Zero-emission Buses

Debate between Jim Shannon and Robert Goodwill

Tuesday 5th July 2022 Westminster Hall

[Sir Robert Goodwill (Scarborough and Whitby) (Con)]

I beg to move,

That this House has considered zero emission buses in the UK.

It is a great pleasure to open the debate under your chairmanship, Mrs Murray—indeed, we will be turning the tables this afternoon when you serve as a member of my Committee—and I thank the Backbench Business Committee for allowing the debate.

I am chair of the all-party parliamentary group for the bus and coach industry, and my comments will relate mainly to the manufacture and delivery of green buses in this country. There are many other connected issues, such as the franchising operations and how those are delivered, and the fares that are charged, but, given that one of the major bus and coach manufacturers, Alexander Dennis Ltd, is located in my constituency, I will concentrate on manufacturing. Alexander Dennis Ltd also has a factory in Falkirk, and I am sure the hon. Member for Falkirk (John Mc Nally) will be commenting on that.

Alexander Dennis Ltd sprang out of the Plaxton company, which has been established in Scarborough for more than 100 years, and it has 31,000 vehicles in service around the world, including the three-axle double-deckers that we see on the streets of Hong Kong, 200 battery electric vehicles being delivered to the Republic of Ireland, and 200 Enviro500 top-of-the-fleet double-deckers, which are being delivered to Berlin. The company truly is making a product for the global market.

Alexander Dennis Ltd employs 1,850 people in the United Kingdom on eight sites, and the company can deliver diesel buses—the traditional motive power—as well as battery electric buses, which make up the majority of the new-generation buses it produces, and hydrogen buses, on which other manufacturers are majoring.

Later this year, Alexander Dennis Ltd will deliver a fully autonomous bus. In some ways, it is amazing that the company is ahead of the rail industry. Apart from one or two examples such as the docklands light railway, the majority of trains still have drivers, despite the fact that trains run on rails and do not need steering, whereas Alexander Dennis will deliver a new generation of autonomous buses—driverless buses—which I believe will lead the way in making buses even more cost-effective.

Why are we here today? I am afraid that, despite the rhetoric from the Government, the orders for the 4,000 promised buses are not coming through. We were promised 4,000 zero-emission buses under the ZEBRA—zero-emission bus regional areas—scheme. We were told initially that they would be delivered during this Parliament, and Members will understand why the manufacturers got themselves geared up and ready to produce those buses. Then we were told, “Well, the buses will be on order by the end of the Parliament.” Most recently, we understand that funding will be available by the end of the Parliament. I am afraid, Minister, this is not good enough. We need to get those buses on our streets and delivering not only for those who work in the bus industry but for those passengers who genuinely want to use an environmentally friendly mode of transport.

[Jim Shannon (Strangford) (DUP)]

I congratulate the right hon. Gentleman on introducing the debate on what is a topical subject in the real sense of the word, and I am pleased to see the Minister in her place.

We in Northern Ireland have made a clear commitment to these new, zero-emission buses through Translink, and we have constructed a programme for the next few years, through to 2032, of which the Translink Gliders will be part, but for that to happen we all need to take advantage of the opportunity to manufacture those buses. We in Northern can do that, alongside the right hon. Gentleman’s constituents. Does he agree that Northern Ireland can be part of that greater plan for the United Kingdom of Great Britain and Northern Ireland to work together to produce these buses?

[Sir Robert Goodwill]

The hon. Gentleman is absolutely right, and every part of the United Kingdom should be able to benefit from the next generation of clean and green buses. Indeed, Northern Ireland is well placed because Wrightbus, which manufactures in Ballymena in the constituency of the hon. Member for North Antrim (Ian Paisley), can deliver hydrogen-propelled buses. I will say more about that later.

The ZEBRA scheme is a Government-led green initiative that the industry has responded to by designing the vehicles to help to deliver it. But where are the orders? The inertia threatens the Government’s net zero strategy. Bus registrations are already at an all-time low. The pandemic hit bus operators and passengers numbers still have not recovered.

We need volume production to sustain our three indigenous manufacturers: Switch Mobility in Leeds, Wrightbus in Ballymena and Alexander Dennis at its locations in Scotland and Scarborough. We need a flow of orders, not large orders in the future that would only favour Chinese manufacturers. The UK market for buses grew 28% in 2021 from a historically low baseline, but the massive, state-supported Chinese manufacturer Yutong saw its market share triple at the same time.

I would be the last person to advocate a protectionist policy; the “America first” policy was so damaging to vehicle manufacturing in America because it made steel and aluminium expensive and therefore manufactured products such as buses expensive. Competition always drives innovation and efficiency, but it must be fair competition. Not only does the Chinese economy run on rules different from those in Europe, but manufacturing in China benefits from lower energy prices. I remind hon. Members that China still buys gas and oil from Russia.

China also has disproportionate influence over supplies of raw materials, including lithium, which is vital to make the current generation of batteries. That is why we must also make progress on our own indigenous battery production by not only using Cornish lithium but setting up factories such as the Britishvolt facility that is planned in Blyth in the north-east of England. We must take the lead in looking at the next-generation solid-state batteries, which perhaps will not require the rare-earth materials and minerals that the Chinese have been so successful at cornering, particularly in some African states.

Some of the delays in placing orders are down to negotiations between operators and transport authorities to deliver, for example, bus priority schemes. There is no point in taking a zero-emission bus if it is stuck in the same queue as diesel and petrol cars. I hope the Minister can break the logjam and get the orders on the production lines here in the United Kingdom—not in China—and fitted with UK batteries, not batteries made in China.

The hon. Member for North Antrim would have liked to be here today, but instead I will say a little about how Northern Ireland is progressing. Wrightbus is now under the ownership of Jo Bamford, who is part of the JCB dynasty and has taken that company, which was in danger of failing, and brought it into the 21st century. It is majoring on hydrogen buses. There are great opportunities for hydrogen fuel cell buses, too, particularly when we can develop our green hydrogen market in the UK, because 95% of the hydrogen produced in this country is so-called blue hydrogen derived from natural gas. That will be a useful step on the road to net zero but, ultimately, we need green hydrogen produced by the fantastic nuclear industry in Cumbria, which I know the Minister—an atomic kitten, as she describes herself—will be keen to promote.

