Draft Aviation Safety (Amendment) Regulations 2024
Mike Kane Excerpts(3 weeks, 1 day ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I beg to move,
That the Committee has considered the draft Aviation Safety (Amendment) Regulations 2024.
It is a pleasure to serve under your chairmanship, Dr Huq. I will not burst into song, if that is okay. The draft regulations were laid before the House on 23 October.
As a member state of the International Civil Aviation Organisation, the UK has agreed to implement international standards and recommended practices—SARPs—in domestic law. SARPs are technical specifications for aviation safety contained in annexes to the convention on international civil aviation and adopted by ICAO. As a member state, we are obliged to implement any amendments made to SARPs in domestic law, unless it is impractical to comply or not relevant to our system. Where that is the case, member states must file a difference notifying the ICAO that there are discrepancies between SARPs and domestic law. The majority of differences are filed by the UK either because legislative changes are yet to be undertaken or are in progress, because they are legacy differences inherited from assimilated EU regulations that we will incorporate over time, or because they are not appropriate for the UK system.
The objective of this statutory instrument is broadly twofold. First, by updating UK law to comply with amendments to annexes 6 and 14 to the convention on international civil aviation, it will ensure that domestic aviation law meets an internationally agreed level of aviation safety. The updates pertain to enhancing fuel planning systems; to widening the scope of all-weather operations—that is, the ability of aircraft to take off and land in low-visibility conditions; and to improving flight crew training and checking. There are also updates to new and continuing airworthiness requirements relating to safety management systems.
Secondly, the statutory instrument corrects and supplements amendments to assimilated law made by the Aviation Safety (Amendment) Regulations 2023. It also reinstates two provisions that were erroneously removed by the Aviation Safety (Amendment) (EU Exit) Regulations 2020.
Before I turn to my closing comments, I draw to the Committee’s attention some minor typographical errors that have been identified in the statutory instrument since it was laid before the House. A correction slip has been issued to amend the errors and the corrections have been incorporated into the draft regulations. At the request of the Secondary Legislation Scrutiny Committee, a revised explanatory memorandum has also been laid, which now includes a link to the Civil Aviation Authority’s consultation response document on all-weather operations and fuel planning and management.
We must continue to ensure that aviation remains among the safest forms of travel, and that the safety of the travelling public is a key and No. 1 priority for everyone in this room. Some of the provisions in the draft regulations introduce new ways of using pre-existing technology, with the aim of increasing efficiency while maintaining safety standards. The provisions also correct errors to make it certain that regulations are clear. By upholding our commitments to implement international aviation safety law, we maintain both high aviation safety standards and our reputation as a world leader in aviation safety.
Before I finish, I put on the record—I am sure I speak for everybody in the room—our sadness at the crash in Vilnius yesterday and the death of the pilot of the DHL flight. Safety should, for many reasons, always be top of our priorities. I commend the draft regulations to the Committee.
Mike Kane
I congratulate the hon. Member for Broadland and Fakenham on his elevation to his current position and look forward to working with him over the years to come. I had quite the turnaround in my three years of opposition, so I hope he stays longer than some of his his predecessors. It is great to welcome him. I recently spent some time with him in Northern Ireland, where we had an extraordinarily good fact-finding trip and did some relationship building with the Executive there. He should always be proud of the work his father did as Secretary of State to bring peace to our islands.
I thank Members for their consideration of the draft regulations. The hon. Member for Broadland and Fakenham asked me a number of questions, the first of which was about impact assessments. A full impact assessment was submitted with and published alongside the explanatory memorandum on the Government legislation website, so I direct him to that. It assesses the impact of amending the legislation to align with the latest ICAO SARPs concerning fuel planning and management.
The hon. Member asked about fuel. We do not think there will be significant carbon savings based on this SI, because only a few large operators will take advantage of the new fuel schemes, and only in some limited circumstances. However, I direct the hon. Member to our manifesto commitment on sustainable aviation fuel, for which we have already laid the mandate for 2%, starting on 1 January 2025, which I signed into law just the other week. That will start to grow a sustainable aviation fuel industry in the UK and begin to decarbonise our skies.
On the stacking issue that the hon. Member rightly talked about, our second key manifesto commitment was on airspace modernisation. If only we could get our planes to fly in a straight line and not in circles, we would immediately begin to decarbonise our skies. There is an easyJet plane that flies from Jersey to Luton and probably emits about 35% more carbon than it should because of the route it has to take, because we have an analogue system in a digital age. The Government are hugely committed to our two key manifesto commitments on decarbonising our skies.
On section 14 and the regulatory burden, we consider that the overall effects of the changes made under this IS will not increase the regulatory burden in this particular area. New Members should know that this is a “take back control” SI. We were a member of the European Union Aviation Safety Agency but we came out of it, and now we have to do the typos ourselves. That is the power we now possess. It would have been done elsewhere and on somebody else’s dime.
On the Prime Minister’s huge commitment on the 81%—I said at a conference the other day, “Where did he get the 1% from? Where’s that particular saving?”—the Government have embarked on an ambitious project with our missions, and we have to do it because the climate is changing. I run the lighthouses in this country, and our operatives could spend less time at sea. Storm Bert this week meant that my journey took four hours instead of two, because of flooding and damage. We have emitted trillions of tonnes of carbon. We cannot afford to begin to emit that much again. We have to change. I am sure Members from all parties agree that the international situation is getting more dire by the day. We have to become energy secure. The commitment to do that by 2030 is hugely key.
The safety of aviation and the travelling public is a priority for this Government, as it is for every Government—
Jerome Mayhew
I know the Minister was trying hard to answer all my questions, but he may have forgotten to clarify the Government’s position on airport capacity, so I will give a second opportunity.
Mike Kane
The hon. Member mentioned the Climate Change Committee’s recommendation that we should consider a demand-management system; we will formally respond to the CCC on that in the new year. My view is that Mr and Mrs Jones in my constituency should be able to take their annual holiday in Europe because they have worked hard all year.
We have never, on our side of the House, talked about demand management; I wonder whether it is a new policy of His Majesty’s official Opposition—[Interruption.] I hear the hon. Member saying from a sedentary position that it is not. It is hugely important that we decarbonise our airports, our maritime sector and our airlines, and we are doing that through our manifesto commitments on the sustainable aviation fuel mandate over the years ahead and on the airspace modernisation projects. Airports themselves are the easier bit to decarbonise, and most of them have a strategy to decarbonise themselves over the next few years. The hard part of the equation will always be the things that take off and land at our airports. There will be no demand management on this side of the aisle.
The safety of aviation and the travelling public is a priority for the Government. The Department for Transport is committed to ensuring that aviation remains safe. As part of that work, the draft regulations form part of an important legislative programme that implements international aviation safety standards in domestic law. Furthermore, the implementation of international law ensures that the UK remains a world leader in maintaining aviation safety standards and meeting our obligations. With that, I commend the draft regulations to the Committee.
Question put and agreed to.
Oral Answers to Questions
Mike Kane Excerpts(3 weeks, 6 days ago)
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Bob Blackman (Harrow East) (Con)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
Mr Speaker, as maritime Minister, I pay tribute to John Prescott both for his life at sea and for introducing the tonnage tax back in 2000 as Secretary of State for Transport, which secured the UK’s position as a world leader in maritime services and trained a new generation of seafarers.
We continue to work collaboratively with City Hall, Transport for London and other mayors on long-term transport plans, providing lasting benefits for the public and the economy.
Bob Blackman
I join the Minister in expressing my sympathy to the family of John Prescott. He will be dearly missed across the House and in the other place.
The previous Conservative Government allocated £6.6 billion to subsidise the work of Transport for London, particularly to subsidise the fare box during the pandemic. I understand from the Budget that the Chancellor allocated £485 million to TfL, but the figure may include £220 million already announced to finance Elizabeth line trains. If that is discounted, that leaves £265 million. Can the Minister confirm that the position is that the Government have suspended the de facto right of the Mayor of London to freeze fares and that they are requiring an inflation-busting 4.6% rise in fares in London?
Mike Kane
This is a devolved matter. As the hon. Member said, at the Budget we announced £485 million in capital funding for Transport for London. Shortly afterwards, the local transport Minister, my hon. Friend the Member for Wakefield and Rothwell (Simon Lightwood), and the deputy Mayor met to discuss that. It is a matter for Transport for London. I am sure the hon. Member has a first-class relationship with the Mayor and I am sure he will press him on it.
Richard Baker (Glenrothes and Mid Fife) (Lab)
Mike Martin (Tunbridge Wells) (LD)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
The Government know how important local bus services are in providing access to education. We have set out an ambitious programme of reform to empower local leaders to improve services for passengers, including through the introduction of the buses Bill, to ensure that they better reflect the needs of local communities.
Mike Martin
I, too, associate myself with the remarks about Lord Prescott.
In my constituency of Tunbridge Wells, a group of parents have told me about the difficulties that their children have in getting to Skinners’ Kent academy. The children can get either the No. 2 or the No. 297. The first one gets them to school 90 minutes early, so they have to wait by the side of a busy road in the cold and the dark, and the latter gets them there 15 minutes late. Over a school year, that is 50 hours of education. Kent was given £23 million for bus services. Beyond giving the money, what will the Department for Transport be doing to ensure that the money will increase the frequency of services so that children can get to school on time?
