I will finish my points.

At this early stage, if the airport operator expressed concerns that it did not have sufficient funding to proceed with a particular ACP, we would expect the oversight team to work with the operator to suggest alternative solutions. We expect that this could include an alternative sponsor paying for the changes. The CAA oversight team could help identify and seek support from another ACP sponsor—most likely to its benefit—whose own ACP plans depend on the change in question. An example of this is Heathrow Airport, which currently provides assistance to various smaller airports to bring forward their ACPs in order to ensure that its own ACP can be developed, due to the interdependence of their airspace.

As for alternative funding support, the CAA has created from its determined costs an airspace modernisation support fund of £10 million for the 2020-25 regulatory period. The airspace modernisation support fund, ASF, is intended to be utilised to address projects that are important to the success of the airspace modernisation strategy where there are no other appropriate mechanisms for the recovery of these costs. It should support AMS deployment, including activity critical to the implementation of the airspace master plan that ACOG has been commissioned to deliver under the AMS. There is therefore the potential to apply for funding support, which would need to be considered alongside other funding bids.

As a last resort the Government could consider, on a case-by-case basis only, whether grant funding under Section 34(1)(b) of the Civil Aviation Act could be provided to an airport directed to bring forward an ACP that resulted in adverse financial impacts. This funding would be subject to Treasury approval and offered only if it proved absolutely necessary. We consider that offering government funding on a wider basis would go against the “user pays” principle.

I assure noble Lords that, due to the steps I have outlined, we do not expect a situation to arise in which an airport operator would be put in financial difficulty by being directed to progress an ACP where there is no positive business case for one. In extremis, if this were to happen, under Section 34(1)(b) of the Civil Aviation Act 1982 the Government would be able to provide compensation to an airport for the losses it has incurred, but this would still be considered on a case-by-case basis.

[Lord Berkeley]

I was interested when the Minister gave the example of Heathrow Airport being prepared to provide the funding necessary for a small airport to propose changes. Heathrow Airport does it not exactly on a charitable basis but for its own benefit. It is a commercial outfit. It tried to do this in the last year with the flight I spoke about earlier from Newquay to Heathrow. The county council said: “We don’t want that. We’d rather stay at Heathrow than be transferred to Gatwick.”

The Minister is looking a bit bemused. My point is that Heathrow offering somebody else the funding to help make these changes is not exactly independent. It will be in its commercial interests, so it should probably be ignored.

[Baroness Bloomfield of Hinton Waldrist]

I thank the noble Lord, Lord Berkeley, for his intervention. I think he was talking about aircraft slots in that instance, which is not the subject of this debate. Also, Newquay is not subject to the ACP in the same way as other airports; it is outside the master plan.

I hope I have been able to reassure noble Lords that this amendment is unnecessary. We do not anticipate that a situation of loss will arise. Based on these points, I therefore hope that the noble Baroness feels able to withdraw the amendment.

[Baroness Randerson]

My Lords, the responses from the noble Baroness and noble Lords who have taken part emphasise that this is a very tricky issue. I certainly would not disagree that aviation and its passengers have to pay their way, and we would not normally expect aviation to be subsidised by government—although of course, the public service obligation does allow for that.

A key point from the Government’s perspective was raised by my noble friend Lord Bradshaw, who talked about detriment versus benefit. We have been looking at big airports versus little ones. But take two airports —for example, Luton and Stansted—which are close to each other and reasonably similar in size. If an arrangement has to be made on their airspace modernisation that does not please both of them equally, how will that problem be solved financially? I am slightly surprised that the Government have got this far on this issue without having a clear answer to that. Fortunately, this debate has given us the opportunity to think about it in some detail.

I welcome further developments from the Government and am happy to withdraw the amendment.

