Smart Motorways
Baroness Vere of Norbiton Excerpts(4 years, 2 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, my noble friend Lady McIntosh has provided an opportunity to debate a very topical subject and for that I thank her and all noble Lords who have contributed. I take this opportunity to share my deepest condolences with the families of those who have tragically lost their lives, and of course with the noble Baroness, Lady Bennett, who has shared her story with us today. I have had the honour of meeting Meera Naran, the mother of Dev, who died last year. To honour his death and those of many others, we must redouble our efforts to make all our roads as safe as they can be.
Being in a vehicle is risky and dangerous. Although we have some of the safest roads in the world, nearly as safe as those in Sweden, around 1,500 people die every year. Motorways are the safest type of road. The fatality rate on an A road, for example, is four times higher than that on a motorway. But any death on our roads is one too many and where changes can be made, they should be. Furthermore, I recognise, as do many people in my department, that some drivers feel less safe on a smart motorway than on a conventional one, and we understand that. That is why the Secretary of State asked the department to carry out an evidence stock-take to gather the facts about the safety of smart motorways and to speak to a wide range of families and stakeholders to understand what could be done to make people feel safer. The stock-take will be published shortly.
Smart motorways increase capacity by around a third and help tackle congestion on some of our most busy roads. They help people get from A to B as well as keep our freight moving. They enable us to increase capacity while minimising the amount of additional land required. This has environmental benefits and it means that capacity can be added more quickly. But safety must be a priority. Highways England’s objective is to ensure that a stretch of road that is converted to a smart motorway is at least as safe as it was previously, and that is what the evidence stock-take is looking at.
It is worth reflecting on the conversion of a hard shoulder to a running lane—a key feature that increases capacity on smart motorways—and then looking at the provision and spacing of the emergency areas that essentially replace the hard shoulder and which can cause concern. It is worth noting up front that the hard shoulder on a traditional motorway is not a safe place to stop. One in 12 fatalities on a motorway happens on the hard shoulder. In contrast, there have been no fatal collisions in emergency areas on smart motorways. Furthermore, research shows that approximately 90% of stops on the hard shoulder of conventional motorways are unnecessary; they are simply not emergencies, and they involve putting not only the drivers themselves at risk but their passengers. We will come back to this again and again: public information and public awareness are key to road safety, and that is just one example of where it really would make a big difference.
In today’s schemes, the emergency areas on smart motorways are spaced at a maximum of 2,500 metres, which is about every mile and a half, so at 60 mph, a driver can get to one in under 90 seconds. A number of noble Lords have mentioned the closeness of the spacing of the ERAs on the M42. I will write in more detail about that because it is very important to understand that the M42 did not have the same system as we have now. It was a proof of concept and it is not the same system, so it is not comparable. However, as I say, I will write to explain.
Highways England undertook a review and found that there was no consistent correlation between the number of live-lane stops and the spacing of emergency areas, while the improved reliability of modern vehicles means it is rare that drivers are unable to reach an emergency area if they need to stop. Although there is no consistent correlation between the number of live-lane stops and the spacing of emergency areas, it is important that users feel as safe as they should. Highways England is therefore making a number of changes to the design of emergency areas, so where my noble friend is concerned that cost is given priority over safety, it is a fact that safety—or more specifically, the perception of safety—is in this circumstance being prioritised over cost. The specification for the maximum spacing of emergency areas on new schemes has been cut by a third from 1.5 miles to 1 mile, so a driver travelling at 60 mph would get to one within 60 seconds. This will help drivers feel more confident that they can find a safe place to stop in an emergency. All emergency areas will be fitted with orange surfacing to make them more visible and better advance signing to give information on exactly how far it is until you reach the next one.
One concern noted by many noble Lords is the risk of a live-lane breakdown. I hear and understand concerns about these breakdowns. Some of the images and telephone calls from smart motorways highlighted in the media were utterly heart-breaking. But it is also worth recognising that live-lane breakdowns can and do happen on any road. They happen on smart motorways, yes, but also on conventional motorways, dual carriageways—which often do not have a hard shoulder—and blind corners in country lanes. They happen, so what do we do about them? We must do what we can to minimise their risks in the circumstances in which they occur. On smart motorways we have technology that can help reduce that risk. In all those other circumstances, we do not.
A regional traffic control centre is usually made aware of a vehicle stopped on a smart motorway either by an alert from a traffic flow system—they monitor the cars as they pass under the gantries—then verified by CCTV, which there is along the entire stretch of smart motorways, or by the driver themselves or a member of the public calling the police, who then immediately notify the system. On a smart motorway the red X is then activated to shut the lane, alerting drivers to the incident, and speed limits are put up to slow the approaching traffic. The system can also be used to create an emergency access lane, if needed.
This goes back to education again, does it not? Observing the red X is a key part of motorway safety. In partnership with the police, Highways England has issued more than 180,000 warning letters to drivers who incorrectly drove along a lane with a red X in a number of smart motorway locations. These letters are having a positive effect, but we need to get the red X up as quickly as possible. We need to reduce response times in setting the red X and the other traffic management systems that work with it.
Highways England has installed stopped-vehicle detection on two sections of the M25 and will shortly install it on part of the M3. I point out to noble Lords that stopped-vehicle detection is very useful but is not a silver bullet. As noble Lords will know, radar was built to detect moving vehicles—things that move either through the sky or along the ground. If something is stopped, radar is not necessarily 100% accurate. It can help, but more technology is coming down the track. Highways England is looking at image-based technology, which may also be able to help.
What does one do if a vehicle is stopped on a live lane? What happens next? I noted reports in the media that the AA will not let its patrols stop in live lanes to help stranded motorists. That is very good, because they are absolutely not expected to. Highways England worked closely with the entire recovery industry to develop guidance on safe recovery from smart motorways. Vehicle recovery operators are never expected to work in a live lane on a motorway—not just a smart motorway—unless the scene has already been made safe by traffic officers or the police. Throughout the design and development of smart motorways, there has been extensive consultation with the emergency services to ensure that they have safe and effective operating procedures. This includes getting a vehicle off the road and to a place of safety.
I note the comments from the noble Baroness, Lady Randerson, about electric vehicles. When I first heard this, I was absolutely astonished. Quite frankly, this is applicable not just to smart motorways but to every single road. We will need to be able to move electric vehicles, wherever they happen to stop or end their days. I assure her that I will now look into it with great gusto, provided I keep my job. Work is under way to look at short-term measures to make sure we can get electric vehicles off to places of safety as quickly as possible, on whichever road, because that certainly would be a large drawback to the introduction of electric vehicles.
Highways England signed a national agreement with the police, fire and ambulance services setting out the principles of operating smart motorways and responding to incidents, along with other regional operating agreements to cover the individual schemes within their areas. Even in heavy congestion, some traffic is usually able to pass the scene of an incident, creating enough space for drivers to pull over and allowing the emergency services to pass. If that does not work and there is a significant blockage, the police can access the incident from the other side.
A number of noble Lords mentioned near-misses. These figures have been bandied around. I wonder whether any noble Lords have looked into what these near-misses mean, what they are or where those figures came from. They are raw data and are probably correct, but there has been such an upturn since 2015 because there has been a massive increase in proactively reporting things that are called near-misses but might be very minor issues along the side of the road. None of the 1,485 incidents recorded on the M25 in the report resulted in any injuries at all.
I do not have long, so I will touch briefly on awareness. This all comes back to awareness. There is so much we must be doing to help our drivers drive safely—not just on smart motorways. I want our drivers to be driving more safely on every single road in our country. Anecdote and gut feel cannot be the main drivers of the critical decisions we face when it comes to road safety. We need to analyse the evidence.
As I mentioned, the evidence stock-take will serve as a significant measure to inform the public on how the Government will proceed with smart motorways. Safety on our roads is critical. We have an excellent record on road safety and our motorways are the safest roads, but still people die—around 1,500 a year. For as long as I am Roads Minister, that keeps me up at night.
Air Traffic Management and Unmanned Aircraft Bill [HL]
Baroness Vere of Norbiton ExcerptsWednesday 12th February 2020
(4 years, 2 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, I beg to move that the House do again resolve itself into a Committee upon the Bill.
Lord Berkeley (Lab)
My Lords, there is a remarkable similarity between the discussions on this amendment and the discussions we have had over the years on self-driving, autonomous cars. The only difference is that this is three-dimensional and the other one is generally two. The noble and gallant Lord, Lord Craig, and the noble Lord, Lord Glenarthur, both gave examples of a question I have long had. The noble Lord, Lord Glenarthur, mentioned two drones meeting over a pipeline or something, but the problem remains: how does a constable identify the person who is in control, or whatever? He is sitting in his car with his machine—or however he is going to do it—but how will he identify that? He cannot really arrest either the drone or the person unless he can identify them first. I hope that the noble Baroness will be able to explain this rather simple bit of logic which has escaped me so far.
Baroness Vere of Norbiton
My Lords, I thank the noble and gallant Lord, Lord Craig of Radley, for introducing this small group of amendments and giving us the opportunity to probe this wording, because it is incredibly important that we understand that the wording is fit for purpose. While I understand the intention behind his amendments, after careful consideration the Government believe that the existing wording in paragraph 1 of Schedule 8 regarding a person or persons controlling an unmanned aircraft is fit for purpose in relation to both manual and pre-programmed operations.
On Amendment 24, regarding the power for a constable to require a person to ground a UA—unmanned aircraft—a constable could exercise this power in relation to a UA performing a manual or pre-programmed operation if they had reasonable grounds for believing a person or small group of persons to be controlling that aircraft. Where this reasonable belief exists, the constable could require a person to ground the UA regardless of whether it was pre-programmed or not— hence the existing wording is sufficient for the power to be effective in the circumstances envisaged by the noble and gallant Lord.
A similar issue arises in Amendment 26; again, “controlling” refers to the UA when it is being flown either manually or in a pre-programmed mode if it is capable of that. It is therefore our view that the distinction that the amendment seeks to make would have no discernible benefit, since the description implies a person controlling a UA in line with the existing wording in the Bill. However, the Government recognise that UA technology is constantly evolving, and we will continue to keep our policies under review to ensure that they remain fit for purpose.
On the point made by my noble friend Lord Glenarthur about helicopters and pipelines, he is quite right that unmanned aircraft will increasingly be used for tasks such as patrolling pipelines, railways and all sorts of other things. However, under the current regulations drones should not fly over 400 feet and must remain within line of sight—to go beyond line of sight is against the regulations. They must have permission to do either of those two things. To get that permission, one would assume that those operating the helicopter would be aware that there might be drones operating in that area.
On the point made by the noble Lord, Lord Berkeley, about identifying the person, the constable must have a reasonable suspicion that the person is controlling the unmanned aircraft. That is not infallible, but a reasonable suspicion is not certainty. Therefore, given that the drone must remain within line of sight, a person will probably be able to be seen.
I hope that, based on this explanation, the noble and gallant Lord will feel able to withdraw his amendment.
Lord Craig of Radley
I thank the Minister for her reply, which I shall obviously want to look at. I am still left very unclear about the depth of thought that has been given to this. She talks about situations where somebody is obeying the law and this does not matter, but I am concerned about the individual who is not obeying the law—who is flying above 500 feet and beyond sight of their drone. It seems to me that more is required than is presently available in the Bill—but at the moment I beg leave to withdraw my amendment.
Viscount Goschen (Con)
This, again, is an aspect of the Bill where there is unanimity across all sides of the House—we are all trying to achieve the same purpose. The question is how best to do so, especially in an environment where technology is moving extremely fast. I am certainly sympathetic to the sentiments expressed by the noble Lord, Lord Campbell-Savours, and other Members of the Committee.
When the Minister comes to reply to this very interesting debate, perhaps she might describe the other sanctions that a rogue operator may be subject to in addition to the fixed penalties outlined in Schedule 10. We are talking about a broad variety of potential consequences, from annoying the neighbours on a sunny summer’s afternoon to deliberately trying to destroy an aircraft containing hundreds of passengers over central London. What sanctions could have faced the operator or the person in control—to use the phraseology of the noble and gallant Lord—who caused the disruption to Gatwick only a short while ago whose extremely irresponsible actions could have resulted in a high degree of disruption to the whole travel system of the United Kingdom?
It may be more convenient to discuss my second point in a later group of amendments, but there is a real issue around promulgation of the law. Because these devices can be bought over the internet and from shops by people who I suggest may not be familiar with the Air Navigation Order, they are probably not aware of the rules and how dangerous this activity can be and its consequences. I look forward to my noble friend’s response.
Baroness Vere of Norbiton
My Lords, I am eternally grateful for this thought-provoking debate on confiscation and forfeiture. A number of issues have been raised. I will endeavour to cover as many as I possibly can, but I am aware that a number of noble Lords have made some very thoughtful points, so I will go away and read Hansard to make sure I have covered everything. At times, some very good points that I think we can address were made. At other times, there may have been some slight misconceptions as to the different types of offences and penalties being placed on people.
Lord Campbell-Savours
Does that include all drones—commercial and recreational?
Baroness Vere of Norbiton
Yes, it includes all unmanned aircraft. Various bulk uploads will come from model aircraft clubs, so we expect that number to climb. Over the course of this Bill, perhaps when we get to Report, I am happy to look for an update on that and to give some indication of where we think more people registering their drones will come from.
Setting out the background to this, the noble Lord, Lord Campbell-Savours, mentioned a number of offences to which he assumed a fixed penalty notice could be attached. I believe they may not be given for those more serious offences to which he referred. Subsequent to this, I hope to be able to set out precisely what will be given to each level of offence, because there is perhaps a little confusion. I will go through my explanation, because there are opportunities for confiscation and forfeiture, which I hope will mean that the noble Lords are content to withdraw their amendments. Let us just see how we go.
Amendment 25 would give the police the power to confiscate an unmanned aircraft if a constable has required it to be grounded. Amendments 27 and 30 would require somebody to forfeit the unmanned aircraft as the penalty for unlawful use. I reiterate that my department has worked closely with the Home Office to ensure that the powers in this Bill are proportionate—that is an important word here—because we do not want to stifle a nascent, growing and potentially very useful drone industry. We do not want to discourage or alienate those who seek to use the unmanned aircraft sector lawfully, because it should be very useful as we go forward. We have also worked with the police, who are confident that they have the powers in this Bill to provide effective enforcement.
The amendment on confiscation, Amendment 25, would provide a potentially disproportionate power to the police, in addition to the existing powers in the Bill for them to require an unmanned aircraft, rather than an unmanned vehicle, to be grounded.
Lord Campbell-Savours
Why should a drone that goes into one of these restricted zones, which could potentially cause huge damage, not be confiscated?
Baroness Vere of Norbiton
If the noble Lord will bear with me, that drone would probably be confiscated by a constable for a different reason.
In our opinion, the amendment on forfeiture would also provide a potentially disproportionate penalty for those who commit most likely very minor offences of failing to ground an unmanned aircraft when asked to do so by police, or failing to comply with a constable’s request to inspect that small unmanned aircraft. While we feel that it would be disproportionate to insert these powers of confiscation and forfeiture regarding these two offences, it should be noted that the police have powers of confiscation elsewhere in the Bill and already in law.
Under the Bill, the police will have the power to stop and search a person or vehicle where they have reasonable grounds to suspect they will find an unmanned aircraft that is or has been involved in the commission of one of the offences specified in paragraph 2 of Schedule 8. This is for more serious offences, such as interfering with aircraft. This stop and search power gives the police constable the power to seize anything they discover in the course of a search if they have reasonable grounds to believe it is evidence relating to one of those offences.
The summary of all the stop and search offences was given out at the all-Peers meeting and I am very happy to send round this ready reckoner, which shows which offences fall under stop and search if there is suspicion of them. They are, for example, flying above 400 feet or within an exclusion zone of an airport. If there was a stop and search in that case, that item could be seized as evidence. Similarly, when entering and searching a premises under warrant using the powers in the Bill, a constable might seize an unmanned aircraft or any article associated with it if they have reason to believe it has been involved in the commission of one of the offences set out in paragraph 7 of Schedule 8.
Lord Craig of Radley
The noble Baroness said the constable has the power to seize, but has he powers to retain and make forfeit, or would it be just a temporary seizure until such time as the courts had dealt with the circumstances? The point of my amendment, and I believe that of the noble Lord, Lord Campbell-Savours, is that of a deterrent for illegal use. Seizure or forfeiture would be a very good deterrent. As we mentioned earlier, we are dealing not with people who are behaving and who we are trying to encourage to grow their legal use of drones, but with people who might be or are operating them illegally. Those are the people I want to deter.
Baroness Vere of Norbiton
The noble and gallant Lord makes a very interesting and valid point about deterrence, which is probably quite separate from the line I sought to convince him of. Noble Lords have mentioned that a very good drone might cost, say, £500, but the penalties we are talking about for some of the offences that could have been committed are fines up to a maximum of £2,500.
Baroness Vere of Norbiton
If, indeed, they are paid, which I will come on to—perhaps in the letter—because there are some very significant deterrents. If we are after a deterrent, we have those deterrents. Do we feel it is proportionate for property to be forfeited for fairly minor contraventions? We do not.
Lord Craig of Radley
I am sorry to interrupt again, but on a minor thing, as I said in my opening remarks a single misbehaviour under what would be a fixed penalty notice would not be a cause for forfeiture, but repeated misbehaviour that might individually be at the level of the fixed penalty notice should be taken into account. That is why I suggest that, under those circumstances, forfeiture, at least for a period if not completely, should be part of that penalty.
Baroness Vere of Norbiton
The noble Lord makes an interesting point. I suspect that in those circumstances, the person would just go out and buy another drone. We are between a rock and a hard place: drones are not so expensive that forfeiture is a huge issue, versus a fixed penalty notice, which may also be significant. We do not feel that forfeiture would make a significant difference to the deterrents. The penalties already in place are good ones. However, for the sake of completeness, I will mention that under current law, if a person has refused to ground their unmanned aircraft and has been arrested for an offence, the police officer has the power, under Section 32 of the Police and Criminal Evidence Act 1984, to search the arrested person and to seize anything that is evidence.
Lord Naseby
I understand where my noble friend is coming from, but what she perhaps does not fully comprehend is that to those of us who have been involved in this industry for years, this is a highly dangerous area—far worse than motorbikes. The Government have the opportunity to lay down clearly that anybody who transgresses will be hit hard. This does not affect the genuine operators, who will take great care. However, quite frankly, listening to my noble friend, I can see this being abused. I see drones every weekend where I live. Half of them, perhaps, are being flown correctly, but a significant proportion are not, hence the two in my shed that crashed in the last six months.
Baroness Vere of Norbiton
My noble friend makes a very interesting statement. This Government recognise that in certain circumstances, when drones are not being flown correctly, it is literally a life and death situation. This is why the penalty for the most significant offences—recklessly or negligently acting in a manner likely to endanger an aircraft or any person in an aircraft—is an unlimited fine or up to five years in prison.
My noble friend suggested that only half of those drones are flying within the rules. That is why we have introduced the competency and registration system. People are taking the competency test. If the Bill is passed and the police have the powers, they will be able to stand in my noble friend’s garden, identify those who may not be operating within the law and do something about it. Without the Bill, they could not.
Baroness Vere of Norbiton
I am aware that my noble friend supports the Bill, and I appreciate his support. The Government are just saying “proportionality”. The Government’s role is not to come down hard across the entire sector, but to be proportionate. Those guilty of a minor contravention will get a fixed penalty notice; for something more serious, it is up to five years’ imprisonment and an unlimited fine.
Turning to a couple of points I have not covered, my noble friend Lord Glenarthur made an important point about electronic conspicuity, or remote ID. This is being introduced into drones. Although it is not ubiquitous at the moment, electronic conspicuity for all aircraft was consulted on in the Aviation 2050 consultation. We will be looking at how we take that forward but, as part of EU retained law, the EU-delegated Act is already within domestic law. It contains remote identification requirements. This delegated Act came into force on 1 July 2019. We are currently in a transition period; within three years, electronic conspicuity and remote ID will be a requirement for all drones.
Baroness Vere of Norbiton
I am afraid I do not have that information to hand. I would be remiss if I tried to remember, so I will write to the noble Baroness. I think that was a consultation for all aircraft. She will be aware that the Government are looking at general aviation and, as we move forward, the interplay between unmanned and manned aircraft in a unified traffic management system. That is some way off but we have to start thinking about it now. The electronic conspicuity of drones comes from EU regulation and is now in domestic law. We are in the three-year period during which all drones will have to have conspicuity.
My noble friend Lord Goschen mentioned other penalties and I hope I have given him some idea of their level. I will send this note around because it is useful in setting out exactly what happens if you contravene certain of the regulations.
As for getting people to understand what is required of them, we work with the retailers and the manufacturers—the CAA has the drone code—to make sure that we get the message out as much as possible. This is particularly important around Christmas, when there is a great deal of activity, so that when people get a drone—are given one or buy one—they know that it is not a responsibility-free activity and exactly what their rights and responsibilities are.
I feel a letter coming on on this one. There is quite a bit to cover about proportionality, deterrence and the different levels of penalty for different offences.
Lord Berkeley
I am pleased that the noble Baroness will write a letter. It might be a long one, but that is good. In this debate we have swung between saying, “Most people are just doing it in the garden. They might have the drone under their bed. If they go up, they do not fly hard, it is not going high and it won’t hurt anyone much,” to the other extreme when it could bring down an aeroplane or worse. My noble friend and others commented on the number of drones that may be flying and wondered how many will be flying illegally—in other words, without notification, without a licence or whatever. The question of proportionality is therefore quite serious; for some offences confiscation may be too strong a penalty and for others nothing like enough. In her letter, will the Minister give us some idea of how many constables or whatever we are to call them—the enforcement agency—will be trained to do this work and how many offences might they have to follow up each year? I have not a clue. You can think of every policeman in the country being able to do this—which is stupid—or of it all being done centrally. However, it would be good to have some idea of how enforcement might take place so that people like me, who have no great experience of this, can compare it to what happens on the roads or anywhere else. I will be glad to hear the Minister’s comments.
