Bathing Water Status: Rivers

Debate between Jim Shannon and Andrew Jones

Wednesday 9th November 2022 Commons Chamber

[Andrew Jones]

My right hon. Friend is absolutely spot on. I have to say that I had not picked up all the output of his Select Committee, so apologies for that, but I strongly agree with everything he has said this evening. He is right that it should be an objective, but to achieve that objective, a team approach is needed, and one that involves the local community, local businesses, Government agencies, local government and national Government.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for bringing this debate forward. I spoke with him before in the Tea Room, so he sort of knows what I am going to ask, and I am sure he is well prepared for it. To achieve bathing water status, it needs the efforts and the input of councils for a start, as well as that of local communities. It also means that the local councils and agencies should look at safe swimming in rivers. It is important that if the waters are right, they have to be safe for swimming. Does he feel that there should be legitimate signage and information posts to make strictly clear that if there is no information, individuals should not swim in any section of that river? It is about the quality of the rivers, but it is also about the safety.

[Andrew Jones]

Well, it would not be an Adjournment debate if the hon. Member did not intervene. These things should become proprietorially known as “Shannon moments”. I obviously agree with his point that water safety is critical, but also his point about informing people about where it is safe and not safe. There is a role for local government in signage. I certainly agree with him.

I have met Nidd catchment anglers, the owners of the lido, residents and businesses, and they are all on board with the proposal for the Knaresborough site. So how do we reach that important water quality standard? The answer is to improve the actions and inputs on water quality from so many stakeholders.

One key concern for river water quality is the Victorian design of our sewerage system. This system mixes foul water—sewage—and rainwater run-off in the same sewer system. Combined sewer overflows were installed to enable sewers to cope with the additional volume during periods of heavy rain. That enabled the sewers to discharge into rivers. If the CSOs did not exist, it would back up into our homes when the system is overloaded, and that would be worse, but we have seen them operating more frequently due to increasing population and in particular due to changing weather patterns, with more intense rainfall.

Contingencies Fund (No. 2) Bill

Debate between Jim Shannon and Andrew Jones

2nd reading
Thursday 11th March 2021 Commons Chamber

[Andrew Jones (Harrogate and Knaresborough) (Con)]

I will, of course, follow your advice as scrupulously as ever, Mr Deputy Speaker.

This Bill is about cash flow. It is not about all the stuff that we have just been hearing from the shadow Minister. All organisations have to manage their cash flow and meet their liabilities, and failure to do so is a significant reason for corporate collapses. It is, obviously, different in the public sector, but the rule about meeting liabilities remains as Government react to urgent situations. There are also clear mechanisms for making sure that in the event of a cash need, the cash will be there. That is what the Contingencies Fund is.

This Bill is about the Treasury’s capacity to make repayable advances to other Departments, so that they can react to events if needed. Parliament has long recognised that principle. The legislation governing it is 45 years old, but in fact the principle was established by Treasury minute in 1862, when the Contingencies Fund was created. For this financial year—and the next, if we pass this Bill—the threshold allowed in the legislation has been increased, and for obvious reasons. We are dealing with the greatest health crisis in 100 years.

[Jim Shannon (Strangford) (DUP)]

I spoke to the hon. Gentleman beforehand. Although I understand that this is specifically about cash flow, the whole House recognises that there is a real crisis in cancer treatment when it comes to diagnosis and surgical operations, and many people have died waiting for those to happen. Does he agree that covid-19 has increased the demand for cancer care, and therefore all requests that come from the NHS and the Department of Health and Social Care must be treated sympathetically and urgently?

[Andrew Jones]

The hon. Gentleman makes a very good point. There is no doubt at all that we have seen some health treatments delayed as a result of the crisis, and that is a real tragedy. He is right that cancer is one of those where we should be most concerned, and the requests that come in should be treated with urgency and compassion as we seek to catch up on the treatments that the people we represent urgently need. That was a wise point.

I go back to the core purpose of the Bill and why it has been introduced. The Government needed to respond quickly and at scale, and they have done so. The Bill before us is about renewing the increased capacity for the next financial year, and we are only three weeks away from the new financial year. We are being asked to approve a one-year increase in the limit from 2% to 12%. That is, of course, a big jump, which amounts to more than £100 billion. We should also perhaps remind ourselves that the House approved an increase in the limit to 50% for this financial year—truly exceptional in every way.

I support increasing the limit in the Bill. We are not through this pandemic, and it is not hard to imagine circumstances where the Government have to react urgently ahead of the regular voting provision under the normal supply procedure. One of the lessons of the past year has been that the course of the pandemic has not been linear. None of us can guarantee that the future will not require urgent action. In reality, we can probably all predict that it will.