Mike Kane
Well, Mr Speaker, I do not know the particular details of the No. 2 or the No. 297—[Interruption.] Forgive me. As the hon. Member has pointed out, Kent county council has been given £23.1 million as part of our £1 billion package for buses. We are righting a lot of wrongs over the underfunding of rural services, in particular, over the years, and we expect to see a much better bus service across our whole country in the future.
Neil Duncan-Jordan (Poole) (Lab)
May I, too, associate myself with the tributes paid to John Prescott?
Over the past few weeks, a number of parents have contacted me to ask whether school transport can be brought into the scope of the bus fare cap. Will the Minister agree to look at that?
Mike Kane
Services from participating operators that serve schools are open to members of the public and run all year round and will be eligible for inclusion in the scheme. The current fare cap does not allow for the inclusion of closed school services at the moment—that is for logistic reasons, I understand.
Ellie Chowns (North Herefordshire) (Green)
In the statement on bus services on Monday, I asked the Secretary of State about extending concessionary travel to children and young people. Her response was to suggest that MPs should talk to our individual local authorities about this, but that is not the approach that we take to concessionary travel for pensioners. I have just been contacted by somebody aged over 16 who cannot afford to go to college because it would cost £1,500 a year, and her family just cannot afford that. Is it not the case that concessionary bus travel for children and young people should be extended on a national basis, rather than having this postcode lottery?
Mike Kane
As a former schoolteacher, I know how important getting children to education is, and those bus services provide vital lines. That is why we have put £1 billion into our bus services network. I suggest that local services, such as mine in the Bee Network in Greater Manchester, have used their resource to improve access to education for young people.
Alistair Strathern (Hitchin) (Lab)
Rural communities in towns and villages such as Holwell in my constituency, which I visited last week, often depend on buses for their day-to-day life and for getting their children to school, but all too often the reliability of these services makes it increasingly hard for families to depend on them. What new powers and funding will this Government be giving transport authorities, such as Hertfordshire and Central Bedfordshire, to ensure that they can get buses for my community back on track?
Mike Kane
Like our rail users, bus users depend on punctuality. Our bus services have not been up to scratch, with vast underfunding over the past few years. We are hoping that the £955 million investment in our buses will give local communities the powers they need to hold operators to account on the punctuality of those buses, so that our young people can get to their colleges and schools on time.
Perran Moon (Camborne and Redruth) (Lab)
Andrew Cooper (Mid Cheshire) (Lab)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
Ensuring that rail services and facilities are accessible to all is a core principle of our plan to fix Britain’s broken rail system. The Department is carefully considering the best approach to station accessibility, and recognises the huge social and economic benefits it brings to communities. MPs and stakeholders will be updated in due course.
Andrew Cooper
After Northwich station collapsed in 2021, an Access for All application was submitted, with the support of local partners, to add step-free access to the Chester-bound platform. Unfortunately, that opportunity was missed by the last Government, and the station has been rebuilt without those accessibility improvements. I welcome the inclusion of improving accessibility in Great British Railways’ mandate, but what steps can be taken to ensure that stations such as Northwich see improvements while we wait for GBR to get up and running?
Mike Kane
First, I thank my hon. Friend for picking up the baton on Northwich station—we all remember the terrible situation when the canopy collapsed. This Government are committed to improving the accessibility of the railway, and recognise its huge social and economic benefits. The Access for All programme will deliver 32 step-free stations this financial year, the most since that programme started. Anyone unable to use a station in the meantime can book alternative transport with the operator at no additional cost.
Freddie van Mierlo (Henley and Thame) (LD)
Dr Jeevun Sandher (Loughborough) (Lab)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
The Government are committed to delivering greener transport. The Department is overhauling public transport services to make the sustainable choice the most convenient choice. It is turbocharging the roll-out of electric vehicles and charging infrastructure, and it is making the UK a world leader in the production and use of sustainable aviation fuels.
Dr Sandher
Transport is decarbonising more slowly than other sectors because, while car emissions have fallen by 20% since 1990, haulage emissions have barely moved. Earlier this month, my constituency hosted the East Midlands Hydrogen summit, where we saw how heavy goods vehicles can be powered through green, clean hydrogen. What steps is the Department taking, and what steps will it take, to support green hydrogen in the use of heavy goods vehicles?
Mike Kane
It is great that my hon. Friend is such a champion of hydrogen. The Department’s £200 million zero emission HGV and infrastructure demonstration programme is funding hundreds of hydrogen fuel cell and battery electric HGVs and their refuelling and recharging infrastructure. To support the transition to zero emission HGVs, data will be published and widely shared with the haulage and logistics industry.
Mr Richard Holden (Basildon and Billericay) (Con)
Yesterday, Ford announced that 4,000 jobs are going across Europe, including 800 here, many of which are in my constituency of Basildon and Billericay. There are real concerns about the lack of take-up of electric vehicles because the Government are not providing clear enough long-term support, and about the extra taxes imposed on both ICE—internal combustion engine—vehicles and electric vehicles through vehicle excise duty at the Budget. Would the Minister meet me and other affected MPs to see what can be done to address these important issues affecting workers in our constituencies?
Mike Kane
The right hon. Member is right to raise this, and the Secretary of State did meet Ford yesterday. We understand that this is a concerning time for workers at Ford, especially as it is a significant player in the UK’s automotive industry. We committed £200 million in the Budget for this area of work, and we hope to alleviate the situation as soon as humanly possible.
Jas Athwal (Ilford South) (Lab)
Aircraft Noise: Local Communities
Mike Kane Excerpts(1 month ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I congratulate the hon. Member for Richmond Park (Sarah Olney) on securing this debate about the impact of aircraft noise on local communities, and I thank her for her speech. Aviation noise presents a sensitive issue. I grew up under the flight path to Manchester airport, and I remember the BAC one-elevens, the Tridents and Concorde. As a school child I saw the space shuttle do a low pass on a jumbo jet, which inspired me for the rest of my life. Thank God we do not have those planes any more, given the smell that they emitted. However, we need to strike a fair balance between the impact of aviation on the local environment and communities, and the economic benefits that flights bring. That is the challenge for aviation noise policy.
The hon. Lady spoke passionately about the impact of aviation on noise levels, and I recognise that noise from aircraft, particularly at night, impacts on the local community and, as she said, can impact on people’s physical and mental wellbeing. Major airports with more than 50,000 movements per year are obliged under the Environmental Noise (England) Regulations 2006 to produce noise action plans. Noise action plans act as a driver for aircraft noise management and for the mitigation that is required around airports. I am pleased to report that all major airports within scope of the regulations have now produced their noise action plans for 2024 to 2028. With the exception of the noise action plan for Manchester airport in my constituency, which was submitted later, I can confirm that those noise action plans have now been adopted by the Department for Environment, Food and Rural Affairs.
The Heathrow airport noise action plan has been published, following consultation with local stakeholders, as the hon. Lady rightly said. It is supplemented by a commitment to commission and support research, and a focus on improving the way that the airport communicates and engages with local communities. Heathrow sees that last element as pivotal in helping it to understand and address key priorities for local people. Heathrow also has a sustainability plan that covers a wide range of issues related to noise management. The airport has set a clear objective to reduce by 2030 the number of people who are sleep-disturbed and highly annoyed, compared with its baseline of 2019. The airport has been working to develop, test and finalise a new package of noise insulation, vortex protection and home relocation support, known as the quieter neighbourhood support scheme. Heathrow’s residential insulation scheme covers 100% of insulation costs up to £34,000 for homes most affected by noise.
Sarah Olney
I am grateful to the Minister for highlighting the various packages that are available for people affected by noise. As he will appreciate, a number of my constituents are in that position, yet many are finding that some of those packages are insufficient and difficult to access. Will he meet me to discuss some of those individual cases?
Mike Kane
I am happy to meet all individual Members who want to improve the quality of people’s lives around our ports and airports.
Heathrow uses a differential charging structure for aircraft operating at the airport. The structure encourages the use of best-in-class aircraft, imposing higher charges for noisier aircraft and lower charges for quieter ones. Heathrow encourages the use of quieter planes by adjusting the differential in night and post-midnight charges for unscheduled operations, with the aim of reducing those operations after 11.30 pm.
The Government, too, are committed to research into aviation noise, and two studies are under way. One study that has been commissioned is on the effects of aviation noise on sleep disturbance and annoyance and how they vary at different times at night. The study is a collaboration between St George’s University London, the National Centre for Social Research, Noise Consultants Ltd and the University of Pennsylvania, and is the first study of aviation noise effects on sleep disturbance in the UK for 30 years. The first stage of the aviation night noise effects—“Annie”—study involved a cross-sectional survey of 4,000 people who live near eight UK airports to assess the association between aircraft noise exposure at night and subjective assessments of sleep quality and annoyance. That stage of the study is currently going through peer review, and we expect to publish it next year. The second stage involves an observational study of individuals recruited from the survey to assess the association between aircraft noise exposure and objective sleep quality. That involves assessments of sleep disturbance and sound level measurements in participants’ bedrooms. That stage of the study is currently in the field.
Taken together, these pieces of evidence will be used to inform future policies for managing night-time aviation noise exposure and to assist with the management and mitigation of health impacts on local communities. They will also support any wider assessment of the costs and benefits of night flying. Our priority remains to deliver a high-quality, robust evidence base, and we are taking all the necessary steps to deliver that. We are now working on the basis that we will publish the full evidence base from the “Annie” study in autumn 2026.