Buses are a really good place to start because they go back to the depot every night, so they can charge up and refuel. Hydrogen is not ubiquitous throughout the country, but if we are to move forward on it, buses will take the lead. JCB’s heavy plant operation is looking at spark-ignition hydrogen engines for large construction operations. Hydrogen is the future in many applications, and certainly for lorries that do not go back to the depot. In the meantime, battery electric is the low-hanging fruit that we can grasp quickly to deliver buses that do not need to rely on fossil fuels.

I have three questions for the Minister. First, when will the promised 4,000 ZEBRA zero-emission buses be on our streets? Secondly, what can she do to ensure they are British and not Chinese built? Unfortunately, a number of local authorities and bus companies have already ordered Chinese buses, which are currently on our streets. Thirdly—we need to be careful about this, because it is easy to grasp a figure out of the air and say, “This is the target”—after due consideration of what is practical, reasonable and can be delivered by the industry, when would be a realistic date to phase out the sale of diesel buses? That is particularly important because buses, unlike other motor vehicles, tend to have a very long operational life, so those delivered in 2027-28 are still likely to be on the roads in 2050, which is of course our target for net zero.

I thank hon. Members for listening to the points I have made. I hope we have a bright future with sustainable bus transport produced by British manufacturers such as Alexander Dennis Ltd in Scarborough, which is a very efficient, cost-effective factory. I look forward to hearing other hon. Members’ comments.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

That is quite phenomenal timing, Mrs Murray. Thank you for calling me, and I also thank all Members for their contributions. I am sorry that I could not be here for them all. I had to go over and chair something and then come away. It was quite a run back for an old boy. I was breaking the Olympic record to get back here in time. Thank you for giving me the chance to speak.

First of all, I thank the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) for leading the debate. This word is often used in this Chamber, and I will use it again because it is the right one: he has championed this case on many occasions here in Westminster Hall and in the main Chamber. He is not a stranger to this issue, so I am very pleased to hear his comments and those of others.

We are living in a very modern world where we are all more aware of emissions and the impacts they can have on our society. That is especially the case with transport, which, it is fair to say, is one of the largest emitters of carbon. We must have the correct strategies in place. I mentioned that in my earlier intervention on the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard). We need an overarching strategy.

I know that the Minister is always very eager to answer on these issues, but we need a strategy for the whole of the United Kingdom—England, Scotland, Wales and Northern Ireland. I know that the responsibilities lie separately, but it is good to have a strategy where we can all aim for the same goal. Perhaps we can even all get there together. It is good to discuss this matter and share ideas on improving our transport modes and choices.

There is no doubt that, since the pandemic, people are less inclined to use public transport. People would say, “There’s disease, there’s covid—be careful,” so public transport probably fell out of favour for a period. That may be for hygiene reasons or because of higher transmission levels, or merely because we are not used to using public transport in the same way. However, there is a strategy in Northern Ireland.

[Sir Robert Goodwill]

The point the hon. Member makes is absolutely right. Many people who use buses are pensioners using their concessionary passes and, of course, they were the people who were most fearful of mixing with others on public transport during the pandemic. That was a real hit for the bus companies.

[Jim Shannon]

The right hon. Gentleman is right. The way in which those problems all came together was like a perfect storm. We have a strategy in Northern Ireland, as I mentioned in my intervention on the hon. Member for Plymouth, Sutton and Devonport.

As I was saying, commuter journeys are 25% lower than pre-pandemic levels, so there is a target to achieve. It would be interesting to hear from the Minister how it will be achieved. Transport authorities in England have published a local bus service improvement plan. If Members get the chance, they should read, because it certainly does look good. It aims to increase local bus services and the number of bus lanes.

There are also plans in place to reduce our public transport emissions by phasing out the selling of non-zero emission buses by 2032. I am pleased to say that in Northern Ireland we are on the right track. Our Translink Gliders, run by Transport NI, were designed to improve the efficiency of mass transit in the city centre of Belfast by connecting areas of Belfast to outskirts of the city centre, and that comes down as far as us in Strangford and Newtownards. In 2021, the scheme was extended to the wider Belfast areas, so it took us in. Gliders use electric hybrid technology, which is a much better alternative to a purely diesel bus, so there are many things that can be done. The right hon. Member for Scarborough and Whitby referred to hydrogen. My hon. Friend the Member for North Antrim (Ian Paisley) is not here, but Wrightbus in his constituency is a leader in the field. It is really good to see that.

By using Gliders, we have been able to improve congestion, encourage the use of public transport and provide a more environmentally friendly mode of travelling. The peak year before covid was 2018-19—every year before covid was a peak year, but the covid years became peak for a different reason—with 84.5 million passenger journeys, which is a considerable contribution by many towards zero emissions. I believe that the general public wish to address the issue of emissions.

Last Thursday, I asked the Minister a question on behalf of those of us who live in rural areas. Bus travel is not always our first choice. We take other modes of transport, such as walking or cycling. For us, bus travel is about travelling from where we live in the countryside to the main towns. We have a park and ride system and can then use Gliders to get around. There are good things we can do, and the Gliders have to be emission free. It all helps with the bigger picture.

I am also pleased that a local park and ride has been approved in my constituency. That has been made official in the last month. It will enable employees who work in Belfast city centre and many others to park and avail of public transport instead of driving. People living on the Ards peninsula, Ards town or even as far as Donaghadee, close to Bangor, can come to the park and ride in Ards and then use the Glider transport. That will definitely help with the issue of zero emissions, and those zero-emission buses are part of that.

