254 Jim Shannon debates involving the Department for Transport

Gatwick Airport: Growth and Noise Mitigation

Jim Shannon Excerpts
Wednesday 10th January 2018

(6 years, 8 months ago)

Westminster Hall
Read Full debate Read Hansard Text Read Debate Ministerial Extracts

Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.

Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.

This information is provided by Parallel Parliament and does not comprise part of the offical record

Tom Tugendhat Portrait Tom Tugendhat
- Hansard - - - Excerpts

I am grateful to my right hon. Friend for expressing that essential point. The noise management board, which is part of the solution, has begun that work, but of course it cannot solve the problem alone. As he would expect, I will come on to the Department for Transport and its role in restoring trust. I welcome his points.

I remember David Wetz, who lives in Chiddingstone, telling me last summer that he was unable to enjoy his daughter’s birthday celebration properly outside because normal conversation simply was not possible in the garden. That is a disgrace. It is not a matter of nimbyism. It is about people wanting to live a normal life without having a motorway built over their heads.

As representatives in Parliament of communities such as Chiddingstone, we are responsible for representing their interests to the Government—I pay tribute not only to the right hon. and hon. Members present, but to the many others who have joined groups with us. It is clear that we need to enforce a better balance between the interests of the aviation industry and of local people affected by noise. Successive Governments have designed policies that seek to achieve that balance, but we must consider whether Gatwick is complying with them and whether the Department for Transport is enforcing them in its role as noise regulator.

The key policy—it is a welcome policy—on noise is the 2013 aviation policy framework, which clearly stated Government policy on aviation noise as

“to limit and where possible reduce the number of people in the UK significantly affected by aircraft noise”.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

I know that the debate is about Gatwick, but the same issue affects other airports. Belfast City airport has a cut-off time of 9.30 pm for aeroplanes to land. Obviously there are cases in which aeroplanes land later, but a system of fines is in place and the money goes into the community. Does the hon. Gentleman agree that what happens at Belfast City—a smaller airport, but one that is surrounded by houses—could well be helpful for his investigations, and indeed for the Minister and his Department?

Tom Tugendhat Portrait Tom Tugendhat
- Hansard - - - Excerpts

I am delighted that the hon. Gentleman has come up with some suggestions, and I would be happy to look into them later. In fact, some interesting work has been done on the approaches to Schiphol airport with respect to the effect of laying out the ground on how sound travels. There are interesting ideas out there, and I certainly welcome looking at Belfast’s example.

The policy set out by the Government is clear: they do not endorse any increase in the number of people significantly affected by aircraft noise. That approach is a welcome change, but Civil Aviation Authority data demonstrate that it is not being followed. Since the policy was introduced and the flightpaths were altered radically in 2013, Gatwick has increased its flight numbers by 12% and its passenger numbers by 22%, but the number of people significantly affected has not reduced. In fact, it has risen every year.

The Minister will know about the 57-decibel average noise contour—after all, it is the Government’s preferred noise impact measure. Using that calculation, the number of people affected by aircraft noise has increased by 27% since 2013. Looking at it geographically, the affected area has increased by 8% across Kent, Surrey and Sussex over the same period. Using the Government’s preferred data method, we can show that noise is continuing to get worse in the communities affected, despite the policy. My question for the Minister is clear: why have the Government failed to implement the aviation policy framework in full? Their own figures clearly show that the number of people being significantly affected by aircraft noise has increased.

The aviation policy framework rightly looks at sharing the benefits of growth between the aviation industry and local communities. Indeed, to quote it directly:

“The industry must continue to reduce and mitigate noise as airport capacity grows”.

I hope everyone includes in their definition of “the industry” airlines, airports, National Air Traffic Services, the Civil Aviation Authority and all those industry representatives who sit on Gatwick airport’s noise management board. Have the benefits of growth been shared? Certainly, many people are benefiting from the airport—Gatwick and the air industry have grown—but both collectively and within their individual areas of responsibility, they have not done enough to reduce noise.

I am afraid that it remains unclear what the industry has done so far, particularly away from the confines of the noise management board. At the Gatwick airspace seminar and noise management board public meeting only last month, we heard that the airport requires airlines to contribute to the reduction of noise. We also heard very clearly from the chair of the noise management board, Bo Redeborn, that this issue would not be considered because it is outside the terms of reference of the board. However, in a letter to me and six other colleagues on 6 December, the day before the airspace seminar, the Secretary of State for Transport mentioned that Gatwick’s noise management board was the place to discuss these matters. We obviously need a little clarity. Which one is it? Should the noise management board be looking at these matters at the expense of the industry doing anything to reduce and mitigate noise as airport capacity grows? If so, that is in contrast to the policy. However, it is clear from Bo Redeborn’s comments last month that the noise management board is not the place to discuss these matters, contrary to the Secretary of State for Transport’s letter.

I am disappointed that repeatedly the Department for Transport seems unwilling to take a view on whether its aviation policy framework is being properly implemented or not. My view, however, is clear: I agree with Bo. It cannot be left solely to the noise management board, although it definitely has a role. The line from the policy is clear and it is the whole industry that needs to do more, individually and collectively, to reduce and mitigate noise. Passing the issue to the noise management board for its consideration is being used as a reason not to enforce policy, which is a great shame. My second question to the Minister is this: what steps will he or his Department take to ensure that the industry will reduce and mitigate noise on its own, outside of the agreed work programme of the noise management board?

Finally, I will again quote from the aviation policy framework—everybody’s favourite bedtime reading. The framework says it is clear that the Government want

“to incentivise noise reduction and mitigation”.

Sadly, in the considerable correspondence that I have had with the Department for Transport over the past few years, I cannot find many examples to highlight what incentives have been offered for noise reduction and mitigation. It seems that Gatwick airport’s compliance with the aviation policy framework is largely optional. As Gatwick, along with Heathrow and Stansted, is a noise-designated airport, the Secretary of State has direct responsibility for regulating noise at the airport. It is for the Department for Transport to ensure compliance—that cannot be delegated down to the airport’s noise management board.

