Air Traffic Management and Unmanned Aircraft Bill [HL]

Viscount Goschen Excerpts

2nd reading & 2nd reading (Hansard): House of Lords & 2nd reading (Hansard)
Monday 27th January 2020 Lords Chamber

[Viscount Goschen (Con)]

My Lords, I declare two interests. In the course of my professional activity as an executive search consultant, I work with a number of aerospace and defence companies, some of which are involved in UAV or counter-UAV and related technologies. I also hold a humble private pilot’s licence and am the owner and operator of a light aircraft. I recognise that I am in the presence of far superior former commercial and military pilots in your Lordships’ House; none the less, perhaps I have a perspective to offer.

This is essentially a technical Bill. So far, the only criticism I have heard has been from the noble Lord, Lord Tunnicliffe, concerning why it was not brought forward more quickly. We can look forward to a good and typical House of Lords territory investigation of a technical Bill, but which of course has important policy consequences.

I support the Bill and commend the Government for bringing it forward. As we have heard, it addresses two largely but not entirely separate subjects: management of airspace and the arrangements for regulating the operation of UAVs. Part 1 of the Bill has flowed from pressure to manage our airspace efficiently and effectively and to modernise it. The term “modernisation” seems appealing, but this is a detailed field and any changes to the way in which our airspace is designed and operated have to be made on the basis of hard data. We have seen a tremendous growth in commercial air travel and in the performance of commercial and military aircraft. Among the biggest changes have been in computer technology, both airborne and terrestrial, and, in the advent of satellite communications, the associated global positioning system and related systems.

In the cockpit of my 1930s-designed aircraft I have the same pre-war flight instruments and gauges with which it would have come from the factory—a VHF radio which is more or less the same in operation as one made decades ago—but I also have a Mode S transponder, which identifies the aircraft in flight to an interrogating radar, and a highly sophisticated GPS-driven app which provides extraordinarily rich user-friendly navigation and traffic data that an airline pilot of the 1990s would have thought extremely impressive.

The technology has changed but the design of the airspace remains the same. In these days of high demand for air travel and major environmental pressure to reduce fuel burn and to control noise, there is clearly scope for enhancing the way in which aircraft are managed in controlled airspace. There is no argument against that sentiment, which has led the CAA to develop its airspace management strategy, from which the first two parts of the Bill are derived. This document was developed with a good deal of input from stakeholders utilising public consultation.

While it is clear that modern aircraft monitoring technology—both airborne self-reporting and ground-based—and computing power will fundamentally change what is possible from an airspace management perspective, looking further into the future our commercial airliners, as the noble Lord, Lord McNally, noted, already have a great deal of highly sophisticated proven automated flight systems, including for landing. One can envisage a point in the future where ATC and aircraft are more heavily controlled by computer systems than by human-to-human interface via open VHF radio, which is an archaic and poor way of communicating data. I sympathise and empathise with the noble and gallant Lord, hearing all this chatter on an open system, whereas only discrete pieces of information are intended to be communicated from the ground to the air and vice versa. However, that future gazing is perhaps for another day.

As one would expect with a subject such as this, much of the output is highly complex technical detail which, no doubt, will be discussed off the Floor of your Lordships’ House by specialists rather than on the Floor in terms of policy development. However, that is not to say that there are not important matters for the House to consider.

I support the overall thrust of Parts 1 and 2 of the Bill, regarding the Secretary of State’s ability to give directions to third parties to co-operate with airspace management proposals. After all, we are talking about a national system that is part of an international system, and which requires an integrated rather than a piecemeal approach. It also requires taking full account of local factors, so it is a hybrid between a fully integrated and a local system. There is a great deal of detail to cover.

My primary interests in the Bill relate to general aviation and the interests I declared earlier. General aviation covers the recreational use of light aircraft, gliders, balloons, microlights and related businesses such as flight training, which is vital to our national economy and to producing the flow of professional pilots that the industry will need in the future and for the UK sector’s competitiveness. |The Government have in the past made formal statements about the value to the UK economy and to the commercial aviation industry of a thriving general aviation sector and about the importance of safeguarding the necessary infrastructure such as airports and airspace.

