Immigration Rules: Spouses and Partners

Debate between Jim Shannon and Robert Goodwill

Tuesday 31st January 2017 Westminster Hall

[Mr Goodwill]

I am coming to precisely that point. We have heard the Migration Advisory Committee described in glowing terms in this debate, and I pay tribute to the work it does and the analysis it undertakes before reaching its conclusions. Its report, published in November 2011, recommended that the threshold for a couple should be set between £18,600, the level at which a couple settled in the UK generally ceases to be able to access income-related benefits, and £25,700, the level at which the sponsor becomes a net contributor to the public finances by paying more in tax than they consume in public services. The lower figure of £18,600 was chosen, partly because of the points made about incomes being lower in other parts of the country.

[Jim Shannon]

I suggest respectfully and gently to the Minister that we need to consider regional variations in relation to that figure. In my contribution I referred to myself and those I know in Scotland. The threshold should fall to £15,000. I think that that is the figure we should consider for regional variations; it would adequately enable people to live in my constituency and across Northern Ireland.

[Mr Goodwill]

I appreciate the point that the hon. Gentleman is making. The provisional annual survey of hours and earnings data shows that gross median earnings among all employees in 2016 were £23,099 for the UK as a whole, but they exceeded £18,600 in every country and region of the UK—in Scotland the figure was £22,918, and in Ulster it was £20,953. Incidentally, for Yorkshire and the Humber, my own region, the figure was £21,235.

That income threshold, and the higher thresholds if children are sponsored, means that the family will generally be unable to access income-related benefits once the partner and any children qualify for settlement and thereby gain full access to the welfare system. That is a fair basis for family immigration that is right for migrants, local communities and the UK as a whole.

The Migration Advisory Committee also considered the case for setting a different level of income threshold by country and region of the UK. It noted, for example, that a requirement that varied by region could lead to sponsors moving to a lower threshold area in order to meet the requirement before returning after a visa was granted, and that a family living in a wealthy part of a relatively poor region could be subject to a lower income requirement than a family living in a deprived area of a relatively wealthy region. The MAC could therefore see no clear case for differentiation in the level of the minimum income threshold between UK countries and regions, and the Government agree. A single national threshold also provides clarity and simplicity for applicants, sponsors and caseworkers.

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[Jim Shannon]

In my contribution, I asked the Minister a question, which I think I saw him take note of, about those who are applying to come to the United Kingdom. Can their income in the countries they work in be part of the equation? I ask him to look at that and, if necessary, come back to me and to all hon. Members present with an answer in writing.

[Mr Goodwill]

I am happy to have another look at that rule but, as I have already mentioned, the fact that a person has a job abroad is no guarantee of employment here in the UK. However, if that person arrives in the UK and works, their income contributes to the family income and will be taken into account.

We continue to keep the immigration rules for spouses and partners and their impact under review. There were 28,443 partner visas granted in the year ending September 2016—a decrease of 26% from the 38,355 partner visas granted in the year ending September 2010. Our overall assessment is that the current rules are having the right impact and are helping to restore public confidence in the immigration system. I am grateful to have had the chance to hear the views of hon. Members on these issues.

Persecution of Religious Minorities: Middle East

Debate between Jim Shannon and Robert Goodwill

Tuesday 19th July 2016 Westminster Hall

[Jim Shannon]

I thank my hon. Friend for focusing on that issue.

[The Minister for Immigration (Mr Robert Goodwill)]

May I just allay some of the fears? I asked some questions, and in assessing claims based on religious persecution, caseworkers are expected to ask appropriate and sensitive questions based on an understanding of religious concepts and forms of religious persecution. Where the credibility of a conversion to a particular faith needs to be established, an interview is far more an exploration of a claimant’s personal experiences and journey to their new faith in their country and the UK than it is a test of religious facts, such as, “Name the ten commandments.” Those are not the sorts of questions we are asking.

[Jim Shannon]

If things have changed, that is good, but the evidence so far indicates that perhaps they have not. I am being respectful. We have asked for a meeting about this issue, and I hope we will have it with the appropriate Minister. I think that is the Minister who is here today, now he is in place. We look forward to having the opportunity to develop the 10 points we raised with our inquiry. They indicate that some things need to be put right.

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[Mr Goodwill]

There are a number of issues that I should like to discuss with the new Foreign Secretary, and that is one of them.

