Aviation: Boeing 737 MAX 8 Jets
Debate between Lord Foulkes of Cumnock and Baroness Sugg(5 years, 9 months ago)
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Baroness Sugg
I have seen the same reports as my noble friend. The Air Accidents Investigation Branch has offered assistance to the Ethiopian authorities. That has now been accepted and a team is now being deployed.
Lord Foulkes of Cumnock (Lab Co-op)
My Lords, the Chinese authorities have grounded all 60 of their aircraft of this type. Would she care to speculate why they have done so and whether their action is premature?
Baroness Sugg
No, I would not wish to speculate why the Chinese have taken those decisions. As I said, the CAA is in discussion with EASA on any restrictions that should be put in place, but the current position is that more information is needed to warrant any grounding decision. As I also said, these decisions are best taken internationally. We have five 737 MAX 8s registered in the UK, but 350 are flying globally. Further conversations are of course ongoing and we are keeping in close contact with both the CAA and EASA.
Air Passenger Rights and Air Travel Organisers’ Licensing (Amendment) (EU Exit) Regulations 2018
Debate between Lord Foulkes of Cumnock and Baroness Sugg(5 years, 10 months ago)
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The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, these regulations will be made using powers in the European Union (Withdrawal) Act 2018 and will be needed if the UK leaves the European Union without a deal. This draft instrument corrects three EU regulations that provide an important consumer protection regime for passengers travelling by air. It also makes some changes to the Civil Aviation (Air Travel Organisers’ Licensing) Regulations 2012, which were amended recently to implement elements of the package travel directive.
The three EU regulations are: Regulation 261/2004, which establishes the rights of passengers, including their right to compensation and assistance if they are denied boarding against their will, or if their flight is cancelled or delayed; Regulation 1107/2006, which establishes the rights of disabled passengers and those with reduced mobility to access air transport, and establishes their right to receive free-of-charge assistance; and Regulation 2027/97, which harmonises the obligations of Community air carriers regarding their liability for injury to passengers and damage to baggage, in line with provisions in the 1999 Montreal Convention.
The package travel directive provides for consumer protection in relation to package holidays and other linked travel arrangements. The directive is implemented in the UK primarily by the Package Travel and Linked Travel Arrangements Regulations 2018. Corrections to these regulations so that they continue to work after exit day have already been made through the Package Travel and Linked Travel Arrangements (Amendment) (EU Exit) Regulations 2018.
Provisions under the directive relating to insolvency protection are implemented in part through the Air Travel Organiser’s Licence—ATOL—scheme. The directive provides for the mutual recognition among EEA member states of insolvency protection regimes. This instrument makes changes to the ATOL scheme to reflect that this mutual recognition will no longer apply to the UK after exit day in a no-deal scenario.
The withdrawal Act will retain the three regulations I have just listed in their entirety in UK law on exit day. The draft instrument we are considering makes corrections to these retained EU regulations as well as the 2012 ATOL regulations to ensure that the statute book continues to function correctly after exit day. This means that air passengers can continue to benefit from the rights and protections set out in EU legislation.
On Regulation 261/2004, the substantive rights of passengers to assistance, rebooking and compensation in the event that they are denied boarding or subject to long delays or cancellations remain the same. The EU regulation sets out that these rights apply to passengers travelling on a flight departing any airport in the EU, and flights departing an airport in a third country to an airport in the EU, if the carrier is an EU carrier. This instrument makes changes to the scope of the retained regulation to reflect that the UK will no longer be part of the EU after exit day. The retained regulation will apply in relation to all flights departing an airport in the UK and flights departing an airport in another country if the carrier is a UK carrier.
To ensure full continuity on the routes in relation to which passengers can benefit from the rights and protections set out in Regulation 261/2004, the retained regulation will also apply in respect of flights into the EU from countries other than the UK, if they are operated by a UK carrier. It will also apply in respect of flights from third countries to the UK if they are operated by an EU carrier. Other changes the instrument makes reflect that the UK will no longer be part of the EU, and include converting compensation amounts set out in euros in the EU regulation to pounds sterling.
Finally, the instrument ensures that the CAA is fully and effectively able to enforce the retained regulation. It sets out that provisions relating to complaints, and domestic legislation containing criminal offences for persistent breach by air carriers of provisions in the retained EU regulation, apply to the same routes—
Lord Foulkes of Cumnock (Lab Co-op)
My Lords, on a previous occasion, the Minister was not able to say how many extra staff the CAA has taken on to deal with this extra responsibility. Is she now able to give us that figure? How much will it cost?
Baroness Sugg
If the noble Lord will wait, I will come on to CAA resourcing. Obviously, we work very closely with the CAA to ensure that it is sufficiently resourced.
