Automated and Electric Vehicles Bill

Jim Shannon Excerpts

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

[Jesse Norman]

As I am sure the Secretary of State will say on Third Reading, we are all in the debt of my right hon. Friend the Member for West Dorset (Sir Oliver Letwin) for his excellent work in Committee, of which this change is a good example.

New clause 1 addresses concerns raised in Committee by introducing a requirement for the continuing transmission of data from charge points to prescribed persons, who could include the national grid and distribution network operators. Consumers will be still encouraged to keep the smart functionality operational once installed, with regulations taken forward only if the information required for effective energy infrastructure planning is not made available. Full consultation will be carried out before regulations are brought forward.

[Jim Shannon (Strangford) (DUP)]

Some people may be worried about whether the grid can cope with the demand from electric car charging. Are there are enough charging points across the whole United Kingdom of Great Britain and Northern Ireland? Is the infrastructure in place so that we can move forward and get the benefits of this sector? There is a skeleton, but are the bones ready?

[Jesse Norman]

This country is publicly recognised as being at the forefront of a group of nations that is leading the way on electric car infrastructure. Something like 11,500 charge points have already been installed, and the Bill provides plenty of scope to encourage and support further installations.

Two further consequential amendments are required to clause 14, which concerns the Secretary of State’s power to create exceptions in regulations and to determine that regulations should not apply to certain persons or things. The amendments ensure that the new clause is fully operative within the Bill.

This change is illustrative of the rigorous and constructive discussion of the Bill in Committee, the members of which I thank again for their time and dedication, which has resulted in a better product.

--- Later in debate ---

[Jesse Norman]

By tabling new clause 2, the hon. Lady has placed the issue firmly and properly on the public record. The new clause would require owners and operators of “public facilities,” which is a wide term, to provide public charging points. Those public facilities would include:

“supermarkets; public car parks; airports; train stations; and such other public facilities”.

That is a very wide definition, and it does not specifically address the issue of range anxiety. The attraction of targeting large fuel retailers and motorway service stations, as we have done, is that doing so precisely addresses concerns about range anxiety.

[Jim Shannon]

The hon. Member for Bath (Wera Hobhouse) refers to charging at supermarkets and public places. What has been the response from the supermarket chains? Has the system had private buy-in? Do we have figures indicating that the supermarkets want to be part of this system, and will the Government encourage them?

[Jesse Norman]

The key point is that we must allow the market to operate and require installation only in places where we can be certain that it will serve a public purpose. That is the balance that the Bill is designed to strike. Many supermarkets, of course, will regard fitting charging stations and charging points as a competitive advantage, and the same will be true of the other locations set out in new clause 2.

In addition to the measures I have described, enhanced capital allowances have also been introduced as a tax relief for companies that support the development and installation of charging equipment for electric vehicles. The first-year allowance of 100% allows businesses to deduct charge point investments from their pre-tax profits in the year of purchase. As a result of those measures, and because of the opportunities in this new market, the private sector is increasingly taking the lead, with chargers going in at destinations including hotels and supermarkets.

Heathrow Airport: Public Consultation

Jim Shannon Excerpts

Wednesday 24th January 2018 Westminster Hall

[Andy Slaughter]

Very briefly.

[Jim Shannon (Strangford) (DUP)]

That’s not fair.

[Andy Slaughter]

I am so sorry; I will not give way, as there is a further speech to come. I will end on that, and I wait to hear what the Minister has to say.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

Thank you, Sir Henry. I thank the right hon. Member for Twickenham (Sir Vince Cable) for bringing the issue to the House. I put on record that I am a very vocal supporter of the Heathrow extension, as is my party. We supported this to enhance the connectivity of Northern Ireland to the rest of the United Kingdom. It is for this reason that we are also, in our relationship of confidence and supply with the Conservative party, looking at the end of the air passenger duty for Northern Ireland flights, which we hope will go further than that. Certainly it is our intention to look across the rest of the United Kingdom. The hon. Member for Ayr, Carrick and Cumnock (Bill Grant) put his marker down. I am putting my marker down.

Let us be quite clear: we are not in decline mode; we are in build-up mode and we can do better. The key for us is the enhancement of connectivity in routes and flights. The Democratic Unionist party was the first political party in the United Kingdom to back Heathrow. We have always maintained that expansion will support growth in Northern Ireland and strengthen our great Union of the United Kingdom of Great Britain and Northern Ireland. More cargo travels from Belfast through Heathrow than any other UK airport. We need to continue the vital link and the supply chain between Northern Ireland’s businesses and their clients in every corner of the globe. That is a clear issue.