Baroness Vere of Norbiton
I thank the noble Lord for that intervention. I hope he will be able to stick around until we get on to later amendments dealing with police resourcing and how the training will work.
Let me go back to first principles. The Bill is about giving the police the powers they need to put in place the penalties that already exist. It is very much about filling in that gap. We are working closely with the police and this is what they have asked us to do to give them the powers to clamp down on illegal drone use. The situation is in flux as people register but, for people who have not registered and are flying illegally, the police now have these powers. Without the Bill, they would not have the powers. With that, I hope the noble Lord will feel able to withdraw his amendment.
Lord Trefgarne (Con)
My Lords, will my noble friend please include me in the list of addressees for the important letter she is going to write?
Lord Campbell-Savours
I shall say just one or two words. The Minister has offered to write us a letter. It is not a letter we want. We want it in the law. The letter will interpret the law in a way that she believes will satisfy the concerns we have expressed. I am worried about the guy out there with a drone. He is not going to read the law. He wants very simple principles established that he can understand. In the light of the interpretation that the Minister has put on the law during the interventions, I do not understand the law, and the other day I spent more than an hour going through these clauses to try to work out what was applicable in what circumstances. I put it to the Minister that the law is badly drafted. I have never said that in this House before. It is badly drafted, and we need far greater clarity in the clauses that Parliament is required to clear.
I predict that in the Commons, when MPs with airports in their constituency get their hands on the Bill, they will rubbish this clause because they will be dissatisfied with the provisions as explained to us. I say to the civil servants now that they should think in advance, before the Bill gets to the Commons, about how they will deal with the objections that will inevitably arise.
The Minister says that the role of government is to be proportionate. I agree. However, a small drone of 250 grams within a restricted zone can bring down a jumbo jet, with hundreds of lives lost. I think I am being proportionate and the Government are not in not understanding that that is the danger we are considering. The Minister has laid words on the record today that, in the event of a disaster, people will pore over and wonder what the hell she was talking about. I shall no doubt come back to this on Report, but I beg leave to withdraw the amendment.
Baroness Vere of Norbiton
I thank the noble Lord, Lord Rosser, for introducing this group of amendments, which gives us the opportunity to discuss the stop and search powers and the resourcing of police, and to dip our first toe in the water on delegated powers.
We recognise that stop and search is a significant power and that it is essential that we use it appropriately and proportionately. The noble Lord, Lord Rosser, rightly recognised that the consultation on the use of stop and search for drones reported before Gatwick. Therefore, the powers in this Bill were included as a result of a significant amount of consultation after Gatwick to make sure that we got it right. Since that consultation concluded, officials have had various meetings with stakeholders to discuss the consultation response both within and outside government. Those consulted include the Ministry of Defence, the Ministry of Justice and BEIS, as well as the National Police Chiefs’ Council and CT Policing. The Department for Transport has also met groups such as BALPA and the Guild of Air Traffic Control Officers, who in general support the police powers proposed in the Bill.
It is important that the powers be used only where proportionate, so there are a number of limits in the Bill. In the first instance, a constable must have grounds for suspecting that they will find an unmanned aircraft or something associated with an unmanned aircraft, such as a controller, and that the unmanned aircraft or article has been involved in the commission of one of the offences specified in the Bill. I shall send the schedule to noble Lords.
Lord Campbell-Savours
The Minister referred to BALPA. Is she saying that BALPA has expressed no reservations whatever about the police powers?
Baroness Vere of Norbiton
I am not aware that BALPA has any reservations about the stop and search powers under discussion.
Baroness Vere of Norbiton
I am afraid that I cannot recall exactly what BALPA’s reservations are—whether it has reservations about other police powers—but it was certainly one of the stakeholders that we spoke to regarding stop and search. As a consequence of the conversations that we had, we believe that introducing the powers in this Bill is proportionate and appropriate.
The more serious offences that could be liable to stop and search go towards the higher end of the penalty range and might involve transferring articles into or out of prisons et cetera. The Bill also sets out further conditions that need to be met. For offences that could be considered less serious, the conditions are more stringent. For example, in relation to Article 95 of the Air Navigation Order, flying a small unmanned surveillance aircraft too close to people, or Article 239(4), flying within a prohibited area, where it is more likely that somebody has committed an offence unintentionally —which again goes back to proportionality—stop and search can be used only where there are reasonable grounds to suspect that the commission of an offence using an unmanned aircraft or associated article was for one of the following purposes: endangering an aircraft, which I think noble Lords would all agree should be top of the list; causing any person harm, harassment, alarm or distress; undermining security, good order or discipline in any prison or institution where people are lawfully detained; damaging property, or threatening national security. So, there are many offences where stop and search does not apply—for example, Article 94, including flying beyond visual line of sight without permission and flying commercially without permission. Here, stop and search would not be applicable.
We also recognise that it is very important to minimise the potential for discrimination in the exercise of police powers. In addition to the limitations written into the Bill, the conduct and recording of the Bill powers will be subject to Sections 2 and 3 of PACE, for which there is already guidance for police in Code A, the code of practice for police in the exercise of statutory powers of stop and search. Code A will apply to the Bill powers to ensure that they are being exercised appropriately.
Lord Rosser
I have written down an item about Schedule 10 and I will speak in particular to paragraph 6 of Schedule 10, which allows for supplementary provision to be made by regulations with respect to fixed penalty notices, including to the extent of amending or repealing provisions by an Act of Parliament. Paragraph 6(1)(b) of Schedule 10 also states that the Secretary of State may by regulations make
“provision about the consequences of providing false statements in connection with fixed penalty notices, including provision creating criminal offences.”
In their memorandum to the Delegated Powers and Regulatory Reform Committee, the Government’s justification for this power to create criminal offences through regulations, which cannot be subject to amendment, appears to be at least in part that there is a precedent in Section 54 of the Space Industry Act 2018. That Act was in essence a skeleton Act, which the Government told us was needed on the statute book before it could be properly fleshed out—hence so much being left to subsequent regulations—to provide assurance or comfort to the emerging UK space industry that the Government were prepared to give it the legislative backing and certainty it required. I suggest that the same consideration hardly applies here in relation to fixed penalty notices and the creation of criminal offences.
The Government say that the powers in paragraph 6(1)(b) to create criminal offences are needed to ensure that provision can be made for the consequences of providing full statements in connection with fixed penalty notices. But what kind of criminal offences are we talking about which are apparently so unique that the Government cannot formulate them now and put them in the Bill? Alternatively, since the Government refer only to the
“possibility of creating criminal offences in relation to false statements,”
why not first determine what those new criminal offences are that need creating and then include them in the next suitable Bill, where they can be fully debated and amended?
The Government clearly regard this Henry VIII power to be of some significance, since they state in their memorandum to the DPRR Committee that
“the regulations may create criminal offences and make provision about the process around appeals, and there is therefore the potential for significant impact to the public, police and judicial system.”
However, despite that potential for significant impact, the Government think it appropriate to use Henry VIII powers and regulations rather than primary legislation, which is invariably more fully debated and which, unlike regulations, can be amended. So can the Government give a somewhat fuller explanation of why having the powers to which I have referred in Schedule 10 is so crucial and, in their view, unavoidable, as opposed to them being powers, frankly, of administrative convenience to the Government?
Baroness Vere of Norbiton
I thank the noble Lord, Lord Rosser, for introducing a specific part of Schedule 10: notably, paragraph 6, which gives the Secretary of State the power to make regulations for the provisions about fixed penalty notices, the form of and the information included, and the consequences of providing false statements in connection with fixed penalty notices, including the provision of creating criminal offences, as the noble Lord noted. It is important to note that within all this there is the affirmative resolution, and the consequences need to be proportionate and appropriate to the fixed penalty notices themselves. So proportionality will certainly come into this.
Should the regulations be used in future, the key consideration will be whether they are proportionate. The noble Lord mentioned that the consequences could be put in other legislation, but there could be no other suitable legislation coming down the track. As he noted, there is precedent for making regulations in the manner set out in the Bill. This would be a perfectly reasonable way to provide the flexibility that the Government need in this area as the entire sector develops. We need the flexibility not only for the information required in fixed penalty notices; it must therefore be the case that the consequences of providing false statements in relation to fixed penalty notices must also be needed. That is why we have taken this power in the Bill.
I hope that, with that explanation, the noble Lord will feel able not to oppose the schedule.
Baroness Vere of Norbiton
My Lords, I thank all noble Lords who have contributed to what has been a very interesting debate. It has been more wide-ranging than I anticipated.
The Government are listening to everybody contributing to this debate—within this Chamber and beyond—about what they should be doing. Something needs to be done, but there is no silver bullet. Standing here now, I can absolutely say that there is no magic bullet, no single solution. We cannot legislate our way out of the issue facing us unless we completely ban drones. There was mention that perhaps we should have had a registration system at the outset, but we have had model aircraft for years. They have not had anything, and they too have been involved in incursions over airports. We cannot lull ourselves into a false sense of security. We cannot say that the Government are not doing enough, that something must be done and that this is all so terrible, because what in this Bill would have prevented Gatwick, for example?
Baroness Vere of Norbiton
Potentially, a transponder, but we knew where the drones were. We could see them flashing above the runway. What could we do about it? All the legislation in the world could not have done anything about that. It comes down to technology, and the work that we are doing with the CPNI to develop the counter-UAV technology. That is what we need to spend money on, and we intend to. The legislation before us is a series of things that have already been put in place under the air navigation order. The noble Baroness may criticise the approach as piecemeal, but essentially, it is keeping up with technology.
Baroness Randerson
Does the Minister accept that Gatwick was an outlier in a range of events, and that it would have been caught by noticing that, “They’ve switched off their electronic ID, so we have a real problem here”? That would not have caught the drones but it would have alerted the authorities. Does she accept that most of these potentially dangerous incursions are accidental or careless, and that having some form of compulsory electronic ID would enable the authorities to act quickly and easily? We are not talking about new technology that is way over the horizon. It is here now.
Baroness Vere of Norbiton
The noble Baroness makes a couple of very interesting points, including that in many cases, people do not intend to commit these offences and if given a slap on the wrist and a fixed-penalty notice, they probably would not do it again. When the noble Baroness asked if I wanted to make an intervention, I was listening intently because I want to hear ideas about what we should be doing that we have not done already, and where the deficiencies are.
Let me address some of the ideas of noble Lords; others we will take away and look at further. My noble friend Lord Naseby said that there must be a minimum age. There is a minimum age: you must be over 18 to operate a drone. You must also pass a competency test to be a remote pilot, but the operator of the drone is the person responsible. I think we can agree that the minimum age issue has been dealt with.
On remote ID and electronic conspicuity, the delegated Act is in UK law. The noble Baroness suggested demanding that every drone has electronic conspicuity. We do not want to favour one drone manufacturer over another. We want to ensure that the technology we receive can develop naturally. It was agreed among EU members that a three-year transition period would be appropriate, but electronic conspicuity is in British law. It will be coming over the transition period, as we agreed with our colleagues in the EU.
The noble Baroness also asked why the process is not like car registration. It already is. One must register a drone, and it has a number on it, like a car number plate. So we already have registration and competency testing; these things are already part of UK law. I am therefore still looking for what it is we should be doing better. Geo-awareness and geo-fencing, like electronic conspicuity, are in the EU delegated Act, so they are in UK law.
Forgive me—I cannot recall which noble Lord mentioned BVLOS, but we already have drones that can fly beyond the visual line of sight. It is illegal to do so; that is already within our legislation. It cannot be done without permission.
I am slightly at a loss as to where we can take this further. Noble Lords mentioned areas that stray into other parts of the law, but on privacy, for example, which the Government take extremely seriously, we want to stop invasions of people’s privacy, but we consider the existing legislation sufficient. Article 95 of the air navigation order specifies that equipment must not be flown over or within 150 metres of a congested areas or an organised open area assembly of more than 1,000 people, within 50 metres of any third person, or within 30 metres during take-off and landing. The 50-metre limit also applies to structures, including houses. Capturing an image from over 50 metres away is possible, I suppose, but then the GDPR regulations and the Data Protection Act come in to protect people’s privacy. Other criminal legislation which noble Lords considered more recently around voyeurism includes the Sexual Offences Act 2003. So, there is existing legislation which protects privacy. Again, I am happy to listen to opinions on where the legislation is deficient and how it specifically relates to drones, rather than just general privacy information.
Lord Campbell-Savours
Perhaps I can answer the Minister’s question. She asked what can be done. Very simply—if she has listened to the debate she will know—confiscate any drone that enters one of these zones.
Baroness Vere of Norbiton
I am aware that that is the noble Lord’s position, but I am not sure that evidence exists that if confiscation becomes part of the Bill, it automatically means that nothing bad will ever happen to drones—or that it will make any difference at all—given that the penalties are already far higher than the cost of a drone.
Lord Craig of Radley
I come back to the point that the purpose is its deterrent value. It would also have a public relations value. Rather than telling the owner of a drone that he or she may not fly it in a particular way, confiscation would have a deterrent value. This would encourage good behaviour and be a public relations exercise to show that the Government are taking seriously the possibility of a catastrophic accident if a drone were to hit a civilian airliner.
Baroness Vere of Norbiton
I agree with the noble and gallant Lord. The Government obviously take seriously the potential of a catastrophic accident. For those kinds of offences, the deterrent is far greater than having one’s drone taken away: it is a lengthy prison sentence and an unlimited fine. I remain unconvinced at this time that the confiscation or forfeiture of a drone is an additional means of deterrent.
I am trying to think of an example of an item being forfeited purely to provide that kind of deterrent effect. I will ask my officials to look at the issue and perhaps that will produce more convincing evidence.
Viscount Goschen
One can think of the example of the seizure and destruction of untaxed vehicles by public authorities. The specific deterrent is the loss of the vehicle in addition to any financial penalty.
Baroness Vere of Norbiton
I thank my noble friend for that good example. I am not against this; I just wonder what the evidence is. I shall ask my officials to look for more examples and to see whether it is likely to be proportionate and a deterrent, and whether the existing penalty system is sufficient to deter not only minor offences but the most serious.
Lord Campbell-Savours
The noble Viscount referred to seizure as against confiscation. Perhaps we should simply substitute confiscation for seizure.
Lord Naseby
Perhaps I may be of help. It was pointed out to me that if I did not re-licence my shotgun within the statutory time limit I was given, the gun would be taken away from my premises. I do not know whether that would be for ever, but it would certainly be taken away for a long time.
Baroness Vere of Norbiton
I thank my noble friend for his additional data, to be added to the information I will be collecting before too long.
Lord Rosser
It is a sobering thought that, as I understand it, the Government have said that no legislation could prevent what happened at Gatwick happening again or even reduce its likelihood. That seems to be the Government’s stance. I apologise for my ignorance in advance, but can the Minister confirm that there is a report into the incident at Gatwick Airport in December 2018, and can it be made available?
Baroness Vere of Norbiton
What I said about Gatwick is that there is no silver bullet; there was not one piece of legislation that would have stopped Gatwick.
Lord Craig of Radley
As a result of what happened at Gatwick, steps have been taken. So, it is not a case of just legislation stopping or not stopping it. Additional measures have been taken which make it less likely that the problems at Gatwick will arise again. At least, I hope that is the intention of the steps that have been taken.
Baroness Vere of Norbiton
The noble and gallant Lord is right; a number of steps have been taken. On the legislative side, we have looked carefully at what we can include. One of the steps taken as a result of Gatwick is that we asked CPNI to step up its work on counter-UAV technology and it has been carrying out tests. It did a call-out to industry; industry sent it whatever it had in detect, track and identify technology; and CPNI has been methodically working its way through it to see whether the technology works. Some of it does not.
We are looking carefully at providing a catalogue for airports to say to them, “This is the technology that works. We at CPNI, since Gatwick, have checked this technology and it works.” Those are the kinds of things we have been doing.
Baroness Randerson
Looking at what would make us safer, when the Minister has had the opportunity to read the record, will she write to us to clarify the position? I believe she said to us categorically that you have to be 18 to operate a drone. The CAA has pages and pages about how to register as the flyer of a drone if you are under 13. An operator of a drone has to be 18-plus, but it is quite clear that an operator of a drone is not a flyer. The CAA states that you are an operator if
“you’re the adult responsible for an under 18 who owns a drone”—
under-18s cannot just fly a drone or a model aircraft, they can own them too—
“you’re responsible for a drone that someone else will fly”
or
“you already have a flyer ID, or an exemption, and you only need an operator ID at the moment.”
It is very lax. The point I am making is that there are things the Government can do—with all due respect, my amendment asks only for a review—without breaking new ground. The idea of registration is pretty straightforward and well established in other situations.
Baroness Vere of Norbiton
The noble Baroness, Lady Randerson, has just repeated back to me what I have already said. There is a registration system. It is in existence and it is very straightforward. There are two types of people who can use the registration system. The first is a person who is over 18 and is the operator of the drone. That person is responsible. The second person might be, but does not have to be, a remote pilot. Why did we do this? Why does the remote pilot thing exist? It is to make sure that people aged under 18 can fly drones. How are we going to get our young people interested in aviation and in flying model aircraft? This is not just about drones.
Sometimes I am very struck. The Liberal Democrats sometimes come across as being very illiberal and on other points they come across as being very liberal indeed. I am slightly confused because the noble Baroness has literally just said back to me what I said to her earlier: that is already in place. The operator of a drone is the person who is responsible for it. That person has to register that drone, just like a car, with the CAA. I do not want to stop young people who are competent. Every young person has to take the test. I took the test; they have to take the test. At that point, they can fly a drone.
I do not want to prolong the discussion today, but perhaps afterwards the noble Baroness will describe to me exactly what she thinks is missing from that system, because it comes from the EU regulations. I believe the Liberal Democrats like the EU. Those are the EU regulations. They are agreed with the EU and therefore they are consistent across Europe. They make sure that there is responsibility for the drone and that young people can fly if somebody else is responsible. The noble Baroness shakes her head and says no, but I really do not want to detain the Committee any longer on something which is not wholly relevant to this amendment. We can perhaps discuss it in later groups.
I believe that I have gone into some of the details, and I hope I have been able to demonstrate that we are listening. We want to hear about what specifically we can do to make things better. The noble Baroness mentioned DJI. We, too, have been in touch with DJI and I believe it has sent a briefing to several noble Lords. It is very clear that the Bill should remain a means of ensuring safety and compliance with existing regulation because that regulation includes the EU’s implementing and delegated regulations, which UK officials helped shape. These have come into force and are in UK law.
The Government will continue to review the effectiveness of all the legislation on unmanned aircraft. It is critical to us. We will always listen to new ideas from noble Lords and stakeholders. It is important.
The Science and Technology Committee’s report Commercial and Recreational Drone Use in the UK was mentioned. I note for the record that my department stands ready to provide a response to the report—we have not yet responded—which will include references to the applicability of legislation. We will do that once the committee is reappointed.
On the basis of that explanation I hope that the noble Baroness feels able to withdraw her amendment.
Baroness Randerson
My Lords, I emphasise that my amendment simply asks for a review of the current situation. While the debate has been going on, I have looked through the specifications of modern drones; they include geofencing, altitude limits, return to home, sensor-avoid technology and ADSB in all drones weighing more than 250 grams. There are various ways of controlling them, including not just an app or traditional remote controllers but even hand gestures. We are at a very important point in the development of drones.
On the analogy with registering a car, which I initiated and the Minister took me up on, looking through the CAA’s pages there does not appear to be a requirement for the registered operator to be present when a drone is flown by a child. With all due respect, larger drones, as the noble Lord said earlier, are not toys and have a huge potential impact. I think the Government are guilty of some complacency; they are certainly guilty of being behind the curve. A review would provide a good opportunity for them to come up to speed. However, I beg leave to withdraw my amendment.
Lord Rosser
My Lords, I have an almost identical amendment to that moved by the noble Baroness, Lady Randerson. I am sure that nobody wishes to hear me deliver virtually the same speech as the one delivered by the noble Baroness. I support what she has said and hope we will find that the Government do too.
Baroness Vere of Norbiton
I am very pleased that this group came immediately after the previous one because I too will probably be saying pretty much what I said before. Obviously, geo-awareness and electronic conspicuity are important parts of the delegated regulation. Even though the noble Baroness would perhaps like these to be introduced sooner, I am sure she would accept that, while we are in our transition period, we have to follow EU law. The two items identified in this amendment are already in UK law; there is a three-year transition period in which they will come into effect. The noble Baroness mentioned that new drones can be purchased with all these things. There are people in the model aircraft community who will be very quick to write to all noble Lords to tell them why the transition period of three years is required. I have been at the receiving end of one their campaigns; it involves a lot of letters.
There are many reasons for the three-year transition period. While we were a member of the EU we could not change it, as the noble Baroness, being a Liberal Democrat, well knows. Those two requirements are already there so, from the point of view of the amendments, we can put them to one side. I have been through the registration issue several times: there is an operator and there is a remote pilot; the remote pilot is under the responsibility of the operator and can be under 18. It is nobody’s interest to stop people under 18—a 16 year-old, for example—flying these vehicles.
On remote identification, once electronic conspicuity is ubiquitous, we will be able to link the identifier to the registration system. At the moment, there is literally a physical number on a drone; that will change over to electronic conspicuity once the transition period is over. The model aircraft people will have put electronic conspicuity into all their aircraft by then and the entire system should be ready to go. I hope that, given this explanation, the noble Baroness will feel able to withdraw her amendment.