High Speed 2 (Economic Affairs Committee Report)

Baroness Bloomfield of Hinton Waldrist Excerpts

Thursday 23rd January 2020 Lords Chamber

[Lord Grocott (Lab)]

My Lords, I must say that the thing that alarmed me the moment I picked up a copy of the report was its title: “Rethinking” HS2. As a strong supporter of HS2 since it was first proposed 10 years ago, I am getting weary of the constant appraisals, reappraisals, delays, rethinking and pulling up the plant to see the roots—we heard from the noble Lord, Lord Kerr, about rephasing and re-examining—that have characterised this railway since it was first proposed. The rhythm of these reappraisals is familiar. Objections are raised, inquiries are held, changes are made and tunnels are built instead of cuttings. As a result, costs rise and then objectors say that we cannot go on with it because it is too expensive.

Of course, we do not yet know what the Government will conclude—but, as someone living in the West Midlands, I feel a certain amount of foreboding and, indeed, a degree of paranoia about the way in which the region where I live is treated. London has done extremely well in recent decades for infrastructure investment, with Crossrail opening next year. While major infrastructure investments are proposed for London, largely for the benefit of London commuters, those of us in the Midlands face far more opposition and get none of the support that there seems to be for investment decisions in London. Maybe that is because we are so badly represented. A statistic worth checking is that only 19 noble Lords in this House live in the West Midlands, while 228 live in London and the south-east. We could do with a few more representatives here and, if the Prime Minister would like to ask me, I could suggest a few.

One of the strongest voices for the West Midlands, who cannot be with us today, is my noble and very good friend Lord Rooker, who has not been well and is recovering after a spell in hospital. I am sure that we all wish him well. He has not read my speech, but he said in advance that he would agree with every word that I said—so that is two of us.

Here we are, 10 years on from the original proposal, and the objectors do not give up. I remind the House, and in particular those objectors speaking today, that we have been here before, so far as railways to the West Midlands are concerned. Admittedly, it was a long time ago—1838—when the 112-mile railway from London to Birmingham was built. The first Bill to build the railway was thrown out by the Lords in 1832—so those objectors here today are operating in the finest traditions of this institution. Numerous objections were made, including one I particularly like which stated that the proposed railway would seriously impact on the ability to ride hounds over open country in pursuit of fox and deer. The Earl of Essex complained about the effects on his Cassiobury estate. The Earl of Clarendon worried about the Grove estate. Lord Brownlow of Ashridge complained about,

“the forcing of the proposed railway through the land and property of so great a proportion of dissentient landowners.”

Many of the objections today are not dramatically different. They are about the cost and threats to the countryside—it will destroy wildlife and damage agriculture—but we all know what happened in 1838. Despite ferocious opposition, a wonderful railway was built, which amazingly is still substantially unchanged, with the same cuttings, embankments, bridges and tunnels that have served millions over the years. It was built by 20,000 men with picks, shovels and barrows, and it took five years to complete.

What is it about this country and high-speed rail? We have built just one high-speed line so far: 67 miles from London to the Channel Tunnel. Everywhere else in the world these lines are being built; in Belgium, China, Denmark, Finland, France, Germany, Greece, Italy, Japan, Morocco, the Netherlands, Norway, Poland, Russia, Saudi Arabia, South Korea, Spain, Sweden, Taiwan, Turkey, the United States and Uzbekistan. Is it really the argument of the HS2 objectors that all these countries have got it wrong? Britain was the runaway leader in the first rail revolution. We are way behind with this one.

So it is high time that we stopped talking about HS2 and got on with building it. To delay the proposal now would be shameful, and to cancel it would be disastrous. Let us have no more committees, reappraisals or re-evaluations. Let us do what the Victorians did: get out the modern equivalent of picks and shovels and build the railway. We will find with HS2, just like with HS1 and the first line from London to Birmingham, that when the railway is built, everyone will be proud of it. All the objections will be forgotten, and the only thing people will say is, “What took you so long?”

[Baroness Bloomfield of Hinton Waldrist (Con)]

Noble Lords will have noticed that the clock is not working. I was keeping a record, and all noble Lords were going over the advisory speaking time of seven minutes. I urge noble Lords to keep their speeches as succinct as possible

[Lord Howell of Guildford (Con)]

Can the clock be switched off? It is extremely off-putting. The speech by the noble Lord, Lord Grocott, was quite excellent, but I felt all the time that it was being undermined by the blinking.

[Baroness Bloomfield of Hinton Waldrist]

We shall do our best, but we cannot do that from here. We are trying to sort it out.