A 2017 report produced by the Freight Transport Association found that air cargo and night services in the United Kingdom is currently worth some £5.5 billion per annum or £20 million per working day. It estimates that the customs value of the typical export item shipped on a night service is two and half times that of standard air freight. The vast majority of the £5.5 billion, let us be clear, is achieved from productivity gains. In the wider economy, we all gain from connectivity—Northern Ireland gains and the rest of the United Kingdom gains —rather than just the operators of the service. These impacts are also spread geographically across the United Kingdom, with express and priority cargo services used by businesses based in all regions of the country. Northern Ireland is an integral part of this business and we rely on this service, the build-up in this service and the ability of the airport to carry that out at the correct times. Things go from Belfast City and Belfast International airport, to Heathrow, to the rest of the world. That is an example of connectivity. We are all gaining.

[Zac Goldsmith]

Will the hon. Gentleman give way?

[Jim Shannon]

I am sorry, but I am constrained by time.

The issue now arising is the question of who will pay for the £14 billion project. It cannot be the airline user in its totality, as this will clearly and undoubtedly take away from the viability of routes by upping the price and putting people off the service. I mentioned earlier about the air cargo. I had a quick conversation with a member of my staff, who was looking for the cheapest trip. That was the trip to Heathrow and it was also at night time, so for a girlies’ weekend away they were able to do that. I suggest to hon. Members here that, if they want to reciprocate and go to Belfast, we are very happy for that to happen.

The price very much indicates what happens when it comes to who pays. Heathrow passenger charges have trebled in the last decade. We cannot afford any increase. I look to the Minister for a very careful response. I support the expansion and register concern about the cost going completely to the end user. That is why I am asking the Government to step in and ensure that, as opposed to a little increase, simply no increase is acceptable.

To conclude, as a Northern Ireland MP who seems to be continually fighting to have parity with the rest of the mainland, I am fighting again for my corner of the wonderful United Kingdom of Great Britain and Northern Ireland to be allowed to benefit from this expansion and not penalised with greater charges, which put businesses off from investing in Northern Ireland due to the connectivity, and which put tourists off from sampling the beauty and wonder that is found on our shores, as many hon. Members know. I ask the Minister gently to make clear that the costs should not and must not be at the expense of connectivity for Northern Ireland. We can all gain. Let us do it together.

[Sir Henry Bellingham (in the Chair)]

I now call Alan Brown from the SNP. It may be of interest to know that I want to call the Labour spokesman after five minutes.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 18th January 2018 Commons Chamber

[Joseph Johnson]

I share my hon. Friend’s concerns and sympathise greatly with the experience of his constituents and other constituents in that area. The Southeastern service is one of the most congested in the country, and it has been vulnerable to the impact of infrastructure failures. We are working closely to ensure closer working between the operator and Network Rail to secure a reduction of such problems in the future.

[Jim Shannon (Strangford) (DUP)]

Compensation arrangements have to work, so will the Minister outline whether he believes that the compensation system can be streamlined and, importantly, be accessible?

[Joseph Johnson]

Passengers are accessing compensation schemes far more easily than ever before. That is reflected in the greater take-up of compensation payments, which is growing at a far faster rate than any delays in services. We continue to work with operators to ensure that this becomes easier for passengers to access and we will be looking carefully at that in the next franchise renewals process.

Gatwick Airport: Growth and Noise Mitigation

Jim Shannon Excerpts

Wednesday 10th January 2018 Westminster Hall

[Tom Tugendhat]

I am grateful to my right hon. Friend for expressing that essential point. The noise management board, which is part of the solution, has begun that work, but of course it cannot solve the problem alone. As he would expect, I will come on to the Department for Transport and its role in restoring trust. I welcome his points.

I remember David Wetz, who lives in Chiddingstone, telling me last summer that he was unable to enjoy his daughter’s birthday celebration properly outside because normal conversation simply was not possible in the garden. That is a disgrace. It is not a matter of nimbyism. It is about people wanting to live a normal life without having a motorway built over their heads.

As representatives in Parliament of communities such as Chiddingstone, we are responsible for representing their interests to the Government—I pay tribute not only to the right hon. and hon. Members present, but to the many others who have joined groups with us. It is clear that we need to enforce a better balance between the interests of the aviation industry and of local people affected by noise. Successive Governments have designed policies that seek to achieve that balance, but we must consider whether Gatwick is complying with them and whether the Department for Transport is enforcing them in its role as noise regulator.

The key policy—it is a welcome policy—on noise is the 2013 aviation policy framework, which clearly stated Government policy on aviation noise as

“to limit and where possible reduce the number of people in the UK significantly affected by aircraft noise”.