As my right hon. Friend the Minister said, this is quite a dry Bill, but once a Treasury Minister, always a Treasury Minister. That does not mean, however, that we should not scrutinise; of course we should. But the Bill does not increase budgets, and it does not give the Government a blank cheque. These are cash advances, which are highlighted to Parliament through the normal estimates booklets and memoranda, and then we vote on them. There is transparency as funds are drawn upon by Departments. There is guidance agreed between the Treasury, the National Audit Office and Parliament. That means that written ministerial statements are published throughout the year and cash advances are included in the main or supplementary estimates. I hope we will not be facing a contingencies Bill for the 2022-23 financial year. The progress that we are making in tackling the virus is obviously fantastic, but the consequences will be felt for a long, long time.

It is too early to spend time on an inquiry on the lessons from the pandemic, but one thing I am sure we will consider in due course is how well and how quickly government—I am talking about the UK Government, devolved Administrations, local government and, above all, the NHS—have responded. They have been nimble and dynamic in their response. This Bill is simply about facilitating the cash flow to allow that quick response and that is why we should all support it.

Tyne Marine Office

Debate between Jim Shannon and Andrew Jones

Monday 27th March 2017 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I start by congratulating the hon. Member for South Shields (Mrs Lewell-Buck) on securing this debate about the closure of the Tyne marine office. The second thing I should do is to offer a bit of an apology, because I am not the maritime Minister. My right hon. Friend the Member for South Holland and The Deepings (Mr Hayes), who has responsibility for maritime, is away on important Government business in China. It may well be that I cannot answer all the hon. Lady’s questions in my speech, but I undertake to go through the entire Hansard report of this debate and take the questions back to the Department to ensure that she receives the answers that she seeks. I wanted to clarify that before we went any further.

Before I talk specifically about the recent closure of the Tyne marine office, it might help the House if I set out some background to the decision. The House will recognise our people’s strong connection to the sea and our impressive maritime heritage. The British have always looked beyond our shores and built strong trade links with the rest of the world. Ships and the related maritime industries have historically been crucial to our economic wellbeing, and that remains as true now as it has ever been. We are an island nation, and the UK relies on shipping for 95% of its trade by volume. Maritime industry directly contributes at least £11 billion to the UK economy each year. Those maritime industries are expected to grow significantly in the next decade, and the public needs the assurance that commercial ships visiting our ports, whether or not they are actually registered in the United Kingdom, are operating safely.

[Jim Shannon (Strangford) (DUP)]

I apologise to the initiator of the debate, the hon. Member for South Shields (Mrs Lewell-Buck) that, although I rushed to get to the Chamber—I actually ran very fast—I was a wee bit late, for which I also apologise to the House. Does the Minister agree that the closure will undoubtedly compromise the ability of the Maritime and Coastguard Agency survey and inspection unit to carry out its duties and that, although it is difficult to quantify, the impact on local seafarers living and working in the area will certainly be adverse, to say the least?

[Andrew Jones]

I am not sure I can agree with the hon. Gentleman, but I will come on to discuss that very point later.

Operational safety matters for the sake of the seafarers on ships, and for protecting our cherished and highly prized marine environment. That is why we need a robust, strong and effective ship survey and inspection regime. Within my Department, the Maritime and Coastguard Agency is responsible for providing the broad safety regime. In that effort, the agency and its staff are guided by its mission statement:

“Safer lives, safer ships, cleaner seas”.

The ship survey and inspection regime we have established must be capable of ensuring the safety of the shipping industry, while at the same time being supportive of the industry it serves and commercially attuned to what the industry needs. That view is shared by the industry itself, and it was highlighted in the “Maritime Growth Study” report published in September 2015. Lord Mountevans’s report set out a number of recommendations to support the growth of the whole maritime sector. The Government and the industry have been working tirelessly, in unison, since the report’s launch to put into effect its excellent recommendations.

For the Maritime and Coastguard Agency, we have implemented some of the recommendations by separating the UK ship register into a bespoke, commercially focused directorate. We have appointed Doug Barrow, formerly the chief executive of Maritime London, as the new director of the UK ship register. He has been supporting the MCA on a part-time basis since January, and will take up his appointment full-time on 10 April. Mr Barrow brings with him an expert and forensic understanding of the commercial needs of the shipping industry. The MCA’s leadership has also been bolstered by the appointment of its first non-executive chairman. Michael Parker, who will fill that role, brings with him over 40 years of experience and knowledge. He, too, will support the MCA’s greater commercial awareness and responsiveness, which is critical to what I will come on to talk about shortly.