UK Flight Ban: Sharm El Sheikh

Jim Shannon Excerpts
Wednesday 13th December 2017

(6 years, 9 months ago)

Commons Chamber
Read Full debate Read Hansard Text Read Debate Ministerial Extracts
Jonathan Lord Portrait Mr Lord
- Hansard - - - Excerpts

I agree with my hon. Friend. When the all-party parliamentary group on Egypt, of which the right hon. Member for East Ham and I are co-chairmen, visited the country recently, it was instructive to note that virtually everyone we met was aware of the continuing UK ban. Parliamentarians, Ministers and business people obviously knew that the UK was now encouraging tourism back to Tunisia, and they took it as a bit of an affront that we were not helping Egypt in a similar way. Given that the UK’s 25-point plan has been fully implemented, they find it very disappointing that Sharm El Sheikh airport remains closed to UK flights. The UK is now unique in being the only European country to operate such a ban: every other country in the EU allows flights to Sharm El Sheikh. The ban has had a significant economic impact on the resort’s tourist economy, which is highly reliant on the UK tourism trade. Hotels are operating at only 35% of capacity.

I understand that security experts in the UK and Egypt now agree that Sharm El Sheikh has one of the world’s most secure airports. In 2016, after three trips to the town, Sir Gerald Howarth, then an MP and chairman of the APPG, told UK travel companies that representatives of the Department for Transport had told him that they felt that the conditions to enable flights to resume had been met. To meet those conditions, Egypt has spent more than £20 million on improving security at the airport, replaced outdated equipment, trained 7,000 staff using the UK aviation security firm Restrata, run rigorous background checks on current staff, laid off more than 40% of the original staff and introduced a new biometric ID system for all airport employees. The Egyptian authorities have also invested £26 million in security at tourist hotspots and hotels across the nation.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

My parliamentary aide had the holiday of a lifetime in Sharm El Sheikh; after all, it was her honeymoon. I join the hon. Gentleman in highlighting the great bonus of the flights to home-grown tourist operators. If it is safe to do so, we should request their restart. We should encourage the Egyptian Government to continue their great protections for the human rights of Christians and those of other faiths, and ensure that the economy of Sharm El Sheikh can be reinvigorated and rejuvenated as a result of tourism from Northern Ireland and the United Kingdom as a whole.

Jonathan Lord Portrait Mr Lord
- Hansard - - - Excerpts

I agree with every single point that the hon. Gentleman has made.

Strategically, Sharm El Sheikh is one of the easiest tourist destinations to make secure, as it is only accessible either by air or by a single road, via a tunnel. These two entry points ensure that the area is easy to secure.

Before the flight ban, roughly 1 million British tourists visited Egypt each year, benefiting the economy by a minimum of £500 per tourist. At a conservative estimate, tourism was worth £500 million. Now only 350,000 British tourists are visiting annually, which represents a vast loss to the Egyptian economy. The number of British tourists flying to Sharm El Sheikh itself dropped from 900,000 in 2014 to just 231,000 in 2016.

The impact on the local economy is acute, with 70% of the dive centres in the Red sea area closing down by early 2016 and a further 20% no longer operating to full capacity. Things are now getting a little better owing to the reinstatement of flights by all other countries, but the impact on the local and national economy is still very significant. Tourism accounts for about 6% of Egypt’s GDP and employs 12% of the population.

The ban has also had an impact on the British economy, with UK airlines losing significant revenue, which they have sought to regain primarily by shifting flight capacity to the western Mediterranean. The recent collapse of Monarch airlines has very largely been attributed to the UK ban on flights to Sharm El Sheikh, and other airlines such as Thomson and Thomas Cook have also reported losses due to that ban.

The ban may also impact the UK economy in the long term. In PwC’s latest authoritative report on the global economic order, Egypt is moving up the rankings, thanks to the wider economic reforms of President Sisi and his Government, and Egypt is a valuable trading partner for the UK, as our trade envoy there will attest.

UK companies currently invest more in Egypt than the rest of the world put together, but on that recent trip to Egypt by the APPG, every single Egyptian businessman and politician was palpably upset, and indeed rather mystified, by the continuing UK flight ban and said it was a very real impediment to the good relations that ought to exist between our two great countries.

In summary, I would like to tell the House of early-day motion 468, recently tabled by myself and my co-chairman, the right hon. Member for East Ham, because it summarises this whole issue well, and I look forward to the Minister’s reply to its points:

“That this House welcomes the successful implementation of the UK-Egyptian joint action plan and substantial investment in upgrading security at Sharm El Sheikh airport using UK expertise in transport and security services; understands that Sharm El Sheikh airport is now considered by Department for Transport officials as one of the safest airports in the world; further notes that the UK Foreign Office safety categorisation for Sharm El Sheikh is green meaning that it is assessed as safe; acknowledges the reinstatement of flights to Sharm El Sheikh from other European countries including Germany, Italy and Belgium and the resumption of holiday flights from the UK to Tunisia; and calls on the Government to review the situation urgently, taking account of updated security advice and to consider lifting immediately the ban on flights from the UK to Sharm El Sheikh.”

The early-day motion has had good support from across this House. I urge the Government to consider it carefully, and to come back to the House with a positive response.

Automated and Electric Vehicles Bill

Jim Shannon Excerpts
2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017

(6 years, 11 months ago)

Commons Chamber
Read Full debate Automated and Electric Vehicles Act 2018 View all Automated and Electric Vehicles Act 2018 Debates Read Hansard Text Read Debate Ministerial Extracts
Iain Stewart Portrait Iain Stewart (Milton Keynes South) (Con)
- Hansard - - - Excerpts

It is a great pleasure to be called to speak in this important Bill debate. May I, for completeness, first declare an interest, in that I chair the all-party parliamentary group on the future of transport, which has its secretariat funded by the Transport Systems Catapult? I also chair the all-party parliamentary group on smart cities, which has a range of public and private bodies funding its secretariat.

I had the great pleasure of serving on the Committee that considered the Vehicle Technology and Aviation Bill in the last Parliament. The hon. Member for Kilmarnock and Loudoun (Alan Brown) said that today’s Bill was a case of déjà vu. Perhaps the correct phrase is that it is a system upgrade to the previous Bill. This is a better Bill, because, as has been mentioned, a number of the genuine concerns that were expressed previously by Members on both sides of the House have been reflected in this Bill’s clauses. I should add that that Committee was a perfect example of how Bill Committees should work. We had a very cordial and courteous exchange of views; genuine concerns were raised, and they have, as I said, been taken on board.

I remain very supportive of the objectives in both parts of the Bill. As has been said, it is important that we in this country are ahead of the game. It is forecast that the intelligent mobility market will be worth £900 billion globally by 2025, and we have to make sure that our industry and our system of regulation are as up to date as possible to make sure we get a good share of that market.