[Jim Shannon (Strangford) (DUP)]

I know that the debate is about Gatwick, but the same issue affects other airports. Belfast City airport has a cut-off time of 9.30 pm for aeroplanes to land. Obviously there are cases in which aeroplanes land later, but a system of fines is in place and the money goes into the community. Does the hon. Gentleman agree that what happens at Belfast City—a smaller airport, but one that is surrounded by houses—could well be helpful for his investigations, and indeed for the Minister and his Department?

[Tom Tugendhat]

I am delighted that the hon. Gentleman has come up with some suggestions, and I would be happy to look into them later. In fact, some interesting work has been done on the approaches to Schiphol airport with respect to the effect of laying out the ground on how sound travels. There are interesting ideas out there, and I certainly welcome looking at Belfast’s example.

The policy set out by the Government is clear: they do not endorse any increase in the number of people significantly affected by aircraft noise. That approach is a welcome change, but Civil Aviation Authority data demonstrate that it is not being followed. Since the policy was introduced and the flightpaths were altered radically in 2013, Gatwick has increased its flight numbers by 12% and its passenger numbers by 22%, but the number of people significantly affected has not reduced. In fact, it has risen every year.

The Minister will know about the 57-decibel average noise contour—after all, it is the Government’s preferred noise impact measure. Using that calculation, the number of people affected by aircraft noise has increased by 27% since 2013. Looking at it geographically, the affected area has increased by 8% across Kent, Surrey and Sussex over the same period. Using the Government’s preferred data method, we can show that noise is continuing to get worse in the communities affected, despite the policy. My question for the Minister is clear: why have the Government failed to implement the aviation policy framework in full? Their own figures clearly show that the number of people being significantly affected by aircraft noise has increased.

The aviation policy framework rightly looks at sharing the benefits of growth between the aviation industry and local communities. Indeed, to quote it directly:

“The industry must continue to reduce and mitigate noise as airport capacity grows”.

I hope everyone includes in their definition of “the industry” airlines, airports, National Air Traffic Services, the Civil Aviation Authority and all those industry representatives who sit on Gatwick airport’s noise management board. Have the benefits of growth been shared? Certainly, many people are benefiting from the airport—Gatwick and the air industry have grown—but both collectively and within their individual areas of responsibility, they have not done enough to reduce noise.

I am afraid that it remains unclear what the industry has done so far, particularly away from the confines of the noise management board. At the Gatwick airspace seminar and noise management board public meeting only last month, we heard that the airport requires airlines to contribute to the reduction of noise. We also heard very clearly from the chair of the noise management board, Bo Redeborn, that this issue would not be considered because it is outside the terms of reference of the board. However, in a letter to me and six other colleagues on 6 December, the day before the airspace seminar, the Secretary of State for Transport mentioned that Gatwick’s noise management board was the place to discuss these matters. We obviously need a little clarity. Which one is it? Should the noise management board be looking at these matters at the expense of the industry doing anything to reduce and mitigate noise as airport capacity grows? If so, that is in contrast to the policy. However, it is clear from Bo Redeborn’s comments last month that the noise management board is not the place to discuss these matters, contrary to the Secretary of State for Transport’s letter.

I am disappointed that repeatedly the Department for Transport seems unwilling to take a view on whether its aviation policy framework is being properly implemented or not. My view, however, is clear: I agree with Bo. It cannot be left solely to the noise management board, although it definitely has a role. The line from the policy is clear and it is the whole industry that needs to do more, individually and collectively, to reduce and mitigate noise. Passing the issue to the noise management board for its consideration is being used as a reason not to enforce policy, which is a great shame. My second question to the Minister is this: what steps will he or his Department take to ensure that the industry will reduce and mitigate noise on its own, outside of the agreed work programme of the noise management board?

Finally, I will again quote from the aviation policy framework—everybody’s favourite bedtime reading. The framework says it is clear that the Government want

“to incentivise noise reduction and mitigation”.

Sadly, in the considerable correspondence that I have had with the Department for Transport over the past few years, I cannot find many examples to highlight what incentives have been offered for noise reduction and mitigation. It seems that Gatwick airport’s compliance with the aviation policy framework is largely optional. As Gatwick, along with Heathrow and Stansted, is a noise-designated airport, the Secretary of State has direct responsibility for regulating noise at the airport. It is for the Department for Transport to ensure compliance—that cannot be delegated down to the airport’s noise management board.

