Rural Bus Services

Jim Shannon Excerpts

Wednesday 11th September 2024 Westminster Hall

[Sarah Dyke (Glastonbury and Somerton) (LD)]

I beg to move,

That this House has considered bus services in rural areas.

It is an honour to serve with you in the Chair, Dame Siobhain.

Bus services in rural areas provide a crucial lifeline to many of my constituents. They link communities to hospitals, shops, high street services, and leisure and social activities. They take students to school and college, and they take adults to work. But there has been a worrying trend of decline over the past decade. Research from Channel 4 found that bus provision has decreased by 28% across England since 2011. There has been action from the previous Government, such as investing £3.5 billion into services since the pandemic and introducing the £2 fare cap, but that has been insufficient to arrest the decline.

The loss of services is especially prevalent in rural areas, and it detrimentally impacts those who live there. Rural bus service users travel an average of 47% further compared with their urban counterparts. They travel for longer, and their routes are funded less per head than those in urban areas.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for bringing this debate forward; the turnout here in Westminster Hall is an indication of its importance for rural areas. I commend her on her diligence in this matter. Strangford has issues similar to those in the hon. Lady’s constituency: we have students who must travel up to 45 minutes on the bus to get to their local secondary schools. For those doing GCSEs and A-levels, staying in school later to study can become increasingly popular around exam times. Does the hon. Lady agree that more needs to be done to support schoolchildren who live in rural areas who perhaps are required to be in school earlier and leave later due to exams?

[Sarah Dyke]

I thank the hon. Gentleman for his intervention. That is an issue that I will come to later.

Budgeted local authority expenditure per resident in rural areas is on average £11.68, compared with £20.22 in urban areas. A report from the County Councils Network partly blamed how the previous Government’s national bus strategy apportioned funding. It found that two thirds of the funding went to urban areas, despite these areas having seen lower declines in passenger numbers than rural areas. It also found that councils in rural and county areas were experiencing a £420 million shortfall in their transport budgets, impacting their ability to subsidise operating routes regarded by the operator as commercially unviable.

Bus Franchising

Jim Shannon Excerpts

Monday 9th September 2024 Commons Chamber

[Simon Lightwood]

I would welcome the opportunity to meet my hon. Friend.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister very much for a progressive, positive statement that will encourage many. I welcome the steps towards a more personalised approach to bus franchising. However, I believe it is essential, as I think the Minister does, that any changes should be rural-proofed to ensure that bus services allow our rural communities to commute to work, to access medical appointments and even to go shopping, by protecting services over profit through an iron-clad guarantee. Will he confirm that this is the Government’s position?

[Simon Lightwood]

I absolutely agree that rural bus routes and rural communities must be carefully considered. The best people to take that consideration are local leaders, which is why we are determined to allow local leaders to take back control of their bus services.

Transport

Jim Shannon Excerpts

Monday 9th September 2024 Commons Chamber

[James McMurdock (South Basildon and East Thurrock) (Reform)]

Thank you for the opportunity to address the House, Madam Deputy Speaker. I thank the hon. Members who have already spoken today, whether about falling foul of a wasp, what levers to pull—I can certainly empathise with that—or genuine courage, which we can all agree is absolutely necessary in this House. I thank them all for their words.

I start by thanking my predecessor, Stephen Metcalfe. I extend to him my gratitude, not least for his gentlemanly conduct throughout the campaign. He was gracious and dignified throughout, so it is easy to understand why he was, as far as a politician might expect, well liked by both MPs and constituents.

As we navigate life’s milestones, it is natural to become philosophical. First and foremost, I am a husband and a father. While no professional achievement rivals the significance of personal events such as childbirth, being given the tremendous opportunity to serve our country and constituents, those in need and, if we do our jobs right, those whom we can help to avoid need altogether, comes close.

Speaking of fatherhood and childbirth, I draw hon. Members’ attention to the tremendous work done by the Basildon university hospital, a place where miracles are commonplace. It is the place where my children were born and where, at one time or another, virtually everyone I love has been nursed back to health. I extend my heartfelt appreciation, admiration and respect to everyone who works there.

Since its inception as a constituency, people in South Basildon and East Thurrock had always voted blue, until they chose turquoise for the first time this July. To stand here today, I had to overcome a previous winning margin of 19,922. My own winning margin was less dominant: it was one of the tightest in the country, at just 98 votes. A swing that large is strong testament to the importance of listening to the people who put us here—all of them. That is a lesson I will not forget.

It goes without saying that I did not achieve that swing alone. Although I would like to think that my efforts, and those of my mother, who marched tirelessly next to me, handing out fliers in the baking June sun, earned me the 100 or so votes that got me over the line, the vast majority of that shift was carried by my colleagues and fellow Reform UK MPs. Their tireless championing of the British people is something we should stive to emulate. I am extremely grateful to them. Although, as my hon. Friend the Member for Clacton (Nigel Farage) has said, this has ruined my life, I would not have it any other way.

I am eternally grateful to the good people of South Basildon and East Thurrock for sending me here. I intend to repay their trust by being open and honest, accessible and available. Never has it been more important to reconfirm that they have the right to a voice. It is my duty to hear it and protect their right to it. Having volunteered to stand as a parliamentary candidate on 4 May and having been invited to stand on 4 June, it is poetic that my seat was one of the last to be called in England, having to endure three counts. I might add that I won all three.

South Basildon and East Thurrock is a beautiful cross-section of this country. Situated just 30 miles east along the Thames from this beautiful Palace, it is an area of great natural diversity, joyfully combining the new with a rich and varied history, rural and industrial. South Basildon and East Thurrock boasts Europe’s largest Amazon centre as well as glorious countryside and a prime location on the Thames. Many of our quaint villages have historical significance. Horndon-on-the-Hill is mentioned in the Domesday Book of 1086 and one of the earliest uprisings that led to the peasants’ revolt took place in Fobbing in 1381. Those uprisings marked the beginning of the end of serfdom. I am hopeful that the lessons taught to the ruling class then never need to be relearned.