Lord Foulkes of Cumnock
Did the Minister say she will tell us how many extra staff are required and how much this will cost at a later stage in the debate? I did not quite catch that.
Baroness Sugg
I will come on to CAA resourcing at a later stage in this speech, if the noble Lord will give me a minute.
Finally, this instrument ensures that the CAA is fully and effectively able to enforce the retained regulation. It sets out that provisions relating to complaints and domestic legislation containing criminal offences for persistent breach by air carriers of provisions in the retained EU regulation apply to the same routes and air carriers as the retained EU regulation itself.
On Regulation 1107/2006, the rights that disabled passengers and persons with reduced mobility are able to benefit from when travelling by air also remain unchanged. These include the right to assistance at airports without additional charge and the right to assistance by air carriers without additional charge. Once again, this instrument ensures full continuity for consumers by making certain that the retained regulation—Regulation 1107/2006—will apply after exit day to passengers using or intending to use commercial passenger air services on departure from, transit through or arrival at UK airports.
Certain provisions will also continue to apply in relation to flights departing from a third-country airport to the UK if the flight is operated by a UK air carrier. Like Regulation 261/2004, these provisions will also apply to flights into the EU from countries other than the UK if the flight is being operated by a UK carrier and flights from third countries to the UK if the flight is being operated by an EU carrier. These provisions set out that: air carriers and tour operators cannot refuse travel to passengers on the grounds of disability or reduced mobility; that if it is not possible for an air carrier, agent or tour operator to accommodate a passenger with a disability or with reduced mobility on the grounds of safety or the size of the aircraft or its doors, the passenger shall be reimbursed or be offered rerouting; and that air carriers are required to provide assistance without additional charge, such as allowing assistance dogs in the cabin of the aircraft and arranging seating suitable to meet the needs of the individual.
The third regulation covered by this instrument is Regulation 2027/97, which sets out provisions relating to the liability of air carriers in relation to the injury or death of passengers, as well as damage to or loss of baggage. Most of the provisions in this regulation implement elements of the 1999 Montreal Convention, and the changes that this instrument makes to the retained regulation are limited to those needed to reflect the fact that the UK will no longer be an EU member state after exit day; for example, substituting references to “Community air carrier” with references to “UK air carrier”.
Baroness Sugg
Yes, that is what I am saying. As I said, at the moment there are only 13 EEA-established businesses currently selling to the UK that would be affected by the requirement, and the CAA is used to processing around 1,000 cases a year. Therefore, in answer to the question put by the noble Lord, Lord Foulkes, the CAA is confident that it is fully resourced to achieve this.
Lord Foulkes of Cumnock
My question is not whether the CAA is fully resourced. My question—which I asked in Grand Committee a number of weeks ago, so the Minister has had plenty of notice of it—is how many extra staff is the CAA taking on, and how much extra is it going to cost? She said she was going to answer it later in her speech. Could she please answer it now?
High Speed Rail (West Midlands-Crewe) Bill
Debate between Lord Foulkes of Cumnock and Baroness Sugg(5 years, 10 months ago)
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Lord Foulkes of Cumnock
That is a new way of putting it; it is usually “above my pay grade”, so “beyond my purview” is new. Sitting two down from the Minister is the Government Chief Whip, who is paid a lot more than she is. I wonder whether the Chief Whip would care to intervene and tell us when the next Session of Parliament is due to start. If he cannot do so today, maybe he will do what he did when I raised the issue of Recess dates and announce them a week later.
Baroness Sugg
My Lords, I will restrict myself to answering questions on HS2, which is within my pay grade. On HS2’s costs in general, of course all major projects face challenges and it would be unrealistic to expect HS2 to be straightforward. We are absolutely committed to delivering HS2, and HS2 Ltd has been set an ambitious target of starting phase 1 services in 2026. HS2 Ltd is currently working with contracted suppliers to keep phase 1 on track, which includes updating and agreeing an assessment of schedule confidence. We will make those schedule details public as part of the full business case for phase 1, which is due to be published later this year. The spending review in 2015 established the long-term funding envelope for delivering HS2 of £55.7 billion at 2015 prices, and we remain determined to deliver HS2 within that.
On timing, there was no particular reason for debating the Motion today. It is simply when it was scheduled as a formal procedure. The equivalent procedure has already passed in another place and it follows the precedent for hybrid Bills in this House. I agree with the noble Lord, Lord Snape, on the necessity for HS2. We have seen a doubling of passenger numbers on our railways; we are at capacity and we urgently need a new railway to help deal with that demand. I beg to move.
Merchant Shipping and Other Transport (Environmental Protection) (Amendment) (EU Exit) Regulations 2018
Debate between Lord Foulkes of Cumnock and Baroness Sugg(5 years, 10 months ago)
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Lord Foulkes of Cumnock (Lab Co-op)
Can I also ask in relation to this one if this is required only in the event of no deal?