UK Flight Ban: Sharm El Sheikh

Jim Shannon Excerpts

Wednesday 13th December 2017 Commons Chamber

[Mr Lord]

I agree with my hon. Friend. When the all-party parliamentary group on Egypt, of which the right hon. Member for East Ham and I are co-chairmen, visited the country recently, it was instructive to note that virtually everyone we met was aware of the continuing UK ban. Parliamentarians, Ministers and business people obviously knew that the UK was now encouraging tourism back to Tunisia, and they took it as a bit of an affront that we were not helping Egypt in a similar way. Given that the UK’s 25-point plan has been fully implemented, they find it very disappointing that Sharm El Sheikh airport remains closed to UK flights. The UK is now unique in being the only European country to operate such a ban: every other country in the EU allows flights to Sharm El Sheikh. The ban has had a significant economic impact on the resort’s tourist economy, which is highly reliant on the UK tourism trade. Hotels are operating at only 35% of capacity.

I understand that security experts in the UK and Egypt now agree that Sharm El Sheikh has one of the world’s most secure airports. In 2016, after three trips to the town, Sir Gerald Howarth, then an MP and chairman of the APPG, told UK travel companies that representatives of the Department for Transport had told him that they felt that the conditions to enable flights to resume had been met. To meet those conditions, Egypt has spent more than £20 million on improving security at the airport, replaced outdated equipment, trained 7,000 staff using the UK aviation security firm Restrata, run rigorous background checks on current staff, laid off more than 40% of the original staff and introduced a new biometric ID system for all airport employees. The Egyptian authorities have also invested £26 million in security at tourist hotspots and hotels across the nation.

[Jim Shannon (Strangford) (DUP)]

My parliamentary aide had the holiday of a lifetime in Sharm El Sheikh; after all, it was her honeymoon. I join the hon. Gentleman in highlighting the great bonus of the flights to home-grown tourist operators. If it is safe to do so, we should request their restart. We should encourage the Egyptian Government to continue their great protections for the human rights of Christians and those of other faiths, and ensure that the economy of Sharm El Sheikh can be reinvigorated and rejuvenated as a result of tourism from Northern Ireland and the United Kingdom as a whole.

[Mr Lord]

I agree with every single point that the hon. Gentleman has made.

Strategically, Sharm El Sheikh is one of the easiest tourist destinations to make secure, as it is only accessible either by air or by a single road, via a tunnel. These two entry points ensure that the area is easy to secure.

Before the flight ban, roughly 1 million British tourists visited Egypt each year, benefiting the economy by a minimum of £500 per tourist. At a conservative estimate, tourism was worth £500 million. Now only 350,000 British tourists are visiting annually, which represents a vast loss to the Egyptian economy. The number of British tourists flying to Sharm El Sheikh itself dropped from 900,000 in 2014 to just 231,000 in 2016.

The impact on the local economy is acute, with 70% of the dive centres in the Red sea area closing down by early 2016 and a further 20% no longer operating to full capacity. Things are now getting a little better owing to the reinstatement of flights by all other countries, but the impact on the local and national economy is still very significant. Tourism accounts for about 6% of Egypt’s GDP and employs 12% of the population.

The ban has also had an impact on the British economy, with UK airlines losing significant revenue, which they have sought to regain primarily by shifting flight capacity to the western Mediterranean. The recent collapse of Monarch airlines has very largely been attributed to the UK ban on flights to Sharm El Sheikh, and other airlines such as Thomson and Thomas Cook have also reported losses due to that ban.

The ban may also impact the UK economy in the long term. In PwC’s latest authoritative report on the global economic order, Egypt is moving up the rankings, thanks to the wider economic reforms of President Sisi and his Government, and Egypt is a valuable trading partner for the UK, as our trade envoy there will attest.

UK companies currently invest more in Egypt than the rest of the world put together, but on that recent trip to Egypt by the APPG, every single Egyptian businessman and politician was palpably upset, and indeed rather mystified, by the continuing UK flight ban and said it was a very real impediment to the good relations that ought to exist between our two great countries.

In summary, I would like to tell the House of early-day motion 468, recently tabled by myself and my co-chairman, the right hon. Member for East Ham, because it summarises this whole issue well, and I look forward to the Minister’s reply to its points:

“That this House welcomes the successful implementation of the UK-Egyptian joint action plan and substantial investment in upgrading security at Sharm El Sheikh airport using UK expertise in transport and security services; understands that Sharm El Sheikh airport is now considered by Department for Transport officials as one of the safest airports in the world; further notes that the UK Foreign Office safety categorisation for Sharm El Sheikh is green meaning that it is assessed as safe; acknowledges the reinstatement of flights to Sharm El Sheikh from other European countries including Germany, Italy and Belgium and the resumption of holiday flights from the UK to Tunisia; and calls on the Government to review the situation urgently, taking account of updated security advice and to consider lifting immediately the ban on flights from the UK to Sharm El Sheikh.”

The early-day motion has had good support from across this House. I urge the Government to consider it carefully, and to come back to the House with a positive response.