High Speed Rail (West Midlands–Crewe) Bill

Baroness Bloomfield of Hinton Waldrist Excerpts

2nd reading (Hansard): House of Lords
Monday 9th September 2019 Lords Chamber

[Lord Bradshaw (LD)]

My Lords, the most important factor we should consider today is the impact that HS2 could have on climate change and the need to reduce emissions. Compare these figures from the Government: the emissions from a domestic flight are 254 grams, from a diesel car 171 grams—with four passengers they are 43 grams—from domestic rail 41 grams, and from a fully electrified railway 6.9 grams, a very small proportion of what comes from other places.

With these startling figures in mind, a fully electric railway such as HS2 has the potential to make a very significant contribution to making the country carbon-neutral. High-speed railways can have a dramatic effect on modal shift. Take these examples from Italy and Spain. From Rome to Milan, rail use has increased from 6% in 2008 to 74% by 2016, and in the case of Madrid to Seville, there has been an increase from 33% to 84% with the implementation of high-speed rail. Imagine the effect that such a modal shift would have on both aircraft and vehicle emissions on routes from Leeds, Newcastle and Scotland.

The primary argument that has been stated for building HS2 is to increase railway capacity in much of the country. As the main lines on the north-south axis are at full capacity and cannot cope reliably with existing traffic levels, the need for increased capacity is almost unanswerable.

Government constrains the railway in two ways. Insufficient modern infrastructure is provided; the railway industry and Network Rail are in part responsible for this, through lack of efficiency in the fragmented organisation that was created at privatisation, when so many competent engineers left the industry. Let us not forget that the east coast electrification was delivered on time, to a very tight budget, by British Rail. The engineering side of the railway is now being rebuilt under strong professional leadership, and the railway supply industry has got the message that only the most efficient outcomes will be acceptable. But the Government, for their part, need to recognise that improving infrastructure depends on their providing a continuous strategy of development stretching years ahead. They have failed to do this over many years. HS2 and its future must be seen in this context. The objectives of the National Infrastructure Commission should be changed to putting carbon reduction at the top of its list of priorities and revising the appraisal of investment to schemes with long-lasting benefits, such as further extensions to railway electrification.

The other way in which the Government constrain the use of the railway is railway fares. Government and Opposition blame railway fare rises on the franchisees, but they are entirely the Government’s decision. Commuters or business users using the railway face an annual fare increase. Car commuters are protected from that by the fuel tax freeze. What rational Government, allegedly concerned about pollution and the associated growing congestion on the roads, can defend this, particularly as it is associated with early deaths and damage to health? Other countries seek to encourage rail use to deal with these evils but in Britain, both the Conservatives and, I am sad to say, Labour, have closed their ears and listened only to the motoring lobby. There is an available solution: reduce fares and provide sufficient infrastructure.

HS2 can bring immense benefits to the north and the east Midlands—take, for example, the proposed Toton hub, which is not being decided today, which would bring together Nottingham, Derby and Leicester; Birmingham would be reached from Toton in 17 minutes, which at present takes 74 minutes by rail and 60 minutes by car—provided that the fares policy is reasonable. Similar activity is planned around Birmingham for the new railway. But can the Minister give any reassurances today about fares policy generally, and how it might affect HS2?

An important issue to address in considering the investment case for HS2 is project appraisal. Railway projects, particularly on the civil engineering side, have a very long timescale over which they may be enjoyed—the noble Lord, Lord Birt, referred to that. Tunnels and embankments last for well over a century, but current appraisal methodology has a high discount rate and does not take into account the period over which the assets will be in use. There is also the question of the enhancement of property values and the regeneration effects, which need to be factored into the equation. Surely it cannot be right that these benefits are not credited to the investment in HS2. There is an urgent need for the Government to overhaul the WebTAG arrangements they use to calculate the value of major infrastructure projects so as to reflect the longer-term benefits to communities.

