Oral Answers to Questions

Jim Shannon Excerpts

Thursday 11th June 2015 Commons Chamber

[Claire Perry]

I would be delighted to meet my hon. Friend to discuss that further.

[Jim Shannon (Strangford) (DUP)]

Across the whole United Kingdom of Great Britain and Northern Ireland, there have obviously been great advances in improving access for those with sensory disablement—sight and hearing problems. As people travel between the four regions, has the Minister had any discussions with the Minister responsible in Northern Ireland to ensure uniformity in access for those with sensory disablements across the whole United Kingdom?

[Claire Perry]

I have had not had those discussions, because I have only recently picked up that part of my portfolio, but my predecessor might have done. I shall apprise myself of the facts and, if necessary, would be delighted to have that meeting.

Budget Resolutions and Economic Situation

Jim Shannon Excerpts

Wednesday 18th March 2015 Commons Chamber

[Sammy Wilson]

I shall come to that point. I am not suggesting that everything that the Chancellor has done is wrong. What I am trying to do is paint a picture of a country in which not every region and not every individual is walking tall. Not only some regions, but some groups of people, are still suffering and stooped under the burden of an ailing economy. Young people in my constituency are suffering as a result of youth unemployment; other people are in the lower wage brackets, or are in jobs in which there is uncertainty or the effect of the economic downturn has depressed wages the most. Those people are not experiencing the improved living standards that the Chancellor has described today.

I welcome the fact that, as of the last year, 542 fewer people are on the dole or on welfare in my constituency. Nearly every week, however, people come and talk to me about the effects of the recession and the way in which it has changed employment practices, Many are uncertain about their incomes. Some are earning the minimum wage, some have jobs that are insecure, and some are not always paid because of the nature of their contracts. The Chancellor has said today that the minimum wage will be lifted and that some people will be lifted out of taxation; nevertheless, that has to be set against the fact that, for many people, those gains by Government action are depressed by employment practices that are becoming more prevalent in parts of the economy. Banks may be selling shares, but some of that growth and improvement—this is certainly the case in Northern Ireland—is being achieved by banks quickly foreclosing on those to whom they recklessly lent and by suppressing businesses instead of giving them the chance to grow.

Although the economy may be walking tall in the Chancellor’s eyes, there are many obstacles along the road that could cause us yet to stumble. I hope we avoid them, but let us look at some of the information even in the Red Book. Productivity growth is weak, which of course makes it difficult for real living standards to increase—if productivity does not increase, there is not the same chance for wage increases. Exports have not been growing in the way that the Government anticipated; indeed, the fact that the balance of payments deficit is 6% of GDP will have a deflating impact on the economy. Despite what the Chancellor has said, his own figures show that he is still dependent for future growth primarily on consumer spending. In other words, we are still dependent on people taking on the very debt that we have said brought about some of the problems we are now experiencing.

At the same time, growth in investment is weak. Growth in private sector investment is going to go up. That is quite right; however, according to the OBR forecasts, over the period of the next Budget, public sector infrastructure investment will be reduced by 17% as a percentage of GDP. That is one of the problems I have with the current policy. While I understand and, in fact, probably have more sympathy with the arguments put by Government Members—about getting the deficit down and making sure that we do not have huge debt interest, that we have confidence in money markets and that we do not have to pay more for the debt we undertake—there are ways that the Government can stimulate the economy. One way that can be done is through infrastructure investment.

I cannot understand why the money markets are more confident about lending us money to pay for welfare benefits than they are about lending it to pay for infrastructure development. There have been infrastructure developments in my constituency, such as the new road from Carrickfergus to Belfast. The improved travel times have led to investment by companies already in the town, which was isolated because of the difficult roads. The return to the Northern Ireland economy from the Titanic project in Belfast, with £90 million of investment and the return in tourist numbers—nearly 1 million in the first year and a half, with the impact that has on local pubs, hotels, restaurants and so on—has been terrific. At a time when we need to stimulate the economy, I cannot understand why the Government are planning to reduce infrastructure investment, which could produce real returns.

[Jim Shannon (Strangford) (DUP)]

One way of helping, which was announced by the Chancellor today, is the plan for farmers to spread their profits and losses over five years. As my hon. Friend will know, in Northern Ireland the dairy industry in particular is having a difficult time. It had to reinvest because of the EU regulations on slurry retention and disposal and also deal with a clear problem with the price of milk. The Chancellor’s announcement will enable the farming industry at least to balance its books over a five-year period. Does my hon. Friend welcome that as a way forward for the farming industry in Northern Ireland and for those in my constituency and, indeed, his own?

[Sammy Wilson]

I do not want to be churlish about this Budget, because there are a number of things—my hon. Friend has led me on to them—that I welcome. Given the way that farming income changes, it is important that farmers should have the ability to look at their income and spread their profits and losses, and the tax they pay on them, over a five-year period rather than a two-year period. I welcome the announcement of a requirement to have a universal service obligation for broadband, although I see that there is no timing for it, so maybe the Minister can give us some indication of that. I know that in my constituency smaller businesses that want to set up in rural areas are held back because they do not have that easy means of communication.