Automated and Electric Vehicles Bill

Jim Shannon Excerpts

2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017 Commons Chamber

[Iain Stewart (Milton Keynes South) (Con)]

It is a great pleasure to be called to speak in this important Bill debate. May I, for completeness, first declare an interest, in that I chair the all-party parliamentary group on the future of transport, which has its secretariat funded by the Transport Systems Catapult? I also chair the all-party parliamentary group on smart cities, which has a range of public and private bodies funding its secretariat.

I had the great pleasure of serving on the Committee that considered the Vehicle Technology and Aviation Bill in the last Parliament. The hon. Member for Kilmarnock and Loudoun (Alan Brown) said that today’s Bill was a case of déjà vu. Perhaps the correct phrase is that it is a system upgrade to the previous Bill. This is a better Bill, because, as has been mentioned, a number of the genuine concerns that were expressed previously by Members on both sides of the House have been reflected in this Bill’s clauses. I should add that that Committee was a perfect example of how Bill Committees should work. We had a very cordial and courteous exchange of views; genuine concerns were raised, and they have, as I said, been taken on board.

I remain very supportive of the objectives in both parts of the Bill. As has been said, it is important that we in this country are ahead of the game. It is forecast that the intelligent mobility market will be worth £900 billion globally by 2025, and we have to make sure that our industry and our system of regulation are as up to date as possible to make sure we get a good share of that market.

I think the Government have taken the right approach. It is not possible for us today to predict the precise technology that will be innovated. I take a different approach from that just outlined by the hon. Member for Eltham (Clive Efford). I do not think we can prescribe too much at this stage. The legislation has to be enabling and then further qualified by secondary legislation at the appropriate time.

The potential advantages of autonomous and electric vehicles are huge. I will not detain the House by repeating the ones that have already been mentioned, but these vehicles will make transport more accessible to people with disabilities and people who are elderly or who do not have the means to afford a private car. That is a very important social objective.

[Jim Shannon (Strangford) (DUP)]

Surely three things must be tackled by the manufacturing sector: the performance of electric cars, their price and the commercial relationship with the Government that will allow us to provide the charging points. If we do not have those three things in place, we do not have electric cars or a way forward.

[Iain Stewart]

I agree with the hon. Gentleman. As I will expand on in my speech, the Bill provides a way for those things to happen. If he will bear with me, I will touch on those points later.

The other advantages, of course, are to do with the environment and making better and more efficient use of the limited resources we have. It is no mistake that the United Nations has as one of its top priorities dealing with the increasing urbanisation of the world, and the human race is going to have to find better ways of moving people and goods around to make that development sustainable.

In that regard, I should mention that my constituency is at the forefront of a lot of the innovation involved in this technology. We were today recognised in the UK Smart Cities Index 2017 as one of the top cities in the country.

Before I move on to the detail of the Bill, I should say that we had mention earlier of the importance of matching skills to this new technology. I very much welcome the Minister’s willingness to have a constructive dialogue in Committee, and more broadly with other Departments, to look at this issue. As a starting point, the Transport Systems Catapult recently published its “Intelligent Mobility Skills Strategy”, which identified that, by 2025, we will have a 750,000-job gap in skills, and there is an urgent need to address that point.

In my Second Reading speech and in Committee on the previous Bill, I raised several concerns, which were addressed to my satisfaction by the Minister. In my comments today, I just wish to get reaffirmation on those points and to raise a few additional concerns.

Clause 1 provides for the Minister to provide a list of vehicles deemed to have autonomous capability. I just ask a simple question: when this list is compiled and then updated, will it include the freight sector and the public transport sector, or are we simply looking at what are deemed motor cars today? It would be helpful to have that clarification.

As regards clause 2, we had extensive debates on the previous Bill about what would, to use an umbrella term, be classified as driver-assistance technology—lane guidance, cruise control and reverse parking guidance—and what constitutes a wholly autonomous vehicle. The Minister was very clear in Committee that driver-assisted technology is not the point of this Bill. When we have these gadgets in cars—there will be ever more as we go forward—they are there to assist the driver. They do not replace the driver, so the driver remains absolutely in control.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 19th October 2017 Commons Chamber

[Chris Grayling]

I have a big team that is experienced in dealing with such things, because, across the world, we have bilateral arrangements with countries in all continents. I have experienced teams that are working on that right now. We are pursuing the necessary successor arrangements that we will need for flights to countries around the world, and there is nothing but good will and constructive discussion between us and those countries in ensuring that there is no interruption in flying.

