Public Transport (Disabled Access)

Jim Shannon Excerpts

Wednesday 12th October 2011 Westminster Hall

[Lisa Nandy]

I could not agree with my hon. Friend more. The example he gives highlights exactly the indignity and humiliation that far too many people must face when they try to do something that the rest of us take for granted. I am grateful to him for raising that point.

On the buses, people seem to fare little better. Half of all disabled people say that buses are a concern for them. Even something as simple as boarding the bus presents a problem. Many buses still do not have ramps and, even when they do, a common story emerges from all the reports that I have been sent from across the country of drivers refusing to stop because it would take too long to allow somebody to board, or because the space allocated for a wheelchair is taken up by a pushchair. I want to be absolutely clear on this point: I am not advocating that there should not be space for pushchairs; it is simply unacceptable that there is not room for everybody.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Lady on securing the debate. This is an issue that concerns the whole of the United Kingdom, although this debate obviously relates to the UK mainland. In my previous job as a Member of the Northern Ireland Assembly, I sat on a Committee that was responsible for bringing forward legislative change that enabled public transport, both bus and rail, to ensure access for disabled people in wheelchairs in particular, but for visually disabled people, too. That is starting to roll off the Assembly line, to use a pun, in Northern Ireland. Does the hon. Lady feel that the Government might take that as an example of how legislation could be introduced and delivered, in conjunction with local councils and other responsible bodies, to ensure disabled access for those who are wheelchair bound or visually disabled, not just to public transport—bus and rail—but to taxis as well?

[John Robertson (in the Chair)]

Can we keep the questions a bit shorter?

[Jim Shannon]

I appreciate that.

[Lisa Nandy]

I am grateful to the hon. Gentleman, because he gives me the opportunity to pay tribute to some of the public transport companies that have worked hard to make real strides forward on this issue. All those examples show that it can be done if there is a will for it to be done. It is up to all of us here in the Chamber to ensure that we push as hard as we can to make this happen.

Seat belts on buses are not routinely provided for wheelchair users. I have been sent some absolutely appalling stories of the indignity that people suffer when the bus drives off too fast and their wheelchair is not properly secured. Blind people have told me of their particular difficulties in identifying which bus is arriving, and knowing when to get off. Those issues could be rectified by introducing talking buses, by introducing seat belts, by introducing more space for buggies and wheelchairs, and training for drivers.

Rural Bus Services

Jim Shannon Excerpts

Tuesday 11th October 2011 Westminster Hall

[Brandon Lewis]

I thank my hon. Friend for his intervention. Nottinghamshire’s funding has fallen by £1.7 million, or about 18%, so it, too, will feel the effect of the changes. He is absolutely right that people in rural areas of all sorts have problems with access to transport, whether they are young people looking for work or older people. Bus services can be their only way of leaving their rural community and accessing an urban area for shopping and everyday needs. That is why things are so difficult for rural areas, particularly in Norfolk. Some villages have low bus usage due to low population, yet buses can be a lifeline for people there who are without access to vehicles. They provide their only mode of transport and access to other areas.

[Jim Shannon (Strangford) (DUP)]

In Northern Ireland, rural transport has been provided by community and voluntary initiatives. Does the hon. Gentleman feel that such initiatives could happen across constituencies on the UK mainland? If so, how would that happen?

[Brandon Lewis]

I thank the hon. Gentleman for his intervention. I agree that we can do more to look at alternative forms of transport and how they can be funded. If he bears with me, I will come to that in a few minutes, but I absolutely agree with the principle of what he says.

In rural areas, public transport is a lifeline. Equally, however, the problem for local authorities and bus companies is that they have to make an economic case; they have to do the best they can with taxpayers’ money to ensure that it is properly invested. As private companies, bus companies also have to look after their financial interests.

--- Later in debate ---

[Brandon Lewis]

I thank my hon. Friend for his intervention. I fully support what he says. It is important to find a way of ensuring that local authorities can be more flexible in how they work with the bus operators and other forms of community transport, so that they can allow for more cost-effective usage and be more responsive to local needs.

[Jim Shannon]

I congratulate the hon. Gentleman on his points. A pilot scheme similar to that operated by Translink in Northern Ireland could be considered as an option. It identifies what services are needed through the community; for example, there may be a run on a Tuesday and a Thursday. Elected representatives work with communities, Translink and the bus companies. We are looking for flexibility. Does he agree that having flexibility within bus companies is the type of initiative needed to ensure that rural communities—isolated ones and others—can have the advantage of rural transport?

[Brandon Lewis]

I thank the hon. Gentleman for his intervention. We certainly need more flexibility in the system. Whether that is purely in relation to bus operators or we have a system that allows for community transport to be authorised, run and organised by local authorities, we need an approach that is more flexible than simply looking at the traditional system of buses. As my hon. Friend the Member for Broadland (Mr Simpson) has mentioned, buses are not necessarily the most cost-effective solution or, indeed, the best answer for users. We need transport that can be used in rural areas by those with concessionary passes. As I was saying, demand-led services are vital if a rural network of transport is to exist. It is perhaps time to start talking about transport in the rural sense, rather then simply focusing on buses, which might not necessarily give the best service and use.

I am delighted that my county council in Norfolk has agreed to provide additional funding to look at and develop exactly that style of service. At the moment, more than 1,700 community transport organisations operate in England alone and offer transport services for people who are unable to access traditional public transport. It is vital that local authorities and organisations are empowered to provide alternative provision for residents.

An additional £10 million funding for community transport in rural areas is very, very welcome. However, the concessionary fares scheme does not apply to most community transport schemes because they operate under section 19 of the Transport Act 1985. Currently, only registered services run by community transport operators under a section 22 permit are eligible for the scheme. I was disappointed that, when I received a reply from the Minister to a recent written question, it indicated that the Government refuse to consider altering the legislation to widen the eligibility further and that they are leaving the matter at the discretion of local authorities. I ask the Government to look at that issue because dealing with it would be a positive step forward that could further encourage, develop and empower local decisions to be made by local councils and bus and other transport operators based on local need. I agree with the Select Committee on Transport’s recommendation made in August this year:

“If the Government genuinely wants to encourage the growth of the community transport sector, it should legislate to permit the use of the concessionary pass on a wider range of community transport services.”

Coastguard Modernisation

Jim Shannon Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

The consultation is about the parts of this proposal that differ from the previous proposal that is already being consulted on, so we will not receive further responses to the original consultation proposals, but we are open to responses to the changes in the four areas I outlined in my statement.

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State for his statement and the hard work he has clearly done. I also want to put on record my thanks to my colleague, the hon. Member for North Down (Lady Hermon), who along with me fought a strong campaign on behalf of the people of North Down and Strangford. I pay tribute, too, to the staff who have worked hard as well, and been very supportive. I should add that the shipping Minister was very courteous and helpful. He came over to Northern Ireland, and to Bangor, to see exactly what needed to be done and to hear the views of the people and explain the options.

