South Western Railway

Jim Shannon Excerpts

Tuesday 1st October 2019 Commons Chamber

[Caroline Nokes (Romsey and Southampton North) (Ind)]

I thank the Speaker for having granted this debate. I recognise that the performance of South Western Railway is not a new subject, rehearsed as it was in this Chamber by the right hon. Member for Twickenham (Sir Vince Cable) less than a year ago and as it has been repeatedly in general debates touching on rail issues.

For those of us unfortunate enough to be served by the franchise, it is a repeat customer to our postbags and our inboxes. It is an aggravation every single time we set off from our constituencies to this place, not knowing whether the train will be delayed, overcrowded, with functioning heating or air conditioning, dependent on the time of year—one can usually rely on the air conditioning in November and the heating on full blast in July—or, indeed, whether it will arrive at all. Those served by more minor stations—shall we describe them in that way?—all too often see late trains hurtling past, making up time by not stopping at all.

My hon. Friend the Member for Gosport (Caroline Dinenage), who cannot contribute to this debate but is here to listen enthusiastically, has asked me to remind the House that Gosport is still to this day the largest town in the United Kingdom with no railway station, so her constituents are obliged to find their way either to Portsmouth by ferry or to Fareham by bus to access a still substandard service.

[Jim Shannon (Strangford) (DUP)]

I discussed my intervening on the right hon. Lady beforehand. The fact that multiple trains fail at the same time causes massive delays, but South Western Railway’s communications do not highlight that online, so people are left unaware of the difficulties until they reach the station and then it is too late to make alternative arrangements. Surely if it is any sort of a rail business at all, South Western Railway has a responsibility to its customers who deserve to know in advance what is going on. Does she agree?

[Caroline Nokes]

I do agree with the hon. Gentleman, who has highlighted one of the many problems, which is the lack of information. We all understand that problems on the network can cause trains to be delayed, but in the 21st century providing information in advance can enable passengers to work out a different route. Sometimes such information is simply not forthcoming. I well recall being at Southampton Airport Parkway station and buying a ticket for a train that the member of staff knew had already been cancelled, and I was then expected to take a convoluted route to get to Waterloo. Had he told me at the point of purchase, I could have simply got back in my car and driven to this place.

I want to start by giving credit where credit is due. Last Thursday, I returned from this place to Southampton on a train which ran ahead of time. That was a novelty. I wonder if it was a coincidence that it occurred a day after Mr Speaker granted this debate. Perhaps one should be granted every week and Mr Speaker has magical qualities of which we were previously unaware. It helped to strike up many a happy conversation among travellers when we stopped at Woking for a full five minutes, so far ahead of schedule was the train running. Oh, to have that driver again: truly his marvellous skills could be deployed on many a route across the network.

I would also like to give credit to the train staff who are in the main unfailingly polite and even jolly, sometimes in the face of extreme adversity, lack of information— as the hon. Member for Strangford (Jim Shannon) mentioned—and understandably bad-tempered passengers. But that is where the compliments cease.

I do not want my hon. Friend the Minister to think that I have come here just to whinge. I have not. I am seeking the opportunity to air the legitimate grievances of my constituents, but also to offer some constructive suggestions as to how the improvements identified as part of the Holden review might be encouraged in some instances, in order to improve the passenger experience.

Roadside Recovery Vehicles: Red Lights

Jim Shannon Excerpts

Tuesday 23rd July 2019 Westminster Hall

[Tracey Crouch (Chatham and Aylesford) (Con)]

I beg to move,

That this House has considered roadside recovery vehicles and the use of red lights.

It is a pleasure to serve under your chairmanship, Mr Davies, and to speak under the watchful eye of my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning), who is the chairman of two all-party parliamentary groups looking at this important issue.

In September 2017, a roadside recovery worker and constituent of mine, Steve Godbold, was hit and killed by a lorry on the M25. He was assisting a driver at the side of the road, wearing high visibility clothing and with amber lights flashing on his vehicle when he was struck. This tragedy has caused unthinkable pain to Steve’s family and partner Sam Cockerill, while the driver of the broken-down vehicle, Nathan, has suffered with post-traumatic stress disorder after the experience.

Many would have given up after the loss of their beloved, but Sam, who is here in the Gallery today, became a spokesperson for the Campaign for Safer Roadside Rescue and Recovery: a group that has provided a united voice within the roadside recovery industry to lobby both Government and Highways England to improve safety for roadside recovery operators. The campaign is calling for greater recognition of the dangers faced by roadside recovery operators, identifying four key areas that could prevent further fatalities in the future.

