Draft Air Traffic Management and Unmanned Aircraft Act 2021 (Airspace Change Directions) (Determination of Turnover for Penalties) Regulations 2022
Mike Kane Excerpts(2 years, 11 months ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Ms Rees. I note that I am beginning to see more of the Minister in these Committee Rooms than I actually see my wife! I will try to make amends for that in the next few days. I mean no offence to the Minister. As much as we all like him, we are back here again in Committee debating a statutory instrument; I am almost getting déjà vu.
The CAA regulates the UK’s aviation sector. Its primary duty is to maintain a high standard of safety in the provision of air traffic services. That is, of course, something that we are keen to maintain. The regulations set the formula for working out what penalty should be paid by any airport operator, any air navigation service provider or any other person or body concerned with functions engaged with air navigation. I welcome them, but wish to put on record that over the past two years the aviation industry has been desperate to understand the formula used to work out what is in store for it. I appreciate that it is an ever-changing landscape—or airscape—but the impact on the sector has been huge, and I ask the Minister to consider that going forward.
The ATMUA Act gives the Minister powers to direct those concerned with air navigation to co-operate with the airspace modernisation programme. That is really important. As I have often said, we have an analogue airspace in a digital age, and it is vital that we modernise it to ensure that it is fit for the modern age. Doing so will add a sense of confidence to the aviation sector as it comes out of the pandemic and the problems it has had for the last two years.
The Minister is right to say that this issue is about not just safety, but the environment as well. I grew up under the flightpath of Manchester airport in Wythenshawe in my constituency. I remember in the ’70s and the 80’s the BAC One-Elevens, the Tridents and the Concordes. I even saw the space shuttle do a low pass on a jumbo jet. We could not hear ourselves think. Fortunately, in this country we have an industry—with Rolls-Royce and all the other providers—that has improved our aircraft to the nth degree to make them of lower emissions and lower noise. We have to keep that going. We are the third-largest aviation sector on the planet, and we need to keep that up.
Previously, one single airport declining to take part in the programme could delay the whole programme, meaning that others in the sector could not benefit from the opportunities afforded by the scheme. The powers afforded under this statutory instrument would enable the Secretary of State to direct co-operation or eventually impose financial penalties, which I am pleased to see are proportionate to the turnover from the previous year of the business concerned. As I have previously said, income and turnover have been much lower than average due to the pandemic, so it is right to apply this formula. I am also pleased that financial penalties will be a last resort. Let us do this by carrot, rather than stick.
I note that rather than a full consultation there has been an agreement on the wider policy framework. I am keen to be kept up to date with reviews on the monitoring of these new powers and penalties. The Opposition are happy to support the regulations.
Draft Transport Act 2000 (Air Traffic Services Licence Modification Appeals) (Prescribed Aerodromes) Regulations 2022
Mike Kane Excerpts(2 years, 11 months ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is pleasure to serve under your chairmanship, Mrs Miller. I thought that the Minister was gesticulating wildly, but it was only part of his explanation about planes over 7,000 feet—anyway, he caught my attention.
The CAA regulates the UK’s aviation sector, its primary duty being to maintain a high standard of safety in the provision of air traffic services. That is of course something that we are keen to maintain. Additional responsibilities of the CAA are to further the interests of operators and owners of aircraft, owners and managers of aerodromes, persons travelling in aircraft and persons with rights in property carried in them. It is also charged with promoting efficiency and economy, and those who hold licences must also take account of any guidance on environmental objectives given to them by the Secretary of State. The Transport Act 2000, at the start of its 384 pages, says:
“The Secretary of State must exercise his functions… to promote efficiency and economy on the part of licence holders”
and
“to secure that licence holders will not find it unduly difficult to finance activities authorised by their licences.”
The circumstances of the past two years have seen the aviation sector decimated by the covid-19 pandemic, with many job losses and the industry burning through cash reserves every day as it waits for the skies to reopen, so it is crucial that the CAA plays a role in supporting the financial efficiency of licence holders.
In addition, the CAA is the economic regulator of NERL, as the Minister said. NERL is owned by NATS, which provides en-route air traffic services in the United Kingdom. Those services are governed by a licence granted to NERL and are thus responsible for monitoring and enforcing NERL’s compliance with the conditions of the licence and with licence holder duties. As illustrated here, it plays a vital role in supporting our aviation industry.
Section 11 of the aforementioned Act enables the CAA to modify licence conditions, with a licence to provide air traffic services. The statutory instrument is being moved to ensure that owners or managers of the relevant aerodromes can appeal against modifications to licence conditions made under the Act, as any other industry operators can do.