Baroness Vere of Norbiton
I thank the noble Lord, Lord Whitty, for tabling these important safety amendments. I will take a moment to rebut the noble Baroness, Lady Randerson, who seems to imply that, for some reason, the Government do not care about safety. Continually her remarks seem to imply, “Well, we see the danger and the Government do not.” The Government do see the danger and are looking at all ways to mitigate it, while not crushing an industry that could be incredibly important to our nation and its future.
I shall address in detail the three amendments tabled by the noble Lord, but I want to reassure him and noble friends on the Benches behind me that the Government feel that maintaining the highest standards of safety is a top priority, in relation to both manned and unmanned aircraft. That is why failing to meet requirements such as being reasonably satisfied that a flight can safely be made are already offences under the Air Navigation Order. More serious offences such as endangering the safety of an aircraft could also apply.
For example, Amendment 33A refers to “inbuilt safety features”. They are not necessarily defined, but I take it that we should talk about the thrust of the amendment rather than the detail. As has been covered several times today, the EU regulations being transposed into UK law cover much of what is covered by the noble Lord’s first amendment. The inbuilt safety features to which I think he is referring, such as electronic conspicuity, are within that. The noble Lord mentioned that they could not be turned off—indeed they cannot, because should they be turned off that would be illegal, as the devices would then not have electronic conspicuity. Under the regulations in place—we are in the transition period—those things would have to be on and functioning. Turning them off would not be an option, because that would then be illegal.
On being under the influence of drugs or alcohol, again, this is a really important area. Under the Air Navigation Order, for any remote pilot—that is, the person flying it rather than the person who takes responsibility for it or owns it—who flies a small unmanned aircraft without being reasonably satisfied that the flight can safely be made, perhaps because they are under the influence of drugs or alcohol, there is a potential fine on conviction of up to £2,500. For further, more serious cases of unsafe flying, a pilot found guilty of recklessly or negligently causing an aircraft to endanger a property or person could be sentenced to up to two years in prison, which is quite a significant sentence for being over the limit.
However, I want to bring to noble Lords’ attention more specific regulation: that is, the implementing regulations. I have talked a lot today about delegated regulation today; there is also the implementing regulation, which is also coming from the EU. That states specifically that a remote pilot must not fly an unmanned aircraft when under the influence of psychoactive substances or alcohol.
Therefore, while I accept that the noble Lord’s intention is to make safety changes—and safety is our highest priority—I hope that I have been able to convince the noble Lord, at least for the time being, that we already cover the issues that he hoped to raise.
Lord Whitty
My Lords, I thank the Minister for her support for the intention of the amendments. On the third amendment, on alcohol and drugs, whether or not the matter is covered by EU regulations in one sense, it is important that operators of drones understand that they should be under the same degree of discipline and self-control as pilots. It is therefore important that it appears in the same place in primary legislation. I am grateful to the Minister for spelling out that there is implementing legislation as well as the initial transposed EU legislation, which may make that clearer—but, even so, it is important that people on the ground do not regard themselves as being in a different category from those in control of aircraft in the air. I do not therefore completely accept that the matter is already covered.
On the first amendment, I say in reply to the noble and gallant Lord, Lord Craig, that, clearly, we are talking about the legally required safety regulations. Again, I hope that the Minister’s assurance that this matter is already covered stands up and I would welcome that being spelled out in letters that I could share with my colleagues. We will see whether we need to come back on that.
On single operatives, I accept, as I said in opening, that technology may get us to a situation where, for certain specific purposes, there is a single controller of a number of machines. I think that that should be dealt with as an exception, however, so that if an inspection company for a pipeline or a navigation, or for land management purposes, wants to use a single controller for several drones that are all doing the same task, or different aspects of the same task, that should probably be dealt with under an exceptional licence.
The principle should be that there should be one pilot for one machine, which is what this would require. The Minister did not comment in great detail on that: no doubt she can have another look at it. I am pleased that there seems to be general support for the principle, even if some of it may already be indirectly on the statute book through European legislation. I am very grateful, of course, for the Government’s endorsement of retaining that European legislation, in this field at least. For the moment, however, I beg leave to withdraw the amendment.
Baroness Vere of Norbiton
I thank the noble Lord, Lord Rosser, for raising this very important point. Certainly, the Government are well aware of a wide range of risks relating to unmanned aircraft and the fact that they may, in due course, be operated from overseas. That is one of the risks we are considering.
The Government published the UK Counter-Unmanned Aircraft Strategy in October 2019. That strategy aims to safeguard the potential benefits of unmanned aircraft—because they can bring substantial benefits to the UK—by setting out our approach for countering the threat posed by their malicious or negligent use. I stress that this is very much work in progress. As all noble Lords have commented today, this technology moves very quickly, but the focus of this strategy is on keeping the UK public safe and protecting our critical national infrastructure, prisons and crowded places, irrespective of where the threat originates, in the UK or externally. It is therefore not necessary to prepare and publish an additional strategy specifically for managing a threat from overseas; it is something that is under consideration and was considered as we prepared the strategy.
As I have said many times today, the strategy recognises that there is no silver bullet: we must look at all the threats and at mitigating them all, both through the Bill before your Lordships today and through more practical elements, such as training the police, making sure that airports have access to the technology, as I explained earlier, and making sure that everybody using the technology or putting these powers in place has the training and guidance needed to respond effectively to the threat. I hope that, based on that explanation, the noble Lord will feel able to withdraw his amendment.
Lord Rosser
I thank the Minister for her response, and I beg leave to withdraw the amendment.
Baroness Vere of Norbiton
I thank the noble Lord, Lord Rosser, for giving me the opportunity to share as much information as I have with him. I will certainly share more if he is still yet to be convinced. As to whether there is a report on Gatwick—my apologies for not covering this earlier—I do not know but will investigate and return to it in a letter to him.
This amendment is on consultation. Ministers and officials from the Department for Transport and the Home Office have engaged with a range of stakeholders throughout the development of this Bill, including but not exclusively those listed in the amendment, and will continue to do so to make sure that our legislation remains fit for purpose, ensuring that lessons learned from those directly involved in responding to unmanned aircraft incidents, whether Gatwick or others, are considered and acted upon.
In the aftermath of the Gatwick incident, the Government worked with the police, the airport and other relevant organisations to learn lessons from the response. There were debriefs, workshops and future planning meetings so that we could look at and extrapolate from the event. Since Gatwick, the counter-drone community has moved forward at pace. We have a broader understanding of the threat posed by drones—hence our work with the CPNI on detecting, tracking and identifying equipment and how that might be deployed. We also continue to consult widely. For example, the UK Counter-Unmanned Aircraft Strategy, our main focus following Gatwick and prior to this Bill, was published in October 2019 and followed ongoing engagement with both those on and not on the list because we wanted the widest input we could get.
I turn to some of the specific bodies: first, the police. For the first few months after the Gatwick incident, the counter-drone unit in the Home Office, which worked jointly with my department on this Bill, had an embed in its team from Sussex Police who was involved with Gatwick. That was extremely helpful. Since May 2019, a chief inspector from the National Police Chiefs’ Council has been embedded in this team with the national police lead for counter-drone systems, providing operational advice on how the provisions in the Bill will be put to use on the ground.
We see Gatwick Airport regularly and seek regular input from all airports because it is often the case that the larger airports will be able to react in a very different way to the smaller airports—something we have not really touched on today.
Baroness Randerson
At the time, a key issue revealed by Gatwick was the question of who was responsible for the operation of equipment. That has been clarified, as the Minister has indicated, in relation to the larger airports. Have the Government yet reached agreement with smaller airports, police services and the Army throughout Britain on who is responsible for ensuring that appropriate equipment will be deployed at smaller airports if such an incident happens there?
Baroness Vere of Norbiton
The noble Baroness has hit a particular nail on the head. That is why the catalogue of equipment is being developed by the CPNI. It is encouraging the leasing of equipment. Airports are responsible for safety and security within their boundaries, so they are being encouraged, where they feel it is appropriate, to lease appropriate equipment. Not all airports are the same, because of different sized sites and all sorts of different reasons. There is always ongoing engagement with the Ministry of Defence and the police. Every incident is dealt with on a case-by-case basis because, interestingly, no two incursions are the same. Some can be dealt with extremely easily and others require a different approach. We are well aware of the difference.
It is not just the different sizes of airports. There are various other bits of critical national infrastructure that fall under this entire threat picture. We are cognisant of that; it is part of the work on the strategy to make sure that we have the appropriately flexible response to make sure that we can deploy resources in the best way.
We have also been engaging with the Ministry of Defence. Along with the Home Office, my department works closely with the Ministry of Defence to share learning from its military work overseas and how best to work with the counter-drone industry. We work closely with the Civil Aviation Authority, including on the development of the drone code and drone registration scheme. Since Gatwick, the code has been reviewed and the drone registration scheme has come into existence.
We have regular meetings with BALPA, which is always a pleasure, and we are very interested in what it has to say. We also see a wide range of other bodies, either regularly or on an ad hoc basis, which includes the drone and counter-drone industries, regulatory bodies, airports and other critical national infrastructure sites, academia, and in particular international partners— this is not just a UK issue, and we speak to our international colleagues about it. I had a meeting with people from the States just a couple of weeks ago; they are facing the same problems, and we should not think that we are behind the curve, because we are certainly not.
I hope that, based on that explanation, the noble Lord will feel able to withdraw his amendment.
Lord Rosser
I thank the Minister for her response, and I beg leave to withdraw the amendment.
Transport Infrastructure
Baroness Vere of Norbiton Excerpts(4 years, 2 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, with the leave of the House, I shall now repeat a Statement made in the other place by my right honourable friend the Prime Minister. The Statement is as follows:
“With permission, Mr Speaker, there are all sorts of reasons why the city in which we now sit is the most productive region in the whole of Europe—the time zone, the language, the agglomeration of talents and, above all, the mass transit system that every day conveys millions of people efficiently and affordably, with tubes and 8,600 buses, into the central activities zone in the morning and out in the evening, like the respiration of some vast undersea coelenterate.
As that public transport network has expanded in the last 150 years it has brought hope and opportunity and job prospects to people growing up in every part of this city and beyond, and it is the ambition of this Government to employ that same utensil—fantastic transport infrastructure—to unite and level up across the country. Of course there is far more to do in London—frankly, the present mayor needs to be shaken from his complacency—but there is even more to do across the nation as a whole. Whether you are stuck in a jam on the A303 or on the outskirts of Lincoln, whether you are trying to get from Warrington to Manchester or toiling across the Pennines by rail, you know that this country is being held back by our inadequate infrastructure.
So in the next few weeks this Government will be setting out more details of a transport revolution, because we all know the potential of transport to change your life and the life of your town or city, and we know that efficient transport can clean the air and cut pollution and get cars off the road. We can simultaneously reach our ambition of net zero by 2050, shorten your commute and give you more time with your family, increase productivity and bring business and investment to left-behind communities. That is why we are embarking on a massive programme of investment in local transport, starting with a record-breaking £5 billion of new investment in buses and bicycles.
That investment will mean bus passengers across the country seeing a dramatic improvement in their daily journeys, with more than 4,000 brand-new buses—zero-carbon British-built buses—on the roads of places like Ashfield, Barnstaple, Southampton, Manchester and many more towns and cities besides. There will be more services, especially in the evenings and weekends, simpler, cheaper and more convenient ticketing, and properly designed priority schemes to speed passengers past the traffic jams. It is an investment that will also mean cyclists enjoying hundreds of miles of brand-new separated lanes, with ‘mini-Hollands’ blooming like so many tulips in towns and cities right across the country.
That £5 billion is just the start. My very good friend the Chancellor of the Exchequer will be making a full announcement on this in next month’s Budget, and I have no desire to steal his thunder, but I can signal today that we are taking forward transformative investments: road improvements from Cornwall to the A1 north of Newcastle; from south Salisbury to south Ribble; from Cheadle to Chiverton; dual carriageways, roundabouts, bypasses, underpasses—and those are just the roads.
We have already set out plans to explore new investments in the rail network across the north—developing proposals to reopen the Fleetwood line in Lancashire and the Ashington-Blyth rail line in the north-east, improving track and platform capacity at Middlesbrough station, and installing new signalling at Harrogate, one of North Yorkshire’s busiest stations. Further south, I can today announce that we will be upgrading the Bristol East junction—a major pinch point in the rail network of the south-west that limits access to the Brunel-designed Victorian splendour of Bristol Temple Meads station.
This transport revolution is local, because it must be local. We can unite and level up across the country, with fantastic local improvements—better rail and less congested roads, beautiful British-made buses that are cleaner, greener, quieter, safer and more frequent, and above all, we can improve the quality of life and improve productivity, and make places more attractive to live in and to invest in. But we cannot make these improvements in isolation from one another, because we will only be doing half the job. We will not fix the great musculoskeletal problem of UK transport.
Yes, we must fix the joint between the knee bone and the thigh bone—and the shin bone and the ankle bone. And yes, we must fix the arthritis in the fingers and the toes. But we also have to fix the spine. Our generation faces a historic choice: we can try to get by with the existing routes from north to south and consign the next generation to overcrowding and standing up in the carriages, or we can have the guts to take a decision, no matter how difficult and controversial, that will deliver prosperity to every part of the country. This will take 50 minutes off the time to Glasgow.
When it comes to advocating HS2, it must be said that the task is not made easier by HS2 Ltd, the company concerned. Speaking as a Member of Parliament whose constituency is on the route, I cannot say that HS2 Ltd has distinguished itself in its handling of local communities and, as everyone knows, the cost forecasts have exploded. However, the poor management to date has not detracted from the fundamental value of the project.
The review recently conducted by Douglas Oakervee, copies of which will be placed in the Library of the House, leaves no doubt of the clinching case for high-speed rail. A vast increase in capacity, with hundreds of thousands of extra seats, making it so much easier for travellers to move up down our long, narrow country, means not just more capacity but extraordinarily faster journey times. Passengers arriving at Birmingham Airport will be able to get to central London by train in 38 minutes, which compares favourably with the time that it takes to get from Heathrow by taxi, a point that I just draw to the attention of the House. But this is not just about getting from London to Birmingham and back considerably faster than the Piccadilly line. It is about finally making a rapid connection from the West Midlands to the northern powerhouse to Liverpool, Manchester and Leeds while simultaneously permitting us to go forward with Northern Powerhouse Rail across the Pennines, finally giving the home of the railways the fast connections that it needs—and none of this makes any sense without HS2.
The Infrastructure and Projects Authority considers that this first phase can be delivered for its current projected cost of £35 billion to £45 billion in today’s prices. The designs have been improved immeasurably thanks to the tireless contributions of campaigners, including the right honourable Member for Chesham and Amersham, who I do not think is in her place. If we start now, services could be running by the end of the decade.
So today the Cabinet has given high-speed rail the green signal. We are going to get this done and, to ensure that we do so without further blowouts on either cost or schedule, we are today taking decisive action to restore discipline to the programme. I will be appointing a Minister whose full-time job will be to oversee the project. A new ministerial oversight group will be tasked with taking strategic decisions about it. There will be changes to the way that HS2 Ltd is managed. In line with Mr Oakervee’s recommendations, we will be interrogating the current costs to identify where savings can be made on phase 1 without the costs and delays associated with a detailed redesign. So that the company can focus solely on getting phases 1 and 2a built on something approaching time and budget, I will be creating new delivery vehicles for both the grossly behind-schedule Euston terminus and phase 2b of the wider project.
However, before those designs are finalised and legislation introduced, we will also present an integrated plan for rail in the north. Informed by an assessment from the National Infrastructure Commission, it will, in line with the findings of the Oakervee review, look at how we can best design and integrate rail investments across the north, including Northern Powerhouse Rail between Leeds and Manchester. I have just spoken to the Mayor of Greater Manchester, who has warmly welcomed this project, which I committed to supporting, I seem to remember, during my first days in office.
I want the plan to identify the most effective design and sequencing of all relevant investments in the north. For example, with many in the north crying out for better east-west links instead of improved north-south ones, which we have heard many times in this House, some have suggested delaying or even cancelling HS2 in order to get Northern Powerhouse Rail done more quickly. I want to say to you, Mr Speaker, and to the House that this is not an either/or proposition. Both are needed, and both will be built as quickly and cost-effectively as possible. To ensure that this happens, we will—working closely with northern leaders—explore options for creating a new delivery vehicle for Northern Powerhouse Rail. We will also start treating HS2 north of Birmingham, Northern Powerhouse Rail and other local rail improvements as part of one integrated masterplan: high-speed north.
Something has to change. Those who deny this, who say that we should simply build 2b and Northern Powerhouse Rail according to the plans currently on the table, are effectively condemning the north to get nothing for 20 years. That would be intolerable. As we draw up this plan, therefore, we are not asking whether it is phase 2b or not 2b—
Baroness Vere of Norbiton
That is not the question. The question is how we can bring a transport revolution to the north sooner. Together, this revolution in both local and national transport has the potential to be truly transformative for the entire country. Yes, it is ambitious—but ambition is what we have lacked for too long. Two centuries ago, our ancestors could have been content with breeding faster horses. Instead, they invented the railways. They created the transport network on which the United Kingdom rose to economic pre-eminence. They looked to the future of transport and made it happen, and today it is our duty today to do the same. Let us bring about a future where high-speed trains glide between our great cities; where electric buses convey us cleanly around our towns; where self-driving cars roam along roads that are free of the congestion that causes so much pollution; and where a new generation of cyclists pedal safely and happily to school and work in tree-dappled sunlight—
Baroness Vere of Norbiton
—in tree-dappled sunlight on their own network of fully segregated cycle lanes, as we did in London.
This Government will deliver a new anatomy of British transport—a revolution in this nation’s public transport provision and a sign to the world that, in the 21st century, this United Kingdom still has the vision to dream big dreams and the courage to bring those dreams about. I commend this Statement to the House.” [Applause.]
Baroness Randerson (LD)
My Lords, I feel sorry for the Minister, having to repeat all that. But what the Statement boasted in juvenile, rhetorical flourishes it lacked in detail on all fronts. It reminded me of one of those exercises that teachers give primary school children to expand their vocabulary. But it lacked detail, and transport is all about detail.
Like the noble Lord, I went through the Statement carefully and was struck by the fact that the first thing this Government apparently committed to was net zero by 2050, and the first thing they are going to do is build lots of new roads. Everyone who knows about transport knows that if you build a road, it gets full of cars immediately. We will still have cars from today on the roads in 20 years’ time. The electric vehicle revolution will not come that quickly and we cannot reach net zero if we go on with large-scale road-building projects.
What was said about east-west rail links is good, but it needs to go way beyond the few examples here. There is a lack of detail on buses beyond a nice big, shiny figure. I ask the Minister to provide us with more detail on the buses, because we can have the bus revolution a great deal more quickly than we can have the railway revolution. We could revolutionise our buses within a couple of years if we had the money and the legislative framework to do it.
I was very pleased, of course, to hear that HS2 is not going to be cancelled, but again disappointed and really frustrated by the fact that there are just a few hints of how this will go ahead in the future—a couple of avenues have been closed off, but there is no detail on how it will work or how the future will be better than the past. “We are going to change it, we are going to have a Minister”—with all due respect, it is not ministerial control that has been lacking, but good, solid day-to-day project management. However, we will obviously have to wait patiently for some time still to get the detail that we need.
I say to the Minister that this is a very grandiose series of visions but, in reality, people need certainty and consistency. They need to know the details of what will happen and, given the scale of the ambition in this announcement, it is way beyond the capacity of the Department for Transport to deal with. Work will have to be done across government. I will give just one example of what needs thinking about. If you are to have all these new buses—one hopes they will be electric or hydrogen, but in the short term we are probably talking about electric—we will need to totally reinvent the electricity grid to cope in certain parts of the country. The Minister looks doubtful: I have just come from a lunchtime event where experts in the field confirmed that we need a massive increase in our electricity capacity in parts of the country. There are lots of questions for her to answer.
Baroness Vere of Norbiton
My Lords, I have four minutes to answer as many of those questions as possible.
Lord Tunnicliffe
If the Minister consults the Companion she will see that she can extend the 20 minutes as necessary to reply fully.
Baroness Vere of Norbiton
With the leave of the House, I will certainly do that to answer the questions as fully as I can at this stage. I was slightly disappointed that the noble Lord, Lord Tunnicliffe, felt that there were not enough hard commitments: I felt that the Statement was full of very hard commitments. The commitment to HS2 draws a line in the sand and removes any doubt about whether the project will go ahead. It means that phase 1 can continue at pace and that the Bill for phase 2a can come back to your Lordships’ House, because I know there is work to be done on it. We will be pushing the western leg towards Manchester and look at the eastern leg and other northern areas, where we are looking at connections into Northern Powerhouse Rail too. A very quick infrastructure plan for rail in the north will be carried out to make sure that that entire structure works well together. If it does not, clearly HS2 will not be as beneficial as it would otherwise be.
I shall stay with HS2 and then move on to buses in due course. The noble Lord mentioned governance and accountability. That is key to the way we approach HS2 and the way we interact with HS2 Ltd in future. This is not necessarily to denigrate the current management of HS2 Ltd: over successive managements there have been a series of failings, as I am sure a number of noble Lords will agree. We want to draw a line under this and start a new relationship between it and the department, representing the taxpayer to make sure that we get the best result.
This new Minister—poor thing—will have an incredibly important role to play. They will hold HS2 to account and report to Parliament every six months on its progress. Furthermore, we will encourage a culture of transparency and accountability, as stated by the Secretary of State some time ago. That is particularly important. There will be members on the board of HS2 Ltd from both the DfT and the Treasury to make sure that taxpayers’ money is spent as effectively as it possibly can be. We will also ask the IPA to report on progress every year. There will be a step change in the governance of HS2 going forward.
