RNLI Bicentenary

Gregory Campbell Excerpts

Tuesday 26th March 2024 Westminster Hall

[Anthony Mangnall (Totnes) (Con)]

I beg to move,

That this House has considered the bicentenary of the RNLI.

It is my honour and privilege to open and close today’s debate on the Royal National Lifeboat Institution and to recognise its history, praise its work, celebrate and thank its volunteers. I want to put on the record the fact that this House understands, appreciates and values that magnificent, long-standing organisation.

Throughout 2024, across the country, communities will come together to mark the extraordinary 200 years of the RNLI. On 4 March, 1,800 crew of the RNLI assembled in Westminster Abbey for a service of thanksgiving. In May the month becomes mayday month, and 18 and 19 May will see a series of community activities, including a lifeboat festival in Poole and 25 July is World Drowning Prevention Day. On 1 August “one moment, one crew” encourages RNLI volunteers to celebrate in their communities. On 10 October, on the anniversary of the first ever street collection held in Manchester, the birth of the most successful fundraising campaign ever seen will be celebrated. There is also the 200 Voices podcast on the RNLI website, where we can listen to 200 people explain how the RNLI has impacted their lives. I strongly recommend it.

From its humble beginnings to the modern-day integrated network of volunteers, fundraisers and supporters criss-crossing the country, the RNLI is not just an emergency service, but a Great British brand that exhibits the very best of our spirit. It was on the Isle of Man in 1824 that Sir William Hillary proposed the concept of an organisation to save lives at sea. With an average 1,800 shipwrecks a year, Sir William proposed the Royal National Institution for the Preservation of Lives and Property from Shipwreck. Despite numerous rejections, including being pushed back by the Navy and Ministers of the day, he appealed to the philanthropic organisations of the time, which, with alacrity, took up the cause, and on 4 March 1824 they held a meeting in the City of London Tavern, officially forming and ratifying the institution—possibly the best idea ever to come out of a pub.

With royal patronage granted and the name changed in 1854 to the Royal National Lifeboat Institution, Sir William’s vision was undoubtedly recognised, although whether he would have imagined that the RNLI would have 238 stations, operate 440 lifeboats, provide lifeguards for 200 beaches and be responsible for rescuing some 146,000 people over its history, it is impossible to know. However, that ambition and determination created an organisation from which we all benefit and whose charter still stands the test of time, declaring that the RNLI

“will assist in saving life from Shipwreck”

and be

“supported by Annual Subscriptions and Donations, and other Contributions to its Funds”.

Today the RNLI holds legendary status. Those of us who have grown up in coastal communities or who are fortunate to represent one have long been moved by the tales of epic heroism in which volunteers—members of the community—have put their lives on the line for others. That includes the sinking of the Mexico in the Ribble estuary in 1886; the White Star Line’s SS Suevic, shipwrecked off the Lizard in Cornwall in 1907, where the RNLI managed to rescue all 456 passengers, including 70 babies, over 16 hours in an oar-powered boat; the RNLI’s support in the Dunkirk evacuation, where over 100,000 soldiers were said to have been saved by RNLI boats; to Henry Freeman and his innovative cork lifejacket; the iconic Henry Blogg; the heroism of Grace Darling in the 1838 crisis in Forfarshire; and Margaret Armstrong, who helped every single launch of the Cresswell lifeboat, saving lives for over 50 years until her death in 1928. The RNLI has without prejudice always come to the aid of those in danger on the sea, such as the enemy during the first and second world wars, merchant sailors in peril, holidaymakers who are caught out, or refugees crossing the channel.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the hon. Gentleman on securing the debate. On the diversity of the problems that the RNLI faces, including holidaymakers, Portrush in my constituency has an RNLI boat, and the crew and volunteers do excellent work, sometimes in treacherous waters off the north coast of Northern Ireland and the east coast of Scotland. Will he join me, as I know he will, in commending them and in ensuring that the wider public support is as great as it can be for all our RNLI crews and volunteers to maximise the return and to save even more lives in future?

[Anthony Mangnall]

I thank the hon. Member for making that point. Especially in high-tourism areas and where there has been a dramatic experience post pandemic, the RNLI has seen more shouts—more call-outs to rescue holidaymakers—so it is essential that right across the United Kingdom of Great Britain and Northern Ireland we support our RNLI crews, volunteers and fundraising efforts, and strengthen their hand in what they do.

The remit of the RNLI is simple: to help anyone in danger on the sea. The tales of events and individuals throughout the RNLI’s history not only inspire the next generation of volunteers, but help to explain why so many families across the country have served the RNLI throughout its existence. In doing so, those volunteers have provided a magnificent, quiet heroism and public service to their communities, country and fellow human beings.

The volunteer power of the RNLI is all the more remarkable when we consider that for almost the first 90 years, the lifeboats of the RNLI were powered by nothing other than the strength of man, and launched by hand and horsepower. The steady evolution of the RNLI has resulted in a modern and up-to-date fleet that has replaced oar power with engine power. The ability to upgrade the fleet and provide new equipment, however, has been brought about only by the generosity of the British public and by businesses.

The RNLI has always been independent of Government and will always remain so. As a result, it relies on the support of donors to meet the costs of lifesaving activities. As we politicians look on in envy, the RNLI has perfected the art of fundraising and has set exacting standards to develop long-standing relationships with supporters and to ensure financial stability. The figures speak for themselves: the RNLI raised £177.4 million in 2022 and £181.7 million in 2021. Along with the public fundraising, generous bequests have included, bizarrely, a set of gold teeth and two vintage Ferraris.

Regardless of what is donated, it all helps to ensure that the RNLI is able to respond to shouts anywhere along our coastline and to help those in danger with the most up-to-date equipment and facilities. We should consider the fact that in 2023, up to July, the RNLI had launched its lifeboats 9,192 times, the equivalent of 16 times a day; saved 269 lives; and assisted 10,734 people at sea—a remarkable number and giving remarkable significance to its work.

It is extraordinary to see businesses playing a role in the fundraising efforts. The Baltic Exchange, for example, has for more than 150 years supported the lifeboat based in Salcombe in South Devon, hence the subtle name of The Baltic Exchange III. Such fundraising efforts have allowed the RNLI to focus on what it does best and, perhaps most importantly, have ensured that the RNLI is immune from political interference and can be truly independent.

Just as the equipment and machinery have modernised so, too, have the provision and scale of what the RNLI offers. Starting originally with lifeboats and lifeboat stations, the RNLI now runs a safety-at-sea initiative with its Float to Live campaign, as well as providing lifeguards on 240 UK beaches. In 2023, those lifeguards carried out almost 3 million preventive actions, as well as attending some 14,000 incidents, helping 19,979 people and saving 86 lives. Its international arm is focused on making drowning prevention a priority worldwide and reducing the staggering 235,000 deaths a year caused by drowning.