Car Parking (Private Land)

Jim Shannon Excerpts

Monday 16th March 2015 Commons Chamber

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

I congratulate my hon. Friend the Member for Ribble Valley (Mr Evans) on securing this debate. I understand how important this matter is for him and his constituents, and I recognise that the practices of some private parking companies can result in complaints from constituents. I have tried to find a stronger word than “complaints”, but I suspect I would veer into unparliamentary language were I to use the words that sometimes come to mind when I hear about cases where companies have behaved unreasonably.

My hon. Friend has seen the written ministerial statement from the Prime Minister last week explaining that policy responsibility for off-street parking is now under the auspices of the Department for Communities and Local Government. Ministers in both Departments have worked closely together on a wide range of parking reforms, and it is my pleasure this evening to represent my Communities and Local Government chums in this debate.

I thank my hon. Friend the Member for South Derbyshire (Heather Wheeler) for raising the important issue of hospitals, where having a pay-as-you-leave car park that has a system of number plates or tickets that can be used at a barrier on leaving reduces the stress that people feel in not knowing how long their appointment will take or how long they may have to wait. Many people worry that by overstaying, through no fault of their own, they may incur a fine. She also mentioned places where parking is initially free and people then overstay. I have had correspondence from colleagues whose constituents have taken a break at motorway service areas, as they are advised to do, only to overstay the two hours allowed because they have fallen asleep.

The Government have taken decisive action during this Parliament to end clamping so that motorists no longer live in fear of their car being held hostage until they can pay for it to be released. I am sure that colleagues have heard horror stories from their constituents about the practices of clamping companies—practices that we have stopped. No longer are people being marched to cash point machines to secure the release of their vehicle. In my constituency, we had a big issue outside Whitby station. In Whitby, every car park is free after 6 pm apart from the car park outside the station, so it is little wonder that many motorists assumed that it would be free there too. Surprise, surprise—the parking company did not turn up until after 6 o’clock on most days because it was keen to catch as many people as possible. Thankfully, the car park was in the control of Northern Rail. Alongside Whitby Hospitality Association, we ran the company out of town. We then made representations to Northern Rail, which engaged a much more benign parking company that acted more reasonably and, at the same time, controlled parking in the car park, which is important for those who wish to use the railway station or the Co-operative shop nearby. There are plenty of reasonable companies out there, but unfortunately some of the others give them a bad name.

Good parking helps us to be good neighbours, and it is critical for a growing economy. However, as anyone who has driven round and round to find a space in a car park or has been blocked in will tell you, parking is not simple. The management of private parking can understandably be an emotive issue. Receiving a parking charge is never popular, but measures to control parking on private land are necessary to ensure that parking facilities remain accessible and provide value to all who use them.

[Jim Shannon (Strangford) (DUP)]

In the past few weeks there has been some talk about the fines that are imposed on those who allegedly park where they should not. There seems to be a grey area. Is the Minister able to give some indication of the fees that they charge, because I understand that some people will be able to claim that money back?

[Mr Goodwill]

I need to be careful because this matter is before the courts. My hon. Friend the Member for Ribble Valley talked about somebody in a pay-and-display car park who overstayed their time. It could be argued that the loss to the parking company was the value of the time that had been used, and therefore that these fines amount to many times that loss.

On the other hand, many businesses—my hon. Friend is a shopkeeper himself—rely on their own car parking areas outside their premises for their customers. If all the parking space outside a kitchen showroom, for example, was taken up by people who were not using that shop, the company could lose an order for a whole kitchen, which could represent several hundred pounds. We need to look more carefully at exactly why people may need to keep car parking for their customers. Many companies get frustrated when people park in the parking area that is meant to be for their customers and is integral to their business. If there is no car park outside, a person may drive by and go to a competitor.

Infrastructure Bill [Lords]

Jim Shannon Excerpts

Monday 8th December 2014 Commons Chamber

[Roberta Blackman-Woods (City of Durham) (Lab)]

We have had a really good debate, with interesting contributions from Members on both sides of the House. I want to start by thanking my right hon. Friend the Member for Greenwich and Woolwich (Mr Raynsford) for making a powerful point about how unworkable the Bill will be if this Government’s approach to devolution is accepted. I also thank him for his comments on the need for a balanced approach to deemed consent and the need to update new towns legislation.

My hon. Friend the Member for Stoke-on-Trent North (Joan Walley) made an excellent case for the need for long-term planning for sustainable development. I also thank the hon. Member for Bromley and Chislehurst (Robert Neill). He is no longer in his place, but I totally agree with him on the need to overhaul our system of compulsory purchase orders. Labour has made it very clear that we would do that, and he was right to point out that it is a mission set by this Bill. Indeed, my hon. Friend the Member for Bassetlaw (John Mann) gave a very good list of all the things it would have been helpful to discuss this evening in terms of adding to our infrastructure but that are omitted by the Bill. My hon. Friend the Member for Stretford and Urmston (Kate Green) made an excellent point about the need for more measures to deliver more housing and said that those homes should also be accessible.

As always, my hon. Friend the Member for Southampton, Test (Dr Whitehead) made an excellent case supporting better climate change measures in the Bill. He also highlighted why we must not weaken the carbon abatement measures that should be in existence.