I think the Government have taken the right approach. It is not possible for us today to predict the precise technology that will be innovated. I take a different approach from that just outlined by the hon. Member for Eltham (Clive Efford). I do not think we can prescribe too much at this stage. The legislation has to be enabling and then further qualified by secondary legislation at the appropriate time.

The potential advantages of autonomous and electric vehicles are huge. I will not detain the House by repeating the ones that have already been mentioned, but these vehicles will make transport more accessible to people with disabilities and people who are elderly or who do not have the means to afford a private car. That is a very important social objective.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

Surely three things must be tackled by the manufacturing sector: the performance of electric cars, their price and the commercial relationship with the Government that will allow us to provide the charging points. If we do not have those three things in place, we do not have electric cars or a way forward.

Iain Stewart Portrait Iain Stewart
- Hansard - - - Excerpts

I agree with the hon. Gentleman. As I will expand on in my speech, the Bill provides a way for those things to happen. If he will bear with me, I will touch on those points later.

The other advantages, of course, are to do with the environment and making better and more efficient use of the limited resources we have. It is no mistake that the United Nations has as one of its top priorities dealing with the increasing urbanisation of the world, and the human race is going to have to find better ways of moving people and goods around to make that development sustainable.

In that regard, I should mention that my constituency is at the forefront of a lot of the innovation involved in this technology. We were today recognised in the UK Smart Cities Index 2017 as one of the top cities in the country.

Before I move on to the detail of the Bill, I should say that we had mention earlier of the importance of matching skills to this new technology. I very much welcome the Minister’s willingness to have a constructive dialogue in Committee, and more broadly with other Departments, to look at this issue. As a starting point, the Transport Systems Catapult recently published its “Intelligent Mobility Skills Strategy”, which identified that, by 2025, we will have a 750,000-job gap in skills, and there is an urgent need to address that point.

In my Second Reading speech and in Committee on the previous Bill, I raised several concerns, which were addressed to my satisfaction by the Minister. In my comments today, I just wish to get reaffirmation on those points and to raise a few additional concerns.

Clause 1 provides for the Minister to provide a list of vehicles deemed to have autonomous capability. I just ask a simple question: when this list is compiled and then updated, will it include the freight sector and the public transport sector, or are we simply looking at what are deemed motor cars today? It would be helpful to have that clarification.

As regards clause 2, we had extensive debates on the previous Bill about what would, to use an umbrella term, be classified as driver-assistance technology—lane guidance, cruise control and reverse parking guidance—and what constitutes a wholly autonomous vehicle. The Minister was very clear in Committee that driver-assisted technology is not the point of this Bill. When we have these gadgets in cars—there will be ever more as we go forward—they are there to assist the driver. They do not replace the driver, so the driver remains absolutely in control.

Oral Answers to Questions

Jim Shannon Excerpts
Thursday 19th October 2017

(6 years, 11 months ago)

Commons Chamber
Read Full debate Read Hansard Text Read Debate Ministerial Extracts
Lord Grayling Portrait Chris Grayling
- Hansard - - - Excerpts

I have a big team that is experienced in dealing with such things, because, across the world, we have bilateral arrangements with countries in all continents. I have experienced teams that are working on that right now. We are pursuing the necessary successor arrangements that we will need for flights to countries around the world, and there is nothing but good will and constructive discussion between us and those countries in ensuring that there is no interruption in flying.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

Not only is the aviation timetable agreement important, but so is the securing of routes. Will the Minister tell us what has been done to secure routes for Belfast City and Belfast International airports to make sure that Dublin does not receive, to our detriment, the routes that we should be getting instead?

Lord Grayling Portrait Chris Grayling
- Hansard - - - Excerpts

Of course, the choice of routes is ultimately down to the airlines themselves, but the hon. Gentleman will know that we provide significant support for important links from Northern Ireland, and we will continue to do so. The biggest difference for Northern Ireland will come with the expansion of Heathrow airport towards which we are working at the moment, and a guarantee of slots to provide excellent connectivity for Northern Ireland, Scotland, England and Wales into countries around the world.

HGV Driver Regulation

Jim Shannon Excerpts
Wednesday 11th October 2017

(6 years, 11 months ago)

Westminster Hall
Read Full debate Read Hansard Text Read Debate Ministerial Extracts

Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.

Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.

This information is provided by Parallel Parliament and does not comprise part of the offical record

Gordon Henderson Portrait Gordon Henderson
- Hansard - - - Excerpts

I am more than happy to agree with my hon. Friend. It is a national issue, but she is right that we have a particular problem down in Kent, because we are the gateway to the country, so suffer far worse than anyone else. With regard to the facilities, I will come on to that, so I hope she will bear with me.

As I was saying, there are no washing facilities for drivers to use, and sites are often left littered, creating an expensive clean-up operation for the local authority. Even where parking restrictions apply, taking action is not always simple. When fines are imposed, they are often ignored by foreign drivers who simply do not pay them. In addition, where suitable parking facilities do exist—they are few and far between—the police simply do not have the resources to escort the lorries to those designated areas.

That brings me on nicely to my third concern, which is the lack of suitable off-street lorry parking and of the suitable facilities for drivers that my hon. Friend mentioned.

Jim Shannon Portrait Jim Shannon
- Hansard - -

(Strangford) (DUP): I congratulate the hon. Gentleman on securing the debate. Many issues are of concern, and he has outlined them well. Others include not only the noise, the smell of exhaust fumes and how those fumes affect local housing, but the lorry drivers being on their own. I have a very good friend with a haulage business. He told me about a person who jumped out of his lorry, where he had been sleeping, but had forgotten to put the handbrake on, and he was crushed. There was no one else about. The safety of the lorry drivers has to be an issue, so any regulation in the system would be for the benefit of the drivers as well.

Gordon Henderson Portrait Gordon Henderson
- Hansard - - - Excerpts

I agree wholeheartedly with the hon. Gentleman. Part of what I am saying is for the benefit not only of hauliers but of drivers, who deserve and should be given decent working conditions, including decent accommodation when they have their 45-hour rest.

On off-street parking, in November 2015, the then Chancellor announced a £250 million fund to provide a large lorry park alongside the M20 in Kent. Two years on, we have yet to see a single piece of tarmac laid. I would be grateful if the Minister told me what discussions he has had with Kent County Council and what progress is being made to deliver that project.