The RNLI has been a key supporter of the National Independent Lifeboat Association, which I founded two years ago to represent the 54 independent lifeboat stations of the United Kingdom. Its steady progress to help both at home and abroad is in part why the RNLI is such a well-loved institution and why it carries the support and confidence of the British public and, I hope I can safely say, of this House.

The purpose of this debate is to recognise the RNLI as a national organisation and to celebrate its work across the country, but it would be remiss of me not to mention the RNLI stations in South Devon. Torbay RNLI lifeboat station, based in Brixham, was established in 1866 and has been busily protecting our channel waters ever since. I was pleased to attend a service of thanksgiving organised by the Fishermen’s Mission earlier this year, to reflect on its work protecting those at sea, and salute its volunteers, who have attended thousands of shouts since 1866, rescued thousands of people and saved countless lives.

The Salcombe RNLI lifeboat was established in 1869 and is tragically remembered for one of the worst lifeboat disasters in the RNLI’s history. In 1916, the returning lifeboat capsized on the Salcombe bar and 13 of the 15-man crew drowned, devastating the town and the close-knit community. Memorial headstones either side of the mouth of the estuary recall and mark that tragedy.

The Dart RNLI, established in 1878 but closed shortly after, was reopened in 2007. The reopening was fortuitous, as last year alone it had 46 shouts and aided 51 people in difficulty. It is currently fundraising for a new boathouse, which I expect to be greeted with the same level of generosity as that often received by the RNLI.

Those three lifeboat stations are a necessity to coastal living. Their crews and support staff number well over 100 volunteers, and they have battled against some of the most ferocious storms to save those at sea, as well as dealt with thousands of visitors who flock to our beaches each and every year. The people of south Devon owe them an enormous amount, and we do not for a single second forget their courage and bravery in volunteering for the RNLI.

I would like to thank the crew of RNLI lifeboat stations across the country. They are all part of a rich heritage in which they put others before themselves. They put themselves in harm’s way to rescue those in need, and too often friends, families and fellow volunteers pay the price. The 800 names on the RNLI memorial in Poole serve as a reminder of the dangers they face, but also the hope that must be felt by any individual in danger when they see the colours of the RNLI racing towards them. Sir William Hillary said:

“With courage, nothing is impossible.”

I would like to finish by paying tribute to the outgoing chief executive, Mark Dowie, who finishes his five-year term in June. Mark has been an extraordinary leader of the RNLI over the past five years. He has had to deal with covid, channel crossings, rising inflation, increase in demand, and even unfair and inaccurate political comments. He has risen above all those, and leaves the RNLI in an even stronger place, with his name alongside those pioneering, innovative founders and fundraisers who have made the RNLI what it is today.

Today we mark and celebrate in Parliament the 200 years of the RNLI. I pray for calm seas and fair winds, and that it will continue to perform its masterful brave work for the next two centuries.

Young Drivers: Government Support

Gregory Campbell Excerpts

Tuesday 20th February 2024 Westminster Hall

[Carla Lockhart]

Absolutely. We experience the same difficulties in Northern Ireland with the availability of testing. We find that people are ready for their test but no tests are available, and they then have to continue with lessons, or stop lessons and go back to them later. It is a dreadful situation. This is about ensuring manpower and resources are available in rural areas, as the hon. Member outlined.

What has prompted so many people to get in touch with me is specifically the exorbitant cost of insurance, particularly in the context of the cost of living crisis, where household budgets are already strained. Where once the bank of mum and dad stepped in, many parents just cannot do that to help to meet the cost of insurance. That leaves young people unable to benefit from the freedom that driving brings, which many of us enjoyed. That barrier to the road impedes access to employment, socialising, broadening their life experience and even travelling to study. The effect is particularly acute in rural areas, such as my constituency and, indeed, vast swathes of Northern Ireland, where public transport linkages are lacking in choice and frequency. Evening and weekend services are often reduced or withdrawn altogether, making the ability to travel via public transport non-existent.

The importance of driving and access to a vehicle is acute in these areas for the whole community, including our young people. I have no doubt that Members present from similar constituencies across the United Kingdom will reflect the same challenges faced by their constituents. In that context, we must look to the Government to support young drivers—to support them to get on to the road and to be safe on the road—which, in turn, will impact insurance premiums in the future.

These issues are interlinked. If we look at insurance costs, Confused.com—the price comparison firm—said that, on average, 17 to 20-year-olds had seen insurance rise by more than £1,000 compared with the same time last year.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate my hon. Friend on securing the debate. On insurance premiums, does she agree that it is important that not only we, but insurance companies make a significant distinction between young drivers who are careful—who take their time and learn to drive safely on the road—and those whom they punish? They punish not just those careless drivers with the higher premiums, but all young drivers, and that needs changing.

[Carla Lockhart]

My hon. Friend is pre-empting my speech, and I agree with everything he said. For 17-year-olds, premiums surged by an average £1,423, to £2,877. For 18-year-old drivers, the average policy price reached £3,162. Constituents have contacted me after having had quotes of between £5,000 and £7,000 for a vehicle worth half the price.

Since securing this debate, I have had positive discussions with the Association of British Insurers and local insurance brokers across Upper Bann, who are at the mercy of insurance companies across the United Kingdom. I thank Alastair Ross from ABI for his constructive engagement on this matter. The insurance industry cites a range of factors for the increase in premium costs, and it is worth highlighting those to enable us to explore how Government might help on this matter.

By way of background, insurance is based on pricing the risk of claims being made and the cost of those claims. ABI data shows that, for drivers aged 18 to 20 and 86 to 90, the frequency of claims and average cost of claims is higher, which can impact premiums for those age groups.

One of the largest elements that the pool of motor insurance premiums pays for is bodily injury to other drivers, passengers, pedestrians or the driver themselves. That is because serious collisions can mean life-changing injuries, with compensation sometimes running into millions of pounds.

The insurance industry states that young drivers are also more likely to be involved in crashes with multiple injuries and which involve a greater number of people. Insurers’ costs of dealing with associated claims can be very high. The industry view appears to be supported by data, so we are not coming to this debate without data, because we know that according to the statistics, young people, and particularly older people, are much more likely to be involved in an accident.