I was once asked by a former Secretary of State for Transport—I think it was the noble Lord, Lord Adonis—why road schemes always come out better in investment appraisals than rail schemes. The answer lies in the methodology that is used: road investment schemes are appraised using the “value of time”. That is the time the investment is expected to save road users multiplied by the number of users and what they say they would pay for it through stated preference techniques. No money changes hands, although it does for rail journeys. Significant factors such as the short life of many road investment schemes, as they are overtaken by inevitable traffic growth, also need to be appraised. Railways are penalised for their long-term, lasting benefits in investment by the use of the discount rate, whereas road schemes are appraised using slovenly methods which the Government have failed to face up to for a long time.

The issue of routes across the Pennines and faster journey times between Glasgow and Edinburgh, for which there are now five direct railways, needs to be considered. The HS2 route, which we are considering in the Bill before us, has been adjusted to give Liverpool a direct rapid connection to London as well as to Manchester and Manchester Airport. Progress on modernising routes across the Pennines is incomplete. What is the department’s understanding—

[Baroness Bloomfield of Hinton Waldrist (Con)]

I hope that the noble Lord has come to the end of his comments.

[Lord Bradshaw]

No. I have not been allowed enough time to debate this Bill because the Government of their own volition are proroguing Parliament. I am sorry, but I am not going to give way.

[Baroness Bloomfield of Hinton Waldrist]

Perhaps I may remind the noble Lord that the advisory speaking time is seven minutes. We can be quite flexible, but not too flexible.

[Lord Bradshaw]

I am aware of the advisory speaking time. It was imposed on us by the Government’s edict.

[Lord Adonis]

My Lords, regardless of what the noble Lord has said, I think that it is quite unacceptable that speeches on a matter of such importance should be restricted in this way when in fact the House is under no time constraint whatever, except one artificially imposed by the Government.

[Baroness Bloomfield of Hinton Waldrist]

The advisory speaking time is in deference to colleagues because we have a number of other issues to discuss later on this evening.

[Lord Bradshaw]

I am sorry, but the Prorogation of Parliament has had nothing to do with me. It is entirely at the Government’s behest.

Lifeboats: Ceredigion

Baroness Bloomfield of Hinton Waldrist Excerpts

Monday 4th February 2019 Lords Chamber

Asked by

[Baroness Bloomfield of Hinton Waldrist]

To ask Her Majesty’s Government what the impact will be on the coastguard of the RNLI’s decision to downgrade the all-weather lifeboats capacity in New Quay, Ceredigion.

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

My Lords, the RNLI is an independent organisation that declares its lifeboats available to Her Majesty’s Coastguard. It determines how and where it deploys the resources that it has available. Based on historical incident data and the outputs of the RNLI’s risk-assessed five-year review, we do not anticipate that its decision to replace the all-weather lifeboat with an Atlantic 85 vessel at New Quay will have an impact on HM Coastguard’s capability to co-ordinate search and rescue in Cardigan Bay.

[Baroness Bloomfield of Hinton Waldrist (Con)]

I, too, hesitate to criticise such a respected charity, but the replacement of the all-weather lifeboat with an Atlantic 85 inshore vessel, which cannot be launched in stormy conditions exceeding force 7, leaves a gap of 63 nautical miles in all-weather search and rescue provision. This and the alleged lack of a proper, open consultation with any local stakeholders concerned with sea safety in Cardigan Bay are a matter of grave concern to the local community. Will my noble friend the Minister intervene and ask the RNLI to publish its evidence and perhaps also to review its decision?

[Baroness Sugg]

My Lords, the RNLI’s decision was underpinned by extensive research of incident reports as well as information gathered in face-to-face meetings and workshops at the lifeboat station both before and after the coast review visits, to ensure that local knowledge and concerns were considered. The decision is a significant investment by the RNLI in the area—which of course we are very grateful for—with new, faster boats at all three RNLI stations. The RNLI view is that that is the optimal combination for future life-saving in the area. It has shared a 30-page extract of the report with the lifeboat operations manager, and I understand that it is in dialogue with a campaign group to ensure it has the appropriate information.

Airports: Disabled People

Baroness Bloomfield of Hinton Waldrist Excerpts

Monday 3rd December 2018 Lords Chamber

[Baroness Bloomfield of Hinton Waldrist (Con)]

My Lords, it is clear that some passengers can travel only if they are in their own wheelchair, as they are able to do on buses and trains. Why can the aviation industry not catch up with the rest of the transport sector?