With that background, I wish to make just a few detailed points. First, the voices of all stakeholders, including general aviation, should be heard when considering the classification and design of airspace. The CAA is not often commended by various parties, but it is a highly professional organisation that serves the United Kingdom extremely well and is known for high standards and deep knowledge. It is to be commended for the way it has gone about consultation, but weight should be given to the voices of all parties going forwards. It is no surprise that many airport operators wish to control ever more of the airspace around them, which can lead to unintended consequences as general aviation is sometimes forced into narrow bottlenecks of uncontrolled airspace.

Secondly, reclassification decisions should be taken only on the basis of an objective analysis of detailed data on a given subject. If it is decided that certain airspace should be reclassified as controlled, then proper arrangements should be put in place for all suitably qualified parties to be allowed access, under control, into that airspace. It is not acceptable for operators to deny GA access on the basis that they have insufficient resources to cope with the traffic in the airspace they have requested. That would seem to be a reasonable and balanced approach.

I was very pleased to hear the Minister emphasise in her introductory remarks that the reclassification of airspace should not be in one direction only. If it is shown that controlled airspace is not being used by controlled traffic, it should be released to uncontrolled use. There has been something of a ratchet effect going in one direction, and I was very pleased to hear that the Minister understands the argument that such airspace should be released when not required.

What is the Civil Aviation Authority’s plan for the network known as the lower airspace radar service, which assists traffic operating at lower altitudes? There have been a number of changes to that service. I know these are complex questions—the Minister might care to write to me in due course, rather than take up the time of the House.

Much of the debate we will have in Committee and on Report will concern drones. Clearly, the technology has developed extraordinarily rapidly and there is a potential benefit to society, commerce and the country; we should not forget that when we are considering the regulation of drones. However, regulation is required; we need a more robust system. The noble Lord, Lord Tunnicliffe, and other noble Lords talked about the incursion at Gatwick, which was as clear a demonstration as one could possibly want of the chaos that can be caused by a highly sophisticated £1,000 drone controlled by an iPhone from many kilometres away. We can only presume that the technology will keep developing and that the pace of development will accelerate. Drones will be lifting greater cargo and in due course, as we have heard, they will be lifting people and becoming autonomous flying systems. It is therefore essential that we put in a framework. It is extraordinarily difficulty to future-proof it, as the noble and gallant Lord, Lord Craig of Radley, told us; none the less, the Bill is an excellent start and I commend it to the House.

Automated and Electric Vehicles Bill

Viscount Goschen Excerpts

2nd reading (Hansard): House of Lords
Tuesday 20th February 2018 Lords Chamber

[Viscount Goschen (Con)]

My Lords, I say at the outset that I very much welcome the Bill. The Government are indeed to be commended for making a start—it is really only a start—on the creation of a regulatory framework for the operation of autonomous vehicles and for enhancing the infrastructure to support electric vehicles. I add my usual, somewhat tangential, declaration of interest in that I work for an executive search firm which serves the high-technology and manufacturing sectors, among others.

Perhaps the first thing to say is that this is a field which is developing incredibly rapidly and is therefore unbelievably difficult to legislate for with any degree of certainty. We should all understand that while we are not quite ready for the operation of fully autonomous vehicles, what we are discussing is not a pipe dream or science fiction: although it must be considerably refined, the core technology exists now. The challenges are much less about the physical operation of the vehicle and more about the interaction with other parties and the regulatory and safety framework that the noble and gallant Lord, Lord Craig, referred to a moment ago.

Commercial aircraft have been utilising auto-land and fully automatic control systems for many years, with extremely high levels of reliability and integrity. Of course, they are operating in a highly controlled environment, but in terms of the physical operation of very complex machines in three dimensions, in all weathers and at high speeds, there are no concerns. In the military sphere UAVs are rapidly displacing manned airborne systems. At the other end of the spectrum, even consumer drone technology is quite extraordinarily capable in this regard. I have seen demonstrated one machine costing a few hundred pounds which can fly many kilometres and return to its launch site, avoiding collision with fixed and moving objects, and which is even capable of following a moving vehicle autonomously. These are the guides to the future.