How appropriate it is then that I have the privilege to stand and champion the core values that so many from my home hold dear: independence, equality of opportunity, upward social mobility, courage, long suffering, honesty and forgiveness. I am grateful to champion these qualities not just because I believe in them but because I have benefited from them. I was the first in my family to go to university. I have been shown forgiveness, given opportunity and climbed upwards. As the door was opened for me, I will help hold it open for others.

Most importantly, I must thank the wonderful women in my life: my late grandmother, a survivor of the blitz, who dedicated her life to her family, and my mother and sisters, whose strength, courage and determination inspires me. I have not written this down, but I had better mention my mother-in-law.

[Jim Shannon (Strangford) (DUP)]

Very wise.

[James McMurdock]

To my wife, the mother of my children, who in a crowd of powerful women stands as the most glorious of all, you are my strength, my light and I love you with all my heart. To my father, brother and late grandfather, who fought for this land and spent his last years in peace in the constituency I now represent, and to the rest of my big, wonderful, eclectic family, thank you for mocking me so ruthlessly that my feet will never leave the ground.

If hon. Members will forgive me, I will now fulfil a dream nearly a quarter of a century in the making and end by misquoting the immortal words of Ali G —“R-E-S-P-E-C-T.”

Road Safety on the A1

Jim Shannon Excerpts

Monday 29th July 2024 Commons Chamber

[Alicia Kearns]

As my hon. Friend says, that is something we have on the A1 already. I caution him, because I know that, while our constituents call for safety measures, they are often not the biggest fans of slowing speeds. However, as a short-term, interim step until we can get those long-term safety issues resolved, he is absolutely right to stand up for them on behalf of his constituents.

When it comes to my constituents, Transport for the East Midlands did a survey of more than 1,000 local residents. Some 60% reported feeling actively unsafe while driving on the A1, and more than 50% reported having either been in an accident or seen one. That is half the 1,000 people surveyed in my constituency who saw that; it is an extraordinary number, and it speaks for itself about the urgent safety upgrades needed. That was only enhanced when I did my own survey of residents on the A1. Of the hundreds and hundreds who responded, more than 90% said that closing the central reservation gaps was key, and over 300 separately mentioned the slip roads being a serious concern for them.

I have been asking National Highways for urgent action for several years. I am glad that its representatives have agreed to come and drive the A1 with me. They may soon regret that decision, but they have agreed to do so. I am also pleased that, a few weeks before the election, they agreed to and announced a review of central reservation crossings on the A1. It was my No. 1 request to them, so I am delighted to have secured it.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Lady give way?

[Alicia Kearns]

Absolutely—in fact, it might mean that I finally make Twitter this evening.

[Jim Shannon]

I commend the hon. Lady for bringing this forward; she always brings important issues to this Chamber, as she does to Westminster Hall. I understand that this morning, a BBC camera crew filmed a collision between two cars while preparing a news report about road safety on the road that she refers to. That illustrates that rural roads need more attention. The news report reminded me of my Strangford constituency, where Ballyatwood is very similar to the Lincolnshire road. This is about new, improved road signage, warning posts and better lines in the road. Does she agree that, often, rural roads fall behind urban roads and that there is a need to prioritise funding for rural roads?

[Alicia Kearns]

My hon. Friend is absolutely right, and I will turn to a potential solution that I plan to put to the Government on that exact point, but is it not horrifying that my local BBC went out to film on the A1 and, within minutes, they filmed an accident?

I want to see the review of central reservations conducted quickly and a commitment from the Government to invest in whatever recommendations are brought forward. I was pleased that, last year, I secured five safety upgrades to the A1 in my stretch, that we have seen those put in place and that they have made a difference, but I wrote again to the new Secretary of State requesting a meeting to discuss the A1 on the first day back. I am still awaiting her response, but I hope that the Government will, in turn, get used to replying to Back Benchers when we write to them.

I appreciate that the Government are in their infancy. Therefore, I have some complex but in some ways straightforward recommendations to make to them on the road networks. The first relates to the point that my hon. Friend the Member for Strangford made about population indexes. The communities I represent are overwhelmingly rural—I represent hundreds and hundreds of villages. Currently, the National Highways criteria for safety upgrades are based on the total number of fatalities that occur in the area, which results in these awful statements from residents such as “How many people have to die before something happens?”, or “Does someone have to die before there is action?”

The problem with that system is that it ignores the lower population densities of rural communities, such as yours, Madam Deputy Speaker. If an area has a dangerous junction or a junction where there is a high number of accidents, in a highly populated area, the number of accidents will be higher. Therefore, we need to take into account lower population densities, so that when we understand the number of fatalities and accidents that take place, the rurality does not play against the area and reduce the amount of support received. We need a new funding formula. I would like to ask for a rural population road index, where, essentially, the fatalities are considered per head of population and rurality to allow a fairness to come into systems, rather than urban areas always getting investment because they have a higher overall number of fatalities.

We also need improvements to specific junctions in the long term. Colsterworth, Great Ponton and the many Stamford junctions all need remedial works, but I know that that is difficult. National Highways has said that if the A1 were built now, the slip roads we have in our area would never be given permission to go ahead because they are that short.

Passenger Railway Services (Public Ownership) Bill

Jim Shannon Excerpts

2nd reading
Monday 29th July 2024 Commons Chamber

[Louise Haigh]

I had a feeling that my hon. Friend might mention Avanti, and he knows my views. One of the first meetings I held as Secretary of State was with Avanti. I called in representatives of its Network Rail business unit for being one of the worst-performing operators—a meeting that was not held by any of my three predecessors while I was shadow Secretary of State. I made it clear that Avanti’s level of performance will not be tolerated, and we will use all measures under its national rail contract to hold it to account. That does not exclude terminating the contract before it expires if Avanti defaults.

We were promised High Speed 2 to Manchester, yet that was axed—in Manchester, no less—leaving a west coast main line that is now bursting at the seams. Meanwhile, passengers continue to suffer, with overcrowded trains and poor facilities, record-high cancellations—almost one in three trains is late—some of the most expensive fares in Europe, and regular bouts of industrial action.