One lorry park, however, no matter how large, is not the answer. That is why I very much hope that consideration is given to providing more localised solutions, such as the proposed lorry park near the Sheppey crossing in my constituency—a scheme I fully support. Such a lorry park, just off the A249—which, incidentally, is one of the busiest trunk roads in the south-east of England—would provide proper parking for the increasing number of HGVs that service the businesses in the area, which include two major regional retail distribution centres, a number of recycling plants, the largest paper mill in the UK, the thriving deep-water port at Sheerness and Eurolink, which is one of the largest industrial sites in southern England.

In summary, we should take a lead from our European neighbours and clamp down on the inappropriate parking of HGVs by properly enforcing the law on sleeping in cabs.

Drones: Risk to Aviation

Jim Shannon Excerpts
Tuesday 18th July 2017

(7 years, 2 months ago)

Westminster Hall
Read Full debate Read Hansard Text Read Debate Ministerial Extracts

Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.

Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.

This information is provided by Parallel Parliament and does not comprise part of the offical record

Jeremy Lefroy Portrait Jeremy Lefroy (Stafford) (Con)
- Hansard - - - Excerpts

I beg to move,

That this House has considered the risk to UK aviation from drones.

It is a pleasure to serve under your chairmanship, Sir Roger. On Sunday 2 July, the runway at Gatwick Airport was closed twice—once for nine minutes and once for five minutes—as a result of the incursion of a drone. Five flights were diverted to other airports and several others were put into holding patterns, at great cost and inconvenience to airlines, the airport and, most importantly, passengers. In 2014, Airprox Board investigations into aircraft near misses with drones found that there were three, of which one was of the most serious category A. In 2015, the figure had risen to 27, with 13 category A incidents. In 2016, it had risen to 71, with 26 category A incidents—a huge increase in the most serious type of incidents. I secured this debate to find out from the Government what action they are taking and considering to counter that increasing threat to the lives of aircraft crew, passengers and those living under flight paths.

I am not anti-drone, and nor is the British Airline Pilots Association. I thank BALPA, along with the Civil Aviation Authority, Heathrow Airport, National Air Traffic Services and the House Library, for providing information on this subject. When properly and safely controlled, drones are of great value in, for example, precision agriculture, inspection of power cables, aerial photography, mapping and police work. Just this morning, I spoke with a constituent who runs Cloudbase Images Ltd. He was recently asked to carry out some work in the proximity of an airport. He contacted air traffic control there and they discussed a safe way of carrying out that work, which meant modifying the client’s requests. That is an example of how drones should and can be operated safely and professionally.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

I thank the hon. Gentleman for bringing this issue to Westminster Hall for consideration. He mentioned the British Airline Pilots Association, which has warned that the use of drones could cause what it refers to as a catastrophic crash. Does the hon. Gentleman agree that now is the time to step in and, perhaps, draw up the protocols used by the firm that he referred to and make them part of aviation law? There is not much sense in closing the door after the horse has bolted. Now is the time to get the protocols in order.

Jeremy Lefroy Portrait Jeremy Lefroy
- Hansard - - - Excerpts

I am most grateful to the hon. Gentleman for raising that point, and I will come on to it. He is absolutely right. One of the reasons for having this debate is to find out what the Government are doing and urge them to take action quickly where it is necessary.

My constituent was concerned because the airport said that very few people contacted them, even though it is adjacent to a big city where a lot of professional drone work is carried out. He was worried that others were not taking steps to contact air traffic control or to make the appropriate safety arrangements.

There has been enormous growth in the ownership of drones. Some 530,000 were bought in 2014 alone. Of course, the vast majority are for leisure use. When used responsibly, they are a great asset. They encourage interest in aviation and aerodynamics and lead to innovation. But there is also irresponsible or downright dangerous use, which poses a risk to aircraft and passengers. The key is regulation and enforcement that protects aviation without seriously damaging what is becoming an important sector of the economy.

Drones are currently subject to the Civil Aviation Act 1982 and the Air Navigation Order 2016, which stipulate—for all drones—that they must not “endanger persons or property” and that whoever is controlling the drone

“must maintain direct, unaided visual contact”

at all times. Drones weighing more than 7 kg must not be flown at a height of more than 400 feet, or 500 metres horizontally, nor in

“Class A, C, D or E airspace”

or

“within an aerodrome traffic zone during the notified hours of watch of the air traffic control unit”.

To operate a drone outside those limits, or to carry out aerial work—even non-commercial work—requires an operating permit from the Civil Aviation Authority. That permission is given on a case-by-case basis by the CAA. By September 2016, 2,500 permits had been issued, which strikes me as a small number compared with the number of people who I believe are carrying out work with drones at the moment, whether commercial or non-commercial. There are further requirements for someone who wishes to operate regular flights with a drone. The CAA will also wish to be assured of the competence of the person piloting the drone.

I wonder how many people who purchase drones for recreational or commercial use are fully aware of the requirements. I spoke with someone recently—someone who I and presumably they themselves would regard as responsible—who had lost control of a drone. It had flown more than 10 miles at a height of 100 metres before running out of power.

So my first question to the Minister is what work is being done to ensure that all purchasers of drones, whether for leisure or commercial use, are aware of existing regulations. Although I believe that further, tighter regulation is essential—I will come on to that—the Department and CAA can do much right now.

Looking ahead to what needs to be done, the first task is to establish how much damage the collision of a drone with an aircraft would cause. The Government, together with the CAA, BALPA and the Military Aviation Authority, have carried out research on that and the report is complete; I understand that it will be published soon. When will that be and what action does the Minister intend to take on publication?

From speaking to those involved in this area, I understand that the risks arising from a drone impact are likely to be serious, even with very small drones, and that there is a particular risk to helicopters, military or civilian, such as those used by the police, search and rescue or air ambulance services. The possibility of a drone strike is now listed by the Joint Helicopter Command of our armed forces as one of the five greatest risks to life in its sphere of operations.

BALPA believes that a drone of only a few tens of grams could cause serious damage in a collision at speed. The most popular drone weighs 1.5 kg— 1,500 grams. We will need careful and comprehensive regulation covering all but the smallest and least powerful of drones.

--- Later in debate ---
John Hayes Portrait The Minister of State, Department for Transport (Mr John Hayes)
- Hansard - - - Excerpts

It is a pleasure to respond to this brief debate. I thank my hon. Friend the Member for Stafford (Jeremy Lefroy) for bringing these matters to the House’s attention. He is right that they are salient. His concernment about drones is a result not of any amaritude, but of a fear of risk and an understanding that drones may not only pose problems but may have beneficial uses. I shall speak about both those things in a moment.