This is supported by statistics from the Department for Infrastructure and the Northern Ireland Statistics and Research Agency, which show that young drivers are over-represented in Northern Ireland’s collision statistics. In 2021, 17 to 23-year-old drivers were responsible for 23% of all fatal or serious collisions, yet they accounted for just 7% of car-driving licence holders. They also show that young drivers were responsible for 73% of the casualties in collisions involving drivers aged between 17 and 23. The over-representation in fatal or serious collision statistics is also represented in the Department for Transport’s road safety accident statistics and Great Britain driving licence data, which was used in a House inquiry on this issue that reported in March 2021.

We must also factor in the inflationary pressures on motor repairs and claims. While like-for-like quarter 4 figures for claim costs are yet to be finalised, previous quarterly and annual claims data have shown a clear picture of spiking costs for insurers. Payouts for vehicle thefts rose 35% in quarter 3 2023 versus 2022, longer repair times drove up the costs of providing replacement vehicles by 47% in the same period, and the cost to replace written-off vehicles has increased as the average cost of new cars has risen 43% over a five-year period. However, the largest single factor is repair costs, which jumped 32% in quarter 3 to £1.6 billion of the total £2.54 billion. That reflects a mixture of labour costs, rising energy costs, which we are all too aware of, and the fact that vehicles are becoming more sophisticated, with the likes of electric vehicles requiring even more specialist expertise to repair.

I have written to the Treasury suggesting that the Government, in their engagement with the Financial Conduct Authority, press for closer scrutiny of the industry to determine whether the basis for price increases cited by the ABI and facing drivers is a fair reflection of the pressures on the insurance industry. Many insurance companies known to us have merged and have left the market as a result, exiting from even insuring in the United Kingdom because of the high claims culture and the issues that I have raised. We therefore need to create an environment for these people to come back. They must know that the Government are implementing safety measures that help to drive insurance premiums down.

I note the Government’s response to a petition on this matter, which emphatically ruled out a Government commission. The Government have ruled out any investigation or interference in the market. Although I am realistic about the prospect of a Government U-turn, I believe that other steps can and should be taken to get young drivers on to the road, and importantly, to do so safely for themselves and other road users.

Faced with an industry that provides this basis for the increase in premiums, how can the Government help young drivers towards the rite of passage that is driving? The direction taken by Government must be to support better, safer driving. Let me be clear: most young people drive responsibly and safely, but, as with so many aspects of life, the majority suffer because of the actions of the minority, and that is undoubtedly the case here.

The Government could bring forward a number of measures to help reduce the number of accidents involving young people and thereby reduce the premiums for young drivers. Many of them may not be what young drivers want to see explored, as they all bring some form of restriction on the freedom that they desire. However, given the situation with insurance costs, we must look at all ways for young drivers to force the hand of insurers to reduce those premiums.

A graduated driving licence scheme is one such initiative. A graduated driving licence is the most effective intervention in reducing incidents and fatalities for young drivers. Based on extensive analysis, the scheme could include a minimum 12-month learning period before the driving test can be taken, a ban on intensive driving courses, lowering the age at which young people can learn to drive to 16 and a half, a restriction on the number of young passengers a young driver can carry, a restriction on their driving during nighttime hours, or a lowering of the blood alcohol concentration for drivers aged 17 to 24. All those measures seem fair and compatible with getting young people on the road soon after they turn 17, but more safely. GDL has significant public support. Research shows that the savings, both in terms of lives in road accidents and financial cost, would be significant.

The Government’s 2019 road safety statement indicated a commitment to reviewing GDL in the UK, but that has not been progressed yet. It is my hope that a restored Northern Ireland Executive can progress the agreed policy of GDL in Northern Ireland soon. Indeed, as envisaged by the previous Minister, the right hon. Member for Hereford and South Herefordshire (Jesse Norman), that could be a testing ground for the policy’s effectiveness. Can the Minister outline progress towards that becoming a reality in England, so that help can be given to young drivers in relation to both safety and insurance?

The Government could also support young drivers through financial assistance for installing telematics in vehicles. Those devices can monitor driving and driving behaviour, thus helping to encourage safer driving. However, they can be expensive and, in the context of this debate, which covers cost as an inhibitor to driving, it would be good if the Government explored means of supporting the provision of those devices to young drivers.

I am conscious that other hon. Members want to contribute to the debate and I look forward to hearing other ideas about how we can assist young drivers in our constituencies. In conclusion, I stress the importance of allowing young people the freedom to drive and the necessity for that to be affordable to all. I urge the insurance industry to heed the plight of young drivers and, through transparency and fair pricing, to avoid any accusation of profiteering or unfair practices. I also urge the Government to explore the viability of providing some direct support and to look at how our licensing system can be modernised to help cut both the casualties and the cost of driving for young people.

Road Humps and 20 mph Speed Limits

Gregory Campbell Excerpts

Tuesday 5th December 2023 Westminster Hall

[Sir Iain Duncan Smith]

I very much accept that point. I am grateful for my hon. Friend’s intervention, because I was going to come to that issue. It is not an issue particular to London, but in London we have the problem that traffic-calming measures are causing higher emissions in parts of the city where the measures are applied, and at the same time traffic is being funnelled with no escape routes.

We also need to take into consideration the increase in noise pollution during the day. Conversations are being drowned out in many houses near the humps, and the effect of the additional noise on residents living in the vicinity of a hump—not forgetting that the traffic goes up and down such roads all through the night—is that sleep is disturbed.

I have been in a number of houses and have stood and watched as commercial vehicles have gone over large 20 mph tables. I could hear the equipment in the back leaping up and down and the thump as the vehicles hit the tables—and they were not going over the speed limit. That is the point. When I have raised it with the council, it has dismissed it completely on the basis that it does not agree that the measures cause any problem whatever. The effects of additional noise on residents living in the vicinity include disturbed sleep and the stress resulting from sleep deprivation.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the right hon. Gentleman on securing the debate. Does he agree that another issue arises when road traffic-calming measures have been put in place where there are suitable diversionary routes for some motorists to avoid the speed humps and traffic-calming measures? There is increased traffic on those roads as a result. People complain on the routes where the humps are, but people living on adjacent roads also complain because of the increased traffic that has resulted from the humps.

[Sir Iain Duncan Smith]

Yes, I agree. The funny thing, which I raised the other day, is that if we are moving towards low-emission or zero-emission vehicles, electric vehicles, hydrogen-propelled vehicles and so on, which is the generally accepted plan for where we want to be, are we now aiming for road usage by low or net zero vehicles, or is it just a blanket anti-car problem? That is an issue that I never settle. In a way, we will be defeating ourselves as we head towards that process. Will the measures be lifted as more people have zero-emission vehicles?

