Zero-emission Buses

Paul Girvan Excerpts

Tuesday 21st May 2024 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

It is a pleasure to serve under your chairmanship, Mr Rosindell. I think it is the first time I have had the opportunity to do so since you returned to the House, and you are most welcome.

I congratulate the hon. Member for North Antrim (Ian Paisley) on securing the debate and I thank the Backbench Business Committee for recommending that it take place. I welcome it because it is an opportunity for us to discuss the successes and for me to set out the ways in which the Government are supporting the transition to zero-emission buses.

With respect, I welcome the nuanced way in which this debate has to be considered. Quite clearly, buses are at the centre of the public transport network; we are aware, are we not, that there are 4 billion bus journeys a year? It is utterly to the credit of this country that we have created and support a variety of providers.

The hon. Member for North Antrim is right that I am keen to visit Wrightbus, having sought to do so on several occasions in the past. I should, at the very outset, put to rest the cake rumours. Our former Prime Minister was famously ambushed by a cake in an incident that is well known to this nation. When I visited the constituency of the hon. Member for Strangford (Jim Shannon) in a former role at the Department for Work and Pensions, I walked into the office and his assistant— I think her name is Claire—ambushed me with a lemon drizzle cake. I will not try the strong Strangford accent, but she said, “You’ll be needing a lemon drizzle straight away after the journey you’ve had, sir.” Sure enough, I was sat down with a large slice of cake before we had our meeting, in circumstances that I am quite sure will be matched, if not surpassed, when I visit Ballymena.

The UK has a proud history and particular expertise in bus manufacturing and it is right that we celebrate our successes. We acknowledge and accept that our bus manufacturers play a vital part in the UK automotive ecosystem, employing well over 3,000 people across England, Scotland and Northern Ireland. I suggest, with respect, that our bus manufacturers are very competitive. As has been outlined, Wrightbus has the first hydrogen-powered double-decker bus and Alexander Dennis continues to innovate with a new in-house series of electric buses developed with the knowledge and experience gained from working hand in hand with international partners. That has resulted in 2,300 zero-emission buses hitting the UK roads to date. The vast majority of the buses operating in urban areas are produced here in the UK and we are committed to continuing to make the UK one of the best places in the world for automotive investment as we transition to zero- emission vehicles.

There are certain frameworks that I want to try to address as a starting point.

[Paul Girvan (South Antrim) (DUP)]

Will the Minister give way?

[Guy Opperman]

Not yet. Let me try to set out the position and then I will happily give way to the hon. Gentleman.

The starting position is that the UK is part of the 2012 World Trade Organisation agreement on Government procurement and the related WTO texts. As the Chair of the Select Committee, my hon. Friend the Member for Milton Keynes South (Iain Stewart), set out, that is a basis upon which all such organisations have to work. Were there to be any breach leading to unfair competition —the technical term is “dumping”—then, as the Secretary of State set out last Thursday, it would be the responsibility of the Trade Remedies Authority, the independent statutory body, to look at the circumstances.

It is the case that the UK Government support various manufacturers in a variety of ways. I will try to set that out in detail, but before I do so, I will give way to the hon. Member for South Antrim (Paul Girvan).

[Paul Girvan]

I want to make a point about other countries that are major manufacturers. We will not speak about the elephant in the room—although we probably will; it is China—but some of our neighbours sometimes play fast and loose with what is termed state aid. Unfortunately, companies in those places get the benefit of the opportunity to export at a reduced rate because of help and assistance given to them either directly or indirectly. Unfortunately, the UK tends to be too good at abiding by the rules and does not see that many companies are sliding under the radar and getting our markets because of the shortcuts that they are taking.

[Guy Opperman]

I am told that the companies Yutong and BYD are not state-owned. That is the first key point. The second is that there is a degree to which we debate in this House the extent to which the state supports individual companies in their individual country. I take the hon. Gentleman’s point. Clearly, on one simple basis, a worker in China is not paid the rate or salary that a worker in this country is paid, with automatic-enrolment pensions and all the welfare support and other bits that come on top of that. That is clearly a difference in scale. But I want to try to address a couple of the key points.