Sarah Olney
I am grateful to the Minister for giving way again. I am pleased to hear that there will be a proper study of the impact of aviation noise on sleep disruption, and I very much look forward to that publication. He may have missed the early part of my speech, where I asked for a much more robust study of the economic benefits of night flights. Will he comment further on that?
Mike Kane
I will come to that, and I look forward to meeting the hon. Member, because I would like to have a safe cycle ride around Richmond Park one of these days. I will be raising that with the constituency MP, and I think it could help with climate mitigation and climate change. I look forward to her views on that.
As I have acknowledged, noise from aircraft, particularly at night, impacts on local communities. At the same time, night flights are also a vital part of global aviation and provide significant economic benefit, not just to the capital city but, as we know, to the whole of the UK. The whole UK relies on Heathrow as our only hub airport to keep the flow of people, goods and services moving, supporting thousands of jobs as a result. With that in mind, for several decades the Government have set out noise controls, including restrictions on night operations at Heathrow, Gatwick and Stansted.
The House can imagine my surprise, on becoming the new Minister, to realise that I had direct powers over the south-east three, and no powers over the rest of the nation. That will hopefully change in the years to come. Those airports are designated for noise purposes under the Civil Aviation Act 1982. That control reflects the need to balance the impacts on communities with the benefits to the UK economy. We also know that Heathrow is one of our major hub airports for cargo and freight to keep this country fuelled, supplied and fed. At other airports, the noise controls are set by local ordinance and local competent planning authorities.
The current night-flight regime limits the number of flights for the purpose of noise management. The night-flight restrictions significantly reduce the number of flights that could otherwise operate within the night quota period between 11.30 pm and 6 am. Earlier this year, the Department for Transport consulted on proposals for the next night-flight regime at Heathrow, Gatwick and Stansted airports, which will commence in October 2025, a year or so from now. The consultation proposes that movements and quota limits for Heathrow, Gatwick and Stansted would remain the same as now for a three-year period covering October 2025 to October 2028. That is while we await evidence that could support change in the future. I thank the hon. Member for Richmond Park for her response to the consultation, and I hope soon to be in a position to announce a decision on the next night-flight regime.
At Heathrow, the number of movements permitted in the night quota period has not changed for many years. During that time, aircraft have become quieter, as I said at the start of the speech, and the overall noise footprint of the airport has shrunk. Progress has been made. At Heathrow, for example, between 2006 and 2019, there was a reduction of 21% in the number of households exposed to aircraft noise within the London 55 dB noise contour area. The noise footprint of new-generation aircrafts, such as the Airbus A350 and the Boeing 737 MAX, is typically 50% smaller on departure and 30% smaller on arrival than the aircraft they are replacing. I talk with manufacturers all the time about the future of flight and how we can carry on reducing the noise footprint of these vehicles. Overall, noise from aircraft movements is expected to continue to fall in the future compared with today’s levels.
I will briefly touch on airspace modernisation, which is a key plank of our manifesto. It is one of our key commitments, along with sustainable aviation fuel. We have an analogue system in our skies in the UK in a digital age. The system was designed closer to the time that Yuri Gagarin went into space than today. A pilot who travelled through time, coming in the TARDIS back to the future, would still be flying the same flight paths that they would recognise from more than 60, 70 or 80 years ago. That has to change if we are to maximise the benefits to aviation and growth and the carbon reduction we could bring, if we just got the flights not to circle over the hon. Member’s constituency, but to fly in a straight line point-to-point.
Munira Wilson
I heard the Minister from a sedentary position call my hon. Friend the Member for Richmond Park (Sarah Olney) a luddite when she made her point about airspace modernisation.
Munira Wilson
Yes, I am afraid so. The Minister is making the point that we need modernisation. I say to him respectfully that I, my hon. Friend and our constituents recognise the need for innovation and to move with technology as it changes. Of course we want to reduce carbon emissions, and we support a better Heathrow—not a bigger Heathrow—as we understand its importance to the economy, but on airspace modernisation we could still achieve some of the benefits by adopting a “do minimum” approach, gaining benefits from modernisation while not coming up with lots of new flight paths and really intensifying noise over certain areas that might not be overflown at the moment. We have seen how in other countries airspace modernisation has led to noise sewers. Will he offer reassurance to the residents of Teddington, Twickenham, the Hamptons and St Margarets that those places will not end up becoming noise sewers? Will he please commit to a “do minimum” approach and transparency on the process?
Mike Kane
Not for a moment did I suggest that the hon. Members would throw their sabots—as in sabotage—into the mill to grind it up. I do expect co-operation on this. I think that we can make life better for all people, and a rising tide floats all boats. The process will be open and transparent. I have already announced the setting up of the UK airspace design service, which will go out for consultation. I expect Members to be fully involved in shaping its work over the next few years.
As we look to decarbonise our skies and improve them in the ways I just mentioned, there is so much to be gained. We can move on Scottish airspace and northern England airspace. We are already moving on south-west airspace. The south-east will be the hard bit to crack, and that is why the service will focus on that. I hope that we can work together to get that done, hopefully in this Parliament; if not, hopefully early in the next one.
The Government recognise the impact that aviation noise can have on local communities. At the same time, we live in a fully interconnected global world, and the aviation sector has material value for the UK economy. The Government continue to strive for the correct balance between the impacts of aviation on the local community and the economic benefits that flight brings.
Question put and agreed to.
Flight Cancellations
Mike Kane Excerpts(1 month, 1 week ago)
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Urgent Questions are proposed each morning by backbench MPs, and up to two may be selected each day by the Speaker. Chosen Urgent Questions are announced 30 minutes before Parliament sits each day.
Each Urgent Question requires a Government Minister to give a response on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
Jim Shannon (Strangford) (DUP)
(Urgent Question): To ask the Secretary of State for Transport if she will make a statement on the ongoing connectivity issues caused by belatedly announced cancellations of flights, such as those between Belfast and London.
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I thank the hon. Gentleman for an opportunity to talk about these important issues. It is unusual that we are doing so in an urgent question, not in an Adjournment debate, which is the debate in which he normally intervenes.
Mike Kane
I know that the issue of connectivity across the UK is of great interest to the hon. Gentleman and many of his constituents, as connectivity strengthens the bond between our communities. Cancellations affect passengers and businesses, who rely on punctual services and connections, and have an impact on confidence. It is the responsibility of airlines and airports to work together to minimise delays and cancellations. Connectivity across our country is vital; the Government jointly fund three public service obligation routes to London, including from Derry/Londonderry.
However, the UK aviation market operates predominantly in the private sector, and it is for airports to invest in their infrastructure and for airlines to determine the routes that they operate. I recognise the importance of Belfast City and Belfast International airports for local communities and businesses. The Department for Transport is actively engaging with regional airports, including those in Northern Ireland, to understand how the Government can support and unlock opportunities for growth.
Jim Shannon
I thank the Minister for that answer. Northern Ireland is an integral part of the United Kingdom of Great Britain and Northern Ireland. We would not have a United Kingdom without her, and Members in this Chamber would be a lot poorer for the lack of Northern Ireland. We are thankful to be a part of these British isles, and have fought hard to remain so. However, being a part constitutionally and being a part practically are very different things, and the fact is that people need to take a plane or a boat to come across to the mainland. Three million passengers travelled on scheduled domestic flights in the UK between July and September 2021, and the third and fourth most popular routes were between Belfast and London. We have a huge share of domestic routes, and the reason is clear: people in these parts of the United Kingdom have such strong links, and such a strong need to go between them.
Yesterday, a cancellation text was sent to passengers booked on a flight from Belfast City airport to London City airport. The passengers on that flight were not simply frustrated businessmen and women; they included a disabled person who had arranged special assistance, a person on their way to a health appointment in London, and a family getting a connecting flight to their holiday destination. We understand that bad weather can affect flight patterns, and sometimes these things are unavoidable, but my understanding is that yesterday’s flight was cancelled back in September. It is the flight that never was. They took our money, took our boarding passes and let us through security, but the plane was not there. It is quite unbelievable.
The person going to the London hospital was booked on a flight seven hours later, completely missing their appointment. For the business people, their day was gone. The holidaymakers’ connection had flown. Those attending Great Ormond Street children’s hospital or other hospitals missed appointments, as did businessmen and businesswomen—the whole thing was unbelievable. There were no announcements in Belfast City airport, although we were all waiting for the flight that never was—100 people from across Northern Ireland.
I could understand if this were an anomaly, but it is fast becoming a norm—one that will affect business investment and tourism in Northern Ireland. Procedures need to be urgently reviewed. There is to be additional air passenger duty; I hope that some of the additional money raised from people travelling within the UK can be used to ensure that airlines live up to their responsibilities and maintain connectivity as a priority. Thank you for granting this urgent question, Mr Speaker, and I thank the Minister as well.
Mr Speaker
The limit is normally two minutes. I know you are making up for that flight yesterday, and of course the House missed you—that is why you got the UQ.