Before I start to do so, I want to deal with the intervention of the hon. Member for Birmingham, Northfield (Richard Burden). He is right that it is time that we did more. We looked at these matters closely and consulted—I shall speak about that in more detail in a moment. The Opposition have publicly made it clear a couple of times recently that they are happy to work with us in looking at what more can be done. I have spoken to them privately—I am happy to make that known—and I can confirm that that is very much our spirit too. As a Parliament, we want to act properly and reasonably swiftly to take action before any of the fears that I ascribed to my hon. Friend become realities. There is a seriousness about this and an intent to act. That is what I want to make clear to the Chamber, and the intervention of the hon. Member for Birmingham, Northfield gives me the opportunity to do so.

Let me deal rather more widely with the issue of drones. Of course, we are aware of the risks to safety, security and privacy. A misuse of this technology is wholly unacceptable, as my hon. Friend said. However, it is important to recognise that this is an emerging technology with potential benefits. There is a growing market as the technology offers the UK opportunities, and not just economic ones. The positive use of drones was well illustrated when, as many here know, the firefighters at Grenfell Tower used them after the incident to inspect the top floors, which had been deemed too unsafe to be inspected by any other means. The west midlands fire service has been using drones since 2007 for assessing sites and for wide-area searches. Drones can be used beneficially and safely, and they can increase effectiveness and efficiency.

Some airlines are using drones to conduct safety inspections of their planes in much less time, making the operations more efficient and leading to fewer delays on the tarmac for customers. Using pioneering technology that improves services and delivers economic benefits is a key element of the Government’s industrial strategy. Drones have the potential in many ways to transform the way in which businesses operate and interact with their consumers. They have a range of applications. We are working with industry to explore those uses, but my hon. Friend is right to say that that has to be done within a framework that guarantees safety and security.

Jim Shannon Portrait Jim Shannon
- Hansard - -

The hon. Member for Stafford (Jeremy Lefroy) and I referred to the British Airline Pilots Association, which has asked for a protocol to be put in place. Has the Minister had the opportunity to speak to it and hear its ideas about how a protocol would work?

John Hayes Portrait Mr Hayes
- Hansard - - - Excerpts

I hope to deal with that later, but if I do not, I am more than happy to get back to the hon. Gentleman. As this is a short debate, we will not necessarily have time to explore all aspects of the subject, and there some important matters I want to make absolutely clear.

The misuse of drones poses a significant challenge. We already have regulations that prohibit some of those misuses. Alongside those offences, we can prosecute operators for the negligent or malicious use of drones. My hon. Friend the Member for Stafford will be aware that it is an offence under the Air Navigation Order 2016 to endanger an aircraft. Those convicted can face a prison sentence of up to five years. The order applies to all aircraft, including drones, and stipulates that

“a person must not recklessly or negligently cause or permit an aircraft to endanger any person or property”.

Under article 94 of the order, the person in charge of a drone weighing under 20 kg must maintain direct, unaided visual contact with the aircraft to avoid collisions, and small drones should not be flown above 400 feet.

My hon. Friend asked whether we can do more. It is important to broadcast those measures as widely as possible. We have worked with the CAA to do that—I shall speak about that—but I accept that there is always more to do. I will look again at whether we need to go still further with those discussions and with the work that results from them and this debate. As you know, Sir Roger, I take the view that Westminster Hall debates must have a purpose beyond the Minister simply repeating what he has said already or affirming Government policy; they must help us move that policy on. I will happily look again at whether we can do still more.

In addition, the Secretary of State is able to make restriction-of-flying regulations as necessary. Flying restrictions already prohibit drones from being flown over high-risk areas, which are sensitive sites such as airports and so on. When incidents occur, drone users are for the most part clearly unaware of the rules, or recklessly breaking them. The point about awareness was made by my hon. Friend the Member for Stafford. We need to make people absolutely aware that if they behave in a way that is prohibited, they will be pursued, and that if they act recklessly, action must be taken. It is as simple as that.

We have taken action. We worked with the Civil Aviation Authority and the industry to launch safety advice via a new drone code and a consumer drone website. A Drone Assist app has also been created by NATS to educate users about local flying restrictions. However, as I have said, one can always do more, so I will take a look at that.

Oral Answers to Questions

Jim Shannon Excerpts
Thursday 13th July 2017

(7 years, 2 months ago)

Commons Chamber
Read Full debate Read Hansard Text Read Debate Ministerial Extracts
Jesse Norman Portrait Jesse Norman
- Hansard - - - Excerpts

I thank my hon. Friend for her question and share her delight in these informal paths, of which we have an enormous number in Herefordshire, as she might imagine. Local authorities are best placed, in the first instance, to use their knowledge and understanding of local networks, as are tourism agencies and local map providers. From my point of view, there have not yet been any discussions with the electronic mapping services, but I very much take my hon. Friend’s point and I have already made plans to meet some of them in order to take forward this agenda.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

The Minister will know that many cyclists are killed and injured on the roads every year. Just on the edge of my constituency, one person was killed and two were injured this week. We need to look at improving cycling, and we must have discussions with the Health Department. What discussions has the Minister had with the Health Department to ensure that people get more exercise but are also kept safe on the roads?

Jesse Norman Portrait Jesse Norman
- Hansard - - - Excerpts

I absolutely recognise the problem that the hon. Gentleman raises. I have not yet personally had any discussions of that kind, but the Government are making significant investments in improving safety for cyclists. That includes training and improved cycling facilities such as cycle lanes. That will continue to be part of our programme over the next few years.

Safety of Riders and Horses on Rural Roads

Jim Shannon Excerpts
Tuesday 4th July 2017

(7 years, 3 months ago)

Westminster Hall
Read Full debate Read Hansard Text Read Debate Ministerial Extracts

Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.

Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.

This information is provided by Parallel Parliament and does not comprise part of the offical record

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

It is a pleasure to speak on this matter. I congratulate the hon. Member for St Ives (Derek Thomas) on setting the scene so well for us. I regularly deal with this issue in my constituency, where a lot of people are interested in horses. There is nothing like the grace and poise of a horse, and many people in my constituency enjoy riding. To be truthful, I am not someone who knows much about horses, but I do have a particular interest in horse-and-carriage and driving competitions. I thank the hon. Gentleman for bringing this issue forward.