The campaign is calling for a halt to the current roll-out of smart motorways, until Highways England can prove they are safe; for the Department for Transport to collect data on the number of accidents specifically involving roadside recovery workers, to provide greater understanding of the problem; and, following the success of the “Slow Down, Move Over UK” campaign, for a change to the highway code that makes clear to road users what to do when approaching a breakdown. This has been implemented in all 50 states in the US, treating drivers who disobey the safety rules of the road the same as drunk or reckless drivers.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for securing this debate; I spoke to her before it started. Does she agree that roadside recovery workers would be much safer if red lights were used, as opposed to amber ones, given that they portray a greater sense of danger? That might change how drivers react. Pilots of these schemes could be tested in a short space of time, thereby providing the long-term benefits that she and other hon. Members wish to see.

[Tracey Crouch]

That will be the focus of my speech. There are nearly half a million roadside recovery operators, in a variety of guises, who deserve protection. There are many parts to the wider campaign, but I want to focus on one specific call: to allow the use of red lights by the roadside recovery industry. We are simply asking for recovery operators to be permitted to use prominent red warning beacons while attending accidents and breakdowns on the hard shoulder or on other roads; I know that my right hon. Friend the Member for Hemel Hempstead has particular concerns around countryside roads in his area.

This campaign is supported by the wider industry of both independent firms and nationwide operators such as the RAC and the AA, and I am grateful for their briefings. Evidence given by the AA suggested that although UK motorways are the safest roads to drive on when calculated using serious accidents per billion miles, they are also the most dangerous to work on as a breakdown patrol or vehicle recovery operator; there have been at least three known fatalities of operators in the past 18 months.

There is a firm view within the industry that the use of red lights while attending a breakdown would alter behaviours enough for drivers to become more cautionary in their approach, and there is enough science to back this up. In a previous speech in the House on the wider campaign, I referenced the Rayleigh effect, which means that red can be seen from further away. With significant help from Stephen Westland, a professor of colour science at Leeds University, and Hugh Barton, from Opticonsulting Ltd, I have learned a lot more on this, including regarding the neurological response to red.

Mr Barton helpfully points out that red light as a danger signal can be traced back to the 1820s, when the first passenger trains were signalled using red, green and white flags, which were later replaced by red and green semaphore signals. Red is a useful colour for long-range warning signals, because it suffers from atmospheric scatter to a lesser degree than other colours, due to the effects of Rayleigh and Mie scattering processes: at the limit of visual detection red lights are seen as red, whereas other colours are seen as lights with no specific colour attribute.

Professor Westland provided me with some comments regarding the psychological aspect of red and its association with stop and danger. In a traffic situation, everyone knows that red means stop and danger. He kindly forwarded me an interesting paper in an ergonomics journal, which provided some interesting data on this. In one experiment, for example, the researchers presented words on a screen in one of three colours: red, grey or green. Participants had to categorise the words as being danger words or safety words. The reaction time to identify the words in the danger category was quicker when the words were red than when they were green or grey. The same sort of effect was found with danger symbols rather than words: red danger symbols are more quickly categorised as danger symbols than, say, green danger symbols. In other words, although this is a psychological effect, there are implications for performance. One could rightly surmise that a driver noticing a red light on the hard shoulder would be more likely to slow down than if they saw an orange light, and their reaction times would likely be quicker.

With that science in mind, I ask the Minister to review the Road Vehicles Lighting Regulations 1989, which currently prohibit roadside recovery vehicles from using red lights. This change in policy can be easily implemented. Highways England vehicles have recently joined the fire service in being exempt from these regulations via a statutory instrument; they are permitted to use red lights in their regulation of traffic around accidents and other road incidents. The Campaign for Safer Roadside Rescue and Recovery argue that the work that roadside workers do on the side of the road, whether a motorway or a country lane, is dangerous and ought to receive the same level of protection. I would argue that, too. The issue is not just their safety, but the safety of those they are there to help.

Before I conclude, it would be remiss of me not to mention that one in 12 men and one in 200 women are colour blind. Although the primary purpose of this debate is to call for a change of use from amber to red beacons to protect recovery workers, for some it would make less of a difference. Perhaps part of a review could be to consider how we support colour blind drivers too, perhaps through shaping or flashing techniques within the beacon.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 18th July 2019 Commons Chamber

[Michael Ellis]

Yes. First, the fraudulent use of blue badges is a criminal matter and that can be dealt with accordingly, as one would expect. As for those who park in disabled parking spaces when they are not permitted to do so, such infractions ought to be dealt with by the supervisory authority, and that can be by way of fines.

[Jim Shannon (Strangford) (DUP)]

Will the Minister further outline what training must be undertaken by those responsible for parking enforcement to ensure that people entitled to a blue badge for hidden illnesses are not interrogated by traffic wardens when their blue badge is clearly on display?