Mike Kane
Business and tourism are vital for growth, as the hon. Gentleman said. We did have some connectivity problems and cancellations due to Storm Ashley recently, and I am sorry to hear about his constituents missing appointments, particularly his disabled constituents. The Secretary of State will lead work in this space, because accessibility on flights is vital. Belfast is still served by 22 to 35 flights a day, and I suggest that the hon. Gentleman takes the issue up with airlines and the airport.
Ruth Cadbury (Brentford and Isleworth) (Lab)
Last month, 18 flights between Belfast City and Heathrow were cancelled, and I can only imagine how difficult that must be for Members from Northern Ireland and their constituents. The previous Transport Committee, in its aviation reform inquiry, recommended that the Government revise the public service obligation routes and the subsidies to improve domestic air connectivity. Does the Minister agree that that is important to connecting Northern Ireland with the rest of the UK, and will he bring forward work on that?
Mike Kane
I thank the Chair of the Transport Committee for the excellent work that she does in this field. Cancellations are bad for business, tourism and passengers. The public service obligation arrangements come up for renewal regularly, and I think that flight prices, connectivity and cancellations should be looked at in the round when we come to renew them.
Gareth Bacon (Orpington) (Con)
Flight cancellations are a significant issue that we took seriously in government, and worked across the sector to tackle. I am proud that in government we published the aviation passenger charter, which included clearer advice on how passengers can resolve issues to do with cancelled and delayed flights, as well as missing baggage and the rights of disabled passengers. In 2023, we halved air passenger duty for domestic flights. We also made a commitment to strengthen the powers of the Civil Aviation Authority. Does the Minister intend to take that forward? When in government, we also published “Flight path to the future”, which included a substantial framework for increasing the efficiency of the aviation system and supporting passengers as we move further towards the goal of sustainable aviation. What further steps will the Minister take to ensure that the measures that we set out to improve the aviation sector and the passenger experience are taken forward?
Frankly, this Government have failed the public so far. Last week’s Budget was, in large part, an attack on workers, businesses, farmers and the aviation sector. The Government’s decision to increase air passenger duty has led to a worried response from the passenger aviation sector, and Ryanair has already announced its intention of cutting flights to and from UK airports by 10%. The Government have so far shown themselves to be deeply uninterested in the consequences of their actions for workers, farmers and now air passengers. More in hope than expectation, I ask the Minister: what steps will the Government take to improve the relationship with the passenger aviation sector and ensure that passengers are well served?
Mike Kane
I say with all candour to the hon. Gentleman that I remember that during covid—I shadowed this brief at the time—there was no specific package for airlines, airports or airport handlers. That meant that we came out of covid in a much worse position than we would have if the Government had implemented their own Treasury’s proposals. We will take no lectures about our support for aviation. On his question about rights for passengers, we will look at strengthening those going forward. APD went up by less than inflation—it had not been increased in a number of years—but I refer him to the Treasury for more detailed answers on tax matters.
Colum Eastwood (Foyle) (SDLP)
I think we have finally figured out why the shadow Secretary of State for Northern Ireland has not yet been able to make it to Northern Ireland.
I thank the Government and the Northern Ireland Executive for their recent commitment to the City of Derry airport. The public service obligation on the Heathrow route is very important for connectivity to the north-west of Ireland. When the Minister reviews the PSO for the next tranche of funding we hope to get, will he do some work with the airlines to bring fares down? They are out of reach for many people in the area.
Mike Kane
I thank the hon. Gentleman for all he does in this space. I join him in encouraging the shadow Secretary of State to go to Northern Ireland, which is a fine country. The hon. Gentleman knows that I visit regularly, coming through Belfast and Derry/Londonderry. It is a great place to live, visit, work and do business. On the specific points about prices, I think there are 19 flights or more a week in summer from Derry/Londonderry, which is well connected. I suggest that the hon. Member gets involved with the airlines and the airport owners but, yes, we can look at that when we come up to review the public sector obligation.
Christine Jardine (Edinburgh West) (LD)
Thank you very much, Mr Speaker. I can sympathise with the hon. Member for Strangford (Jim Shannon), and I thank him for tabling the urgent question, because we consistently have the same problem at Edinburgh and other Scottish airports, with a lack of connectivity and the disruption that that causes. I understand that the weather was a key reason for the delays this weekend, but another was delays at air traffic control, which is under pressure because of staff shortages and rising traffic. Eurocontrol, the main organisation supporting European airspace, has warned that to keep passengers safe and stop disruption better co-ordination is required between aircraft operators, airports and others across the continent.
Will the Minister tell me what conversations the Secretary of State has had with European partners on building resilience in air traffic control? Do the Government have confidence in the robustness of air traffic control in the UK to serve our connectivity properly?
Mike Kane
Officials engage regularly with their counterparts across Europe and the European Union. The Government have committed to airspace modernisation, which will improve resilience. I look forward to support from Liberal Democrat Members in the near future as we progress towards modernising airspace right across our great nation and nations.
Dr Scott Arthur (Edinburgh South West) (Lab)
I thank the Minister for his response and for reiterating the importance of getting regional air connections right, as that can help to underpin economic growth. I hope he agrees that we should not allow ourselves to be distracted. Does he agree that large parts of our country could be better served by better regional rail connections, which would hopefully reduce some of the congestion at our airports?
Mike Kane
Public transport penetration within an hour of an airport is vital and is a key performance indicator for how airports can grow and serve people better. Better rail, better bus, better road links and better active travel to our airports are critical for this industry.
Harriet Cross (Gordon and Buchan) (Con)
Aberdeen airport is another that struggles with cancelled flights. Over 4% of flights were cancelled last year, which makes it one of the airports with the highest cancellation rates in the country. Does the Minister agree that we must make sure that all our regions in the UK, including Scotland, have a reliable connection, especially to London, for things such as business travel? Linking our rural communities to urban centres is really important, so what can his Government do to make sure that those things improve?
Mike Kane
I thank the hon. Member for standing up for her local airport in Aberdeen. As someone who recently caught a connecting flight in Manchester from Newquay, going on to Aberdeen, I can say that Loganair provided an excellent service. It was a great honour to visit Aberdeen airport recently to see its helicopter base for North sea oil and its importance to the transition that we will begin with our clean energy mission. I suggest that the hon. Member takes that up with Andy, the chief executive there, and perhaps the new director of corporate affairs, Gavin Newlands, the former MP for Paisley.
Liz Saville Roberts (Dwyfor Meirionnydd) (PC)
There are no public flights from north Wales to London, so we depend on trains. Travellers on Avanti West Coast’s north Wales service endure chronic overcrowding, reduced direct services to London since covid, rolling stock breakdowns and on-the-day cancellations three to four times higher than the rest of the Avanti network. That franchise runs to 2026. What are the Government doing to make sure that Avanti offers the people of north Wales and their economy a decent—
Wendy Morton (Aldridge-Brownhills) (Con)
As the hon. Member for Strangford (Jim Shannon) highlighted, reliable regional connectivity matters. When the Minister is looking at public service obligation routes, will he consider also looking at the transparency of the data coming out of those routes, at reliability, and at penalties for failure? It cannot be right that somebody gets the additional stress of a cancelled flight when they are trying to get to a hospital appointment.
Mike Kane
People should not be missing hospital appointments because of cancelled planes in the aviation sector. Yes, I agree with the right hon. Member: it is a considered question, and when contracts come up for renewal we must consider them in the round to see how best they can serve the needs of the travelling public.
Sammy Wilson (East Antrim) (DUP)
Thank you for granting this urgent question, Mr Speaker, which as has been outlined is important to many of our constituents. When we sit in the airport lounge and talk to people who have had flights delayed, we see their frustration. I suspect, however, that you wish you had cancelled this urgent question—my hon. Friend the Member for Strangford (Jim Shannon) delayed landing it and took so long that I saw you getting increasingly uneasy as you were listening to him.
Increasingly we are finding flights delayed by one company in particular—British Airways—which has a monopoly on these flights. There is an economic lesson to be learned, which is that monopolies are abused. One has only to look at the price charged on some occasions, when someone could fly to Australia cheaper than they can fly to London with British Airways. Sometimes BA gives technical reasons or weather reasons for delaying a flight, but often it is because planes are not full and it amalgamates flights. Will the Minister commit to investigating with BA why the Belfast route is—
Mr Speaker
Order. I think you are Jim Shannon in disguise. Come on, Minister.
Mike Kane
We were struggling to get the question landed; we have been taxiing for a bit, and now we are ready for take-off.
I do not want to pick on particular airlines, but I am discussing regional connectivity in the UK with airline CEOs, which I think is vital—that is the point the right hon. Member makes. I point out gently that Belfast International is a great airport to fly through, and it is well served, not just by a single operator. It has multiple operators serving multiple airports, particularly in the south-east.
Dr Luke Evans (Hinckley and Bosworth) (Con)
In his earlier answer the Minister spoke about growth and connectivity being important. How does the £2 increase—the holiday tax being added to airport duty—make a difference, especially when Ryanair has announced that it is going to cut 5 million seats? That will have a dramatic impact on anyone wanting to travel within the UK and across Europe. What impact assessment will the Government carry out to ensure connectivity?
Mike Kane
I remind the hon. Member that as a tax, air passenger duty is a matter for His Majesty’s Treasury. In the Budget we announced APD rates from 2026 to 2027, to account for the previous extraordinarily high inflation under the Conservative party, and to ensure that the aviation industry continues to contribute a fair share to the public finances.