[Jim Shannon (Strangford) (DUP)]

May I welcome the Minister to her place and wish her well in her new role? I thank her for bringing forward a Bill to modernise the railways.

I make a plea on behalf of those who are disabled. Whenever we have had debates on the railways in this Chamber, including Adjournment debates, the issue of disabled access has come up over and over again. Does the Secretary of State agree that disabled access at all railway stations should be a bare minimum and must be a priority, given that we have commuters who must still take private taxis to get to a wheelchair-friendly station? Further, does she agree that rural communities should not be disadvantaged by the closure of small stops in order to provide more streamlined timings?

[Louise Haigh]

I marvel, as always, at the hon. Gentleman’s ability to find something of interest and relevance to the debate at hand. He is absolutely right to say that accessibility is far too often overlooked, and we made it clear in the plans we set out ahead of the general election that accessibility would be one of the key measures against which we would eventually hold Great British Railways to account. The way in which people with accessibility needs are treated by our public transport system is undignified.

The broken model that our railways rely on is holding back talent, holding back opportunity and holding back Britain. It must be fixed, and we are wasting no time in doing so. By amending the Railways Act 1993, today’s Bill will fulfil one of our central manifesto commitments: to bring rail passenger services into public ownership. It overturns the privatisation by the John Major Government and allows us to take action as soon as contracts expire, or earlier if operators default on their contracts. It is a sensible approach, ensuring that taxpayers do not fork out huge sums to compensate operating companies for ending contracts early. Public ownership will become the default option for delivering passenger services, instead of the last resort.

Zero-emission Buses

Jim Shannon Excerpts

Tuesday 21st May 2024 Westminster Hall

[Ian Paisley]

I was going to come on to that point later, but I will come on to it now, because it gets to the nub of the issue. The ZEBRA 1 and 2 schemes promised the United Kingdom £312 million of taxpayers’ money to fund the purchase of 2,270 buses. That is a major impact on the provision of zero-emission buses. I hope that Members are shocked by the next figure, however, because, according to the final purchasing decisions that have been made, 46% of those 2,270 buses will be manufactured outside the UK, principally by China.

On the one side, we have to giggle, because we are making zero-emission, green-energy buses, within our shores, for the home market, and therefore the footprint of the manufacturing of those things should also be green, but 46% of these buses are coming from what is, apart from Australia, the furthest away country in the world, and they are being delivered to us. I am not going to bash the companies that make them in China, but their buses have a shorter life cycle on our roads—almost a third less—and are therefore ultimately less efficient, yet 46% of the ZEBRA money is going overseas. What is that money doing? It is supporting overseas technology—cutting-edge technology. It is supporting overseas jobs. It is supporting cutting-edge, well-paid, highly skilled manufacturing jobs and it is supporting them in other countries, but we are crying out for that money to be spent on high-skill, green-energy, high-tech jobs across the entirety of the United Kingdom. Some 10,000 people are employed in the supply chain for manufacturing buses across the United Kingdom: electronics engineers, hydrogen engineers and manufacturers, engineers, of steel. All that is being undermined by a policy that was put in place to build beautiful, British-made, clean, green, better buses.

I am pleading, not on behalf of the companies, which are big companies, but on behalf of workers across the United Kingdom who are entitled to these jobs and who are entitled to bring stuff home to their wives and families and their husbands and families, to make sure that the jobs stay in British hands. I am not arguing that we buy an inferior product, but British-made buses, whether they are made by Switch, Wrightbus or Alexander Dennis, are the leading cutting-edge buses in the world. That is shown because they are manufactured not just for this country—other countries demand them. But we cannot go in and undercut other bus companies in countries that make buses. The countries that buy buses from us do not make buses, so we are competing in a fair market. Unfortunately, one of the largest countries in the world, the Chinese state, is manufacturing buses, subsidising their manufacture and the technology is coming here and undermining us. We have to take a good, long, hard look at that and ask the question: is that really where we want to be?

Every constituency in the UK benefits from British-made manufactured products. I do not say that glibly; it is based on fact. I have gone through a register of all the councils and local authorities across the whole United Kingdom that have received money from the ZEBRA zero-emission scheme, and have listed all the constituencies covered by that—it comes to about 180 constituencies, and those 180 constituencies benefit in some way from the manufacture of buses in the United Kingdom. They are getting ZEBRA money, but unfortunately 46% of the money is going outside this country and they are not buying the British product.

I will not do so, Mr Rosindell, but I could read out the name of every single local authority that has received millions of pounds. I have the information here and I am happy to leave it in the Library for hon. Members to study. It goes through every single local authority that has received millions on millions of pounds, yet some of those authorities are not spending that money on British-made products. A couple of examples stand out, and I will bring them to Members’ attention.

Last year in Blackpool, there had to be a complete retender after protests led by the chairman of the APPG, myself and other members of that group. We pushed the Government to retender the Blackpool order because it had gone to a Chinese company. It was an order for 90 buses, or about 30 million quid of manufactured goods. I am glad to say that the tender, which originally went to the Yutong company in China, was won following retender by Alexander Dennis. It was discovered that the social and economic benefit that flowed from the manufacture of those buses in the United Kingdom outweighed a slightly cheaper product being brought in from overseas.

Transport for London announced at the weekend the purchase of over 100 new double-decker electric buses. Unfortunately, that order was made to a Chinese company called BYD, further increasing the reliance on oversea supply chains. I want to deal with this matter of Transport for London. No matter which part of the United Kingdom we come from, no matter our passion about Ulster, Scotland, Wales or the north of England, London is our capital. It is the flagship. What happens in London, the world sees. It is the window into the United Kingdom. When I stand on the Terrace of this House and see bus after bus going over Westminster bridge, I know by the shape of them, “That one was made in Ballymena, and so was that one. That one was made in Scotland, and that one was also made in Ballymena.” I know by the shape of them that those buses are ours, and we are proud. That says to the workers in my constituency, “Look what you’ve done—isn’t that fantastic?” Their work is in the window to the world. People see them or jump on and off them and think, “These are fabulous advertisements of the skillset that is in the United Kingdom”.