I have a couple of comments about the process undertaken to arrive at this SI. I note that there was no consultation undertaken, although guidance was sought from the CAA. It would be interesting for us to know whether the CAA needed any assurances during those discussions. Were any points raised of which we might need to be aware? Indeed, was there any particular reason for the lack of formal consultation? Continuing on the theme of consultation, I note that no equality impact assessment seems to have been undertaken. If there was one, could the Minister agree to share its findings?
I also note that a complete impact assessment has not been undertaken, with the explanation given that the cost to business was predicted to be less than £5 million per annum. What was that prediction based on? It is noted that, by permitting prescribed aerodromes to appeal decisions, a likely result could be a greater number of appeals being launched. I observe that during the consultation phase there were no aerodromes appealing modifications to licences. However, as we know, situations develop rapidly, so to what end has that possibility been investigated and considered?
I am happy to lend the Opposition’s support to the instrument, and I look forward to the Minister’s response to my questions.
Draft International Organization for Marine Aids to Navigation (Legal Capacities) Order 2022
Mike Kane Excerpts(2 years, 11 months ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Mrs Murray; I know that you have a keen interest in this area.
I agree with the Minister’s eloquent explanation of what this piece of delegated legislation is about. However, I think that the civil servants have been having a bit of a joke with his speech, because he said that the UK is a “leading light” in this area. I think they inserted that pun as some sort of score mechanism. Nevertheless, it was a very good explanation by the Minister and I am only gently teasing him.
One of the wonders of the ancient world was the lighthouse at Alexandria, a beacon that was reputed to stand some 120 metres tall and guided boats into the harbour. At night, a fire was burnt at the top, helping ships to enter the port safely, while by day a mirror was used to reflect sunlight. Thankfully, modern marine aids to navigation such as lighthouses and buoys mean that we no longer rely solely on fires atop granite columns, as people did in the times of King Ptolemy of Egypt.
It is very much the concern of us all in this place that our seafarers, of whom we as a nation are rightly proud, are kept safe as they navigate the globe at great personal cost to themselves, particularly over the last couple of years during covid-19. I thank them for their service. The Minister eloquently pointed to the events of 1971, which are one of the reasons we are here today.
This statutory instrument aims to continue the work of IALA, which was established in 1957 and is the leading international association for technical standards in marine aids to navigation, vessel traffic services and e-navigation. The development of common standards and practices across the maritime industry to foster safe, economic and efficient shipping can only be a good thing, both for seafarers and for the environment, which I will come to in just a moment.
IALA’s crucial role is best undertaken in the spirit of global co-operation between Governments, gathering expertise from right across the industry—from manufacturers and consultants, and taking the knowledge and achievements of global scientific and training institutes on board. [Laughter.] I think my parliamentary assistant played the same trick on me there. Such sharing of best practice ensures the safe movement of vessels in a timely and cost-effective way while protecting our environment.
I am mindful of the challenges faced by the maritime industry and would like to mention again the opportunities available to us as a nation to ensure that our seafarers are able to take full advantage of the transition to a greener, cleaner industry. There is a real opportunity for this country to become truly world-leading by funding maritime decarbonisation and training for our seafarers. That could revitalise our steel industry, as well as encouraging a new and diverse workforce into these jobs and ensuring a genuine, just transition for the sector. To quote Virginia Woolf in “To the Lighthouse”, and to continue the Egyptian reference, is
“the lot of the average human being better now than in the time of the Pharaohs”
and King Ptolemy?
I digress. There is a long history of collaboration among nations, and I am happy to support the statutory instrument in order to continue their work to reduce maritime accidents, to protect the environment and, most importantly, to increase safety for our mariners.
Oral Answers to Questions
Mike Kane Excerpts(3 years ago)
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Grant Shapps
I do not accept that. The hon. Gentleman actually highlights the problem, which is that the rest of Europe—indeed, the rest of the world—has a very significant HGV driver shortage. Simply trying to take from another part of the market that is already massively restricted is not the answer. We do not think that issuing visas is the right way forward. I know that the Leader of the Opposition called for 100,000 visas to be issued for HGV drivers. That is not our approach. These 32 measures are seeing vastly more people coming into HGV driving, with more than 1,350 more tests each week compared with pre-pandemic levels.