Richard Tice (Boston and Skegness) (Reform)
Given the dissatisfaction we are hearing about connectivity in Northern Ireland, which is a critical part of the UK, it seems to me that in the next review of the public service obligation, the Minister must commit to include Belfast City airport and a review of the operators. Will he do so?
Mike Kane
That is a good question, but I would do that automatically, and I extend that to the other parts of our great nation where the public service obligation applies. Let us not forget City of Derry airport, which is vital for the economy of the north-west in that fantastic part of our nation.
Mr Gregory Campbell (East Londonderry) (DUP)
Everyone understands that there are cancellations due to weather and other issues beyond the control of airlines, but will the Minister meet the likes of BA to ensure that it understands the need for reliability, and for information to be given to customers as quickly and promptly as possible, so that they can take steps to make alternative arrangements if possible?
Mike Kane
I thank the hon. Member for his question. I recently met the chief executive of British Airways and raised regional connectivity.
Alex Easton (North Down) (Ind)
Does the Minister agree that good transport links between the rest of the United Kingdom and Northern Ireland are vital for business and tourism, and that delays and cancellations look extremely bad in the eye of the public? Will he commit to contacting BA to try to resolve these issues?
Mike Kane
I refer the hon. Member to my previous answer: I have already raised regional connectivity with BA and other airlines. Odhran Dunne, chief executive officer of Visit Derry, has said there is a “fantastic buzz” around that airport at the moment, and around what is happening in the north-west. It is great to see the work going on with the Northern Ireland Executive in supporting that airport, which is a driver of the regional economy.
Robin Swann (South Antrim) (UUP)
What support will the Government provide to Northern Ireland airports to ensure our continued and improved connectivity? The previous Government promised £2.3 million to Belfast International airport in my constituency, under round 2 of the levelling-up fund, which would create jobs, reduce air and noise pollution, and improve the passenger experience. Will the Minister provide an update on that?
Mike Kane
It is great that the Northern Ireland Executive are up and running. In the devolution settlement they will be getting more money, and it is a matter for them how they spend it. On Northern Ireland and particularly Belfast, only this week easyJet—the biggest airline operating out of there, providing 3.8 million seats—has introduced new routes to Prague and Marrakech, and new aircraft. The future is bright for aviation in the Province.
Jim Allister (North Antrim) (TUV)
What conclusion does the Minister draw from the fact that dubious cancellations such as those we saw yesterday are far more prevalent where there is a commercial monopoly on the route, such as there is between Belfast City and London City airports, which was the route affected yesterday? If he draws the conclusion that connectivity is not helped by a monopoly, what action do the Government intend to take to encourage competition on such routes?
Mike Kane
The hon. and learned Member states that case, but there is a very open market in connectivity, with a number of airlines flying from Northern Ireland, and Belfast in particular, to the south-east and other UK destinations. I refer him to my previous answer: when public service obligations come to be reviewed we will look at the matter in the round. Rest assured that I am keen on connectivity between our great nations.
Bill Presented
Tobacco and Vapes Bill
Presentation and First Reading (Standing Order No. 57)
Secretary Wes Streeting, supported by the Chancellor of the Exchequer, Secretary Yvette Cooper, Secretary Shabana Mahmood, Secretary Jonathan Reynolds, Secretary Hilary Benn, Secretary Ian Murray, Secretary Bridget Phillipson, Secretary Jo Stevens, Secretary Steve Reed, and Andrew Gwynne presented a Bill to make provision about the supply of tobacco, vapes and other products, including provision prohibiting the sale of tobacco to people born on or after 1 January 2009 and provision about the licensing of retail sales and the registration of retailers; to enable product and information requirements to be imposed in connection with tobacco, vapes and other products; to control the advertising and promotion of tobacco, vapes and other products; and to make provision about smoke-free places, vape-free places and heated tobacco-free places.
Bill read the First time; to be read a Second time tomorrow, and to be printed (Bill 121) with explanatory notes (Bill 121-EN).
Civil Aviation Authority Annual Progress Report
Mike Kane Excerpts(1 month, 2 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
The airspace modernisation strategy refresh, published on 23 January 2023, sets out, through nine elements, the ways and means of modernising airspace, focusing on the period until the end of 2040.
The Civil Aviation Authority must report to the Secretary of State annually on the delivery of the AMS, through an annual progress report. This report details the progress made by industry, as well as work the CAA have conducted against each of the AMS’s elements. For 2022, the progress report reports on the previous AMS’s 15 initiatives.
In total, six of the 15 initiatives are assessed as “requiring attention”, two are on track, one has been implemented and six initiatives have been assessed as having “major issues”.
The Department is working with the CAA to strengthen delivery and ensure greater progress is made in implementing the airspace modernisation programme. Ministers are giving the programme urgent attention and have already announced measures to tackle these challenges, including the consultation launched on 22 October on our plans to create a new UK Airspace Design Service. This will drive forward airspace modernisation and create a system fit for the future by delivering quicker routes, easing delays, and reducing harmful emissions.
Areas of progress
Free route airspace (initiative 2) was implemented in Scotland in 2021 and remains on track for deployment in Q1 2023 across south-west England and Wales. This will see airlines being able to fly more direct routes in upper airspace, reducing aviation’s carbon emissions, and will save 12,000 tonnes of CO2 a year—equivalent to the power used by some 3,500 family homes.
The airspace classification review (initiative 10) has made significant progress with the publication of the findings into the review of the Cotswold region. This work has identified where airspace can be opened up for all airspace users to use (e.g. general aviation).
Under the deployment of electronic surveillance solution (initiative 11), the Department for Transport and the CAA established the Surveillance Standards Task Force, developing national, voluntary specifications for electronic conspicuity. This is a key enabler in the refreshed AMS, bringing together current and new airspace users, such as drones, in order to promote a safe and integrated lower airspace.
Areas assessed as having major issues
There are a number of initiatives assessed as having “major issues”, in part because of covid-19 recovery and the complexities of the airspace changes in the London cluster. However, formal acceptance of the Airspace Change Organising Group’s masterplan iteration 2 in January 2022 was a critical milestone. This was enabled in part by £9.2 million Government funding. Iteration 3 will be published later this year following a number of public engagement exercises.
Of the six initiatives requiring attention, timescales and delivery plans have been reassessed and re-baselined as a result of publication of the refreshed AMS.
I will place a copy of the airspace modernisation strategy 2023 progress report in the Libraries of both Houses.
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Draft Merchant Shipping (General Lighthouse Authorities) (Increase of Borrowing Limit) Order 2024
Mike Kane Excerpts(1 month, 2 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I beg to move,
That the Committee has considered the draft Merchant Shipping (General Lighthouse Authorities) (Increase of Borrowing Limit) Order 2024.
It is a pleasure to serve under your chairmanship today, Mrs Harris, especially as you are one of Swansea’s most famous daughters. As we are talking about lighthouses, however, I will mention Bonnie Tyler. She was also one of Swansea’s most famous daughters and she sang “Total Eclipse of the Heart”—that is the best reference I could come up with.
This order will help to facilitate the replacement of the general lighthouse authorities’ ageing and increasingly obsolete fleet of vessels by increasing the amount of borrowing that they can access under the Merchant Shipping Act 1995. The GLAs are amazing organisations, and if any hon. Members has the chance to visit Trinity House lighthouses, the Northern Lighthouse Board or the Irish lighthouse board, which we also oversee, I suggest that they do. They do an amazing thing with great Department officials and officials working in the field in the most extreme circumstances. It is a great bit of my ministerial responsibilities.
The GLAs provide aids to navigation, such as lighthouses and buoys; respond to new dangers to navigation safety, such as shipwrecks; and audit local aids to navigation provided by ports and harbours, and offshore structures such as wind farms, which will become increasingly important as we become a green energy superpower, as is one of our missions. The UK has some of the busiest and dangerous waters in the world, which is a potentially calamitous combination when one reflects on the importance of shipping to us as an island nation; 95% of all our import and export tonnage is transported by sea.
The GLAs have been doing that work for hundreds of years. They are vital experts and they need modern, efficient equipment to ensure that they can continue to complete their work. They work their ships and other assets extremely hard—the average economic service life of their vessels is 25 years—so replacement on those timescales is business as usual for the GLAs.
New ships are expensive, however, which brings me to the measure before the Committee. The GLAs are funded by light dues, a hypothecated tax paid by commercial and other shipping interests. They are not paid for by general taxation and make no call on the UK Exchequer for their day-to-day operational costs.
The 1995 Act recognises that from time to time the GLAs need additional borrowing to be able to afford large capital purchases, but it also sets a cumulative limit of £100 million on the amount that all three GLAs could borrow. That figure was first included in legislation in 1988 and has not been changed since. It does not recognise inflationary or any other pressures. In today’s terms, that figure would be worth £270 million. It also does not recognise the changes in international financial reporting that have resulted in other costs, such as the fixed-price costs of contracts, being treated as borrowing in accounting terms. The figure also includes all borrowing regardless of source, commercial or Government.
Although the GLAs have been able to keep comfortably within this limit until now, the need to purchase new vessels means that the current limit is now insufficient to meet forecast borrowing requirements. However, the 1995 Act places restrictions on how and when the power to increase the limit can be used. First, any raising of the limit requires advance approval from HM Treasury. My colleagues have recognised our case and provided that approval. Secondly, the limit can be increased only by an order—the statutory instrument under consideration today.