We know that on the road real progress has been made in the development of autonomous vehicles, particularly their computing power and sensing capabilities. In some jurisdictions prototypes are even now operating on the roads; that is not without incident, but we should be in no doubt that the industry is moving ahead at great pace. As we have heard, already many cars are supplied with automatic—as opposed to autonomous—systems such as lane assist, park assist and various systems to apply the brakes to prevent collisions on motorways. But these do require oversight from the driver—at least, legally. I suspect that there will be a degree of confusion over what is required of the driver when he or she is operating a vehicle fitted with this type of system. There is an important role for the Government in making drivers aware of their continued responsibility for collision avoidance, no matter how clever their vehicles are, until those vehicles are specified by the Secretary of State in the manner envisaged by the Bill, which is many years off.

What is missing now is a regulatory regime to allow the operation of this type of vehicle. As we have heard, it is exceptionally difficult to legislate in this fast-moving technological arena. We can be sure that whatever we envisage in your Lordships’ House this afternoon will be outdated and superseded within just a few years. None the less, that is not an excuse for doing nothing. There is not an option to wait and see what develops. These initiatives are being pursued around the world, so we need to move forward and take the first steps towards creating that framework. Of course, technology does not recognise national boundaries, and if ever there was an area of the law which demanded co-operation with other countries, surely this is it. Whatever happens in our settlement with our European partners over the coming months and years, clearly it is absolutely vital that we pursue a transparent regime that is fully aligned in terms of standards, approaches and interoperability.

As I said earlier, we have to start somewhere, and the Government have chosen to prioritise dealing with insurance issues as the best place to start. I can understand the pressure from manufacturers and insurance companies to set the ground rules, and we should recognise that the Bill is a creditable and important first step. However, it is only that, and on its own it will achieve very little until we see the other areas of important regulation which will actually facilitate the operation of these vehicles. None the less, it is a start and the Government are to be congratulated on it.

The structure for how we approach the broader regulation of AVs is both highly complex and evolving. I think that the boundaries between the regulation of road vehicles and of other forms of automated transport, such as aerial drones, will become increasingly blurred; whether a vehicle travels along the road and whether it leaves it for certain sections remains to be seen. The regulatory, moral and ethical questions are legion, particularly as we are considering not just how machines interact with each other but how they interact with humans as fellow road users and pedestrians, and even with animals. For example, what happens with policemen trying to deal with a fast-moving situation on a motorway—how can they communicate in the way that they do with vehicles that are operated by human drivers?

Along with other noble Lords who have spoken this afternoon, I ask my noble friend the Minister to give at least an indication—not in any detail—of the Government’s thinking on how they would approach the broader regulatory environment. Particularly contentious areas will include the certification of the autonomous systems themselves, as we have unique regulations. Our Highway Code in the UK is not the same as that of other countries, so the Government will have to have the capability to evaluate the assumptions and algorithms that lie behind the computing for these highly complex systems. Another area is that of training for human drivers in how they interact with autonomous vehicles. There is that critical lack of eye contact, through which one can gain an understanding of the other driver’s intentions—the noble and gallant Lord, Lord Craig, gave a great example of a driver reversing courteously to prevent a traffic jam. We also need to consider integrity and the protection against hijack, for want of a better term, of these vehicles.

The noble Lord, Lord Campbell-Savours, presented a very pessimistic view, if he will allow me. He almost seemed to say that we should not really do anything right now because it is very complicated; indeed it is, but we need to make a good start now. He should be reassured that machines really are very much better at performing many mechanical and computational functions than humans. I suspect that if we were moving from an autonomous environment to allow the manual operation of vehicles, there would be a bigger outcry and the risk might well be higher. The prize is there in terms of road safety and particularly, I suggest, of environmental reduction.

On the subject of electric propulsion and that section of the Bill, briefly, it is indisputable that such propulsion has many significant benefits, particularly in environmental factors but also in terms of performance. We are seeing an unstoppable wave of investment and new product development from almost all established automotive manufacturers and from some exciting new entrants. We know the limiting technological factors—battery capacity and the length of time it takes to charge the battery—and they are being addressed rapidly. But the Government have their part to play in seeking to address the current charging infrastructure. I suspect that once the electrical vehicle movement gains critical mass, as it almost has now, then commercial imperatives, innovation and the operation of the free market will solve many of the problems that we seek to solve through the rather clunky method of primary legislation. I also suspect that areas of the Bill will become otiose quite quickly. None the less, the Government have a clear role in helping to co-ordinate and align interoperability, nationally and internationally, and to facilitate the provision of greater infrastructure.