While effort has certainly been made across all areas of the United Kingdom, there is still a long way to go. The United Kingdom has a target to reach net zero by 2050, but that will not come from England alone. We all support the commitments made at COP26 and by our COP26 President, but there must be a joint approach. Although NI transport policies come from Translink, a funded body with a different arrangement than that on the mainland, we must ensure there is parallel discussion to reach our target goals. I know that the Minister is very agreeable to my points. She always responds and has those discussions with me. The Minister does not need to answer today, though I would be very pleased if her civil servants were able to give an idea of what discussions have taken place with Ministers at the Northern Ireland Assembly and, in particular, Transport NI.

Some £525 million has been allocated for England to support the delivery of zero-emission buses. Some £320 million of that has already been allocated, with the remainder due to be allocated by 2024. Funding is an instrumental part of ensuring that we can meet our targets, and I welcome the Government’s commitment to that. It is good to see the Minister in her place to back that up as well.

I encourage the COP26 President and the Transport Secretary in particular to engage with our Infrastructure Minister and the relevant bodies back home to assess how the devolved Assemblies can play their part in meeting our levelling-up and transport targets. We will play our part in Northern Ireland, because we believe we have a big role to play. Northern Ireland’s first zero-emission buses have made their way on to the streets this year. We must ensure that we continue this progression to hydrogen and battery-electric transport across the UK in order to have an efficient bus strategy and sustainable green transport. I know that we all want to see that, and we know the Minister has been given the task.

I look forward to hearing from both shadow Ministers—the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) and the hon. Member for Paisley and Renfrewshire North (Gavin Newlands)—who are from this United Kingdom of Great Britain and Northern Ireland, always better together, and I hope we can devise a strategy to energise us all, every region together.

UK-EU Fisheries Allocations

Debate between Jim Shannon and Robert Goodwill

Tuesday 30th November 2021 Westminster Hall

[Jim Shannon]

I do agree with that. That is one of the thrusts of my comments this morning: the Minister and the Government must ensure that we have transparency and a settled perspective for the fishing fleets in Kilkeel, Portavogie in my constituency, Ardglass and across the whole of Northern Ireland.

French fishermen and the French Government complain about the UK not issuing enough fishing licences to fish in waters off the south coast of England. The sentiment in Northern Ireland is that we wish we had half of France’s problems when it comes to fishing opportunities and the ability to catch fish whenever we can. Following the 2016 referendum, a wagon train—or, to use a pun, a boatload—of officials from London visited County Down to gain an understanding of the fishing fleets’ operations and the path to market for seafood landed at the ports. The interdependence of fishing operations was recorded multiple times. The routes to the markets in GB, the EU and further afield were clearly explained. What was the result of that? We are still wondering.

The first part was the Ireland/Northern Ireland protocol. Senior fisheries officials from the Department for Environment, Food and Rural Affairs visited Northern Ireland in early January 2020 to proclaim the benefits of the protocol for the fishing industry. We do not see those benefits. The “best of both worlds” was proclaimed on the tin and we heard that the proof of the pudding would be in the eating—we heard all the wee puns that we all use every day—but, as we often find, the devil is in the detail.

[Mr Robert Goodwill (Scarborough and Whitby) (Con)]

I understand what the hon. Gentleman is talking about, having been to Portavogie and Kilkeel myself. Does he agree that one of the complications of the protocol relates to the movement of fish, particularly prawns and scampi, from Scotland to Northern Ireland? None of it is marketed in Northern Ireland, because it all goes back to Whitby, in my constituency, to be processed. Does he agree that this is a problem that needs sorting out? The movement between GB and Northern Ireland is not just about retail, but about processing goods as well.

[Jim Shannon]

The right hon. Gentleman is absolutely right and I thank him for identifying that issue. He is a fellow member of the Northern Ireland Affairs Committee and I am very pleased that we visited Portavogie. I also know that he has a particular interest in fishing. Just last week, we discussed some fishing industry issues that were of interest to both of us, and we are on the same page on them.

On 24 December 2020, the second part of the result was unveiled: the trade and co-operation agreement. The UK’s objective of becoming an independent coastal state was realised. Increased shares of fishing opportunities were secured, albeit at lower levels than in the expectations that had been raised by London.

What did that mean for local fishermen? According to the protocol, access to the EU market would be near seamless for seafood from Northern Ireland. That was good news, but there was one issue: fishermen would have to catch and land the seafood before they exported it, as referred to by the right hon. Gentleman. Regardless of neighbourhood agreements dating from the 1960s, Northern Ireland fishing vessels were excluded from all waters around Ireland, and vice versa, from 1 January.

The neighbourhood or voisinage agreement extends to inshore waters. Significant economic pain was endured until this matter was resolved in mid-2021. As we approach the first anniversary of the TCA, waters between six and 12 miles remain out of bounds, yet, right now, it is access to these waters that counts. To use an analogy, they are like a farm that straddles the land border. Imagine the headlines if a landowner was unable to work his land on the other side of the border to which he lives. We have examples of that in Northern Ireland, as my hon. Friend the Member for East Londonderry (Mr Campbell) is aware.

This is particularly frustrating because, despite the hours upon hours of explaining these issues to officials from London, and despite Dublin exuding its desire for free trade between both parts of the island, a deal was struck with the EU that ignored fishery access issues around the island of Ireland. The frustration that fishermen in my constituency and across Northern Ireland have is palatable. The TCA permitted access for EU fishermen—French fishermen—to waters off England’s south coast. English fishermen continue to be abhorred by that, and we support them.

To cap matters off, the TCA confirms that fishermen from the Isle of Man can have access to Irish or EU waters in the Irish sea, from which Northern Ireland’s fishermen remain excluded. My goodness, it is hard to believe. You could not write this story. You could not make this up. It is quite unbelievable.

Leaving the critical issue aside, there is then the issue of getting the fish and shellfish ashore so they can be processed, packed and exported. That is the very issue referred to by the right hon. Member for Scarborough and Whitby (Mr Goodwill). Fishermen can catch a fish beyond the harbour at Portavogie, Kilkeel or Ardglass, but when they bring it back in they are subjected to all sorts of rules, tariffs and levies.