[Baroness Sugg]

My Lords, we want to improve accessibility, not only at airports but in aircraft and we are working closely with industry to deliver changes in aircraft design. That will be for the slightly longer term. A number of issues are stopping people from travelling in their own chairs on planes—from ensuring that chairs can be tethered safely and safety issues around batteries to investigating flexibility in cabin seating to make it commercially viable for airlines. But I know that in order for some passengers to fly they of course need their own wheelchairs. I recently chaired a round table on that specific issue. We are working closely with the aviation industry, the CAA, wheelchair manufacturers and disability organisations to achieve the long-term goal of enabling wheelchair users to travel with their own airworthy wheelchair on a plane.

Railways: Wales

Baroness Bloomfield of Hinton Waldrist Excerpts

Monday 2nd July 2018 Lords Chamber

Asked by

[Baroness Bloomfield of Hinton Waldrist]

To ask Her Majesty’s Government what steps they are taking with the Welsh Government to improve railway connectivity within Wales.

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

My Lords, the Department for Transport and the Welsh Government are both committed to improving rail connectivity within Wales. We have worked collaboratively to deliver on our commitment to devolve powers to award the Wales and Borders rail passenger franchise. The new operator announced by Welsh Government Ministers on 4 June will improve rail travel for the benefit of passengers across Wales in the coming years.

[Baroness Bloomfield of Hinton Waldrist (Con)]

I thank my noble friend the Minister for her response. Improving connectivity in west Wales is key to supporting economic growth in a part of Wales that can often seem remote. One of the aims of the Government is to spread prosperity across the whole of the UK. Does my noble friend therefore agree that one option to achieve this is to build a west Wales parkway station to the north of Swansea which could bring west Wales at least half an hour closer to Cardiff?

[Baroness Sugg]

My Lords, we are working with stakeholders to develop proposals for potential station improvements in and around Swansea, including looking at the case for additional stations. The department is looking carefully at the possibility of a west Wales parkway station which, as my noble friend has said, could help to improve connectivity and journey times in west Wales. However, the suggested sites are not currently served by regular passenger trains, and diverting them for this purpose could remove or reduce the number of direct trains from Neath and the main station at Swansea, so of course the proposals need to be considered carefully.

Rail Update

Baroness Bloomfield of Hinton Waldrist Excerpts

Monday 5th February 2018 Lords Chamber

[Baroness Sugg]

I thank the noble Lord for his question. On the issue of making sure that we get the decision right for passengers, as the Statement said, protecting the interests of passengers is the first principle which we look at and we will be looking at the comparison between the two on that basis. I have a copy of the reply to the noble Lord’s Question as I thought that he might bring it up; he helpfully read it out. We absolutely expect to meet those commitments. Whatever decision the Secretary of State makes on the running of the franchise up to 2019, whoever gets it will inherit those. Again, with the new partnership in 2020, they will be expected to deliver that.

[Baroness Bloomfield of Hinton Waldrist (Con)]

I for one am rather relieved and reassured that the Government are stepping in before the situation adversely affects passengers. This is not a bailout if Stagecoach is losing £200 million. However, I am delighted to hear that this line makes a net contribution to taxpayers. It is a line well known to many in your Lordships’ House. However, I would be most grateful if my noble friend the Minister could give further details on how the Government will maintain the current high levels of customer satisfaction on this line.

[Baroness Sugg]

As I pointed out, there is a high level of passenger satisfaction on this line and we aim to continue to keep that. I reassure noble Lords that there will be no impact on the running of the trains and the services will continue. Tickets are valid as normal. The Secretary of State has today set out the options being considered for the future. We are working to ensure that passengers continue to receive the service they expect.