The decision that has been made reinforces the position of Bangor and its status as a 24/7 station. It was a 24/7 station before this consultation process, but there was a proposal to downgrade it to a daytime station. The current proposal, however, is to maintain it as a 24/7 station, for which we are thankful to everyone involved. I am grateful to the Minister for what he has done.

In the penultimate paragraph of the statement, the Secretary of State refers to the consultative process that will take place. He does not specifically mention Bangor, however. Can I take it that in respect of the process outlined today the position of Bangor is secure? If that is the case, we will be very happy to welcome the shipping Minister and the Secretary of State to the Bangor station in the near future.

[Mr Hammond]

I am glad to be able to tell the hon. Gentleman that we consider that the issue of the potential closure of the station at Bangor was addressed in the previous consultation and there is no need for further consultation on that. I acknowledge the local issues he raised, but I should say that the decision to keep Bangor was made primarily on the basis of the national importance of having a station that could deal with the specific civil contingency issues in Northern Ireland and the very important relationships with the Irish Republic in search and rescue.

High-speed Rail

Jim Shannon Excerpts

Wednesday 13th July 2011 Westminster Hall

[Tom Greatrex (Rutherglen and Hamilton West) (Lab/Co-op)]

I congratulate my hon. Friend the Member for Clwyd South (Susan Elan Jones) on securing the debate and on the case that she has made for High Speed 2. There is no need to repeat the benefits for the business environment and the economy or the point about capacity constraints, because those points have been well made.

I want to touch on a couple of issues relating to Scotland and to my constituency and neighbouring constituencies. The Minister is aware of the group High Speed 2 Scotland, which has published papers looking at the benefits of high-speed rail for Scotland. I want to reiterate some of its key points on the environmental benefits in particular. Currently, some 7 million journeys to London from Glasgow and/or Edinburgh are undertaken every year, but 6 million of those are by air. I freely admit that I do the same more often than I would like to, which is the case for many people I have spoken to who must travel to London for business purposes. They would rather not do the journey by air but, unfortunately, the time taken by rail at the moment is too long. There is an issue to do with the opportunities for business in Scotland as well.

In the past, the Minister’s predecessors had discussions with Scottish Ministers about HS2 in Scotland. She will be under pressure to respond to many points, but I hope that she will touch on whether such discussions have continued and when she last met Scottish Ministers. I also hope that she will touch on the feasibility of, if we eventually reach consideration of an extension beyond the initial phase of HS2, and potential for building from north to south, rather than from south to north, because that might be useful.

[Jim Shannon (Strangford) (DUP)]

The hon. Gentleman is discussing Scotland. Other hon. Members have spoken eloquently about other parts of the country, and as a Northern Ireland MP my request concerns the HS2 opportunities for Stranraer, where the Northern Ireland traffic goes. Something should be done there, because all parts of the United Kingdom should benefit from HS2.

[Tom Greatrex]

I agree that all parts of the United Kingdom should benefit from HS2, which is why it is important that we look beyond the initial stage and start some of the planning discussion now, and why I want an assurance on looking at the feasibility of building from north to south.

Eyesight Tests (Drivers)

Jim Shannon Excerpts

Wednesday 15th June 2011 Westminster Hall

[Meg Munn (Sheffield, Heeley) (Lab/Co-op)]

I am delighted to have secured a debate on eyesight regulations for drivers, especially as we are in the middle of national eye health week. As I speak, an event to mark the week is taking place in Parliament, and in my home city of Sheffield a wide range of organisations is holding an awareness day in the city centre. South Yorkshire police, in conjunction with the Sheffield Royal Society for the Blind, are focusing on the issue that brings me here today: the importance of good sight for driving and, in particular, drivers who do not realise that their sight is deteriorating.

I have been engaged on the subject for some time. I was contacted by my constituent Joy Barnes, whose niece tragically died in a road accident caused by a driver whose eyesight was not up to the necessary standard. Joy’s niece, Fiona Buckley, was just 43 when she died. She was born with spina bifida and hydrocephalus, so spent much of her adult life in a wheelchair. Fiona worked in the city centre Shopmobility service and in the Royal Hallamshire hospital as a welcomer. A bubbly person, she enjoyed a lively social life and, in her younger days, was an accomplished swimmer, later becoming an avid photographer and Scrabble player. Her family describe Fiona as a generous and courageous spirit.

At 10 pm on 6 December 2008, Fiona was crossing the road, with her friend Kay Pilley walking just behind. Witnesses said that the car approaching did not attempt to overtake or brake, but ran straight into them, and Fiona was thrown over the vehicle. She suffered a major head injury and her pelvis, spine and leg were broken. Six weeks later, she died in hospital from multiple organ failure. Kay suffered head and knee injuries and was treated at hospital; she could not remember what had happened.

Police officers subsequently tested the 87-year-old driver’s eyesight, and found that he could not read a car number plate from the required distance of 20.5 metres. He was later found to have cataracts in both eyes, which had probably been there for some 18 months. A doctor said it would give him “foggy or hazy” sight that could have rendered Fiona almost invisible to him. He also suffered from age-related macular degeneration, which blurs the central vision. With his right eye, he could see only from 6 metres what people with good vision can read from 24 metres. The driver admitted causing death by careless driving, but the judge decided not to punish him for killing Fiona. The driver was given only three penalty points. Fiona’s aunt, Joy Barnes, speaking on behalf of her wider family said:

“Fiona’s death hit us all hard. The driver should not have been on the roads with such poor eyesight and it is a travesty that nothing is done to make sure that drivers meet a minimum standard of sight. If this driver had been made to have a sight test to keep his licence then Fiona would still be with us.”

During the current driving test, the examiner gives the driver three chances to read a number plate, from 20 metres for vehicles displaying the new-style plate or 20.5 metres for old-style plates. Following that, the drivers of cars, small vans and motorbikes need not take any form of eye test for the rest of their life, unless they voluntarily report that they have a serious vision impairment to the Driver and Vehicle Licensing Agency. Once drivers have reached the age of 70, in order to renew their licence they are asked to confirm that they have acceptable vision, but they are not required to prove it.

The Department for Transport has been consulting on the medical standards that should apply to eyesight tests for safe driving. Astonishingly, the Department is proposing that the testing distance should be reduced from 20.5 metres to 17.5 metres. The Sheffield Royal Society for the Blind is extremely concerned that any relaxation in the requirements could be detrimental to road safety. Can the Minister give me details of the evidence that was considered before reaching that proposal? What is her evidence to suggest that such a test is adequate in any way?