The right hon. Member for Arundel and South Downs (Nick Herbert) made an important point about the need to have infrastructure in place if we are going to deliver the homes needed in communities that people want to live in. I also agree with him about the importance of neighbourhood planning in this process. That point was also raised effectively by the hon. Member for Lancaster and Fleetwood (Eric Ollerenshaw).

I am not quite sure whether the hon. Member for Stevenage (Stephen McPartland) was arguing that graffiti is an invasive species and should be removed and not be part of the Bill. Unfortunately, he is not in his place to clarify that point.

Lastly, I thank my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman), the Chair of the Transport Committee, for addressing the need for longer-term strategic planning and funding for transport, as well as the need to put transport planning in a wider context. Clearly, that is missing from the Bill.

I am sure we all agree that the subject of the Bill is really important. We all know that if we are to facilitate developing our economy, then upgrading old and delivering new infrastructure is vital. Our problem with the Bill is that it promises a lot but in reality delivers very little. As my hon. Friend the Member for Southampton, Test said, this is a ragbag of measures. The Bill claims that it will bolster investment in infrastructure and improve Britain’s economic performance. It claims that it will improve the planning process, allowing us to get on and get Britain building for the future, and that it will provide a stimulus for job creation across transport, energy, housing developments and national infrastructure.

Although we acknowledge that a few measures here and there may be helpful—such as transferring land to the HCA, and simplifying procedures for nationally significant infrastructure projects—overall we think that the Bill represents a huge lost opportunity to set out a smart framework for the delivery of infrastructure that would provide high-quality places and the necessary support systems for the nation’s future needs.

This weak legislation has been produced against a legacy of poor Government performance and investment in infrastructure and in its delivery. They may have made a flurry of recent announcements on infrastructure, but they are unlikely to make up the ground lost in previous years when infrastructure investment slumped. For example, a Cabinet Office update in May 2013 showed that the value of construction work fell by more than a third—36%—or £11.1 billion between 2012 and May 2013. We have had a fanfare of announcements about the £40 billion for the UK guarantees scheme, but few projects have actually been supported, which recently led the CBI to comment that it was

“exasperated with progress to date.”

It appears that the lack of progress on loan guarantees is reflected elsewhere, with too little support for house building, transport and green energy subsidies. Let us remind ourselves of the Bill’s inadequacy with regard to the delivery of much needed infrastructure. As my hon. Friend the Member for Birmingham, Northfield (Richard Burden) pointed out so eloquently, there is complete bewilderment about why a top-down reorganisation of the Highways Agency has been proposed. I would have thought that Ministers had learned their lesson about unwanted and unnecessary reorganisations, but perhaps not. If they have, they need to explain why a reorganisation is necessary, when the market clearly wants funding certainty. As my hon. Friend said, the highways measures in the Bill will affect only 2% of roads.

[Jim Shannon (Strangford) (DUP)]

One of the things missing from the Bill is an emphasis on park and ride. To take people out of vehicles and on to public transport, we are making public transport more accessible and more cost-effective. In Northern Ireland, where it is a devolved matter, we have already taken steps to bring in park and ride—including in my constituency just last week—and there are other examples of what can be done. Does the hon. Lady share my concern about the absence of park and ride from the Bill?

[Roberta Blackman-Woods]

The hon. Gentleman makes a very good point. I am tempted to add park and ride to the long list of items omitted from the Bill that hon. Members have mentioned.

Coastguard Centres (Staffing)

Jim Shannon Excerpts

Wednesday 3rd December 2014 Westminster Hall

[Mr MacNeil]

I am grateful for the hon. Gentleman’s intervention. He will recall, I think, that the word I used about Stornoway was relief. To see that the stations in Forth, Clyde, Crosby and other areas were to close and the jobs of professionals with years of expertise under their belts were to be lost brought no pleasure at all—in fact, it brought great sadness. I am interested to hear what he said about staff, because I am coming on to that point. If there are surplus staff somewhere, the Maritime and Coastguard Agency might consider that fact when dealing with some of the problems I will be highlighting.

It has been three years since the reorganisation, so we would have thought that most of the changes would have been brought through by now and the organisation would be running as smoothly as it could and should be. Many people would expect the changes to have bedded down, yet reports have come to my ears—actually, to my eyes—of one coastguard officer saying to another, “Let’s hope the latest Minister does something, because the whole issue—the closure of stations, the loss of experienced staff, the undermanning—is a disaster waiting to happen.” Those are strong words—not my words, I stress, but words I feel need to be checked up on.

We must remember the value of our coastguard staff, as the hon. Member for Sefton Central (Bill Esterson) pointed out with regard to the staff in Crosby, who sadly lost their station. We know they are trained to a high standard and that their professionalism is exemplary. I know that not just from visiting coastguard stations as an MP but from an earlier life working on fishing boats, and travelling regularly on ferries as I do, I am aware of yet another aspect of the work of coastguard staff. Each time I have been in the wheelhouse of a fishing boat or on the bridge of a passenger ferry and the words “Stornoway coastguard” have come over the radio, that radio has been turned up and there has been silence from those assembled within earshot, because, nearly always, serious and important words are coming across the airwaves.

