Transport Act 2000 (Air Traffic Services) (Prescribed Terms) Regulations 2025

Lord Kirkhope of Harrogate Excerpts

Monday 14th July 2025 Grand Committee

In conclusion, airspace modernisation is not just a technical upgrade; it is a national strategic necessity to ensure our skies remain safe, sustainable and capable of supporting the UK’s future prosperity and innovation. These regulations will enable the UKADS to deliver the benefits of airspace modernisation and ensure that the UK continues to be a global leader in aviation for decades to come. I hope noble Lords will join me in supporting these regulations. I beg to move.

[Lord Kirkhope of Harrogate (Con)]

My Lords, in the new spirit in the House of declarations of interests, I declare mine at the outset. I do so as a private pilot, a former director of Newcastle airport and the author of an investigation into lower airspace, which was brought about at the request of the then Transport Secretary Sir Grant Shapps. It was primarily to do with lower airspace, but it highlighted a number of things.

I will not speak for long, but I want to ask the Minister a few questions. I welcome very much what is being proposed, but I wonder to what extent it can be delivered. It is extremely complicated because it deals with a very complicated situation in relation not only to lower airspace but to upper airspace, the whole area of control zones around airports and the historic position of airports themselves as sponsors of changes to airspace. This has always been an area of great concern, particularly to general aviation, which is rather more random in its representation. Unlike the airports—which have their own clear bodies to represent them and the institution—airlines and others, general aviation is a bit more haphazard and therefore in need of protection, if I may put it that way, from government.

These proposed changes have enormous implications for those involved in general aviation—and business aviation too—first, by removing individual effort and the sponsors that exist currently, particularly the airports themselves. I hope that there will be sufficient objectivity in the decisions that are taken to maintain GA’s position in any redesign mechanism. There have been concerns over the years that, because of the sponsorship by airports and their own determination to hold on to airspace and control zones for their own commercial benefit as well as—they claim—for safety and security, we have seen a diminution in parts of the country of the convenience and ability of general aviation to operate.

The south-east of England is a classic case. I am lucky in that I fly mostly in the north and in Scotland, where we do not have control zones for much of the territory. This makes it a much freer situation for GA, and that is very helpful. I note that there is to be an initial stage—if you like—of these processes, which will concentrate on the London area. I hope, therefore, that the views and feelings of GA will be fully taken into account in the redesign that might take place.

Secondly, it seems to me, and one of the criticisms has been, that, “What we have, we hold”, appeared to be the attitude of a lot of those who sponsored airspace controls. Very rarely do people seem to want to give up anything. Changes in technology, which are referred to in the Explanatory Memorandum and have been dramatic over the last few years, seem to suggest that some airports currently have airspace controls that are unnecessary and could be yielded up for use by general aviation, certainly in terms of routing and so on. I would like to know whether there will be sufficient protection for them.

Thirdly, on the question of airports, the initial stages of proposals from the airports produced a rather mixed outcome. Some airports appeared to be quick off the mark and willing to take part in a modernisation proposal; others seemed more reluctant. Therefore, I wonder to what extent these proposals will be able to go ahead in a way that produces something comprehensive, rather than, as we currently have, a bit of a mishmash of circumstances. It is awfully important that all these elements are brought together—and with the support of the various people who have been involved so far in sponsoring and directing these events. Will the Minister comment further on that?

Finally, on the timescale, we have been doing this for quite a long time. This measure is welcome but we were making progress way back before we had the Covid situation. Unfortunately, things seem to have become rather slow. That is inevitable, I suppose, but I would like to see some kind of clear timescale so that we can bring matters to a head and finalise a comprehensive scheme to which all parties are signed up.

[Baroness Pidgeon (LD)]

In many ways, it is quite extraordinary that no single organisation in the UK is currently responsible for creating a modern and integrated airspace design. As we have heard, across the country, airspace change proposals are sponsored by individual bodies—usually airports or air navigation service providers—and, in more congested areas, such as London, there are multiple overlapping ACPs, each with a separate sponsor.

Aviation law is governed by an international system of rules set by the International Civil Aviation Organization. In many ICAO contracting states there is one entity, usually a public body, responsible for airspace planning and design; that same body is also responsible for air traffic services and air navigation. This clearly makes it much easier to deliver airspace change that benefits the whole state’s airspace than is currently possible in the UK.

We therefore welcome this SI, which changes licensing rules to allow a single new UK airspace design service to be created and to oversee both airspace modernisation and changes to use of airspace. We welcome steps to better co-ordinate a disjointed system of managing airspace but, of course, we will hold the Government to account to ensure that modernisation works for all our communities and for our environment. It is important to bring airspace into the 21st century, to deliver flight paths that cut emissions and to ensure that journeys are quicker, quieter and cleaner. However, with any changes there will be winners and losers. The Government must recognise this and work with communities as airspace is modernised—not least in congested areas, such as London.

We must also ensure that airspace modernisation reflects the needs of our communities, recognising the impact that noise and air pollution can have on people and on nature. I think in particular of residents in Richmond and other west London boroughs who suffer greatly because of flights relating to Heathrow and are fearful of any changes. I ask the Minister: how do the Government plan to ensure that the new UK airspace design service works openly and transparently with communities that are impacted by aviation, genuinely engages and consults, and is a trusted, independent voice in this area, because there is a lot of suspicion in many communities? Also, will this new organisation be subject to freedom of information legislation?