Thirdly, the limit can be raised only by a maximum of £33 million at a time. To say “at a time” is somewhat ambiguous in this context, but following advice from the Joint Committee on Statutory Instruments, we have interpreted that to mean within a single order. Given those legal constraints, we need to raise the limit by a maximum of £33 million this year. Additional orders will be required to raise the limit further in future to ensure that the limit keeps step with the GLAs’ borrowing, and we will bring those orders forward for the approval of Parliament in due course.
I stress that increasing the borrowing limit does not represent a commitment to new funding. Every vessel replacement project will be subject to the highest levels of scrutiny under the Department for Transport, Cabinet Office and HM Treasury spending controls and approval. However, the order is a vital prerequisite to enable the GLAs to fund their new vessels through borrowing when they need them.
In summary, the work of the GLAs is vital to the UK and ships are critical to the delivery of the GLAs’ statutory duties. Their current fleet is reaching the end of its economic service life, so borrowing must be used to facilitate the purchase of replacements. We need to begin raising the limit now in line with their forecast borrowing requirements. I commend the order to the Committee.
Mike Kane
I am grateful to the hon. Member for her support with the order, and with the difficult issue of MV Ruby off the Kent coast over the last few weeks and months. We have come to a sensible solution with cross-party co-operation to secure that vessel and its cargo.
To use an idiom, I have been absolutely blown away by the quality of our GLAs. I encourage hon. Members to engage with them—particularly hon. Members from coastal communities—to see the incredible quality, breadth and depth of the operation around lighthouses, buoys and aids to navigation. The hon. Member is exactly right that £100 million back then is worth £270 million today. This is a sensible measure that does not expose the Treasury or the Department, because these are effectively loans to be paid back.
As the hon. Member said, we are an island nation, but we are often ignorant of our reliance on the seafarers and vessels that do so much to support our economy, and the work of the GLAs. I hope you will indulge me, Mrs Harris, in taking a moment to offer my thanks to the staff of those organisations, who go above and beyond every day. I have witnessed at first hand what is necessary in the harshest and most challenging environments—and with climate change, the number of days that the operatives can work at sea is reducing.
The GLAs, together with the Maritime and Coastguard Agency and the marine accident investigation branch, are recognised around the world for their world-class standards and expertise. The order is an essential prerequisite to facilitate the purchase of new modern vessels and other vital equipment that the GLAs need to deliver their statutory duties and to enable them to continue, as they have done successfully for hundreds of years, to ensure the safety of all mariners in UK waters.
Question put and agreed to.
Draft Vehicle Emissions Trading Schemes (Amendment) Order 2024
Mike Kane Excerpts(1 month, 2 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I beg to move,
That the Committee has considered the draft Vehicle Emissions Trading Schemes (Amendment) Order 2024.
It is a great honour to serve under your chairmanship, Mr Vickers. It was the great Mancunian Daniel Adamson who in the 1860s envisaged a northern region from the Mersey estuary to the Humber estuary, hence the Manchester ship canal; I hope that one day a Government of some ilk will finish his work and join up the northern region properly from Merseyside to the Humber estuary.
The Vehicle Emissions Trading Schemes Order 2023, which implemented the zero emission vehicle mandate, came into force in January this year. It sets targets for the registration of new zero emission cars and vans as a proportion of total new car and van sales. The draft order will amend the 2023 order for the purpose of facilitating the Northern Ireland Assembly’s decision that Northern Ireland should join the scheme, as well as making some technical updates. This amendment will bring Northern Ireland into alignment with the rest of the UK. It represents an important milestone on the pathway for the United Kingdom to achieve 100% zero emission new cars and vans by 2035 and net zero by 2050.
When the 2023 order was made, the Northern Ireland Assembly was not sitting. Owing to the requirements of the primary powers used to create the mandate, Northern Ireland was unable to join at the scheme’s commencement; instead, it retained a scaled version of the assimilated European regulations that had previously applied in the UK following Brexit. I am pleased to report that following the Assembly’s return, it has chosen to support joining the ZEV mandate: it approved this legislation on 14 October, thereby approving Northern Ireland’s joining the mandate. I pay tribute to the Minister for Infrastructure, John O’Dowd, and to his officials in the Department for Infrastructure in the Northern Ireland Executive for their hard work in achieving this milestone. I also thank Ministers in the Scottish Government and the Welsh Government for their support.
Once Northern Ireland has joined the ZEV mandate, the ZEV targets and carbon dioxide targets will be applied as a UK-wide average. That means that Northern Ireland’s vehicle market will not, by itself, be required to meet the headline ZEV target in 2025; instead, it will be a part of a UK-wide calculation. It also means that instead of there being two separate emissions regulations to engage with in the UK—one for Great Britain and one for Northern Ireland—there will now be a single framework for new cars and vans. The measure is accordingly supported by vehicle manufacturers, because it will reduce the administrative complexity of engaging with the UK market. It is also supported by the charging industry, as it will give investors the certainty that they need to invest in Northern Ireland as they have in the rest of the UK, where £6 billion of private investment has been committed to the end of the decade. The regulation, as it applies across the UK, is the single largest carbon-saving measure in government and is of singular importance if we are to meet our climate commitments.
The draft order will bring the whole of the UK into alignment, not just in terms of regulation but in terms of ambition for zero emission mobility. It will give investors the confidence to invest in the transition across every part of our great nations and will ensure that nowhere is left behind as our technology and economy evolve.
I am grateful to all Committee members for their attendance. I commend the draft order to the Committee.
Mike Kane
I say to the shadow Minister that little has been learned since the defeat 16 weeks ago. The last Secretary of State indulged in a culture war around vehicles and 15-minute cities, spreading conspiracy theories at the Conservatives’ party conference. They messed about with vehicle emissions targets. They criticised the Mayor of London for the ultra low emission zone and for the attempts to produce clean air across our capital city. It was a complete culture war, and they lost out, because the British public were not fooled by the attempts to divide people, from car and van owners to pedestrians and cyclists, instead of improving the general environment in our city.
On the shadow Minister’s substantive point about commitments, let me say that the Government are committed to phasing out new cars that rely solely on combustion engines by 2030. That means that pure petrol and diesel cars will be phased out by 2035, and all new cars and vans will need to be 100% zero emission. That is still our clear commitment.
The shadow Minister said that we were tinkering around the edges of the ZEV mandate. The reality, which counters what he says, is that with the ZEV mandate, the UK mandate is growing faster than any comparable European market as we speak. The number of electric vehicles in the UK market has grown by 13.2% on 2023, which is faster growth than Germany, France, Italy and the EU as a whole. That is not to say that there are not challenges, but this Government will face the challenges through our mission for both growth and decarbonisation. I am proud that we were elected on that mission.
The draft order is technical in nature, as the shadow Minister says, but it represents a shared ambition for the UK Government, the Scottish Government, the Welsh Government and now the Northern Ireland Executive to decarbonise our road transport as we make progress to net zero. By bringing Northern Ireland into the ZEV mandate, we can ensure that every part of this country benefits from zero emission mobility and that no community is left behind as we transition to a greener, cleaner future.
I trust that the Committee has found this debate informative and that it will join me, alongside colleagues in the Northern Ireland Assembly, the Scottish Parliament and the Senedd, in supporting this legislation.
Question put and agreed to.
UK Airspace Design Service: Consultation
Mike Kane Excerpts(1 month, 3 weeks ago)
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The Parliamentary Under-Secretary of State for Transport (Mike Kane)
Today, the Department for Transport (DfT) and the Civil Aviation Authority (CAA) are launching a consultation proposing the creation of a new UK Airspace Design Service (UKADS) that would act as a single guiding mind for modernising the design of UK airspace.
The consultation demonstrates the Government’s commitment to delivering holistic and modernised UK airspace as part of the CAA’s airspace modernisation strategy (AMS). The AMS vision is to provide quicker, quieter and cleaner journeys, and more capacity for the benefit of those who use and are affected by UK airspace.
Modernisation will help meet the needs of passengers, businesses and the wider economy, while bringing environmental improvements that contribute towards the aviation sector achieving net zero emissions by 2050.
UK airspace is an invisible but vital piece of our national infrastructure. Using an ageing network of ground navigation beacons, its design has remained largely unchanged since the 1950s, when there were fewer than 1 million flights per year in UK airspace. This compares with 2.5 million flights in 2019 and projections of 3 million annually by 20301. In many cases, today’s aircraft still use the same outdated routes, flying further than necessary at sub-optimal altitudes and speeds because the routes rely on the location of the ground navigation beacons, instead of following shorter, more efficient flight paths.
Doing nothing is not an option. If UK airspace is not modernised, NATS (En Route) plc (NERL), the UK’s licensed provider of en route air traffic control services, estimates that by 2040, delays at a national level may increase by more than 200%, which would result in one in five flights experiencing disruption of more than 45 minutes2.
Modernised airspace will make it easier for aircraft to fly more direct routes, with better climb and descent profiles to and from energy-efficient cruising altitudes to help reduce CO2 emissions. It will also ensure that future technologies such as remotely piloted aircraft systems can operate beyond visual line of sight in the UK in a safe and efficient manner.