The question is: why are the speed humps there? They are there, in essence, because in areas where they are necessary, no one objects to the idea of proportionate use. However, when they are combined with low-traffic neighbourhoods, it becomes a major problem. People are forced on to roads, which means that the poor residents who live near them get even further increased levels of noise pollution, vibration and brake pad wear. That is toxic anyway, and is made more so than if those drivers had been able to use other routes to get out of those areas.

I return to the point about disturbed sleep. I have talked to residents who are genuinely deeply stressed by what has happened since heavy speed bumps have been put in place in 20 mph or even higher speed zones. As for the effects on the public’s mental health, some residents now genuinely suffer from some kind of clinical depression.

There is also damage to people travelling in vehicles, including buses, that traverse humps. Even if someone is doing less than 20 mph, they hit those things and they know it. For cyclists and others, as I mentioned, that is a major issue. I happen to be a motorcycle rider, and I must say that there are significant problems. Some of the tables are so high that riders have to stand up off the bike, making it less manoeuvrable. I have some sympathy for all those other road users, whom we rather forget about but whom we are encouraging to use those methods of travel more because they pollute less or not at all.

Research has been undertaken with bus drivers on the effects on their health of the constant impact damage on the spine and neck from the rocking motion. If we are asking for more buses and more public transport, we should recognise that those are bigger vehicles, and the effect on them and on neighbourhoods is significant.

Let me move on to the damage done to vehicles as a result of poor maintenance and the design of speed hump installations. In my borough, speed humps and calming measures on residential roads are the responsibility of the local authority, as they are everywhere else. The humps in the London Borough of Waltham Forest have been poorly maintained, with road surfaces on the exits dipping because of the impact of vehicles. Along with the scrape marks on the crown of the hump, which give some indication of the existing problem, vehicles grounding on the top of the humps when passing over them would suggest that those humps are not really fit for the purpose originally intended.

The authority installed the speed humps because of research generated by the Transport and Road Research Laboratory in 1981 and 1990, but the research data in those reports, astonishingly, dates back to 1958, the 1960s and at the latest the 1970s. That is my main point about the whole process: it uses data that is completely unrelated to traffic use today, the nature of cars, the size of vehicles and all the consequences. We rely on data that does not encompass any of that or the change in how cars and vehicles are used.

The old research data—on which my local authority and, I am sure, others rely heavily—was gathered using one double decker bus on a small section of one road in Lytham in Lancashire in 1977, where buses were scheduled to run once every 30 minutes. We then have data from 1978 from a small section of one 302-metre road in Winchester, which had only three houses on it, and one 438-metre road on the Isle of Wight. It cannot be fair or right that there is a blanket rejection of all concerns, as is happening in my local authority area, which refuses to look at the matter carefully because it says that its measures are based on studies. Those studies are irrelevant to traffic usage today.

The final study, which really threw me, looked at a 280-metre road in Rotherhithe, comprising very few houses. That was in 1978. I am not quite sure what they were studying at the time, but it certainly has nothing to do with my constituency or borough. This is not a Labour or Conservative issue; it is about residents and citizens who live in such areas trying to get to work and use their cars for different reasons. We need to consider the wider consequences.

None of the research data or reports is therefore relevant to east London or to 21st-century traffic. The traffic in the 1960s and 1970s was very different from today’s: the dramatic increase in the volume, frequency and weight of all traffic, especially heavy goods vehicles and electric vehicles, means that it is not comparable with the data that is now being used to justify what is going on. To date, the council has not conducted an investigation of speed tables in my constituency or borough. It simply rejects the idea that it should do so or that there should be an independent study.

In October, councillors—they happen to be my Conservative group—proposed a motion that called on the local authority to carry out an independent review simply to monitor suspected vibrations and the nature of the traffic-calming measures. It was rejected out of hand. Unfortunately, there was no other recourse. That is why I secured this debate: it seems that there is no other way for my local councillors or me to raise the issue. My residents, regardless of where they live, are frustrated and unable to find any other recourse.

I ask the Minister: what are the consequences for a council that fails to comply with the statement contained in the Department for Transport’s letter dated 26 April 2023? It states:

“Local councillors are responsible for ensuring that local decisions about street infrastructure take account of the needs and opinions of local people.”

That is simply not happening. It is a wider issue. It does not matter whether it is a Conservative or Labour council; that statement is being thrust to one side in the desire to put the calming measures, as they are called, in place.

I want to quote from one or two of my residents who have raised the matter, because it is important. Tony Thorne said:

“My wife suffers with arthritis of the spine and we recently had cause to travel in Waltham Forest going to visit our son in Whipps Cross Hospital and when we got home she wanted to cry with the pain”,

as a result of the constant jerking. He goes on:

“We now have to plan our journeys to avoid certain areas due to the speed humps which even when you travel over them at 10 mph there are still problems with the bounce on exit.”

I have seen that for myself, by the way. He goes on:

“I have spoken to a number of bus drivers who drive the roads of Waltham Forest who all mention the problems these obstructions cause including drivers being off work sick with back and neck pain and additional stress due to having to negotiate these structures.”

Lee Gilbert said:

“We suffer sleep deprivation and I suffer from anxiety and fear that the movements may cause the house to collapse whilst in bed. There are 20 mph signs although they are not adhered to. We have been trying to seek a solution to this major problem since the Speed Hump was installed in July 2022 with no results.”

Tracey Gauld said:

“I was injured when my car was hit by a drunk driver which left me requiring surgery on my collar bone. Still to this day, going over humps is uncomfortable due to the seat belt”.

Andrew Mckinley said:

“Since the speed humps have been installed outside my house, I have not had a full night’s quality sleep…I do believe in a safer and clearer environment for all. I would normally cycle 12 miles to work each day but have been unable to do so as it would be unsafe as I’m very tired due to lack of sleep. This is having a big negative impact on my mental and physical wellbeing”.

Finally, Adam Thackeray said:

“Since a speed bump has been installed on Station Road”—

that is in my constituency—

“my house judders when busses and large vehicles go past. The house, mainly the top two floors shake, the windows vibrate, and this has resulted in cracks appearing around the house on various walls, with the top floor suffering the most. It’s also difficult to get to sleep on the top floor, due to the vibrations causing furniture to rattle and sash windows shake”.

To some people, those issues may appear unimportant, but if we are elected to do anything at all, it is to represent the concerns and interests of our constituents when they spot a significant problem that affects their lives. That is why I make no apology for raising the matter. It is not a minor issue. It is becoming a significant issue where these things have often been imposed without any proper discussion or any sense of what is required on our streets and what the issues are in respect of traffic calming and speed.