How are those in the stations—the people broadcasting into the wheelhouses of fishing boats and the bridges of passenger ferries—faring at the moment? No one would know it from the professionalism that I hear coming over the radio, but in reality, although they may not show the strain, it seems that the stresses are most certainly there. When I visited Stornoway coastguard recently, the watch was at 75% of its strength. That brings us back to the point about Crosby. There is a problem with staffing, and people are working overtime to cover a shortage of staff—it is a regular occurrence. Some retired coastguard officers are coming in to help out, if only for a limited time due to the restrictions on what they can earn, and their expertise is still looked to. The demands on present staff are high.

I have good news for the Minister. I am sure he will be pleased to know that fortunately there are many people waiting to join the coastguard service. Sadly, I have not got much more good news than that—that is where the good news ends. Perhaps, by extension, we could say that the fact that 60 or so people came to Stornoway coastguard station in May and June to apply to join the service is good news, but six months later there is still a shortage of staff, and none of those people has been appointed. I am told that that pattern is being repeated across the service; in fact, some at Stornoway would argue that their situation is better than that at many other stations.

The problem has lasted for six months and is set to go on until February. That means the MCA’s recruitment process for the coastguard will have taken eight months in total. And there is more: although three staff are in the pipeline for Stornoway—they are due to start in February—the reality is that eight more are needed and the glacial pace of recruitment could go on for ever.

Can anything be done? There are indeed things that can be done, which were identified quite quickly by the staff I have met—these ideas are not mine, but are emerging within the coastguard. The bottleneck seems to be the fact that new recruits cannot start until they go to training, which takes place in Fareham or perhaps Highcliffe. There are certain dates set aside in March and new recruits can start at their stations six weeks before, hence the eight-month delay. However, there will be a knock-on effect. When will the next opportunity be? Surely the Minister and the MCA either have to look to increase training so it starts at more regular intervals, in order to shorten the recruitment period, or else think of another solution so that stations are not left with such stresses on the shoulders of their watch staff—stresses that have obvious knock-on effects on morale.

The most obvious solution would be to let new recruits into the operations room once they have been through the application process and have been accepted, so that they can do most of their training in there. Coastguard officers—seasoned people with a wealth of knowledge under their belts—tell me that that is where most of the training occurs anyway. The training centre helps to top and tail those skills; it is a useful check on quality, and is useful, too, as a refresher course.

The current situation cannot be allowed to fester—that is how it feels to many at the moment. Some in the service feel that it could be a cack-handed way to save money, but I am not sure it is that sophisticated. I would not say it is incompetence. Perhaps it is mismanagement, or I might be a bit kinder and say that it is not mismanagement but people cleaving to a system and a model idealised for some time, which they think should be delivering for the coastguard. However, it is not—it is simply not cutting the mustard.

[Jim Shannon (Strangford) (DUP)]

The coastguard station at Bangor in Northern Ireland was saved when the last changes took place. I was aware earlier this year of issues similar to those outlined by the hon. Gentleman at Stornoway. Action was taken in Belfast and at Bangor coastguard station in regard to issues of sickness and overtime, and I understand that those matters have been addressed. When changes have taken place successfully, that might be a precedent for what to do in Stornoway.

[Mr MacNeil]

I thank the hon. Gentleman. I understand from what he says that, unfortunately, Stornoway is not the only place affected like this, but I am pleased to hear that Bangor had a successful localised approach.

The situation facing some of us is an eight-month delay, which has had an unfortunate result for at least one new recruit, who gave up her job when she accepted the coastguard job, only for it to become apparent later that she would have to wait many months, until February, without salaried employment while she waited to start the job with the coastguard.

Regional Airports

Jim Shannon Excerpts

Tuesday 15th July 2014 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

Thank you, Ms Dorries. It is a pleasure to speak in the debate. I congratulate the hon. Member for Wythenshawe and Sale East (Mike Kane) on bringing this issue to Westminster Hall for consideration. He made a passing comment about Northern Ireland’s airports, and I will, very parochially, mention all three. I want to put down a marker for the importance of not only regional airports but, on behalf of myself and my right hon. Friend the Member for Belfast North (Mr Dodds), those in Northern Ireland.

Today’s debate is important for regional airports. It is also important for me, as the Member of Parliament for Strangford and the Democratic Unionist party spokesman on transport. It is therefore a pleasure to make a contribution. I also wish to put on record how important the debate is for Belfast City airport, Belfast International airport and City of Derry airport.

As the quest continues for another runway for Heathrow—nowhere has been confirmed as yet—we cannot allow connectivity with airports in Northern Ireland and on the mainland to drag. I am concerned about that question mark over where a Heathrow runway will go. The hon. Member for Blackley and Broughton (Graham Stringer) mentioned the importance of a third and a fourth runway. I subscribe to that view, because their importance is clear.

Northern Ireland cannot expect to have a hub airport. We cannot expect to have international contact all over the world, but we do expect to have more direct connectivity internally in the United Kingdom of Great Britain and Northern Ireland and, ultimately, internationally. The World cup has just finished, and I am reminded of a football saying we have in Northern Ireland: “We are not Brazil. We are Northern Ireland.” While that is meant for football, it is clearly relevant to the airport world. [Interruption.] It is good they got to the semi-finals. However, we recognise what we have in Northern Ireland, and we recognise that contact with the regional hubs—with Heathrow and other places in the United Kingdom—is what makes the difference.