I then hear today that a £40 million contract has been handed by TfL to BYD in China to make the next 100 buses for this city. There are thousands of buses in this city. People say, “You’ll hardly notice them”. That is not the point. The point of the matter is that that is where we are spending our money, and that will soon become the flagship. People say, “Well, they’re slightly cheaper.” That is penny wise and pound foolish if that is the way they are making the decision, because the situation is much more disturbing than it just being slightly cheaper.

I take the view that it is not green to buy the buses from so far away whenever we are manufacturing them at home. In 2021, the United Nations working group on business and human rights wrote to BYD, saying that it

“had received information that your company may be involved through your supply chain in alleged forced labour, arbitrary detention and trafficking of… Uighur [Muslims] and other minority workers”.

BYD did not respond to that inquiry from the United Nations. Whenever it was approached by the trade magazines to respond, BYD refused to comment. Our nation has a duty to ensure that if we are buying overseas products, we are not buying them from a country that uses slave labour or abuses its workforce. I will tell hon. Members one thing: our workforce in the United Kingdom is not abused. They are paid good wages, make good products and are proud of what they do. If that abuse is happening, it is a double offence on what we should be looking at and doing with this resource.

[Jim Shannon (Strangford) (DUP)]

My hon. Friend has underlined the crucial issue of human rights abuses and the persecution, trafficking and all sorts of things happening to ensure that China can produce a bus more cheaply. When it comes to our councils buying buses in the United Kingdom—it is brought up all the time in Parliament—is there not a need for central Government to ensure that if that is what is happening, those buses or, indeed, any product, are not bought?

[Ian Paisley]

That is a point I will come to whenever I make requests of the Minister at the end of my speech. I thank my hon. Friend for making that important point.

I have an appeal for Transport for London, which has been one of Northern Ireland’s most brilliant customers. It allowed us to come up with the new iconic London double-decker bus, which is a flagship—it has been brilliant. Whether the administration has been controlled by the Conservatives or by Labour, the respective Mayors have been absolutely brilliant about helping Wrightbus to go forward, but the decision by the current Mayor and Transport for London should be taken back and looked at again. It is totally wrong and scandalous that our nation’s capital should have a bus with a questionable reputation concerning its manufacture and £40 million of ZEBRA money.

I have some policy asks for the Minister. I am delighted that he is visiting my constituency soon. I hope he will visit Wrightbus and other manufacturers, and see the supply chain across the whole of our country, including all the other little companies—micro-companies—that rely on this manufacturing giant. I want to draw the Minister’s attention to a number of things about the impact of ZEBRA. First, the Department for Transport should ensure that no ZEBRA 2 funding is used by local authorities to purchase buses from outside the UK, which was a point made by my hon. Friend the Member for Strangford (Jim Shannon). To support this, bus operators should be encouraged by the Government to place a greater emphasis, whenever they are evaluating tenders, on social value for the tender and the wider economic community impact.

I am not asking the Government to do anything illegal or to use any sleight of hand. I believe the law allows the Government to weight the tenders in such a way that there will be a successful outcome for British manufacturers. I am not proposing that the company in my constituency is the only one that benefits. Alexander Dennis, Switch and so on are all competing companies making brilliant products, and they should all be allowed to have a fair crack of the whip. One camp dominates the entire market, but I want those companies to have a fair crack of the whip. They cannot have a fair share in the market if they are outbid and outmanoeuvred by what is happening in another country.

Secondly, the Government need to give industry long-term confidence in what they are doing, by setting an ambitious plan to say that a quarter of all the buses on British roads—10,000 buses—will be emission free from 2025 to 2030. If the Government said that to those companies, they would gear up and scale up, and it would reduce the overall cost of the final product, so the potential of these companies would be realised. Going forward, we would see a vast array of new tech coming through British companies and manufacturers, because they would have the confidence in there being 10,000 orders to keep their companies in business for year after year. That would increase investment in those companies.

The Department for Transport should consider creating a Crown Commercial Service framework for zero-emission vehicles to supply and expedite the tender process. It should collaborate with other Government Departments to conduct a formal review of how other countries purchase buses and prioritise domestic content when evaluating their tender process.

The DFT and the Department for Business and Trade should provide further detail on the Trade Remedies Authority and support with the process of gathering evidence of unfair practices. There have been allegations that some of these orders have led to kickback through other companies. That should be investigated, and this should be totally transparent. I can tell Members one thing—there is no kickback through the three British companies. What is going on is clear and transparent. I hope that the Government will allow us to have confidence in how we view the future, and so that our British manufacturing companies can say, “We have turned a page today and we are going forward on a new footing. In future, the lion’s share—the overwhelming majority—of ZEBRA money will be spent on British manufacturing.”

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

It is an absolute pleasure to speak in this debate. I thank my hon. Friend the Member for North Antrim (Ian Paisley) for introducing it so well. This is something that he has done not just today, but for all his elected life, and he deserves a lot of credit for what he has done over years. In particular, his commitment to Wrightbus in North Antrim can never be disputed. I wish him well.

My hon. Friend said that the Minister would be coming to his constituency. I can tell the Minister that whenever he comes to North Antrim, he will never get the lemon drizzle cake that he got in Newtownards, so my hon. Friend has an even harder task to take on. He can always ask me to send up the same drizzle cake from Newtownards, and I will ensure that it is available for the Minister’s visit. It is good to see the Minister and the shadow Ministers, the hon. Members for Paisley and Renfrewshire North (Gavin Newlands) and for Wakefield (Simon Lightwood), in their place.

The factory in my hon. Friend’s constituency is a source of pride to all Northern Ireland MPs. The world-class, groundbreaking research and development carried out there is something that we in this United Kingdom of Great Britain and Northern Ireland can be immensely proud of.

I want to refer, as I did in my intervention, to Chinese buses. We are always looking for a fair and level playing field. There is something incredibly wrong not just with the purchasing and pricing of buses, but with the Chinese human rights abuses and persecution of ethnic and religious minorities, whether they be Uyghurs, Christians, the Falun Gong or any other ethnic group.