Road Safety: Headlight Glare

Paul Girvan Excerpts

Wednesday 8th May 2024 Westminster Hall

[Martin Vickers]

That was a timely intervention from the hon. Member, as I was coming on to mention MOTs. The first point I put to the Minister is that he should bring together car manufacturers, the lighting industry, eyecare professionals, neurologists, driving organisations and other interested parties to gain a broader understanding of the problem of headlight glare and its true causes.

Secondly, the Minister should direct the National Institute for Health Protection, or another suitable body, to sponsor research to establish how vehicle lighting is causing discomfort in drivers, other susceptible individuals, and road users, such as cyclists and pedestrians. Thirdly, the research should be used to develop a set of realistic safety standards for headlights and other vehicle lighting, and to outlaw those that do not meet the standards.

Fourthly, legal limits should be set for the amount of blue light that vehicle headlights can have in their spectrum by setting standards for their colour temperature. Fifthly, as the hon. Member for Upper Bann (Carla Lockhart) has said, garages undertaking MOTs should be provided with guidance and training on how to recognise inappropriate after-market installation of LED bulbs and ensure that such cars fail their MOT. My sixth point is that the matter should be raised internationally, via the United Nations Economic Commission for Europe Working Party 29, and a request made that the informal working group on glare prevention be revived.

Two things are clear to me. First, car headlights should be better regulated to reduce the dazzle they cause to oncoming drivers. Secondly, it is not sustainable for the Government and the car industry to say that there is not a problem when the vast majority of motorists know that there is one, not just here in the UK but around the world. Is the Minister going to do what eight out of 10 drivers tell the RAC they think he should do, and take action to reduce headlight glare? The RAC thinks that the Minister will probably reply by saying that the UNECE has agreed that all new vehicle models introduced from 2027 will need to have automatic headlamp-levelling systems.

[Paul Girvan (South Antrim) (DUP)]

I thank the hon. Member for securing the debate. On that point, vehicle manufacturers are tied to a legal limit of 4,200 K, but bulbs can be retrofitted up to 6,000 K; there should be some legislation to ensure that that is addressed. I put a car through an MOT last week, and I know that all that is checked is that both lights are working and aligned within a certain parameter. That does not tell us the temperature of the light. Car headlights can be bought on eBay that go up to 6,000 K—they are illegal and not for road use, and that should be stated on the seal, but it is not in many cases. That is part of the problem.

[Martin Vickers]

My hon. Friend makes the case that I previously mentioned: there need to be more regulations than the simple MOT test as it is at the moment.

The problem of glare is affecting people now; and with drivers holding on to their vehicles for longer, it is going to be well into the next decade before any benefits—if there are to be any—are seen by road users. The 2027 date only applies to new vehicles, so if a current model is not due to be replaced until several years after 2027, it will only be at that point when it is fitted with the technology. The RAC is not aware that new lighting technologies, like LEDs, have been analysed in deciding that automatic headlamp levelling systems are the answer to glare. I hope that the Minister will give a positive response and say that the Department will indeed take the matter much more seriously than has been the case in the past.

Air Traffic Management and Unmanned Aircraft Bill [Lords]

Paul Girvan Excerpts

2nd reading & 2nd reading: House of Commons
Tuesday 2nd February 2021 Commons Chamber

[Paul Girvan (South Antrim) (DUP) [V]]

It is a pleasure to follow the hon. Member for Sedgefield (Paul Howell). It is with sadness that we hear of the passing of Sir Tom, and I pass on my condolences to the family at this time.

It is a pleasure to take part in this debate on the Air Traffic Management and Unmanned Aircraft Bill. At the outset, I would like to thank the Minister for the opportunity to be involved in two briefing sessions on this yesterday, which were extremely informative.

Since the 1950s, airspace changes have been made in an ad hoc and piecemeal fashion, with adjustments being made in response to the growth of traffic levels. Of course, that was pre covid-19, and this is seen as a fairly good time to make changes, when there is a reduction in the number of flights. That has resulted in various inefficiencies that have put constraints on the number of flights that our airspace can accommodate. Technical advances have made it possible to increase capacity, but unfortunately, they have not necessarily made their way through to the regulatory change that the Bill will enable.