[Mr MacNeil]

On the reference to Brazil, I happily remember that Northern Ireland did just as well as Brazil in the 1982 World cup, when, as I am sure the hon. Gentleman clearly remembers, Gerry Armstrong scored a fantastic goal against Spain. However, the substance of my question relates to excellent idea from the hon. Member for Blackley and Broughton (Graham Stringer) about open skies. The hon. Member for Strangford (Jim Shannon) will know that, although there have been negotiations with Russia over routes—137 in and 130 out—none are coming into Scotland, and I am sure it is the same for Northern Ireland. The fact that bureaucrats have spent this long negotiating to achieve zero for Scotland and Northern Ireland may lend credence to the idea that we should further investigate what the hon. Member for Blackley and Broughton said.

[Jim Shannon]

I thank the hon. Gentleman for his contribution. Yes, I can remember the 1982 World cup. I was in the stadium when Billy Armstrong scored—

[Mr Dodds]

Gerry Armstrong.

[Jim Shannon]

Sorry—Billy Hamilton passed to Gerry Armstrong. I remember that very well. However, on the issue the hon. Member for Na h-Eileanan an Iar (Mr MacNeil) raises, we have similar opinions, and we want to see an impact for all the regional airports.

Let me give some background information about Belfast. The city has sizeable port, airport and logistics infrastructure, which supports more than 26,000 jobs and generates more than £60 million gross value added for the local economy. In May 2013, almost 140,000 passengers flew between Northern Ireland and the rest of the world, representing 2.5% of the total for the UK regions. It is worth noting that that does not include Northern Irish passengers who transferred to the Republic of Ireland by road or rail to start their journey. Clearly, the interest in air travel is greater than ever, and the figures for people flying globally from Northern Ireland’s airports in just one month are substantial.

Some weeks ago, I attended a Northern Ireland chamber of commerce and industry reception. Everyone there was committed to ensuring that we better utilise air travel and interested in how we do that. Small businesses emphatically believe that connectivity will encourage inward investment and facilitate export growth in Northern Ireland. The Federation of Small Businesses recently carried out a poll of its members, and 96% agreed or strongly agreed that air connectivity can and will encourage inward investment and export growth. Clearly, there is a willingness among businesses to support connectivity. A further 93% of the FSB’s members described George Best Belfast City airport as having a positive impact on the local economy. Good air links are therefore vital for the Northern Ireland economy, and the hon. Member for Wythenshawe and Sale East made the same point about regional economies generally.

The most pressing issue for small businesses is having more destinations and routes available to them. That can be critical for businesses looking for new markets to export to, or looking to secure investment or business from other parts of the UK. For a country such as Northern Ireland, which exports most of what it produces, it is important to have contacts with the outside world—on the UK mainland and beyond.

Northern Ireland has the largest percentage of small businesses in the UK relative to its size. Recently, Brian Ambrose, the chief executive of Belfast City airport, revealed the airport’s desire to have more routes to European destinations. With that in mind, the airport has set about improving infrastructure and encouraging exports from the airport. However, it is subject to a so-called “seats for sale” restriction, which puts a bit of a limit on things. The airport reports that if it could develop as much as it wished, the extra passengers would contribute another £13.2 million gross value added and there would be a further 270 jobs. Clearly, we could do a lot more if we had the connectivity and the opportunity.

Some 86% of the FSB’s members were supportive of the airport’s move. The critical factor for Belfast City airport is the impact of aircraft noise on local residents. That is a big issue that has to be addressed. If it can, the potential for the airport is great, and the airport will develop further.

The 2003 White Paper on air transport recommended that the planning agreement for Belfast City airport be reviewed. It said the scope to develop capacity at Belfast International airport within existing boundaries was significant and should be supported. It also said that the development of City of Derry airport should be carried out in conjunction with the Government of the Republic of Ireland. This is not about British Airways and Aer Lingus; it is about how we can best work together to develop connectivity.

The Northern Ireland Affairs Committee concluded in 2012 that it was critical to ensure that Northern Ireland continued to have access to Heathrow, as the UK’s hub airport, and I believe that is true. Like me, the Northern Ireland chamber of commerce and industry sees Heathrow as critical to our regional airport development—that applies to Belfast City, Belfast International and City of Derry airports. The Northern Ireland Executive have stressed the importance of the route, and Northern Ireland’s unique access position within the United Kingdom should be reflected in emerging aviation policy. We must maintain Northern Ireland’s links with the USA through Belfast International airport, and consider extending Northern Ireland’s direct links with long-haul destinations, as has been suggested. Devolution of air passenger duty is a key part of that. Tourism Ireland has recommended potential routes, making the case for carriers. Northern Ireland’s direct connectivity with mainland Europe continues to increase, and new destinations are in the process of being confirmed.

Belfast City airport’s almost 3 million passengers amount to nearly 10,000 a day, and the core catchment area is 75% of Northern Ireland. The annual passenger figure for Belfast International has been more than 4 million; 65% of passengers were on domestic flights and 35% on international flights. City of Derry airport has also contributed greatly to the numbers travelling, mostly to holiday destinations. It is vital to maintain those links, which will help to promote business links, enterprise development and inbound tourism.