I apologise if I did not explain the delivery arrangements well enough. HS2 Ltd will continue as currently on phases 1 and 2a and there will be separate delivery arrangements for Euston and phase 2b. The schedule for phase 1 is 2029 to 2033; the ambition is to get trains on the track by the end of the decade.
Beyond HS2, there is the issue of buses. I have a personal love of buses. Being the Buses Minister, I obviously welcome this funding of £5 billion over five years. Noble Lords have said that there is no detail. There is a reason for that: we wanted to show local authorities and bus operators the scale of our ambition for buses. Historically, buses have known roughly what they were going to get, but this is a step change in ambition. We wanted to get that message across so that our national bus strategy, which we will develop at pace over the coming months, will set out how this investment can best be spent. There will be investment in capital and in revenue but until we have the national bus strategy I cannot say for certain exactly where all this money will go.
Another reason I cannot say this for certain is that, as we look at integrated transport systems going forward, the most important thing to think about is place-based funding. Often funding based on places is not single-modal. There might be some bus funding from one pot and some cycling funding from another pot, but a certain place will bid and, rather like with the TCF, it will offer a cohesive and integrated plan for improving local transport. We cannot just say, “Here you go, Barnsley, have an extra £1 million.” It must be more thought through than that. That will come out of how we look at the framework for the national bus strategy and how we integrate the strategy with getting local authorities to step up in partnership with their bus operators, which is essential, to make the best use of the money.
I wanted to talk about this very important issue and that same partnership. We do not need new legislation to do this. We already have the Bus Services Act, which has partnerships in it. Where partnerships exist, the ridership of buses goes up significantly. Bristol has seen amazing gains, as has South Gloucestershire, because the local authority has a really good partnership with the bus operator. The local authority puts in place bus priority measures, steps up and says, “I will give you your buses and services.” That will come to fruition over the coming months. We will work closely, as we have already started to do, with local authorities and bus operators to make sure that they are ready to seize this level of ambition. It must be collaborative.
Cycling is at a very similar stage to the bus strategy in that we need to consider the means by which we can get it to the most needed places, alongside other funding, if that makes sense.
I think I have answered all the questions. If not, I will write.
Lord Young of Cookham (Con)
My Lords, I was Secretary of State for Transport in 1996, when we gave the go-ahead for HS1—the fast link between St Pancras and the Channel Tunnel. It was opposed by local MPs and challenged through the courts. People said it was too expensive and it was challenged on environmental grounds. People said we should spend the money on local lines instead. Today, not a single Member of your Lordships’ House would argue that HS1 was not the right decision to take. Will it not be the same in 25 years’ time about HS2?
Baroness Vere of Norbiton
I thank my noble friend for his question, which was not a plant. Last Friday I went on HS1 and had the honour of being in the cab. It was amazing, although they did not let me drive the train. I drove the simulator afterwards. It was striking that when you are in the cab and looking down the track, it is beautiful, it is straight and it works. There is little clutter and you can see that it is modern. Barrelling along at 140 miles per hour, you think, “I could go a bit faster, actually”. I went from St Pancras to Ashford, an area that has been revolutionised. The development there has been amazing. I agree with my noble friend; HS1 was a great boon and HS2 will be, too.
Baroness Blackstone (Ind Lab)
My Lords, there has been comment on the lack of detail and substance in the Statement. If a little less time had been expended on corny analogies and flowery phrases, there might have been a bit more space for some of the core issues that need to be addressed. One is the speed proposed for HS2. I say to the noble Lord, Lord Young, that HS1’s speed is hugely slower than that proposed for HS2, which is far faster than any other high-speed rail system, apart from that in China. Can the Minister comment on why this important issue has been omitted from the Statement, particularly given that the cost of the proposed speed is so high? If it was somewhat slower, the savings could be used for some of the other projects set out in the Statement.
Baroness Vere of Norbiton
The noble Baroness will be well aware that we had an extensive debate on HS2, its speed and all the various elements. These issues have been well debated and the Government agree with the spirit of Oakervee. His report discusses speed among many other things. Indeed, there were 60 conclusions in the report, and it would have been impossible for the Government to discuss every issue in it. We will respond in full in due course and that will cover the issue of speed. However, we are not minded to slow the train down. Phase 1 has been designed with speed in mind and it is not going to be redesigned. There is therefore no need to reduce the speed.
Baroness Jones of Moulsecoomb (GP)
My Lords, the problem was that the Statement was the least professional and most hyperbolic pile of nonsense from a government spokesperson—not the noble Baroness. It was an appalling abuse. It read like a Telegraph column, so we know who might have written some of it. There are two big problems with HS2. First, it is extremely damaging to our environment. We are losing 108 ancient woodlands, five wildlife refuges, 39 nature reserves and 33 protected sites. The project is also a huge emitter of CO2 . Does the Minister agree that, as a result of that and the extra road extensions and plans proposed in the Statement, the Government will be unable to meet their CO2 reduction targets?
Baroness Vere of Norbiton
The Minister does not agree. I take it that the noble Baroness, Lady Jones, is not a fan of the Prime Minister, but the sort of words she uses are somewhat inappropriate. On the substance of her question about the environment and ancient woodlands, noble Lords have had the opportunity to discuss those issues in significant detail. HS2 is committed to no net loss of biodiversity. We believe that it is an important part of achieving net zero emissions by 2050. Lost wildlife habitat will be replaced and, as I have said in your Lordships’ House, on the stretch from London to Crewe 43 ancient woodlands will be affected, but only 20% of each. That is out of a total of 52,000 ancient woodlands. I see the noble Baroness, Lady Young of Old Scone, who will say, “But that is salami slicing”. That is the thinnest slice of salami, which will not make even half a breakfast.
Lord Howell of Guildford (Con)
My Lords, I declare an interest, as in the register, and as a former Transport Secretary, of which there are quite a few in this House. Does my noble friend recall that over 40 years ago, Germany developed an elaborate system of bus-type vehicles which travel by rail as well as road? I welcome the part about buses but our roads are very crowded, and there is still a big network of completely disused rail tracks in this country. Will my noble friend undertake that this technology, which is quite well advanced, will also be included in our great transport revolution?
Baroness Vere of Norbiton
I thank my noble friend for raising that issue. It is of course critical that where tracks already go into major towns or cities—some might be Beeching line closures—the opportunity for reopening those lines may not take the form of heavy rail; there are many new and innovative ways. I know that the one my noble friend referred to is from 40 years ago, but nowadays there are some lightweight, low-cost alternatives to building heavy rail, which could effectively, and with good value for money, get people to where they need to be.
Lord Berkeley (Lab)
My Lords, a long time ago the Government made a commitment that, before construction started on HS2, they would produce a new cost-benefit analysis and business case. That was confirmed to me in a letter from the noble Baroness, Lady Sugg, when she was Minister, on 18 December 2018. Has that cost-benefit analysis and business case been published, and if not, when does she expect it to be, and can she confirm that it will be published before permanent construction starts and the formal go-ahead is given?
Baroness Vere of Norbiton
Yes, the noble Lord, Lord Berkeley, will be well aware that we are due a final business case, which will set out the benefits and costs for the phase. The notice to proceed will be published alongside it.
Lord Shipley (LD)
My Lords, I can find no mention in the Statement regarding HS2 and the north-east of England. Can the Minister confirm that there is no change in the plan in relation to that? That is, HS2 rolling stock will run on conventional track north of Leeds, joining the east coast main line just north-east of that city. As I raised when we debated HS2 a couple of weeks ago, to be successful, that link to Newcastle upon Tyne, where I live, needs four tracks on the east coast main line as opposed to the current two. Will the Minister confirm that the Government would be willing to look closely at the case for expanding the number of tracks north of Leeds?
Baroness Vere of Norbiton
I will certainly take that point back to the department. The parts of the track that the noble Lord mentions will all be part of the integrated plan for rail for the north, which will be an important, if fairly short, project to make sure that HS2 works with NPR and all the multibillion pounds of rail investment that we are already putting into the north. It would be absolutely wrong for us to undertake such a massive and costly project unless we squeeze every single benefit out of it that we can.
Lord Blunkett (Lab)
My Lords, there were six mentions of Manchester and, quite rightly, mentions of both Liverpool and Leeds in the Statement, but not a single mention of Sheffield, the fourth-largest city in England. Can the Minister confirm that there will be an eastern leg rather than linking Manchester through Leeds to the north, and that that leg will go through the east Midlands, South Yorkshire and then through Leeds, so that we can have some benefit to a county which has a population greater than that of Scotland?
Baroness Vere of Norbiton
I absolutely understand the noble Lord’s desire to get improved connectivity to Sheffield. Indeed, we want improved connectivity between all the major cities in the north, which is why we are doing the integrated plan for rail for the north.
Lord Haselhurst (Con)
My Lords, as the completion of the HS2 project will lead to a dramatic slashing of journey times between Manchester, Birmingham and London, does the Minister agree that it would be sensible, at this stage, to make more effort to promote Manchester Airport and Birmingham Airport as points of entry into this country, attractive to all categories of visitor? This would take some of the pressure off the London airport system, as well as contributing to levelling up the economy of our country, as the Government are set upon.
Baroness Vere of Norbiton
I thank my noble friend for that question. One of my first visits, when I was Aviation Minister, was to Birmingham Airport and that is precisely what they said to me: once HS2 is up and running, the journey time to London will be slashed. For example, if you live in north-east London or close to Euston, you will be able to use Birmingham rather than a London airport.
Lord Grocott (Lab)
My Lords, I strongly support the point made by the noble Lord, Lord Young, that yesterday’s pessimists about HS1 are today’s enthusiasts for HS1. The same point can be made about the first London-to-Birmingham railway, which was ferociously opposed on cost and other grounds. Since it was built in 1838, it must represent, though no one can calculate it, the most phenomenal return on capital of any project ever constructed, which we could not possibly do without. I ask the Minister, given that the Victorians built the first London-to-Birmingham railway in five years, with picks, shovels and wheelbarrows, if it is too much to expect a better completion date. I think the one she offered was somewhere between 2029 and 2032, or something like that. If she gives an option, it will be the latter of those dates. Can she not be firmer and speed it up a bit?
Baroness Vere of Norbiton
My Lords, Members across the Government would very much like to speed this up, but a process needs to be gone through and this is a highly technical line. The noble Lord is quite right, and I mentioned during the recent HS2 debate that four lines went under construction within 10 years back in the 1830s and 1840s. Many considerations must be gone through to build these lines and, nowadays, we have far more concern about the environment than we have ever had before, and about stakeholder and community engagement, and making sure that local communities feel happy about the construction.
Lord Cormack (Con)
My Lords, in the prologue, long before we got to the dappled trees, my noble friend referred to Lincoln. I am glad that she recognised the congestion outside that great city. Can I infer from that that Lincoln will be high in the order of priorities as our roads are improved?
Baroness Vere of Norbiton
I thank my noble friend for his local question about Lincoln. I do not have statistics to hand about our roads investment in Lincoln. I am fairly sure there will be something, and I will write to him.
Lord Faulkner of Worcester (Lab)
My Lords, first, I thank the Minister for the letter of 4 February that she wrote to all Peers who took part in the debate on 23 January. I certainly found it very helpful and encouraging, although not all her noble friends did. I will raise a question that was touched on by her noble friend Lord Haselhurst. The Minister says that, if the project goes ahead, HS2 will create a long-term carbon alternative to domestic flights or driving, and that HS2 can play a key role in achieving the transition to carbon net zero by 2050—something that I wish the Green Party would occasionally take seriously. The Prime Minister’s Statement says that:
“Passengers arriving at Birmingham Airport will be able to get to central London by train in 38 minutes, which compares favourably with the time it takes to get from Heathrow by taxi”.
Presumably we are not now going to have a third runway.
Baroness Vere of Norbiton
My Lords, the third runway at Heathrow is a private development. If it falls within the criteria of the airports national policy statement, it will go ahead.
Lord Greaves (LD)
My Lords, I give a perspective from the hills in the middle of the Pennines. I am interested in knowing that we are going to have more tree-dappled sunlight. We welcome the trees; the sunlight might be beyond even the present Prime Minister. I just point out that those of us who live in the corridor between east Lancashire and Skipton in the Aire Valley in Yorkshire are not bothered about having high-speed rail. We want our railway back: the 11 miles between Colne and Skipton. We would be quite happy for the trains to go at a normal speed, but please can we have our railway back?
Baroness Vere of Norbiton
The noble Lord is a doughty campaigner on this matter. We have heard his message and, as he knows, we are working on it.
The Lord Bishop of Durham
My Lords, perhaps we might return to the north-east. The noble Lord, Lord Shipley, and I, along with many others, have argued previously that this infrastructure should have begun in the north and the south at the same time. In the review, can we please ensure that we are working not just south to north but north to south? This would help speed up the process. Can the Minister also answer a question on the production of the trains and the carriages? Companies such as Hitachi and Bombardier have been mentioned. Are the contracts going to be given out in Britain?
Baroness Vere of Norbiton
The right reverend Prelate refers to an issue that is raised fairly frequently. I think that we can all agree that phase 1 will go ahead straightaway because enabling works have already taken place. Part of the integrated plan for rail will look at ways of getting the benefits of this new railway more quickly, and it may be—I am not prejudging this at all—that construction starts in several places at once, as well as at different points, in order that it can join up. To me that seems quite sensible, but I am sure that someone technical will tell me that it is not. However, it is our ambition to get the benefits more quickly and to keep the costs as low as possible. We will certainly look at all the eventualities when it comes to that part of the railway.
On the construction of the rolling stock, this does not need to be considered for some time yet. Of course it would be very good if the trains were built in Britain, but I happen to know that the HS1 trains were built in Japan and that they function very well. But, again, we cannot prejudge that and it will be some time before that contract is awarded.
Baroness Young of Old Scone (Lab)
My Lords, can the Minister give us some assurances about the management changes at HS2? I worked first with HS1 from an environmental point of view and then with Crossrail. I have been appalled by HS2’s environmental illiteracy. Can we make sure that in the future phases of this development, the company that replaces HS2, or its reconfiguration or whatever arrangements are made, is required to use its best endeavours to avoid going through ancient woodlands and other sensitive sites? About half of the sensitive sites that are being trashed by this development were not even identified by the company when it carried out its reviews, and that is negligent.
Perhaps I might also make the point that as far as the 52,000 ancient woodlands are concerned, it used to be one woodland, but it has been so split up and hacked into small fragments that now there are only 52,000 small pieces of it. If we keep on doing that, we will not have any at all.
Baroness Vere of Norbiton
I hope to be able to put the record straight. I do not propose that there will be changes to the management of HS2; rather, changes will be made to its governance. As I explained earlier, the DfT and HMT will be on the board and there will be a new Minister. I will ensure that I mention to the new Minister, whenever she or he takes up their role, that stakeholder engagement and ensuring that environmental stakeholders are included as part of the process is absolutely essential.
Lord Hunt of Kings Heath (Lab)
My Lords, this is a hugely welcome announcement as far as the economy of the West Midlands is concerned. While I understand that the Statement needs to make a lot of references to the northern powerhouse, it makes no reference to the issue of east-west links in the Midlands. The Minister will know that it takes almost as long to go from Leicester to Derby or from Leicester or Derby to Birmingham as it does to go from Manchester to Leeds, so this is a real issue. Can she assure me that in the work that is being taken forward, the links within the Midlands will be given full consideration?
Baroness Vere of Norbiton
The noble Lord is right and we intend that the work on the integrated plan for rail should include the Midlands and the north. Of course, the department is engaging with Midlands Connect because of its interest in the Midlands rail hub, which would certainly lead to improvements in east to west connectivity. We are well aware of the issue and we are working on it.
Air Accident Investigation
Baroness Vere of Norbiton Excerpts(4 years, 2 months ago)
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Lord Goddard of Stockport
To ask Her Majesty’s Government what assessment they have made of the decision by the Air Accident Investigation Branch to retrieve the body of Emiliano Sala and to not retrieve the body of David Ibbotson following the plane crash over the English Channel on 21 January 2019; and what plans they have, if any, to ask the Air Accident Investigation Branch to reconsider its decision.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, the Air Accidents Investigation Branch, or AAIB, works independently of the Department for Transport, and in accordance with annexe 13 of the Convention on International Civil Aviation. The sole objective of the AAIB investigation is the prevention of future accidents and incidents. In this case, once a body was found, the AAIB prioritised its recovery; it was only later identified as that of Emiliano Sala. The Government accept that no evidence of David Ibbotson’s body was found, and so no retrieval could occur.
Lord Goddard of Stockport (LD)
I thank the Minister for that Answer and for taking the time to speak to me before today to clarify the situation. However, leading on from that, what are the Government doing to crack down on grey charter flights, which is a growing problem in the air industry? They are unlicensed air taxis, which are used by footballers, celebrities and other people to bypass the system and get from A to B with a degree of privacy. It is a problem—they are unlicensed and unregulated, and we need to clamp down. One lesson comes from this unfortunate tragedy: we need to be more stringent regarding how people travel around in these unlicensed aircraft.
Baroness Vere of Norbiton
The noble Lord is completely right, and we share his concerns around grey charters. It is illegal to operate a commercial flight without an operating licence and an air operating certificate, which of course is overseen by the CAA. As a result of these concerns, the Department for Transport has commenced an independent review of the safety of general aviation, and one of the strands of work that is happening as part of that review is to look at illegal charters and consider what more steps we could be taking to prevent them.
Lord West of Spithead (Lab)
My Lords, I know that the Minister is well aware of the skill of our underwater workers in the Navy, as was shown when we recovered some Russian submariners less than 10 years ago. Can she confirm that we are still world leaders in that area, or do we now lag behind? If she cannot answer that on security grounds, could she perhaps write on a Privy Council basis?
Baroness Vere of Norbiton
I thank the noble Lord for his question. I can say that when the evidence-gathering phase following this tragic incident occurred, the AAIB worked with the MoD Salvage and Marine Operations team, which advised it on the manner of conducting the search, safety—whether to use divers—and to make sure that the ROV was operating properly. I will of course write to the noble Lord on the second part of his question.
Baroness Randerson (LD)
My Lords, if I import a car into the UK and operate it, I have a limited time before I must register it here and thus obey our safety standards and insurance requirements. However, there is no requirement to reregister in the UK an overseas-registered plane, even if I am permanently living here and permanently operating it from the UK. Our safety standards are higher than those of many other countries, so many people who own planes in Britain take advantage of this loophole. Will the review that the Minister referred to also look at the registration of planes kept in the UK? It not only potentially causes safety problems but reduces the amount of money that goes to the Exchequer.
Baroness Vere of Norbiton
As I am sure the noble Baroness, Lady Randerson, is aware, the first report issued by the AAIB considered the fact that this was a UK aircraft operating between the UK and France. It would have been subject to the requirements of the US Federal Aviation Administration, under oversight by the CAA. She raises some important points, and I will certainly take them back to the team to see whether they will include it in the review.
Baroness Finlay of Llandaff (CB)
My Lords, given that Emiliano Sala had levels of carbon monoxide in his body sufficiently high to cause unconsciousness, one could infer that the pilot also lost consciousness, although his body has not been retrieved. That would suggest that the airworthiness of the aircraft was appalling. What plans are there to make sure that aircraft taking off or landing in the UK, at any airport, have the equivalent of an MoT certificate, at least?
Baroness Vere of Norbiton
The noble Baroness is quite right that levels of carbon monoxide in the body of Emiliano Sala were higher than they should have been. I am sure she will have read the second report from the AAIB, which was issued last August and provided information to general aviation and others on the risks of carbon monoxide making its way into the cockpit. I cannot say anything further at this time, because the AAIB’s final report will be issued shortly. I am fairly sure that it will include recommendations on carbon monoxide.
Lord Berkeley (Lab)
My Lords, from the answers that the Minister has given to questions this afternoon, there seems to me to be a serious lack of enforcement of any of these regulations, whereas the Air Accidents Investigation Branch has done a great job. When we debate the Air Traffic Management and Unmanned Aircraft Bill, will we find that the enforcement on drones is better than the enforcement on light aircraft?
Baroness Vere of Norbiton
I am delighted that the noble Lord has made the connection between my two workstreams of the day. However, I deny that there is a lack of enforcement. We have a very good safety record in this country, and part of that is due to the fantastic work that the AAIB does in investigating accidents and promoting action to prevent recurrence.
Lord Wallace of Saltaire (LD)
My Lords, I understand from reading the press that a large number of private aircraft operated in British skies are registered in the Isle of Man. Is that a tax avoidance scheme which the British Government do nothing about? If so, would I be allowed to register my car in the Isle of Man for the same reason?
Baroness Vere of Norbiton
I am afraid that I am unable to answer the noble Lord’s question about the motivations of people wanting to register their aircraft in the Isle of Man. Anything related to a potential general aviation safety issue will certainly be covered in the review.
Air Traffic Management and Unmanned Aircraft Bill [HL]
Baroness Vere of Norbiton ExcerptsMonday 10th February 2020
(4 years, 2 months ago)
Lords ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 10-II Second marshalled list for Committee - (10 Feb 2020)
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, Amendment 1, moved by the noble Baroness, Lady Randerson, seeks to clarify the phrase in Clause 2(2)(c)
“another person with functions relating to air navigation.”
I shall start by addressing that phrase and then move on to the other parts of airspace modernisation and how the powers to which it refers might be used.