Some £100 million-worth of seafood is exported annually from Northern Ireland. Around 60% by value goes to GB, including to Whitby and other places, while 30% goes to the EU and 10% to the rest of the world. The protocol and the TCA combined confirm that the waters around Northern Ireland, including the water that local fishing vessels float on in their home ports, is sovereign UK territory. It is the land mass that is the EU’s single market. Remember that what we currently have is implementation of some 20% of the protocol. It has permitted seamless trade between Northern Ireland and the EU, but what would the result be if the protocol was implemented in its entirety, as some would like?

It is ironic that if the protocol is implemented in its entirety, every time a locally owned fishing vessel, based in a local harbour such as Portavogie in my constituency, returned to its home port in Northern Ireland, it would have to comply with EU regulations requiring it to act as though it came from a third country—my goodness—such as Iceland, Norway or Russia. Northern Ireland’s fishermen would be foreigners in their home ports. It is simply absurd. It is hard to comprehend or understand, or to even find out why this is happening.

No Deal: Agriculture Tariffs

Debate between Jim Shannon and Robert Goodwill

Tuesday 16th July 2019 Westminster Hall

[Mr Goodwill]

I understand that a win is a win, which is why the results of the initial referendum and the referendum on Britain’s continued membership of the European Union should be respected and delivered on by all parties in Parliament.

As a responsible Government, we have spent more than two years carrying out extensive preparations for all scenarios, including no deal. Nowhere has the preparation been more assiduous and detailed than in my own Department. As we heard, the Government announced on 13 March a temporary tariff regime that will apply for up to 12 months should the UK leave the EU without a deal. In developing the policy, we have sought to balance the five principles set by the Taxation (Cross-border Trade) Act 2018. The five principles include taking into consideration the interests of consumers, producers, external trade, productivity and competition.

We analysed a range of evidence, including information on average trade volumes, tariff data and Government modelling on tariffs in a no-deal scenario, supplemented with business stakeholder engagement. Under this policy, the majority of UK imports—87%—would be tariff free. However, tariffs will be in place for the remaining 13% of overall trade, to avoid significant adjustment costs for certain agricultural products, where tariffs help to provide support for UK producers against unfair trading practices such as dumping, and to maintain our trade commitments to developing countries.

We have not had tariffs on cereals to any extent for a number of years. Indeed, I believe the protections that we are introducing through tariffs on imported poultry meat will help protect the cereal industry, because the major customers of our cereal producers will be producers of poultry and other meat products, which we are protecting.

[Jim Shannon]

I declare an interest in this issue as the chair of the all-party parliamentary group on eggs, pigs and poultry, which has asked me to pose the following question. Does the Minister agree that it is absolutely essential that eggs and egg products are included in the tariff scheme, given that it is the most effective way to ensure that all UK egg producers can continue to make improvements and further welfare standards without the threat of being undermined by low-quality imports from third-world countries?

[Mr Goodwill]

I hope I can to some extent reassure the hon. Gentleman on the issue of shell eggs, which is the major egg market. Supermarkets have made it clear that they would not seek to buy lower quality products, and that they will continue to sell only Lion mark products. I have heard representations on liquid and powdered egg, which might be a problem, and we will continue to listen to the industry.

The no-deal tariff policy has been carefully designed to mitigate price spikes should we apply the full EU most favoured nation rates to our trade with the EU, which will result in large tariffs and potentially price increases for both consumers and producers. I will give a few examples. Should we retain EU MFN tariffs, it will result in tariffs on pasta of over 20%, and 12% tariffs on basic foods such as potatoes, cabbage and lettuce.

The policy has been designed with the objective of minimising disruption in the agricultural sectors, and it aims to strike the right balance between exposing sectors to an unreasonable level of disruption and liberalising tariffs to maintain current supply chains and avoid an increase in consumer prices. A mixture of tariffs and duty-free quotas will therefore be used for beef, sheep meat, poultry, pig meat, butter and some cheeses. The aim is for their impact on production and consumption patterns to be broadly neutral. A point was made on lamb imports from New Zealand, which will be maintained at roughly the same levels. Lamb production is of course seasonal, and New Zealand production has always filled a gap in the UK market.

Exiting the European Union (Agriculture)

Debate between Jim Shannon and Robert Goodwill

Tuesday 23rd April 2019 Commons Chamber

[Mr Goodwill]

That is indeed the case. Seed potato production in Northern Ireland is less important than it used to be, but 318 hectares of certified seed are still grown there by about 50 growers. Of the 4,000 tonnes marketed, 2,000 were marketed in the Republic, 1,000 were marketed in Northern Ireland, and 1,000 were exported to countries including Egypt, Morocco and the Canary islands. In the event of a no-deal scenario, 2,000 tonnes will be lost. The main varieties grown for the southern market, including Kerr’s Pink, Maris Piper and British Queen, are not generally in demand in the UK market, and in the event of no deal an adjustment will therefore be necessary. Growers may wish to switch to new varieties such as Miranda and Opal.

[Jim Shannon (Strangford) (DUP)]

Has the Minister had an opportunity to engage in any discussions with the Ulster Farmers Union or the Northern Ireland Agricultural Producers Association? It is important for consultation to be wide enough to involve those organisations, which represent the farming community throughout Northern Ireland.

[Mr Goodwill]

There was no need for formal consultation, because this is a “no change” piece of legislation. It allows the current situation to continue in the event of a no-deal Brexit. However, conversations took place with many stakeholders, including representatives of the Ulster Farmers Union, who were content that the regulations maintained the status quo.

--- Later in debate ---

[Mr Goodwill]

That explains why it is so important that we get a deal across the line. Indeed, having had at least three or four opportunities to vote for that deal, we certainly need to see an orderly way forward.

Let me just comment on the point about the hon. Member for Strangford (Jim Shannon) needing some sort of protection. I do not think he needs any protection at all. My experience of him in this Chamber is that he can very much stand up for himself and indeed for his constituents, who are involved in not only the agricultural industry but the fishing industry in a very important way.

[Jim Shannon]

Obviously, in my previous job in the Northern Ireland Assembly, one of the things we tried to do was to ensure that the EU had a protected position for the Comber potato. It is renowned not just across the whole of Northern Ireland and the Republic of Ireland, but across the UK mainland as well. Other Members here may say that their potatoes are good; I can only say that ours are the best.