As things stand, the Mayor of London provides funding to boroughs for the implementation of traffic-calming measures. I have been assured that, if successful, the new Mayor after the mayoral contest will ask the boroughs to ensure that all measures are examined so that the most appropriate are put in place; implement a review of all Transport for London-owned roads that have 20 mph speed limits; and, where appropriate, make changes. That is a natural position to take. I hope that the present Mayor of London will adopt the same policy, because it is clear that people living in houses near traffic- calming measures and people who drive public transport are suffering unnecessarily.

I am calling on the Department for Transport to carry out, where local authorities and others will not do so, a full independent inquiry to review roads with 20 mph speed limits, on a road-by-road basis, and to consider the impact of traffic-calming measures such as road humps and the speed tables that are even higher. Such a review could help to limit the unintended consequences of vibrations from ill-applied traffic-calming measures by finding out relevant information and up-to-date data.

I remind the Minister and others that the Department for Transport has made it clear that any changes to the speed limits and to traffic-calming measures should be proportionate and based on circumstances. Right now, there is no up-to-date independent review of how such measures should be applied, and no up-to-date independent analysis of what the effects are. The council in my area is therefore able to dismiss all requests for independent reviews. My residents, and residents all over the country, would feel better assured if the Department for Transport carried out a review to get the matter properly settled so that we can bring peace of mind to residents whose lives are being disproportionately damaged by bad implementation and ill-thought-through traffic-calming measures.

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in this debate, Mr Robertson. I thank the right hon. Member for Chingford and Woodford Green (Sir Iain Duncan Smith) for leading today’s debate. He is right to highlight the problems of people who are affected by the measures. I will give some examples from my constituency—which the Minister is not responsible for, by the way, so he will not have to talk about the speed bumps in James Street in Newtownards that are causing concern to local people or about the cracks down the gable wall. That is not the Minister’s responsibility.

[Mr Gregory Campbell]

But my hon. Friend has raised it anyway.

[Jim Shannon]

I just want to put it on the record. I feel it is important to give a Northern Ireland perspective. I will refer to examples of 20 mph zones where cameras have been put up, and where local endorsement and agreement were key to making that happen. If that happens, the problems by and large do not impact directly on those who live close by.

As always, some of the matters raised today are devolved, but I am here to give a Northern Ireland perspective to the debate and share some thoughts on where we are in Northern Ireland. In London, for example, there are many 20 mph zones and cameras that are used heavily to detect any form of speeding. Back home, the News Letter reported that a new study had found that lower limits cut accidents and reduce serious injury. One of the few 20 mph speed limits in Northern Ireland is in Belfast city centre. It makes sense to have it there. The impact is not on local residents who live close by, because not many do; it is on the shopping centre, which is very big with a pedestrian walkway. It is important to have that speed limit in Belfast city centre. Researchers have found that the measure led to a 2% reduction in crashes.

In 2021-22, we worked incredibly hard to push the then Infrastructure Minister, Nichola Mallon, to include Grey Abbey Primary School in phase 2 of the part-time 20 mph speed limit zones for schools in Northern Ireland. That included me, my Strangford MLA and councillor colleagues, and the principal of Grey Abbey Primary School, Mr Derrick—he taught some of my boys at school, so he has been there a long time. I make this point because that is an example of where 20 mph speed limits around schools save lives and make people aware of what they are doing.

After months of emails and chasing the issue up, it was fantastic to hear the announcement in September 2021, in the middle of covid, that phase 2 of the part-time 20 mph speed limit scheme would be rolled out to 106 schools across Northern Ireland, including Grey Abbey in my constituency. It was, and it has made a difference. It has definitely slowed traffic in that area, and it was the right thing to do at a place where students are going to school early in the morning—from half-past 8 to half-past 9, say.

My office would send numerous emails about traffic calming and speed limits each day. The right hon. Member for Chingford and Woodford Green said that he gets an enormous volume of constituency mail about this; I do, too. Indeed, I would go as far as to say that it is one of the biggest issues that constituents have with the roads. While there is an understanding that enforcing speed limits and introducing traffic-calming measures is a long and costly process, there must be an acceptance that some areas are simply more dangerous than others, especially around schools.

Loughries Integrated Primary School is another example in my constituency of where introducing a 20 mph speed limit around a school has made a difference, as it has at Kirkistown Primary School in Main Road in Cloughey. Again, these are examples of where, even though the road may be wide—in Kirkistown it would be very wide—there is a real need to slow people’s speed. Before Loughries was awarded a part-time 20 mph speed limit, it was on a national speed limit road on the Ballyblack Road. I drive on that road frequently back home, and I know many constituents who live on it. I find it quite incomprehensible that a national speed limit road, which posed such a danger to students, could have been allowed so near the school.

I thank the right hon. Gentleman again for raising this issue. Although we all have different guidelines for different parts of the United Kingdom of Great Britain and Northern Ireland, we are all taking about the same thing: public safety. This is about agreement with the input of local people, especially around schools, where safety is critical. For some high-congestion areas, additional traffic management and a 20 mph limit have been proven to work. I have to say that, from my observations, looking towards London from the outside in, there are areas where it is critical that it happens. However, for the schools in my constituency, the introduction of 20 mph speed limits has gone a long way in protecting the students who attend school there, and moreover it will be a reassurance to the parents to know that this step has been taken.

I commend the right hon. Gentleman for securing this debate. I hope that my contribution from the Northern Ireland perspective has been helpful. This is all about making safety a priority and about the input of local residents. If we can get them on our side and agree that, then we do not have the impact. In fairness, where damage to property resulting from a high volume of lorries and cars has been highlighted to the roads service back home, the response has always been positive: to try to reduce the volume and avoid that damage.

Lifeboat Services: Search and Rescue

Gregory Campbell Excerpts

Tuesday 10th January 2023 Westminster Hall

[Robin Millar (Aberconwy) (Con)]

It is a pleasure to serve under your chairmanship, Mr Davies. I congratulate the hon. Member for Torbay (Kevin Foster) on securing this important debate, and I thank him for the opportunity to highlight the invaluable contribution of the volunteer crews of Conwy and Llandudno RNLI lifeboat stations in my constituency of Aberconwy.

We have become accustomed to seeing on the news images of lifeboat crews along the channel coast bringing asylum seekers and refugees safely ashore. Given that they volunteer their time to fulfil the RNLI’s mission of saving lives at sea, it is right that these crews are commended for their service and courage. However, as a supporter of the RNLI, I share the concern of the crew I have spoken to that the constant images from the channel overshadow the huge range of search and rescue call-outs or “shouts”, as they are known to the crews, with which lifeboat volunteers are tasked. These include rescuing paddleboarders and swimmers in distress, searching for divers, assisting broken-down vessels and undertaking lengthy searches, sometimes lasting days, for missing boats. Maintaining the operational capability to safely conduct the myriad requirements involves lengthy and intensive training, not just for the crews at sea but for the shore crews, whose service is indispensable to lifeboat operations.