The current eyesight test is simply no longer fit for purpose. In contrast with the tragic death of Fiona Buckley, it is not possible to attribute many road accidents directly to poor eyesight. Eyesight is often only one of the factors that might be involved; others include the time of day, the weather, the condition of the road and tiredness. However, it is common sense that poor vision will impair any driver’s performance, even taking into account all other conditions.

The distance number plate test has been in place since the 1930s and is outdated. It has remained unchanged, despite increased numbers of vehicles on the road and developments in road safety standards and clinical technology. It is not scientifically based and does not reflect modern day knowledge of vision. The number plate test also only measures visual acuity—put simply, the ability to see at a distance. It does not produce consistent results and can be affected by environmental conditions. Drivers can fail the test in different lighting or weather conditions. Several scientific publications have questioned the accuracy and reliability of the number plate test as a method of screening visual acuity. Also, it does not test visual field—put simply again, the ability to see around while looking straight ahead. Visual field loss can advance significantly without a person becoming aware of a problem. For instance, glaucoma is a condition that someone can have and yet pass a number plate test with insufficient field vision.

The current system also requires self-reporting and therefore relies on individual drivers being aware of the required standard, realising that they do not meet it and knowing that not notifying the DVLA of any problem is a criminal offence. However, many drivers do not notice what can be a gradual change in their vision, remaining unaware that they fall below the required legal eyesight standard.

[Jim Shannon (Strangford) (DUP)]

I can suggest one method of checking everyone’s eyesight, including mine. I register an interest as a diabetic—type 2 of course, controlled by diet. If people visit an optician every year, the optician tells them about their eyesight. Might that be a method whereby people can check if their eyesight is deteriorating?

[Meg Munn]

The hon. Gentleman makes an interesting point about what could be done if the current system, which puts the onus on the driver, continues. I will argue, for good reasons, that an eye test should be a requirement.

Many people with glaucoma do not have any symptoms until the condition is quite advanced. The National Institute for Health and Clinical Excellence guidance advises that once vision loss becomes apparent, up to 90% of optic nerve fibres might already have been damaged. The general manager of Sheffield Royal Society for the Blind, Steve Hambleton, said:

“when people are diagnosed with an eye condition that impacts upon their ability to drive safely, the onus is on the driver to notify DVLA. We encounter too many people who do not do this and continue to drive. In these days of data protection etc., it is extremely difficult if not impossible for organisations such as ours to advise DVLA of our concerns.”

Last month, I attended the launch of the UN decade of road safety, which was addressed by the Secretary of State for Transport. The UK has a proud record: Great Britain had the fourth fewest road deaths per million people, we have been in the top five performing countries throughout the past decade and we were in first place in 2009. Yet on eyesight testing, we are lagging behind many countries and many of our neighbours in the European Union. The EU has recently published directives to standardise driving licences and to harmonise European standards. The UK lags behind best performance of most other European countries in assessing drivers’ vision. A report released only this week outlines that a majority of EU member states assess visual acuity and visual fields in advance of issuing a first full driving licence. The UK is among the minority that requires no further assessment of vision throughout a driving career.

The 2006 and 2009 EU driving licence directives continue a long path to harmonise driving licences with the overall aim of improving road safety and facilitating enforcement throughout EU countries. Is the Minister really content to see our otherwise excellent record on road safety lag far behind the best practice of our near neighbours? Given that the EU directive recommends a visual field of at least 120 degrees, how can the number plate test be sufficient to comply?

The only way to make sure that drivers continue to have adequate vision is to make eyesight testing mandatory at regular intervals throughout the time they hold a licence. Drivers should have to provide regular proof that they have had their eyes tested by a medical professional and that they meet minimum standards for visual acuity and visual field. That should happen at least every 10 years, coinciding with drivers renewing their photo driving licence. That would be a simple and inexpensive step that would vastly improve the eyesight of drivers throughout the UK. I also recommend that when drivers reach the age of 70 and have to self-certify that they are fit to drive, they should be required to submit evidence from an appropriate professional that they have a safe and legal level of eyesight.

The present inadequacies must be addressed. That view is supported by the Optical Confederation, which represents 12,000 optometrists, and the 6,000 dispensing opticians and 7,000 optical businesses in the UK. Those organisations and many others concerned with road safety have submitted their concerns to the Department for Transport's consultation. Will the Minister report on the outcome of the consultation, and when will the Government respond to it?

Having good eyesight is one of the most basic requirements for safe driving. It is widely recognised that 90% of sensory information when driving comes from vision, which underlines the importance of always driving with good eyesight. Being an experienced and skilled driver who is aware of the dangers of the roads is simply meaningless if one is unable to spot hazards in time. Research shows that one in six drivers cannot see well enough to pass a very basic eyesight test. People who are reluctant to give up their driving licence cannot be relied on to inform the authorities if they have eyesight problems.

Making the changes that I suggest would have public support. In vox pop interviews this morning, my local radio station, Radio Sheffield, spoke to five people—only a few, but four of the five thought that those changes were sensible and saw no problem with them. BRAKE, the road safety charity, released a survey, which no doubt involved a few more people than the five in Sheffield, showing that 75% of drivers support compulsory eyesight testing for drivers every five years.

Continuing with a system of drivers self-reporting any problems that they may have is not the answer. Poor driver eyesight kills, and every death is devastating to the people involved. The Government should act on the professional advice, which commands support among drivers, and change the driving test to ensure that all drivers can see what lies ahead of them while on the road.

Car Insurance Premiums

Jim Shannon Excerpts

Wednesday 11th May 2011 Westminster Hall

[Mr Roger Godsiff (Birmingham, Hall Green) (Lab)]

I welcome the opportunity to initiate this short debate under your chairmanship, Mr Weir. The cost of car insurance concerns everybody who owns and drives a car, not least my constituents who live in the B11 and B12 postcodes of Birmingham. I will explain later why I mention those specific postcodes.

I am aware of the detailed report on car insurance produced by the Select Committee on Transport and of the recommendations that it has made to both the Government and the insurance industry. I commend the Committee’s work and welcome its recommendations on personal injury claims and referral fees, uninsured driving, fraud, and the whole question of young drivers, whose driving habits are one of the industry’s biggest justifications for the overall increase in the cost of motor insurance.

The Under-Secretary of State for Transport, the hon. Member for Hemel Hempstead (Mike Penning), made it perfectly clear when giving evidence to the Transport Committee that the responsibility for the level of premiums rests with the market and not the Government. I accept that. However, in some other countries—and not least in one of the Canadian provinces—motor insurance has been socialised or run by a Government agency because the market was unable to handle its responsibility, despite having a captive audience of motorists who were rightly obliged by law to insure their vehicles. I shall not attempt to lead the Minister down that path because I suspect that he would not wish to follow, but I make those points to place them on the record.