[Mr Goodwill]

Who could possibly argue with that? I have to say, however, that the new potatoes from Jersey and Pembrokeshire do hit the market slightly sooner than the Comber potatoes. However, the protection of particular locally grown produce is very important. Indeed, we have Lough Neagh eels, which are protected, and Armagh Bramley apples, which also have a great following, not only across the water in Northern Ireland, but here on the mainland too.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 23rd November 2017 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

6. What steps the Government is taking to help (a) women and (b) men balance work with childcare responsibilities.

[The Minister for Children and Families (Mr Robert Goodwill)]

Childcare is often the biggest challenge for working families. The Government are committed to supporting men and women to balance work and care obligations. That is why we have doubled the childcare entitlement for working parents of three and four-year-olds in England from 15 to 30 hours, and introduced tax-free childcare, which is available in Ulster. The right to request flexible working also enables parents to arrange care in a way that works for them.

[Jim Shannon]

Will the Minister outline how the Government intend to practically, and even financially, support small and medium-sized businesses, who incidentally are collectively the largest employers in Northern Ireland, to fulfil their obligation to consider and implement, where practical, flexible working times for parents?

[Mr Goodwill]

Flexible working is good for the employer as well as the employee, helping morale, motivation and productivity. It is vital in these times that businesses retain and recruit key staff. Progressive companies understand this and how flexible working is an essential element in securing success. We are working with employer groups and others on how best to promote genuine two-way flexible working.

Immigration Rules: Spouses and Partners

Debate between Jim Shannon and Robert Goodwill

Tuesday 31st January 2017 Westminster Hall

[Mr Goodwill]

I am coming to precisely that point. We have heard the Migration Advisory Committee described in glowing terms in this debate, and I pay tribute to the work it does and the analysis it undertakes before reaching its conclusions. Its report, published in November 2011, recommended that the threshold for a couple should be set between £18,600, the level at which a couple settled in the UK generally ceases to be able to access income-related benefits, and £25,700, the level at which the sponsor becomes a net contributor to the public finances by paying more in tax than they consume in public services. The lower figure of £18,600 was chosen, partly because of the points made about incomes being lower in other parts of the country.

[Jim Shannon]

I suggest respectfully and gently to the Minister that we need to consider regional variations in relation to that figure. In my contribution I referred to myself and those I know in Scotland. The threshold should fall to £15,000. I think that that is the figure we should consider for regional variations; it would adequately enable people to live in my constituency and across Northern Ireland.

[Mr Goodwill]

I appreciate the point that the hon. Gentleman is making. The provisional annual survey of hours and earnings data shows that gross median earnings among all employees in 2016 were £23,099 for the UK as a whole, but they exceeded £18,600 in every country and region of the UK—in Scotland the figure was £22,918, and in Ulster it was £20,953. Incidentally, for Yorkshire and the Humber, my own region, the figure was £21,235.

That income threshold, and the higher thresholds if children are sponsored, means that the family will generally be unable to access income-related benefits once the partner and any children qualify for settlement and thereby gain full access to the welfare system. That is a fair basis for family immigration that is right for migrants, local communities and the UK as a whole.

The Migration Advisory Committee also considered the case for setting a different level of income threshold by country and region of the UK. It noted, for example, that a requirement that varied by region could lead to sponsors moving to a lower threshold area in order to meet the requirement before returning after a visa was granted, and that a family living in a wealthy part of a relatively poor region could be subject to a lower income requirement than a family living in a deprived area of a relatively wealthy region. The MAC could therefore see no clear case for differentiation in the level of the minimum income threshold between UK countries and regions, and the Government agree. A single national threshold also provides clarity and simplicity for applicants, sponsors and caseworkers.

--- Later in debate ---

[Jim Shannon]

In my contribution, I asked the Minister a question, which I think I saw him take note of, about those who are applying to come to the United Kingdom. Can their income in the countries they work in be part of the equation? I ask him to look at that and, if necessary, come back to me and to all hon. Members present with an answer in writing.

[Mr Goodwill]

I am happy to have another look at that rule but, as I have already mentioned, the fact that a person has a job abroad is no guarantee of employment here in the UK. However, if that person arrives in the UK and works, their income contributes to the family income and will be taken into account.

We continue to keep the immigration rules for spouses and partners and their impact under review. There were 28,443 partner visas granted in the year ending September 2016—a decrease of 26% from the 38,355 partner visas granted in the year ending September 2010. Our overall assessment is that the current rules are having the right impact and are helping to restore public confidence in the immigration system. I am grateful to have had the chance to hear the views of hon. Members on these issues.

Persecution of Religious Minorities: Middle East

Debate between Jim Shannon and Robert Goodwill

Tuesday 19th July 2016 Westminster Hall

[Jim Shannon]

I thank my hon. Friend for focusing on that issue.

[The Minister for Immigration (Mr Robert Goodwill)]

May I just allay some of the fears? I asked some questions, and in assessing claims based on religious persecution, caseworkers are expected to ask appropriate and sensitive questions based on an understanding of religious concepts and forms of religious persecution. Where the credibility of a conversion to a particular faith needs to be established, an interview is far more an exploration of a claimant’s personal experiences and journey to their new faith in their country and the UK than it is a test of religious facts, such as, “Name the ten commandments.” Those are not the sorts of questions we are asking.

[Jim Shannon]

If things have changed, that is good, but the evidence so far indicates that perhaps they have not. I am being respectful. We have asked for a meeting about this issue, and I hope we will have it with the appropriate Minister. I think that is the Minister who is here today, now he is in place. We look forward to having the opportunity to develop the 10 points we raised with our inquiry. They indicate that some things need to be put right.

--- Later in debate ---

[Mr Goodwill]

There are a number of issues that I should like to discuss with the new Foreign Secretary, and that is one of them.