To give a little background, Clause 2 gives the Secretary of State the power to direct any person involved in airspace change, following consultation. Consultation will come up a number of times today; this is a very consultative process, as indeed it must be to work. After consultation with that person, the Secretary of State can direct them to do three things: first, to prepare or submit an airspace change proposal, an ACP, to the Civil Aviation Authority, the CAA; secondly, to take steps to obtain approval to an ACP that has already been submitted; and, thirdly, to review the operation of an ACP after it has been approved. Those are the three things that the Secretary of State can direct.
In Part 1 of the Bill, any
“person involved in airspace change”
is defined as, again, three things. First, they could be an airport operator, and one might expect that in most cases the airport operator would indeed be involved in putting forward the ACP or making sure that it progresses; secondly, they could perfectly well be an air navigation service provider; and then there is that third term to which this amendment relates—it is a probing amendment to understand what sort of person
“another person with functions relating to air navigation”
could be. For example, they could be part of an existing body such as an industry association or an airspace change consultancy brought in after the consultation, perhaps, to look at how the process of the ACP is working. Or they could be from a new body set up to deal with a specific ACP or a group of ACPs. One might imagine a circumstance in which a group of airports set up a new ACP in order to help another airport to deal with its airspace change.
The reason behind the third part of Clause 2(2) is to provide flexibility, because it may be—and one can imagine circumstances in which it would be—that the person involved who was the subject of the direction was not an airport operator or an air navigation service provider. In all this, though—and again I hope that noble Lords will recognise this today—these powers are to be used only as a last resort. We hope that the process will be collaborative and involve various elements working together in order to achieve the positive change that we need. I hope I have explained the reasons why this flexibility is needed. It is that that third person may not be one of the other two but may nevertheless be quite capable of taking forward an airspace change.
Lord Berkeley (Lab)
I am very interested in what the Minister said about who might be involved in seeking changes. Yes, it could be done to help a small airport to get better access to its flights or controls, but it could be done to keep someone away. In other words, it could be done to prevent competition. My worry would be how much it would cost for a small airport to oppose or indeed promote these things if those circumstances arose.
Baroness Vere of Norbiton
I think we will get into the detail of how airspace change proposals work in the next group of amendments. It is the case that there is a master plan that is overarching—I think hand gestures are needed to describe this—and covers the whole of the south of the country. Within that, there are then 17 airports that may need to make airspace change proposals to a greater or lesser extent in order to fit the master plan. When an airport, be it small or large, puts forward its airspace change proposals, those are considered by the CAA according to the criteria as set out in Section 66 of the Transport Act 2000.
Baroness Vere of Norbiton
The noble Lord has just corrected me that it is Section 70, and he is absolutely right.
Within all this, it is the CAA that will ensure that airspace change proposals are appropriate. It is not the case that one airport will be capable of coming along to try to duff up another, because both airspace change proposals will be considered as they move through the system. The CAA will look at them, and equity between the two will be one of the important considerations that it will look at.
I turn back to the reasons why this change is possibly not needed. Airspace modernisation, as the noble Baroness, Lady Randerson, mentioned in her opening remarks, is a complex and multifaceted programme. There is the master plan, which will sit over the entire new airspace design, but that makes up just two of the initiatives out of the 15 that comprise the airspace modernisation strategy that has been set out by the CAA. For example, one of the initiatives, as is rightly also set out in the Transport Act, is that the use of airspace has to be equitable for all users. The Government are looking to ensure that airspace is not controlled—I do not want to say “unnecessarily” because I do not think it would be fair, but there might be controlled airspace that could become uncontrolled and therefore allow a greater number of users to use it. I am thinking particularly about the general aviation field, and I certainly know that gliders have sometimes had difficulties because for them uncontrolled airspace is much easier to use.
However, any change in airspace will always go through a process, and that process will have safety as its absolute priority. I think noble Lords will be aware that the number one thing that we have to do when we look at airspace is ensure that planes are safe to fly. It will also take into account the airport’s particular growth plans, so an airport could not turn around and say “No, I’m really sorry—I need that back”. These are fairly long-term decisions and, as I am sure the noble Baroness is aware, the process takes a significant time. However, it is also consultative so there will be a consultation process not only with the general aviation sector but with the airport itself; it will be able to give its reasons why it would like to maintain that airspace as controlled, if indeed that is what it wants to do.
The noble Baroness, Lady Randerson, also mentioned the costs of airspace change proposals. I believe that they can be quite costly, and we will come on to them in a later group so I probably will not address them now. However, I hope that on the basis of my explanation she will agree that Clause 2(2)(c) should remain part of the Bill and feel able to withdraw her amendment.
Lord Trefgarne (Con)
Can my noble friend confirm that the words of paragraph (c),
“another person with functions relating to air navigation”,
also include the Ministry of Defence?
Baroness Vere of Norbiton
My noble friend is right. It may well include the Ministry of Defence, although I would expect that department to fall under the airports section because if it was putting forward airspace changes, as I believe it will be doing for RAF Northolt, it will be the sponsor in that regard.
Baroness Randerson
I thank the Minister for that response, and I will read her words carefully before Report. I am of course aware that this kind of phrase is a delightful catch-all, which Governments like to put in legislation in case some organisation crops up at a later stage that they have not thought of now. However, there is an important argument to be made here about ensuring that we have clarity at this point on exactly what the structure is. That is partly because it is always a welcome situation but also because there is quite a lot of interlink between the Secretary of State, the Civil Aviation Authority, the airport operators and the aviation providers. It is important that people have their tree of command and its requirements pretty clear in their minds but, having said that, I am happy to withdraw the amendment at this stage.
Lord Craig of Radley (CB)
My Lords, I first pick up the question that the noble Lord, Lord Tunnicliffe, started with, which is whether we shall end at the target of Amendment 23. My understanding is that we shall, because that has been agreed through the usual channels. Amendment 24 is in my name, so it is important that I can be confident that we will stop, if we get that far, at Amendment 23. I take the nodding to mean that that is the case and I appreciate it.
While I am on my feet, may I ask a more general question about all these amendments? There has been a great deal of talk about the interests of the civilian side of the aviation industry and how it interacts with the Department for Transport and the CAA, but I am not clear how the Ministry of Defence’s position will be properly safeguarded. The CAA has RAF representation, but I do not feel that that is at a high enough level and I would like to be reassured that the Department for Transport and the Ministry of Defence are in continuous contact, at the right level, on these points. The Ministry of Defence, and the Royal Air Force in particular, needs aviation space not only for getting in and out of airfields; they also have training needs and other areas that have to be safeguarded if the Royal Air Force is to continue to be effective in its training.
Baroness Vere of Norbiton
My Lords, I thank the noble Baroness, Lady Randerson, for introducing this group. I also thank my noble friend Lord Kirkhope of Harrogate. I note that he strayed into the area of costs, which is the subject of a later group, but I look forward to his later contribution. As many noble Lords have pointed out, it is important that the Secretary of State is given the powers required to deliver airspace modernisation, but also that these powers are proportionate and do not go further than needed.
Clauses 2 and 3 of Part 1 give the Secretary of State the power to direct a person involved in airspace change to progress an airspace change proposal as required, or direct a person to co-operate with somebody else who is progressing an airspace change proposal. This means that airspace change will not be held up. I think that is an established fact and all noble Lords can agree with it. Additionally, it ensures the delivery of the full range of airspace modernisation outcomes. Again, I have already mentioned that there are many important initiatives within airspace modernisation. These may be related to safety, capacity, noise, air quality, fuel efficiency, improving access to airspace for all users, military access or the introduction of new technology.
On improving access to airspace for all users, the issue of uncontrolled and controlled airspace has been rumbling along for a little while. It dates back to 2018, so airports have been aware that there was going to be a further look at airspace classification for quite some time. Initiative 10 of the airspace modernisation strategy was set out by the then Secretary of State and enhanced in October 2019, when the air navigation directives directed the CAA to progress the identification of airspace volumes. This is all about the balance between commercial aviation and general aviation. I do not believe that a single Member of your Lordships’ House believes that one necessarily has to have priority over the other. It is a question of proportionality and balance.
I want to mention military airspace at this point. We speak to the military all the time. When I was Aviation Minister, I used to chair the Airspace Strategy Board, the highest level of ministerial oversight over airspace modernisation, and somebody from the MoD was on the board. I forget what rank he was, but he made me feel quite small so he was quite senior, and he would contribute to our discussions. In my time on this Bill and in my previous life as Aviation Minister, I was not aware that people from the military had concerns about this process or the processes we oversee. We work well with them, ensuring that they have the access they need and know the processes for RAF Northolt to have the right routes to upper airspace, for example.
Lord Trefgarne
My Lords, I apologise for interrupting again. Is the Minister saying that the Secretary of State for Transport now has powers to direct the Ministry of Defence in these matters?
Baroness Vere of Norbiton
My noble friend asks a very interesting question. I will check with my lawyers and officials, but I believe that if a Ministry of Defence airfield was holding up airspace modernisation throughout the country by not getting its act together and progressing an airspace-change proposal, the Secretary of State would be able to direct the Ministry of Defence. What would be the alternative—the Ministry of Defence dragging its heels and not participating? Although one cannot imagine a time when the Ministry of Defence would do that, this is, as I will say many times today, a collaborative process. I have never heard of any examples where we have not collaborated well with the Ministry of Defence and all government departments.
Returning to these powers, they would be used by the Secretary of State only if it assisted delivery of the CAA’s strategy and plan. However, airspace modernisation is not just about the master plan. That is why the Government cannot accept the amendments tabled by the noble Baroness, Lady Randerson, and the noble Lords, Lord Rosser and Lord Tunnicliffe. Terminal airspace redesign is the master plan. At the moment we are considering the south, but we will move on to the north; these are only two of the initiatives to be delivered through the airspace modernisation strategy. As I have said, there are many others, including the airspace classification review and so on. The powers to direct relate only to airspace change proposals. They will stand as a last resort if airspace modernisation cannot be continued because an ACP sponsor is dragging its feet.
This goes back to the question of who airspace belongs to. It does not really belong to anybody. It is right that we encourage people to act collaboratively, so that we can all get the most out of our airspace. Coming down the track are the development of a solution for electronic conspicuity, the implementation of more precise and flexible satellite navigation-based arrival and departure routes—which, as noble Lords will know, will have positive implications for noise in some areas—and various international obligations which we have to comply with relating to air traffic management. Here again, these directions may be helpful, but as a last resort.
I cannot accept the amendments that would state that we were looking particularly at the master plan rather than at airspace modernisation as a whole. It is a much broader strategy, and certainly covers a wide range of things, although I would probably say that the master plan and the airspace modernisation from that master plan is one of the key elements of it.
It is worth mentioning that the two documents named in Amendment 2 and Amendment 8—CAP 1711 and CAP 1711b—cover only the period to the end of 2024, the first phase of airspace modernisation. The entire modernisation is due to run until 2040, so it is likely that these documents will be updated and ultimately replaced. Therefore, it is possible that having these specific documents in an amendment would not help the development or deliverability of airspace modernisation.
While I am on my feet, I will clarify something on the master plan. It is being developed by ACOG, which was set up to do so. It will need to be accepted by the CAA into the airspace modernisation strategy and plan. Of course, the CAA will do so only if it is consistent with the directions that it has been given and if it has been appropriately consulted on. The CAA is quite hot on this, actually. It rejected at least one airspace change proposal submitted in 2018, I think, because not enough consultation had gone on with communities. The CAA is clear that its role is very much as an honest broker and to make sure that people have been able to have their say.
When the master plan is complete, and with providing the benefits in mind, ACOG will look at the potential conflicts, trade-offs, interdependencies and the preferred implementation plan, but it will not look at individual airspace design solutions. Clearly, in the lower airspace, that is up to the airports to figure out. It is an extraordinarily iterative process, necessarily so, and enormous engagement is already happening as the master plan goes through its stages.
I hope I have been able to reassure noble Lords, particularly on the inclusion of “master plan” rather than mentioning the airspace modernisation strategy and plan. Also, it is not really appropriate to mention particular documents if we are to give the Bill the longevity that it needs. As I explained, the master plan will already have had regulatory acceptance into the strategy by the CAA, which will assess whether stakeholders have been spoken to. That will include airports, air navigation service providers, and many more people involved in the process.
We believe that there are sufficient avenues of challenge from airport operators and ANSPs. Resolution of conflicts in airspace change proposals already happens, of course, usually through a collaborative process mediated by the CAA. If any airspace change sponsor is still not happy, they can submit an application for judicial review.
I hope that I have been able to convince noble Lords that the powers are appropriate and will enable the Government to take forward airspace modernisation over a matter of decades rather than just in the short term. I also assure them that concerns are heard at every step of the way and are usually resolved collaboratively. That is a process between Her Majesty’s Government, the CAA, the airports and all their stakeholders.
Lord Tunnicliffe
Will the Minister be kind enough to formally affirm that we will not take Amendment 24 today?
Baroness Vere of Norbiton
I am absolutely delighted to stand at the Dispatch Box and reassure all noble Lords that I really am not on top of my speaking notes for Amendment 24, so we will not take it today.
Baroness Randerson
I thank the Minister for that reply. She said something very interesting early in that response, which was that she had to balance the interests of commercial and general aviation, and that she does not feel that one should have priority over the other. First, “general aviation” is a very broad term. A lot of planes with transponders that would be classed as general aviation are able to fly perfectly safely in regulated airspace. However, there are also a lot of leisure pilots with small private planes who have a great deal of fun but do not have sophisticated equipment for flying in that airspace.
With all due respect to the Minister, commercial aviation is worth many billions of pounds to this country. It carries many billions of pounds’ worth of freight and is of huge importance to our business and tourism industries. It is essential that the safety and efficiency of commercial aviation are maintained as a result of this legislation. Anything which complicates that process and makes it more difficult would strike at the importance of our aviation industry at this moment.
I will read the Minister’s words very carefully and invite her to look again at the amendments and what we have said on them to reassure people—airlines, airports and others involved with a key interest in commercial aviation—that their interests remain at the heart of this.
Baroness Vere of Norbiton
I again thank the noble Lord, Lord Tunnicliffe, for introducing this group. I shall start with Amendment 12 and then move on to matters relating to Clause 5 stand part.
As noble Lords have already noted, airspace modernisation is complex: it is a long-term programme and will require close oversight from the CAA in its co-sponsor role and the expert capability of its regulatory teams to assess airspace change proposals. These will be submitted by sponsors under the master plan which is being produced by the Airspace Change Organising Group, ACOG. That all makes sense but it is complicated.
It is crucial that the CAA has the resources to carry out these important functions. I can reassure the Committee that the CAA already reports on its resourcing through multiple channels and these reports are in the public domain. In December 2019 the CAA published its annual report on progress against the airspace modernisation strategy. The CAA is required to produce this report every year through the directions made by the Secretary of State. This report includes an overview of CAA’s resourcing position against the strategy. The next one will be published towards the end of this year. The CAA also produces an annual report covering all of its activity, including its resourcing position and its top-level risks to the organisation. Again, this information is available publicly and is provided as part of its annual consultation on its charging scheme.
On the timing of the report specified in Amendment 12, it is unlikely that the Government, or indeed the CAA, would know within six months of the Bill coming into force whether it will be necessary to use any of powers in the Bill, when it might be necessary to do so and how many airspace change sponsors may need to be directed. Therefore, in addition to those already produced, a report on a specified day would probably not add much to what is already in the public domain. However, I will share the most recent CAA report on airspace modernisation of December 2019 after the debate.
On Clause 5 stand part—this is an important consideration which is worth time—the clause gives the Secretary of State powers to delegate the Secretary of State’s functions under Clauses 2 to 4 to the Civil Aviation Authority and for a notice in writing of this to be published by the CAA. It would provide another means for the airspace changes identified to help deliver the strategy to be delivered, but only if it appeared desirable for this to do so in the future. The CAA is the nation’s airspace regulator and has the expertise to take on this role if required. Given that both the Secretary of State and the CAA have various roles in relation to airspace change, appropriate internal governance structures would need to be put in place, an issue mentioned by a number of noble Lords, including my noble friend Lord Goschen.
This is important because the CAA carries out many different functions—it is a policymaker, a policy implementer, a regulator and a decision-maker—and, as noted by my noble friend, it is able to manage these kinds of conflicts of interest. I frowned earlier when the noble Lord, Lord Tunnicliffe, tried to liken the CAA to an investment bank, but the comparison is not a valid one.
The CAA is an entirely different sort of organisation. The incentives for going against what would be put in place are simply not the same. For example—again, it is not proposed that this would be done, but it is to provide flexibility—if the Secretary of State decided to delegate these powers to the CAA, the Secretary of State and the CAA would need to put in internal governance structures. For example, the DfT would need to make internal governance arrangements to separate the teams for discharging the new powers of direction, deciding on whether to call in an ACP and making recommendations to Ministers on that called-in ACP. This is rather like what the DfT does already on decisions on DCOs where one Minister decides and another Minister is kept well out of the process, and it works. The CAA would make similar internal governance arrangements to separate the CAA teams tracking ACPs, advising on when to use the power, deciding on an ACP and discharging any new powers to direct ACPs if delegated to the CAA. The CAA has already created the internal governance structure that separates the first and second items there because that happens already.
One of the things I wish to press home to your Lordships today is that ACPs are already being considered and are successfully reaching the other side. So when the noble Baroness, Lady Randerson, was talking on the previous group about possible challenges that will occur between airports and asking how they are going to be resolved, we are already resolving them. This process has been going on for quite some time. It is only because of the new aviation modernisation strategy and its requirement to do it on a much more complex area, according to the master plan, that we have decided to take these powers. However, in normal circumstances without these powers airports are perfectly capable of sitting down, talking to each other and coming up with an equitable agreement. In this case, a CAA team would be tracking and advising an ACP, and another team would be making the decision. I believe that the CAA is well used to making these sorts of decisions, if it were to need to do so in future, and to creating those Chinese walls between the different functions it is expected to carry out.
Lord Tunnicliffe
The assurances the Minister has just provided are clearly useful. Will they be formally published in any way, in an appropriate document—a CAP or something like that—so that the industry can see what is happening, what governance structures are being put in place and the extent to which there might be physical separation?
Baroness Vere of Norbiton
That is a very good suggestion from the noble Lord. I will certainly take it back to the officials and consider how that might be taken forward. I agree that it certainly would provide reassurance to all stakeholders involved in this process to know that in circumstances where the powers were delegated it was clear what was going to happen. I will be in touch with the noble Lord with more information.
Skills are very important because airspace change requires specific skills. The CAA’s annual progress report includes details specifically covering the resourcing plan for the oversight function, which is the high-level function to make sure that airspace modernisation is happening, and the technical expertise which is required to assess the airspace change proposals. I know that the CAA has a medium-term recruitment plan. Last year it was successful in recruiting the people that it needed. It is early days to speak about this year, but it has a plan in place and it knows how many people it will need as ACPs start coming down the track. Although such circumstances are not currently foreseen, we would like to have the flexibility to allow the CAA to take over these powers if deemed appropriate, or if circumstances arise in the future where the Secretary of State feels that it is the best way to go forward. I hope that, based on my explanation, the noble Lord will feel able to withdraw his amendment.
Baroness Vere of Norbiton
My Lords, as I have said and will probably say many times during the passage of this Bill, airspace modernisation is incredibly complex. A wide range of organisations are responsible for delivering it, and it will be for the benefit of the community as a whole. I understand noble Lords’ concerns about who is ultimately responsible for delivering it. I hope I may be able to add some clarity on the exact responsibilities of the Secretary of State, the Department for Transport and the CAA with regard to airspace modernisation, because it is far from straightforward.
Under Section 66 of the Transport Act, the Secretary of State may give directions to the CAA imposing duties, conferring powers or both with regard to air navigation in a managed area. That is our first stage: the Secretary of State giving instructions or directions to the CAA. In those directions given by the Secretary of State to the CAA, the Secretary of State directed it to prepare and maintain a co-ordinated strategy and plan for UK airspace up to 2040, including modernising the use of such airspace. Again, I believe that all noble Lords will be in agreement with that, which is what has happened.
The CAA is therefore responsible for preparing the strategy, as set out in Clause 8(1), by reference to the directions. If the directions change, the strategy would then change. This is consistent with the CAA’s role as a specialist aviation regulator and its broader statutory responsibilities. The CAA meets this requirement through its airspace modernisation strategy, CAP 1711, and of course the governance of that, as mentioned by the noble Lord, Lord Tunnicliffe, in CAP 1711b.
It is envisaged that the master plan currently being developed to identify in more detail the sort of changes that we will look for will become part of the CAA’s airspace modernisation strategy, which it has been asked to prepare by the Secretary of State. The legislation therefore makes it clear that the CAA is required by the Secretary of State to prepare and maintain the airspace strategy and to publish a report on it, and that the Secretary of State will hold the CAA accountable for this, while Parliament will hold the Secretary of State to account.
However, although that stands in all circumstances, it is not quite so straightforward, because there are responsibilities that lie elsewhere. It is important that we recognise that so, alongside the CAA and the DfT having responsibilities to co-sponsor the framework, the actual delivery cannot take place without the active participation of the industry. This precisely makes the case for the powers that we seek to take in the Bill that the Committee is discussing. We hope for the wonderful carrot world of active participation by the industry, and we have the stick of a potential direction if that does not happen. The noble Lord mentioned the previous attempt at airspace modernisation; he is absolutely right that it did not work because there were no sticks. It was therefore difficult to focus minds on reaching an agreement without the need to use a stick. It would not be beneficial for our relationship with the industry, or indeed stakeholders, to utilise the stick too readily—but, as a last resort, we would.
On the amendment’s requirement to lay a Statement in Parliament on progress against the strategy, I think I mentioned that the CAA already provides an annual report on the progress against the modernisation strategy. I therefore feel that that is probably not warranted. I hope I have clearly explained where the current roles and responsibilities lie so that there is no confusion and that, on the basis of this explanation, the noble Lord might—no, he might not.