Another transformational change for the agency, which is linked to balancing its role as a regulator with the need for greater commercial responsiveness—this recommendation was at the heart of the “Maritime Growth Study”—is the modernisation of our ship survey and inspection arrangements. Ship survey and inspection is at the heart of the Government’s responsibilities as both a flag state, running a shipping register, and as a port state, with many ships visiting UK ports and harbours daily. Both roles are about balancing safety and the protection of the environment with facilitating legitimate commercial activity and trade.

The safety of shipping, ports and the marine environment is dependent on effective and proportionate regulation, robust technical standards and the comprehensive oversight and inspection of national and international merchant shipping fleets. Effective survey and inspection is key to compliance, and it must be robust if it is to support the level of growth in the maritime sector envisaged by the “Maritime Growth Study”. Overseeing shipping and protecting the marine environment carries a degree of risk that needs to be properly managed. A failure in regulatory governance by those operating ships could—very sadly, as we all know, it sometimes does—result in serious accidents, with damaging consequences for those involved and for our environment.

The MCA carries out its ship survey and inspection regime for the UK through a frontline cadre of some 130 marine surveyors located around the UK. The marine surveyors are experienced seafarers, many of whom are master mariners, chief engineers or qualified naval architects. The frontline marine surveyors are supported by experienced and equally qualified colleagues working in policy, technical and in-house advisory positions, providing oversight and advice, and monitoring technical and professional standards.

Notwithstanding its strong global reputation for competence and its positive influence on worldwide safety standards, the MCA has struggled in recent years to meet its remit and its ability to discharge its statutory obligations for maritime safety. In part, that has been because it has proved difficult to attract qualified marine surveyors in what is a highly competitive marketplace. The marine surveyor cadre has been operating with some 30% vacancies, and has for the past few years found it very difficult to attract and retain high-quality staff.

Recognising the need for change, the agency carried out a comprehensive review of the way in which it delivers its ship survey and inspection obligations. By listening to the needs of customers and the industry, and by considering the Government’s estate strategy and optimising the potential benefits of technology, the MCA has identified a number of areas where improvements can be made. With the support of the trades unions, new terms and conditions have been agreed for the agency’s frontline marine surveyor workforce. The modernised terms are designed to improve availability, deployability and responsiveness to industry and wider demand, while at the same time retaining and attracting new talent to the workforce.

A key element to the new terms and conditions is the concept of remote working, which is made increasingly possible by modern technology. The hon. Lady asked about new IT systems, and I can tell her that they are already in place. Marine surveyors will no longer be required to work from one of the relatively few marine offices around the UK. They can instead work remotely anywhere, serving a much greater proportion of our customers in and around the UK’s ports.

Oral Answers to Questions

Debate between Jim Shannon and Andrew Jones

Thursday 17th November 2016 Commons Chamber

[Andrew Jones]

There is no evidence that any of the changes taking place on our motorways are impacting on road safety; in fact, it is the other way round—our motorways are some of the safest roads on our network, and our network is among the safest in the world.

[Jim Shannon (Strangford) (DUP)]

Does the Minister agree that anyone with points on their licence indicating a number of offences should be excluded from the rental of cars with above a 2-litre engine? Would he consider co-operation with the police and insurance companies on this issue?

[Andrew Jones]

The hon. Gentleman makes a very interesting point. I do not think we can necessarily exclude people from a marketplace, but, of course, all the rental companies do have access to driver records, and I will take that idea forward.

Oral Answers to Questions

Debate between Jim Shannon and Andrew Jones

Thursday 15th September 2016 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

Insurance for young drivers has become very expensive. One method that some insurance companies have put forward is the black box system, whereby they monitor people’s driving and reduce their costs. What steps have been taken with insurance companies to ensure that young drivers can take advantage of that system?

[Andrew Jones]

Such a system is already built into some companies’ pricing, because people get cheaper premiums if they accept some of the benefits that technology can provide. I have met the insurance industry, and will meet it again shortly, when I will raise the hon. Gentleman’s concerns.

Oral Answers to Questions

Debate between Jim Shannon and Andrew Jones

Thursday 10th March 2016 Commons Chamber

[Andrew Jones]

My hon. Friend makes as wise a point as ever. We are trying to ensure that regulated rail fares are affordable. What we are seeing is a wide range of tickets on offer, including some very low-priced fares, which can be bought in advance. That allows more people to travel by rail. We only have to look at the growth in passenger numbers to see how that is working.

[Jim Shannon (Strangford) (DUP)]

The number of bus and rail passengers in Northern Ireland has fallen. I know that London is the exception, but outside London, numbers have fallen as well. Fifty-seven per cent. of commuters travel by car. What steps can the Minister take to encourage more people to cycle or walk to work, where possible, promoting healthier lifestyles and reducing the carbon footprint?