We continue to deliver a huge humanitarian aid programme and have been at the forefront of the international response to the conflict in Syria. We have pledged more than £2.3 billion—our largest ever response to a single humanitarian crisis—which is delivering vital assistance to refugees in neighbouring countries, on the ground, right now. We are also providing £79.5 million in humanitarian support in Iraq. That is the best way to ensure that our efforts have the greatest impact on the majority of refugees who remain in the region; and we believe that our focus needs to be on providing support through humanitarian aid to countries that are facing particular pressures, while offering resettlement to vulnerable people for whom return and local integration is not viable. To that end, we operate several discretionary resettlement schemes in partnership with the UNHCR—Gateway, Mandate, the Syrian resettlement scheme under which we are resettling 20,000 Syrians, and the recently announced vulnerable children at risk scheme, which focuses on identifying and resettling vulnerable children and their families from the middle east and north Africa region. We have committed to resettling up to 3,000 individuals at risk under that scheme over the lifetime of this Parliament. It is open to all at-risk groups and nationalities, including religious minorities.

[Jim Shannon]

I thank the Minister for the responses he has given about the Iraqi vulnerable persons resettlement scheme, but if that scheme were to be carried out in a way similar to the Syrian one it would enable some 300 Iraqis to qualify. Will the Minister consider that?

[Mr Goodwill]

We certainly keep all those matters under review. I note the comments that have been made about a line in the sand, and I dare say that things may not be written in stone; we need to keep all matters under review as the political and military situation develops in the region.

Our resettlement schemes provide refugees with a direct and safe route to the UK, enabling them to avoid risking hazardous journeys into and across Europe. UNHCR works in the region and has expertise in working with refugees and vulnerable minority groups and in identifying individuals for whom resettlement is the best and most durable solution. It also ensures that our resettlement efforts are co-ordinated with schemes offered by other countries, so that the biggest impact is achieved for the most people.

It is important, however, that those in need of protection first register with UNHCR or claim asylum with the national authorities in the first safe country that they reach. Encouraging individuals to seek asylum at an embassy or high commission is not the correct approach; nor is it a practical one. First, under the refugee convention, someone must first be outside their country of nationality before they can be considered for refugee status. That is a matter of international law. Secondly, the Government’s approach is to alleviate the need to flee countries in the middle east by working to find political solutions while, in parallel, providing aid to the affected regions. A concerted effort from states to address the large movement of refugees and migrants will be discussed during the UN and Obama conferences in September.

The cases of those who claim asylum in the UK are carefully considered on their individual merits by caseworkers who, as I mentioned, receive extensive training and are expected to follow published Home Office policy guidance. I am encouraged to hear it acknowledged that we already have appropriate guidance for caseworkers. That guidance makes it clear that appropriate and sensitive questions must be asked, based on an understanding of religious concepts and forms of persecution. In particular, where a claim is based on religious conversion, the interview must explore an individual’s personal experiences and journey to their new faith. I agree entirely that that needs to be reflected in practice and I can assure hon. Members that I and my officials take the findings in the all-party group’s report extremely seriously. I will continue to improve training provided to caseworkers to ensure that policy guidance is followed in practice. Indeed, I undertake to create an early opportunity to see the processes being carried out, and to learn more about the challenges that we face in that regard.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 30th June 2016 Commons Chamber

[Mr Goodwill]

I think the Secretary of State was very clear. There are some other interesting developments, for example Stobart Air is looking at connections between Carlisle and Belfast, Carlisle and Dublin, and Carlisle and Southend, which will increase connectivity and improve the prospects for tourism so that people in the north of England can visit the wonderful Ulster that he represents.

[Jim Shannon (Strangford) (DUP)]

The third runway for Heathrow would unlock some £16 billion of private investment at a time when the economy needs it most. The chief executive of George Best Belfast City airport has said that the

“Heathrow hub is vital in making Northern Ireland accessible to business and leisure passengers from all corners of the globe”.

It is really important for Belfast city; it is important for Northern Ireland. Make the decision now.

[Mr Goodwill]

The Davies report made very clear the importance of connectivity in the south-east to the regions, the north of England, Ulster, Scotland and elsewhere. We are very mindful of the issues that have been raised by colleagues from around the country.

Air Passengers With Dementia

Debate between Jim Shannon and Robert Goodwill

Tuesday 14th June 2016 Commons Chamber

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I start by congratulating my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile) on securing this debate about provision for air passengers with dementia. This important issue touches many of us gathered here this evening through our friends and family, and certainly through our constituents. I must admit to encouraging my hon. Friend to apply for the debate because it is important that we get the subject raised on the Floor of the House. The debate gives me an opportunity to say why the Government take this issue so seriously.

Before I do, however, let me briefly address the disturbing case raised by my hon. Friend the Member for Southend West (Sir David Amess). I will not comment on the case in detail, but it does underline why it is so important that patients with this type of problem who are travelling, particularly on long-distance journeys, have a carer with them. In almost every case when I have meet someone in relation to our role of helping people with dementia, that person is accompanied by a spouse, family member or friend who can help them. From what I have heard, it verges on the irresponsible to expect somebody with such a condition to fend for themselves on these flights.

[Jim Shannon]

I am aware of the case of a lady with a baby who was travelling with her mother who had dementia. This was not long after she had given birth and she was quite traumatised by being on the plane. When she was not able to cope, the airline staff had to come to help the mother and the child, so there is an onus on airline staff to be able to assist the carer as well.

[Mr Goodwill]

Yes, absolutely. Many airlines and airports are taking the training of staff very seriously indeed.

I will start by briefly going through the statistics, some of which we have heard already. We live in an ageing world, and we Europeans are living ever longer. A Eurostat survey forecasts that in 2040, if current trends continue, 25.5% of Europe’s population will be 65 or over. In 2015, that figure was only 16%. With an ageing population, we will face new challenges. It has been estimated that more than 850,000 people in the United Kingdom suffer from dementia, and that figure is expected to rise to over 1 million by 2025. While dementia is usually linked to old age, it is not, as we have heard, solely an age-related condition. Indeed, today in our country, over 40,000 people under 65 years of age live with dementia.