Finally, I want to say a word about power and the degree to which we take electricity for granted. I direct your Lordships’ attention to a video clip on YouTube that shows the German Olympic cyclist Robert Forstemann, an immensely powerful sprinter, nearly killing himself at maximum effort on a static bicycle connected to a generator. He struggled to maintain 700 watts of output for a number of minutes—the equivalent of climbing a 40-degree incline. His challenge was to produce enough electricity to toast a single slice of bread; he just about manages that but afterwards was completely shattered and collapsed in agony on the floor. It is a great illustration of how we take for granted the flick of a switch, whereas to move these vehicles around takes enormous reserves of power, which is itself a scarce resource.

Southern Rail: Gibb Report

Viscount Goschen Excerpts

Tuesday 27th June 2017 Lords Chamber

[Lord Callanan]

It was taken, as my noble friend reminds me, by the John Major Government. But I see no evidence that the Labour Party policy of renationalising the railways and handing even more power to their friends in ASLEF and the RMT will bring any improvement for passengers whatever. It will enable them to hold the whole country to ransom, rather than just the poor miserable passengers on Southern rail.

[Viscount Goschen (Con)]

My Lords, how optimistic is my noble friend the Minister that passengers on the Southern Rail franchise, even miserable ones such as myself, can expect a decent service over the summer months when, as I understand it, industrial action is planned for later this week and for 10 July by both the RMT and ASLEF?

[Lord Callanan]

I am afraid that the noble Viscount is correct. The unions have announced further industrial action starting from Thursday, so I can give him no consolation. We can spend as much as we like on upgrading infrastructure, providing new trains and taking action over management failings—but if the drivers and conductors fail to turn up for work, there is very little we can do about it.

If I give the House a little information on what offers have been made to ASLEF, perhaps your Lordships might have a little more sympathy. The operator has held 32 days of meetings with ASLEF to try to resolve the dispute since it began in March last year. Three formal offers were made; two deals have been accepted by the ASLEF executive, only to be voted down by the membership. ASLEF has turned down a 23.8% pay rise offer over four years that would have increased a Southern train driver’s basic salary by £12,000 to £60,000 for a four-day, 35-hour week. This would rise to £70,000 with overtime on a fifth day. That is an extremely generous offer. They are being well paid to provide a service to the public; I wish they would get on and deliver that service.

Southern Rail

Viscount Goschen Excerpts

Monday 12th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

As the noble Baroness knows, I have acknowledged the fact that the company’s communications have been ineffective and that it has to take responsibility. I have never stood at the Dispatch Box and said that this problem comes from the unions alone. It is a challenge; there are challenges between the company and Network Rail. In that regard, as the noble Baroness will know, my right honourable friend the Secretary of State has appointed Chris Gibb to look specifically at the continuing issues: not at strike days—which, as she rightly highlighted, arise—but at ensuring that the issues on the line can be resolved. A new alliance board has also been established, which includes passenger representatives, and its report will be with the Secretary of State by the end of this month.

[Viscount Goschen (Con)]

My Lords, I declare an interest as a resident of Sussex who attempts occasionally to use this line. I thank the noble Lord for his role in supporting Peers who are interested in this subject. How much worse will this transport crisis have to get in the south-east of England before the Government intervene directly to take control of the situation?

[Lord Ahmad of Wimbledon]

As my noble friend knows, the Government have been taking serious regard of all the concerns that have been raised. My honourable friend the Rail Minister meets with GTR weekly. My right honourable friend the Secretary of State has appointed Chris Gibb to look at the issues which arise between Network Rail and GTR, and his report will come through at the end of this year—at the end of this month. As I said, my right honourable friend the Secretary of State has now written directly to both RMT and ASLEF, asking them to meet with Southern at ACAS, where we hope this issue can be resolved. I agree with my noble friend and with all noble Lords; many in this House and beyond have rightly raised this issue because they are exasperated. That is probably a reflection of the sentiment the Government feel. We are taking major steps to resolve this issue, and I implore all parties, particularly those involved with the dispute, to come forward so that we can tackle the dispute and then the long-standing issues which impact negatively on this line and on many people in the south-east of England.