The professionalism and commitment of our lifeboat crews was exemplified in January 2021, when the crews from Conwy and Llandudno joined the search for the Nicola Faith, a fishing vessel that was lost with all hands, and which had set sail from Conwy. For over 48 hours, the crew of Llandudno’s all-weather Shannon-class lifeboat, the Williams F Yates, searched hundreds of square miles, often in freezing conditions. The entire station was mobilised in support of the search, with boat crews swapping once the inevitable fatigue set in and the lifeboat needed to be refuelled ashore. The crewmen and women were nearly all volunteers, with many of them forgoing paid work. The whole community rallied in support, with members of the public bringing cakes and other refreshments to the station to keep up morale.

Tragically, the Nicola Faith could not be located, but the search for its crew demonstrated another key point: lifeboat stations are the focus of a team effort that involves communities, fundraising committees, shore crew, the boat crew and their families. The work of the shore crews, and the intense training they undertake, is often overlooked but it is indispensable to lifeboat operations. No lifeboat launch, whether of a D-class inshore lifeboat or an all-weather lifeboat, would be possible without a highly trained shore crew, often working in adverse conditions. When Shannon lifeboats are launched from a launch-and-recovery system, a team of between eight and 12 people is required to launch and recover the boat safely.

I want to recognise the enormous sense of pride that volunteers have in their commitment to saving lives at sea. In fact, just before Christmas, Conwy lifeboat station’s volunteer crew member Paddy Byrnes was recognised for 30 years of service. There are also four men—Keith Charlton, Nigel Forest, Robin Holden and David Roberts—who recently reached an impressive 40 years of service at Llandudno station, and four more are approaching this milestone. I would like to congratulate those crewmen and thank them for their decades of invaluable and selfless service—a tremendous achievement that should not go unnoticed.

[Mr Gregory Campbell (East Londonderry) (DUP)]

As the hon. Member is congratulating his own local personnel, will he join me in congratulating the management team, the fundraisers and all those associated with the Portrush lifeboat station, which celebrates 100 years next year? In the same year, the RNLI will celebrate 200 years. This is an excellent achievement by many lifeboat associations across the whole of the United Kingdom.

[Robin Millar]

I thank the hon. Member for his intervention, and I completely endorse what he says. In fact, I would like to recognise the work of the fundraising committee chairman in my own constituency, who has persevered in the work, despite facing personal challenges.

Finally, it is vital that we extend our appreciation to the families of lifeboat crews. As mentioned, crew members can spend significant time away from their families when training and attending “shouts”. When their pagers sound on stormy nights—in the winter, in the dark—it is difficult to appreciate the apprehension felt by loved ones who remain ashore about the safety of the crew members at sea. Without the support of families and loved ones, lifeboat stations simply could not operate. To the families of the crews of Llandudno and Conwy lifeboat stations, thank you.

--- Later in debate ---

[Douglas Ross (Moray) (Con)]

It is a pleasure to serve under your chairmanship, Mr Davies. I congratulate my hon. Friend the Member for Torbay (Kevin Foster) on securing today’s important debate. The constituency that I represent, Moray, is proud and privileged to have both an RNLI facility at Buckie and an independent lifeboat support, the Moray Inshore Rescue Organisation, at Findhorn. I shall touch on both in today’s debate.

Let me begin, as others have, by paying tribute to the remarkable work of our search and rescue services in Scotland. As others have said, across our British coastline, the RNLI and its army of volunteers have served our great nation since 1824. It is a charity that is close to my heart and the hearts of many of my constituents in Moray. Being mainly staffed by volunteers, the RNLI relies heavily on the good will of British people to fund its rescue services. Thanks to the efforts and generosity of people across the country, there are over 230 operational lifeboat stations, which respond on average to 24 call-outs every day. As the hon. Member for Strangford (Jim Shannon) said, that support has saved over 143,000 lives since the RNLI’s inception.

[Mr Gregory Campbell]

Does the hon. Member agree that one of the best ways we can demonstrate our support is, as he is doing, to maximise and highlight the issue, including in the local media, and to supply all independent and RNLI lifeboats with the best possible equipment for saving lives?

[Douglas Ross]

I absolutely agree with the hon. Gentleman’s comments. There is a very good publicity system around the RNLI in Buckie. In fact, the sub-editor of the local paper is a member of the RNLI at Buckie, which always gets good front-page coverage in the Banffshire Advertiser and other papers. The point on equipment is well made, and the Minister will have heard it.

The coastal communities that I represent across Moray simply could not imagine not having the support of the brave men and women who dedicate their lives to rescuing those in peril at sea. The RNLI and our independent lifeboats across Scotland and the rest of the United Kingdom deserve our full support, and it is vital and fitting that we have a platform in Parliament today to give them that recognition.

Cruise Industry

Gregory Campbell Excerpts

Wednesday 22nd September 2021 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Southampton, Itchen (Royston Smith) on securing this debate. I always bring a contribution from a Northern Ireland perspective and I can honestly say, with my hand on my heart, that the cruise sector has an impact on my constituency. I want to explain the importance of it, and how we wish to grow it so that we can all benefit.

To me, like many people, the idea of a cruise after the past number of months seems like a dream. Well, that dream could become a reality under the correct circumstances and if safety measures are in place. The boost that will bring to our local economy will be a welcome shot in the arm for my constituency of Strangford. That is why the Northern Ireland perspective is important.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Before my hon. Friend begins to elaborate on Strangford, as he is wont to do on every occasion—obviously, he is right to do so—does he agree that the boost to Northern Ireland tourism per se from cruise tourism has been tremendous? We have the “Game of Thrones” filming locations, the Titanic, Giant’s Causeway and the walled city of Londonderry, all of which benefit from cruise passengers who arrive either at Belfast port or Foyle port to acquaint themselves with the great sights in Northern Ireland.

[Jim Shannon]

My hon. Friend is absolutely right. I will enlarge on that in relation to the constituency of Strangford. He is right to mention the walled city of Londonderry, “Game of Thrones” and other things around Northern Ireland that cruise ships and those who are on them can visit. It has become a growth industry for us—at least, it was before the pandemic. We hope to grow that over the next period of time.

I am pleased, as always, to see the Minister in his place, and I look forward to his response. I also look forward to the shadow Minister’s speech, because he has an interest in this subject matter and in Northern Ireland. I am perhaps coaxing him to come in on that.