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)
My Lords, I confirm that this is another SI that is required only in a no-deal scenario. It makes changes to legislation on controlling sulphur dioxide emissions from ships, substances used to prevent the fouling of ships’ hulls, and transport and works legislation in relation to environmental impact assessment. It corrects deficiencies that would mean that environmental legislation did not work as intended. It is designed to ensure that we continue to maintain our high environmental standards.
Transport: Freight Services
Debate between Lord Foulkes of Cumnock and Baroness Sugg(5 years, 11 months ago)
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Baroness Sugg
I certainly agree with the noble Lord. Our railways are absolutely at capacity—we have seen a doubling of passengers—and we desperately need more space, which is what HS2 will deliver.
Lord Foulkes of Cumnock (Lab Co-op)
My Lords, with the fiasco of Northern rail, the debacle of the phantom drones at Gatwick, and now Kent, where only half the HGVs turned up for the trial, what does it take for a Secretary of State to have to resign these days?
Baroness Sugg
My Lords, I reassure the noble Lord that the Secretary of State is absolutely across all the issues he has raised.
Operation of Air Services (Amendment etc.) (EU Exit) Regulations 2018
Debate between Lord Foulkes of Cumnock and Baroness Sugg(6 years ago)
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Baroness Sugg
I am sorry if I was not clear. No, the current UK-US deal deals only with direct flights between the UK and the US. Obviously, a flight that stops off at Shannon will be part of our discussions with the EU.
I hope I have been able to provide reassurance on this. I think that the EU Commission has been very clear in setting out its position and we have been very clear in setting out our position. They are broadly the same position: they both rely on reciprocity. We are delivering our position through this series of statutory instruments and, as I said, the EU is working on a timeline of when it will deliver its position. While we are working hard to get parliamentary agreement to the deal with the EU, we of course have to continue to make responsible preparations to ensure that, in the absence of that agreement, we will be able to avoid disruption. This SI and the others we have debated and will debate over the coming months are a key part of those preparations. Both we and the EU have published contingency plans, of which these regulations are just one small element. Taken together, those plans will ensure that planes can continue to fly to and from the EU in the event of a no-deal exit. They will ensure that our legal and regulatory framework for aviation is ready so that flights can continue whatever the outcome of the negotiations.
Lord Foulkes of Cumnock
My Lords, the Minister has been more helpful than she was in Grand Committee, and my noble friend on the Front Bench made a splendid speech referring to this guidance of 24 September. It says right at the end:
“This notice is meant for guidance only”.
If I were booking a flight to the Canaries in April I would take account of the next sentence:
“You should consider whether you need separate professional advice before making specific preparations”.
I am sure that that will be helpful for my noble friend. However, we have noted what the Minister said. All this work is being done, all these great people in the Department for Transport are working very hard indeed and it really is quite outrageous, as my noble friend Lord Adonis said, that they are being deployed on this work which we hope will be totally unnecessary when they could be doing something really useful. However, in light of the Minister’s helpful reply, I do not intend to press my amendment to a Division.
Operation of Air Services (Amendment etc.) (EU Exit) Regulations 2018
Debate between Lord Foulkes of Cumnock and Baroness Sugg(6 years, 1 month ago)
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Baroness Sugg
My Lords, I thank noble Lords for their consideration of these draft regulations. A wide array of issues has been raised but I will limit my responses to those directly related to the SI that we are discussing, given the time and the number of questions. I agree with the noble Lord, Lord Foulkes, that issues around aviation and Brexit are incredibly important and it is important that we get them right. However, this SI is not about our negotiating position, which is being discussed extensively elsewhere; it is purely correcting the regulations to ensure that we have a functioning statute book should we leave with no deal in March.
I am not quite sure that I agree that this is one of the most devastating reports from the SLSC that I have seen. The committee often quite rightly draws SIs to the special attention of the House, and I and the rest of the Government are very grateful for its work on that. I am also grateful to the noble Lord for reading out the BBC report, which is quite right in its facts. I hope I can provide some further assurances as we go through the questions.
I turn to the points raised by the SLSC, to which many noble Lords referred in their questions. I shall take each point in turn. First, on how, in the event of no deal, we will ensure that bilateral arrangements are in place to ensure that there is no gap—the noble Baroness, Lady Randerson, is quite right to point out that it is important that there is no gap—we remain confident that we will get an agreement on a broader deal. However, if that is not possible, our first option will be to consider a multilateral agreement between the UK and the EU. The Commission has also proposed this, with suggestions for a bare-bones agreement in the event of no deal. The noble Lord, Lord Rosser, is right to point out that the statement from the Commission on 13 November is its latest position on that in the negotiation, and it will form part of the conversation as we go through the detail. In the meantime, in the event of no broader deal and no multilateral deal, both of which we fully expect to reach, we have also reached out to counterparts in individual member states to reach a shared understanding on a bilateral basis of what arrangements would apply between our two countries.