[Michael Ellis]

The hon. Gentleman raises an important point. We expect those who are charged with enforcing our parking regulations to be sympathetic to these issues and alive to the fact that there will be people with non-visible disabilities who are perfectly entitled to use a blue badge.

Transport in Bedfordshire

Jim Shannon Excerpts

Wednesday 17th July 2019 Commons Chamber

[Mr Gavin Shuker (Luton South) (Ind)]

I am extremely grateful to Mr Speaker for granting—and to you, Madam Deputy Speaker, for chairing—this Adjournment debate on the topic of transport in Bedfordshire and, of course, in Luton. This issue is incredibly important to my constituents and to me. We all know that transport is a key enabler of economic growth, allows access to work and education, and is increasingly recognised as key to tackling loneliness.

My constituency is fortunate to have a number of great transport options, with the midland main line for rail, the M1 motorway and its proximity to the M25, and of course London Luton airport. These are the fruits of far-sighted decisions and investments made both in this place and elsewhere over the decades, but we cannot stand still. Infrastructure from the 20th century will not be sufficient for us to thrive in the 21st. While, understandably, that means having better broadband, with 5G and rural connectivity, it must mean having better roads, trains, buses and aviation links. Today, I wish to outline five areas in which I believe transport in Bedfordshire needs to put in good stead for this century, not just for the last.

First, we all know that we must develop our roads with an eye to the vehicles that will use them. Yes, this means electric vehicles and self-driving vehicles, but it will continue to mean existing petrol and diesel vehicles for some years to come. These contribute to climate change and cause congestion, but they are also a lifeline for the 54% of my constituents who travel to work by car, and they are essential for many living with disabilities. In supporting the logistics industry, good road connections will always be at the heart of our economy.

In that context, I remind the House that the M1 motorway was this country’s first full-length motorway, and it is a major strategic route. It is currently being upgraded to a smart motorway north of London. This is of course welcome, and it will tackle congestion on routes as they grow. However, the M1 leaving Bedfordshire south of junction 10, which has been subject to its own upgrade programme in recent years, is not currently operating in the same way.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on bringing this forward. There is not an MP in the House who does not have a transport problem in his constituency. My understanding is that the hon. Gentleman has problems with road closures across his constituency, as I have in mine. Ever mindful of that—and I did do some research into his key issue—is the hon. Gentleman worried about the disruption that the closure of the A6 for repairs will cause for transport in Bedfordshire, and if so, are there plans to tackle the disruption? If we do not tackle such disruption in every constituency, and particularly in this one, we will have a real problem.

[Mr Shuker]

I am extremely grateful to the hon. Gentleman, who once again uses his well-recognised ingenuity to raise the parallels between his constituency and my own. He is obviously well versed in the issues of the A6 just south of Bedford and adjacent to the village of Wilstead. He is quite right that its closure for up to six months will have a knock-on effect on constituents and on my constituency. I might say that I am surprised he did not raise the user experience of Luton airport, as he is of course a keen commuter backwards and forwards to his own constituency. Later in my speech, he may have some views on Luton airport, as I am sure he will have tried one of the many routes allowing him to get back to his constituency from the brilliant user experience that is London Luton airport.

[Jim Shannon]

I am very pleased to say that I have had the opportunity to use the Luton airport connection to Belfast City. It is extremely usable and accessible, but I would say to the hon. Gentleman that, unfortunately, Heathrow is just that wee bit handier for here.

[Mr Shuker]

I am particularly grateful that the main business of the House finished much sooner than we were expecting, because if the hon. Gentleman wants a long list of the many advantages that are coming to London Luton airport—in many ways, they may outstrip the advantages of London Heathrow airport in the years to come—I am sure I will be able to mention them at some point in my speech.

As I was saying, the M1 south of Bedfordshire does need looking at, particularly as London Luton airport looks to expand in the coming years. I ask the Minister to consider carefully whether the existing programme of development that is already in place will provide the capacity needed to keep the traffic flowing not in just in the next five or 10 years, but for the next 50 years.

That said, there is a wide body of evidence to show that simply widening roads does not do much to reduce congestion, as new capacity brings forward new demand. The brave programme, put in place under the previous Administration, of exploring smart motorways might allow further expansion of capacity south of Luton airport.

The other point I would like to make about roads before I move on is that it is 30 years since bus deregulation, and there is clear demand to reverse it. As a regular user of the bus services in my constituency—I acknowledge that there are many benefits as well as the cost implications, which in many ways are very different from those in major metropolitan areas—I am keen to hear the Minister’s thoughts on whether the process of allowing local authorities to have a greater say on the provision of services, achieved in places such as Manchester and London, could be extended to Luton, Bedfordshire and beyond.