To back up the comments of my hon. Friend the Member for East Londonderry (Mr Campbell), between 2016 and 2019 the cruise market in Belfast grew by 136%—a massive increase—bringing in an increasing number of international and first-time visitors to the region. It is becoming a key contributor to the region’s tourism economy. An estimated 275,000 cruise visitors arrived in Belfast harbour in 2019 as part of a Britain and Ireland, or northern European, cruise itinerary, bringing an estimated £15 million into the local economy. We are clearly building on that and see its importance for the economy.

For my constituency of Strangford, those on the cruise to Belfast commonly come down the Ards peninsula. There are two key places that they wish to come to. One is historical: the abbey in Greyabbey, a Cistercian monastery dating back to the early years. The Montgomery family, of the close by Rosemount estate, have a particular interest in it as it used to be part of their estate. It is now run by the Northern Ireland Environment Agency, but the Montgomery family keep an interest. There is also Mount Stewart, which is run by the National Trust, and, I believe, has become the jewel in the crown for visits to the constituency of Strangford.

Significant investment has been made to portside facilities in Belfast in recent years. I visited the Belfast Harbour Commissioners’ area before the pandemic along with my hon. Friend the Member for Belfast East (Gavin Robinson) and others who had an interest in that. We were impressed, by what the Belfast Harbour Commissioners were prepared to do.

In recent years, they have built on those facilities, including opening the first dedicated cruise facility in Belfast harbour in 2019—again, just before the pandemic. More than £800,000 was invested in upgrading the quayside facility at the new cruise terminal. The Belfast Harbour Commissioners recognised the need to do something in Belfast to build on what they had, so they spent their money on this specifically, enabling larger cruise ships to dock in Belfast.

The upgrade includes a visitor information centre, with £152,000 funding from Tourism NI, representing an important development of the city’s cruise tourism infrastructure—we clearly recognise it in Belfast, and further afield—and using the latest digital and audio-visual technology to showcase Belfast and Northern Ireland’s visitor attractions. The investment yielded results, as Belfast was named the best port of call in the UK and Ireland in Cruise Critic’s 2019 Editors’ Picks Awards—quite an achievement, and, again, we want to build on it—with Northern Ireland leading the way.

The importance of cruising to my constituency of Strangford lies in the fact that there is an easy, fast route to see what was described by the UNESCO world cultural heritage tentative list as

“one of the most spectacular and idiosyncratic gardens of Western Europe and universally renowned for the ‘extraordinary scope of its plant collections and the originality of its features, which give it world-class status’”—

that is, Mount Stewart. I am sure my colleagues in this Chamber are saying to themselves “I’m going to visit Strangford as soon as I can. I’ll make my way there.” I will give them the details shortly, Mr Efford, on how they can enjoy what I pass every day when I am at home. I was at Mount Stewart last Friday with the National Trust. It is probably one of the most beautiful gardens around.

I say that of my constituency unashamedly and proudly, and I look forward to inviting the Minister to visit someday. I am sure that he is itching at the chance—he is probably giving a diary date to his PPS as we speak! To further butter up the area, when he comes to Mount Stewart, he can come down to Greyabbey because it has some of the most fantastic antique shops and coffee shops in the Ards peninsula. He can make a really good visit, spend his money, have his coffee, which is second to none, and visit the antique shops, which also have antiquities and provide historical interest. It is somewhere of some importance, and our abbey has the best example of Anglo-Norman architecture in Ulster.

Those stops are currently on the cruise line itinerary, and, indeed, there were 51 visits in one season. It needs to be pushed more, in my opinion, but that is something that my colleague, Councillor Robert Adair, the deputy mayor of Ards and North Down Borough Council, is working on—drawing more attention to our wonderful area.

Tourism is central to the policy, strategy and planning of Ards and North Down Borough Council, because we see it as the key to a bigger boost for the economy, more jobs and opportunities, and money being spent in the constituency. The policy also moves further afield and goes for the entire United Kingdom. I understand the attraction of a warm Mediterranean sun—we all do—but the beauties of Great Britain and Northern Ireland are incomparable, and I believe a UK-wide strategy of welcoming cruise ships will be beneficial to us all.

We look to the Minister’s response, and I am sure it will encompass the benefits of cruise ships across the whole United Kingdom of Great Britain and Northern Ireland. I will warn him of the question I want to ask him: what discussions has he had, or could he have, with the Deputy Minister back in the Northern Ireland Assembly, to advance us where we could do it better?

It is no secret in this House that I am a great believer in the United Kingdom of Great Britain and Northern Ireland, better together. I love my colleagues in the SNP to death, I really do; we have a different point of view on the constitution, but I love going to Scotland for visits as well. I want us to stay together, so the question is how we can do this better together for the benefit of everyone. That is what I would like to see.

I have long questioned the efficiency of Tourism Ireland’s partnership with Tourism NI for the promotion of Northern Ireland ports. I am not convinced that it is doing all it can to make that happen, and perhaps it could do it better. I urge the Minister to consider a UK-wide cruise promotion campaign with Northern Ireland as the central port of interest—no pressure there, Minister.

When people are presented with the option to come to our beautiful shores, enjoy our world-renowned hospitality and cuisine and get a taste of our wonderful, rich history, I believe it will not be turned down by anyone. That is why some of those first-time visitors want to come back. Now is the time to attract those cruise ship visits, build on the ones we have and increase them, and the local economy will be the beneficiary.

Net Zero Targets and Decarbonising Transport

Gregory Campbell Excerpts

Tuesday 4th February 2020 Westminster Hall

[Damian Hinds]

The hon. Lady tees me up with precision and grace. I was just coming on to the role of Government and the wider public sector. The Government car service has bought a lot of electric vehicles. Something of premium significance is what I would call totemic fleets. Seeing police officers driving electric vehicles has quite an effect on people’s perceptions of the performance of those cars.

Most of all, we need debate, conversation and analysis centred not on the machine and the technology, but on people and the different segments of the population whom we need to persuade to take up electric cars. We need to think about who the first target is and, although fleet buyers are an obvious and important segment, beyond that, should the target be drivers who have the highest mileage per year, or drivers who change their car most often? Evidence from consumer surveys suggests that it is much easier to persuade someone to get an electric vehicle as the second car in a two-car household than as the first car—we need to think about that. The requirements of commuting and the school run, for example, are very different.