[Jim Shannon (Strangford) (DUP)]

Not only is the aviation timetable agreement important, but so is the securing of routes. Will the Minister tell us what has been done to secure routes for Belfast City and Belfast International airports to make sure that Dublin does not receive, to our detriment, the routes that we should be getting instead?

[Chris Grayling]

Of course, the choice of routes is ultimately down to the airlines themselves, but the hon. Gentleman will know that we provide significant support for important links from Northern Ireland, and we will continue to do so. The biggest difference for Northern Ireland will come with the expansion of Heathrow airport towards which we are working at the moment, and a guarantee of slots to provide excellent connectivity for Northern Ireland, Scotland, England and Wales into countries around the world.

HGV Driver Regulation

Jim Shannon Excerpts

Wednesday 11th October 2017 Westminster Hall

[Gordon Henderson]

I am more than happy to agree with my hon. Friend. It is a national issue, but she is right that we have a particular problem down in Kent, because we are the gateway to the country, so suffer far worse than anyone else. With regard to the facilities, I will come on to that, so I hope she will bear with me.

As I was saying, there are no washing facilities for drivers to use, and sites are often left littered, creating an expensive clean-up operation for the local authority. Even where parking restrictions apply, taking action is not always simple. When fines are imposed, they are often ignored by foreign drivers who simply do not pay them. In addition, where suitable parking facilities do exist—they are few and far between—the police simply do not have the resources to escort the lorries to those designated areas.

That brings me on nicely to my third concern, which is the lack of suitable off-street lorry parking and of the suitable facilities for drivers that my hon. Friend mentioned.

[Jim Shannon]

(Strangford) (DUP): I congratulate the hon. Gentleman on securing the debate. Many issues are of concern, and he has outlined them well. Others include not only the noise, the smell of exhaust fumes and how those fumes affect local housing, but the lorry drivers being on their own. I have a very good friend with a haulage business. He told me about a person who jumped out of his lorry, where he had been sleeping, but had forgotten to put the handbrake on, and he was crushed. There was no one else about. The safety of the lorry drivers has to be an issue, so any regulation in the system would be for the benefit of the drivers as well.

[Gordon Henderson]

I agree wholeheartedly with the hon. Gentleman. Part of what I am saying is for the benefit not only of hauliers but of drivers, who deserve and should be given decent working conditions, including decent accommodation when they have their 45-hour rest.

On off-street parking, in November 2015, the then Chancellor announced a £250 million fund to provide a large lorry park alongside the M20 in Kent. Two years on, we have yet to see a single piece of tarmac laid. I would be grateful if the Minister told me what discussions he has had with Kent County Council and what progress is being made to deliver that project.

One lorry park, however, no matter how large, is not the answer. That is why I very much hope that consideration is given to providing more localised solutions, such as the proposed lorry park near the Sheppey crossing in my constituency—a scheme I fully support. Such a lorry park, just off the A249—which, incidentally, is one of the busiest trunk roads in the south-east of England—would provide proper parking for the increasing number of HGVs that service the businesses in the area, which include two major regional retail distribution centres, a number of recycling plants, the largest paper mill in the UK, the thriving deep-water port at Sheerness and Eurolink, which is one of the largest industrial sites in southern England.

In summary, we should take a lead from our European neighbours and clamp down on the inappropriate parking of HGVs by properly enforcing the law on sleeping in cabs.

Drones: Risk to Aviation

Jim Shannon Excerpts

Tuesday 18th July 2017 Westminster Hall

[Jeremy Lefroy (Stafford) (Con)]

I beg to move,

That this House has considered the risk to UK aviation from drones.

It is a pleasure to serve under your chairmanship, Sir Roger. On Sunday 2 July, the runway at Gatwick Airport was closed twice—once for nine minutes and once for five minutes—as a result of the incursion of a drone. Five flights were diverted to other airports and several others were put into holding patterns, at great cost and inconvenience to airlines, the airport and, most importantly, passengers. In 2014, Airprox Board investigations into aircraft near misses with drones found that there were three, of which one was of the most serious category A. In 2015, the figure had risen to 27, with 13 category A incidents. In 2016, it had risen to 71, with 26 category A incidents—a huge increase in the most serious type of incidents. I secured this debate to find out from the Government what action they are taking and considering to counter that increasing threat to the lives of aircraft crew, passengers and those living under flight paths.