Space Industry Bill [HL]

Baroness Bloomfield of Hinton Waldrist Excerpts

2nd reading (Hansard): House of Lords
Wednesday 12th July 2017 Lords Chamber

[Baroness Bloomfield of Hinton Waldrist (Con)]

My Lords, the UK’s space industry is important not only nationally but internationally. It already contributes substantially—approximately £13.7 billion to the UK economy and some 38,000 jobs. Workers in the sector are nearly three times more productive than the UK average. The UK’s space sector is at the forefront of developments and therefore poised to make an even greater contribution in the form of space transportation, generating thousands more jobs throughout the sector and inspiring many young people to pursue studies and careers in the sciences. The aim of the UK Space Agency is to ensure that the UK develops into a major global player in this fledgling sector. It is important that the Government, through the passing of legislation as well as the publication of policy, give strong support to this aim.

However, it is also important to emphasise that a Bill that introduces regulation can, unless carefully administered, also bring with it the undesirable potential for overregulation, wiping out the benefits that regulation can provide. It is vital that the space industry regulator, whether the Civil Aviation Authority or another body, should act in a positive and not a negative way when exercising its discretionary powers. As Sir Stephen Dalton, former Chief of the Air Staff and president of the Royal Aeronautical Society, writes in its magazine:

“The use of and access to space is growing exponentially and the increasing international commercial sources of such access are only likely to become more varied over the coming decade. Our community needs to encourage all the relevant agencies and organisations to move as speedily as possible to ensure that the facilities, spaceports, launch co-ordination and recovery options, as well as the regulatory structures, are framed and agreed in line with the greater access and use of space. International and inter-governmental agreements will be needed and new ways of working together on the continuum which is space, need to be brokered and agreed as soon as practicable”.


It is to be noted that much of the contents and format of the Bill mirror many of the provisions of the current civil aviation Acts, with the advantage that the interpretation of comparable provisions has been tried and tested previously over a number of years. This provides legislative confidence. It is unarguable that ensuring public safety must be the regulator’s overriding consideration when exercising its statutory duties. Regulation is required and will provide public and investor confidence in space transportation as well as in the other areas the Bill covers. All these factors are welcome.

What is missing from the Bill, however, is any balancing provision comparable to that found in Section 1 of the Civil Aviation Act 1982 placing the Secretary of State under a general duty of encouraging measures for the development of space transportation within the UK. This is a highly valuable and effective provision and can no doubt be the subject of further consideration during scrutiny of the Bill in Committee. It is to be noted that the US Government expressly recognise the need to facilitate a pro-growth environment for the developing commercial space industry by encouraging private sector investment and creating more stable and predictable regulatory conditions. It is now for the UK Government to do so too.

It is not as if the UK is a follower and not a leader in the aviation and aerospace sector. The UK has been at the forefront of the development of aviation since the first powered flights by Cody at Farnborough in 1908 and arguably half a century before that, when, in 1849, Sir George Cayley strapped a hapless young local boy into his prototype glider for its first test flight: there was no such thing as the CAA or any regulatory control in those days. Since the 1950s, space flight has been developed with the UK occupying a leading role and today the UK is a major user of space and a provider of space technology to the world. Space is strategically important to the UK. The Government’s goal of making this a £40 billion sector by 2030 is ambitious but attainable, with the right economic and legislative climate in place. In the absence of overregulation, especially when compared with other nations, including many in Europe, we have the drive, the knowledge, the universities and a world-class aerospace industry to ensure that the UK becomes a world leader in the promotion and provision of space transportation and space technology. It could be said that we are at the second dawn of UK aerospace, following which space travel becomes commonplace. Let the UK Parliament, Government and the devolved Administrations play their respective parts in its achievement.

Great Western Main Line: Electrification

Baroness Bloomfield of Hinton Waldrist Excerpts

Tuesday 14th March 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

I do not agree with the noble Lord’s premise. I believe that the new rolling stock that I referred to will bring passenger benefits. As I am sure he knows from his experience in and vast knowledge of the area, the IEP fleet, which is coming into service on the whole route, will run in both diesel and electric modes. That will provide flexibility in the delivery and appropriate scheduling of the electrification programme, which I accept is challenging.

[Baroness Bloomfield of Hinton Waldrist (Con)]

My Lords, although any initiative that allows faster travel to Wales is to be welcomed, and we already have excellent road, rail and air links to south Wales, does the Minister agree that even greater commercial and cultural benefits might be gained by improving road and rail travel from north to south Wales?