The second issue specifically raised by the SLSC is the resources that the Government are providing to the CAA. The CAA is already the licensing authority for UK airlines. It provides regulatory oversight and has the resources in place to ensure that it can continue to do so. All the holders of type A operating licences—that is, operators of aircraft with more than 20 seats—already have a route licence. All the holders of type B operating licences have been individually contacted and invited to apply for a route licence free of charge, as I mentioned before, from the CAA. Some of those companies operate exclusively domestic services and do not need a route licence, but we are confident that those that need a route licence will be issued one.
Lord Foulkes of Cumnock
I have just realised the implications of something the Minister said a couple of minutes ago. As well as a multilateral agreement with the EU, we are negotiating bilateral agreements with all 27 countries—is that right? Could the Minister explain if this is what we are doing?
Baroness Sugg
As I said, our firm preference is for a wider deal, providing for a comprehensive air services agreement with the EU. Failing that, we have the option of a multilateral agreement and, failing that, bilateral agreements with member states. As the noble Lord would expect, we are speaking to member states about a wide range of issues.
Lord Foulkes of Cumnock
Is a Minister—either the noble Baroness or one of her colleagues—or some of the officials flying out to these countries to discuss it, or are they coming here? An astonishing range of what I hope is unnecessary activity is taking place. Could the Minister confirm that that is exactly what is happening?
Baroness Sugg
As I said, to make responsible preparations it is important to consider all the different options available to us. Of course we are having conversations with the Commission and the member states about a wide range of issues. I am not able to give further detailed information at this moment but our preference is very strongly for a broader deal which will provide a liberalised agreement with the EU, though there are other options available to us. I hope this provides reassurance that we will continue to see flights between the UK and the EU. We will continue to work towards this as we move towards exit day.
Baroness Sugg
I will come on to that. As the UK, we have 111 bilateral agreements with the rest of the world in our own right. The noble Baroness is quite right to point out that we have bilateral agreements through our membership of the EU.
The next issue raised was on the basis of our expectations, how we are working with EU carriers to make sure that we have no gap in services and the assurances we can give that the CAA has the capacity and resources in place. Our expectation is that EEA carriers would require advance permission before operating to the UK. This is founded on international law. I already spoke about the 1944 Chicago Convention and that that treaty expressly prohibits scheduled international air services.
In anticipation of the increased volume of permit applications from EEA carriers, the CAA has already upgraded its systems for permit processing and recruited additional staff. All scheduled permits are issued on a seasonal basis. The next summer season starts on 31 March 2019, so there is a predictable increase in workload for this. We are expecting 100 to 150 seasonal permit applications. The CAA currently issues around 3,000 ad hoc permits a year. It is preparing to be able to process at least double that if necessary.
Lord Foulkes of Cumnock
How many additional staff have already been recruited to the CAA and how many more does the Minister expect to be recruited?
Baroness Sugg
I do not have those specific numbers, but we are reassured that the CAA is fully prepared. We have already allocated it some funding from the Treasury to ensure that it has the proper resources in place.
Rail Timetabling
Debate between Lord Foulkes of Cumnock and Baroness Sugg(6 years, 6 months ago)
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Baroness Sugg
My Lords, Northern has announced that until the end of July it will run fewer services, but more than it did prior to the May timetable change, to give passengers greater certainty and to increase driver training.
Railways: East Coast Main Line
Debate between Lord Foulkes of Cumnock and Baroness Sugg(6 years, 9 months ago)
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Baroness Sugg
My Lords, I certainly join my noble friend in congratulating east coast on this, which again will not be affected by the decision on who is to run the franchise. As my noble friend has said, the Azuma trains are due to start being introduced on the east coast network from the end of this year, and I am sure that passengers will enjoy the benefits.
Lord Foulkes of Cumnock (Lab)
My Lords, I too am one of the passengers who the Minister referred to in her first Answer. I have travelled on this line when it was run by GNER, now by Virgin, and in between when it was publicly owned. That period produced by far the best service. Would it not be much quicker, cheaper and better for the Government to decide now that the service should continue as a publicly owned, efficient railway?
Baroness Sugg
My Lords, I am afraid that I have to disagree with the noble Lord. We are currently going through the process of analysing which is the best option for passengers going forward. On his point about the service being better under DOR, I am afraid that we received 20% more income when it was run as a franchise, with higher satisfaction rates.