After reading the Transport Committee’s admirable report, I was struck by the sheer weight of submissions from insurers, solicitors, claim management firms and their associations—all of whom, purely by chance, are part of the referral system. I got the distinct impression from reading the report that the motor insurance industry was trying to convince the Committee—and, indeed, perhaps itself—that it was not making any money out of the motor insurance business and that it was taking on the onerous burden of insuring motorists only out of some sense of public duty. Indeed, the Committee was told:

“insurers currently spent around £1.20 for every £1 collected in premiums”.

I am sure that the Government would say that those are the economics of the mad house and will lead to bankruptcy. However, the motor insurance industry has apparently kept going purely to help out motorists. The Committee was told:

“the underwriters of motor insurance had been loss-making since 1994”.

I drive to and from my constituency, and I am sure that motorists throughout the whole of the United Kingdom would like to say a heartfelt thank you to the motor insurance industry for being prepared to shoulder such losses for 16 years and for their altruistic attitude towards the whole business.

In case hon. Members think that I am seeking to pillory the insurance industry, I should say that I am not. I recognise that the industry is an important part of the UK’s financial services sector and that, in general terms, it provides competitive and tailored products, such as building, household, personal and holiday insurances. However, all those are optional, whereas motor insurance is, rightly, compulsory.

I pick my words carefully when I say, to put it bluntly, that having read the report, looked into the issue and considered many representations I have had from constituents whose motor insurance premiums had gone through the roof, I think that the motor insurance industry is just milking the motorist. Instead of tailoring insurance premiums to individual driving records and the personal circumstances of the motorist and the vehicle they are using, the industry is taking the cheap and easy option of postcode charging and having box-ticking premiums. It is giving scant regard to an individual’s personal circumstances because it knows that to drive on the highway, someone has to have insurance. Motorists are trapped and the industry can do what it wants.

The motor insurance industry and its lobbyists, some of whom may be here today, are very quick off the mark. My e-mail account was totally inundated and blocked by thousands of representations when those concerned saw that this debate was taking place. I applaud their rapid-response approach to the matter. The Association of British Insurers has said to me:

“the market remains competitive, despite recent rate increases, and some of the best deals may be found by phoning insurance companies or brokers directly rather than by using price comparison websites.”

I will give a couple of examples to show not only that that is incorrect, but that the motor insurance industry uses postcode premiums and gives minimal regard to personal circumstances.

A constituent who lives in Sparkhill, which is in the Springfield ward—one of the wards we gained last week at the local elections from the Liberal Democrats—has been driving since 1987 and has a 10-year no-claims bonus. He has a public service vehicle licence and is a bus driver. His postcode is B11 and he was quoted £1,200 a year for his motor insurance. That is for a PSV holder and bus driver, with 10 years’ no claims. He then used the address of one of his relatives who lives in an adjoining postcode. Apart from that, he supplied exactly the same details. How much was he quoted? Some £276, which is four times less. He is being penalised because he lives in B11. As I said—10 years’ no claims, PSV holder, bus driver. However, he lives in the wrong place and is charged four times as much.

[Jim Shannon (Strangford) (DUP)]

Further to the hon. Gentleman’s last remarks, in Northern Ireland we are subject to higher prices for insurance than in other parts of the United Kingdom—England, Wales and Scotland. In the whole of Northern Ireland, we pay higher prices than everyone else because of our postcode. Does the hon. Gentleman agree that better competitive prices for insurance should be available across the whole of the United Kingdom and that Northern Ireland should not be excluded?

[Mr Godsiff]

I entirely agree with the hon. Gentleman. However, motor insurance is not being discriminatory; it milks the motorist wherever they live in the United Kingdom.

Another constituent who lives in Sparkbrook, B12, has had a driving licence for 38 years and no claims for 10 years. His insurance has been between £250 and £300 for fully comprehensive and his best quote is now £600. He then got quotes for exactly the same driving history but with a Solihull and a Warwick and Leamington address, and they were less than £300. So he is being asked to pay double because he lives in the wrong postcode.

Those are just two examples, but I have many others about how my constituents are being penalised. The motor insurance industry takes the cheapest and easiest option of using postcodes, rather than individual circumstances, to set its premiums. It does so at a time when there has already been a 29.9% rise in motor insurance for all motorists, and young men and women have been subject to rises of 46.6% and 58.8% respectively. That is ridiculous.

Let me give you another example of how the motor insurance industry exploits its monopoly position. I know a person who spends part of his time in the UK, and one or two months abroad every year. He checked recently with his insurance broker to find out whether he could save money by avoiding paying insurance premiums for the months that he was out of the country, and his car was off the road and garaged. He was told by his broker:

“it used to be the case that the Insurance Industry would allow you to not pay premiums for months when your car was garaged and you were abroad but they no longer allow this”.

I contend that that is yet another example of how the motor insurance industry milks motorists, rather than seeking to tailor its policies to their personal circumstances. I am not suggesting for one minute—I would not dream of it—that there is collusion between motor insurance companies, but the fact of the matter is that they openly say that they share information regarding fraud—quite rightly. But it is disingenuous to believe that they do not share information concerning their charging policies and postcode premium policies.

I end by saying this: I do not expect the Minister to bring about a revolution in motor insurance overnight, and I know that he will consider the recommendations of the Select Committee very seriously. However, motorists, like the wider population, are under increasing economic pressure and many people still have to rely on the use of their cars for their daily lives. Furthermore, if young people are priced out of using a car because of the massive cost of insurance, then, I regret to say, there will be an increase in the number of uninsured drivers. That would not be a good thing, and I agree with the Minister about that.

The motor insurance industry has to realise that it is in the privileged position of having a captive audience. Instead of whingeing about not making money out of car insurance—which is not true; everybody knows that it is not true—it should be developing insurance policies that reward careful drivers with a proven record of not claiming, and take into account personal driving history. It should also scrap the unfair and discriminatory policy of penalising everybody in certain postcodes and allow motorists who use their cars only for a certain number of months a year to pay insurance for those months only, instead of being charged for the whole year.

I know that the Minister has listened carefully to what I have said, and I hope that he will depart from his brief and address those two specific points. Those points concern motorists in my constituency, his constituency and throughout the country. I do not see why motorists should be milked by the motor insurance industry.

--- Later in debate ---

[Norman Baker]

I hear the hon. Gentleman’s comments. Obviously, he has looked into the matter in his area much more than we will have done at the Department for Transport. All I can do is repeat the comments that I have made. First, if he believes that there is collusion in the industry, he needs to draw that to the attention of the Competition Commission. Secondly, the Under-Secretary, my hon. Friend the Member for Hemel Hempstead—the relevant Minister for this area—will, I am sure, be interested in his comments and look at the issue of postcode charging. We would like to ensure that the motorist gets a fair deal and is not subject to improper procedures. We want, therefore, to ensure that motor insurance costs are kept reasonable, as far as it is possible for us to influence them.