Southern Rail Services

Viscount Goschen Excerpts

Monday 5th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Baroness raises some important points. On the fares increase, the Government have recently announced a substantial compensation package, which reflects the priority that the Secretary of State is giving this issue. The compensation will reflect the challenges—the delays and cancellations—that have impacted on the people using the service.

I have taken back to the department the noble Baroness’s point about the apps. We are looking at what measures can be put in place to ensure that claims for compensation are dealt with effectively and efficiently.

On the question of prioritising this issue, the Secretary of State and my honourable friend the Rail Minister, whose Statement I have repeated, are both dealing directly with this matter. The noble Baroness will be aware that the Rail Minister meets Network Rail and GTR weekly and that I recently held a briefing session for all Peers on this important issue. During that meeting I gave an assurance that the Rail Minister and I will continue to have formal quarterly updates to ensure that the challenges facing commuters, including Members of your Lordships’ House, are prioritised appropriately and that the relevant issues are brought to bear on the railway operator.

[Viscount Goschen (Con)]

My Lords, I declare my interest as someone who has attempted to use this service. I thank my noble friend for arranging that extremely helpful briefing meeting with his colleague, the Rail Minister.

Do my noble friend and the Government have confidence in Southern’s ability to deliver an effective rail service? When does he think that this appalling and unacceptable situation, in which a very large area of the country is no longer served by a predictable rail service, will be resolved? Has not the time come for stronger action by the Government? Perhaps my noble friend can also help me and other people who use the railway to understand why the RMT is still on strike when the majority of the conductors have agreed to the new contract.

[Lord Ahmad of Wimbledon]

I assure my noble friend that the Government are looking for this long-standing dispute to be resolved as quickly as possible and have repeatedly called on all sides to come back to the negotiating table. I acknowledge that there are three elements to this issue, as set out in the Statement. First, there is the industrial action, which needs to be resolved. Secondly, why the strike persists when the substantial majority of those impacted—230 out of 232—have signed new contracts is a question for the unions to answer. The third element in the equation is, of course, the issue with Network Rail, which is responsible for the infrastructure. In that regard, the appointment of Chris Gibb to work specifically with both the franchise operator and Network Rail will ensure that we can identify the issues and, more importantly, address them as quickly and efficiently as possible. His report is due with the Secretary of State at the end of this year.

Aviation: Regulatory Burden

Viscount Goschen Excerpts

Tuesday 21st January 2014 Grand Committee

[Viscount Goschen (Con)]

My Lords, I, too, congratulate my noble friend Lord Rotherwick on bringing forward this short debate today. There cannot be anyone better qualified in Parliament to discuss the concerns of general aviation. It may not be broadly known that not only is my noble friend a pilot, a board member of the LAA and a vice-president of the General Aviation Alliance but he also builds aeroplanes with his bare hands and then flies them to the ends of the earth. This is adventurous stuff, and we are very lucky to have his wise counsel and guidance this afternoon.

I make a short declaration. I have a UK private pilot’s licence and I operate a vintage aircraft that comes under the Light Aircraft Association permit to fly regime. About a hundred years ago, I had some responsibility for aviation policy in the UK, and I am very pleased to see that considerable progress has been made on the issues that we were grappling with in the mid-1990s.

It is a privilege to be able to fly in the UK and internationally. We talk of the privileges of our licence, and I think that the general aviation community is always aware of that fact. It is a very law-abiding community. The initiative that we have been talking about this afternoon is really about aligning regulation with the safety-critical issues that the GA faces and making sure that there is a proper match.

The CAA has been criticised in the past by the GA community for taking perhaps a too heavy-handed and too costly approach to issues such as airfield regulation. However, the initiative that we are discussing today represents a profound change in approach. While we recognise that the detail of general aviation is of interest to some noble Lords, a real success story in terms of a deregulation initiative—a partnership between the industry, participants, the Department for Transport, the CAA and other areas of government—is really to be highly commended.

All those who have participated and who take an interest in this sphere will feel that real progress has been made, and this is a good news story. We can always guarantee that it will get very little promotion and broader discussion because it is a good news story rather than a bad news story. But the Government say that they are committed to deregulation—Governments have said that for a long time—and will actually bring forward sensible, carefully and clearly thought through proposals that demonstrate that, and they are to be commended. Mr Haines at the CAA is to be commended, too, and the LAA itself, which is a major player in this environment, also needs to take some of the credit. There are lessons to be learnt more broadly, way outside of aviation, for areas where the burden of regulation can be carefully considered and stepped back from in certain areas where there is no loss to safety.

