Airport Capacity

Jim Shannon Excerpts

Tuesday 25th October 2016 Commons Chamber

[Chris Grayling]

First, let me say to my hon. Friend, and to my hon. Friend the Member for Twickenham (Dr Mathias) and others, that I know this is a difficult decision for a number of colleagues to accept. I respect their views and have every sympathy for the pressure that we are putting them under by doing this. My hon. Friend the Member for Kingston and Surbiton (James Berry) is my constituency next-door neighbour and I have worked hard for him in his constituency. I was delighted when he won. All the same, he will understand that the Government have to do what is in the interests of the whole United Kingdom, and these decisions are sometimes difficult for colleagues. The matter will have to be approved by the House, which will have the final say on the national policy statement. If that national policy statement does not secure the approval of the House, this cannot happen.

[Jim Shannon (Strangford) (DUP)]

I welcome the Secretary of State’s statement. The Democratic Unionist party was the first political party in the United Kingdom to back Heathrow, and we have always been clear that its expansion would support growth in Northern Ireland and strengthen our Union. More cargo travels from Belfast through Heathrow than from any other UK airport. Will he commit to continuing that vital link in the supply chain between Northern Ireland’s businesses and their clients in every corner of the globe?

[Chris Grayling]

That is an important part of what this announcement is about, although it is not always at the top of the agenda. Heathrow is the United Kingdom’s biggest freight hub and an important point of connectivity that enables businesses around the UK to ship their products around the world. This is absolutely an important part of the way forward.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 15th September 2016 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

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

[Andrew Jones]

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

Electric and Hybrid Electric Cars

Jim Shannon Excerpts

Wednesday 6th July 2016 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in this debate and I congratulate the hon. Member for Tiverton and Honiton (Neil Parish) on securing it. He does excellent work in the other Committees that he chairs and it is good to know that he is also knowledgeable about electric cars.

In the very short time that I have, I will make a few comments. The global race to get ahead in the hybrid car game is really heating up. An example of that, as the hon. Gentleman said, is the hydrogen car that we had here just the week before last. I believe that there is an incentive from competition when it comes to performance of such cars and their price.

Let me take a few examples from the continent to show what other countries are doing in the race to consolidate the electric and hybrid cars industry. Some of them are from the EU; I have to say that I am glad that we are out of the EU, but I know that we cannot ignore the very important things that are happening within the EU. The German Government are giving a €1 billion subsidy to boost electric cars. There is a €4,000 incentive for each electric car, with a €3,000 incentive for a plug-in hybrid car. At present, there are 50,000 electric cars in Germany, but they hope to increase that figure. German automotive companies such as Volkswagen, Daimler and BMW have signed up to a programme that is open to all German brands and foreign brands.

The Netherlands is another country that has done a lot, although I have to say, in all honesty, that some have perhaps been a bit extreme. They were trying to vote through a motion calling on the country to ban sales of new petrol and diesel cars, starting in 2025. That has not succeeded—at long last there is some sense when it comes to passing legislation—but the fact that they were considering that is an indication of how far they are prepared to take these matters.

Record numbers of electric vehicles continue to be sold in the UK year on year. In the last five years, more than 60,000 plug-in models have been registered. I say this to the Minister: credit where credit is due. The Government’s “Go Ultra Low” scheme estimates that by 2027 electric-powered cars could dominate the market. I am not entirely convinced by that, but that is what the stats seem to indicate, with some 1.3 million sold every year. If that is the case and if that is what the Government are aiming at, it would be good news.

[Rebecca Pow]

Will the hon. Gentleman give way?

[Jim Shannon]

I am sorry, but it would be unfair on the hon. Member for Wells (James Heappey), who is following me.

The Government-backed plug-in car grant scheme has been instrumental in giving buyers an incentive to switch to electric power. I am conscious of the time, Mr Turner, so I will make this my last point. I have said this before in questions to this Minister and others with responsibility for the issue—I think another hon. Member also referred to this in an intervention—but what I want to know is: what comes first? Is it the plug-ins and the charging points or is it the new cars? They both have to go together. What comes first, the chicken or the egg? They have to go together, so let us look at that.

We cannot do it in Newtownards or in Northern Ireland, even though the Government have given a large amount of money to Northern Ireland through the Assembly to incentivise the process. I welcome that, but if we really want to do things in a constructive way, we need to have the charging points in the streets, to incentivise us as vehicle drivers to want to have an electric car, because we know it will get us from here to Coleraine and back or from here to Belfast. If we can do that as cheaply as the hon. Member for Taunton Deane (Rebecca Pow) suggested, I believe that is something we should do.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 30th June 2016 Commons Chamber

[Mr Goodwill]

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

[Jim Shannon (Strangford) (DUP)]

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

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

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

[Mr Goodwill]

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

Air Passengers With Dementia

Jim Shannon Excerpts

Tuesday 14th June 2016 Commons Chamber

[Oliver Colvile (Plymouth, Sutton and Devonport) (Con)]

Thank you, Mr Deputy Speaker, for giving me the opportunity to discuss the important provisions for air passengers with dementia. The last time I was fortunate enough to have an Adjournment debate in this House was last November, when I launched my campaign to save the humble hedgehog. Members may be interested to know that 37,000 people have now signed that petition and we have until August to get the figure up to 100,000. I am hopeful, and I would be grateful if anyone who thinks that a debate on that issue would be useful would sign the petition. I hope that this evening we will be able to make the same amount of excellent progress on dealing with dementia as we have on saving Mrs. Tiggy-Winkle.