The current model for airspace change requires airports and air traffic control providers to develop their own airspace designs individually. Co-ordinating these changes creates significant challenges, particularly for the airports in and around the complex London area, where airspace designs overlap.
The consultation proposes creating a new single guiding mind on future airspace design, to deliver much-needed modernisation at scale and at pace. This will help to instil confidence among stakeholders in the delivery of airspace changes that will facilitate overall reductions in carbon emissions, noise and delays.
The consultation seeks views on the overall concept of a UKADS, including its responsibilities, governance and funding. Views from stakeholders will be critical to the next phase of work and we welcome responses from all interested parties.
1 NATS (En Route) plc forecast traffic growth estimates (2026 to 2040)
2 Airspace Change Masterplan Iteration 2, CAP2312b, ACOG (2022).
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Oral Answers to Questions
Mike Kane Excerpts(2 months, 1 week ago)
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Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
The Secretary of State has met the chief executive of the Maritime and Coastguard Agency, and this matter was discussed. The MCA will continue to monitor this important issue, as well as follow up on the actions already taken since the Westminster Hall debate on maritime safety last April.
Mr Carmichael
If we continue to see this as a matter of legality, nothing will ever change, and certainly not in any decent timeframe. We have to focus on what we can do practically to end the sort of attacks that trawlers from Shetland, such as the Alison Kay and Defiant, have been subject to in recent years. Will the Minister look at the experience of authorities in Ireland, who have managed to tackle the reckless conduct of trawlers like the Pesorsa Dos and keep their fishermen safe?
Mike Kane
I will undertake to look at the authorities in Ireland. I had a recent visit to the Orkney Islands in the right hon. Member’s constituency. I would wish to catch up with him about that and I am happy to meet him to discuss this matter further.
Catherine Atkinson (Derby North) (Lab)
Andrew George (St Ives) (LD)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
The Government are working apace to improve transport provision throughout the country. We have already announced five strategic transport priorities to improve local transport performance and increase usage. Officials will continue to meet local transport authorities across the south-west to discuss their aspirations.
Andrew George
Following the points raised by the hon. Member for Truro and Falmouth (Jayne Kirkham), may I point out that a great many other challenges have been revealed since the general election? There are worries about expensive school transport and risk-free investment in Cornwall, and there are also worries on the Isles of Scilly, where we seek parity with Scotland and the English mainland in respect of lifeline links to the islands and, indeed, inter-island transport. It would be helpful if, as well as meeting the transport authorities, the Minister could meet local MPs, because these issues are becoming very serious indeed.
Mike Kane
All air and sea services are operated commercially, without public subsidy. The Department has provided support, particularly during the pandemic, but its officials are committed to regular engagement with the local council to see how we can improve travel provision on the islands.
Ruth Cadbury (Brentford and Isleworth) (Lab)
The Government’s bus reforms are welcome, but rural areas such as Cornwall have perhaps the poorest bus services in England, as well as less well developed partnerships than, say, urban Greater Manchester. What plans do the Government have to ensure that rural areas in England can benefit from better bus services, as cities certainly will following the Government’s reforms?
Mike Kane
My hon. Friend is an incredible campaigner on transport matters, not just in her constituency but across the country. It is true that rural communities face different challenges, but the Government’s better buses Bill will enable local authorities to take back control of our buses and improve services, where they wish to do so.
Paul Davies (Colne Valley) (Lab)
Noah Law (St Austell and Newquay) (Lab)
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
Although airports are responsible for their own resilience and financial plans, the Department continues to engage with the industry to ensure that operations are as resilient as possible. Furthermore, my officials are actively exploring opportunities for improving the resilience of the sector.
Noah Law
Aviation at Cornwall airport, Newquay, is under threat from increasing regulatory burdens, leading its owner, Cornwall council, to explore costly funding options that could put this aviation business on an even less stable footing, despite its clear benefit to the public good and the local economy. Will the Minister outline the steps being taken to ensure that there is an adequate strategy in place to support airports in meeting these increasing regulatory burdens?
Mike Kane
As my hon. Friend knows, the UK aviation market predominantly operates in the private sector, and regulatory costs are common to several industries. My Department is working with the aviation industry to understand the impact of these costs, and I am sure he will continue to champion the public service obligation route between Newquay and London, which enables more passengers to use Newquay airport.
Graham Leadbitter (Moray West, Nairn and Strathspey) (SNP)
Victoria Collins (Harpenden and Berkhamsted) (LD)
Local people in Harpenden and Berkhamsted are already blighted by noise from Luton airport, and are highly concerned about the proposed expansion to almost double passenger capacity. What assessment has the Minister made of the compatibility of the expansion with the views of the Government’s own advisers, the Climate Change Committee?
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
Currently, Luton airport is part of a development consent order, on which I cannot comment as a Minister, but I would remind people that it is always important to balance noise and local economic activity.
Transport
Mike Kane Excerpts(3 months, 1 week ago)
Commons ChamberRead Full debate Read Hansard Text Watch Debate Read Debate Ministerial Extracts
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
I beg to move,
That the draft Renewable Transport Fuel Obligations (Sustainable Aviation Fuel) Order 2024, which was laid before this House on 24 July, be approved.
I want to take a moment to pay tribute to my former constituent Ken Eastham, who died recently at the age of 96. He served the people of Blackley and Broughton in this House from 1979 to 1997. He knew me as a child, and was delighted that I became a Member of Parliament. He worked diligently on behalf of his constituents. I will remember him, his late wife Doris, with whom I kept in contact, and his family in my prayers tonight.
As a fuel that can be used in existing aircraft, sustainable aviation fuel, or SAF, is one of the most effective ways of starting to decarbonise flights. The greenhouse gas emissions associated with the use of SAF are 70% less than those from fossil jet fuel on a life-cycle basis. This Government recognise the urgency of the global climate challenge, and the opportunities that are available from leading on the development of these technologies. It is a core part of our mission to make the UK a clean energy superpower, and it is one of the many steps that we are taking to decarbonise aviation, which include our plans for airspace modernisation. The SAF mandate will support the decarbonisation of the aviation industry by creating demand for SAF in the UK. The scheme has been developed over several years, during which there have been two formal consultations and significant stakeholder consultation. In July this year, we confirmed the detail of the proposed SAF mandate set out in the statutory instrument, and that was received positively by stakeholders.
The SAF mandate is one of several Government initiatives to support the development, production and use of SAF in the UK. The advanced fuel fund, for example, is currently supporting 13 UK plants with £135 million of grant funding. Additionally, the Government are introducing a revenue support certainty mechanism Bill, which was included in the King’s Speech and will support SAF producers who are seeking to invest in new plants in the UK. It will incentivise investment in UK SAF production, helping to drive growth across the UK, secure the supply of British-made SAF, and maintain the UK’s position as a global leader.
Alongside the potential for SAF to reduce carbon emissions on a life-cycle basis—compared to that of traditional jet fuel—there are significant economic benefits associated with the development of a domestic SAF industry. Industry research estimates that such development could generate up to 60,000 new jobs by 2050, adding up to £10 billion gross value added per annum. That supports our growth mission to kick-start economic growth across the UK.
The introduction of a SAF mandate marks an important step forward for the decarbonisation of the aviation sector. It will provide a long-term incentive for SAF use in the UK by setting a guaranteed level of demand, demonstrating the UK’s world-leading commitment to SAF uptake. It will also provide clarity for investors: a clear signal to develop SAF production facilities and more advanced SAF technologies in the UK and globally. Crucially, the mandate could reduce aviation emissions by up to 2.7 megatonnes of carbon dioxide equivalents in 2030, and by up to 6.3 megatonnes of CO2 equivalents in 2040.
Decarbonising transport is a key focus for this Government. It is central to the delivery of the UK’s cross-economy climate targets, and directly supports the Prime Minister’s mission to accelerate our journey to net zero. Delivering greener transport is also one of the five priorities that my right hon. Friend the Secretary of State for Transport has set out for the Department. This statutory instrument will deliver on our manifesto pledge to secure the UK aviation industry’s long-term future by promoting sustainable aviation fuels. It will impose an annual sustainable aviation fuel obligation on every company that supplies jet fuel over a certain threshold in a specified period. The SI will operate a tradeable certificate scheme, whereby the supplier of SAF is rewarded in proportion to its greenhouse gas emissions reduction.
To be eligible for certificates, the supplied SAF must meet strict sustainability criteria, including that it must be a residual waste or residue-derived biofuel, a recycled carbon fuel, a low-carbon hydrogen fuel or a power-to-liquid fuel. The certificates can be used to discharge a supplier’s obligation or sold to other suppliers. If this statutory instrument is approved, the SAF mandate will take effect on 1 January 2025. The SAF mandate will require 2% of jet fuel to be made from sustainable sources in 2025, 10% in 2030 and 22% in 2040. It is one of the world’s most ambitious frameworks to drive demand for SAF.
A successful and resilient SAF industry will need a range of technologies and feedstocks to meet increasing demand. The SAF mandate drives the diversity of technologies and feedstocks in two main ways. First, we will create space for more advanced fuels by setting a future cap on fuels that will be limited by feedstock supply. Fuels derived from segregated oils and fats are known as hydroprocessed esters and fatty acids. We recognise that HEFA will make an important contribution to meeting the SAF mandate, particularly in the early stages of the mandate. HEFA can contribute 100% of the SAF demand required under the mandate in 2025 and 2026. The cap will then gradually tighten, decreasing to 71% in 2030 and 35% in 2040. The mandate will still allow around 1 million tonnes of HEFA-derived SAF to be supplied each year in the UK from 2035.