The Heathrow hub—and Gatwick, to a lesser extent—can only improve with greater connectivity, more flights and the road and rail infrastructure already referred to taking passengers quickly and on time to their international flights or UK mainland destinations. The three Northern Ireland airports, George Best Belfast City airport, Belfast International airport, and City of Derry airport, all want and intend to be part of that. With the help and support of the Westminster Government, that can and must happen.

Water Safety

Jim Shannon Excerpts

Tuesday 17th June 2014 Commons Chamber

[Mrs Sharon Hodgson (Washington and Sunderland West) (Lab)]

Just under a year ago at the start of the six-week summer holiday on 23 July 2013, 15-year-old Tonibeth Purvis from Barmston in Washington in my constituency, and her friend Chloe Fowler who was 14—she was from the constituency of my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson)—tragically died after drowning in the River Wear at Fatfield in Washington. It was a lovely hot sunny day, much like we saw last week and will hopefully see again this summer. To cool off, Chloe jumped into the river. Unfortunately, that particular stretch of the River Wear has a fast current and is up to six metres deep in the middle. It is full of hidden hazards, as many rivers are. It was not long, therefore, before Chloe sadly got into difficulty. Seeing her friend in trouble, Tonibeth immediately jumped in to help her, along with a number of other friends they were with. They quickly found themselves in trouble as well, Tonibeth to the point where she was also overcome. The emergency services were called immediately, shortly before 3 pm. Unfortunately, by then it was already too late. Tonibeth was not located until 8.49 pm, and it took a huge team of emergency service workers—who by all accounts were fantastic—another hour to find Chloe.

The only saving grace of this terrible tragedy is that more young people did not die that afternoon. As her friends said in paying tribute to her in the days following the tragedy, Tonibeth died a hero, trying her best to rescue her friend. She was quite rightly recognised for that heroism as the winner of the editor’s choice award at the Sunderland Echo’s Pride of Wearside awards in November last year. As a mother myself, I do not know if that brings much comfort to her family. I sincerely hope it does.

The parents of Tonibeth and Chloe are not the only ones currently living through the nightmare of losing a child to drowning. Drowning is the third most common cause of accidental death among children in the UK. According to the response I received from the Office for National Statistics to a parliamentary question I tabled in September last year, between July 2008 and December 2012 coroners recorded 48 accidental deaths of children and young people aged under 20 in natural water. That is 48 individual tragedies, 48 families devastated and 48 schools, colleges and wider communities affected—and one persistent problem. Those figures may not tell the whole story, as coroners figures only record the primary cause of death.

The figures for deaths in water—the water incident database, or WAID, statistics compiled by the National Water Safety Forum—were put at 47 for under-20s in 2011 alone and another 42 in 2012. Those figures show that this is primarily an issue for boys, who account for 78 of the 89 deaths in those two years. None of these figures, of course, include Tonibeth and Chloe or any other young people who lost their lives last summer or since. I understand that in the six-week hot spell we had last summer there were 36 deaths. Of course, many other children and young people have come close to losing their lives. Some have suffered serious injuries or been left traumatised by getting into trouble in the water. When we take all age groups into account, there are some 400 deaths a year, which is the equivalent of one every 20 hours.

The fact is that the vast majority of these individual tragedies can be avoided if people possess a basic understanding of how to look after themselves and know what to do in an emergency, whether it happens to them or others.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Lady on bringing this subject to the House for consideration. In my constituency, unfortunately, we have had similar experiences, usually during warm spells of weather. Does she think that advertisements and warnings should be sent out through local press and local government to ensure that people are aware of the dangers in quarries, rivers and the sea? Those are the danger spots whenever the weather is warm.

[Mrs Hodgson]

I will come on to prevention shortly.

The Royal Life Saving Society was, opportunely, in Parliament today, hosted by the hon. Member for Stratford-on-Avon (Nadhim Zahawi), who had hoped to attend the debate. It held a briefing session for MPs and peers on this very subject ahead of drowning prevention week, which begins on Monday 23 June and runs until 29 June. It conducted research last year that found that 68% of people said they would not know what to do if they saw someone drowning, or how to treat them even if they were able to recover them safely from the water. However, in spite of that self-awareness of lack of capability, 63% of those people said they would still jump in to try to save a family member who was drowning, and 37% said they would even do so to try to save a stranger.

Most victims of drowning are alone, but it is little wonder that the kind of selflessness and heroism that was displayed by Tonibeth can so often lead to an even deeper tragedy. In the hope of preventing such tragedies, the RLSS has made a number of demands in its “manifesto for water safety”, which I think require close consideration by the Minister and, indeed, other members of the Government.

The RLSS argues that schools should ensure that every child is taught the basic principles of water safety, and personal survival skills. That means that children should understand the risks involved in various water environments such as currents, loose banks and vegetation, and should know how best to enter and exit water, which includes what it is best for them to do if they fall in. It means that they should be able to orientate and contort their bodies in the water, especially if they are caught in a current and need to turn to face the direction in which it is taking them so that they avoid hurting themselves and do not miss opportunities to grab something. It means being familiar with the typical survival skills that would generally occur to us, such as treading water, making ourselves buoyant, and swimming in clothing. Swimming itself is, of course, a very important skill, but it is also important to be taught the techniques that make it possible to rescue other people safely, which include keeping their heads back and above water.