Let me give hon. Members the background on dementia. The word “dementia” is scary to many people, conjuring up all sorts of frightening thoughts and visions. Everyone knows someone who has been affected by dementia. Indeed, the hon. Member for Bolsover (Mr Skinner) recently said that one of his greatest fears was to end up suffering from it. The Alzheimer’s Society states that the term “dementia”

“describes a set of symptoms that may include memory loss and difficulties with thinking, problem-solving or language”.

A person with dementia will have severe cognitive symptoms, including: day-to-day memory loss; difficulties concentrating, planning or organising; difficulties conversing; problems judging distances; losing track of their orientation; and changes in their mood. It is a progressive illness, and gradually those symptoms will become more severe. It was predicted in 2015 that about 850,000 people in the UK were suffering from dementia. One in 14 people over the age of 65 suffers from the illness, but it is not just over-65s who suffer from it; people can also get it when they are in their 40s.

While scientists around the world, and especially in the UK, investigate how to combat this condition, excellent work has been taking place to help those with the illness to live lives that are as unrestricted as possible. That is where this evening’s Adjournment debate topic comes in. Inspirational work has been taking place to help people with dementia who travel by air. I wish to pay a special tribute to Ian Sherriff from Plymouth University for all his hard work, and not only on this angle of the dementia debate—I am also thinking of his wider work on helping those suffering with this illness. Ian is the chairman of the air transport group, which was set up by the Prime Minister with a remit to gain a better understanding about people who have dementia and travel by air. As one can imagine, this situation can be quite difficult. If one has an elderly parent or an elderly relative who needs to take an aircraft somewhere, they need to be looked after, and we need to make sure that that happens. The air transport group comprises experts, representatives from airlines, cabin crew members, airports, the Alzheimer's Society, Plymouth, Exeter and Bournemouth Universities and security experts. It is a truly diverse, cross-section of people who have first-hand experience of dealing with those who suffer from dementia. The group will send an interim report to the Prime Minister’s dementia-friendly communities challenge group before the end of this year. I know that the Minister of State, Department for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill) is well aware of the excellent work that the air transport group has been doing, having met its members and myself in his Department towards the end of last year, and indeed on several other occasions. We are all incredibly grateful for the time that he has put into this and the interest he has taken.

Airports play an important role in helping people with dementia when they travel. Gatwick airport has been revolutionary in the way that it helps passengers with this condition. People who suffer from hidden disabilities, such as dementia, mental health conditions or autism, should be able to live a full life without fear of losing their dignity. That is why I am so pleased with Gatwick airport and the work that it has undertaken to help those living with hidden disabilities. I urge other airports around the country—and indeed internationally—to take a keen interest in this and to deliver some kind of action as well.

[Jim Shannon (Strangford) (DUP)]

I had to rush to get to this debate, so I thank the hon. Gentleman for giving way. My brother was very seriously injured in a motorbike accident and has brain injuries. Last week, my mother went with him to ensure that he got special attention on the plane and at the airport. By the way, there is a legal obligation on airports to look after anyone who is mentally or physically disabled. There are many people out there who do not know that. In bringing this very important debate to the Chamber for consideration, the hon. Gentleman has raised awareness of this whole issue. When the Minister responds, perhaps he will confirm that there is a legal obligation on airports. Legally, the airports have to help these people get their luggage checked in, and we need to ensure that they do that.

[Oliver Colvile]

The hon. Gentleman makes a very strong case. As he knows, I sit on the Northern Ireland Affairs Committee, and this is a discussion that we should have at some stage.

I am told that 80% of workers at Gatwick airport are dementia-friendly. Indeed, I am very keen to become a dementia friend myself, but I have a bit of work to do before that will happen. Ian Sherriff has said that he will help me with that.

Gatwick airport has come up with an option for people travelling with hidden disabilities to have a discreet sign, which demonstrates that they may need additional support as they travel through the airport.

--- Later in debate ---

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

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

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

[Jim Shannon]

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

[Mr Goodwill]

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

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

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

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

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

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

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

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

[Jim Shannon]

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

[Mr Goodwill]

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

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

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

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

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

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

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

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

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

Transport and Local Infrastructure

Jim Shannon Excerpts

Thursday 19th May 2016 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in the debate and to follow the many speeches that have been made so far.

Today we have heard about drones, driverless cars, spaceports and space planes. That all sounds a wee bit like a sci-fi movie, but it forms the headlines of a Queen’s Speech that is forward-looking when it comes to transport and infrastructure. The forward-looking, fully prepared United Kingdom of Great Britain and Northern Ireland that we all need and want is taking the lead on the global stage, and making sure that we are ready to lead beyond the globe. A forward-looking Bill will secure future transport and the jobs of tomorrow that will come with it.