In the past, aircraft have ended up circling over airports—stacking. Many of us have sat in planes that are circling, predominantly over the south-east of England, which is probably one of the most congested airspaces in the UK. That adds to the problems of pollution and noise pollution for local residents. This Bill is an opportunity to deal with some of those issues. I represent an area where there is some manufacturing relating to the airline industry. It is important that we encourage innovation and the delivery of improvements in that area. That has been going on, and it can be seen in the form of quieter and more efficient aircraft, which will benefit the environment and those areas that are affected.

I believe that this Bill will deliver quicker, quieter and cleaner journeys. It will also increase capacity and reduce the need for stacking over airports. I listened to some of the comments made earlier with great interest, especially those in relation to the opportunities that may exist for using satellite technology to direct planes. We should make better use of that. Such technology will help to ensure that planes are not burning fuel and that they are using the best routes. Because of technology, the separation that was added in a bygone age will not be necessary, and we should be progressing and moving on with that.

Included in the Bill are provisions to consult communities when airspace changes are being introduced. I welcome that and think that that is something that needs to be addressed. The Minister made reference to what is called “ghost flights”, which is where people fly planes just for the sake of holding a slot. The flexibility that will be introduced in relation to this, at least until August 2024, is to ensure that we are not purposefully wasting fuel, causing additional costs to airlines. As a passenger, I know how important it is to ensure that passengers get the benefit of reduced flight costs if that is possible, but that is one of the add-ons that might take a while to work its way through. I appreciate that any advances in the reduction of running costs and such like will be of benefit to all.

It was with interest that I read in the briefing notes that if we continued on the current trajectory, we would end up—I cannot remember the figure exactly—with a 72 times increase in the number of flights with a delay of more than half an hour by 2030. If that were to happen, it would be a major problem. If we can alleviate that, it would be of great help to everyone.

The second part of the Bill deals with air traffic and the licence modifications. This is an area that brings in the CAA and NATS and those involved in the operating of those modifications. Investment in new and improved radar needs to be put in place. I am working from memory here, but there is a 10-year licence, with an agreement to extend it to 15 years. In doing so, that will provide an opportunity for greater investment, because the payback time is longer. Therefore, there is an opportunity for those who want to invest. We need to encourage the introduction of the latest technology in our aviation industry. I am not saying that our industry is not safe; we have some of the safest airports in the world, and it is important that we maintain that. Bringing forward a Bill such as this will help us to stay at the top of the tree in this area. Those are all positive things.

Let me move on now to the third part of the Bill. Mention has been made of the 2018 debacle at Gatwick Airport and the difficulty that it caused. I and two of my staff were impacted by what happened on that day—that very eventful day. Drones are a wonderful invention and can be very positive, but legislation needs to be put in place to deal with those who want to misuse them. The police require additional powers to enforce that legislation. The idea of no-fly zones for drones also needs to be considered and the Bill goes towards giving us some assurance in this area.

Another issue that needs to be looked at—this was mentioned yesterday in the briefing session—is those who use laser pens. This causes major problems. We have to focus on what is operating in aerospace and the effect on commercial airlines flying over densely populated areas. We need to do everything in our power not only in respect of issuing fines but to give the police and those who are responsible the teeth to be able to go after those who abuse such equipment and create problems. Some people do it wilfully. Mention has been made of being able to identify drones by giving them a specific ID relating to the people who buy them and ensuring that those people are licensed and have adequate competency to use such vehicles. We do not pursue strongly enough those who cause problems and the penalties should definitely reflect how serious the effects could be and how many people’s lives could be affected by such abuse.

The Bill covers those who abuse drones by using them to smuggle things into prisons and all sorts of things. We have to have measures in place and that needs to be covered in the Bill. There is a common-sense approach to many of the issues we have discussed. I believe we should look at every Bill and ask, “Does this make sense?” As far as I am concerned, the Bill goes a long way to address something that needs to be reformed and brought into the 21st century. We need to ensure that the law is fit for purpose. I will support the Bill this evening.

Aviation Industry

Paul Girvan Excerpts

Wednesday 18th November 2020 Westminster Hall

[Paul Girvan (South Antrim) (DUP)]

It is a pleasure to take part in this debate under your chairmanship, Sir Edward. I thank the right hon. Member for Epsom and Ewell (Chris Grayling) for bringing this topic to the floor today.