We recognise that the high cost of motor insurance can cause a number of policy problems and we are working with the industry to help address them. People are dependent on their cars to travel to work, leisure facilities and so on, so this is an important issue for a great number of people. My hon. Friend the Under-Secretary is speaking with the insurance industry on a number of issues, particularly tackling uninsured driving, automatic access for insurers to check the driver’s record held by the Driver and Vehicle Licensing Agency, and addressing the problems of high premium costs faced by young drivers, to which the hon. Gentleman referred.

One area of concern for us is that people may be tempted to drive uninsured. The insurance industry estimates that uninsured driving costs each motorist approximately £30 on their premiums each year.

The Government introduced the continuous insurance enforcement scheme to deal with uninsured drivers. A new offence has been introduced of keeping a vehicle without insurance unless it is kept off the road and a statutory off-road notice declaration has been made to the Driver and Vehicle Licensing Agency. The new scheme regularly compares the DVLA vehicles database with the motor insurance database, which holds all motor insurance policies.

From that comparison, we are able to detect a greater number of uninsured vehicles, rather than relying solely on the police spotting uninsured vehicles in use on the road. We anticipate that the scheme could reduce uninsured driving by 15% to 20%, by taking out the softer evaders and leaving the police to target on the road hard-core offenders who continue to drive uninsured. Obviously, getting uninsured drivers off the road would be of benefit not only to road safety generally, but to those who legitimately and properly pay their insurance and who quite rightly feel aggrieved about having to pay extra in their premiums to deal with the uninsured. I think that that agenda is shared throughout the country—except by uninsured drivers. I hope that it is shared, so that we can get some fairness into the premiums.

The scheme is planned to commence in late June. Under it, keepers of vehicles that appear to be uninsured will be sent reminder letters by the Motor Insurers’ Bureau. If keepers take no action, they will receive a fixed penalty notice and a fine of £100, followed by enforcement action which, in extreme circumstances, might be wheel-clamping, impounding of the vehicle and, ultimately, prosecution. The DVLA will be responsible for enforcement action on behalf of the Secretary of State.

We are also concerned that significant rises in the cost of insurance might increase fraud, with some drivers prepared to make false statements about their driving record to obtain cheaper insurance, such as on how many penalty points they have, whether they have been disqualified and so on. The insurance industry estimates that 40,000 claims are declined already each year at the underwriting stage, on the grounds of non-disclosure or misrepresentation, and that 200,000 claims are adjusted.

Others might be tempted to declare younger drivers as named secondary drivers on their parents’ insurance when, in fact, they are the main driver of a vehicle. We are working with the insurance industry with a view to allowing it access to the driver details held by the DVLA. That will to help to tackle fraud and prevent situations in which drivers might give inaccurate information, consequently invalidating their insurance. The timetable for delivery is yet to be finalised with the insurance industry, but we expect a project of such a size to take between 18 and 24 months to complete all stages of the work, from specification and design to development, and through to a fully operational system.

[Jim Shannon]

Up until now, in response to the hon. Member for Birmingham, Hall Green (Mr Godsiff), the Minister has indicated that everything is about catching those who are not paying insurance and so on. The Government response has indicated nothing about incentives for those who drive well. Not only in Northern Ireland, but all over the United Kingdom, people who drive well and who have passed advanced driving courses should qualify for a reduction in their insurance risk. Is that something that the coalition Government are considering? If so, what discussions have they had with the insurance companies?

[Norman Baker]

Personally, I believe it is right for drivers who drive well to be rewarded, and that occurs in a sense with no claims bonus systems, which are well established in car insurance. Generally, submitting no claims drives down the costs year on year for a driver relative to other drivers.

Whether insurance companies ought to identify further opportunities to reward good drivers is a commercial matter for them. For example, I know about some schemes that benefit older drivers with clean licences, or others for people driving an historic vehicle. Premiums can reflect guarantees to drive less than a certain number of miles each year, or that drivers of an historic vehicle probably want to take care of that vehicle, so they would be less of a risk to the insurance industry than they might otherwise be.

I come back to my central point, which I made at the beginning: the market is competitive, including a large number of insurance companies. If I were running an insurance company, I would want to look for the niche market and the opportunity to identify a set of safe drivers who are less likely to make a claim. We could then offer that group a good premium, pulling one big market in and collecting together all the low-risk drivers, and so benefiting from paying out less. Insurance companies in a commercial market have such opportunities, and can identify them better than I can. Any business worth its salt would reward good drivers, because they are better business for the insurance company than are bad drivers, for whom they are paying out.

One particular concern of the Government is the impact of high insurance costs on young drivers. I accept that the higher premiums faced by younger drivers reflect the cost to insurers of covering the risk for two main reasons. First, insurance companies’ figures suggest that as many as a fifth of newly qualified drivers make a claim within six months of passing their test. Many are relatively minor bumps and scrapes, but the overall cost to an insurer of even modest damage is likely to be higher than a young driver will have paid in his or her annual premium. We recognise that the cost of damage claims affects all insured drivers, although groups that are over-represented in claims, such as young or newly qualified drivers, are likely to cost insurers more.

Secondly, insurers have to make special provision for young people. A minority of accidents can unfortunately lead to catastrophic claims, in particular when one or more claimants might require long-term or even life-long medical care. The problem with young drivers is not simply that claims are more likely, but that such costs are liable to be much higher if the claimant is young. In addition, only a limited number of big insurers can afford provision against such claims, which in this area limits the market in which young people can buy insurance. The usual recommended option of shopping around for the best price, therefore, is less effective for young drivers than for older drivers. If the hon. Member for Birmingham, Hall Green has researched that aspect, we would be interested in hearing about his specific examples of how young drivers in his constituency are affected in insurance terms.

One effect is that young drivers, including learner drivers, often find that rises in insurance costs are increasingly prohibitive. Many young people depend on a motor vehicle to obtain better access to education and employment, and they often learn to drive for such reasons. We do not want to deprive people of that opportunity.

Some insurers have argued for the Government to impose additional regulation on newly qualified drivers so that they would not be allowed to drive in high-risk circumstances, which might improve road safety. Other specific restrictions have been proposed, including those in other countries where driving is permitted below the minimum age here. We are, however, reluctant to impose more regulations on young people, because doing so would bear down on those who want to be safe and responsible. It might reduce access to employment and education, while enforcing regulations might involve significant costs. There is also a risk of perverse consequences; for example, limiting the carriage of young passengers might prevent a sober driver providing transport for companions who have been consuming alcohol.