Those are big numbers, but how do they relate to air travel? As we have heard, the word “dementia” is used to describe a set of symptoms that affect the brain. These symptoms may include memory loss or difficulties with thinking, problem solving or language, all of which will lead to everyday life becoming more and more challenging. However, suffering from dementia does not, and should not, mean that one should automatically cease to enjoy the activities we are all used to. Generation after generation, we are travelling more, exploring the world and gathering new experiences. For some, it is a lifestyle, but if one gets diagnosed with dementia, there could be a daunting decision to be made, either personally or by one’s family, to stop travelling altogether or to face a travel experience in all its complexity. For dementia sufferers, air travel, in particular, can be confusing, unnerving and even frightening. Crowded terminals, loud noises, queues, security checks, and armed policemen and women are enough to confuse a healthy person from time to time, never mind a person with a hidden disability. The term “hidden disability” is used to cover a wide variety of conditions that are not evident, such as dementia, autism, learning difficulties and hearing loss. According to Civil Aviation Authority research, as many as 7% of all British people are potentially avoiding air travel because of a hidden disability; we would like to get that number down to 0%.

On helping us to reach this goal, there is a piece of European legislation called regulation EC 1107/2008, which concerns the rights of disabled persons and persons with reduced mobility—PRMs—when travelling by air. The aim of this regulation is to ensure that such people have the same opportunities for accessing air travel as non-disabled people, and that they have the same rights to free movement, freedom of choice, and non-discrimination. To ensure that that happens, airports and airlines are required to provide assistance that is appropriate to the needs of the passenger and that enables them to move through the airport while they travel. A person with reduced mobility is defined in the regulation as

“any person whose mobility when using air transport is reduced due to any physical disability (sensory or locomotor, permanent or temporary), intellectual disability or impairment, or any other cause of disability, or age”.

The regulation does not differentiate between physical and non-physical conditions, so assistance should take into account the needs of the person who has requested it.

For passengers with a physical disability, assistance needs are quite often visible and straightforward to provide—for example, a person who uses a wheelchair will require a wheelchair and a person to push it. However, with hidden disabilities, the needs of passengers vary widely, and the provision of the service could require adaptability from the provider. Some passengers may need only information and reassurance, while others may require a one-to-one escort through the airport. This can make planning challenging for service providers. In 2015, the CAA engaged with airports on the provision of assistance to passengers with hidden disabilities and found a wide variation in practices and standards. While it was acknowledged by all that there was no “one size fits all” solution, it was concluded that airports would benefit from sharing best practice among themselves, which will help airports to standardise some practices and plan their service effectively.

Furthermore, it was concluded that it would be beneficial for the CAA to clarify what it views as the obligations under the PRM regulation. I am glad to say that the authority has been working hard on that issue and has engaged with a broad set of charities during the past year to develop guidance on the minimum expected standards and practices that all airports should adopt to comply with the regulation. The CAA has published that guidance for consultation, which is due to end in July.

[Jim Shannon]

I made some investigations before coming to the Chamber and understand that airline companies and airports have a legal obligation to ensure that every person with a hidden disability is looked after totally and absolutely. Is that the Minister’s understanding as well?

[Mr Goodwill]

Transport is an international pastime and occupation, so there is a European regulation. As I have said, it applies not only to the physical disabilities of wheelchair users, the blind and people with sight disability, but to people with hidden disabilities. That is the whole point of the clarification that has been laid down, and the CAA is keen to ensure that airlines and airports discharge their obligations under the legislation.

The CAA guidance will ensure that a level of standardisation is adopted by all airports, which will bring huge benefits to this group of passengers. It sets standards not only for the actual assistance that is delivered, but for the information given to passengers before travelling and the level of training that staff are expected to be given.

The CAA has reported that the guidance has been welcomed by the airports and some of the obligations in it have already been implemented. For example, many airports—including Belfast City, Heathrow, Gatwick and Birmingham—have introduced guidance, in the form of videos, leaflets and pictures, that is specifically aimed at passengers with hidden disabilities. With that guidance, passengers and their carers can familiarise themselves with the processes beforehand, which has the potential to relieve the anxiety that some feel when facing an unknown environment. When I spoke at the Airport Operators Association dinner on 1 March, I made the issue the major theme of my comments and made a call for action from the airports.

Many airports already allow passengers with hidden disabilities to use fast-track security or are prepared to open separate security screening for those passengers upon request. Security screening has been identified in the past as one of the most stressful parts of the journey, which has the possibility of causing immense distress and anxiety.

There are other great examples of individual airports going above and beyond minimum obligations. For example, as we have heard, Gatwick airport has introduced discreet lanyards for passengers with hidden disabilities. The lanyards are a means for a person with hidden disability, such as dementia, to communicate their condition to the airport staff. That, combined with Gatwick’s commitment to provide appropriate training to all front-of-house staff, shows that there is willingness in the industry to encourage this group to travel more. More than 80% of Gatwick’s front-line staff have received dementia friends and dementia champions training, and that training is being delivered at one of this country’s biggest airports.

Gatwick is by no means the only example. Manchester airport already has special wristbands for autistic children. Norwich airport has signed an autism charter to become an autism-friendly airport. Virgin Atlantic is committed to considering the effects that long-haul flights might have on passengers with dementia, and easyJet has provided outstanding customer service to dementia sufferers, thanks to its commitment to staff receiving dementia awareness training as part of its special assistance training package.

The industry has truly embraced the challenge, and we want to see the good work spread across the sector. The UK can be proud to say that it leads in this area. We have recognised how the airport experience can feel intimidating for people with hidden disabilities. The UK and specifically the CAA, together with a few proactive UK airports, have been first to grasp that and to take action. Other European Union countries will surely follow our lead in due course.

Many of our country’s airports have reached out to the disabled charities to learn more about how they can make the experience better for people with hidden disabilities, and I strongly encourage the continuation and strengthening of this relationship. For example, the Alzheimer’s Society does a magnificent job in promoting awareness of dementia and could be an invaluable aid to the airports when they plan services.