I hail from a constituency that is a combination of rural and urban areas, which is why I often boast—quite rightly so, if I may say so myself—about having it all in Strangford. The constituency is not just beautiful; it has all these other things as well. Just a few miles from my home is the picturesque village of Carrowdore, in which it is not uncommon to see horses and traps and carriages trotting down the main street. We see them all the time. People who live in the area know to slow down, as the right hon. Member for Meriden (Dame Caroline Spelman) said, and go at a certain speed. They learn to live with all those on the road. The horses are used to having cars in front or behind and have learned to take their time. More importantly, cars stay back and drive slowly by, giving them a wide berth, so there is a way when people have an understanding of the area they live in.

I want to turn to why this issue is compounded in my area. On occasion, I have had the opportunity of judging the concours d’elégance class—picking a horse and carriage that I like; one that is pleasing to the eye—at the game fair and other events in Ballynahinch, Carrowdore and elsewhere. I believe those events add character to a village and give so much enjoyment to so many people. However, all it takes is one uninformed or inconsiderate person to turn what is a delightful sight into a horror scene, and unfortunately that is the reason for this debate, as the hon. Member for St Ives has outlined.

Those who hail from the countryside know how to drive around horses. They know to take their time, they know to drop their speed to 15 mph and they know to drive very slowly. However, we are increasingly seeing new build houses, bringing what are affectionately known as “blow-ins” into the area. For those who do not know what a blow-in is, it is someone who does not have a third-generation grandparent buried in the local cemetery. I am 58 and I am looked upon as a blow-in in my constituency, which might give hon. Members a perspective on blow-ins.

It is good to see more people moving into the area—let us be honest—and breathing life into the local economy, filling the schools and enjoying the peace of living in the countryside, but this is about knowing how to live effectively alongside horses, or horses and carriages, on the road. With that influx has come people who perhaps do not fully appreciate how easy it is to upset the delicate balance of an area. That is in no way to be interpreted as placing blame on city folk. That is not what this is about—I am lucky that I am a country boy; I have lived in the country all my life, so this comes to me first hand. I am only highlighting the fact that everyone needs to be aware of the dangers of passing horses and riders.

The British Horse Society has found that in the last five years, since the launch of its horse accidents website, about 2,000 road incidents involving horses have been reported to the charity. I presume that they were all reported to the police as well—if they were not, they should have been. Of those incidents, 36 caused rider deaths and 181 resulted in a horse dying from their injuries or being put to sleep—the hon. Gentleman referred to that at the beginning of his contribution. Some 75% of accidents happened because a vehicle passed a horse without allowing enough space. It is just about understanding life in the countryside and how to pass safely; it does not take a great capacity to do so. More than a quarter of respondents said that they had also had to deal with driver road rage during the incident, which further compounds the issue and adds to the frustration of the horse owner and those of us who perhaps have a better understanding of the countryside and how overtaking should be done.

The majority of these incidents happened on a minor road, in a rural area. The incidents that I am aware of happened in the countryside: nearly half the horses involved—

David Amess Portrait Sir David Amess (in the Chair)
- Hansard - - - Excerpts

Order. I was rather hoping that hon. Members would be generous to each other and take about five minutes each, in order to get everyone in.

Jim Shannon Portrait Jim Shannon
- Hansard - -

I will be very mindful of that. I am sorry, Sir David. I should have realised that.

It should be noted that only 10 such accidents were reported in Northern Ireland, but anyone who has loved a horse will know that that is 10 too many. I believe that more information must be available UK-wide to help to prevent such accidents.

To conclude, we need signage on the road that adequately describes what should happen. There is undoubtedly room for all on rural roads—indeed, there is a need for all—but we must share the roads, and be wise and sensible in our approach. This information needs to get through to those who perhaps do not understand it yet. I look forward to hearing the Minister’s response.

Air Travel Organisers’ Licensing Bill

Jim Shannon Excerpts
2nd reading: House of Commons
Monday 3rd July 2017

(7 years, 3 months ago)

Commons Chamber
Read Full debate Air Travel Organisers' Licensing Act 2017 View all Air Travel Organisers' Licensing Act 2017 Debates Read Hansard Text Read Debate Ministerial Extracts
Karl Turner Portrait Karl Turner (Kingston upon Hull East) (Lab)
- Hansard - - - Excerpts

This has been an excellent debate, in which we have had 22 Members speak and no less than 13 maiden speeches. There have been too many to mention, but the contributions have been truly excellent, in what has been a non-contentious debate, given that the Opposition agree with the Government’s position. As my hon. Friend the Member for Middlesbrough (Andy McDonald) stated at the outset of the debate, the Opposition are not opposed to the Bill; indeed, we are broadly very supportive of it. There are, however, some concerns about the impact of some provisions, so we want to press the Government on some issues.

The Bill will bring ATOL up to date and ensure that it is harmonised with the latest EU package travel directive, extending coverage to a wider range of holidays and protecting more consumers, as well as allowing UK travel companies to sell more seamlessly across Europe. Labour welcomes the extensions, which will ultimately help to protect more holidaymakers, but we want clarity on how UK consumers will be protected by EU-based companies, as they will no longer be subject to ATOL, but to member state equivalents.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

Will the hon. Gentleman give way?

Karl Turner Portrait Karl Turner
- Hansard - - - Excerpts

If the hon. Gentleman does not mind, I will not give way at this stage. I am hoping to mention some of the wonderful maiden speeches if I have time later.

The implications of ATOL after Brexit are also a cause for concern. Hidden in the Bill are proposals that the Secretary of State will require only the affirmative resolution procedure to significantly reform ATOL and the air travel trust fund. Labour recognises the merits of some reforms, but we believe that an impact assessment, full consultation and full scrutiny will be required before any fundamental changes are made to this well-respected consumer protection. These issues bring to the forefront uncertainties about the future of UK aviation following the decision to leave the European Union. Labour has been clear that whichever framework is chosen, the Government should prioritise retaining an essentially unchanged operating environment.

In conclusion, the Labour party broadly supports the Bill, as it will extend protections to many more holidaymakers. However, we want clarity on how EU-based companies—which will no longer be subject to ATOL, but rather to their respective member states’ equivalents—will provide protections to UK consumers. We are committed to securing the best possible framework to ensure that the sector flourishes, but this means adequately preparing ourselves for the many implications that Brexit will have for ATOL and our aviation sector as a whole.

Given that I have a few minutes, I want to mention some of the maiden speakers, kicking off with the hon. Member for Redditch (Rachel Maclean). She spoke very passionately about her constituency and the fact that her daughter Ruth encouraged her to stand and continue the long tradition of Redditch electing women to Parliament. That was an excellent move, because her speech was extremely well received and very good. She also spoke warmly of her immediate predecessor, Karen Lumley, who retired from this place due to ill health. We send our very wishes to her from all parts of the House. The hon. Lady also mentioned her predecessor Jacqui Smith, who was the first woman Home Secretary from this place.

