Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 24th October 2019 Commons Chamber

[Mr Gregory Campbell (East Londonderry) (DUP)]

Given the direct air connectivity between Northern Ireland and Heathrow, and indeed the Greater London airports, will the Minister ensure that he discusses with the Treasury the ongoing issue of air passenger duty, where our airports are at a significant disadvantage to those in the Irish Republic?

[Paul Maynard]

I am always cautious at the Dispatch Box not to trespass on the territory of APD, which is a matter for the Treasury, but I am sure the hon. Gentleman would welcome the renewal of the public service obligation to service the City of Derry airport.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 18th July 2019 Commons Chamber

[Michael Ellis]

I know that my hon. Friend is an avid cyclist and he sets an example of active travel that is beneficial both to the environment and to health. I would be very happy to meet him to discuss the route he has in mind.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Studies now show that, even among older people, the resumption of an active lifestyle, including cycling and walking, helps counter the onset of dementia. Will the Minister do more to highlight that, to try to get older people even more active?

[Michael Ellis]

The hon. Gentleman makes a very good point. There is no doubt that life expectancy increases among older people who are active. In fact, that is the case across all ages. We support that, which is why considerable investment is going into cycling and walking. I very much accept that the more active any person of any age is, the more likely it is that they will be in good health.

Active Travel

Gregory Campbell Excerpts

Tuesday 9th July 2019 Westminster Hall

[Robert Courts]

One of the main points of my speech is that I would like the comprehensive spending review to ensure that active travel is built into our infrastructure plans for the future, for urban areas, towns and, of course, rural areas such as those that many of us represent.

I will deal quickly with some of the benefits of active travel, though I suspect the House will not need a great deal of persuading. Active travel is not only safe, convenient and attractive, but a cost-effective way of delivering the benefits we would all like to see. Cycling and walking are healthy, enjoyable and flexible ways of making a local journey, or a longer journey in combination with a car or a train, and enable us to take cars off the road wherever possible. For wider society, active travel is clean, safe and attractive. It reduces the environmental costs, such as the congestion that I spoke of, reducing air pollution and greenhouse gas emissions.

Investment in active travel is also cost-effective for the taxpayer, which I am sure the Minister is aware of and will celebrate. The Department for Transport estimates that investment in cycling and walking yields on average £5.50 of benefits for every £1 invested. That is a significantly higher benefit-to-cost ratio than many large road and rail schemes, which tend to have benefit-to-cost ratios of between £1.50 to £1 and £2 to £1.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I am a keen walker. Does the hon. Gentleman agree that some of the biggest benefits for those who cycle and walk are the personal health benefits, particularly in today’s climate of childhood and adult obesity? The active travel that he suggests, and which the Government will hopefully promote, will actively target obesity among young people and adults.

[Robert Courts]

I could not agree more. The health benefits are some of the most important. I started my speech by saying that there are many benefits, and health benefits—both physical and mental—are pre-eminent among them. I am sure we all realise that, as people who do jobs that are sometimes slightly stressful and sedentary as well. Speaking as a keen hiker and cyclist, there is nothing quite like getting on a bike or putting on hiking boots at the weekend and shaking off some of the stress. It certainly kills a number of birds with one stone.

I am delighted that the Government recognised the benefits of active travel with the adoption of the cycling and walking investment strategy in 2017, which set out their ambition to make cycling and walking the natural choice for shorter journeys, or as part of longer journeys, by 2040. It sets out aims and targets for 2025, including doubling cycling activity from the 0.8 billion cycle stages made in 2013 to 1.6 billion in 2025. I understand that the Government have commissioned research into how the strategy’s aims for 2025 can be met and that the research, when published later this year, is likely to suggest that significant additional investment in cycling and walking will be needed to meet the targets.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 14th February 2019 Commons Chamber

[Mr Speaker]

I do not mind taking a few more questions if people will guarantee that it will be a short sentence each.

[Mr Gregory Campbell (East Londonderry) (DUP)]

The Heathrow logistics hub process is coming to a conclusion, and there are a number of bids from Northern Ireland, including one from my constituency. Without prejudicing the outcome, will the Minister ensure that he co-operates closely to ensure that there are regional variations to benefit thousands of jobs in Northern Ireland?