I have spoken for longer than I anticipated, but I will briefly mention something slightly off-topic that could reduce the overall number of journeys. In the last few years, there has been a big growth in home shopping, with vans driving around delivering parcels, some of which are very small, to people’s homes. I welcome the e-cargobike initiative, which seeks a modal shift to electric bikes for the last mile of deliveries, but I wonder whether we could be more ambitious. Amazon lockers are fine for Amazon, but they are a proprietary facility. Our massive network of post office retail outlets has potential as a hub and spoke system for home shopping purchases to be dropped off and collected, which also bring much-needed business and footfall to post offices. That was slightly off-topic, so I will return to the broader point.

This country has an important and special role to play in decarbonisation. As well as domestic action, we have a role through international development and climate finance. We showed great leadership in Paris for COP 21, and we have in COP 26 another great opportunity to convene and make global progress.

So much can be done locally. Many councils are doing innovative things, including my own in East Hampshire, with walking and cycling initiatives, plans to plant a tree for every resident and local housing development, particularly in the town of Bordon. Like colleagues in the Chamber, I have local groups in my area that show remarkable leadership, starting with children. I am always impressed that schoolchildren are showing thought leadership on climate change. We have great local groups, such as the Alton climate action network and, soon, the Petersfield climate action network.

The greening campaign began in my constituency back in 2008, and was all about helping individual families and households to know what simple and practical things they could do to help tackle climate change. The campaign eventually spread to 100 towns and villages far and wide. Colleagues may disagree, but in terms of civic society action on climate change, East Hampshire is perhaps the most active area in the country. Members of Parliament can play a really important role to make those things happen.

We should recognise success in decarbonisation in the UK, while acknowledging that we need to step up our efforts. We must never underestimate the scale of what we need to do—I doubt that anybody here in Westminster Hall is likely to do so—but we should not suggest that nothing has been achieved, because if we do that, people begin to feel disheartened and we will lose public confidence and engagement.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Will the right hon. Gentleman give way?

[Damian Hinds]

I am sorry, I had better not.

People need to know that there is a big problem, but we are making progress and need to accelerate that progress. They need to know that we can and will do what is necessary. Ultimately, countries like ours need to do more than our fair share because people look to us for leadership. We had our industrial revolution first, so it makes sense to have our decarbonisation revolution first too. Transport must be at the heart of that.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 24th October 2019 Commons Chamber

[Mr Gregory Campbell (East Londonderry) (DUP)]

Given the direct air connectivity between Northern Ireland and Heathrow, and indeed the Greater London airports, will the Minister ensure that he discusses with the Treasury the ongoing issue of air passenger duty, where our airports are at a significant disadvantage to those in the Irish Republic?

[Paul Maynard]

I am always cautious at the Dispatch Box not to trespass on the territory of APD, which is a matter for the Treasury, but I am sure the hon. Gentleman would welcome the renewal of the public service obligation to service the City of Derry airport.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 18th July 2019 Commons Chamber

[Michael Ellis]

I know that my hon. Friend is an avid cyclist and he sets an example of active travel that is beneficial both to the environment and to health. I would be very happy to meet him to discuss the route he has in mind.

[Mr Gregory Campbell (East Londonderry) (DUP)]

Studies now show that, even among older people, the resumption of an active lifestyle, including cycling and walking, helps counter the onset of dementia. Will the Minister do more to highlight that, to try to get older people even more active?

[Michael Ellis]

The hon. Gentleman makes a very good point. There is no doubt that life expectancy increases among older people who are active. In fact, that is the case across all ages. We support that, which is why considerable investment is going into cycling and walking. I very much accept that the more active any person of any age is, the more likely it is that they will be in good health.

Active Travel

Gregory Campbell Excerpts

Tuesday 9th July 2019 Westminster Hall

[Robert Courts]

One of the main points of my speech is that I would like the comprehensive spending review to ensure that active travel is built into our infrastructure plans for the future, for urban areas, towns and, of course, rural areas such as those that many of us represent.

I will deal quickly with some of the benefits of active travel, though I suspect the House will not need a great deal of persuading. Active travel is not only safe, convenient and attractive, but a cost-effective way of delivering the benefits we would all like to see. Cycling and walking are healthy, enjoyable and flexible ways of making a local journey, or a longer journey in combination with a car or a train, and enable us to take cars off the road wherever possible. For wider society, active travel is clean, safe and attractive. It reduces the environmental costs, such as the congestion that I spoke of, reducing air pollution and greenhouse gas emissions.

Investment in active travel is also cost-effective for the taxpayer, which I am sure the Minister is aware of and will celebrate. The Department for Transport estimates that investment in cycling and walking yields on average £5.50 of benefits for every £1 invested. That is a significantly higher benefit-to-cost ratio than many large road and rail schemes, which tend to have benefit-to-cost ratios of between £1.50 to £1 and £2 to £1.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I am a keen walker. Does the hon. Gentleman agree that some of the biggest benefits for those who cycle and walk are the personal health benefits, particularly in today’s climate of childhood and adult obesity? The active travel that he suggests, and which the Government will hopefully promote, will actively target obesity among young people and adults.

[Robert Courts]

I could not agree more. The health benefits are some of the most important. I started my speech by saying that there are many benefits, and health benefits—both physical and mental—are pre-eminent among them. I am sure we all realise that, as people who do jobs that are sometimes slightly stressful and sedentary as well. Speaking as a keen hiker and cyclist, there is nothing quite like getting on a bike or putting on hiking boots at the weekend and shaking off some of the stress. It certainly kills a number of birds with one stone.

I am delighted that the Government recognised the benefits of active travel with the adoption of the cycling and walking investment strategy in 2017, which set out their ambition to make cycling and walking the natural choice for shorter journeys, or as part of longer journeys, by 2040. It sets out aims and targets for 2025, including doubling cycling activity from the 0.8 billion cycle stages made in 2013 to 1.6 billion in 2025. I understand that the Government have commissioned research into how the strategy’s aims for 2025 can be met and that the research, when published later this year, is likely to suggest that significant additional investment in cycling and walking will be needed to meet the targets.

Oral Answers to Questions

Gregory Campbell Excerpts

Thursday 14th February 2019 Commons Chamber

[Mr Speaker]

I do not mind taking a few more questions if people will guarantee that it will be a short sentence each.

[Mr Gregory Campbell (East Londonderry) (DUP)]

The Heathrow logistics hub process is coming to a conclusion, and there are a number of bids from Northern Ireland, including one from my constituency. Without prejudicing the outcome, will the Minister ensure that he co-operates closely to ensure that there are regional variations to benefit thousands of jobs in Northern Ireland?

[Chris Grayling]

I have already told Heathrow airport that, while the detail of the decisions is a matter for them, I would certainly want to see a proper spread across all parts of the United Kingdom.