The Department has been working on alternative approaches, such as measures to improve driver training and testing, and is considering whether further measures should be developed. Training should focus not only on the test, but on the challenge of independent driving, including, for example, an understanding of the risks of particular driving conditions, and of distraction and impairment. A range of measures have been taken already, including a voluntary foundation course in safe road use to help pre-drivers and learners, which is aimed primarily at 14 to 16-years-olds. We also intend to work with the insurance industry on whether new or existing insurance products can be developed, with discounts if young drivers choose enhanced training before and/or after the test, or are happy to accept in return restrictions such as not driving at night.

In addition, my Department is in regular contact with vehicle manufacturers and suppliers on developments in new vehicle technology, including driver information systems and parental controls. Such technology might demonstrate how young drivers are driving and could provide important information on behaviour and their insurance and casualty risks. The insurance industry is already making use of technologies and new products when young drivers are willing to accept restrictions or training. The Government are keen to work with the industry on such matters.

The number of personal injury claims has increased at a time when the number of casualties has reduced, which we believe has had a consequent effect on costs incurred by insurers. There have been concerns around high legal costs in civil litigation, in particular under no win, no fee conditional fee agreements. The Government are committed to addressing such concerns and welcomed Lord Justice Jackson’s final report on those matters, which made a broad range of significant recommendations for reducing costs in the civil justice system.

The Ministry of Justice published “Proposals for Reform of Civil Litigation Funding and Costs in England and Wales—Implementation of Lord Justice Jackson’s Recommendations” on 15 November 2010. The Department announced on 29 March 2011 that it will abolish the general recoverability of the CFA success fee from the losing side; abolish the general recoverability of after-the-event insurance premiums; and introduce the package of associated measures set out by Lord Justice Jackson. Through the Legal Services Board, we are also considering the issue of referral fees.

Finally, we should recognise that the most effective way of controlling costs is to reduce the number of road accidents and casualties. The Government are strongly committed to improving road safety and we are setting out our plans in a strategic framework published today.

Sikh Turbans (Airport Searches)

Jim Shannon Excerpts

Tuesday 26th April 2011 Westminster Hall

[Mrs Villiers]

Absolutely. As I shall go on to outline in my speech, the key to resolving the issue in a way that the Sikh community are happy with is to secure a change in EU rules. The Secretary of State is focused on that, as am I, and I will outline what we are doing on that in my remarks. We are anxious to resolve the issue in a way that is consistent with Sikh beliefs and values.

[Jim Shannon (Strangford) (DUP)]

We are considering those in the Sikh community, and we appreciate and understand their circumstances. May I suggest that the Minister should also look at the issue of Christians having to go through a body search whenever they go through airports? I make that comment because some of my constituents have come to see me about this issue. Some have had metal parts put into their bodies through medical procedures, and have to be subjected to a strip search every time they go through an airport. We are looking at the issue in relation to Sikhs; will the Minister look at it in relation to Christians as well?

[Mrs Villiers]

We always keep security arrangements under constant review, but I think that all of us here would agree that this issue has special resonance and concern for the Sikh community. Protecting air passengers from the threat of terrorism is crucial. Although several high-profile attempts to blow up commercial airliners have been foiled since 9/11, aviation remains, I am afraid, an iconic and enduring target for terrorists. The recent cargo bomb plot demonstrated once again that those wishing to launch attacks on aviation are well informed about the processes in place—any potential vulnerabilities could be exploited by terrorists.

As the threat evolves and as the terrorist groups devise more sophisticated plans to attack aviation, so our response must evolve. Working closely with airports, we regularly reassess our security regime to ensure that passengers and cargo are effectively screened, and that we comply with our international obligations. However, at the same time, we are very aware of the impact of screening measures on all communities and on the travelling public generally. We are always open to ideas on how to reduce inconvenience for passengers and to improve screening.

Rail Engineering (Jobs)

Jim Shannon Excerpts

Tuesday 29th March 2011 Commons Chamber

[John McDonnell]

The reason why I raise the issue of agency workers in the rail industry is that such employment practice is becoming the norm for a number of companies. It is reflected throughout industry, and if it has now invaded the House. I find that disappointing. We as Members should take it up, because it does not seem to be a particularly cost-effective way of employing staff. The agency receives a large cut, but there is very little reward for the workers themselves.

The irony of what happened to the Jarvis workers is that, during the period in which they were laid off, the previous Government and the incoming Government were planning one of the largest railway industry expansion and modernisation programmes that we have seen for perhaps 50 or 70 years. It has happened just at a time when there is a huge job of work to be done in modernising the rail network, with the arrival of Crossrail, High Speed 2 and the electrification of the Great Western main line. We need a stable and skilled rail engineering work force and a national strategy that will retain and develop those skills, so that we can complete that modernisation and renew and enhance our rail network. In the long term, if we are to ensure that stability, we should bring renewals back in-house, back into Network Rail.

The McNulty interim report demonstrated that, when Network Rail brought maintenance in-house in 2004, there was a saving of £400 million per annum. I believe that bringing the renewals back in-house would achieve the same savings, but all the potential for the development, improvement and modernisation of our rail network will be jeopardised if we go through another Jarvis-type disaster.

I should welcome the Minister addressing several issues, and I express my gratitude to the Ministers we have met in recent months. The RMT parliamentary group, RMT union officials and the TUC have discussed with Ministers the plight of Jarvis workers and the future of rail engineering, and I am grateful to the Minister of State, Department for Transport, for writing to Network Rail to urge it to work closely with the unions and to meet members of the RMT parliamentary group. We have heard that the new chief executive at Network Rail, David Higgins, has expressed a willingness to attend a round table of stakeholders to discuss where we go from here on rail engineering.

I should like to ask the Minister here tonight to look at a number of concerns about the future. First, what is to happen to the ex-Jarvis workers who are still on the dole? Network Rail could assist in resolving some of the problems of the ex-Jarvis workers by stipulating that new contractors employ Jarvis workers or at least give them first refusal in any application for jobs. Part of the problem is that it is not clear where the former Jarvis contracts have been awarded, so it would be helpful if Ministers could intervene, asking Network Rail to identify through its Sentinel system exactly how many former Jarvis workers have been employed by contractors and how many are still out of work. In that way, we could work with them to secure their re-entry into the industry.

It would be helpful also if pressure could be put on the individual organisations—the five main companies that took over the Jarvis work—to meet the unions and other representatives of the work force to ensure that we overcome some of the outstanding claims from Jarvis’s going into administration. The companies are BAM Nuttall, Babcock Rail, Freightliner, DB Schenker and VolkerRail. In the long-term interests of the rail industry, we should do all in our power to ensure that this never happens again in this industry—that we never go through another collapse of a company when all the various agencies and stakeholders just stand to one side and allow it to happen.

[Jim Shannon (Strangford) (DUP)]

Is the hon. Gentleman suggesting that what is needed is for the Government to take a direct, hands-on approach to retaining skills and ensuring that those who have lost jobs get back into work again?

[John McDonnell]

Certainly. I will come on to an idea that I have about that, which I think will interest the hon. Gentleman.