Consideration of human rights abuses, including the persecution of those with a religious faith, should be an integral part of all trade. My hon. Friend was right to set the scene; others have spoken about the issue as well. I feel incredibly strongly about it. I chair the all-party parliamentary group for international freedom of religion or belief, and it is always an integral part of our debate. Human rights and religious belief go hand in hand. If you take on one, you hurt the other. It is an important issue for countries across the world. China in particular seems to abuse and use people just because they are different and do not conform to what it wishes to see.

Like many others, I was delighted back in September when funding was announced for zero-emission buses. If we are ever to reach our global targets, this has to be a major part of our strategy. It was great to see that towns, villages and cities across England, including in the most rural parts of the country, were to benefit from zero-emission buses backed by £129 million of Government funding, which would also help to grow the economy by supporting green jobs at UK bus manufacturers. I particularly recall a point that was highlighted in the press release:

“To make sure more parts of England benefit from green technology, particularly remote areas where building the infrastructure needed for the buses is more expensive, the government has prioritised the first £25 million for rural communities.”

Hailing from the rural constituency of Strangford, I am very aware that we do not have infrastructure in place, and that this will take enhanced funding. The beauty of Wrightbus in my hon. Friend’s constituency of North Antrim is the capacity that it has for more. It has potential in terms of physical ability and skills levels, and it has a desire to press research further and deliver more. It is always innovative, looking to the future and going the extra mile to find its next potential track.

One reason why I supported Brexit—as most hon. Members present did, but not all—was solidified before 2016 when I heard that a contract for buses was outsourced to Germany rather than the Northern Ireland-based Wrightbus, due to scoring mechanisms. In other words, the criteria were weighted in favour of that company. I felt so much disappointment to be having that debate at the time. We are underscoring not a Brexit issue as such, but another issue of a bus company that has taken advantage.

I was therefore determined that our own businesses in the United Kingdom of Great Britain and Northern Ireland should get first refusal. That is the foundation of this debate. I thank again my hon. Friend the Member for North Antrim for highlighting the need for a full Government commitment to British engineering, local jobs and the development of world-class facilities, which there are.

I wholeheartedly support my colleague, knowing that a rising tide lifts all ships. It equals the expertise, the staff skill, the research and development, the vision and the reputation that are in place at Wrightbus, and that should form a key component of any future view as to how we progress British industry and meet our environmental obligations. The then Business Minister, the right hon. Member for North West Durham (Mr Holden), said:

“It’s been fantastic to be at Alexander Dennis and see how our £129 million investment will impact British bus manufacturing.

This brings our total investment in new zero-emission buses to almost £500 million, helping to kick-start a new generation of bus manufacturing in the UK and create good, high-quality jobs from Scarborough to Falkirk.

We’re leading the way by ensuring that Britain can take advantage of high-skill manufacturing while delivering cleaner public transport for passengers across the country.”

We cannot and should not forget the jewel in the crown of bus-making, situated in the United Kingdom, and that is in Northern Ireland. I implore the Minister to ensure that Government strategy makes the best of what we have and can do. That is found in an engineering sector in Northern Ireland, an integral part—indeed, a great part—of this great United Kingdom of Great Britain and Northern Ireland. We are always better together.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 16th May 2024 Commons Chamber

[Huw Merriman]

As an example, just yesterday an invitation to negotiate was sent out by Southeastern to five train manufacturers, one of which is Hitachi, which is so well supported and championed by my hon. Friend. We have plans over the coming years for 2,000 rolling stock orders, worth a total of £3.6 billion. I hope that, with our support, the benefits for train manufacturing supply chains will continue.

[Jim Shannon (Strangford) (DUP)]

Road safety organisations and driving instructors are concerned to ensure that young drivers have some experience of night driving. Does the Minister intend to ensure that night driving becomes part of the test?

[Guy Opperman]

The hon. Gentleman knows that the test has got more difficult and onerous for individuals; we have made it much harder to pass in the first place. We look at all aspects of post-test passing on an ongoing basis, but I will take the matter up with him personally.

Road Safety: Headlight Glare

Jim Shannon Excerpts

Wednesday 8th May 2024 Westminster Hall

[Martin Vickers (Cleethorpes) (Con)]

I beg to move,

That this House has considered road safety and headlight glare.

It is always a pleasure to serve when you are in the Chair, Ms Vaz. I know I am not alone in believing that modern headlights on cars can be too bright, causing discomforting glare for motorists and potentially increasing accidents. Many of my constituents have made their views known, following an article in my local newspaper the Grimsby Telegraph, which detailed the findings of a study by the Royal Automobile Club.

I am sure successive Ministers have been aware of and considered this issue, but I am disappointed that no action appears to have been taken until recently, when the Government decided to commission an independent study, following a public petition. I hope that by bringing this matter before the House, a meaningful series of exchanges with motorist organisations, road safety campaigners and others will follow.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for bringing this forward. Back home, this is a big issue for many of my constituents, when they observe what they refer to as one-eyed monsters coming over the hill. These new headlights seem to have almost a searchlight quality. On another issue, does the hon. Gentleman agree that it is essential that learner drivers learn to drive in the dark? For new licence holders, learning to drive at night when a car is coming towards them can be overwhelming. Does he agree that there should perhaps be time in the driving licence application and instruction process to practise nighttime driving?

[Martin Vickers]

The hon. Gentleman makes an extremely valid point. Nighttime driving is very different from normal daytime driving. Perhaps consideration should be given to whether that should be part of the driving test.

It is a statement of the obvious that vehicle headlights are crucial in enabling drivers to travel safely in the dark or in poor weather conditions. They are required to identify signs, bends, obstacles and other road users, pedestrians in particular, and to make their vehicle visible to others. Over the last 20 years, however, vehicle lighting technology has changed rapidly, from halogen to high-intensity discharge to light-emitting diodes. I appreciate that they are slightly different technologies, but I will use LED as an all-encompassing shorthand for the various alternatives.