We continue to deliver a huge humanitarian aid programme and have been at the forefront of the international response to the conflict in Syria. We have pledged more than £2.3 billion—our largest ever response to a single humanitarian crisis—which is delivering vital assistance to refugees in neighbouring countries, on the ground, right now. We are also providing £79.5 million in humanitarian support in Iraq. That is the best way to ensure that our efforts have the greatest impact on the majority of refugees who remain in the region; and we believe that our focus needs to be on providing support through humanitarian aid to countries that are facing particular pressures, while offering resettlement to vulnerable people for whom return and local integration is not viable. To that end, we operate several discretionary resettlement schemes in partnership with the UNHCR—Gateway, Mandate, the Syrian resettlement scheme under which we are resettling 20,000 Syrians, and the recently announced vulnerable children at risk scheme, which focuses on identifying and resettling vulnerable children and their families from the middle east and north Africa region. We have committed to resettling up to 3,000 individuals at risk under that scheme over the lifetime of this Parliament. It is open to all at-risk groups and nationalities, including religious minorities.

[Jim Shannon]

I thank the Minister for the responses he has given about the Iraqi vulnerable persons resettlement scheme, but if that scheme were to be carried out in a way similar to the Syrian one it would enable some 300 Iraqis to qualify. Will the Minister consider that?

[Mr Goodwill]

We certainly keep all those matters under review. I note the comments that have been made about a line in the sand, and I dare say that things may not be written in stone; we need to keep all matters under review as the political and military situation develops in the region.

Our resettlement schemes provide refugees with a direct and safe route to the UK, enabling them to avoid risking hazardous journeys into and across Europe. UNHCR works in the region and has expertise in working with refugees and vulnerable minority groups and in identifying individuals for whom resettlement is the best and most durable solution. It also ensures that our resettlement efforts are co-ordinated with schemes offered by other countries, so that the biggest impact is achieved for the most people.

It is important, however, that those in need of protection first register with UNHCR or claim asylum with the national authorities in the first safe country that they reach. Encouraging individuals to seek asylum at an embassy or high commission is not the correct approach; nor is it a practical one. First, under the refugee convention, someone must first be outside their country of nationality before they can be considered for refugee status. That is a matter of international law. Secondly, the Government’s approach is to alleviate the need to flee countries in the middle east by working to find political solutions while, in parallel, providing aid to the affected regions. A concerted effort from states to address the large movement of refugees and migrants will be discussed during the UN and Obama conferences in September.

The cases of those who claim asylum in the UK are carefully considered on their individual merits by caseworkers who, as I mentioned, receive extensive training and are expected to follow published Home Office policy guidance. I am encouraged to hear it acknowledged that we already have appropriate guidance for caseworkers. That guidance makes it clear that appropriate and sensitive questions must be asked, based on an understanding of religious concepts and forms of persecution. In particular, where a claim is based on religious conversion, the interview must explore an individual’s personal experiences and journey to their new faith. I agree entirely that that needs to be reflected in practice and I can assure hon. Members that I and my officials take the findings in the all-party group’s report extremely seriously. I will continue to improve training provided to caseworkers to ensure that policy guidance is followed in practice. Indeed, I undertake to create an early opportunity to see the processes being carried out, and to learn more about the challenges that we face in that regard.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 30th June 2016 Commons Chamber

[Mr Goodwill]

I think the Secretary of State was very clear. There are some other interesting developments, for example Stobart Air is looking at connections between Carlisle and Belfast, Carlisle and Dublin, and Carlisle and Southend, which will increase connectivity and improve the prospects for tourism so that people in the north of England can visit the wonderful Ulster that he represents.

[Jim Shannon (Strangford) (DUP)]

The third runway for Heathrow would unlock some £16 billion of private investment at a time when the economy needs it most. The chief executive of George Best Belfast City airport has said that the

“Heathrow hub is vital in making Northern Ireland accessible to business and leisure passengers from all corners of the globe”.

It is really important for Belfast city; it is important for Northern Ireland. Make the decision now.

[Mr Goodwill]

The Davies report made very clear the importance of connectivity in the south-east to the regions, the north of England, Ulster, Scotland and elsewhere. We are very mindful of the issues that have been raised by colleagues from around the country.