Another group that I must mention for its substantial effort in tackling this issue is the air transport group, chaired by Ian Sherriff of Plymouth University, which is part of the Prime Minister’s rural dementia taskforce. The group, which was founded last year, has already shown remarkable commitment and speed in its task of promoting awareness in this field and encouraging travel.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

It is important to note that the additional time we are taking to look at a number of economic and environmental factors will not delay the delivery of a runway at whatever location is decided on.

[Jim Shannon (Strangford) (DUP)]

7. What plans his Department has to improve infrastructure for electric cars.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

The Government have committed £600 million in this Parliament to support the uptake of electric vehicles. The UK has the largest network of rapid charging points in Europe, with a total of more than 11,000 public chargepoints. We will be announcing further details of the next phase of plans to expand the UK’s charging network later this year.

[Jim Shannon]

I thank the Minister for that response. I had a meeting a few weeks ago with Nissan, one of the vehicle manufacturers here in the UK. Nissan set out clearly the significant changes there have been in electric cars, with better acceleration and power, and longer battery life. We need charging points where people are: in the high street, in garages and in shopping centres. That is the way forward—to make them accessible in the places where the people and electric cars are. Does the Minister agree?

[Mr Goodwill]

The hon. Gentleman is absolutely right that there is a much wider range of vehicles, many of which are built in the United Kingdom. We have seen a big increase; last year, more ultra-low-emission vehicles were registered in the UK than in the previous four years combined. I am very pleased that Ulster was one of the UK’s eight plugged-in places, which received £19 million of funding from the Office of Low Emissions Vehicles.

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 16th July 2015 Commons Chamber

[Mr Goodwill]

We continue to keep all options under review. I know that it has been suggested that Manston airfield may be used to store trucks, although that is 43 miles from Dover. One or two issues that can be addressed more urgently include queue-jumping. Queue-jumpers cause congestion on local roads and they also cause problems when they get to the front of the queue, when there is usually an altercation before they are sent back. We are looking at how we can make Operation Stack work more efficiently, but looking at alternatives too.

[Jim Shannon (Strangford) (DUP)]

Tourists going to France are being inconvenienced by delays. Lorry drivers are accosted by migrants in great numbers. There is clearly a lack of confidence in the cross-channel routes at this moment in time. What can the Minister do to reassure tourists and lorry drivers that they can cross the channel without any bother whatsoever?

[Mr Goodwill]

Obviously, this is a problem on the other side of the channel, of which the French authorities are all too well aware. We anticipate that it will be a continuing problem, but it is of course made worse by the industrial action in Calais. Although Calais is open, it still is not operating at full capacity. DFDS ferries are not able to use the port, and two of the five berths at Calais are occupied by striking workers.

London’s Licensed Taxi Trade

Debate between Jim Shannon and Robert Goodwill

Wednesday 15th July 2015 Commons Chamber

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

I congratulate my hon. Friend the Member for Broxbourne (Mr Walker) on securing this debate on London’s licensed taxi trade, which he presented in his usual passionate way. I know that many taxi drivers reside in his constituency, as indeed they do in yours, Madam Deputy Speaker. By the way, before we get any further, may I make it clear that I will be travelling home tonight on two wheels? The only carbon dioxide I will be producing will have come from my own lungs.

Before I respond to the points raised by my hon. Friend, it is perhaps worth taking the opportunity to set out the Government’s position on regulating the taxi and private hire vehicle industry. The Government are responsible for creating the legislative framework within which local licensing authorities license taxis and private hire vehicles. In London, responsibility for licensing rests with Transport for London. It is Transport for London’s responsibility to decide who is a suitable person to hold a taxi or private hire vehicle driver’s licence, or a private hire operator’s licence.

[Jim Shannon]

Just last Thursday, in the middle of the tube strike, I took a taxi from here to Paddington. The taxi driver informed me that on eBay it is possible to purchase a driver’s licence and permit without any regulation. The hon. Member for Broxbourne (Mr Walker) said the same in his speech. Is the Minister aware of this and, if so, what steps can be taken to stop it?

[Mr Goodwill]

That would be illegal. Criminal record checks, and all the other checks that need to be made before somebody can ply their trade as a private hire driver, need to be carried out, so that would certainly be an illegal transaction.

It is the job of Transport for London to ensure that all its licensees comply with the rules and regulations that govern their industry. I understand my hon. Friend’s desire to raise these concerns on the Floor of the House, but as licensing is the responsibility of TfL, while I might be able to address his points, it is within TfL’s remit to act if necessary.

The taxi industry has played a key role in keeping London moving for many years and has a fine heritage. The addition of the private hire sector has helped to ensure that this form of transport is available to all, particularly supporting those who cannot rely on other public transport services. TfL licenses some 22,200 taxis and 66,200 private hire vehicles making 300,000 trips every day. These vehicles make a vital contribution to London’s economy and help to keep the city moving 24 hours a day, seven days a week. The availability of both taxis and private hire vehicles offers the travelling public real choice. They can either instantly hire a taxi on the street or at a taxi rank, or they can pre-book a taxi or private hire vehicle. When pre-booking, passengers can make an informed choice based on factors such as price, availability and quality.

Car Parking (Private Land)

Debate between Jim Shannon and Robert Goodwill

Monday 16th March 2015 Commons Chamber

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

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

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

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

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

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

[Jim Shannon (Strangford) (DUP)]

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

[Mr Goodwill]

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

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

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 20th March 2014 Commons Chamber

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

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

[Jim Shannon (Strangford) (DUP)]

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

Oral Answers to Questions

Debate between Jim Shannon and Robert Goodwill

Thursday 7th November 2013 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

Does the Minister agree that as we approach the Christmas period, more use should be made of the media, and television in particular, to underline the zero-tolerance message on drink-driving? Will he consider running such a campaign in conjunction with all the regions of the United Kingdom of Great Britain and Northern Ireland?

[Mr Goodwill]

We regularly publicise the issue of drink-driving, particularly in the run-up to Christmas, and will continue to do so. I do not know whether the problem is worse in Northern Ireland than elsewhere, but I am sure that the devolved Government will push the same line as us.