Secondly, we must provide our railways with the resources they need to succeed in the decades to come. The railway is extremely important to Luton. Many people travel to London for work or to see friends and family, while many thousands of others travel in the other direction to take a flight from London Luton airport. There is even more travel from Luton to Kettering and beyond, and such northerly connections are essential. Our railways serve a diverse set of needs. They might easily be characterised as just London’s commuter belt, but they are much more than that: they are Bedfordshire’s link to the world. Luton’s stations, of which there are three, serve 7.7 million people each year, and they are growing rapidly. That growth is built partially on the delivery of the Thameslink programme, which delivered extended platforms and a new footbridge to Luton station. In some ways, however, access for my constituents was diminished by the implementation of that programme and further fixes have not been put in place.

Alongside the botched timetable changes for Thameslink in May last year, which were very damaging to Lutonians, the programme as a whole delivered more seats, trains and capacity for Luton. I acknowledge that a lot has been achieved on rail transport in the past decade, but we should also remember that such programmes take time to be implemented. The Thameslink programme was originally called Thameslink 2000. It was proposed in 1991, just three years after the first Thameslink services began. Planning permission was not granted until 2006 and funding not delivered until 2007. It took 30 years to deliver the Thameslink project. Much of that time involved important consultation, impact assessments and cost implications, but Luton has not stood still in the past three decades.

I know the Minister has journeyed to see some of the improvements in Luton, and I met him at London Luton airport among other places, but I encourage him to see Luton railway station and the surrounding area. In the past decade, the area around Luton railway station has been completely transformed, with major investment by the local authority, businesses and others. The one remaining eyesore that still exists there, which I will come on to speak about, is Luton railway station.

Through the Luton to Dunstable busway, residents of the nearby town have access to London via Luton in less than 30 minutes. Over the past 30 years, Luton has grown significantly, and so have its transport needs. I am not the only Member of Parliament from this part of England to complain about his local train service. I would not want to put any money on the number of Adjournment debates you have sat through during your tenure, Madam Deputy Speaker, involving Members standing up to complain about commuter journeys. I acknowledge that the south-east does receive its fair share of transport funding, but that only serves to remind us that there is such a strain on railway services in the south-east because of demand.

I put on record that there are currently serious problems due to timetabling on the midland main line. As a result of the last-minute downgrading of the Thameslink programme and delays to the midland main line upgrade programme, last May, Luton station—where passenger numbers have risen by 12%—did not gain services but lost its peak-time East Midlands Trains services. Many of my constituents preferred using these services to get into and out of London in the evening, because they get to London faster and go more directly. At least at that time, however, the Department for Transport, in seeking to try to take some responsibility for the mess that had been caused, mandated Thameslink to provide for the loss of the services by providing additional fast peak-time Thameslink trains.

Infrastructure constraints mean that providing the replacement services to Luton required some Thameslink services to no longer stop at Harpenden, just a couple of stations down the line. Govia Thameslink Railway, which manages the route, has announced today that it will consult on moving some peak-time Luton services so that they stop at Harpenden. Many of my constituents rely on these services for their employment, and I would be deeply concerned to see their livelihoods put at risk by any loss of services from Luton. In February this year, I successfully blocked that move in an ill-tempered meeting with representatives of the company, commuter groups and other MPs. It was not a pleasant experience to have to do that to try to prevent services that rightly serve my constituency from being taken away and given to groups that shout more loudly in more leafy areas further down the line. As this consultation opens today, I urge all residents of Luton and those who travel from there to take note and contribute. In a growing town with growing railway usage, train users should have more trains, not fewer, and Luton residents who rely on these services to get to work must be heard.

I understand that there are difficulties caused by the delayed midland main line upgrade in places such as Harpenden, and while it is easy to sympathise with commuters further down the network towards London, any changes to the timetable should reflect the data and not just those who shout the loudest. I would go further and say that the consultation should also take into account the economic inequalities that are in play. Arguments to move services based on the proportion of season ticket holders, for example, do not accurately reflect the number of commuters, but rather the number of commuters who have the financial means and access to purchase expensive season tickets. It is a misleading comparison, and acting upon it would be hugely regressive for my constituents. It would be wrong to remove services, and particularly those put in place to mitigate the loss of other services due to the Government failing to foresee what was about to happen on that congested stretch of line, to serve a richer, more vocal community at the cost of a poorer one.

Let me say this: I will not stand by and watch my residents’ services taken away by a more vocal minority. It is an injustice, and the Department should not hide behind Thameslink’s action, if the move that the consultation brings about takes services away from Luton and places them in the hands of Harpenden.