[Chris Grayling]

I have already told Heathrow airport that, while the detail of the decisions is a matter for them, I would certainly want to see a proper spread across all parts of the United Kingdom.

Road Safety

Gregory Campbell Excerpts

Tuesday 16th October 2018 Westminster Hall

[Jack Brereton]

I think that is an issue. I encourage more people to wear a helmet, because the more they do so, the lower the risk. I recognise that on the continent there is more of a cycling culture, and that we do not see as much of that in this country, outside of London. It is challenging in many communities to encourage people to use cycling as an alternative. I always say to my constituents that wearing a helmet is a way of ensuring that they have the best possible protection and safety on our roads.

As I was saying, it would be interesting to know whether the Department for Transport intends to explore such potential key performance indicators for non-motorised road use and for road crossers, such as those on foot—that also relates to cyclists. I recognise the danger that too many indicators might dilute that focus. A further danger is that indicators can become targets that skew priorities. I think that the PACTS report is helpful for recognising the importance of having effective comparative data that can be trusted to assess road safety.

It is essential for indicators to go beyond the fatal and seriously injured figure—the KSI figure, as it is known. As the former co-chair of the Staffordshire Safer Roads Partnerships, prior to my election to this House, I am quite impressed by the thinking and working that has gone into this report. It is aligned with the progress that is being made at a local and national level, following the Government’s determination to reduce the number of fatalities on our roads.

Of course, actions to improve road safety must be data-led—we must take proportionate action that has a meaningful impact—but the data needs to be broader and take a more systemic view. If we consider the Stoke-on-Trent figures for 2016 as an example, the KSI figure showed an increase of 74%, but within the context of a 5% reduction of overall reported casualties over the same period. There are clearly issues with using the KSI figure alone on a local network level, as significant short-term percentage changes can be caused by a small number of particularly deadly collisions.

As the Government’s road safety statement notes, 98% of the road network in England is local roads, and local action needs to be encouraged and respected. I would be interested in hearing how the Department is getting on with initiatives to spread good practice from one authority to another, particularly on more controversial schemes, such as shared space roads, which the RNIB has raised concerns about.

Another area of controversy is the use of speed cameras. In an age of high levels of accountability, the public increasingly demand transparency. Sometimes speed cameras are seen, unfortunately, as nothing more than a cash cow, to help to meet tightened public finances. We need to ensure that there is public confidence in road safety measures, that we communicate with motorists effectively and that actions on speed—such as putting in cameras or vans—remain reasonable and build on justified, tangible improvements in road safety. Better indicators and data collection may well help to justify such actions.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the hon. Gentleman on securing the debate. On the issue of speed cameras and their locations, does he agree that it is essential that the wider public—pedestrians and motorists—see that they are positioned in such a way as to help to prevent accidents, rather than to apprehend motorists who might happen to be doing 31 mph in a 30 mph zone?

[Jack Brereton]

I certainly agree that that should be the case. That is why it is so important that the work is data-led, so that the public can have confidence that cameras are used only in locations where there is a justifiable need for them. I think that that is particularly important when it comes to things such as speed cameras, where motorists are being fined.

Moving on to working locally, it has become increasingly clear, as the PACTS report recognises, that road safety is not just about speed or chasing previous collision history, but about ensuring that actions are focused on reducing dangers more widely. Sometimes, making motorists feel safer has the perverse effect of making them drive more dangerously, but if they are made alert to possible risks, they drive with greater attention. It was, for example, a brave decision for Westminster City Council to remove the pedestrian railings at Oxford Circus when the crossing was redesigned to include diagonal lines. I think we would all agree that that has been a success. It works through behavioural measures—through a nudge, as they say.

It is not only Westminster that is innovating and taking bold steps forward to tackle broader dangers on our roads. Across the country, we are increasingly seeing proactive partnerships, like the one we have in Staffordshire, which represents a change in approach from local service providers. There is an increasing shift towards more holistic preventive actions through a whole range of methods, with the local community stepping up to take greater responsibility to improve safety on their roads. That means more work in schools and with community groups, to teach people about safety and encourage more responsible road usage. Many communities are also developing speed watches in their towns and villages, with local residents volunteering time to encourage safer road usage. After all, the people who drive most irresponsibly and dangerously are often part of those communities, and peer pressure from friends and neighbours can be a powerful tool—more powerful than directions from central Government. I am glad that Whitehall now recognises that.