Mike Kane (Wythenshawe and Sale East) (Lab)
I have to say that we on the Labour Benches are not feeling the Christmas love from the Secretary of State today. Neither have we been invited to his last couple of Christmas parties, but we will wait to hear more on that. Perhaps, after the Sunday Times article, he should spend a little less time defending the rights of private airstrips where he can land his plane and a little more time sorting out the estimated 90,000 shortage of HGV drivers, which is holding our economy back. So here is some helpful advice: will he finally act to back Labour’s plans to appoint a Minister for the supply chain crisis, boost driver recruitment and retention, and secure agreement with the EU, particularly after the news on France today, to prevent future import controls at ports worsening the situation?
Draft Merchant Shipping (control and management of ships’ ballast water and sediments) order 2022
Mike Kane Excerpts(3 years ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Mrs Cummins. I never thought, coming into politics, that I would be talking about ballast waste water from shipping—we are literally talking about ballast waste water management. I thank the Minister for his explanations. I have not come across the Chinese crabs, as it happens, but I will research that reference when I leave here today.
The draft statutory instrument aims to bring the UK into line with the standards of the international ballast water management convention. Measures in the convention include the treatment of sea water ballast prior to it being unloaded from a ship. Different treatment processes, however, also have environmental considerations. The convention requires all ships to implement a ballast water and sediments management plan. All ships will have to carry a ballast water record book and will be required to carry out ballast water management procedures to a given standard. Existing ships will be required to do the same, but after a phase-in period. The convention aims to prevent, minimise and, ultimately, eliminate the transfer of harmful aquatic organisms and pathogens through the control and management of ships’ ballast water and sediments.
I know that the Minister enjoys a rhetorical flourish, so here is an early Christmas present. As the late Martin Luther King said:
“We may have all come on different ships, but we’re in the same boat now.”
I first and foremost pay tribute to our dedicated seafarers, who are vital keyworkers. That have kept us fed, fuelled and stocked, often at great personal cost. I know from conversations with the industry the value that our mariners place on the stewardship of the world they traverse. They can see at first hand the impact of environmental changes brought about by human actions on the world. While I am on my feet, I pray for the souls of those who were lost in the Baltic sea off the Swedish coast, and for their families just before Christmas. I give thanks to those aboard the ships that went, at great personal cost, to attempt a rescue.
To make life at sea safer and more comfortable, cruise ships, large tankers and bulk cargo carriers use huge amounts of ballast water, which is often taken on in the coastal waters in one region, after ships discharge waste water or unload cargo, and discharged at the next port of call when more cargo is loaded. Discharged ballast water typically contains a variety of biological materials, including plants, animals, viruses and bacteria. Those materials often include non-native, nuisance, exotic species, and they can cause extensive ecological and economic damage to aquatic ecosystems, so we welcome the steps to protect the environment from potential damage.
I have just a couple of things to ask the Minister—perhaps he can clarify later if he cannot respond today. First, if the convention is disregarded, where does the legal responsibility lie? Is it with the ship’s owner, the chief engineer or the master of the ship? Secondly, will there be sufficient training on the new onboard equipment? We have discussed the conditions, training, pay and workload for seafarers, and I am keen for them to be protected, legally and physically, from any changes made to their workload without adequate training and recompense.
Despite those two caveats, we welcome the controls outlined in the statutory instrument to clean up our seas and, ultimately, eliminate the transfer of harmful aquatic organisms and pathogens.
Draft Electric Vehicles (Smart Charge Points) Regulations 2021
Mike Kane Excerpts(3 years ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is pleasure to serve under your chairmanship, Mr Robertson. I am disappointed that Bolton Wanderers are slipping slightly in the league table, but I am sure they will turn the season round before we know it.
I wish to raise a few points about the statutory instrument. We agree that stopping the sale of non-electric vehicles by 2030 is the right thing to do, but my colleagues and I are concerned that there is no legislation governing the resale of diesel and petrol vehicles in the second-hand market going forward. Another concern we have raised is that, as the Minister has said, the Government have finally adopted Labour’s policy of phasing out the sales of new petrol and diesel vehicles by 2030, but hybrid vehicles will still be sold until 2035. If it is a genuine commitment, there seems to be a lack of joined-up thinking from Government in their policy on this matter. Without sufficient infrastructure and charging points available to all across the nation, we can see people using an electric car for day-to-day journeys and retaining an older, more polluting vehicle for longer trips. I have not checked with the House of Commons Library today, but we currently have about 40 million registered vehicles on our roads. We know our road infrastructure cannot cope with that, but we are worried that people will retain their old polluting cars and get an electric vehicle. We know what savage chaos and congestion that will cause up and down our land.