Air Passengers With Dementia

Debate between Jim Shannon and Robert Goodwill

Tuesday 14th June 2016 Commons Chamber

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I start by congratulating my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile) on securing this debate about provision for air passengers with dementia. This important issue touches many of us gathered here this evening through our friends and family, and certainly through our constituents. I must admit to encouraging my hon. Friend to apply for the debate because it is important that we get the subject raised on the Floor of the House. The debate gives me an opportunity to say why the Government take this issue so seriously.

Before I do, however, let me briefly address the disturbing case raised by my hon. Friend the Member for Southend West (Sir David Amess). I will not comment on the case in detail, but it does underline why it is so important that patients with this type of problem who are travelling, particularly on long-distance journeys, have a carer with them. In almost every case when I have meet someone in relation to our role of helping people with dementia, that person is accompanied by a spouse, family member or friend who can help them. From what I have heard, it verges on the irresponsible to expect somebody with such a condition to fend for themselves on these flights.

[Jim Shannon]

I am aware of the case of a lady with a baby who was travelling with her mother who had dementia. This was not long after she had given birth and she was quite traumatised by being on the plane. When she was not able to cope, the airline staff had to come to help the mother and the child, so there is an onus on airline staff to be able to assist the carer as well.

[Mr Goodwill]

Yes, absolutely. Many airlines and airports are taking the training of staff very seriously indeed.

I will start by briefly going through the statistics, some of which we have heard already. We live in an ageing world, and we Europeans are living ever longer. A Eurostat survey forecasts that in 2040, if current trends continue, 25.5% of Europe’s population will be 65 or over. In 2015, that figure was only 16%. With an ageing population, we will face new challenges. It has been estimated that more than 850,000 people in the United Kingdom suffer from dementia, and that figure is expected to rise to over 1 million by 2025. While dementia is usually linked to old age, it is not, as we have heard, solely an age-related condition. Indeed, today in our country, over 40,000 people under 65 years of age live with dementia.

Those are big numbers, but how do they relate to air travel? As we have heard, the word “dementia” is used to describe a set of symptoms that affect the brain. These symptoms may include memory loss or difficulties with thinking, problem solving or language, all of which will lead to everyday life becoming more and more challenging. However, suffering from dementia does not, and should not, mean that one should automatically cease to enjoy the activities we are all used to. Generation after generation, we are travelling more, exploring the world and gathering new experiences. For some, it is a lifestyle, but if one gets diagnosed with dementia, there could be a daunting decision to be made, either personally or by one’s family, to stop travelling altogether or to face a travel experience in all its complexity. For dementia sufferers, air travel, in particular, can be confusing, unnerving and even frightening. Crowded terminals, loud noises, queues, security checks, and armed policemen and women are enough to confuse a healthy person from time to time, never mind a person with a hidden disability. The term “hidden disability” is used to cover a wide variety of conditions that are not evident, such as dementia, autism, learning difficulties and hearing loss. According to Civil Aviation Authority research, as many as 7% of all British people are potentially avoiding air travel because of a hidden disability; we would like to get that number down to 0%.

On helping us to reach this goal, there is a piece of European legislation called regulation EC 1107/2008, which concerns the rights of disabled persons and persons with reduced mobility—PRMs—when travelling by air. The aim of this regulation is to ensure that such people have the same opportunities for accessing air travel as non-disabled people, and that they have the same rights to free movement, freedom of choice, and non-discrimination. To ensure that that happens, airports and airlines are required to provide assistance that is appropriate to the needs of the passenger and that enables them to move through the airport while they travel. A person with reduced mobility is defined in the regulation as

“any person whose mobility when using air transport is reduced due to any physical disability (sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any other cause of disability, or age”.

The regulation does not differentiate between physical and non-physical conditions, so assistance should take into account the needs of the person who has requested it.

For passengers with a physical disability, assistance needs are quite often visible and straightforward to provide—for example, a person who uses a wheelchair will require a wheelchair and a person to push it. However, with hidden disabilities, the needs of passengers vary widely, and the provision of the service could require adaptability from the provider. Some passengers may need only information and reassurance, while others may require a one-to-one escort through the airport. This can make planning challenging for service providers. In 2015, the CAA engaged with airports on the provision of assistance to passengers with hidden disabilities and found a wide variation in practices and standards. While it was acknowledged by all that there was no “one size fits all” solution, it was concluded that airports would benefit from sharing best practice among themselves, which will help airports to standardise some practices and plan their service effectively.