It is well worth reading the documents produced by the Government and the CAA. I shall read a short quote from the foreword to the government document, which says:

“Regulation often appears too prescriptive, impractical and inappropriate for the general aviation sector … Safety regulation should therefore impose the minimum necessary burden and empower individuals to make responsible decisions … The package of measures we have agreed will overhaul the GA regulatory framework, moving it from a prescriptive, bureaucratic regime to a light-touch, proportionate system”.

That is a major change, and I believe that it represents major progress.

The CAA’s initiative of bringing forward its own specialist GA unit is an important one. I was drawn to one sentence that features in Mr Haines’s introduction to the CAA’s document. At the end of the third paragraph, he says that it wants to,

“help create a vibrant and dynamic GA sector in the UK”,

and that it will,

“work with other Government Departments to identify the potential for funding to develop new technology”.

I believe that that represents a significant change as well, in that it takes the CAA’s declared remit more into the promotion of general aviation than the mere observing and regulating of it.

There is also a commitment in the CAA’s document to use the legal process as a “last resort”. I welcome that approach as well. It must be sensible in a detailed technical environment such as this to use regulation when it is really required but in other cases pursue the guiding principles that have been established. Principle one is to deregulate wherever possible. This means that there should be removal of CAA oversight where not required, and that we should,

“identify what within the GA sector might be removed from EASA oversight”—

that is, European oversight—as well as easing,

“the definition of ‘commercial activity’”.

The second guiding principle is to maximise delegations, which have worked very well in the past with the LAA and the BMAA, and I believe will continue to do so.

In the final analysis, this is an ongoing process. It is not a one-off deregulation report saying, “Let’s get on with it”. The Government have set up the CAA and its own panel to prompt it to continue and keep the pressure on, examining everything that comes forward. There is a significant European aspect to this with EASA; it is a highly complex field. We do not have time to talk about it today.

I conclude with genuine congratulations to all those who have been involved. I hope that we can learn broader lessons for regulation in other spheres.

Civil Aviation Bill

Viscount Goschen Excerpts

Wednesday 27th June 2012 Grand Committee

[Lord Trefgarne]

My Lords, I strongly support Amendments 3 and 9, and perhaps Amendment 11 as well. Like my noble friend Lord Rotherwick, I have a connection with what used to be called the Popular Flying Association, of which I was once the president. Indeed, in that capacity, on one famous occasion, I was lucky enough to fly the then Aviation Minister to open the PFA annual rally. Who was the Aviation Minister? He was none other than my noble friend Lord Goschen, and I am glad to say that we were met with tumultuous applause. As I recall, the only problem was some very nasty weather, about which I had to go to see the noble Lord, Lord Hunt, at the Met Office because we felt that we had not really had proper warning. Happily, all the matters were properly resolved eventually.

General aviation is a very important part of the aviation industry and of aviation activity as a whole. It is quite properly regulated by the Civil Aviation Authority, including the hot air balloons to which the noble Lord, Lord Berkeley, referred. Indeed, a few months ago, I had the privilege of flying in one. I must warn your Lordships that it is very exciting and great fun, except the landing. You usually end up in a heap on the grass, but that is for another time. However, general aviation is crucial. Amendments 3 and 9, which were tabled by my noble friend Lord Rotherwick, are important and relevant, and I hope the Minister will be sympathetic, at least, to the aspirations of those amendments, or perhaps will even agree to them.

[Viscount Goschen]

My Lords, I support the thrust of the amendments tabled by my noble friend Lord Rotherwick. I should also make a mildly spurious declaration that I hold a private pilot’s licence and am the operator of an aircraft, although I can assure the Committee, much to its relief, that I have no intention of going near an economic regulated airport, any more than a hot air balloon would.

My noble friend is right to draw attention to the economic importance of the heavier end of general business aviation. A great deal of economic value is tied up with the importance of being able to move business leaders around the country quickly and, indeed, between countries. To do that, access to major airports is required. My noble friend also drew the Committee’s attention to important areas, such as medevac or ambulance flights. One can also think of traffic monitoring flights, the importance of the maintenance sector and so forth. It is true that general aviation, in particular, business aviation, has been squeezed out of the major airports.