The current school curriculum mentions safety, but the target of being able to swim 25 metres by the end of primary school is the real priority for most schools. Being able to swim 25 metres would certainly help, but doing so in a warm, clear swimming pool with lifeguards at hand is completely different from having to swim 25 metres, or even 5 metres, in a cold lake or a river with a strong current and hidden hazards.

Bus Services

Jim Shannon Excerpts

Tuesday 17th June 2014 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Corby (Andy Sawford) on bringing this matter to Westminster Hall for consideration.

Let me, at the outset, set the scene in Northern Ireland: transport is a devolved matter, so decisions lie very much with the Minister in Northern Ireland who is responsible for it. We face many issues, including making transport work for those with disabilities. The issues that the hon. Gentleman raised are the same as those we face in Northern Ireland. Although transport is a devolved matter, the issues in Northern Ireland are very similar, and I will outline them.

The debate gives me an opportunity to highlight an issue close to my heart: the lack of rural public transport in my constituency. Strangford is made up of a mixture of urban and rural, isolated areas, and I suppose most Members here would say the same. That clearly illustrates the issue for those who do not have their own transport and who do not, unfortunately, have access to public transport in the way they should.

I am well aware of the beauty of living in the country, but I am also aware of the drawbacks, and one of the main issues is rural isolation. Even small errands can prove difficult for some of my constituents, never mind travelling to and from work or school. The hon. Gentleman mentioned the issues that are paramount for young people, and I want to touch on those.

From those with a passion for being green, I can already hear the cry, “Get on your bike!”, but we cannot do the same as Boris Johnson here in London. It is not possible to cycle, because people have to take long rural roads to get to their work or school, and there are also the safety issues that come from that. Cycling is not an option for my constituents, and I do not believe it is an option for the hon. Gentleman in his constituency.

Many of our country roads are not suitable for bikes, and although the Government have done a lot to encourage cyclists on to the roads, through the use of cycle lanes, cycle lanes do not stretch into the most rural parts of Strangford, so cycling is often simply too dangerous to be a serious option when it comes to getting to and from work.

The only other form of public transport is the bus, but the timetables and routes are not particularly convenient. The hon. Gentleman outlined the issue with timetables, and I am sure that those who speak after me will do the same. If we can get everyone to use the buses, they will be profitable. The problem is that buses are not always available at the time people need them. The result is that services are full, and that is apparent in my constituency.

For example, a constituent from Kircubbin cannot get a bus straight to Belfast and has to change in Newtownards. Furthermore, if that constituent works in Newtownards until 9 pm, they have to wait until 10.35 pm—almost 11 pm—to get a bus to Portaferry, arriving in Kircubbin only at 11.5 pm. That illustrates the need for public transport to be available at times when people need it.

Such situations are simply ridiculous, particularly for many 16 and 17-year-olds who work part time in the town and rely on the bus to get to and from work. I am pleased that the economic outlook for the United Kingdom of Great Britain and Northern Ireland is much better than it was and that unemployment is dropping, and we all acknowledge that. However, I am talking about people with part-time jobs—they have a foot on the ladder and they can go on to other employment when it comes along—who cannot, unfortunately, use buses because they do not always run when those people are doing their shifts.

The Government are trying to encourage public transport in an effort to become greener, but how can we encourage it when the timetables for rural constituents are so poor or young people are forced not to work because they are afraid of travelling home late at night? I must underline that, because there is a safety issue particularly for young girls and young ladies when they are travelling late at night through a town. Again, if the buses were earlier, that would suit them best.

We are bringing in park-and-ride schemes in Northern Ireland—they are probably in many other parts of the United Kingdom—but they are not yet available everywhere. Those who come from the peninsula can park their cars in Newtonards and get the bus to Belfast, therefore reducing the gridlock in the city of Belfast. Again, that is a positive way of getting more people to use public transport, which will then be profitable. We must look at that.

Unsurprisingly, people are left reliant on cars, but they are not the answer. Not only are they not environmentally friendly but the high cost of fuel puts pressure on families and can lead to rural isolation. That is yet another aspect of the lack of flexible transport links.

Taking children in my constituency to the Boys’ Brigade, the Girls’ Brigade, after-school clubs or sports activities is a costly venture. Sports clubs often require children to attend two afternoons’ training and a Saturday match—six trips over three days. That is in addition to taking the kids to social events. Those of us here who are parents will know very well that parents are really a taxi service for their children—I am not, but my wife is—and that is also one of the negatives of living in the countryside. For many families, these journeys simply cost too much, and parents and children really feel the impact of rural isolation. It is even more difficult for the elderly or vulnerable, who do not necessarily have access to cars.

The lack of flexible bus times between Newtownards, Belfast and the Ards peninsula is completely unacceptable and unworkable for those who depend on buses to get to their jobs. Newtownards is a central business district, and the buy-out of Hughes Insurance, which employs more than 310 staff, by the very successful American firm Liberty Mutual should attest to that. Newtownards is a vital feeder for Belfast, with huge numbers of workers and schoolchildren travelling back and forth each day.