To deal with the more immediate questions about learning the lessons of how this occurred, one of the concerns expressed was about the failure by Government to apply the powers of the Railways Act, which would have protected not only the contract work that was being undertaken but the workers who were undertaking those contracts. It would be helpful if the Minister could offer interested Members from all parties a meeting with the appropriate civil servants to discuss the procedures and criteria for when Government can apply the powers under the Railways Act if companies are threatened or in danger of going into administration, so that at least we get those procedures clear in case this occurs again.

I also ask the Minister to look at the arrangements under the Transfer of Undertakings (Protection of Employment) Regulations 1981 to see how they can be amended so that we are never again in a situation in which workers are unprotected and are made unemployed, not transferred across, and then taken back on under agency conditions, and, as a result, on worse wages and with worse conditions.

I would also welcome the Minster working with us to review the protection of railway workers’ pensions. The original pension rights of those who worked for British Rail, which Members from parties across the House thought would be protected on its privatisation, have been undermined by subsequent pensions legislation—I think unintentionally so.

Coastguard Service

Jim Shannon Excerpts

Thursday 24th March 2011 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Truro and Falmouth (Sarah Newton) on bringing this matter to the House, and the number of Members present is obviously an indication of the interest in it. Those of us who represent areas where the coastguard is very effective and does a grand job are pleased to be here. We are perhaps a wee bit disappointed that we did not have the opportunity to debate the issue on the Floor of the House, but we are none the less pleased to have the opportunity to debate it here. We are also pleased that the Minister has been able to come along to respond.

The issue is not about mere numbers, but about life-and-death decisions, which affect us all, and that bears repeating. Winston Churchill, who has been one of my great heroes since I was young, said:

“I am easily satisfied with the very best”,

and it is my belief that we should be satisfied only with the very best. However, it is clear from the proposals that we are not being offered anywhere near the best, and we are certainly dissatisfied. The Minister has been at pains to suggest that no decision has been made and that the consultation document is not simply a paper exercise. The response to it has been overwhelming, and we welcome the Minister’s assurance. Indeed, I spoke to him before the debate.

My postbag has been bulging with letters on this issue, as I suspect many Members’ postbags have been. The only issue that beat it was the snow and ice that we had, and then there were the roads. We therefore had the roads and then the coastguard, as well. When I was first contacted by concerned members of the fishing industry along Strangford lough, the Irish coast and the Down coast in my area, I was immediately troubled. I was also contacted by members of local sailing clubs, as well as caravan park owners and residents.

It was apparent that the issue needed attention at all levels. Colleagues in local councils have also been active, as have Members of the Northern Ireland Assembly. Local groups and others have pledged to raise the issue at the highest level in the House of Commons, where the decision will be made. The hon. Member for Totnes (Dr Wollaston) brought the issue of the Brixham coastguard in her south-west constituency to the Floor of the House. There is UK-wide concern that Government cutbacks in coastguard provision are not simply an issue of people losing their jobs as a result of budgetary constraints, which is hard enough to accept in itself, but will put lives at risk.

With colleagues, I decided to table an early-day motion, and many Members have signed it and other early-day motions. I have taken the opportunity on two occasions to ask the Prime Minister about the coastguard at Bangor. On both occasions, he said that the consultation was ongoing, but we were obviously looking for something a bit more meaty. None the less, I accept that the consultation process is the way that these things are done and that is what we have to move forward on.

We have had total cross-party support on this issue. I give special credit to the hon. Member for North Down (Lady Hermon), who has energetically, forcefully and directly pursued this matter. As a neighbouring, new MP, I was pleased to support her in that campaign.

Those who use the waters around the Northern Ireland coastline need to be certain that they will have a reliable and speedy response from the coastguard if they get into distress or danger. I fear that the prospective closure of Bangor coastguard station will put all that at risk. With up to 1,000 people and a fishing fleet of more than 80 boats relying on the station, it is critical that safety on the seas is not jeopardised by money-saving schemes.

The proposals are not close to the right solution. They suggest that, even if Bangor closes down, there may not be a daytime operation in Belfast. We have been put in direct competition with Liverpool, which I feel quite aggrieved about. The hon. Member for North Down put that perspective very clearly in a question to a previous speaker.

All Belfast operations are based at Bangor coastguard station. However, it is not just the coasts that are the responsibility of the Bangor operation, but the inland waterways of Lough Neagh and Lough Erne. We should not forget that it also has responsibility for the mountain rescue teams for the Sperrins and the Mournes. All those things come within the remit of the coastguard in Northern Ireland.

[Lady Hermon]

The energetic MP for North Down rises—it was awfully nice of the hon. Gentleman to call me that. I am sure my good neighbour will acknowledge that this issue has united all the parties in Northern Ireland, including Sinn Fein, the Alliance party and the Social Democratic and Labour party. I am sure that he will agree that what makes Northern Ireland, with its one remaining coastguard, strategically different from the rest of the UK is the fact that it shares a land frontier with the Republic of Ireland. The co-operation between the Irish coastguard and the Northern Ireland coastguard is second to none—it is first-rate. I am sure that that point is not lost on the Minister and that he acknowledges it.

[Lady Hermon]

I thank the Minister for acknowledging that point.

[Jim Shannon]

I thank the hon. Lady for her contribution, which is very honest.

The hon. Lady and I, with the SDLP and the Alliance party, met some coastguard officials, and the meeting was excellent. I know that the Minister met the First Minister, Peter Robinson, and the Deputy First Minister, Martin McGuinness. We have come a long way in Northern Ireland. We crossed that divide a long time ago, and I want the Minister to know that we have moved on. It is great that we can have an issue that unites us all.

[Mike Penning]

I was due to meet the First Minister and the Deputy First Minister at my first engagement, but I had to delay it by a couple of weeks due to parliamentary business. I did not have the opportunity to meet them when I was in Bangor.

[Jim Shannon]

I thank the Minister for that intervention.

To move on slightly, there is also the issue of helicopter taskings in Northern Ireland, which includes the police and ambulance services. This is also a major issue in the Republic of Ireland, where helicopters for air-sea rescue are provided at no charge. The relationship that has been built between the Bangor station and its counterparts in the Republic would not be the same without those interpersonal dynamics. The Minister must agree that if we lost the help and support of the Republic, and the manner in which it is offered at present, that would most certainly result in loss of life. That is my concern.

We are encouraging people to holiday in Northern Ireland to take advantage of the most beautiful scenery the UK has to offer. I will take the opportunity to give a sales pitch for my area. We want people to enjoy the Fermanagh lakes and to make the most of all that the stunning Strangford lough and the north Down coast have to offer, yet we also face telling people that the reality is that if they get into trouble, the rescue will have to be co-ordinated on the mainland before anything is done on the ground. That is another concern that I must express today.

