Vehicle Technology and Aviation Bill (Seventh sitting)

Debate between Andrew Selous and Drew Hendry

Thursday 23rd March 2017 Public Bill Committees

[Andrew Selous]

I will not detain the Committee for long, but on the role of the European Aviation Safety Agency, I want to go back briefly to laser threats, which are covered in clause 22. During Tuesday’s sitting, the Minister said that if he had time he would try to discuss with the Secretary of State the next day—yesterday—whether we might regulate the sale of very high-powered lasers for legitimate uses. I remind the Committee that the written evidence submitted by the British Airline Pilots Association states that

“figures from the Civil Aviation Authority…show that in 2016 there were 1,258 reported lasers attacks in the UK against UK-registered aircraft”

and that that is

“likely a drastic under-reporting.”

That is three or four reported laser attacks every day. Given the events of yesterday, we should always be mindful of prevention. The new offence created by clause 22 is welcome, but I have to confess to being slightly sceptical about whether it will be adequate, because I am worried about the police’s ability to detect and really get on top of this growing problem, which could have catastrophic consequences.

[Drew Hendry]

I will try not to repeat too many of the comments made by the hon. Member for Birmingham, Northfield, but I agree with his analysis. The European Aviation Safety Agency plays a crucial role in excluding from European airspace and European airports any aircraft that originate from countries or companies that have a poor safety record. It safeguards the security and wellbeing of people across the continent. Given the importance of that role, the Government need to clarify whether the UK will retain full participation in the agency.

The open skies agreement created a number of freedoms for EU-registered airlines, which allowed them to have a base in one member state and to operate cabotage in another. As we have heard, airlines are now actively preparing to move operations. There is no guarantee at present that the UK would stay in the open skies agreement, and the outcome could have serious knock-on effects for the aviation industry in the UK, and in Scotland in particular. It is unclear at the moment what will happen when the UK leaves the EU, and the UK Government need to explain to us how things will work. Passengers and consumers, the aviation sector and the Government know that staying in the open skies agreement is right for the sector. The Government need to tell us their position, and how they will fight to ensure that we stay in.

Tourism is enormously important to the Scottish economy. In the UK aviation is vital to the economy as a whole and to business, and no more so than in tourism. In 2015, UK aviation transported 251 million passengers and contributed £1 billion a week to the UK economy. It supports 1 million jobs. There is a need to set out clear and transparent information about the future of aviation. Will the UK consider joining the European common aviation travel area, or are the Government going to go down the route of umpteen bilateral agreements? We simply do not know, and not knowing causes great uncertainty, which affects airlines’ business decisions about where they want to locate. Those are critical decisions for aviation and the people employed in the sector.

Businesses now openly say that they are having difficulty with their business plans; they are terrified that they will get no forward vision from the UK Government about how things will work in future, and that directly affects investment.

Vehicle Technology and Aviation Bill (Sixth sitting)

Debate between Andrew Selous and Drew Hendry

Tuesday 21st March 2017 Public Bill Committees

[Drew Hendry]

We support the new clause. A lot more needs to be done to encourage the uptake of electric and low-emission vehicles. So far, the contribution that has been made by alternative vehicles to reductions in carbon and CO₂ emissions is inadequate; 1.2% of vehicles are ULEVs at the moment. Any kind of increase in that has to be more substantial than we have seen over recent years. It is essential that there is a proper update and that the Government are required to bring forward a strategy to ensure that these vehicles make a serious contribution to improving air quality.

[Andrew Selous]

New clause 4 deals with vehicle technologies—not only electric vehicles. What part does the Minister believe liquefied petroleum gas can play in the Government’s plans to improve air quality?

While I do not think anyone sees it as a longer-term solution, an LPG-converted taxi—as I am sure the Minister is aware—produces 99% fewer particulates, 80% less nitrogen oxide and 70% less carbon, and an LPG-converted van produces 99% fewer particulates, 12% less carbon and only 5% of Euro 6 nitrogen oxide emissions.

There are two actions that the Government could take to expand the use of LPG as an interim measure to deal with air quality issues. The first is on the fuel duty escalator, and the second is to have conversations with some of the major vehicle manufacturers and van manufacturers such as Ford and General Motors, which already produce right-hand drive LPG vehicles for overseas markets but do not produce a left-hand drive version for the UK. The Minister may not have been briefed on that area by his officials so far. If he wanted to write to the Committee to explain the Government’s thoughts on how LPG might help in this area, I would be amenable to receiving a letter rather than a response from him now.

Vehicle Technology and Aviation Bill (Second sitting)

Debate between Andrew Selous and Drew Hendry

Tuesday 14th March 2017 Public Bill Committees

[Drew Hendry]

Q Some UK operators have stated that they feel that passenger rights go too far. Which passenger rights do you feel are most contentious in the industry?

Richard Moriarty: A number of airlines have expressed concern not about the principle of compensating consumers for delays, but about the tariff—the amount that is charged. It is important to get the balance right. It was not so long ago that airlines did not take the issue at all seriously. We saw long delays and a lot of consumer detriment as a result. I hear from a lot of chief execs of airlines that although they would wish for a lower tariff, because it is clearly straight off their bottom line, this is not front and centre of their urgent priorities. I do not know whether John would take a different view.

John de Vial: I think that our members would agree. If you look at the package travel directive—that particular piece of work has been updated to allow for a new directive—there is broad industry support for it. I do not think there are any great concerns about it. The EU regulation 261 regime on denied boarding and flight delays is a different issue. A much smaller number of airlines have concerns about the denied boarding piece, but the concerns are principally around the delay regime whereby, through the European Court of Justice process, the same sort of tariff for delays has been adopted as existed and was intended for denied boarding. That is viewed as a rather blunt and sometimes counter-productive regime. The loudest voices are heard around that and there is considerable merit in it being revisited.

On Richard’s point, it is about the level and proportionality of the tariff, where compensation for a few hours’ delay can be a multiple of the purchase of a low-cost ticket. That is seen to be an injustice—it is not the principle of providing the protection, but the way in which it operates.

[Andrew Selous]

Q I would like to come to NATS, which I understand expressed concern about economic uncertainty and market volatility following the Brexit vote. It thought that air travel demand and, therefore, its revenues might suffer. Has there been any evidence of that to date?

Richard Moriarty: Not that I can tell from the financial numbers that I look at. Indeed, in terms of the assumptions that we made with it for the last regulatory settlement, traffic has been better than we predicted.

Oral Answers to Questions

Debate between Andrew Selous and Drew Hendry

Tuesday 26th April 2016 Commons Chamber

[Andrew Selous]

I think there is some dispute over MTC’s American history, but I am happy to write to the hon. Gentleman on that point. We are agnostic on provision; we want the best possible provision. As he will know, G4S runs extremely high-quality prisons in Wales, such as Parc prison at Bridgend. I also remind him that the contract with G4S ran under three successive Labour Governments.

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

9. What steps the Government plan to take to improve access to justice.