Lord Tunnicliffe
The Minister says that the Secretary of State now has a stick—great. It is a very blunt stick, if I may say so. Nevertheless, does that mean she accepts that if this goes wrong, and an effective airspace strategy does not emerge from the process, the Secretary of State will be responsible for that failure?
Baroness Vere of Norbiton
At the end of the day, in maybe a decade’s time—I do not know how long this will take but it may well be in a decade’s time—I suspect that if this is not going according to plan, there will be questions in this House and in the other House. It will then be for the Secretary of State to answer those questions; in that respect, he has responsibility for making sure that this programme proceeds. However, as in many areas of the world that we live in, there may be circumstances that are beyond his control and are the responsibilities of others. Essentially, however, the responsibility for directing the programme lies with the Secretary of State.
Lord Tunnicliffe
I thank the Minister for that response and, while I will consider her words with care, I beg leave to withdraw the amendment.
Lord Berkeley
My Lords, I support the views of my noble friend Lord Tunnicliffe and the noble Baroness, Lady Randerson, on this amendment. It is extraordinary that the air sector is the only one that does not pay any kind of fuel duty. I think that goes back to the Chicago convention a very long time ago. Air passenger duty was introduced as a way of trying to compensate. We can see how important the Government think that is, because they have given Flybe—which I keep going on about—a holiday from it, to enable it to survive. For me, the policy implications of this are all wrong. The Government do not really care about the environment. They want to keep this company alive because Virgin would not be able to save it and it would be a disaster. This might not be the right place to cover this important issue, but this is an aviation Bill and we need to see it addressed on a consistent basis, so I support the amendment.
Baroness Vere of Norbiton
My Lords, I thank the noble Lord, Lord Tunnicliffe, for tabling the amendment. I agree with him—and, I am sure, with all Members of your Lordships’ House—that the fight against climate change is one of the most pressing issues of our time. It is absolutely right that we continue to highlight emissions, to publish data on them and to plan for their ongoing reduction. The Government already publish emissions data for domestic and international flights. The Department for Business, Energy and Industrial Strategy reports annually on these greenhouse gas emission statistics. The statistics cover all sectors of the economy, including transport. Those for 2018 were published just last week and are readily available online. I will happily share a link so that all noble Lords can see them.
Within the statistics, individual transport modes—including aviation—can be identified. Domestic aviation is reported on separately from international aviation, because the methodologies used are different. The data is obtained from the National Atmospheric Emissions Inventory, produced by Ricardo Energy and Environment. It is also available online. The amendment referred to the 1998 Aarhus convention, the three pillars of which are already implemented in domestic legislation. Article 5, which relates to access to information, has been implemented through a number of measures, including legislation such as the Environmental Information Regulations 2004.
Measures in the Bill, as many noble Lords have noted, can help tackle emissions by reducing the amount of fuel burn that will come from aircraft, because they will be making more efficient journeys into airports. We are also moving into circumstances now where new technologies will allow for steeper climbs and steeper descents into an airport: again, this reduces the amount of fuel needed. It will also reduce the need for holding stacks, a big user of fuel. Early analysis suggests that modernisation in the south-east could reduce the amount of fuel burn by 20%, which would be a 20% reduction in carbon.
However, I will go away and look at the data. I am as interested as anybody in making sure that the data is correct, that it is published correctly and that it is available for all to see, because only then will we be able to really see the impact of our actions. If the noble Lord has any further details of the sort of data he would like to see, I cannot guarantee to put it the Bill but I may be able to make sure that it is published by colleagues.
Lord Tunnicliffe
Will the noble Baroness be good enough to include in that information, which will be very welcome, the methodology behind the figure of 20%?
Baroness Vere of Norbiton
I will certainly look to see how that figure was calculated and write to the noble Lord. I am fairly sure that there is a robust methodology behind it.
Lord Bradshaw
I have some experience of the matters in this clause, although not in respect of the air transport industry. As an academic I was involved, over the period of regulation and deregulation, in the activities of the Competition and Markets Authority.
The Bill is about efficiency, and what I am proposing is an improvement in efficiency. I presume that any appeal referred to in new Section 19A should be about competition matters only—I do not see any purpose in referring it to the CMA if it is about anything else—but the Bill allows it 24 weeks to consider the appeal. As I understand it, it has a very small panel of its members that considers aviation matters. These people ought to be known and put to work quickly. The pace of work of the CMA in some cases is such that a snail would be envious that it can go so slowly. I believe there is a strong case for saying that it should come to a decision within 12 weeks of a matter being referred to it. It should have its members, of whom there are a large number, at the ready. There are usually three or four of its members that consider a case and they should give it immediate attention. These people are drawn mostly from the academic community, for which time is something that can be spent lavishly, shall I say? I think this matter demands immediate action. The Bill is about efficiency; let us impart a little efficiency to this. I beg to move.
Baroness Vere of Norbiton
I thank the noble Lord, Lord Bradshaw, for introducing this amendment.
Schedule 3 introduces the new process by which the Competition and Markets Authority—CMA—may consider appeals against decisions by the CAA to modify conditions in the licence to provide air traffic services. The provisions in this schedule enable the licence holder, airlines and certain airports that are materially affected by the CAA’s decision to modify a licence condition to appeal that decision. The provisions also deal with matters including who may appeal, the grounds on which appeal may be allowed, what steps the CMA may take when it determines an appeal, the time limits for determination of appeal, and the publication of the appeal determination.
These appeal rights are essential to ensure that the CAA is accountable for its decisions and to safeguard the interests of the licence holder and others whose interests are materially affected by the CAA’s decision-making. As set out in the Bill, the CMA is required to determine an appeal within 24 weeks of the day the CAA publishes a notice of the decision that is subject to the appeal. This is in line with appeals relating to licences covering the economic regulation of airports in the Civil Aviation Act 2012. That is why we selected 24 weeks as a guide. The CAA may extend the appeal period, up to a maximum of a further 12 weeks, but only if there are good reasons. The CAA may also extend the appeal if there is a parallel appeal in the Competition Appeal Tribunal which the CMA considers to be relevant. Again, this is the same as under the Civil Aviation Act 2012.
I point out that the 24 weeks is already a shorter timescale than the CMA usually operates when it is dealing with price-control appeals from other sectors. I feel that we have settled on a good middle ground with 24 weeks. The Electricity Act 1989 allows the CMA six months to determine an appeal, and that is from the date that the permission to appeal is granted, not the original publication of the decision itself.
Permission to appeal to the CMA must be given within six weeks. If it were to be made at the latter end of that six weeks, and there was then an appeal, in the worst-case scenario the CMA would have only 18 weeks to grant permission, consider and determine an appeal, and so we feel that 24 weeks is entirely appropriate. However, if, in due course, we feel that the CMA is being a bit tardy, as the noble Lord suspects it might be, the Government are able to change the time limits for appeals and for the processes within the appeals. These can be made at a later date, perhaps once some appeals have been considered under the powers in new Section 19A(1) and paragraph 25 of new Schedule A1. I hope that, based on my explanation, the noble Lord feels able to withdraw his amendment.
Lord Berkeley
The Minister will be aware that one of the consequences of Brexit is a lot more work heading towards the CMA, something that our EU Internal Market Sub-Committee, chaired by my noble friend Lady Donaghy, is looking at. Is the Minister happy that the CMA will be able to recruit more people to cover the civil aviation issues as well as everything else, or will they be constrained by the usual Treasury financial limits?
Baroness Vere of Norbiton
We have been discussing the Bill with the CMA. We are talking about appeals to modify the conditions in the licence of the single air navigation service provider which is dealing with the upper airspace. Therefore, we do not expect to keep the CMA particularly busy and are not aware that it would have a shortage of resources.
Lord Bradshaw
I thank the Minister for that reply. I was suggesting simply that there were areas where economy was possible. The Government say that they are committed to economy. I suggest that they look at this very seriously. I beg leave to withdraw the amendment.
Member’s explanatory statement
This amendment clarifies that where a penalty is to be imposed for contravening a requirement in an enforcement (or urgent enforcement) order, the penalty notice given by the Civil Aviation Authority must specify that requirement.
Baroness Vere of Norbiton
My Lords, I come to a series of government amendments that are minor and technical, slightly improving the Bill. I hope that noble Lords will agree with them.
Schedule 5 gives the Civil Aviation Authority the tools that it needs to act in the most effective and proportionate way in response to contraventions by the licence holder of licence conditions or statutory duties. Those duties are otherwise known in the Bill as Chapter 1 requirements. The licence holder may also contravene orders, which may be enforced under these provisions.
The amendments concerning new paragraphs 11, 12 and 13 of new Schedule B1 to the Transport Act 2000, which is in Schedule 5 to the Bill, are technical and relate to the procedure associated with the giving of a notification of penalties. They will ensure that the reason for imposing a penalty on an affected licence holder is made clear, and ensure alignment with equivalent provisions in the Civil Aviation Act 2012 so far as is practicable. The Government gave notice of the amendments on Second Reading.
The first amendment clarifies that, where a penalty is imposed for contravening a requirement in an enforcement or urgent enforcement order, the penalty notice given by the CAA must specify that requirement. The next amendment, to line 29 of page 48, inserts wording at the end and provides that, where a penalty notice is given by the CAA specifying a requirement of an enforcement or urgent enforcement order, that penalty notice must specify the Chapter 1 requirement in respect of which the order was originally given.
The next amendment is to line 44 of page 49, and replaces “relevant Chapter 1 requirement” with
“requirement that the CAA has determined is being or has been contravened”.
It clarifies that, where a penalty has been imposed for contravening a requirement in an enforcement order, the penalty notice given by the CAA must specify that requirement. The amendment at line 46 of page 49 inserts wording towards the end that provides that, where a penalty notice has been given by the CAA specifying the requirement of enforcement, that penalty notice must specify the Chapter 1 requirement in respect of which the order was originally given. The amendment at line 37 of page 50 leaves out from “with” and inserts further wording. It provides that, in determining the amount of a penalty, the CAA must where relevant have regard to the steps taken by a person towards complying with both the requirement of an order and the Chapter 1 requirement in respect of which the order was originally given.
The amendment at line 40 of page 50 inserts some wording at the end and provides that, in determining the amount of the penalty, the CAA must where relevant have regard to the steps taken by a person towards remedying the consequences of both the requirement of enforcement and the Chapter 1 requirement in respect of which the order was originally given. The amendment on line 41 of page 54 provides that a reference in new Schedule B1 to the Transport Act 2000 to remedying the consequences of a contravention of a requirement of an enforcement order includes paying certain amounts to a person by way of compensation or in respect of annoyance, inconvenience or anxiety.
Overall, the amendments will enable the CAA to issue effective notices and ensure that the licence holder is treated fairly when the amount of a penalty is determined, therefore reducing the likelihood of challenge and allowing the Bill to function as intended. I beg to move.
Lord Tunnicliffe
It seems to me that the key words in that presentation were “minor” and “technical”. They had better be.
“(e) where the penalty would be imposed under paragraph 10, specify the Chapter 1 requirement in respect of which the enforcement order or urgent enforcement order (as the case may be) was given.”Member’s explanatory statement
This amendment provides that where a penalty notice is to be given by the Civil Aviation Authority specifying a requirement of an enforcement (or urgent enforcement) order, that penalty notice must also specify the Chapter 1 requirement in respect of which the order was originally given.
Lord Trefgarne
My Lords, I likewise thank the noble Baroness. I must declare an interest. The Light Aircraft Association referred to in the amendment was once the Popular Flying Association, of which I had the honour of being president for a number of years, although I have long since ceased to do that.
There is some merit in concentrating the Secretary of State’s mind on these matters from time to time. I am therefore not unsympathetic to the amendment moved by the noble Lord, Lord Tunnicliffe—although hopefully today’s exchanges will serve the same purpose.
Baroness Vere of Norbiton
I thank all noble Lords who have contributed to a nice, uplifting debate on the final group of amendments in today’s Committee.
This Government, and in particular the current Secretary of State, are big fans of general aviation. We recognise completely that it is a key part of the aviation sector. It is an important source of pilots, engineers and technicians who may in future, in their turn, contribute to the success of commercial aviation; of course, they may instead stay in the general aviation sector and also be successful in its growth. So the Government support general aviation and will continue to ensure that its needs are not overlooked at both the local and national level when it comes to airspace modernisation. I assure noble Lords that we have taken steps to ensure that general aviation is represented at every single level of the airspace modernisation governance structure.
CAP1711b, the Government’s annexe to the airspace modernisation strategy, lists all the organisations that must be engaged. For example, the Airspace Change Organising Group, which is charged with creating the master plan, is required to demonstrate that it has engaged with GA bodies, including Airspace4All and the General and Business Aviation Strategic Forum, which is a much broader forum consisting of lots of different stakeholders from the general aviation sector. It must have carried out that engagement for the master plan to be accepted by the CAA. There are also two general aviation representatives on ACOG’s steering committee. The Airspace Strategy Board was discussed earlier. It is chaired by the Aviation Minister and meets regularly, and it too always has at least two representatives from GA, namely the GA advocate and a representative from, again, the General and Business Aviation Strategic Forum.
Furthermore, under CAP1616, the regulatory process that governs airspace change proposals, there must be consultation with local stakeholders, including general aviation, at many stages.
We are also aware that volumes of controlled airspace are underused. This has been a focus for the Secretary of State, who recently directed the CAA to carry out an airspace classification review to identify volumes of controlled airspace where classification could be amended. This is being done because we feel that we have a good relationship with general aviation and that we understand its needs.
The Secretary of State has also directed the CAA to prioritise airspace change proposals from GA aerodromes relating to global navigation satellite systems—a satnav-type approach. The DfT has provided the CAA with funding to set up a facilitation team to advise and support these small aerodromes in progressing these critical ACPs, and has provided it with financial assistance as well. So I hope that this reassures the noble Lord that we take the contribution of GA very seriously.
Turning to the timing of the proposed report, the amendment states that the Government must assess the impact of airspace modernisation on general aviation within 12 months of the Bill becoming an Act. I am sure that noble Lords will agree—and, indeed, have heard many times today—that this is quite a complex and time-consuming undertaking. Therefore, I do not believe that much airspace change would happen in 12 months, as most of the sponsors would be in a consultation phase for their ACP, and it would certainly be wrong for the Government at that stage to prejudge the outcome of those processes, which are of course independent.
I hope that noble Lords accept my assurances about the importance that the Government attach to general aviation and the measures that we are taking to ensure that all types of aircraft in the general aviation sector are heard, not only in airspace modernisation but far beyond that and within the strategy for the aviation sector as a whole.
I have just realised that I forgot about unmanned aircraft. Of course, airspace for unmanned aircraft will be a very important consideration. At the moment, it is envisaged that they will not fly in controlled airspace, so this is not therefore a matter for consideration today, but in future we will have to consider drones and what used to be called “unmanned traffic management”; I believe that it is now called “unified traffic management”. That is a whole new world of pain that perhaps we will return to in future legislation.
I hope that, based on these assurances, the noble Lord will feel able to withdraw his amendment.
Lord Trefgarne
I need to apologise once again to your Lordships, I am afraid. There is an interest I forgot to declare earlier: I am president of the British Association of Aviation Consultants. That is in the register, of course.
Lord Tunnicliffe
My Lords, I thank all noble Lords who have taken part in this debate; I have rarely had so much support. The noble Viscount, Lord Goschen, hit the nail on the head. Let us go back to the bigger picture. I take the point that this Government probably take general aviation more seriously than any recent Government, and that is a good thing. The problem is that it may well depend on the particular Secretary of State.
The beautiful thing about a regular reporting process is that it concentrates the mind. Anybody who has worked in a large organisation in which several work streams are going along knows that if a work stream is picked out by the chief executive, the board or whoever for regular reports, it sits there in the minds of the officials, operatives, project managers or whoever is trying to do it. They think: “We’ve got to produce this report, and because it will become public we’d better make sure that our reasons for our various actions are well explained.”
On the point about timing, as the Minister knows, it is entirely up to government to bring along amendments to suggest more appropriate timings. This is just an amendment to get the idea off the ground. I think that it is a pretty reasonable idea, and I hope the Government give it some more consideration. Of course, I will look at this debate with great care and decide whether to bring it back on Report. I think it will push things.
Baroness Vere of Norbiton
I would like to reassure the noble Lord that we will certainly give great consideration to what he has said today, and perhaps after Committee we might have further discussions about what this report might look like.
Air Traffic Management and Unmanned Aircraft Bill [HL]
Baroness Vere of Norbiton Excerpts(4 years, 2 months ago)
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Baroness Vere of Norbiton
That it be an instruction to the Committee of the Whole House to which the Air Traffic Management and Unmanned Aircraft Bill [HL] has been committed that they consider the Bill in the following order: Clauses 1 to 7, Schedules 1 and 2, Clauses 8 and 9, Schedules 3 and 4, Clause 10, Schedules 5 and 6, Clause 11, Schedule 7, Clause 12, Schedule 8, Clause 13, Schedule 9, Clause 14, Schedule 10, Clause 15, Schedule 11, Clauses 16 to 21, Title.
Air Traffic Management and Unmanned Aircraft Bill [HL]
Baroness Vere of Norbiton ExcerptsMonday 27th January 2020
(4 years, 3 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, aviation has long been at the heart of the United Kingdom’s economic success. This is an industry that contributes at least £22 billion to the UK economy, along with over 230,000 jobs, and it is growing to meet rising demand. Passenger numbers have increased for seven consecutive years, and it is estimated that UK passenger traffic could increase from 292 million passengers in 2018 to 435 million by 2050. A thriving aviation sector brings more visitors to the UK, as well as increased trade and business investment. Our regional airports and the connections, jobs and investment they provide spread these benefits across the country.
Airspace is key, but it is a largely invisible component of the aviation sector. UK airspace is the gateway between Europe and North America, the world’s busiest intercontinental air corridor. Its efficient operation is crucial for managing international air traffic across the Atlantic. It is also some of the most complex airspace in the world, and it has not undergone significant change since the 1950s. It is now struggling to keep pace with the growing demand for aviation and to take advantage of the capability of today’s modern aircraft.
More and more traffic is being squeezed into the same congested areas of airspace. This leads to inefficient flight paths, an increase in carbon emissions, significant passenger delays and poor resilience to disruption, caused by either bad weather or technical difficulties. Without change, the situation will deteriorate further in the coming years. The skies over the UK will continue to get busier as the aviation industry expands and incorporates new types of airspace users such as unmanned aircraft and commercial spaceflight.
The DfT published the strategic case for airspace modernisation in February 2017. It estimated that by 2030 one in three flights arriving or leaving an airport is likely to be delayed by an average of 30 minutes. That is 72 times higher than in 2015 and would be very damaging for passengers, businesses, the economy, communities and the environment.
Our airspace is also increasingly being used by unmanned aircraft, often referred to as drones. There are exciting benefits to society of embracing unmanned aircraft technology. Our police, fire, and search and rescue services all regularly use unmanned aircraft in emergency situations to help save lives. They are also being used to inspect and maintain important national infrastructure, reducing the risk of accidents and driving productivity and efficiency.
Unmanned aircraft technology is expected to bring significant benefits to the UK’s economy in the coming years. However, the careless, inconsiderate and malicious use of drones and other unmanned aircraft poses a safety risk to others. The number of incidents of manned aircraft encountering unmanned aircraft increased from just six in 2014 to 126 in 2018. To maintain the UK’s position as a world leader in aviation, we must: ensure that regulations support sustainable growth; make journeys quicker, quieter and cleaner; and ensure that new technologies such as unmanned aircraft are used safely.
That is why the Government have introduced the Air Traffic Management and Unmanned Aircraft Bill, which is set out in three parts. The first modernises our airspace, making journeys quicker, quieter and cleaner; the second modernises the UK’s air traffic services, ensuring that aircraft can move safely and efficiently through our skies; the third improves public safety, through greater police enforcement powers to ensure safe and lawful use of unmanned aircraft.
I will now provide more detail on each of the three parts of the Bill, beginning with Part 1: airspace change proposals. For those who may be less familiar with the concept of airspace, it is the volume of space above ground level, basically extending as far as an aircraft can fly. An airspace change proposal relates to changes to managed airspace and the flight procedures and air traffic control procedures used within it. A programme of airspace modernisation is already under way to redesign the UK’s flightpaths to deliver quicker, quieter and cleaner journeys, and more capacity for the benefit of those who use and are affected by UK airspace. It is being delivered by the aviation industry, and is co-sponsored by the independent regulator, the Civil Aviation Authority—the CAA—and the Government.
The UK’s airspace is highly interdependent, particularly over the south-east region. For airspace change to take place, airports and NATS—formerly National Air Traffic Services—have to work together to take into account the needs of neighbouring airports, as well as their own. If one airport pulls out of the programme, that could delay the whole modernisation programme, which in itself is a very complex undertaking. Should this situation occur, neither the Government nor the CAA currently has the powers to guarantee that airspace change is taken forward.
The Government are working closely with the industry to encourage voluntary participation. However, if an airport is unwilling to participate voluntarily, the new powers in the Bill will enable the Secretary of State to compel airports to bring forward airspace change proposals, ultimately ensuring that the aviation modernisation programme is delivered. This includes airspace changes that direct airports to release underused controlled airspace so that general aviation users can better access it.
On Part 2 of the Bill, air traffic services, it has been 18 years since the establishment of an economic regulatory regime for the provision of en-route air traffic control services. These services are provided by NATS (En Route) plc, helpfully referred to as NERL, which is regulated by the CAA. During those 18 years, the technological and economic landscape of air traffic services has changed rapidly. This has led to growing pressure to improve efficiency and resilience.