I am not anti-drone, and nor is the British Airline Pilots Association. I thank BALPA, along with the Civil Aviation Authority, Heathrow Airport, National Air Traffic Services and the House Library, for providing information on this subject. When properly and safely controlled, drones are of great value in, for example, precision agriculture, inspection of power cables, aerial photography, mapping and police work. Just this morning, I spoke with a constituent who runs Cloudbase Images Ltd. He was recently asked to carry out some work in the proximity of an airport. He contacted air traffic control there and they discussed a safe way of carrying out that work, which meant modifying the client’s requests. That is an example of how drones should and can be operated safely and professionally.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for bringing this issue to Westminster Hall for consideration. He mentioned the British Airline Pilots Association, which has warned that the use of drones could cause what it refers to as a catastrophic crash. Does the hon. Gentleman agree that now is the time to step in and, perhaps, draw up the protocols used by the firm that he referred to and make them part of aviation law? There is not much sense in closing the door after the horse has bolted. Now is the time to get the protocols in order.

[Jeremy Lefroy]

I am most grateful to the hon. Gentleman for raising that point, and I will come on to it. He is absolutely right. One of the reasons for having this debate is to find out what the Government are doing and urge them to take action quickly where it is necessary.

My constituent was concerned because the airport said that very few people contacted them, even though it is adjacent to a big city where a lot of professional drone work is carried out. He was worried that others were not taking steps to contact air traffic control or to make the appropriate safety arrangements.

There has been enormous growth in the ownership of drones. Some 530,000 were bought in 2014 alone. Of course, the vast majority are for leisure use. When used responsibly, they are a great asset. They encourage interest in aviation and aerodynamics and lead to innovation. But there is also irresponsible or downright dangerous use, which poses a risk to aircraft and passengers. The key is regulation and enforcement that protects aviation without seriously damaging what is becoming an important sector of the economy.

Drones are currently subject to the Civil Aviation Act 1982 and the Air Navigation Order 2016, which stipulate—for all drones—that they must not “endanger persons or property” and that whoever is controlling the drone

“must maintain direct, unaided visual contact”

at all times. Drones weighing more than 7 kg must not be flown at a height of more than 400 feet, or 500 metres horizontally, nor in

“Class A, C, D or E airspace”

or

“within an aerodrome traffic zone during the notified hours of watch of the air traffic control unit”.

To operate a drone outside those limits, or to carry out aerial work—even non-commercial work—requires an operating permit from the Civil Aviation Authority. That permission is given on a case-by-case basis by the CAA. By September 2016, 2,500 permits had been issued, which strikes me as a small number compared with the number of people who I believe are carrying out work with drones at the moment, whether commercial or non-commercial. There are further requirements for someone who wishes to operate regular flights with a drone. The CAA will also wish to be assured of the competence of the person piloting the drone.

I wonder how many people who purchase drones for recreational or commercial use are fully aware of the requirements. I spoke with someone recently—someone who I and presumably they themselves would regard as responsible—who had lost control of a drone. It had flown more than 10 miles at a height of 100 metres before running out of power.

So my first question to the Minister is what work is being done to ensure that all purchasers of drones, whether for leisure or commercial use, are aware of existing regulations. Although I believe that further, tighter regulation is essential—I will come on to that—the Department and CAA can do much right now.

Looking ahead to what needs to be done, the first task is to establish how much damage the collision of a drone with an aircraft would cause. The Government, together with the CAA, BALPA and the Military Aviation Authority, have carried out research on that and the report is complete; I understand that it will be published soon. When will that be and what action does the Minister intend to take on publication?

From speaking to those involved in this area, I understand that the risks arising from a drone impact are likely to be serious, even with very small drones, and that there is a particular risk to helicopters, military or civilian, such as those used by the police, search and rescue or air ambulance services. The possibility of a drone strike is now listed by the Joint Helicopter Command of our armed forces as one of the five greatest risks to life in its sphere of operations.

BALPA believes that a drone of only a few tens of grams could cause serious damage in a collision at speed. The most popular drone weighs 1.5 kg— 1,500 grams. We will need careful and comprehensive regulation covering all but the smallest and least powerful of drones.

--- Later in debate ---

[The Minister of State, Department for Transport (Mr John Hayes)]

It is a pleasure to respond to this brief debate. I thank my hon. Friend the Member for Stafford (Jeremy Lefroy) for bringing these matters to the House’s attention. He is right that they are salient. His concernment about drones is a result not of any amaritude, but of a fear of risk and an understanding that drones may not only pose problems but may have beneficial uses. I shall speak about both those things in a moment.

Before I start to do so, I want to deal with the intervention of the hon. Member for Birmingham, Northfield (Richard Burden). He is right that it is time that we did more. We looked at these matters closely and consulted—I shall speak about that in more detail in a moment. The Opposition have publicly made it clear a couple of times recently that they are happy to work with us in looking at what more can be done. I have spoken to them privately—I am happy to make that known—and I can confirm that that is very much our spirit too. As a Parliament, we want to act properly and reasonably swiftly to take action before any of the fears that I ascribed to my hon. Friend become realities. There is a seriousness about this and an intent to act. That is what I want to make clear to the Chamber, and the intervention of the hon. Member for Birmingham, Northfield gives me the opportunity to do so.