The hon. Member for Chelmsford (Vicky Ford) eloquently described the need for consumer protections in this area. She spoke with great knowledge about the EU and the importance of these consumer protections given that we are leaving the EU. I understand that the hon. Lady is a Member of the European Parliament.

My hon. Friend the Member for Crewe and Nantwich (Laura Smith) spoke with great pride about representing the constituency in which she had been raised. She also spoke about the very important issue of gender inequality and the pay gap, and the injustice represented by the WASPI women.

The hon. Member for East Renfrewshire (Paul Masterton) rightly used his opportunity to right the wrong of forgetting to mention his wife in his general election acceptance speech. The hon. Member for North East Derbyshire (Lee Rowley) spoke with great passion about the constituency in which he grew up, and also spoke very warmly about his predecessor, our very own Natascha Engel, who is greatly missed here. My hon. Friend the Member for Weaver Vale (Mike Amesbury) spoke with great passion about his constituency as well, and also, very cleverly, mentioned his wife, referring to the fact that she had been born and bred in Runcorn.

The hon. Member for Clacton (Giles Watling) was, I have to say, very entertaining. He was, I understand, an actor, but he said that this was probably a more interesting theatre. If I remember rightly, he appeared in “Bread”, which I recall watching as a kid. That, of course, was the comedy series about a family in Liverpool who had suffered a terrible time under the Thatcher Government.

The hon. Member for Isle of Wight (Mr Seely) spoke with great passion about notable people in his constituency—too many to mention—but he also decried the privatisation of the ferry service, and many Labour Members would probably agree with him. The hon. Member for Stirling (Stephen Kerr) spoke with great passion about his constituency too, especially when referring to the wonderful shortbread and whisky. The hon. Member for Walsall North (Eddie Hughes) spoke about a very serious issue: the fact that nearly one in four of his constituents do not own a passport, and the importance of the Bill in protecting people who spend an awful lot of their hard-earned money on holidays and expect to be protected by legislation.

The hon. Member for Ayr, Carrick and Cumnock (Bill Grant) spoke of the terrible tragedy that is Grenfell Tower, having had a great deal of experience as a long-standing fire officer. I am sure that the House will benefit from his expertise in that area, and in others.

The hon. Member for Harborough (Neil O’Brien) told us how innovative his constituents were, making everything from jet engines to milk floats. He also mentioned the Jo Cox Commission on Loneliness, and said that he would support it. All of us, in all parts of the House, would be grateful for that support. Last but not least among the maiden speakers, the hon. Member for Dumfries and Galloway (Mr Jack) also spoke about innovation in his constituency, in which the first bicycle was created.

The Bill is not particularly contentious, and Labour supports the Government’s efforts to legislate in this regard.

Jesse Norman Portrait The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
- Hansard - - - Excerpts

It is an absolute honour for me to be able to close the Second Reading debate on this Bill. I must tell you, Mr Speaker, that when I first looked at the Order Paper and saw that we had six and a half hours in which to debate a Bill consisting of four clauses, my heart slightly quailed for a second, but I would like to put it to the entire House that tonight has been an absolute triumph. I have enjoyed every speech: it has been just marvellous.

When I heard my hon. Friend the Member for Ayr, Carrick and Cumnock (Bill Grant) stand up and quote, in the context of a number of maiden speeches, the maiden-seducing Robbie Burns himself, and not only that but mentioning his famous poem “To a Mouse”, which begins, as the House will know:

“Wee, sleekit”—

I will not do the accent—

“cowrin, tim’rous beastie,

O, what a panic's in thy breastie!”

I was tempted to think that none of the new Members speaking could count as a sleekit, cowrin or tim’rous beastie, and that the panic was likely to be in the Labour breastie. So it has been a delight. I must say it has been less a parliamentary debate than an episode of “Britain’s Got Talent”, with dazzling speeches and new voices—and especially, may I say with delight, Scottish voices from my side of the House, a rare and delightful occurrence. We have lost great colleagues across the House, but this evening has brought home to us what absolute legends we have received instead.

We have had an extremely useful debate and I warmly thank all those who have taken part, including the many Members on both sides of the House who have made their maiden speeches. As the debate has made clear, this is not a Bill that is politically charged or partisan. We are collectively seeking to act in the interest of the UK businesses that sell holidays, and in particular in the interest of the travelling public who wish to enjoy those holidays free of care. This may not be the largest of Bills when measured in terms of the number of its clauses, but it is a very large Bill when measured by its potential to bring peace of mind to people in every constituency throughout the UK.

That reassurance is what the ATOL scheme was originally created to provide, when it was set up in 1973. Today, not only does it help to prevent rogue traders from entering the market, but it provides important protection to consumers in the event that their travel organiser should fail. It has provided effective protection to consumers for over 40 years and it is well regarded both by those who use it and by the travel sector itself.

Consumer protection is an important pillar of the holiday sector owing to the nature of the market. Holidays are frequently booked and paid for many months in advance of travel, and the consumer may often be unaware of the financial stability, or instability, of their holiday providers. The impacts from the failure of a travel company can be grievous. Consumers may face a serious financial loss from not receiving a refund, or from the cost of having to make alternative arrangements to get home. Even worse, they may experience the trauma, heartache and sheer inconvenience of a cancelled holiday, or of being stranded abroad without accommodation or a ticket back.

Jim Shannon Portrait Jim Shannon
- Hansard - -

I thank the Minister for his response to the issue that we face. He will be aware that, for many holidaymakers and travellers, delayed and cancelled flights are an issue. Does the legislation that he is bringing forward address the issue for people who are in that very difficult position, whether domestically, in Europe or further afield?

Jesse Norman Portrait Jesse Norman
- Hansard - - - Excerpts

I am not quite sure I have taken the point the hon. Gentleman has raised. If it is about Brexit, I am not expecting this to change at all. He would be welcome to put the question again if we had more time, but I am afraid I will have to move on. I apologise for that.

The ATOL scheme provides important protection in these situations. It ensures that, if an ATOL holder fails, its customers are able to continue their holiday and return home, or that they will not lose out on the money paid if they are yet to travel. Fortunately, the failure of travel companies is relatively rare, but it does happen. In the last financial year alone, 19 ATOL holders collapsed. In each of those situations, the Civil Aviation Authority had to step in to deliver the appropriate protection to consumers through the scheme.