My noble friend is not trying to do anything prescriptive. He is not trying to ensure that a certain share of slots or capacity is accounted for by business aviation. That would not be appropriate. All he is trying to do in his carefully worded amendments and in his remarks in support of them is to draw the Government’s attention to the economic importance of this specialist field. It is easily overlooked. It is not a populous field. Most members of the general public are not going to come across general business aviation flights, but that is not to say that they are not extremely important. My noble friend was right to draw the Committee’s attention to its notable scale. I think he said that this sector is worth £3.7 billion to the economy and employs 50,000 people, so it is important that in determining its regulation the CAA should at least take account of the important interests of this field. It is very easy to portray it as cigar-smoking fat cats coming to appear on television game shows including, perhaps, Members of your Lordships’ House, but in fact we are really talking about the ability for business investment to be drawn into the country. Many business leaders travel by executive aircraft to access our centres of commerce around the country as efficiently as possible. I support my noble friend’s amendments, and I look forward to hearing the Minister’s response.

[Lord Jenkin of Roding]

My Lords, I am astonished that there is no regulation of general aviation of the sort that is covered by my noble friend’s amendment. If that is right, I cannot understand why the CAA should not have some general role. Air taxis are presumably within the definition that he encounters. There was a time when I had to fly from my home in Essex to Liverpool several times a month, and much the easiest way was to take an air taxi from Stansted Airport, which we used frequently. On one occasion, the pilot suggested that I take over the controls, which lasted for about 10 seconds because I did not have a clue. I look forward to hearing my noble friend’s response to the amendment.

Turning to the question of the noble Lord, Lord Berkeley, I, too, have had one or two very interesting trips in a hot air balloon. As Secretary of State for the Environment, I had to decide on the planning requirements for tethered balloons, which are often used for advertising. I was confronted by two very strong opposing views. Some people said, “These are perfectly horrible and should be strictly controlled”, while others said that it was a harmless form of advertising. I split the difference and said that no planning permission was needed if the balloon would be there for only 14 days or fewer. Everybody seemed satisfied with that and I have never heard any more about it.

Landing in a hot air balloon is very exciting. The important thing is not to get off too quickly or it will disappear up into the air again, which can be very disconcerting. However, it is a splendid sport and I have never forgotten the occasion when I was staying officially at Leeds Castle. Very early one still morning, there was a rally of hot air balloons. I was invited to it by American Express, which had a very large balloon. We took off and had the most marvellous flight. However, before we left, we carefully and quietly climbed up the side of Leeds Castle, where my wife was leaning out of the window in her nightgown. I was able to bid her farewell, almost touching but not quite. We had a very skilful pilot and I hugely admired how he managed the hot air balloon. Again, it seems that the CAA should have some regulatory role in this.

Olympic Games 2012: Disruption to Businesses

Viscount Goschen Excerpts

Monday 26th March 2012 Lords Chamber

Asked by

[Viscount Goschen]

To ask Her Majesty’s Government what action they are taking to ensure that disruption to businesses in London caused by the 2012 Olympic Games is minimised.

[Earl Attlee]

My Lords, London will be open for business this summer. Everyone involved in planning for the Games is focused on delivering a great Games while keeping London and the UK moving. Since November 2010, Transport for London has been working with businesses of all sizes in the capital to help them plan ahead for the impact that the Games might have on their staff travel, their deliveries and other aspects of their operations.

[Viscount Goschen]

My Lords, I thank my noble friend for that helpful Answer. Given that businesses in central London—here I have an interest of sorts to declare—have been officially advised to plan for severe disruption to their operations because of traffic congestion as a result of the Olympic route network and the congested public transport system, can he assure the House that everything possible will be done to ensure that, while the Olympic Games are a great success, the normal commercial business of London is kept moving as far as possible?

[Earl Attlee]

My Lords, we recognise the importance of this issue. We accept that there will be serious consequences if we get the planning wrong. There may be some severe disruption to a few businesses in certain locations, but the overall policy objective is business as usual. There will be impacts on businesses, most of which, overall, will be positive. However, there are potential adverse impacts. They can be mitigated by timely information and good planning. The website, Get Ahead of the Games, provides both the necessary information and the planning tools.