In conclusion, I hope that the improved use of safety indicators is under serious consideration and progressing well. We need to bolster the trend towards broader preventive and community-led initiatives that best encourage behavioural change and more responsible road usage from everyone. Making data available will be key to that, as will spreading information and examples of best practice in road safety across local partnerships, which will deliver the improvements that we all want to see. I think PACTS and Ageas have made a great contribution.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 11th October 2018 Commons Chamber

[Joseph Johnson]

I can tell my hon. Friend that new rolling stock is starting to be delivered right now. Improving performance on Northern is a priority. It has been improving significantly since the difficulties over the summer, but there is always room for further progress. The Department will hold it and its owner Arriva to account for their performance in the coming months.

[Mr Gregory Campbell (East Londonderry) (DUP)]

In discussions with the devolved legislatures, will the Minister ensure that the promotion of rail travel, especially for the elderly, in rural areas right across the United Kingdom is put at the forefront of the minds of Translink in Northern Ireland and the other providers across Great Britain?

[Joseph Johnson]

That is an important consideration, and the Department gives it great attention. We want to ensure that rail is accessible to all communities. The hon. Gentleman makes a very important point.

Diesel Vehicle Scrappage Scheme

Gregory Campbell Excerpts

Wednesday 19th April 2017 Westminster Hall

[Neil Parish]

Good; I look forward to the Minister’s words of wisdom. The hon. Member for Blackley and Broughton (Graham Stringer) raises an interesting point—it is the hotspots in particular that we need to sort.

Road transport still counted for 34% of the UK’s NOx emissions in 2015, and the rate of reduction from the sector has slowed down because of the increased contribution from diesel vehicles. Turning to the Government’s plans, I was therefore disappointed that a scrappage scheme was not announced at the Budget. Of course, we are a little hopeful that something may be announced very soon. The Transport Secretary stated on “The Andrew Marr Show” in February that the Government were considering a scrappage scheme, but there have been no further announcements. I know that there are concerns about the costs of any scheme, and that is why it should be targeted and proportionate. It can be a key weapon in the Government’s armoury in tackling air pollution problems.

What is more, a scrappage scheme is very popular with the public. A recent survey of over 20,000 AA members showed that seven in 10 backed the policy, rising to three quarters among young people. A separate survey published by the think-tank Bright Blue just two weeks ago showed that 67% of Conservatives backed a scrappage scheme. Ministers, this is a policy with significant public support, especially as we move, dare I say it, towards a general election—that was not in my speech.

What would a scrappage scheme look like? First, it would mean replacement by ultra-low emission vehicles. Any potential scrappage scheme should have a stringent condition on the replacement vehicle. It should mandate users to swap their vehicles for an ultra-low emission vehicle or other forms of transport.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I thank the hon. Gentleman for giving way and congratulate him on securing the debate. He is outlining some of the things that he hopes will happen. At the weekend we saw some publicity regarding the explosion in credit for purchasing new and recently second-hand cars. Does he agree that the last thing we want to see is a further explosion of credit on the back of an issue that has resulted from the expansion of diesel cars over the past 20 years?

[Neil Parish]

That is always the problem. Naturally, in order to buy a new car, people often need credit. I suppose the argument is that if a certain amount of support is available for a new vehicle, people will not need to borrow quite as much credit to get that vehicle. I understand what the hon. Gentleman says, but we have to balance that with the fact that we need to improve air quality dramatically. That is why a scheme should perhaps be particularly targeted towards our inner city.

What I was talking about could include a public transport ticket, a car club membership, a rail season ticket or cleaner transport such as a new bicycle. A scrappage scheme may not necessarily be just about people changing their cars. I could do with a new bicycle to come in from Battersea every morning—it would be ideal. The scheme would work in a similar way to the pollution reduction voucher scheme operating in southern California. The whole idea of this morning’s debate is to think slightly outside the box. The scheme also has a potential to provide a substantial boost to the UK’s emerging electric vehicle market.

Secondly, the scheme would be means-tested. I do not want a scrappage scheme becoming a subsidy entirely for the middle classes. Households should not just be able to trade in multiple diesels for a cash subsidy. Instead, the Government should consider targeting a scrappage scheme at poorer households or those earning less than 60% of the median UK household income in particular.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 23rd February 2017 Commons Chamber

[Chris Grayling]

I absolutely agree with my right hon. Friend. I want airports to provide clear incentives to the airlines that use them to make sure that, if they use the night hours, they do so with a new generation of quiet aircraft, which can make a real difference to local people.