Let me deal rather more widely with the issue of drones. Of course, we are aware of the risks to safety, security and privacy. A misuse of this technology is wholly unacceptable, as my hon. Friend said. However, it is important to recognise that this is an emerging technology with potential benefits. There is a growing market as the technology offers the UK opportunities, and not just economic ones. The positive use of drones was well illustrated when, as many here know, the firefighters at Grenfell Tower used them after the incident to inspect the top floors, which had been deemed too unsafe to be inspected by any other means. The west midlands fire service has been using drones since 2007 for assessing sites and for wide-area searches. Drones can be used beneficially and safely, and they can increase effectiveness and efficiency.

Some airlines are using drones to conduct safety inspections of their planes in much less time, making the operations more efficient and leading to fewer delays on the tarmac for customers. Using pioneering technology that improves services and delivers economic benefits is a key element of the Government’s industrial strategy. Drones have the potential in many ways to transform the way in which businesses operate and interact with their consumers. They have a range of applications. We are working with industry to explore those uses, but my hon. Friend is right to say that that has to be done within a framework that guarantees safety and security.

[Jim Shannon]

The hon. Member for Stafford (Jeremy Lefroy) and I referred to the British Airline Pilots Association, which has asked for a protocol to be put in place. Has the Minister had the opportunity to speak to it and hear its ideas about how a protocol would work?

[Mr Hayes]

I hope to deal with that later, but if I do not, I am more than happy to get back to the hon. Gentleman. As this is a short debate, we will not necessarily have time to explore all aspects of the subject, and there some important matters I want to make absolutely clear.

The misuse of drones poses a significant challenge. We already have regulations that prohibit some of those misuses. Alongside those offences, we can prosecute operators for the negligent or malicious use of drones. My hon. Friend the Member for Stafford will be aware that it is an offence under the Air Navigation Order 2016 to endanger an aircraft. Those convicted can face a prison sentence of up to five years. The order applies to all aircraft, including drones, and stipulates that

“a person must not recklessly or negligently cause or permit an aircraft to endanger any person or property”.

Under article 94 of the order, the person in charge of a drone weighing under 20 kg must maintain direct, unaided visual contact with the aircraft to avoid collisions, and small drones should not be flown above 400 feet.

My hon. Friend asked whether we can do more. It is important to broadcast those measures as widely as possible. We have worked with the CAA to do that—I shall speak about that—but I accept that there is always more to do. I will look again at whether we need to go still further with those discussions and with the work that results from them and this debate. As you know, Sir Roger, I take the view that Westminster Hall debates must have a purpose beyond the Minister simply repeating what he has said already or affirming Government policy; they must help us move that policy on. I will happily look again at whether we can do still more.

In addition, the Secretary of State is able to make restriction-of-flying regulations as necessary. Flying restrictions already prohibit drones from being flown over high-risk areas, which are sensitive sites such as airports and so on. When incidents occur, drone users are for the most part clearly unaware of the rules, or recklessly breaking them. The point about awareness was made by my hon. Friend the Member for Stafford. We need to make people absolutely aware that if they behave in a way that is prohibited, they will be pursued, and that if they act recklessly, action must be taken. It is as simple as that.

We have taken action. We worked with the Civil Aviation Authority and the industry to launch safety advice via a new drone code and a consumer drone website. A Drone Assist app has also been created by NATS to educate users about local flying restrictions. However, as I have said, one can always do more, so I will take a look at that.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 13th July 2017 Commons Chamber

[Jesse Norman]

I thank my hon. Friend for her question and share her delight in these informal paths, of which we have an enormous number in Herefordshire, as she might imagine. Local authorities are best placed, in the first instance, to use their knowledge and understanding of local networks, as are tourism agencies and local map providers. From my point of view, there have not yet been any discussions with the electronic mapping services, but I very much take my hon. Friend’s point and I have already made plans to meet some of them in order to take forward this agenda.

[Jim Shannon (Strangford) (DUP)]

The Minister will know that many cyclists are killed and injured on the roads every year. Just on the edge of my constituency, one person was killed and two were injured this week. We need to look at improving cycling, and we must have discussions with the Health Department. What discussions has the Minister had with the Health Department to ensure that people get more exercise but are also kept safe on the roads?

[Jesse Norman]

I absolutely recognise the problem that the hon. Gentleman raises. I have not yet personally had any discussions of that kind, but the Government are making significant investments in improving safety for cyclists. That includes training and improved cycling facilities such as cycle lanes. That will continue to be part of our programme over the next few years.