It is always a pleasure to serve with you in the Chair, Dr Huq. I join the Minister in his words about the poor pilot of the DHL plane that crashed in Vilnius. If we needed further reminding of the importance of aviation safety, that provides it.
The draft regulations are not contentious and I reassure Government Members that I do not intend to call a Division on them. They are eminently sensible. We could go through them regulation by regulation, but in essence the Civil Aviation Authority has got out of step with the International Civil Aviation Organisation and its SARPs, the consequence of which is that, without the regulations, UK-registered aircraft cannot use more sophisticated systems and equipment. That applies both on board the aircraft, for the management of fuel and other systems, particularly to deal with low-visibility landing, and in respect of the ability to take advantage of infrastructure on the ground at aerodromes to assist in those processes.
Chapter 1 of part 2 of the draft regulations deals with instruments used for flying in poor visibility; chapter 3 deals with improvements to mandatory crew training that are associated with the relevant activities; and chapter 4 includes regulations to require improved aerodrome facilities for low-visibility conditions. There is also provision relating specifically to the use of helicopters and related infrastructure. They are all good improvements and will they help to keep the UK up to date internationally and maintain our reputation as being at the forefront of aviation safety. For those reasons, the Opposition will support the draft regulations.
There are, though, inevitably a few questions on which I would like further information from the Minister, and I will be grateful for his response. First, will the Minister have a look at the rationale behind the impact assessment of the reduced fuel load required? One of the key rationales for the regulations is to allow for more efficient flight plans and, as a consequence, for the carrying of less fuel, as a safety factor, while maintaining the same or increased levels of safety. Because there is less fuel in the aircraft, it has less weight and therefore burns less fuel.
In the cost-benefit analysis that accompanies the draft regulations, it is assessed that, across all operators of UK-registered aircraft, only £12.3 million-worth of fuel is likely to be saved. I had a quick google to find the fuel cost just for British Airways in 2023, and that single operator spent £3.83 billion on fuel. If it is estimated that the entire sector is to save just £12.3 million, it appears that the regulations, while well meaning, are not going to have any significant effect at all in what we want, which is a reduction in carbon burn, a reduction in costs and an increase in efficiency. Will the Minister confirm whether it is his understanding that the benefits are de minimis? Or is there scope for further improvement that the impact assessment does not identify?
Secondly, on the same issue, does the Minister recognise that if it is true that only £12.3 million will be saved through incremental changes, a much greater saving of both carbon and fuel costs would be achieved by a reorganisation of air traffic control routeing? I think particularly of minimising, or ideally preventing, the issue of stacking around airports and the associated congestion.
Thirdly, I will come back to congestion around airports in a moment, but before that I turn to section 14(5) of the Retained EU Law (Revocation and Reform) Act 2023. Paragraph 6.10 of the explanatory notes says that
“where changes are made to secondary assimilated EU law using section 14 of the REUL Act, the overall effect of the changes made by it under that section…should not increase the regulatory burden.”
The majority of the section 14 provisions relate to the imposition of criminal offences under the draft regulations, and the impact assessment confirms that they do not significantly increase the regulatory burden. But there is a lacuna in the impact assessment, because it identifies that there are some section 14 provisions that do not impose a criminal sanction, yet there is no assessment as to whether the rule requirement under section 14(5) is satisfied. Will the Minister confirm that there is no increased regulatory burden as a result of the non-criminal sanction provisions affected by clause 14(5)? That seems rather technical, but it would be useful to make sure that we are compliant with the existing legislation.
Finally, the Prime Minister has just returned from COP29, where he burnished his international credentials—in his view—by committing to an 81% reduction of greenhouse gases by 2035. Now, that is all very well, but in the sixth carbon budget the Climate Change Committee identified that if we are to reach that target, it can be done only by the restriction of passengers and airport capacity. Will the Minister say whether it is now Government policy to restrict any net increase in airport capacity? If it is, which airport that is currently in operation will be further restricted to allow for the increased capacity anticipated by the expansion of London City airport, which the Government have just allowed?