When we drive our petrol or diesel vehicles 250 miles to see family or for a holiday in this country, we all know that we will be able to access fuel on arrival. Can the same be said for accessing a working charge point everywhere in the country? Fully electric and hybrid vehicle sales have surged this year, making up more than a quarter of new vehicle sales in 2021, according to the Society of Motor Manufacturers and Traders. However, the UK’s charging infrastructure is falling behind and overall funding for charging given out to local authorities has fallen from £15 million in 2019-20 to 6.5 million in 2020-21. Many local authorities are having to use available funds for remaining schemes and not every dwelling has a parking spot.
I do not need to tell anyone in this Room that Storm Arwen, which hit this country almost two weeks ago, has wreaked havoc on the nation’s power supply. This was raised by my hon. Friend the Member for City of Durham (Mary Kelly Foy) at Prime Minister’s question, and I have the massive Durham contingent of my hon. Friend the Member for Easington and my right hon. Friend then Member for North Durham behind me in Committee today. There are areas in the north of England that are still without power. How can the Government guarantee that in such circumstances there will be capacity to charge electric vehicles? It goes without saying that emergency vehicles must be able to charge their EVs regardless. What can the Government do to provide assurances that essential car users such as carers, NHS workers, police, the fire service, hauliers and food deliverers will be able to charge their vehicles? It has been 10 days since that storm.
We must be mindful of the fact that wi-fi coverage will be necessary to charge vehicles. What steps will be taken to ensure that customers will be able to recharge? I am not alone in not always having mobile coverage in this country. If I want to drive to holiday in the Orkney islands, as I regularly do, will I be able to? That is a 500-mile journey from Manchester, and EV vehicles can currently only cover about half of that journey. In the capital and other major cities, we have excellent mobile signal coverage, but is that the same in our rural areas and highlands? That needs to be addressed by the Minister.
The Government promised a charging strategy by the end of the year. Today is 8 December. Where is it? We need action to address regional inequalities and quickly ramp up charging to ensure that it is both easy to use and accessible to customers. Can the Minster provide an update on that strategy? She is correct in saying that the transition to electric vehicles is a huge opportunity for cleaner, lower emissions, and has the potential to create thousands of good green jobs, highly trade unionised across our country. However, the Government need to think bigger when it comes to charging infrastructure, affordability, and the supply chain.
Airport and Ground Operations Support Scheme
Mike Kane Excerpts(3 years ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Ms Nokes. On behalf of the Labour party, may I commend you on your extraordinary personal bravery recently? It will help women across the nation to come forward in future.
The Minister is right that it has been a bad weekend for the industry, through nobody’s fault. The omicron variant has led to new PCR tests and new uncertainty in the aviation sector, and it will be quite a blow for the industry during the winter, just as we thought we were beginning to make progress. As the hon. Member for Crawley knows, I visited his constituency on Thursday—I am very grateful to him for allowing me to do so—to visit Gatwick airport. Those at Gatwick were hopeful that things were beginning to come back to normal, despite the slots issue that the airport faces. Passenger numbers and the capacity of flights were increasing. The one thing the airport wanted was for there to be no further uncertainty, but unfortunately we now have uncertainty again.
The Secretary of State for Health and Social Care is still in the main Chamber announcing measures on wearing face masks in shops and on public transport. We really should not have taken those measures away. I am sure that we would all agree that the health of the British people should not be a culture war, and that keeping people safe is the first priority of the Government and of Her Majesty’s official Opposition. I say to the Minister that we have not had a credit card’s thickness of difference between us in our public health messages over the last year or so. I hope that we can continue that co-operation.
We all know that the covid-19 crisis has already had a devastating impact on the whole aviation industry, which contributes £22 billion and 267,000 direct jobs, with a further 1.5 million people employed in the supply chain. The UK is home to the largest aviation sector in Europe and the third largest on the planet. My own constituency is home to Manchester airport, a key gateway to the north. The economic benefits and jobs it brings to the north-west of England are vital to the region and to my constituents, and that will be mirrored by every airport across this great nation.
A number of airlines and airport operators announced further plans to make a significant percentage of their workforce redundant, and that situation will not be helped by the sad news this week. The expectation is that, with a second missed summer season and without further Government support, there is potential for a number of major companies in the industry to cease operating.