The current process for modifying the en-route air traffic services licence is inefficient and impractical. The CAA can make changes to a licence only with the consent of NERL, which is the licence holder, or via a determination by the Competition and Markets Authority—the CMA. This means that important changes to the licence could be delayed or may fail to be implemented at all. The licensing framework needs to be modernised to ensure that it remains fit for purpose, continues to build on the UK’s excellent safety record, satisfies demand, and continues to be resilient.
The provisions in the Bill will allow the CAA to take a more direct and independent approach, and make the licence changes it considers necessary to protect consumers and respond to changes in air traffic services over time. However, it is important to note that the licence holder—currently NERL—will still retain the right to appeal to the CMA against any changes if it so wishes.
The Bill also updates the enforcement and penalties regime to ensure that the CAA can effectively regulate NERL in the interests of users and consumers. This includes the introduction of more proportionate sanctions, bringing the regulatory regime into line with other modern regulatory systems. I draw the attention of your Lordships’ House to some minor technical government amendments concerning paragraphs 11, 12 and 13 of new Schedule B1 to the Transport Act 2000, which is contained in Schedule 5 to the Bill. These are purely technical amendments, but they aid the CAA’s ability effectively to manage NERL’s licence through the use of penalties.
On Part 3 of the Bill, unmanned aircraft—often known as drones—advances in technology have resulted in unmanned aircraft becoming increasingly available, capable, and easy to use. This has led to an increase in use for commercial purposes and has given a wider range of leisure users and hobbyists greater enjoyment. We are already starting to see the benefits of the commercial use of unmanned aircraft in areas such as surveying and search and rescue. As the technology continues to evolve, unmanned aircraft will be able to fly faster, for longer and at higher altitudes, unlocking the potential for new types of operation.
However, as this technology develops, so do the risks. Careless and inconsiderate users can cause a nuisance and pose a safety risk to others. There are also those who would deliberately use unmanned aircraft for criminal acts, whether to facilitate organised crime, disrupt our national infrastructure or, in extreme cases, commit acts of terrorism.
The drone incursions at Gatwick Airport in December 2018 resulted in major disruption, flight cancellations and significant economic damage, highlighting how significant the impact of malicious drone use can be. But this new legislation is not just about keeping our airports safe. The provisions in the Bill will help protect our prisons, civil nuclear sites and other critical infrastructure, which are vulnerable to the malicious use of unmanned aircraft. Drones are being used to smuggle drugs, weapons, mobile phones and tobacco into prisons. In 2018, there were 168 incidents of drones being used to smuggle items into prison. This places prisoners and prison staff at risk and undermines rehabilitation. In addition, between January 2017 and September 2019, eight civil nuclear sites across the UK reported 22 separate incidents involving drones.
The Government are committed to harnessing the positive impacts of unmanned aircraft and supporting the industry to grow, but this must be done in a way that protects the safety and security of people, other aircraft and sensitive sites. I want to be clear that these risks to safety and security apply to all unmanned aircraft, be they drones, model aircraft or other types of unmanned aircraft, which might become more widely used in the future.
The Government recognise that the majority of unmanned aircraft users already fly responsibly and within the law, and I am acutely aware of, and support, the strong safety culture fostered by the majority of model aircraft flyers and clubs. However, there have been instances of model aircraft being flown illegally. For example, in January 2019, just one month after the Gatwick incursion, a model flyer was convicted of flying a small unmanned aircraft without permission within the flight restriction zone around Heathrow Airport. It is essential that the regulatory framework in the UK reflects the reality of the risk posed by all users of unmanned aircraft.
As the misuse of unmanned aircraft has increased, challenges have emerged in pursuing effective enforcement and investigation. Work with the National Police Chiefs’ Council, Police Scotland and the Police Service of Northern Ireland has established that there are gaps in the powers available for police officers to investigate and prosecute those suspected of breaking the law.
For instance, there is no existing power that permits a constable to require a person to ground an unmanned aircraft, to stop and search a person, or to enter and search premises under warrant, if a constable believes that a relevant offence involving an unmanned aircraft is about to be, is in the process of being or has been committed. Take the following example: a remote pilot is suspected of breaching the Air Navigation Order by flying in a congested area. However, the police are unable to catch the drone pilot in the act. By the time the police officer arrives at the scene, the drone pilot has already put his drone away in the car. The police constable has no powers to search the car to find the drone and therefore no action can be taken.
The provisions in the Bill will address these operational gaps. The police will be given the necessary powers to require an unmanned aircraft to be grounded, to stop and search persons and to enter and search premises under warrant. They will also be given powers to: require a person to produce documentation or evidence of the permissions or exemptions required under the ANO 2016, such as permission to fly in the flight-restricted zone of a protected aerodrome; require a person to produce evidence of remote pilot competency and operator registration, which became a legal requirement for those wishing to fly small unmanned aircraft on 30 November 2019; and issue a fixed penalty notice for less serious unmanned aircraft-related offences. The Bill will also enable interference with property or wireless telegraphy in order to prevent or detect certain offences involving the unlawful use of unmanned aircraft.
The Government are determined to ensure that unmanned aircraft are used safely and securely, and to provide the right platform to harness the wide-ranging opportunities and benefits they can bring. It is not our intention to make it difficult to realise the potential of this technology, and for those who operate an aircraft responsibly and safely, they should not be an impediment. In fact, those who follow the rules have much to gain from the creation of safer and more secure conditions for all unmanned aircraft operations.
The Bill is critical for ensuring the efficient management and safe use of our skies. It will enable the UK to maintain its position as a world leader in aviation, ensuring that the legal framework keeps pace with new technology and supports sustainable growth in the aviation sector. I beg to move.
Baroness Vere of Norbiton
My Lords, I thank all noble Lords who have participated in today’s wide-ranging debate. The Government will respond to all the questions raised—unfortunately, probably not all today, but I will endeavour to get a communal letter out to all noble Lords who have participated so that, in advance of Committee, we have provided the correct information. The quality of contributions has been significant, and I will try to rattle through as many of the issues raised as I possibly can.
The noble Lord, Lord Tunnicliffe, my noble friend Lord Naseby and other contributors wondered whether the Government have been too complacent about drones and whether the timetable was sufficient to get the legislation to your Lordships’ House. There has of course been an election, and various other hiatuses in the progression of legislation through Parliament. However, that relates only to this Bill, and the Government have been absolutely on top of making sure that appropriate changes have been made to the Air Navigation Order 2016 and to previous air navigation orders. Legislatively, the Aviation and Maritime Security Act has been in place for many years, so regulations have been in place. The Bill before your Lordships’ House today gives the police powers to enforce regulations that have been in place for some time.
If that were not enough, we now have more regulation coming from the EU in the form of a delegated Act and an implementing Act. The delegated Act deals with product specifications for drones and the implementing Act deals with drone registration and operator elements, such as we in this country have already put in place. I therefore believe that the regulatory framework is there for us to use. Now, as a Government, we need to make sure that the police have ability to take that forward.
A number of noble Lords noted that the police powers were originally consulted on in a Home Office consultation that came out and was completed before the Gatwick incident. I reassure noble Lords that we have of course been in touch with members of the police force around Gatwick and, indeed, all over the country to make sure they are content with the powers in the Bill. We believe that they are. We have a close relationship with them, so they have been involved since Gatwick in making sure these powers are appropriate. Of course, we still meet with the police and other stakeholders to discuss these matters in general.
Stop and search was noted by some as being in the previous Home Office consultation. Not only have we been discussing this with the police; a cross-government working group also looked at stop and search powers. It is also worth noting that the cross-government working group agreed that the focus of the powers should not only be directed towards aviation and airports but be applicable to other areas such as prisons, which should lead to greater security. Of course, the world of drones and airspace change never stops, so we will continue to review the legislation to ensure it remains fit for purpose, particularly for drones. However, we cannot delay any longer and I believe that the Bill is a good way to take this forward.
There are important elements of the product standards that came in with the EU regulations on 1 July, for which there is a three-year transition period. They are electronic conspicuity, meaning that each drone will be discoverable and identifiable, which will help as unified traffic management progresses; and geo-awareness, which is already in legislation and therefore does not need to be added to the Bill.
A number of noble Lords have talked about the important issue of aviation and the environment. It is all very well talking about quicker, quieter and cleaner journeys, but not if the latter is not the case. If we can sort out our airspace, we believe that fuel burn from aircraft will be reduced by 20%. That is already a 20% reduction in carbon. More broadly, aviation needs to play its part in the UK reaching its net-zero target. We are carefully considering the recent aviation advice from the Committee on Climate Change, and we will shortly publish for consultation our position on aviation and net zero. That builds on the work we did with the aviation strategy 2050: we consulted and gained an enormous amount of feedback on what we should be doing with our aviation sector. We will take that forward.
It is not just carbon that is important; it is also about air quality. The industry is looking at reducing airport-related emissions, given that airborne emissions account for a very small percentage point of air quality concerns.
The noble Lord, Lord McNally, and my noble friend Lord Davies of Gower mentioned noise, an incredibly important and much-underappreciated element of the airspace modernisation programme. Modern aircraft can take off and land using much steeper angles of departure and arrival, so we can reduce the overall amount of noise experienced by householders. Airports are also beginning to use performance-based navigation, which means there are ways to direct planes to at least give respite to certain communities during the day. The Government take noise very seriously. We set up ICCAN at the beginning of last year to look more carefully at what we must do about airport noise and its impact on communities.
Turning to the Bill itself, the noble Lord, Lord Rosser, mentioned the number of delegated powers in it. I agree with him: when I saw it, it fair took my breath away. However, I have been through each of those powers with a fine-toothed comb and I am convinced that this is the most effective way to provide these powers. I say to all noble Lords who are interested in the delegated powers that, following the Government’s report, the DPRRC did not have any issues to raise with the House after reviewing those powers. I would be very happy to set up a specific briefing: the Bill puts new schedules into other Acts—for example, the Transport Act 2000—so the entire framework is a little complicated. I am convinced that even the Henry VIII powers have a rightful place in the Bill, but I am very happy to help wherever I can.
With reference to the devolved Administrations, the section of the Bill relating to activities around prisons is a devolved matter in Scotland and Northern Ireland. My department has written to both nations and the officials are currently liaising with their counterparts regarding the next stage of the process. We will continue to work very closely with them.
Turning to airspace change, mentioned at length by my noble friends Lord Goschen and Lord Naseby, and the noble Lord, Lord Tunnicliffe, this is a complicated area. I will commit here and now that I am very happy to organise a briefing on airspace in general, to provide the context required to properly understand the powers that are being asked of your Lordships’ House throughout the passage of this Bill.
The noble Lord, Lord Tunnicliffe, asked whether airspace change was nationally controlled. It is nationally mandated and nationally organised. The point about airspace change is that there are many layers, a little like an onion. Various people will be involved at various stages, but it is critical that given the change to the structure of CAP1616—the CAA’s process for airspace change—the amount of consultation and the number of stakeholders that are consulted within airspace change proposals has increased. I reassure the noble and gallant Lord, Lord Craig of Radley, that the military is at the heart of that. We have commercial aircraft, civil aircraft, military aircraft and general aviation, and local communities also have a significant part to play in responding. When I was—for at least five minutes last year—Aviation Minister, I chaired the Airspace Strategy Board. That was always a pleasure, because it brings together at a ministerial level civil aviation, general aviation, the military, the airports and the airlines. It is a good forum for discussing airspace change and how to make it as effective as possible. I reassure noble Lords that there is an over- arching control at the top in terms of getting people’s feedback in.
Baroness Randerson (LD)
I thank the Minister for her detailed explanation. In preparation for this debate, which I have not spoken in, I asked the CAA about the control of airspace. I concur with the Minister that it is complicated. However, the appeal process for an aerodrome—as the Bill puts it—that wants to appeal against the CAA’s decision, goes to the Competition and Markets Authority. I am interested to know how the Government alighted upon the CMA as the appropriate body for appeals.
Baroness Vere of Norbiton
I thank the noble Baroness for her question. I shall have to write to her because it involves a level of detail into which I cannot go today.
I will skip over organisations such as ACOG, which has been set up by the CAA and will co-ordinate the airspace changes master plan. Again, I propose that my team produces a short two-page briefing and then we can have a verbal briefing thereafter.
My noble friend Lord Davies of Gower referred to the airspace changes and the process that the CAA uses. I have mentioned CAP1616, which was updated by the CAA in 2018 and is not due for change just yet. However, the point is that no airspace changes proposals have completed CAP1616 yet because it takes two to three years and involves seven stages and multiple consultations. It is very thorough.
The noble and gallant Lord, Lord Craig of Radley, mentioned specifically that the MoD needs access to airspace to train pilots. Of course it does, to maintain the competency of the UK’s defence needs. The MoD acts as an airspace change sponsor and therefore is responsible for the airspace around its own bases.
My noble friends Lord Goschen and Lord Kirkhope both mentioned general aviation and the reclassification of airspace. The Secretary of State has directed the CAA to develop and publish a national policy for the classification of UK airspace and to keep classification under regular review. The CAA has launched a consultation to identify volumes of controlled airspace in which the classification could be amended to better reflect the needs of all airspace users. This consultation closes on 3 March and the CAA will then shortlist volumes of airspace for potential amendments. Overall, the CAA has a responsibility to minimise the amount of controlled airspace.
The cost of airspace change is also important. It can vary from a few hundred thousand pounds to up to £5 million for some of the largest airports. The Government recognise that there may be occasions when a small airport requires financial assistance to carry out some aspects of airspace change, particularly if this results in airspace change in other airports and involves reaching an agreement about how it will all fit together.
The noble Lord, Lord McNally, mentioned artificial intelligence. This is not currently used in air traffic control or to fly an aircraft but it is recognised that there may be potential in artificial intelligence, particularly around aircraft safety and to reduce air traffic delays, but at the moment it is not a feature of the system.
On the third part of the Bill—“Unmanned Aircraft” —and the clause on general police powers, noble Lords will recognise that drones can be used positively. This is important and the Government are doing all they can to support the drone industry. My noble friend Lord Naseby referred to the weight limit within the drone sector and its applicability in relation to the Bill. Schedule 8—“General police powers and prison powers relating to unmanned aircraft”—does not have an upper weight limit and therefore goes above the 20 kilogram limit that usually applies to certain things, and it gives powers to a constable to ground an aircraft to stop and search, and so on. Schedule 9 gives the police powers relating specifically to the requirements in ANO 2016 and is applicable to unmanned aircraft up to 20 kilograms. The proposals relating to registration, competence and so on do not apply to unmanned aircraft of less than 250 grams.
The noble Lord, Lord Whitty, valiantly almost completed his speech. At the start of it he mentioned the EU Select Committee report in 2015. It is an important report and many of its recommendations have been implemented or are currently in the process of being implemented. The UK launched its registration and competency testing scheme for drones in November last year. To many people’s surprise, the number of people who have registered with the system is higher than forecast, and I am delighted that it is doing well. More than 80,000 people have registered with the system to date and more people sign up every day.
The noble Lord, Lord McNally, mentioned that he will probably table amendments to tighten and extend the regulation of drones. The purpose of the Bill is to improve public safety through the police enforcement powers. That is the focus of the Bill; therefore, it is probably not the correct vehicle for further unmanned aircraft regulation, but the EU regulations are already in law and they will be developing our legislation. We will continue to consider whether the regulations in the Air Navigation Order are fit for purpose.
My noble friend Lord Naseby mentioned fixed penalty notices. I would be very happy to discuss this in more detail outside the Chamber. Our intention is that fixed penalty notices will be given only in relation to the most minor offences where certain conditions listed in the Bill are met. These include that no other aircraft was endangered and that no other person was harmed, harassed, alarmed or distressed. The first regulation that we put down will specify exactly what will be subject to a fixed penalty notice. It will be an affirmative regulation and will therefore be debated in your Lordships’ House.
A question was asked about whether stop-and-search demographics will be available for those subject to a stop and search under these powers. Yes, they will be published by the Home Office in the usual way.
Police training and guidance are critical. Guidance is being drafted at the moment with the assistance of the police. It will be given to the College of Policing as well as to individual police forces. Noble Lords will be aware that the UK Counter-Unmanned Aircraft Strategy was published in October 2019. A specific unit is being set up—the new national police counter-drones unit—which will be critical in advising police forces how and when to utilise the powers. These are the specialists mentioned by the noble Lord, Lord Bradshaw.
I am well aware that I am running out of time. I have committed to write, and I will. I want to finish on counter-UAV technology because it is important and something that some noble Lords might imagine would be in the Bill. The issue is that counter-UAV technology is under development. There are two types. The first is to detect, track and identify. It tries to find the drone so that the police know where it is. At the moment, systems are being tested by the CPNI and a list of approved systems is being published, but these systems are a work in progress.
Lord Campbell-Savours
On confiscation, will the Minister discuss it with her officials so that we are informed prior to Committee?
Baroness Vere of Norbiton
I thank the noble Lord for his intervention. I was going to get to that, but if he does not mind I will ensure that there is a full discussion of the point he raised when I write, and it will be soon.
The second is effector technology: how do you take the drones out of the sky? That is where the destruction of property and the wireless telegraphy powers in the Bill are critical. When we have effector technology that works we will need these powers to enable the drones to be taken out of the sky to prevent them doing harm.
I thank all noble Lords who have taken the time to speak in today’s debate. I am looking forward to Committee and to being able to share more information with noble Lords shortly.
Bill read a second time and committed to a Committee of the Whole House.
High Speed 2 (Economic Affairs Committee Report)
Baroness Vere of Norbiton Excerpts(4 years, 3 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, what an excellent debate. I thank all noble Lords for their thoughtful contributions and give special thanks to my noble friend Lord Forsyth, who I understand is not feeling too well—I wish him all the best in his recovery—and his committee for their thorough and detailed report.
As many noble Lords have pointed out, HS2 is a very significant investment. If it proceeds, it will probably be the largest infrastructure project in Europe. There are pros, cons and a multitude of other considerations. Many noble Lords have cited the advantages and benefits of the project. It will unlock much-needed rail capacity, particularly for commuters as trains shift from the express lines and free up commuter capacity. It will improve connectivity between big cities and locally, as I will come on to. It will support housing growth and provide 30,000 jobs and 2,000 apprenticeships. But I was heartened to hear many noble Lords today focus on the skills side of these projects. It is essential that we continue to revitalise and regenerate our workforce, and these sorts of skills will be absolutely essential as we move forward.
Other noble Lords have voiced their concerns. It is a substantial investment; we need to make sure that the returns justify the financial commitment. What are the forecast costs? They have been subject to intense scrutiny and revision. Construction of HS2 will affect many home owners and landowners all along the route for many years and, despite significant planned mitigation, it will inevitably have an impact on habitats and woodland along the route.
The decision of whether and how to proceed with HS2 is not an easy one, but it must be made. Unfortunately, the noble Baroness, Lady Randerson, will be disappointed to hear that I am not going to make it today. I would love to. Noble Lords have made powerful arguments on both sides of the debate and now the Government will decide: does the project go ahead or does it not? If it does, should there be changes to the existing plan? That is why the debate today on my noble friend’s report is particularly timely.
We will make the decision in February. In doing so, the Government will consider the independent advice, commissioned in August last year, provided by Doug Oakervee and his panel. The department received the draft report before Christmas, and we will publish the full report. The Government will also consider reports such as the one that is being debated today, and the personal views of the noble Lord, Lord Berkeley, alongside other voices from the independent panel, such as the Mayor of the West Midlands, Andy Street.
The Economic Affairs Committee’s report offers a detailed analysis of the project and highlights some opportunities for rethinking HS2. It has been pointed out that there are opportunities for rethinking major projects, and they must not be dismissed. The report is based on evidence from a considerable number of experienced witnesses, and it makes clear recommendations to the Government. I will try to focus on some of the issues that it raises.
The first issue I will turn to is Northern Powerhouse Rail, which is a really long title so I will call it NPR, and rail investment in the north. This has been noted of course by my noble friend Lord Forsyth, but also by many other contributors. The report reiterates the importance of NPR and the Government wholeheartedly agree. Indeed, we committed to it in our manifesto. We have also been clear—indeed, the noble Lord, Lord Faulkner, quoted me—that it is not a case of either/or when it comes to HS2 and NPR. There are many advantages to the connectivity offered by both.
We agree that there is an urgent need for rail investment to improve connectivity, journey times and frequency between northern towns and cities. In summer 2019 it was agreed that the first stage of NPR would be a new line between Leeds and Manchester. The Government are now working at pace with Transport for the North—TfN—on the detailed next steps that we need to get done. We will announce them in partnership with TfN in due course. NPR is of course in addition to the Great North Rail Project, which is already under way, and increasing the network’s capacity and supporting additional services.
I have heard quite frequently today noble Lords saying, “Hurry up. Get it done. Why can’t you just get it done?” I would have said exactly the same thing had I not become a Transport Minister. Many noble Lords know as well as I do that designing, planning, constructing, consulting and surveying for a railway takes a very long time. To a certain extent, construction is the easy bit; it is the bit that can be done towards the end. That is certainly the case with roads, where the road will take seven or eight years, but you can build it in about 18 months. It is everything that goes before it that takes the time.
I wish we could hurry up through this, but I do not think that the noble Baroness, Lady Bennett, would be happy, because we would be rushing our environmental surveys, and that would be no good at all. We would not be talking to local stakeholders, and that would be no good at all. So we have to go through the process. NPR, much as many of us would wish that it was not, is at a very early stage in the process. It is currently no more than a Sharpie line on a map. We have to move it forward and we are working at pace to do so, but I am not going to lie; it will be quite some time before the first customers can board an NPR train.