Secondly, to accelerate the development of advanced fuels, a specific obligation on suppliers to supply power-to-liquid fuels will be introduced. Power-to-liquid fuels have a lower risk of feedstock competition and other negative environmental impacts. From 2028, the power-to-liquid obligation will be set at 0.2% of total jet fuel demand, increasing to 3.5% in 2040. Fuel suppliers will be able to meet their SAF mandate obligation in three ways: they can supply SAF and earn certificates, buy certificates from others who have supplied fuel, or pay a buy-out price. The buy-out mechanism will apply to both the main obligation and the power-to-liquid obligation, which will operate as a method of compliance if there is insufficient SAF supply in the market. This SI sets out the buy-out prices, which represent a significant incentive to supply SAF to the UK market. They are set at a level that encourages the supply of SAF over the use of the buy-out and set a maximum cost for the scheme, thereby delivering a greenhouse gas emissions reduction at an acceptable cost.
As I have mentioned, for fuel to be eligible for certificates, it must align with strict sustainability criteria and be made from sustainable wastes or residues. SAF produced from food, feed or energy crops will not be allowed. Suppliers must therefore report information to the mandate administrator to demonstrate compliance with the sustainability criteria for each application. The mandate administrator will have the power to not issue certificates if sufficient evidence is not provided. It will also have the power to revoke certificates if inaccurate or fraudulent information is provided, and to issue civil penalties to suppliers for lack of compliance.
The information that fuel suppliers provide must be independently verified before suppliers can apply for SAF certificates. To ensure that the design of the SAF mandate reflects the latest technological and commercial developments on SAF, there will be continuous monitoring of trends, and formal reviews will be conducted and published every five years, with the first review carried out by 2030. To support fuel suppliers, the administration of the SAF mandate is closely aligned with the administration of the renewable transport fuels obligation, which currently obligates suppliers of road fuels in a very similar way.
The Government recognise that sectors such as aviation are vital for achieving economic growth, shaping the future of clean energy and delivering for our communities. The development of the SAF mandate, alongside other priorities such as modernising our airspace, is a key part of this Government’s ambitious and pragmatic approach to decarbonising transport and promoting economic growth, ensuring that the UK continues to lead the way on SAF globally. I commend this order to the House.
The Parliamentary Under-Secretary of State for Transport (Mike Kane)
My goodness, it is a pleasure to see you in the Chair, Madam Deputy Speaker. Congratulations on your election.
It has been a collegiate debate and I am grateful to all the hon. Members who have attended. I am grateful to the Opposition for their support. I say to the hon. Member for Mid Buckinghamshire (Greg Smith) that I am looking forward to a picture on his social media of his SAF-powered Land Rover as he goes canvassing in his constituency—that is a must-see for us all.
Mike Kane
That is good news. The issue has had good cross-party support: when I was in opposition, I supported the Government on it.
In his maiden speech, the hon. Member for Witney (Charlie Maynard), who is no longer in his place, thanked his predecessor, and I put on record my own tribute to the former Member for Witney; he undertook my current role with diligence, care and good humour and I wish him the best for the future.
Really, this legislation was set out by the Labour Government in 2003 in the aviation White Paper, “The Future of Air Transport”, in which we talked about the future of decarbonising aviation for the first time and about bringing in new sustainable fuels.
The shadow Minister had some specific questions. He asked about ticket prices. The Government recognise that SAF will be more expensive than traditional jet fuel, and it is right that the costs, as we have agreed in the past, are borne by the polluters—they will not be borne by the Government. I think the figures are that, by 2030, we expect tickets to be £4 more, which will be a 2% increase, and by 2040, we expect them to be £10 more, which will be a 5.5% increase. Before Mayor Burnham re-regulated the buses in Greater Manchester, a person could fly from Manchester airport to Dublin for £12.99 but they could not cross my conurbation on a bus and change transport providers for that amount of money. The shadow Minister was right to raise that point, but the increase is negligible.
The shadow Minister asked about the future fuel funds. We have seen some great things going on in private industry. In the north-west of England, we see Fulcrum BioEnergy producing sustainable aviation fuel at Ellesmere Port; we see Velocys in the north-east doing it at Immingham—I will come to my hon. Friend the Member for Easington (Grahame Morris) in a minute—and Alpha Air doing it in Teesside. That is really good for the regeneration of post-industrial areas in parts of the north of England.
The shadow Minister talked about power to liquid. Yes, that is the future. In my speech, I set out some ambitious targets that we will have to meet to reduce the HEFA and improve power to liquid. He asked about our ambition. The UK does not want to be at a competitive disadvantage, which is why we have carefully balanced the HEFA cap in a way that recognises that HEFA is, currently, the only commercially available type of SAF, but that does not mean that we cannot go further and faster. I mentioned in my speech that there will be reviews every five years, starting in 2030, so I hope that that satisfies the Opposition. I am grateful for their support in this area.
Let me turn now to my hon. Friend the Member for Easington. I always like to thank him for his contribution to transport debates; he is always in these debates. He is a stalwart when it comes to transport issues and he is really considered. He is right that there are too many anagrams in the field of sustainable aviation fuel. When the Conservatives were in power, they always talked about the bonfire of regulations. Perhaps we should start the bonfire of anagrams. My hon. Friend is not wrong, but we will have to see. He did say that these are good, sustainable industrial jobs in parts of the country where we need them. That is what SAF brings us and that is what the Government are trying to achieve.
I also thank the Liberal Democrats for their support on this issue. We are working with suppliers. I have had roundtable discussions with suppliers, particularly in opposition, and there is more to come in government. I have mentioned some of the companies that we were working with. This is an ambition, but I think that we can go further and faster. The figures that I gave are not set in stone. We should be promoting new technologies, because there are new technologies beyond this area. There is hydrogen battery power. When it comes to UK emissions, would it not be a great day when a Minister can say that there will be no carbon burned in any planes flying internally within the UK? That would be a great place to be.
As a north of England Member, however, I have to disagree with the idea that we should stop people flying because there is a train. That might be fine in an area where there are great, reliable train services, but I invite the hon. Member for Bath (Wera Hobhouse) to come on my Avanti train occasionally to see how unreliable and how poor that service is. We have to keep it in mind that, one day in the future, we will improve the rail services through our great British rail Bill, but at the moment we have absolutely no plans as a Government to stop people flying.
Mike Kane
I thank the hon. Member for his intervention, but I am grateful for small mercies; the Liberal Democrats are supporting this move. I thank the former Minister, the right hon. Member for Basildon and Billericay (Mr Holden) for his time in the Department and in this role.
To my hon. Friend the Member for Exeter (Steve Race), I say very well done. What an excellent and considered maiden speech he made. The personal testimony about his mother and his sister was really poignant. That speech will stand him in good stead. I was, however, a bit perturbed to hear about the former Member for Exeter, who was a passionate advocate of sustainable aviation in this place, whistling the tune to “The Great Escape” while out canvassing. A day probably does not go by in this place without one of us whistling “The Great Escape”. I was once taught by a sage old Whip that most MPs spend their whole life trying to get here and then the rest of the week trying to get away. I say to my hon. Friend the Member for Exeter again that that was a really great, well-considered maiden speech, and I wish him all the very best for his years ahead on these Benches.
That speech was followed by another very well-considered maiden speech from the hon. Member for Newbury (Mr Dillon). I do not think that anyone can beat the fact that he has the home of “The Great British Bake Off” in his constituency. That is amazing and no Member can beat that. When it comes to our beautiful chalk streams such as the ones in Newbury, or to our skies, it is our sacred mission to protect our environment for future generations. That is why we must keep talking about decarbonisation, which is what we are doing here tonight. I say very well done to the hon. Member and I wish him well for the future.
Finally, let me come to the hon. Member for South Basildon and East Thurrock (James McMurdock). I, too, pay tribute to his predecessor, Stephen Metcalfe. My first speech in a Bill Committee up in a dusty corridor was terrible and he wrote me a note saying, “Really well done, Mike”, and I still have that note on my wall today. What a lovely, lovely man he is. I congratulate the hon. Member, who raised the subject of childbirth and early maternal care, which we should come back to a lot more in this House in the future; there is still a lot more to do in that area. He may be a latter-day Wat Tyler, with the peasants’ revolt quote, but on a personal level I hope that there is not a great rising of Reform. However, I wish the hon. Member the best for his career in this place.
I thank Members again for their consideration. For those questions where it has not been possible for me to provide a response today, I ask Members please to let me know and I will write to them. SAF presents a key opportunity to decarbonise UK aviation and secure a long-term future for the sector. These draft regulations demonstrate how we can capitalise on this opportunity. Mandating the use of SAF has the potential to generate significant greenhouse gas savings, and ultimately play a pivotal role in achieving net zero. I commend this order to the house.
Question put and agreed to.
Resolved,
That the draft Renewable Transport Fuel Obligations (Sustainable Aviation Fuel) Order 2024, which was laid before this House on 24 July, be approved.
Madam Deputy Speaker (Judith Cummins)
We now come to the next item of business. I call the Minister to move the motion.