With the fast-evolving changes in the nature of the coronavirus pandemic, we cannot predict a return to business as usual for the sector. For that reason, I and my colleagues in the Opposition have continually called for a sectoral deal, only for those calls to fall on deaf ears. I know the Minister agrees that aviation must remain a critical part of the UK economy. More than a year ago, the Chancellor promised an aviation sectoral deal. That has still not materialised, and what is laid down in this SI is not it—£4 million will not touch the sides of the help needed for some of our airports and ground handlers in this country.
I have previously stated on the record my belief, akin to a latter-day Richard Cobden MP, that if we restrict somebody’s trade and their way to make a living, we must compensate them meaningfully. I do not want to give a lecture on the corn laws, but that truth is as relevant today as it was 200 years ago. We should not forget that the Government’s stated ambition to level up our regions will be dealt a significant blow if such an important sector is allowed to go without any meaningful support. We can see the problems currently occurring at Cardiff airport for that reason.
When we consistently called for a sectoral deal, it was to support the whole aviation industry. A deal would have secured jobs and protected the supply chain while the industry learned to stand again on its own two feet. We would also have continued to press for higher environmental standards; it is vital that the aviation sector becomes more environmentally sustainable. But to protect against short-term unemployment and stimulate that change, the Government must take action now to ensure that long-term needs are met.
I cannot see how increasing air passenger duty for some passengers and removing it for others will help the charge to decarbonise aviation, but that is one of the crumbs that the industry is supposed to be grateful for. Even as we transition to a green economy, protecting jobs now so that they can be reskilled for the future economy is critical. It is far easier to transition our aviation sector to greener aviation from a position of strength than a position of weakness. Yet again, this—
The Chair
Order. I remind the shadow Minister to stick to the airport and ground operations support scheme, please.
Draft Renewable Transport Fuel Obligations (Amendment) Order 2021
Mike Kane Excerpts(3 years ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Mr Stringer. In 35 years of knowing you, that is the first time I have referred to you as Mr Stringer. I have referred to you as many other things during that 35 years, but they may not be for the public record.
I put on record that the Chairman and I were together on Thursday night to mark the retirement after 25 years of Councillor Sir Richard Leese, the leader of Manchester City Council, but it must be remembered that Manchester’s renaissance, which gained pace under Sir Richard, was started by the Chairman when he was leader of Manchester City Council for 12 years.
Mike Kane
That marks nearly 40 years of continuous leadership by two politicians. I am eternally grateful to the Chairman for taking me under his wing as a very young councillor in the great city of Manchester. Okay, I have embarrassed you enough, Mr Stringer.
The statutory instrument amends the renewable transport fuel obligations order 2007, as the Minister rightly said, and will help further to increase carbon savings by increasing renewable fuel targets and expanding the renewable transport fuel obligations to sectors with limited alternatives to decarbonise, such as maritime.
While we welcome the SI, it does not go far enough. We need to be doing much more radical things if we are to decarbonise the transport sector. The covid-19 pandemic has dominated headlines, but we cannot forget that we are still in a climate emergency and that green, efficient transport is the future. As transport is now the largest contributing sector to UK emissions, it is worth reinforcing the need to reinvest in our communities and offer true levelling up across the regions. We needed a radical plan to decarbonise and get polluting vehicles off our streets, but what did we get in the autumn spending review? A cut to air passenger duty for domestic flights, a devasting announcement on HS2 and the abandonment of most of Northern Powerhouse Rail. That will not take 1.5 million cars off our northern roads any time soon.
The UK hydrogen strategy, which the Minister mentioned, identifies transport as the key early market for hydrogen in the 2020s. While the new policy plans outline long-term frameworks for business models, these will not come into effect until 2024-25. The Government’s offering ranges from absolutely zero to nowhere near enough, and every shade of not much in between. The Government’s unambitious approach to something that we all know and agree is vital to our future should be a major concern for us all.
Internationally, Governments are investing billions in alternative fuel markets. For example, Germany has invested €9 billion in its hydrogen markets and France has invested €7 billion, whereas our Government are under-investing and hoping to stimulate private investment through smaller targeted funds. If the UK were to invest properly in research, technology and infrastructure, we could truly become world-leading in this technology. For instance, Hamburg port alone is investing £100 million in decarbonising itself. The Government here have announced a fund for £20 million for the whole country for a competition. It really is not good enough.