Furthermore, it was concluded that it would be beneficial for the CAA to clarify what it views as the obligations under the PRM regulation. I am glad to say that the authority has been working hard on that issue and has engaged with a broad set of charities during the past year to develop guidance on the minimum expected standards and practices that all airports should adopt to comply with the regulation. The CAA has published that guidance for consultation, which is due to end in July.

[Jim Shannon]

I made some investigations before coming to the Chamber and understand that airline companies and airports have a legal obligation to ensure that every person with a hidden disability is looked after totally and absolutely. Is that the Minister’s understanding as well?

[Mr Goodwill]

Transport is an international pastime and occupation, so there is a European regulation. As I have said, it applies not only to the physical disabilities of wheelchair users, the blind and people with sight disability, but to people with hidden disabilities. That is the whole point of the clarification that has been laid down, and the CAA is keen to ensure that airlines and airports discharge their obligations under the legislation.

The CAA guidance will ensure that a level of standardisation is adopted by all airports, which will bring huge benefits to this group of passengers. It sets standards not only for the actual assistance that is delivered, but for the information given to passengers before travelling and the level of training that staff are expected to be given.

The CAA has reported that the guidance has been welcomed by the airports and some of the obligations in it have already been implemented. For example, many airports—including Belfast City, Heathrow, Gatwick and Birmingham—have introduced guidance, in the form of videos, leaflets and pictures, that is specifically aimed at passengers with hidden disabilities. With that guidance, passengers and their carers can familiarise themselves with the processes beforehand, which has the potential to relieve the anxiety that some feel when facing an unknown environment. When I spoke at the Airport Operators Association dinner on 1 March, I made the issue the major theme of my comments and made a call for action from the airports.

Many airports already allow passengers with hidden disabilities to use fast-track security or are prepared to open separate security screening for those passengers upon request. Security screening has been identified in the past as one of the most stressful parts of the journey, which has the possibility of causing immense distress and anxiety.

There are other great examples of individual airports going above and beyond minimum obligations. For example, as we have heard, Gatwick airport has introduced discreet lanyards for passengers with hidden disabilities. The lanyards are a means for a person with hidden disability, such as dementia, to communicate their condition to the airport staff. That, combined with Gatwick’s commitment to provide appropriate training to all front-of-house staff, shows that there is willingness in the industry to encourage this group to travel more. More than 80% of Gatwick’s front-line staff have received dementia friends and dementia champions training, and that training is being delivered at one of this country’s biggest airports.

Gatwick is by no means the only example. Manchester airport already has special wristbands for autistic children. Norwich airport has signed an autism charter to become an autism-friendly airport. Virgin Atlantic is committed to considering the effects that long-haul flights might have on passengers with dementia, and easyJet has provided outstanding customer service to dementia sufferers, thanks to its commitment to staff receiving dementia awareness training as part of its special assistance training package.

The industry has truly embraced the challenge, and we want to see the good work spread across the sector. The UK can be proud to say that it leads in this area. We have recognised how the airport experience can feel intimidating for people with hidden disabilities. The UK and specifically the CAA, together with a few proactive UK airports, have been first to grasp that and to take action. Other European Union countries will surely follow our lead in due course.

Many of our country’s airports have reached out to the disabled charities to learn more about how they can make the experience better for people with hidden disabilities, and I strongly encourage the continuation and strengthening of this relationship. For example, the Alzheimer’s Society does a magnificent job in promoting awareness of dementia and could be an invaluable aid to the airports when they plan services.

Another group that I must mention for its substantial effort in tackling this issue is the air transport group, chaired by Ian Sherriff of Plymouth University, which is part of the Prime Minister’s rural dementia taskforce. The group, which was founded last year, has already shown remarkable commitment and speed in its task of promoting awareness in this field and encouraging travel.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

It is important to note that the additional time we are taking to look at a number of economic and environmental factors will not delay the delivery of a runway at whatever location is decided on.

[Jim Shannon (Strangford) (DUP)]

7. What plans his Department has to improve infrastructure for electric cars.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Government have committed £600 million in this Parliament to support the uptake of electric vehicles. The UK has the largest network of rapid charging points in Europe, with a total of more than 11,000 public chargepoints. We will be announcing further details of the next phase of plans to expand the UK’s charging network later this year.