In general, LED vehicle headlights are advantageous for sustainability and the driver’s view of the road ahead, but they do also cause problems. Although I intend to focus on high-intensity headlights, it is worth highlighting that dazzling taillights, front and rear indicators, fog lights and reversing lights may also cause concerns about glare in various situations.

Dr John Lincoln of LightAware explains that, although the human eye can adapt to a wide range of light levels, from bright sunlight to almost total darkness, it cannot adapt in a short space of time. Comfortable vision requires a limited range of light levels at any particular time. LED vehicle headlights are much bluer and brighter than the halogen headlights of the past. Halogen headlights are usually around 3,000 lumens, but LED lights are commonly double that, with a colour temperature of 6,000 Kelvins, which is much bluer than that of halogen bulbs.

In January, the RAC published the results of research conducted with 2,000 drivers. It found that 89% of drivers think that some or most vehicle headlights on the UK’s roads are too bright, while 74% said that they are regularly dazzled by them while driving. What is more, it has probably not gone unnoticed that there are a lot more large cars on the roads nowadays. Sport utility vehicles sit high off the ground and are particularly likely to cause glare. About six in 10 drivers of conventional vehicles blame the higher angle of SUV headlight beams. All that ought to suggest that vehicle headlight design needs a rethink.

Although the hazard caused by headlights is primarily due to unregulated luminance and blue wavelength light, as existing standards largely predate modern vehicle designs, some may argue that it would be best simply to enforce the highway code, rule 114 of which states:

“You MUST NOT use any lights in a way which would dazzle…other road users”.

Personally, I would show caution here. Much of the issue is down to new, supposedly intelligent technology that largely takes control of the headlights from the driver. Although the driver can override the technology, it can be difficult to know when to do so. I would much rather see that resolved by fixing technology than by punishing motorists, who may be unaware of the issue that they cause, not to mention the fact that it would be practically impossible to police, as we know that officers cannot be on every corner.

In built-up areas, sleeping policemen, or speed bumps, cause oncoming vehicles suddenly to angle upwards, frequently shining their headlights directly into the eyes of oncoming traffic. Similarly, a driver properly in control on a dark country road can see vehicles approaching and dip their full-beam headlights, even if other vehicles are around the bend or over the brow of a hill. Matrix lighting systems are LED headlights made up of multiple units, and portions of the lamp can switch on and off automatically depending on road conditions, but they do not have human anticipation and switch off only when they directly sense the oncoming headlights, which can be too late to avoid blinding the oncoming driver.

Having set out to raise the issue, I consulted with a range of organisations, such as the RAC, the College of Optometrists and LightAware, which have done their own research into the matter. I also point to the noble lady Baroness Hayter, who has been campaigning on this issue in the other place. All of them told me that this is a very real issue for all motorists, but particularly those over 60, about half of whom, according to the College of Optometrists, have early-stage cataracts in one or both eyes, which make them even more vulnerable to the glare from bright headlights.

LightAware reports that, as a result of headlight glare, many drivers are restricting themselves to driving in the daytime and purposely avoid driving at night. The RAC’s study found that as many as 14% of drivers aged 65 or over—more than one in 10—find glare such a problem that they have stopped driving at night. That has two primary impacts. First, the individual is less able to get out and less flexible in making medical appointments or seeing friends, leading to increased social isolation. Secondly, it reduces the number of reports into the issue of headlight glare, making it appear to be less of an issue than it really is.

Data from the United States shows that up to 15% of accidents are caused by glare from headlights—which, given its stance today, makes the Department for Transport look like it is frankly in a state of denial. The DFT has stated that its statistics show little or no contribution from dazzle to collisions, despite the fact that official Government data shows that, since 2012, there has been an average of 279 collisions a year where dazzling headlights were a contributing factor. Of those, six were fatal collisions. Given that many are no longer driving at night to avoid the problem, the figures would almost certainly be higher if those people were to travel after dark. The DFT’s stance is also unfounded given that, as far as I am aware, it has not undertaken any research. I am pleased that that is due to change once the independent study gets under way. When the Minister responds, I hope he will start by acknowledging the problem and expand a little on the Department’s plans for that research.

The Minister will be aware that others have done their own research already. The Royal Society for the Prevention of Accidents states that

“between the ages of 15 and 65, the time it takes to recover from glare increases from one to nine seconds.”

When travelling at 30 mph, that equates to travelling 13 metres for a young person and 117 metres for someone aged around 65. At 60 mph, that equates to an older person travelling 229 metres. Imagine the potential damage that could be caused by travelling 229 metres while visually impaired.

Plainly, this is not a problem reported just by UK drivers. I have mentioned the case of the United States. Similarly, a number of RAC-equivalent organisations around the world have conducted their own studies and reached the same conclusions. Organisations in Germany, the Netherlands, Belgium, Norway, Austria, Switzerland, Slovenia, and Bosnia and Herzegovina are finding the same results across Europe, based on substantial levels of response from their club members, who are calling for effective measures to substantially reduce the glare caused by road vehicles.

I make that point to highlight the scale of the problem. However, I trust that the Minister will not present that as a reason why change is not possible. The UK can certainly play a part in addressing the wider issue, but it is also something we can address alone, using our own laws and regulatory frameworks. A group chaired by Baroness Hayter produced a report featuring contributions from drivers, light experts and consumer champions. They reviewed information from optometrists, medical experts and European specialists, as well as transport research, and made recommendations to Government—a number of which I will put to the Minister directly.

Exclusive Economic Zone: Maritime Safety

Jim Shannon Excerpts

Wednesday 17th April 2024 Westminster Hall

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

I beg to move,

That this House has considered maritime safety breaches within the Exclusive Economic Zone.

It is a pleasure, as ever, to serve with you in the Chair, Mr Efford, and I welcome the Minister to his place. He knows that I hold him in high regard as a very effective and diligent Minister, so I hope he will not take it amiss if I say that I was a little disappointed to hear that I was not getting a reply from the Attorney General or one of her staff. In fact, when I think about it, that change highlights one of the problems we are dealing with: this is an issue in which many Government Departments have an interest but for which nobody has overall responsibility. One thing that I hope we take away from this debate is a determination that somebody takes charge of the issue.