The committee suggested that construction of HS2 should begin in the north rather the south. The original rationale for beginning building in the south was one of capacity. The capacity constraints are currently most keenly felt on that stretch of line. I have been on that line quite a few times recently, and certainly the 8.05 to Birmingham is a little cramped. In fact, it is very cramped. We are now at a stage where the new capacity will not come online for quite some time. That is why we started in the south. Parliament has already provided the powers to build the railway between London and Birmingham—so, if this project is going ahead, we might as well crack on with that. The process for the northern sections of the current proposals is a little behind that of the southern section because the legislation, in the shape of a hybrid Bill, is not yet before your Lordships’ House or the other place.
Several noble Lords made comments about hybrid Bills. It is probably beyond the scope of today’s debate, but I would be happy to hear ideas on whether hybrid Bills are suitable ways to take projects such as this forward, and what alternatives we might consider in the future for major infrastructure projects. To change the phasing of HS2 might cause delay, and I am not sure that is a good idea. It could cause additional costs and leave quite a number of property owners in limbo.
Despite the report being thorough and detailed, there is one notable omission, as noted early in the debate by the noble Lord, Lord Hunt of Kings Heath; the Midlands have been forgotten and are not included. I am sure this was not intentional; the Midlands are incredibly important and benefit from HS2. We are also committed to progressing other investment in the Midlands, such as the Midlands rail hub, which will improve connectivity for passengers and freight, this time going east to west. East-west connectivity is essential, as was noted by the noble Baroness, Lady Randerson, and the hub will benefit places such as Leicester, Nottingham, Derby and Coventry.
That is not all. Noble Lords will have heard me say before that we are investing £48 billion in our existing rail network between now and 2024. We are looking at rail connectivity between Oxford and Cambridge, for example, and we have committed £500 million to restoring train lines and reopening stations, in a programme of so-called Beeching reversals which will help reconnect smaller towns, improving local economies and accessibility to jobs.
Several noble Lords made the point about upgrading the existing network to deliver some capacity release. Unfortunately, other noble Lords mentioned the enormous disruption that maintenance and enhancement of the existing network can lead to. Sometimes it is deemed worth while, but it is very difficult, and historically, particularly around HS2, we have looked to new builds rather than upgrading existing lines.
I turn to the analysis of the costs and benefits of HS2. The report is critical of the methodology supporting the HS2 cost-benefit analysis. I have listened very carefully to noble Lords. The Department for Transport is proud of the guidance that we use to model and appraise economic and strategic cases, which is widely respected internationally. We can hold our head high when talking about our skills in that area. However, we remain eager to test new appraisal methods. Again, I am happy to be pointed to any papers that noble Lords may have read recently on how the department could improve its appraisal system. Our benefits appraisal focuses on those benefits that can be easily and robustly monetised. The results must then go through the checking process, so the whole insurance process sits above the appraisal process. It is conservative, and some of the long-term benefits are not taken into account because they are very difficult to monetise. You are between a rock and a hard place; if you try to monetise them and are wrong, you will get into trouble, but also if you do not monetise them, you are going to get into trouble. However, I understand that we need to look at increasing the benefits that we try to monetise. More information will be published in due course. Should the project go ahead, I would expect a full business case to be published, which would contain quite a bit of other information.
Points were raised by the noble Lord, Lord Adonis, around the stop-start nature of infrastructure projects. I completely agree. As the Roads Minister, I am very pleased that we have long-term funding now. We can see where our infrastructure is going to go, particularly on our strategic road network. That means that we can plan more effectively. We are beginning to do that with rail as well. Certainly, having reviews that stop a project is sometimes not hugely helpful.
However, I want to comment on the benefit-cost ratio. It would be easy as a Transport Minister to ask for all projects to be sorted by benefit-cost ratio and just pick the top one. That would make my life really easy but of course, life does not work like that; other considerations need to be taken into account. Historically, as I am certainly finding, investment begets investment. You get greater benefits in higher productivity areas, so they will get more investment. Does that mean that you ignore the places with lower productivity? Of course not, but how do you make the decision about where you put that investment? It is not as simple as straight BCR. We recognise that and we take other considerations into account.
On the costs and the schedule for HS2, my right honourable friend the Transport Secretary, Grant Shapps, said that there is no future in obscuring the costs, benefits and timetable of HS2. As noble Lords will know, on the first day back in Parliament after the Summer Recess, he published the independent stock-take from the chairman of HS2. The chairman stated that he does not believe that the scheme can be delivered within the budget of £55.7 billion at 2015 prices; he estimated a range of £72 billion to £78 billion at 2015 prices. But he also said that the benefits had been substantially undervalued.
It is worth noting that all the figures I quoted are in 2015 prices and therefore compare apples with apples. Some in the HS2 commentating space do not follow that convention, which is sometimes not very helpful. But of course, they are not trying to be helpful. I tend to try to talk about things in consistent prices, so we know whether things are comparable. Regarding the schedule, the chairman said that, in line with other major transport infrastructure projects, he proposes a range of start dates rather than a specific one. He is looking at 2028 to 2031 for phase 1, and 2035 to 2040 for the section between Manchester and Leeds.
It is worth pausing for a moment to consider the quantum of the numbers being bandied around and the duration, and perhaps do some rough and ready maths. I know that at this point some noble Lords may say, “It is capital, not revenue”. I get that, but if we consider the highest cost and the longest construction period from the chairman’s stock-take—£78 billion over 20 years—that is an average investment of just under £4 billion a year, which equates to about half a percentage point of annual government spending.
So, where are we now? The Department for Transport has provided the latest estimates on costs, and the schedule, to the National Audit Office as part of its review. I understand that the NAO will publish a report tomorrow. The Secretary of State remains committed to transparency and will provide further information once the Government have concluded their decision-making process on whether and how to proceed with HS2.
A number of noble Lords mentioned cost savings and what we might do, and I will try to touch on a couple if time allows. Of course, we must control our costs, but we must also consider that sometimes, when a cost is reduced the benefit is reduced, and not all cost reductions are neutral. I very much appreciated the contributions from all noble Lords, but especially that of my noble friend Lord Howell—I will ensure that the HS2 Minister is aware of his advice—and of the noble Lord, Lord Mair, who spoke about using innovation in HS2 to reduce costs.
Many noble Lords mentioned reducing the operating speed of the scheme, and I agree that the emphasis on speed has been utterly misplaced. I have said before in your Lordships’ House that the project might benefit from a rebrand. Its name has detracted from wider intended benefits—capacity, connectivity, getting capacity out into the constrained network. We know that the west coast main line is almost closed to new peak-time train paths. Unfortunately, the west coast main line is currently operating at beyond its design capacity, and that leads to maintenance and reliability issues. If we are to reduce our carbon footprint, we must encourage modal shift; yet, if we do not have the capacity, we cannot do that. Therefore, it is right to question speed and it must not be done in isolation, without considering the disbenefits. We must also be aware that it could offer worse value for money. The debate on reducing the speed is not new. It is an area about which we have asked the Oakervee review to advise the Government.
Another area of challenge has been the number of trains per hour, mentioned by the noble Lords, Lord Hollick and Lord Berkeley. The project is being designed and built for a high frequency from the start, with track and station layouts that support this level of service. Other high-speed railways—for example, in France—now operate at a higher frequency than they were originally designed for, and the ability to increase their service levels further is being constrained by legacies of the original design. HS2 will have an advanced signalling system that allows trains to more safely travel closer together.
My noble friend Lord Forsyth mentioned the Old Oak Common terminus. I must be truthful in that, although I know where Euston station is, I had to google Old Oak Common. It is perfectly well located. It is a little far out from the centre of town—let us be honest—but it must be considered, along with the reduction of costs and whether there are any disbenefits in going there. Previous analyses have warned of the pressure on the Elizabeth line and the lack of resilience should the Elizabeth line be closed for whatever reason. Passenger modelling shows that a third of HS2 passengers would get out at Old Oak Common.
My noble friend Lady Neville-Rolfe mentioned the UK construction industry. It is absolutely critical and I agree with her. The UK construction industry has a reputation for being fragmented and prone to contractual dispute, and it also suffers from low productivity compared with Europe and other engineering sectors. Those are the two reasons why major infrastructure projects are traditionally more expensive in the UK than in Europe. We have to increase our productivity but we also have to retain the skills within the system.
I will write with answers to a few other questions but, in drawing to a close, I add a final thought which perhaps builds on the comment from the noble Lord, Lord Grocott. Thinking back nearly 200 years to the 1830s, our predecessors were here debating not one, two or three but four new major train lines. Over a period of nine years, four of the lines that form the vast part of our national railway today opened for traffic. I have no doubt that at that time there were challengers, critics and naysayers, but I doubt that they had any idea of the impact that their determination and courage would have on their children’s generation and many generations thereafter. So perhaps we build railways for our children and our children’s children. I, for one, am grateful to those Victorian pioneers for giving us the routes that we have today.
Flybe
Baroness Vere of Norbiton Excerpts(4 years, 3 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, with the leave of the House, I shall now repeat in the form of a Statement the Answer to an Urgent Question given earlier today in the other place by my honourable friend the Parliamentary Under-Secretary of State for Transport. The Statement is as follows:
“Thank you, Mr Speaker. I thank my right honourable friend for raising this issue. I know she is a strong advocate for her own local airport.
Let me stress that Flybe remains a going concern. Flights continue as scheduled, and passengers should continue to go to the airport as usual. I must also emphasise that regional air carriers and airports are of vital importance to the Government, playing a key role in providing connectivity between communities, regions and nations across the United Kingdom.
The speculation surrounding Flybe relates to commercial matters. The Government do not comment on the financial affairs of, or speculation surrounding, private companies. We are working very hard, but there are limits commercially to what a Government can do to rescue any particular firm.
Be in no doubt, however, that we understand the important role Flybe plays in delivering connectivity across the whole of the United Kingdom. This Government are committed to ensuring the country has the regional connectivity that it needs. That is part of an agenda of uniting and levelling up across the whole country. We do not have good enough infrastructure in many areas, and people do not feel they have a chance to get to the opportunity areas with high-skill and high-paid jobs. That is what this Government are addressing now.
I hope the House will appreciate that I regret that I am not able to go into further detail at this stage, but I will update the House further when it is appropriate to do so.”
Lord Tunnicliffe (Lab)
My Lords, Flybe is an important regional airline which provides vital support to communities and regional economies across the UK. The airline operates more than half of the domestic flights outside London and is one of only a handful of airlines to offer flights to Northern Ireland, with 68% of passengers from Belfast City Airport travelling with Flybe.
We need to protect passengers, staff and critical routes. What engagement have the Government had with the unions Unite and BALPA? Will the Minister ensure that those unions are fully engaged in the process going forward?
The climate change committee has said that the UK is currently “way off track” in meeting its climate change targets. Cutting air passenger duty across the board is not the right way forward. What are the Government doing to protect critical routes in a more targeted way and that also promotes sustainability?
After the collapse of both Thomas Cook and Monarch, what lessons have the Government learned, moving forward, to support Flybe?
Baroness Vere of Norbiton
I thank the noble Lord, Lord Tunnicliffe, for his questions. He did a good job of outlining how important Flybe is to regional connectivity. The Government are aware of this, and I assure noble Lords that for certain routes public service obligations will be in place. These are put in place to make sure that regional connectivity continues. I can reassure noble Lords that there is a mechanism by which local authorities can select a new provider for seven months and then retender that particular route. However, I stress that Flybe continues to operate as normal and that passengers should arrive at the airport for their flights as planned
On air passenger duty, as with all taxes the Government keep it under review. On the issue of sustainability in the future, we are carefully considering the climate change advice we received recently. We will set a clear ambition for the aviation sector. We plan to update both Houses shortly on the Government’s position and we will have proposals for consultation.
Baroness Randerson (LD)
My Lords, there is clearly regrettable instability in the aviation industry at the moment and a new approach is required. Can the Minister tell us when we can expect the aviation insolvency Bill to come to this House, because it is obviously urgently required?
It is important to note that Flybe is of much greater significance than Monarch, for example, to our country because it is about much more than interrupted holidays. It provides that vital link with some of the most isolated and distant parts of the UK. The answer to the problem should not include a general reduction in APD. If the Government are to have any credibility on climate change issues, they should not go down that path. Will the Government commit to investigating the domestic routes involving Flybe to sort those which are genuinely socially necessary from those which are economically viable? Will they look at increasing subsidy to those socially necessary routes in isolated areas where there is no viable rail alternative? Where there is a railway, will the Government commit to reintroducing good reliable services to the most distant parts of this country?
Baroness Vere of Norbiton
The noble Baroness, Lady Randerson, has made some very helpful suggestions, should they ever be needed in due course, about looking at which domestic routes would benefit from support. I reiterate that this airline continues to operate as normal and therefore at the moment the Government have no plans to kick off that work.
On the airline insolvency review, it follows from the important work which was done for the department by Peter Bucks. He looked at airline insolvency. As I am sure the noble Baroness knows, it is incredibly complicated. When he published his report, he said that there is no silver bullet. The noble Baroness will also know that we announced legislation in this area in the Queen’s Speech, and I expect it to come to the House in due course.
Baroness McIntosh of Pickering (Con)
My Lords, I entirely endorse the commercial strictures that my noble friend set out, but will she take this opportunity to explain to the House the Government’s policy towards regional airlines so that they will have a vibrant future going forward and, in particular, the possibility of regional airlines delivering on public service obligations?
Baroness Vere of Norbiton
My Lords, my noble friend is quite right. I reiterate that regional connectivity is critical in aviation and across all modes. We will do whatever we can to ensure excellent regional connectivity going forward. Public service obligations can be incredibly important for social, medical and economic reasons. At the moment, we can add PSOs only on existing routes to London where they are in danger of being lost. However, we will look at all options for expanding the scope of our PSO policy in future.
Lord Kilclooney (CB)
My Lords, since Northern Ireland has no bridge or tunnel connections with the rest of the United Kingdom, and since some 90% of the flights from Belfast City Airport are by Flybe going to the regions of Scotland, Wales and England, will the Government take into account the future viability of Belfast City Airport as they consider Flybe?
Baroness Vere of Norbiton
I thank the noble Lord for his question. It is the case that, should Flybe at some point in future not be operating, there would be a significant impact on certain airports, and I know that Belfast is one of them. I believe there is already one PSO in operation in Belfast, but I will have to check and I will come back to the noble Lord if I am wrong on that. The Government will look at all routes. Regional connectivity is critical to us, so where we need new PSOs, we will put them in place.
Baroness Jones of Moulsecoomb
My Lords, the Minister must know that aviation is the fastest-growing source of dangerous carbon emissions. If we are to get to net-zero by 2050, we will have to cut flying in some way. At the moment, aviation is subsidised by being exempt from a tax on its fuel. Will the Government consider lifting that exemption and imposing a tax that reflects the true cost of flying?
Baroness Vere of Norbiton
I am sure that the noble Baroness is well aware of the reason that aviation fuel has no tax on it. The International Civil Aviation Organization is absolutely critical in getting the global aviation industry to work as a whole in many areas, including counterterrorism and climate change. If we are to reduce carbon emissions, we will need the members of ICAO to work together to achieve it. Under the Chicago convention, which set up ICAO, no nation can put tax on aviation fuel.
Lord Shipley (LD)
My Lords, the Minister said that the Government would look at all the options. Perhaps I may suggest that they take a look at the landing charges at large airports for smaller commercial airlines. They might be subject to PSOs, but the overall issue of the cost base of small commercial airlines is particularly relevant.
Baroness Vere of Norbiton
The noble Lord makes a very important point, but of course landing charges are set on a commercial basis.
Baroness Armstrong of Hill Top
My Lords, regional connectivity is very important, and I am pleased that the Government keep repeating that phrase. However, if you come from the north-east, there is the threat of the Flybe difficulties; LNER is now telling people not to travel north on two weekends out of the next six because of engineering works and disruptions; and there is now real uncertainty over the future of HS2 because of the Government’s announcements post the election. Does the Minister understand that regional connectivity is absolutely critical to the survival of the manufacturing industries of places such as the north-east when so many other things are against them? All these issues coming together spell really bad news for the north-east.
Baroness Vere of Norbiton
This Government are absolutely aware of all the issues that the noble Baroness has raised. We are taking a new look at regional connectivity to make sure that we are able to get people to where they want to be across all modes. She mentioned that the train service is sometimes out of service at weekends. Of course, that disruption is simply a function of the amount of money that we are putting in for maintenance and for enhancements.
Hammersmith Bridge
Baroness Vere of Norbiton Excerpts(4 years, 3 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, while transport in London is devolved and the maintenance of London’s roads is a matter for Transport for London and the London boroughs, we recognise the vital importance of this key river crossing for the people of London and will consider any proposals put forward by the London Borough of Hammersmith and Fulham in conjunction with TfL.
Lord Dubs (Lab)
My Lords, I am grateful for the Answer as far as it goes. Does the Minister agree that this will be an enormous financial burden either on the local authorities adjacent to the bridge or on Transport for London? Should not the Government’s infrastructure fund—the announcement of £600 million or so—be devoted, at least in part, to rebuilding the bridge? If not, it will stay unused, except by bicycles and pedestrians, for many years.
Baroness Vere of Norbiton
I agree with the noble Lord that Hammersmith and Fulham might not have the financial resources, or perhaps the skills, to repair the bridge on its own. As it is an asset that benefits a wider area in London, the responsibility perhaps lies more broadly, and I expect that TfL will take a role in driving the project forward. As I have mentioned, we have not yet received any request for funding from TfL, but we will of course consider it should it arise.
Baroness Kramer (LD)
My Lords, might I declare an interest in that I live only a few yards from the end of Hammersmith Bridge? During the election campaign, quite a number of Ministers, including the Secretary of State for Transport and Treasury Ministers, came and made little videos at the end of the bridge. I was the elderly-looking lady in a hat with grocery bags standing in front of them. They committed to full financing being immediately available with no questions. I hope that they will also follow through and provide financing for the temporary pedestrian and cycle bridge necessary to speed up the repair work.
Baroness Vere of Norbiton
My Lords, certainly not elderly, I am sure. I, too, made one of those videos—perhaps the noble Baroness did not see it. The key thing is that we said we would consider any proposals put to us. If the noble Baroness goes back to the videos, I think she will find that that was indeed the case. We will consider all proposals, but it will be up to TfL to put forward proposals according to its priorities. I remind the noble Baroness, however, that TfL has a budget of around £10 billion. Within that budget, the streets funding stream has operating costs of £500 million. There is also a pot for capital investment of £250 million.
Lord Aberdare (CB)
My Lords, I also declare an interest as a Barnes resident. Can the Minister give an assurance that it will always remain possible for pedestrians and bicycles to cross at Hammersmith while the bridge is being repaired, and that the new bridge will be designed with a long-term lifespan, rather than be yet another short-term fix for a few years?
Baroness Vere of Norbiton
The noble Lord is quite right. I understand that TfL and Hammersmith and Fulham both want to keep the bridge open to cyclists and pedestrians. I understand that there is a proposal to put some sort of temporary bridge alongside the existing structure, which will help active transport and other things like that. As for repairs for the future, the noble Lord is quite right. This bridge was built in 1887 for horses, carts and penny farthings, so it is clear that we need repairs that will last for decades to come.
Lord Harries of Pentregarth (CB)
My Lords, I am afraid I also have to declare an interest. Does the Minister think that there are lessons to be learned from this for the long term? It has been predicted for years that Hammersmith Bridge will require major repairs and funding. Why was a proper fund not built up with this kind of contingency in mind?
Baroness Vere of Norbiton
I believe that is indeed the case. That question might, therefore, be better directed at the Mayor of London, Sadiq Khan, who has responsibility for transport in London.
Lord Foulkes of Cumnock (Lab Co-op)
Does the Minister recall that, during the general election, Mr Boris Johnson pledged to consider building a bridge from Northern Ireland to Scotland, even though there are hundreds of tonnes of explosives in Beaufort’s Dyke, put there because it was supposedly a safe place? If the Government cannot keep Hammersmith Bridge open, how on earth are they going to manage to do that? Is this going to go ahead?
Baroness Vere of Norbiton
The noble Lord is quite right. We have indeed asked officials to look at various options for bridges which would strengthen our union, and I understand that there is some talk of a potential tunnel, now that tunnelling costs are cheaper than they used to be. Watch this space, but perhaps do not hold your breath.
Baroness Tonge (Non-Afl)
My Lords, is the Minister aware that in the same part of London there is something called the Chiswick flyover, which I believe was set up as a temporary bridge I do not know how many decades ago? Does she therefore share my concern at the talk of a temporary crossing at Hammersmith Bridge and wonder whether that will also be there in 50 years’ time?
Baroness Vere of Norbiton
I am sure many noble Lords know and love the Chiswick flyover. A more serious point is that the Government are already investing in a number of bridges in London. We are considering bids from TfL to help with improvements to Kew Bridge, the Croydon flyover and the bridge at Gallows Corner. The Government are investing in bridges in London; we rely on receiving requests for funding in the first place.
Lord Rosser (Lab)
What percentage of the cost of repairing Hammersmith Bridge do the Government believe they themselves should bear?
Baroness Vere of Norbiton
I cannot answer that question, because I have not received a proposal. At the moment, the costs for repairing the bridge are estimated to be £120 million but this is a very early stage of the process. We should recognise that TfL has already stepped up to the plate and committed £25 million to make sure that the early work can start. It is its intention to go to award of contracts for the next stage in the spring.
Lord Watts (Lab)
My Lords, the Prime Minister was in charge of this area of responsibility when he was Mayor of London. How much did he put aside for the repair of this bridge?
Baroness Vere of Norbiton
I am afraid I cannot answer that question because that was many years ago. If I can find out any information, I will write to the noble Lord.