I would like to focus on a number of areas. Aviation is a wide area; it is not just about airports and passengers—there is also the manufacturing end. It is vital that we look after that and get the planes flying. Otherwise, our manufacturing industry will collapse. Northern Ireland depends heavily on one of our major manufacturers. That company employs many in the aviation industry, but it depends on planes being built and sold. That is vital.

There are many areas to look at. One is connectivity, not just with the wider world but regional connectivity. Northern Ireland is suffering at present with a reduction in the number of flights we can get. There is even difficulty in coming to London, our capital city. We used to have five or six flights a day coming out of the international airport to Gatwick, but that has been rationalised down to four a week. Those numbers make it difficult to grow business.

There is good news in relation to a vaccine and trying to bring back some confidence to the public when it comes to making use of flying. Flights could go ahead safely if we can get people vaccinated to ensure that it is safe to fly. Many within the industry have done everything asked of them to try to encourage people on to planes. Unfortunately, sometimes the Government have not moved with the industry when it has made recommendations about what can be done, and it has had to take measures itself.

One tool vitally important from a Northern Ireland perspective is air passenger duty. A study by York Aviation on the removal of APD at a national level showed how that would be of benefit: it could save 130 routes that might otherwise be lost. The cost to the Exchequer would not be exorbitant—in fact, 3.3 times gross value added would be created by reducing the duty, given the increase in those who would travel. APD costs an additional £13 on every flight from Belfast to Bristol. When flying to Dublin, we would not see that because Dublin has been very active in reducing APD and encouraging people to use flights.

Interestingly, the Republic of Ireland Government made an announcement about injecting €80 million into the aviation sector—in a country with a population of about 4.5 to 5 million people. That is their predatory approach to sucking the life out of the aviation industry in Northern Ireland. We really need to wake up to that and see how we can put measures in place to ensure that, after the pandemic, we have an industry that is still vibrant and one that people will be willing to use.

RNLI and Independent Lifeboats: Covid-19

Paul Girvan Excerpts

Tuesday 13th October 2020 Westminster Hall

[Paul Girvan (South Antrim) (DUP)]

I congratulate the hon. Member for Totnes (Anthony Mangnall) on securing this debate. We are all probably going to agree; this is fairly uncontroversial. However, I will highlight a number of points.

In Northern Ireland, every bit of politics is local. We have the largest inland waterway in the United Kingdom, Lough Neagh, and Lough Neagh Rescue, an independent lifeboat service, which does a fantastic job. We also have Foyle Search and Rescue and Lagan Search and Rescue, both of which are independent. We really do rely heavily upon them. My hon. Friend the Member for Strangford (Jim Shannon) would usually be here, so it would be remiss of me not to mention something relating to Strangford on his behalf: we also have Portaferry lifeboat station, an RNLI service that does a fantastic job.

This year has been extremely difficult. Many of the events that would have been organised to raise funds for these services, including on-street collections, could not take place. Their finances are critical at the present time. Some of them really are finding it difficult to respond. I put on the record my thanks to those who have donated and have made a sacrifice for them. Mention has been made of a 20% reduction within the RNLI, but some of the independents are seeing an even greater reduction in the funding that they have been able to get. These men and women put their lives at risk to respond; when everybody else wants to get inside the house, they go out to sea. The Northern Ireland fishing industry regularly requires the use of the lifeboat service and puts on the record its thanks to those who put their lives on the line to save fishermen.

We deal with what I call our 999 response in very different ways. People lift the phone whenever they have a fire and they know that the fire service will respond with no thought about what is happening—they know that the fire service will be there. We should put the RNLI and those independents on the same platform as the fire service. Let us be truthful: they respond to the need to save life. An island nation surrounded by sea, this summer has been probably very typical of what is happening. Many people did not go away but bought pieces of equipment, whether a bodyboard or surfboard, jet skis or whatever, and used our own local resources rather than going abroad. Unfortunately, many of those people came into difficulties, and the coastguard, the RNLI and our independent life services were the people they called upon to help. On many occasions, they have not been able to recover somebody and have had to go back the next day, giving of their time voluntarily to do so.