Essentially, I want to bring the House’s attention to a matter that arises from an ongoing conflict between fishing boats that operate static gear and those that operate mobile gear. There can only be better ways of resolving those conflicts and tensions than the ones that I am about to describe for the House.

There are two particular, well-documented incidents that I want to place on the record for the benefit of the House and for the Minister’s consideration. The first took place on 11 June 2020, and involved the Shetland-registered whitefish boat the Alison Kay. Skippered by James Anderson, it was fishing 30 nautical miles to the west of Shetland. Mr Anderson describes the roots of what was about to happen thus:

“The incident occurred on the 11th of June and when the vessel in question shot his gear”—

that is the Pesorsa Dos, which is a Spanish-owned but German-registered vessel—

“in the area he knew we were fishing. He chose to put his gear at risk. What he decided to do was to shoot nets”—

those are gillnets of quite industrial magnitude—

“in an area known to be used by trawlers and then subsequently tell the trawlers they can’t fish here now because his gear is now there! This is simply unacceptable terms for us and we have no intention of moving away when we have every right to continue fishing.”

This is an area of sea that has been fished for decades, if not centuries, by Shetland fishermen, so we can understand Mr Anderson’s strength of feeling. The skipper of the Pesorsa Dos then proceeded to tow a rope tied to a float across the bow, which was a clear attempt to foul the Alison Kay’s propeller or steering gear. It was an act of the most incredible recklessness for which there can be no excuse. It could have led to injury or death, or the loss of either or both of the boats. Of course, it was avoided because the skipper of the Alison Kay took evasive action.

The Pesorsa Dos is a Spanish-owned gillnetter that is flagged in Germany through SeaMar, a company based in Schleswig-Holstein. The Maritime and Coastguard Agency was made aware of the incident but declined to investigate because it said that it happened outside the 12-mile limit, and the 12-mile limit is the extent of its jurisdiction. That takes us into that area of sea between the 12-mile limit and the extent of the 200-mile exclusive economic zone. Notwithstanding the MCA’s describing the incident as extremely “concerning” and saying that the

“consequences could have been extremely serious”,

it was declared that the responsibility lay with the German investigating authorities, as that was where the Pesorsa Dos was registered—Germany was the flag state.

We pursued this matter in correspondence with the German authorities but, bluntly, they were not interested, even though Germany is the flag state. Why would it be? This incident involved a conflict between a Spanish vessel and a Scottish vessel in waters hundreds of miles away from the closest point of German waters. I do not believe this sort of behaviour was ever anticipated when the United Nations convention on the law of the sea—the governing statute—was entered into, but this is the reality with which fishermen in Shetland and other parts of the United Kingdom are now having to deal.

[Jim Shannon (Strangford) (DUP)]

As the Minister knows, I represent the constituency of Strangford, which has a large fishing fleet. The right hon. Gentleman has secured a vital debate and clearly outlined the two incidents. Does he agree that the sovereign rights that exist for our fishing fleet mean that the standards we set in that zone apply to every fishing vessel, not just British ones, and that we must enforce on any vessel the appropriate safety measures rigorously and authoritatively, with extended powers if warranted by the Maritime and Coastguard Agency? In other words, all vessels are subject to the same laws.

[Mr Carmichael]

The hon. Gentleman will not be surprised to hear that that is something with which I have no difficulty agreeing. The vessels are all subject to the same laws; the difficulty comes when we try to enforce them. In fact, the Irish Government have taken a rather more novel and, shall we say, direct approach from which we could probably learn some lessons.

The then Fisheries Minister, now the Attorney General, convened a Zoom call for me which had, while not exactly a cast of thousands, at least a dozen people on it. One by one, each of those people explained that although they understood the seriousness of the situation it was, in fact, always somebody else’s problem. At the end of the call, it was agreed that there would be further consideration and action would be taken, but I am afraid to say that, years later, we have heard effectively nothing since. It seems to just go from Department to Department, and is always too difficult for somebody to deal with.

For my constituents and for the fishermen working in Shetland’s waters, it continues to be a problem. On 16 October last year, the Defiant, a Lerwick-registered whitefish boat, skippered on that day by Magnus Polson, was working 18 miles east of Unst—again, within the area of water between 12 and 200 miles—when it experienced a similar incident, involving the Antonio Maria, a Spanish-owned but French-registered longliner. Mr Polson established where the long lines were and that he could operate safely without coming into conflict with the static gear, but 15 minutes later the skipper of the Antonio Maria altered his course on to a direct collision course with the Defiant. The longliner came dangerously close to the port side of the Defiant, whose crew saw two crewmen appear on the Antonio Maria and one throw a rope into water—designed, we presume, to foul the propeller. Mr Polson explained that

“due to close proximity and the endangered safety of our boat, I had no choice but to begin hauling back our gear to make room.”

A few weeks ago in Lerwick, I met the other skipper of the Defiant, Robbie Jamieson, who showed me the screen grab of the course that he had plotted in the wheelhouse of the Defiant. He also showed me where the long lines had been laid by the Antonio Maria. It was clear that the course along which the Defiant was going to tow its gear was not actually going to come into conflict with the long lines that had been set by the Antonio Maria, and would have moved somewhere to the south of them. When I raised this with the Fisheries Minister, the right hon. Member for Sherwood (Sir Mark Spencer), on 19 October, he described it as outrageous behaviour, and said he would certainly raise it with his ministerial colleagues. Again, we have heard precious little since. Everybody knows that it is mad, reckless and dangerous behaviour, but somehow nobody ever seems to have an answer for how to stop it.

The Maritime Coastguard Agency has forwarded its report to the French authorities for investigation. The incident happened in October, and we are now well into April and have had no response. The Shetland Fishermen’s Association has asked for the opportunity to have sight of what was sent by the MCA to the French authorities, but it has been told that it cannot have that. I wonder whether the Minister might raise that again with the MCA, because I do not see what the MCA would have to lose by publishing the report. Frankly, it would go a long way towards restoring some trust and confidence between the fishing fleet and the MCA.