[Mr Gregory Campbell (East Londonderry) (DUP)]

May I thank the Secretary of State and his Department for the public service obligation announcement about the Londonderry to London route? Will he also pass on our thanks to Lord Ahmad for the meeting that I suggested should take place in the House several weeks ago, which helped to resolve the matter? We now look forward to the effective marketing of that route so that it can be successful beyond the two-year period that the PSO covers.

[Chris Grayling]

I am very happy to pass on those thanks to Lord Ahmad, who has done a great job as aviation Minister. I am glad that we have reached a resolution. I hope that the route will build up sufficiently such that it will become permanently commercial and will not need public support.

Aircraft Noise

Gregory Campbell Excerpts

Wednesday 20th April 2016 Westminster Hall

[Jim Shannon]

I thank my hon. Friend for his intervention. The serious question for us all—I am trying to get a balance in my contribution—is whether we have the airport expansion. Should it happen? Can it happen in such a way that is not detrimental to the 46,000 people and 21 schools around the airport that are potentially directly impacted? He is right. The issue he raises is the kernel of this debate.

George Best Belfast City airport could become one of the UK’s five noisiest airports if the controversial expansion plans get the go-ahead. That is a key point. Residents want an independent aircraft noise regulator for Northern Ireland to be appointed and robust noise fines for airlines. If that is what residents want, who could argue with that? Such a proposal seems well-intended, but we have to be careful about unintended consequences. We do not want hard-won business to be put off from continuing to do business in our airports by feeling overregulated. It is about striking a balance. The Minister needs the wisdom of Solomon in relation to this one. If he had the wisdom of Solomon he would be a very wise man and he would have more than just a ministerial role in the Department he is looking after at the moment.

The Planning Appeals Commission report on the Belfast City expansion recommended that the removal of the seats for sale restriction should be accompanied by additional noise controls. That is one of the things that the commission is looking at. The process is ongoing, but it has shown that comprehensive consultation that includes all stakeholders can help to facilitate the right balance being struck between supporting enterprise and business and supporting local residents and ensuring that they are taken care of. In Northern Ireland, we are looking at an airports strategy for the Province to provide the right balance between the commercial interests of airports—that is important for jobs, money and the economy—and the health and quality of life of local residents, but we are still in the midst of consultation and the saga at Belfast City airport goes on.

In conclusion, I look forward to hearing from other Members who will bring their own contributions to this debate and their experiences in their regions.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Just before my hon. Friend finishes, does he agree that, on the issue of noise reduction, the Government generally could do much to assist the development of the C Series by Bombardier, which is an exceptionally quiet aircraft? If that were rolled out and developed more systematically, that would go some way to alleviating the noise concerns for residents, particularly those under the flight path.

[Jim Shannon]

I thank my hon. Friend for his intervention and his wise words. His contributions are always worth listening to. Can the Minister say what discussions have taken place with aircraft companies on noise reduction? I know that Bombardier is working on that with the C Series, but other companies are probably doing so, too. We need to see the contributions of the aircraft companies and manufacturers.

I once more thank the hon. Member for Tonbridge and Malling for giving us a chance to participate in this debate and to offer a Belfast and Northern Ireland perspective. I hope the wise words of other Members will add to the debate, too.

Community Transport

Gregory Campbell Excerpts

Wednesday 16th December 2015 Westminster Hall

[Andrew Bingham]

No, I do not think it was fear. Some may say it was lust, but I could not possibly comment.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Steady on.

[Mr David Nuttall (in the Chair)]

Order.

--- Later in debate ---

[Mr Gregory Campbell]

The hon. Gentleman elaborates on the differentials affecting community transport in the UK, and he is right that things work differently in different parts of the UK; but does he agree that the one overarching principle that seems to apply across the nation state is that mobility, particularly among the elderly, is greatly enhanced whenever community transportation infrastructure gets the support it needs?

[Dr Monaghan]

I agree with the hon. Gentleman and suggest that that is particularly important in rural areas. In Scotland, the defining feature of many community transport schemes is their size. They are small organisations that tend to operate in vast geographical settings, serving remote rural communities. It is vital in this debate to recognise the geographical challenges that community transport schemes in Scotland face, and to understand that remoteness makes partnership and collaboration between community transport schemes difficult.