Thirdly, we must make our railway stations fit for everyone in the community, so I make no apologies for raising again the matter of Luton station, which serves some 3.7 million passengers a year. Close watchers of this House’s proceedings will recall that 1,223 days ago, I secured an Adjournment debate on this matter, noting at the time that no progress had been made on the rebuild in the 2,179 days since the hon. Member for Luton North (Kelvin Hopkins) had secured a debate on this issue. My maths tells me that 3,402 days have now passed since that first debate, and I regret to inform the House that, despite widespread agreement that the upgrade at Luton station is required, no progress has been made.

Luton station was identified in 2009 as one of the 10 worst stations in the country, and it was promised money from the £50 million better stations programme, but it saw that funding pulled by the coalition Government when they came to power in May 2010. The station is as old, tired and inaccessible as it was 10 years ago. Because of its location in the town, the station also harms accessibility for people who want to get from one part of the town to another to access jobs, education and shopping opportunities. Frustratingly, funding for that vital rebuild has been close on several occasions, but it has not been close enough for my constituents. Luton station has received no new funding in a decade.

I seek a commitment from the Minister to meeting me, GTR and local rail users to discuss how we can improve Luton station. There is no point in delivering a railway that succeeds for the decades to come if it continues to fail some of the most marginalised groups in our society. I would like the Minister to reflect on the fact that in richer constituencies along the Thameslink line—the line has received £7 billion of investment to upgrade capacity—works have been scheduled in control period 6, and other upgrades have been delivered in control periods 4 and 5, but there has been a complete failure to mandate any upgrades to the facilities at Luton station.

Fourthly, we must enable aviation to succeed in the national interest. I see you taking the Chair, Mr Deputy Speaker, and you will be pleased to hear that I only wish to make five points. I have long championed Luton airport, which is in my constituency and which supports around 30,000 jobs and puts £1.5 billion into the local economy. Each household in Luton benefits to the tune of £340 a year because we chose not to sell off London Luton airport in the late 1980s, as many on the local authority wished us to do. In retrospect, that looks like a very smart decision.

The benefits are widely spread. The airport carries 16.6 million passengers a year; that figure is 80% higher than when I came into the House in 2010. The airport is England’s gateway to the rest of the world, and it brings major benefits to the whole country, as well as to my constituency. Crucially, it has delivered growth and improvement with no additional runway capacity; we still operate with the same runway that we have used for many years. That is in line with the Government’s aviation strategy, which allows expansion but not at Luton airport. I welcome the airport’s masterplan for sustainable growth over the next 30 years, which seeks to take capacity from 18 million passengers a year to 32 million or 33 million.

The Government will be asked to make a decision on expansion at Luton airport, because only central Government can balance matters of national importance against local concerns. Against the backdrop of otherwise unmeetable aviation demand in the south of England, expansion is necessary and wholly appropriate. We know that we can deliver it at Luton, where we have a real vision for an airport that is currently Britain’s fifth largest. It is also right that local authorities make decisions on smaller matters that might affect local residents but that are not strategic concerns for the nation. As an example, increasing the planning limit on noise at Luton airport by some small amount will directly affect local residents, but it will not have massive strategic implications for the future of the nation.

Both those planning processes are appropriate and important. Personally, I think that it is outrageous deliberately to conflate the two, alongside the local authority’s ownership of London Luton airport. That might make good copy in the pages of the Herts Advertiser, but it represents really poor behaviour from those who should know better. I would appreciate it if the Minister laid out his understanding and expectation that under the current planning framework, the decision to undertake any major expansion at London Luton airport would be made by central Government after weighing up all the implications.

Fifthly, and finally, interconnectivity between different modes of transport must be at the heart of any transport strategy for Bedfordshire. I should point out that the largest railway station in my constituency is not Luton, but Luton Airport Parkway, which serves 3.9 million passengers each year. At present, it takes about at least 20 minutes to get from the station to the airport terminals. If we are to enable aviation to succeed—Luton airport is particularly important to airport capacity in the south of England—we must provide easy interconnectivity between the airport and the railway. That is why the Luton Borough Council’s investment of £220 million in the direct air-rail transit, or DART, system is so important.

I now take great pleasure in commuting from my constituency and seeing the progress that is being made on that project every day. DART will greatly improve passenger connectivity, cutting the shortest journey time between St Pancras station in central London and the terminal door to less than 30 minutes. I believe that when it is in place, it will be quicker for me to travel from the House of Commons to Luton airport than to travel from the House to Heathrow—certainly before the new Elizabeth line opens. I encourage Members to try that out when the opportunity comes along.