[Andrew Jones]

An element of the road investment strategy is to promote cycling and we also have the cycling and walking investment strategy, which has already been mentioned.

Oral Answers to Questions

Debate between Jim Shannon and Andrew Jones

Thursday 28th January 2016 Commons Chamber

[Andrew Jones]

I will indeed join my hon. Friend in praising Dorset County Council. It is great to hear that its long-term approach is paying dividends. It is that approach that we want to see across the whole network. I will write to Dorset County Council to highlight the views of this House, to pass on our congratulations, and to confirm his main point that budgets will be increasing.

[Jim Shannon (Strangford) (DUP)]

Last year, the Department of Agriculture and Rural Development paid £4.5 million in compensation for the damage done to vehicles by potholes. The Government allocated extra moneys to Northern Ireland to help with that problem. Will the Minister agree to allocate the same amount of money to Northern Ireland this year?

[Andrew Jones]

I will certainly look into that matter, and write to the hon. Gentleman with an answer.

Towed Trailers

Debate between Jim Shannon and Andrew Jones

Tuesday 19th January 2016 Westminster Hall

[Andrew Jones]

Let me pick up on the points I was making in the context of driver behaviour, because it is important that we learn as many lessons as we can, not just from this case, but from all incidents that have resulted in fatalities or serious injuries on our roads.

I will ask the DVSA to review all the advice that it publishes about trailer safety, including in relation to trailer coupling. Safety of trailers, of course, involves more than the operation of coupling them safely. Cars, including four-wheel drives, and vans towing trailers can be driven in an unsafe way at excessive speeds. I will look at checking that those messages about vehicle control and speed are clearly put as well.

The DVSA can and does undertake regular checks of trailers. I will ask officials to examine the trends and patterns being picked up at those checks in respect of trailer maintenance and use, and to feed back to me some underlying trends, if, indeed, that is what is identified. I will ask officials to consider how the DVSA guidance about trailers and the lessons learned from the checks can be brought home to more of these motorists through some of their representative groups. That includes considering how we can communicate these issues to people towing trailers. For example, we can reach groups representing people towing caravans and horseboxes, although I appreciate that the trailer in this tragic incident was of a different type.

The hon. Lady mentioned other points, including European comparisons. I will ask my officials to make contact with their European counterparts and report back to me on any lessons that people may have learnt in other countries.

I mentioned earlier that I would write regarding data. I have some comparative data: in 2014, as I said, there were 1,257 total incidents involving trailers. That was broken down to 39 fatalities, 214 serious injuries and 1,004 slight injuries. Although that is a slight increase on the previous year, it is part of a broader downward trend. However, I will write with the data that we have, as they might help to inform the debate.

[Jim Shannon (Strangford) (DUP)]

The Minister mentioned discussing the matter with different bodies. I know that this particular issue is not the same, but have there been discussions with the National Farmers Union, for instance, about the safety of farm vehicles? That is important: they are on the roads regularly and there are sometimes issues with lights, trailers and so on.

[Andrew Jones]

The hon. Gentleman makes a very good point, which I will certainly pick up with farmers’ unions.

I come to my last point. I have detailed a number of positive actions, which I will progress personally. I am extremely keen to see our country’s record on road safety improve. We have a good road safety record in our country and some of the safest roads in the world—I do not want people who may be following this debate to go away thinking anything other than that—but at the same time, we still lose many hundreds of people every year on our roads. Those people represent not just statistics, but families shattered, so I will continue to work to improve on our record. The case of Freddie Hussey is particularly sad, and I will do all I can to ensure that we learn from this case, so that the tragic circumstances faced by the Hussey family are not endured by any other families.

Question put and agreed to.

Resolved,

That this House has considered the safety of towed trailers on public roads.

Oral Answers to Questions

Debate between Jim Shannon and Andrew Jones

Thursday 10th December 2015 Commons Chamber

[Andrew Jones]

I am acutely aware of the limits of my talents, Mr Speaker.

In answer to the hon. Gentleman, the Government are keen to see a settlement to that dispute, and I know that my colleague in the other House, Lord Ahmad, is currently working on that.

[Jim Shannon (Strangford) (DUP)]

Across the United Kingdom of Great Britain and Northern Ireland, there are 60,000 vacancies for HGV and LGV drivers, but many people are unable to take up those opportunities because of the price of training. I know that the Minister has considered that issue, but will he consider the possibility of a loan or grant for the £4,500 that it takes to train an HGV driver?

[Andrew Jones]

I know that the industry is keen to focus on that, and I am keen for more people to take that test. The average pass rate is only 52%, so considering what can be done to increase that will be my top priority. I will consider these matters, but I do not think it will be possible to start subsidising individual licence applications; otherwise, we would have to extend that measure across the piece.