To put that in context, I want to highlight the 10 excellent community transport schemes in my constituency. In Easter Ross, Alness heritage centre has one vehicle, Invergordon seafarers mission has one and Socialisation, Opportunities, Activities, Recreation, also in Invergordon, has two. None of those schemes receives any grant funding from the local authority. In Caithness there are two schemes. Wick and East Caithness church operates one vehicle, and Caithness Rural Transport operates four. In Sutherland there are five community transport schemes. Assynt Community Transport has two vehicles and covers the ninth most geographically challenged area in Scotland as measured by the Scottish index of multiple deprivation. The Bradbury centre in Bonar Bridge operates one vehicle, while Helmsdale Community Transport operates just two. The North West Community Bus Association in Kinlochbervie operates one vehicle, while Transport for Tongue, in north-west Sutherland, operates five.

All those schemes operate in areas recognised as among the most geographically challenging in Scotland. Perhaps for that reason, many of the people I meet who rely on community transport in the highlands consider the social experience on the journey to be as important as getting to the destination, and in Scotland more than 100,000 people use community transport each year—but never for a profit. The social experience is important, because the round trip from Wick in Caithness to Kinlochbervie in Sutherland is 233 miles on predominantly single-track roads. That is broadly comparable with the distance from London to Blackpool, but with a journey time of seven hours, compared with around four and a half hours if travelling to Blackpool from this place. I think that puts in context the geographical and organisational challenges faced by community transport schemes operating in Scotland, and the near impossibility of collaborative working.

As a consequence, community transport schemes in Scotland work hard to be resilient and self-sustaining. All the community transport schemes in my constituency provide services specifically to meet the needs of local communities where there are few public transport services and even fewer taxis. All the schemes operating in Scotland are excellent, and I applaud their work, which makes an invaluable contribution to sustaining rural communities. They are responsive, accessible and flexible, but they are also under threat.

The Department for Transport is in consultation with the European Union on existing derogations that enable the UK to allow not-for-profit organisations to operate transport services without having to comply with public service vehicle regulations. The overarching legislation in respect of this derogation is in sections 19 and 22 of the Transport Act 1985, which allow community transport schemes to operate through what are known generally as section 19 and section 22 permits. There are restrictions on the services that can be provided, but the permits enable groups to fill gaps in public transport provision. The Scottish Government encourage section 19 and section 22 transport services to apply for a fuel duty rebate, implemented by Transport Scotland, called the bus service operators grant. Operators receive 14.4p per eligible kilometre. Community transport operators in Scotland achieve a great deal on very low levels of funding.

One of the biggest challenges for these small groups is having to pay 20% VAT when purchasing vehicles, because most have incomes falling far below the VAT threshold. Other problems are the high comparative cost of fuel, high maintenance costs because of poor quality roads, and high delivery cost of spares because of remoteness. The ongoing infraction proceedings appear likely to cause major problems for community transport operators by adding significantly to overhead costs. I understand that the outcome of the discussions might be a two-tier permit scheme that will allow only those groups not tendering for commercial contracts to continue in a similar way in future. However, no formal announcement has been made, and no timescale has been given for when changes might take place. As a result of the infraction proceedings, Derbyshire County Council, which previously allocated £1.49 million to six community transport groups in the county, will from next June withdraw all its grant funding to community transport schemes. That shift will significantly erode the ethos of community transport in the area.

In advocating diversification, partnership and reduced overheads, the Community Transport Association UK is adopting an English perspective, rather than a UK one. It talks of accessing sponsorship from local groups, but that is unlikely to be achievable for community transport schemes in Scotland. It also talks of tendering to take over service provision on a commercial basis, which I know community transport schemes in my constituency are against.

I urge the Minister to consider the value of community transport, and to argue for the adoption of a two-tier permit scheme as an outcome of the ongoing EU infraction discussions. I also urge him to reflect on the challenges facing operators in Scotland, to discuss with the Treasury an exemption from VAT for new vehicle purchases and, crucially, to look at how the rural fuel duty rebate scheme could be extended to allow community transport schemes to flourish. We are in real danger of losing all our community transport schemes by emphasising the price of everything and ignoring value.