Essentially, the difficulty lies in the terms of UNCLOS and the decision to vest authority for investigation and prosecution with the flag state. I do not believe this was something envisaged at the time UNCLOS was agreed, but it is now the reality with which my constituents have to live and deal. This will keep happening unless and until it is stopped. As I see it, it can stop only in one of two ways: there either has to be meaningful action to deal with it, or we wait until there is a fatality when a boat goes down and a life is lost. When that happens, all the people who come up with the good, worthy and complicated reasons as to why it is somebody else’s responsibility will be left looking pretty shame-faced and embarrassed. I do not want any one of them to turn around and say, “I wish somebody had told us about this.” They have been well warned by me today and on many previous occasions.

What can we do? There are a few quick and easy wins. The executive officer of the Shetland Fishermen’s Association said shortly after the Antonio Maria incident that there was a need for a streamlined process of reporting, with an individual designated within the MCA to receive reports. This sort of thing happens, nobody wants to know about it and fishermen get pushed from pillar to post. There needs to be a hotline—a dedicated number—that skippers can phone to report an incident. The sooner that some sort of action can be taken, the likelier it is that that action will then be effective.

I would like to see our Government pursuing the matter with a bit more vigour than they have done. We go through the motions—we tick the boxes, write the report and send it off to the German and French authorities—but then what happens? I call on the Minister to raise the issue at a diplomatic or ministerial level with his opposite numbers when such incidents happen, so that prosecuting authorities in the other flag states understand that it is something we see as being important.

We could also see much better co-operation between the MCA, which is an agency responsible to the Department for Transport here, and Scotland’s Marine Directorate, which is responsible for fisheries management issues and fishery protection in Scotland. They are the people who have boats in the water and who will be able to attend such incidents and gather the necessary evidence.

To come to the point made by the hon. Member for Strangford (Jim Shannon), fishing boats operate in the exclusive economic zone under licence, as all boats do. Surely it could be a condition of the licence that if a boat is going to fish in our waters, it does so in a way that is safe and responsible. We may not be able to prosecute for safety breaches, but we could take action to remove the boats’ licences. That is something that would concentrate the mind.

It is worth comparing the treatment of the Pesorsa Dos in 2020 in Scottish waters, or British waters, with the treatment that it received in Irish waters. The Skipper’s website from January 2023 describes what happened to the Pesorsa Dos after it was detained by the Irish Naval Service for breaches of EU fishing regulations in Irish waters. The skipper, Juan Pablo Docal Rubido, was brought before a special sitting of Bandon District Court following the detention of the vessel for alleged fishing offences.

Mr Rubido, whose vessel is Spanish owned and fishes out of La Coruña but was detained at Castletownbere, was charged with a total of 12 fishing offences on various dates between 5 January and 24 January, while fishing within the exclusive fishing limits of the state. He was charged with two logbook offences: of failing to record the proper depth that his vessel was fishing at, and failing to record the proper soak times or times that he allowed his nets to stay in the water while fishing within Irish exclusive fishing limits. He was also charged with a total of nine separate offences of allowing his nets to exceed the permitted soak times of 72 hours allowed for the gear while fishing within the exclusive fishing limits of the state, contrary to section 14 of the Sea-Fisheries and Maritime Jurisdiction Act 2006.

The best part, though, is still to come. The boat was detained. It was kept in the quayside as a consequence of action taken to seize it by the Irish authorities. The skipper himself was allowed bail on production of a bond of €5,000. The period for which the detention was to be permitted was actually extended on the application of the Irish Government. These trawlers—these massive gillnetters—are big businesses, and they only make money when they are out at sea. That old American saying, “If you get them by their reproductive organs, their hearts and minds will follow”, really characterises the way in which these people have to be tackled. The presiding judge, Colm Roberts, granted bail on Mr Rubido’s own bond of €5,000. He said:

“We have to make sure people realise how serious these matters are.”

Well, amen to that.

We are dealing with an industry that is probably the most dangerous way to make a living. Everybody knows that when fisherman go to sea, they very often put their lives at risk, and the fishermen themselves know that better than anybody else. They understand that this is a contest that sets man against nature and its elements. That risk is acceptable and understood, but setting man against man in such a way cannot be understood or excused. We have an exclusive economic zone. I suggest to the Minister and his colleagues that it is about time we understood what it means to be exclusive and to exclude those who will not use it responsibly.

Rail Manufacturing: Job Losses

Jim Shannon Excerpts

Tuesday 16th April 2024 Commons Chamber

[Huw Merriman]

As I have already stated, I have met the Alstom unions myself—I am always very happy to meet the unions, as indeed is necessary. At the moment, however, our work is with Derby City Council and, more importantly, with Alstom, which ultimately will make the decision. It is a private operator and it will be a decision for Alstom, but we want to show what we can do to help with orders and other assistance. We have been working across Government to provide that reassurance so that we can work towards Alstom not only keeping the plant but investing further in it and bringing more of its enterprise into the UK.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for his answers; I do not think anybody in the House could doubt his commitment or that of the Government to improving things, and we thank them for that. What is the Government’s strategy for supporting manufacturing companies throughout the United Kingdom to make improvements to attract business and sustain contracts? Will the Government commit to ensuring that all Government contracts are fulfilled with British-manufactured products as standard, in order to give confidence to investment in British manufacturing?

[Huw Merriman]

I thank the hon. Member, who always puts his points with great kindness and consideration—as a result, he makes better points than some that get chucked around here. I can assure him that I have written to the train manufacturers, met with them and listened to them, and they have said that they want certainty and to know what the pipeline is. We have been working with the Treasury to bring that pipeline forward. The Secretary of State’s letter adds another angle: what we are doing there is writing to the ROSCOs to finance train refurbishments and see if those can be brought forward. So we are doing everything we can from our side—within the difficult legal and commercial situation we find ourselves in—to do things correctly, to bring those orders through, and to give more certainty so that those companies will continue to invest in the UK.