Most services currently take considerably longer than 30 minutes, however. The shortest journey time of under 30 minutes is possible on just one train per hour. Most airports—for example, Gatwick and Heathrow—benefit from four fast trains per hour from central London, but those airports are full, and any new construction will not be completed for decades. I am sure the Minister will agree that Luton airport has an essential role in meeting new aviation demand, but it will not be able to play that role without effective surface access, which, in my view, requires a Government commitment to putting its rail connections on an equal footing with those of Gatwick and Heathrow. As the Minister knows, I lobbied hard for that at the time of the awarding of the East Midlands franchise and was disappointed by the missed opportunity to mandate four fast trains per hour. I ask the Minister to work with me in trying to lobby the new operator, Abellio, to introduce that service voluntarily. Even at this late stage, it will be missing an opportunity if it does not do so, as the airport seeks to expand and potentially double its numbers over the coming years.

That five-point plan for improving transport connectivity in my constituency and beyond is obviously not conclusive. It will not radically transform transport. The issues are more complex than that. No single Minister is likely to pick up a pen to grant all those wishes in one go. That is, in many ways, part of the frustration experienced by a Minister at the Department for Transport: making decisions that will take a long time to come to fruition. However, these are the important bread-and-butter issues on which we are elected to the House to deliver. I would love the sort of decision-making prowess for which the Minister is renowned to be applied to them and particularly to the rebuilding of Luton station. In that context, I shall welcome him back to Luton as soon as his diary secretary will allow him to pay it a visit.

Drone Users: Registration

Jim Shannon Excerpts

Wednesday 10th July 2019 Westminster Hall

[Tim Loughton]

I entirely agree with the hon. Gentleman. I will come on to precisely that if he hangs around.

As I say, I think most people acknowledge that we need more robust rules. Back in 2018, the Government decided to mandate a drone registration and education scheme in the UK, to strengthen the accountability of drone users and their awareness of how to fly their drones safely and responsibly. Fortunately, it was agreed—after different thinking originally—that the scheme should register the operator, not every individual aircraft or drone, which could have made it a much more bureaucratic exercise. To that end, the Government propose that everyone in the UK operating drones or model aircraft between 250 grams and 20 kg in weight must register by the end of November this year and take an online safety test, or face a fine.

The scheme will be run by the Civil Aviation Authority which, as the hon. Member for Barnsley East (Stephanie Peacock) said, proposes an annual £16.50 charge per operator, supposedly to cover the cost of running the scheme. That is based on an estimated 170,000 assumed registrations, which would raise something like £2.8 million —not a small sum. The CAA claims that it needs to cover the costs of the IT service hosting the system, IT security packages, a major national drone safety and registration requirement campaign, variable costs linked to user volumes and the ongoing upgrade of drone registration services, although there is not a lot of detail on those ongoing costs and why such a large amount of money is required.

I agree with the hon. Lady. One of my constituents’ main concerns is why the charge is £16.50, and why it is levied every year. Why not just an up-front registration fee, without the need to re-register? The United States scheme costs just $5 for three years, in Ireland it is €5 for three years, and France brought in a free scheme, so £16.50 seems disproportionate, given the experiences of comparable countries. Why is it is as much as £16.50? Why not a one-off fee? What are the ongoing costs? Will it go up from £16.50? These things have a curious habit of going up but never going down when schemes begin. Is it fair to charge a teenager £16.50 for using a drone when Amazon, which in years to come will probably operate fleets of hundreds of drones to deliver goodies to everybody, will also be charged £16.50? Those are my first questions to the Minister.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way?

[Tim Loughton]

Of course. It would not be a debate without someone giving way to the hon. Gentleman.

[Jim Shannon]

The hon. Gentleman is most kind. I congratulate him on introducing the debate. He, I and others in the Chamber recognise that drone use has led to contraband being taken into prisons; it comes up in Justice Questions nearly every month. Does he recognise the real need to register and approve all drone users to stop contraband going into prisons? It is important that we deal with criminality and those who use drones for criminal purposes.

[Tim Loughton]

I completely agree, which is why I said I think we all agree that we need more robust regulations and a registration scheme. I think most users do not dispute that but they do dispute the proportionality and cost. The scheme needs to be effective, because there is criminal activity in prisons—terrorism and other things, as I mentioned. How it will do anything to deter people who use drones to drop drugs and other illicit goods into prisons is not clear. A small minority misuse drone technology, and if we are going to operate a scheme it should not penalise the vast majority who operate legitimately but should be quite clear about how it will clamp down on criminals using drones for completely illegitimate activities.

What does registration actually offer to the operator, other than a confirmation of compliance? Membership of the British Model Flying Association, through the various recognised clubs, usually includes public liability insurance cover and proper training and oversight from qualified instructors, and clubs tend to police their own members because they want everybody to operate responsibly and within the law. Why is the CAA effectively trying to reinvent the wheel when the current membership scheme works well in the existing clubs? It could just oblige all operators to register through a club, rather than through the CAA-run scheme.