Aviation

Viscount Goschen Excerpts

Thursday 13th October 2011 Lords Chamber

[Viscount Goschen]

My Lords, I too declare an interest as a private pilot and aircraft owner. I do not have quite the degree of technical or operational skill as my noble friend Lord Rotherwick, whom I thank for bringing the debate forward this afternoon. Noble Lords should know that not only is his Lordship a distinguished pilot, but he also creates aeroplanes with his bare hands: a lot of clinking and clanking comes from the shed and a couple of years later a sleek aeroplane emerges, which shows a degree of hands-on knowledge that this House clearly urgently needs in so many fields.

Today we are considering the importance of maintaining the infrastructure necessary to support general aviation in this country. Once facilities are lost, they very rarely come back. An airfield can very quickly become a housing estate, and given the difficulty and expense involved in establishing new airfields, these facilities are very unlikely to be replaced. General aviation—everything apart from airline and military flying—is important. My noble friend Lord Sharkey gave clear indications of the value to the economy of maintaining this sector.

It is also important that we have a large flying training industry in the UK, supplying pilots into the commercial sphere. Despite the weather that we enjoy, as it were, in this country, pilots and would-be pilots come from all over the world, sent here by airlines and governments for the very high quality of training that exists in the UK. The UK is still the gold standard for aviation training, arguably the best in the world. We have that reputation and we must keep it that way if at all possible.

Light aviation in this country depends as much on small, grass airfields as on large facilities. Many long-established operations, some hailing from shortly after the dawn of flying, operate from what to the untutored eye would look like a farmer’s field with perhaps a few nissen huts or hangars. The development value of this land is out of all proportion to the activity and viability of the businesses that exist on it. If it were to be considered to be brownfield land and therefore open for development, the consequences would be very serious. The value of a large acreage of a grass field that is suddenly considered appropriate for development would be very substantial. It is highly likely in that circumstance that the landlords—some of them may be local councils, for example—may choose to do away with the aviation facilities and replace them with housing or a supermarket development, leading to an irreplaceable loss of facilities.

With the degree of regulation in this industry, an area that has been touched on, and the high cost of fuel, these businesses are sometimes only marginally profitable, yet they sit on substantial areas of open space. It is worth remembering that if these businesses did not exist as they do now, they would almost certainly be converted into intensive development if planning regulations allowed that to happen. While some people may have legitimate concerns about living in proximity to airfields, they would be wise to consider the alternative and be careful what they wish for. However, the great majority of airfields go to huge lengths to engage with their local populace and neighbours, and to build good relationships.

We have heard today that it is important for the country to retain a healthy general aviation sector in order to generate employment, training and transport links, and recreation to those who fly for pleasure. But these airfields are under constant threat and speakers have given specific examples of where that has been the case. In a way, there is also threat from the cost of regulation and from the Civil Aviation Authority. The CAA is alive to these general aviation concerns and has shown itself to be keen to listen. In recent years, it has put through an increase in charging for inspection for smaller airfields, which has shown rapid growth in the fees charged. The CAA operates on something of a cost-plus basis. That cost of course is determined by the organisation. The plus is its requirement to generate a return on the capital deployed. From memory, I think that it is 8 per cent, although I am sure that the Minister can correct me if I am wrong. It is, perhaps, even 6 per cent.

European regulation is also important. When we look at the strength or fragility of the airport and GA infrastructure, we should consider the effects that regulation, which often these days comes from Europe, can have. I would be the first to say that we are fortunate in this country in terms of our regulatory regime. The CAA knows a great deal about the field and has shown itself willing to engage in the issues. We have a deregulated regime for vintage and home-built aircraft in the form of the Light Aircraft Association, which is a tremendous privilege. It is a high-quality organisation like the CAA. This regime works very well.

However, we need to be vigilant. This may sound like an esoteric subject for the House of Lords to discuss on a Thursday afternoon but it is important. We have heard from noble Lords who have spoken of much greater figures in terms of the economic scale of the industry—more than £3.5 billion—and the employment that it supports. There are strategic and tactical implications, and it is vital that we maintain this infrastructure.