I support totally what has been put forward here this afternoon, and I hope that we can achieve some sustainable future funding for our emergency services at sea.

Automated and Electric Vehicles Bill

Paul Girvan Excerpts

3rd reading: House of Commons & Programme motion: House of Commons & Report stage: House of Commons
Monday 29th January 2018 Commons Chamber

[Helen Goodman]

Good. I am very pleased to hear from the right hon. Gentleman, and I look forward to a positive response from the Minister on this issue of planning permission.

To some extent, new clause 3 covers my next point, which is that we need one system not just for paying when we go to the charge point, but for interconnections. When trying to charge up a car at a public point, it is incredibly annoying for a person to find that they have the wrong kind of plug. It is as absurd as if we had an electricity system in which some houses have three-point plugs, some five point plugs, and others two-point plugs. We have gone way beyond that. Although we want to encourage the private sector—when it comes to manufacturing the cars and the great work that Nissan and Toyota do, we are all in favour of it—the infrastructure for charging is a natural monopoly. It is obvious that the Government should be taking control of it. I am also slightly concerned that there has been systematic mis-selling and over-inflation on the range of electric cars.

[Paul Girvan (South Antrim) (DUP)]

I appreciate the issue associated with the difference in the types of plugs that are required, but is that not going to demand an international standard to be set and agreed not just by this Government but worldwide, to ensure uniformity of connections with each make of vehicle and the grid?

[Helen Goodman]

The hon. Gentleman is absolutely right; I had not thought of that point. When I go on holiday, I normally hire another car, rather than driving from the UK, but, of course, many people want to take their own car overseas, so he makes a very fair point. It would be interesting to know whether the Government have initiated any discussion in the European Union, for example, on this point.

Let me come back to the point about range, and what I think is a serious breach of consumer rights and trade descriptions. I bought my Leaf from Bristol Street Motors in Darlington, and I was told that it had a range of 125 miles. As I was about to explain to my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson), I thought that that was fine because it meant that I could travel from my constituency to Newcastle, when I visit the regional organisations for the north-east, and get back again on one charge, but when I collected the car, it was charged up to only 75 miles. I said, “This is 30% less efficient! It is like buying a box of six eggs, but finding when you open the box that there are only four eggs. This is really not acceptable.” The garage people tweaked it around a bit, but they still could only charge it up—I have never charged it beyond this—to 85 miles. That is very different from the 125 miles that I was told. Indeed, having looked at the Nissan website, I found that the over-emphasis not only came from the dealer to whom I spoke, but was on the website itself. The guy who came round to fit my pod point and to whom I explained this problem said, “Oh, I hear it all the time. People are constantly disappointed that their cars don’t have the range that they were sold as having.” This is pretty fundamental. People need to know what they are buying and what they are getting. A 30% reduction in the capacity of what the car can do is a significant difference.

HS2 Update

Paul Girvan Excerpts

Monday 17th July 2017 Commons Chamber

[Chris Grayling]

My hon. Friend is right. In the event that I am still Transport Secretary when the first train runs, I do not plan to emulate Mr Huskisson by standing on the track in front of the train as it arrives.

I am grateful for the cross-party support. I know that individual Members on both sides of the House have constituency problems or principled concerns about the project, but the fact is that the project was proposed by both parties back at the end of the last decade. It was first put on the table by the last Labour Government and has commanded cross-party support. I hope that will continue because both parties understand the benefits the project can bring to the whole country. I hope we can work together to ensure that we deliver this Bill, the next one and the whole project. I am grateful to the shadow Secretary of State for the support he has given to it.

[Paul Girvan (South Antrim) (DUP)]

The Secretary of State has indicated that the project will generate jobs throughout the region, 60% of which will be in small and medium-sized enterprises. What practical measures are being given to small contractors in other regions—I am being a bit parochial—such as Northern Ireland? What opportunities could exist for them in such a project?

[Chris Grayling]

I have been very clear to HS2 and to our contractors that I expect them to work with small and emerging British companies, to develop apprenticeship programmes and to do the right thing by all our futures. That is an essential part of the project, which is an investment not just in our infrastructure but in our skills base. That skills base resides not just within the apprentices who will be working on the project, but in the small businesses that supply it. I want those small businesses to come from every part of the United Kingdom.