[Jim Shannon]

I thank the Minister for that response. I had a meeting a few weeks ago with Nissan, one of the vehicle manufacturers here in the UK. Nissan set out clearly the significant changes there have been in electric cars, with better acceleration and power, and longer battery life. We need charging points where people are: in the high street, in garages and in shopping centres. That is the way forward—to make them accessible in the places where the people and electric cars are. Does the Minister agree?

[Mr Goodwill]

The hon. Gentleman is absolutely right that there is a much wider range of vehicles, many of which are built in the United Kingdom. We have seen a big increase; last year, more ultra-low-emission vehicles were registered in the UK than in the previous four years combined. I am very pleased that Ulster was one of the UK’s eight plugged-in places, which received £19 million of funding from the Office of Low Emissions Vehicles.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 16th July 2015 Commons Chamber

[Mr Goodwill]

We continue to keep all options under review. I know that it has been suggested that Manston airfield may be used to store trucks, although that is 43 miles from Dover. One or two issues that can be addressed more urgently include queue-jumping. Queue-jumpers cause congestion on local roads and they also cause problems when they get to the front of the queue, when there is usually an altercation before they are sent back. We are looking at how we can make Operation Stack work more efficiently, but looking at alternatives too.

[Jim Shannon (Strangford) (DUP)]

Tourists going to France are being inconvenienced by delays. Lorry drivers are accosted by migrants in great numbers. There is clearly a lack of confidence in the cross-channel routes at this moment in time. What can the Minister do to reassure tourists and lorry drivers that they can cross the channel without any bother whatsoever?

[Mr Goodwill]

Obviously, this is a problem on the other side of the channel, of which the French authorities are all too well aware. We anticipate that it will be a continuing problem, but it is of course made worse by the industrial action in Calais. Although Calais is open, it still is not operating at full capacity. DFDS ferries are not able to use the port, and two of the five berths at Calais are occupied by striking workers.

London’s Licensed Taxi Trade

Debate between Jim Shannon and Robert Goodwill

Wednesday 15th July 2015 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I congratulate my hon. Friend the Member for Broxbourne (Mr Walker) on securing this debate on London’s licensed taxi trade, which he presented in his usual passionate way. I know that many taxi drivers reside in his constituency, as indeed they do in yours, Madam Deputy Speaker. By the way, before we get any further, may I make it clear that I will be travelling home tonight on two wheels? The only carbon dioxide I will be producing will have come from my own lungs.

Before I respond to the points raised by my hon. Friend, it is perhaps worth taking the opportunity to set out the Government’s position on regulating the taxi and private hire vehicle industry. The Government are responsible for creating the legislative framework within which local licensing authorities license taxis and private hire vehicles. In London, responsibility for licensing rests with Transport for London. It is Transport for London’s responsibility to decide who is a suitable person to hold a taxi or private hire vehicle driver’s licence, or a private hire operator’s licence.

[Jim Shannon]

Just last Thursday, in the middle of the tube strike, I took a taxi from here to Paddington. The taxi driver informed me that on eBay it is possible to purchase a driver’s licence and permit without any regulation. The hon. Member for Broxbourne (Mr Walker) said the same in his speech. Is the Minister aware of this and, if so, what steps can be taken to stop it?

[Mr Goodwill]

That would be illegal. Criminal record checks, and all the other checks that need to be made before somebody can ply their trade as a private hire driver, need to be carried out, so that would certainly be an illegal transaction.

It is the job of Transport for London to ensure that all its licensees comply with the rules and regulations that govern their industry. I understand my hon. Friend’s desire to raise these concerns on the Floor of the House, but as licensing is the responsibility of TfL, while I might be able to address his points, it is within TfL’s remit to act if necessary.

The taxi industry has played a key role in keeping London moving for many years and has a fine heritage. The addition of the private hire sector has helped to ensure that this form of transport is available to all, particularly supporting those who cannot rely on other public transport services. TfL licenses some 22,200 taxis and 66,200 private hire vehicles making 300,000 trips every day. These vehicles make a vital contribution to London’s economy and help to keep the city moving 24 hours a day, seven days a week. The availability of both taxis and private hire vehicles offers the travelling public real choice. They can either instantly hire a taxi on the street or at a taxi rank, or they can pre-book a taxi or private hire vehicle. When pre-booking, passengers can make an informed choice based on factors such as price, availability and quality.