The consultation further proposes that either Liverpool or ourselves cover both regions with 50% fewer staff than Bangor employs now. I pay tribute to the coastguard staff. They do an excellent job, and we are very encouraged by what they do, but how could this be achieved without there being some shortfall in that area of the service? It could mean the extra five minutes between life and death. The matter involves not only the fact that Northern Ireland must have its own service provision, but how we ensure that we have the ability to save lives and to do that better.

I mean no disrespect, but if a distressed child had to ring an operator in Scotland to say that their dad had fallen out of their dinghy near the big rock on the Portaferry road, Newtownards, would the operator know where that was? No, they would not. I could take them there right now, but that is because I know the area. We have that local knowledge. Every Member who has spoken so far has mentioned local knowledge. Could an operator in Scotland give an accurate account of where to send the rescue service? They could not possibly do that because they do not have local knowledge. Ask someone in Bangor coastguard the same question and the answer would be immediate, and so would the response.

Bangor dealt with more than 700 incidents last year, and it is clear that on our seas we need a dedicated service that knows the area and knows best how to organise the rescue. At Bangor station in the past four years, the number of rescues is up, the number of people involved is up and the number of lives saved is up. Unfortunately—it is the nature of life—the number of those who have been injured or lost their lives is also up. This is about extra usage, but it is also about the response from the Bangor station.

People in Northern Ireland waters should not be put at risk by a budget. The wives of fishermen at sea need to have their minds put at ease. They depend on the coastguard system, which they have come to know and trust. It is a system that has saved hundreds of lives and must be retained. What is being offered is not the best, and Northern Ireland Members must keep pushing until the constituencies we represent get what they deserve—the very best coastguard service from a local station with local people and local knowledge. We are unique in Northern Ireland in that the coastguard also helps with mountain rescues, and that specialised service must also continue and be co-ordinated by those who have been doing the job for years and know the intricacies of the system, which saves lives.

There comes a time when we must focus on our own areas, and I would like to do so for a few seconds. As Members of Parliament, the hon. Member for North Down and I are fighting for the right things for all coastguard stations, but I must highlight the bonuses of the station that covers my area of Strangford. The majority of staff there are young and highly qualified. Numerous members of the Bangor station are trainers in different areas, and they provide training not only to the UK mainland, but to the Republic of Ireland. They are excellent staff, who would have to up sticks and relocate to the mainland if the proposals were accepted. Many of those with young families could not do that, and I must speak on their behalf as well.

As I have said on a number of occasions, I continuously fight against the “brain drain” from Northern Ireland—if I may use that terminology, which may not be entirely appropriate for this topic. Our students attend university on the mainland and end up living there or going where the jobs are. The difference here is that losing the high-quality staff we have in Bangor will have a detrimental effect on the coastguard as a whole.

[Lady Hermon]

I thank the hon. Gentleman for taking a second intervention. I invite him to say something to the Members gathered here today for this important debate about the alternative proposals submitted to the Minister by the coastguard in Bangor. They are very thoughtful and not self-seeking or necessarily confined to Northern Ireland, but address modernisation and building resilience throughout the whole UK. We are part of the UK and we want to play our part.

--- Later in debate ---

[Jim Shannon]

I thank the hon. Lady for her intervention. She must have read my mind, or she has been reading my notes, because that is the next thing I am coming to.

[Lady Hermon]

I cannot read your writing.

[Jim Shannon]

Nobody can read it.

The Minister and the Secretary of State for Northern Ireland were in Northern Ireland on 9 March. The Minister said earlier that that proposal—option B—was a breath of fresh air. I am not misquoting him; those were his words, and we welcome them. That perhaps indicates an understanding and an acceptance that there has to be change. We accept that. We are not in the business of saying that we are against everything all the time. We are trying to be positive in our comments.

We have an alternative and it has been put forward. It is not just a suggestion for Bangor; it is for all—for Swansea, for Humber, for London, for Aberdeen and for Dover. The proposals would help all Members here and all the areas we represent. That is what this is about. I feel that the proposals are very worthy of consideration, which perhaps shows our commitment to finding a solution.

I am conscious that time is flying on, so I will conclude. I stand today and urge the Minister fully to consider the proposals presented to him on 9 March. The proposals outline how every area—from the tip of Scotland to the bottom of Dover, and from the Shetland islands to the Fermanagh lakes—would achieve adequate cover and make the most of the experience of the staff at the major locations. It is my belief, and the sincere belief of many, that the retention of Bangor coastguard is an essential aspect of any proposal. The Minister and his Department should accept that and take it into account in response to the consultation document.

I have a six-point diagram on the proposals. It is a bit like a double Presbyterian sermon, in that a Presbyterian sermon has three points and this has six, and focuses on the strategy, which is cost-effective. That is one of the issues. It also focuses on the structure, which would be more successful through the roll-out and upon completion because it would enable the system to continue. The processes would retain possibilities for the future and on how best to do things. The people involved would have their motivation and good will enhanced, and the staff, who made the proposals and who want to work with the Minister and all of us as elected representatives, would be rewarded. That would mean safer lives, safer ships and cleaner seas.

I stand by the coastguard station in Bangor. I stand by the alternative proposals and urge that every consideration be given, not only to the issues raised here this afternoon, but to the proposals made by the people who know what they are talking about, who co-ordinate rescues every day and who can tell what will work and what will not. I would listen to them, as they co-ordinate rescues at sea; the hon. Member for North Down and I had the opportunity to do that down at Bangor coastguard. I would listen to them, as they seek to co-ordinate a better UK-wide coastguard service. I ask the Minister to do the same.

Sustainable Transport

Jim Shannon Excerpts

Wednesday 19th January 2011 Commons Chamber

[Mr Speaker]

Order. I am grateful to the House, but I have probably had enough birthday wishes. I am very thankful.

[Jim Shannon (Strangford) (DUP)]

I welcome the Government’s commitment to the reduction in carbon emissions. That is good news. In better weather conditions it would be more attractive to walk or to use a bicycle. The Minister outlined a number of incentives to draw people away from cars and encourage them to use alternative transport, but at a time when fuel prices are coming to their highest level and transport charges are rising and are set to rise again, is there not a balance to be struck between the carrot and the stick approach? Can he tell us how he proposes to get people out of cars and on to alternative transport?

[Norman Baker]

I should make it plain that the local transport White Paper relates to England only, but it is reasonable to draw attention to that matter. One of the ways that we encourage use of public transport is making it more attractive by making it safer and more convenient. We are doing a lot of work, for example, on through-ticketing and on smart ticketing, as all the evidence suggests that if people have confidence that they can leave their front door and arrive at their destination without worrying about the last two miles, they are more likely to use public transport for the majority of the journey. A great deal of work is being done on that. Making public transport attractive is a key to achieving modal shift.