Many colleagues will be aware of the recent failure of the Spanish online travel agent, the Lowcost Travelgroup. When that business failed last summer, it was reported that there were 27,000 customers on holiday and over 100,000 customers who were yet to travel. Although many of those customers were from the UK, the company did not have ATOL protection as it was regulated under the Spanish regime. The collapse of companies such as that is an important reminder of the need to ensure that consumer protection keeps pace with the way people book their holidays. The huge growth in online booking means that customers have a much wider choice of providers, including those based overseas. Yet it is clear from the low-cost holiday situation that not every travel provider is covered by the same level of protection, and inconsistencies apply across borders. That is why we have already begun to take steps to update the ATOL scheme and bring it into line with modern trade practices.

The Minister of State for transport, legislation and maritime, my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes), has already mentioned in his opening remarks the legislative changes that we made to ATOL in 2012. These introduced the flight-plus category, to bring ATOL protection to the many consumers who book mix-and-match holidays online, in addition to those who buy traditional package holidays on the high street. The then Government also introduced the ATOL certificate, so that consumers know when they have booked an ATOL-protected holiday, and who to contact if their travel provider fails. We believe these interventions have had a positive impact for consumers and many businesses. Not only have we seen an increase in the number of protected consumers, but the changes have also helped to level the playing field between online and high street businesses.

For similar reasons, we have also been working with the European Commission and EU member states since 2012 to ensure that the European regulations are also brought up to date. The original package travel directive was agreed in 1990, and its provisions were introduced into UK law through the package travel regulations of 1992. As my right hon. Friend said earlier, the ATOL scheme is a crucial means by which UK businesses can meet their obligations to have insolvency protection under the EU directive.

The EU and UK package travel regulations have contributed significantly to consumer protection rights since their introduction. However, those regulations were originally designed for a world where people booked their pre-prepared package holidays through a high street travel agent or tour operator. The regulations thus pre-date the growth in the internet, where people are able to create their own informal packages online. As the House well knows, the internet has since become a vast travel marketplace, providing opportunities for consumers and businesses. Indeed, we heard at the start of the debate that around 75% of UK holidays are now booked online.

That being the case, it is important that regulations and consumer protections are able to keep pace with major changes in the marketplace. That is why a new package travel directive was finally agreed across Europe in December 2015.

The UK Government have supported the rationale for updating the directive, in order to bring greater clarity on what constitutes a package holiday in today’s marketplace and to improve and harmonise protection across the continent. The updated package travel directive will do just that: it brings protection across the rest of Europe closer to the model we have operated since we updated ATOL in 2012. Once again, the UK is leading in Europe; that is good news for consumers.

Overall, it will mean consumers will see insolvency protection extended to cover a broader range of holidays. In particular, it has updated the definition of a package holiday, so that an informal package booked online will need to be protected in the same way as a traditional package holiday booked on the high street.

As has been noted, it also brings a new concept of “linked travel arrangements” into the scope of protection. Like a package holiday, these involve a combination of at least two different types of travel services purchased together for the purpose of a holiday. However, those arrangements are looser, involving the separate selection and payment of each travel service, and separate contracts with different travel service providers. Linked travel arrangements will not be protected to the same level as a package holiday; however, under certain conditions, a refund or repatriation will apply.

There should also be benefits to business. A harmonised approach will help to level the playing field, with the same rules applying for businesses across the EU selling similar products. This harmonised approach will also help to remove barriers for UK businesses that want to trade across borders.

Concerns have been raised about air passenger rights when the UK leaves the EU. The Government are committed to delivering an orderly withdrawal and are preparing to introduce legislation that will preserve the EU acquis on the domestic statute book for the time being. The Government are also seeking to have UK consumers continue to enjoy the strong protections and effective consumer regime that they currently enjoy both inside and outside the EU.

Today, we are taking forward the ATOL Bill to harmonise our domestic regulations with the changes coming in across the EU in 2018. As the House has heard from my right hon. Friend the Minister, the Bill will update the ATOL powers to align them with the scope of the directive. It is a fine piece of work, and I commend it to the House.

Question put and agreed to.

Bill accordingly read a Second time.

Air Travel Organisers’ Licensing Bill (Programme)

Motion made, and Question put forthwith (Standing Order No. 83A(7)),

That the following provisions shall apply to the Air Travel Organisers’ Licensing Bill:

Committal

(1) The Bill shall be committed to a Committee of the whole House.

Proceedings in Committee, on Consideration and up to and including Third Reading

(2) Proceedings in Committee, any proceedings on Consideration and any proceedings in legislative grand committee shall (so far as not previously concluded) be brought to a conclusion two hours after the commencement of proceedings in Committee of the whole House.

(3) Proceedings on Third Reading shall (so far as not previously concluded) be brought to a conclusion three hours after the commencement of proceedings in Committee of the whole House.

(4) Standing Order No. 83B (Programming committees) shall not apply to proceedings in Committee of the whole House, to any proceedings on Consideration or to other proceedings up to and including Third Reading.

Other proceedings

(5) Any other proceedings on the Bill may be programmed.—(Mike Freer.)

Question agreed to.

Oral Answers to Questions

Jim Shannon Excerpts
Thursday 30th March 2017

(7 years, 6 months ago)

Commons Chamber
Read Full debate Read Hansard Text Read Debate Ministerial Extracts
Lord Grayling Portrait Chris Grayling
- Hansard - - - Excerpts

We have no plans to nationalise regional airports. In some cases, local authorities—or, indeed, local authorities in partnership with the private sector—control regional airports, and that is a matter for those local authorities and the current and past owners of those airports. We have no plans to nationalise airports.

Jim Shannon Portrait Jim Shannon (Strangford) (DUP)
- Hansard - -

It is important to ensure that international flights to regional airports are facilitated, but does the Minister acknowledge that it is equally important not to cause unbearable disruption to neighbourhoods? Does he believe that such a balance is being achieved under the current monitoring process?

Lord Grayling Portrait Chris Grayling
- Hansard - - - Excerpts

The big difference that will come from the airspace modernisation programme is that by moving from systems that are 50 years out of date to ones that use the most modern technology, it will be possible to manage approaches to and departure paths from airports much more exactly, to provide more variation for local communities and to deliver a much smarter way of managing our aviation as a whole. That is why we are consulting on what will be a big change for this country.