The scheme could also be operated by the police, who could choose to contract it out to local clubs, when clubs prepared to take that on are available. Where they are not available, the police could operate it themselves, or through somebody else. That is how they do driving awareness classes and similar schemes in various parts of the country. The model is already there.

Active Travel

Jim Shannon Excerpts

Tuesday 9th July 2019 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Member for Witney (Robert Courts) for setting the scene for us all. The main town in my borough, Newtownards, is classified as a central business district town or a commuter town. There have been recent moves to expand the Glider service into Newtownards and supply a park and ride for the area. There are also plans, though the city deal, to extend the greenway to enable people to avail themselves of cycle-to-work schemes.

I am fully supportive of the cycle-to-work schemes run in co-operation with Sustrans, which helps workplaces become cycle-friendly employers. That accreditation was developed with the EU project “Bike2Work”, with Cycling UK the recognised provider for the UK. Site auditing and advisory work is provided by Sustrans for organisations in Northern Ireland. Sustrans says:

“We support employers to encourage their staff to consider active travel in their daily routine. Being a cycle-friendly employer brings real benefits by promoting staff health and well-being, reducing absenteeism, increasing productivity and saves organisations money”,

so clearly there are benefits. I believe that in this kind of scheme, there should be funding—at least a token amount, as a gesture—to encourage employers to provide the facilities needed.

The Department for Infrastructure in Northern Ireland has shown that it practises what it preaches, as it became the second UK organisation to receive international recognition as a cycle-friendly employer. It is to be congratulated, but if funding was there, I honestly believe that more employers would help us to make the goal of carbon-neutral commuting a reality for many people. There are many benefits to this, yet when it comes to funding, we are not so forward-thinking. That needs to change. There is an appetite for change in our cities—and indeed in our lives.

“Bike Life”, the UK’s biggest assessment of cycling in cities, showed that 81% of people in Belfast want more protected bike routes to make cycling safer, even when that could mean less space for other road traffic. Almost three quarters of Belfast residents surveyed supported more investment in cycling, with 71% saying that Belfast would be a better place to live and work if more people cycled. There is a movement and a need for change.

Sustrans, in its mission to educate people, put it succinctly:

“Research shows that keeping physically active can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by…30%. It’s recommended that adults take part in 2.5 hours of moderate activity per week. But…activity levels in the UK are low: only 40% of men and 28% of women meet these minimum recommendations. One way to achieve this target is to do 30 minutes’ exercise at least five times a week—the perfect length of time for short, local journeys on foot or by bike.”

The charities and institutions are doing their part, but I believe we can do more in this place to make cycling a priority for health and the environment. That must come from increased funding. That puts the onus on the Minister to make the case to his colleagues in the Exchequer.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 13th June 2019 Commons Chamber

[Chris Grayling]

We are taking a variety of different measures. In this country, we will shortly be seeing the first battery hybrid trains and the first hydrogen-powered trains, and we are providing support for low emission and ultra-low emission buses. Indeed, I recently went to the constituency of the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), to see the work that the local bus company is doing to introduce entirely electric-powered local bus routes. There is a huge amount happening, but of course there is a lot more to do to decarbonise the whole public transport sector and our road transport, too.

[Jim Shannon (Strangford) (DUP)]

Has the Secretary of State had any discussions with the Treasury regarding a public transport voucher scheme that can be taken from pre-tax wages to encourage people to use public transport and thereby lower carbon emissions in our cities?

[Chris Grayling]

I have not, but I would be happy to discuss the hon. Gentleman’s concept. I am very interested in what he says.

Transport in Hertfordshire

Jim Shannon Excerpts

Tuesday 4th June 2019 Commons Chamber

[Bim Afolami (Hitchin and Harpenden) (Con)]

I rise to discuss transport in Hertfordshire. I am an MP for Hitchin and Harpenden—the MP, not an MP; there is only one, at least at the moment. Transport affects us all—not just Hertfordshire, but all counties and everybody in the House—but it particularly affects my constituency, and today I want to draw the House’s and the Minister’s attention to two specific issues: first, the train system and commuters going in and out of London from the stations of both Hitchin and Harpenden—both main commuter stations into London; and secondly, the looming expansion of Luton airport and the constant disruption faced by many of my constituents and others across Hertfordshire, including the constituents of many of my colleagues.

I will start with trains. When thinking about our transport system in Hertfordshire, we must have a sense of balance. Better public transport is essential. I do not know anybody on either side of the House who would disagree. We recognise that people in Hertfordshire want better public transport. Yes, they want better roads as well, as it so happens, but they want better public transport. They also want to maintain their standard of life. They moved, often from big towns or cities, principally London, because they did not want to be there. Hertfordshire is a much more rural county than many people realise, and the green belt is very precious to many of my constituents. It is important to bear that in mind when thinking about what infrastructure improvements are needed.