There are a couple of areas where the Government have not gone far enough and are examples of why we are struggling to offer support. The Government have announced that they will ban the sale of new petrol and diesel vehicles in 2030—a policy with which we agree, as it was our policy too. However, there is no commitment to phase out the sale of second-hand vehicles. Another example of something for which the Opposition have been calling for some time is the formal inclusion of international aviation and shipping emissions in future carbon budgets; however, we still need to see detailed, specific plans on how those sectors will be decarbonised. As I said, all the efforts are being undermined by plans to cut air passenger duty on domestic flights.
You and I, Mr Stringer, represent a city that started the industrial revolution and saw the beginning of the mass extraction of fossil fuels to fund a new world order. It would be great if we could have a commitment from Government that our regions and great cities in the north will not only decarbonise but grow wealth and jobs in those regions, and lead the world in reversing what we started.
Oral Answers to Questions
Mike Kane Excerpts(3 years, 1 month ago)
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Robert Courts
My hon. Friend is absolutely right. I am aware of that engine that is being developed; in fact, I believe that my right hon. Friend the Secretary of State went to see it only this week. There are a number of exciting technologies with new aerospace advancements including sustainable aviation fuel that will deliver precisely the guilt-free flying that my hon. Friend refers to.
Mike Kane (Wythenshawe and Sale East) (Lab)
We have an analogue airspace system in the digital age; the Minister is right in what he says. With the better ascents and descents of planes and the elimination of holding patterns, we will not only improve noise abatement but cut carbon emissions by up to 26%, as he rightly said. This is the lowest of the low-hanging fruit when it comes to the climate crisis, so can the Minister tell us what he is personally doing and how he is talking to the industry to unlock the funding we need to enable this programme to continue?
Robert Courts
The hon. Gentleman is quite right. There are a number of aspects to decarbonising aviation. There are the existing efficiencies as well as sustainable aviation fuel and the £180 million that we have recently announced on that. Then there is the longer-term but still rapidly advancing technology that was referred to earlier. He is also quite right to talk about airspace modernisation, and the Air Traffic Management and Unmanned Aircraft Act 2021, which was put through in the last Session, was a major part of that. It gives the Government extra powers. After the pause that took place during covid, we have given £5.5 million for the future airspace strategy programme, which is taking place as we speak.
Draft Airports Slot Allocation (Alleviation of Usage Requirements) (No. 2) Regulations 2021
Mike Kane Excerpts(3 years, 1 month ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
I certainly will not be taking up 80% of the slot, Mr Davies.
After yesterday’s events, nothing screams louder than a debate on airport slots on a Tuesday morning at 9.30 to say that democracy continues in the light of the terrible events that visited our colleague from Southend. It is a pleasure to serve under your chairmanship, Mr Davies.
We all know that no industry has been as badly hit by the covid-19 pandemic as the aviation sector. I and my colleagues have been fighting for support for a deal to help that industry until such a time it could bounce back on its own two feet. The sector is not just important to airport operators and airlines, but to all those in the supply chains and not forgetting our constituents, many of whom are desperate to get overseas after a really challenging 20 months for holidays, for business and to visit loved ones. It is crucial that we protect what we have, even more so in the absence of the sectoral deal that we called for.
The instrument before us will further suspend the usual rules around allocation of airport slots, often referred to as the “use it or lose it” clause, to enable an airline to have grandfather rights to them. We cannot take a chance on the future of the world’s third largest aviation industry, and so ensuring the current process continues, as it has since we originally met to discuss the regulations, is the right thing to do by the wider industry.
In saying that, I express a couple of caveats. At a time when no passengers were able to fly it was nonsensical to see empty flights taking off to preserve the slot allocation for a given airline. We know that there are historical issues with bigger airlines sitting on slots and preventing other airlines from entering the marketplace. At the height of the pandemic, we also saw some very poor practices by one or two of our major airlines in terms of hire and refire. They may carry our flag but do they carry our values? For that reason it is vital that we should be down here to support the Employment and Trade Union Rights (Dismissal and Re-engagement) Bill to be introduced by my hon. Friend the Member for Brent North (Barry Gardiner) on Friday.
Will the Minister assure me that the Government will react quickly to reassess the situation as the aviation industry reactivates? Recovery has been slow and UK airports and airlines have recovered at a slower rate than our European counterparts. That has much to do with the impact of the sector-specific deals that our major competitors established during the pandemic. It is vital that as we slowly emerge from the pandemic and rebuild our aviation sector, we build back green and build back better.
I look forward to working with the Minister on the modernisation of our airspace, which is a vital part of upgrading the analogue infrastructure to the digital age for our aviation industries. That will give them a much needed boost of confidence, so that we can keep our world-class sector here in the United Kingdom.