We must consider how best to use money to enable people to get back on public transport. One way would be to ring-fence funding for rural transport schemes and improvements in bus timetables and routes. In Northern Ireland, including in my constituency, we also have the Rural Community Network—a very good group of people who interact with charities, voluntary organisations and rural community organisations. There is some subsidy to enable the network to reach out to rural areas. In his response, perhaps the Minister can tell us whether there is a similar scheme on the UK mainland. If so, how does it work? The scheme in Northern Ireland at least addresses some of the issues, if not all of them.

In another part of Strangford, the story is the same. Carrowdore is a small village just outside Newtownards that does not have a pharmacy—services are not always available in parts of my constituency. The closest surgery is not within walking distance, so many elderly or vulnerable constituents who require frequent prescriptions have no option but to wait for half a day for a bus so that they can get to their nearest pharmacy.

I once went on a bus journey with a constituent who lived in Portaferry, and I mention it just to illustrate what the problems are and how acute they can be. My constituent had to go to a hospital appointment in Lisburn. It took seven hours there and back, and it cost £39.40. It takes me half that time to drive to the airport, wait for boarding, fly to London and get from Heathrow to Parliament. To illustrate that point, I went with my constituent—we wanted to highlight transport costs and the difficulty of going for hospital treatment.

That state of affairs is unacceptable for someone who is ill, and it needs to be addressed. The groups who are affected are those that society and elected representatives must protect. We should make life easier for them in any way we can. How can we make a difference to the lives of those who live in our rural communities—the children who cannot afford to go to after-school activities and clubs, the stay-at-home mums who have no car and no opportunity to meet other mums for some adult company and social interaction, the people who are ill or disabled and cannot drive and who no longer have an affordable taxi service, and the elderly who often end up all but imprisoned in their own homes? What difference can we make? A reduction in fuel duty—I know that is not the Minister’s prerogative—would be a step in the right direction for those of us in Northern Ireland who have an issue with the cost of running a car, but more needs to be done. Specific ring-fencing of funding for my rural constituents is needed so that bus services in rural communities can be made more frequent.

I congratulate the hon. Member for Corby on obtaining a debate on the matter, and apologise, Ms Dorries, because as I said to you previously I have somewhere else to be; but, as Arnold Schwarzenegger said in the film, “I’ll be back.”

Rural Bus Services

Jim Shannon Excerpts

Tuesday 29th April 2014 Commons Chamber

[Richard Drax]

I thank my hon. Friend for his wise intervention and I agree with both the points he makes. However, although his efforts to provide some form of service are to be highly praised, such a service does not necessarily fit in with the right timings to get people to or from work, for example. In Wool, the Share and Care system has been set up mainly by retired people. Some 50 drivers provide a service, at a price of about 40p a mile, for those who are stuck at home and need to get to the doctor or to hospital, or to go shopping and do all the everyday things that people in rural communities need to do. That is, one could say, the community in action, which is to be applauded, but it is slightly regrettable that such a basic service as a rural community bus must be provided almost through charity. As I say, however, I applaud the initiative.

[Jim Shannon (Strangford) (DUP)]

In Northern Ireland the Rural Community Network scheme provides Government grant aid and assistance through the Northern Ireland Assembly to enable those who live in rural areas or are isolated, such as elderly or disabled people or those who do not have cars, to get transport to where they need to go, such as their GPs, doctors or shops, at a price they can afford. Perhaps the hon. Gentleman and the Minister will consider that scheme, which enables people in the countryside to access transport.

[Richard Drax]

I applaud the scheme in Northern Ireland. The Minister will no doubt have heard the hon. Gentleman’s point and perhaps he will comment on it.

Another pressure on rural bus services is the concessionary bus pass. Government statistics show that 30% of all bus journeys are now made using this pass. Free off-peak bus passes for pensioners are welcome, but they skew the economics of bus networks in rural areas. For example, in Dorset operators are dealing with record numbers of pass holders enjoying our stunning countryside and coastline. Up to 20 million people visit Dorset, many of them on buses. It is a tourist destination. The original idea of the pass was to ensure that bus companies are not better or worse off. However, reimbursement is paid on the basis that without concessionary journeys, fewer would have been made. Dare I say it, that is slightly illogical in a business sense, although any money is gratefully accepted. The rebate is about a third of the cost of a ticket, which clearly disadvantages the bus company and the local taxpayer. Inevitably, it means that operators are left struggling to fund services, not least in rural areas such as my constituency.

The Government recognise the value of the national network, and the “Green Light for Better Buses” agenda is intended to improve local bus services. Some, however, such as the Campaign for Better Transport, worry that 2014 may be the worst year yet for cuts to bus services.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 20th March 2014 Commons Chamber

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

It certainly is disturbing news, given the importance that we place on regional airports. It is disappointing that Manston has not been able to attract some of the low-cost carriers that it hoped to, but I am certainly happy to meet my hon. Friend to see whether there is a way forward.

[Jim Shannon (Strangford) (DUP)]

Will the Secretary of State make bus driver disability awareness training compulsory in his Department’s review of the EU bus and coach regulation this month?

[Mr McLoughlin]

That has been mentioned to me, and I will certainly want to look into it. I will write to the hon. Gentleman in more detail.