In particular, on the subject of Luton airport, I spoke to the Minister earlier today. I know how much he understands and cares about these issues, despite being relatively new to his brief. It is important that infrastructure such as airports is used for the benefit of all and is mindful of the negative externalities and impacts on many people in Hertfordshire and in particular my constituency.

[Jim Shannon (Strangford) (DUP)]

As the hon. Gentleman says, infrastructure and better funding for transport are important not just in his constituency but across the whole UK. Does he agree that decent infrastructure is necessary to every community and that, although issues such as potholes might not be high on the register for some, for those of us who want investment in our local communities, good infrastructure is the starting point, and that requires good planning and good funding, and these two must go hand in hand?

[Bim Afolami]

I agree with the hon. Gentleman. Good infrastructure matters. It is the difference between being a developed advanced country and not being one. The ability to get into work in a timely manner is critical to the economic and social wellbeing of a country, particularly in constituencies such as mine that rely on commuting. He talks about potholes and roads. I will come to this later. Roads are the essential lifeblood of pretty much every small business, of people taking their kids to school, visiting family, seeing friends or just conducting everyday business. These things may appear small, but they are critical.

That leads me to trains. Many in the House will have heard me talk many times about trains. I can see my hon. Friend the Member for Wells (James Heappey) in his place. He has heard me bang on about this many times.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 21st March 2019 Commons Chamber

[Chris Grayling]

I have been very clear that the Government will, using the tools at our disposal, ensure there is guaranteed capacity for regional airports at Heathrow. That is absolutely clear Government policy.

[Jim Shannon (Strangford) (DUP)]

The passenger numbers at Belfast City airport and Belfast International airport have been exceptionally good, but connectivity is key. Will the Secretary of State outline what connectivity can be brought to benefit Belfast City airport, Belfast International airport and Londonderry City airport?

[Chris Grayling]

I have had regular meetings with both airports since becoming Secretary of State. They have great ambitions to expand their route networks. The commitment I give to the hon. Gentleman is that my ministerial team and I will do everything we can to support their ambitions to attract more international routes and better connections within the United Kingdom.

Regional Transport Infrastructure

Jim Shannon Excerpts

Tuesday 5th March 2019 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Barnsley Central (Dan Jarvis) on bringing the matter forward.

We all know that a rising tide floats all ships, and certainly investing in infrastructure means that all the businesses in the vicinity are winners. Declining to invest in infrastructure means retaining a situation where rural communities are socially isolated, contributing to over-reliance on towns. The main town in my constituency, Newtownards, lies just short of 10 miles from Belfast City airport—the journey takes less than 20 minutes—yet I fear that my town does not benefit as it should from proximity to the airport, and the business and tourism that that should attract. I believe that is due to a lack of correct infrastructure in relation to the airport.

Whenever I have put questions to the Minister—I am always talking about connectivity with Belfast City airport or Belfast International airport—he has responded positively about the need for connectivity, but I want to emphasise this again. If we were to invest in the strengthening of routes directly from airports, that would allow businessmen to reach cheaper rental accommodation in Newtownards and other towns, and the local economy would benefit.

Another issue in my constituency is the coastal erosion programme. There are many roads around the Ards peninsula where I live, and in the centre of the constituency, where high tides and the weather conditions cause a lot of erosion, yet the methodology for responding seems to be reactive rather than proactive. I do not fault the Department, but I ask that we look for future aspirational projects that could address the issues. Northern Ireland is at the bottom of the table in relation to spend per head throughout the United Kingdom. There is an historic lack of infrastructure. I do not want to insult anyone’s intelligence in this place, but of course the fact is that over 30-odd years there was a campaign in which the IRA destroyed everything it could, including as many places as it could.

We have moved on, thank the Lord, but when I look at my local towns’ potential and the state-of-the-art office space, UK-wide connectivity and low business rates, it is clear that while short-term issues must be addressed, so must the long-term goal of showing the world that Northern Ireland is the place to invest in business. It is the place to produce television shows and locate a high-class graduate labour force, as well as an abundance of admin staff. It is the cyber-security region for the whole United Kingdom, and we have more people employed in that work. That is an example of what we are doing right.

One of the keys to unlock global attraction is the ability to connect easily, both globally and UK-wide, and we simply have not yet come close to unlocking that potential. I would like an extension of the city deals, which the Minister will be aware of, although he is not directly responsible for them. Last night, the stronger towns plan was put forward, and those projects will link towns and cities to the markets that are available. This place is where action must be spearheaded, and I look to the Minister to understand how and when that can be done.