Not only does the Queen’s Speech refer to provisions for driverless vehicles, space planes and spaceports, but we see a welcome recognition of the need to adapt the insurance market to reflect the changes that driverless vehicles will bring about. This is not just about the vehicles themselves; it is about the way in which the system will work. Autonomous vehicles could represent a safety revolution. Insurers have already been trying to shape the right framework to keep insurance simple for future drivers. I believe that this commitment could throw some of these “rocket boosters”—if I may use that terminology—behind efforts to turn the future of driving that is envisaged into a reality.

A few weeks ago, during Transport questions, I asked what moneys were being set aside for electric cars and the ministerial reply was that moneys were being disbursed throughout the United Kingdom. However, there needs to be a sea change of attitude on the high street as well. If we are to have electric cars, there will have to be better charging points on the high street, where the people are, on every garage forecourt, and in shopping centres and stores. We need a policy and a strategy that extends throughout the UK.

That said, while it is all well and good to look to the future—as indeed we should—existing problems with our infrastructure and transport sectors need to be sorted out now, rather than being left to the future. There has been that futuristic commitment to spaceports and space plans, but the Government need to keep their feet on the ground just for now and postpone take-off, because huge issues affecting airports and aeroplanes are still outstanding. For instance the Government still cannot agree on where to build a new runway in the south-east.

A recent announcement from Heathrow—supported by the Democratic Unionist party, which is committed to Heathrow 3—shows that it is willing not only to meet the requirements set by the Independent Aviation Noise Authority, but to go even further. Surely the process of securing the future of the country’s premier airport is just as important to our future, in Northern Ireland and in the rest of the United Kingdom, as ensuring that we are in a position to harness future transport means. For us, with Belfast City and Belfast Aldergrove, Heathrow is an international airport that gives us connectivity to the rest of the world, and the development would also help our economy to grow. There has been no mention of air passenger duty, but it would have been nice to see something about that. In the past week or two, we have heard—this does not affect my constituency, but it is good to recognise it—that we will have more direct flights from China to Manchester, and some Members will obviously speak to that. The boost that that will give to the economy will be £230 million, so we must get connectivity right and make sure we benefit across the whole United Kingdom.

One of those writing today about the Queen’s Speech said:

“While there was praise for the futuristic vision, there were complaints that the government’s programme made no mention of the long-awaited expansion of airports in the southeast…‘The business community will be surprised that the Queen’s Speech included a commitment to build a new spaceport but there was no commitment to make a final decision on a new runway for more conventional aircraft,’ Gavin Hayes, director of the airport campaign group Let Britain Fly, said. ‘We are urging government to make a final decision by the summer recess.’”

I also urge them to do that. Let us have this decision made once and for all.

Every Member who has spoken so far has referred to the bus services Bill, which is most welcome—I thank the Government for it. However, we need to see that commitment turned into action. We had the same commitment last year, but we have yet to see it delivered on. The Bill is an opportunity to make a real difference at ground level, allowing powers over bus services to lie with those people closest to the operation of services. Talking buses are also an exciting prospect. If they are implemented properly and become widely available, they will be a great way of making a difference to vulnerable people—those in society we have a duty to support and help.

On spaceports, we face competition from over 20 rivals, including the United Arab Emirates, Spain and Australia, so the Government are right to take that into account by committing to spaceports. A Bill will pave the way to our seeing spaceports built by 2018. However, as with the bus services Bill, we need the vision to become a reality and to be delivered.

I want to make a quick comment about drones, because they are also part of infrastructure. We need better monitoring, regulation and control of drones. We need to make sure they are used correctly. Like many things in this world, if they are used correctly, they can benefit us all, but when they are used in a dangerous fashion and for the wrong reasons—for instance to deliver drugs, mobile phones, money and contraband over the walls of jails—something is wrong. If they are used dangerously around airports, we also have to control them. When it comes to drones, let us have a wee bit more detail about how things will work.

Infrastructure does not mean just transport. The Government are in danger of moving on to the next phase of infrastructure advancement without finishing the implementation of the last great advancement—the internet. My constituency, like those of many hon. Members in the Chamber, does not have proper access to broadband just yet. The commitment to fast broadband nationwide has been a long-standing one, but one that, moving towards 2020, still has to be delivered.

The fact that every UK household is to have a legal right under the universal service obligation to a fast broadband connection is welcome but, again, it will have to become a reality. For too long, I have had literally hundreds of constituents contacting me every week about their broadband connection. The issue of broadband has been brought up in the House, in questions and in Westminster Hall. Some 13% of my constituents cannot get broadband. People want to grow their business and to employ extra people, but they do not have broadband. The Government committed some money to the Department of Enterprise, Trade and Investment in Northern Ireland a while ago, but it has now run out. It is time that we had a concrete, strategic plan on paper to show how we are going to reach the 100%, which is something that I certainly want to happen in my constituency.

I am pleased about the Government’s commitment to 1 million houses; I will be interested to see how that works. Again, however, it is important that we put that commitment in place. I make a plea for social housing and for us to make sure that people have the opportunity to acquire property for a rent or a mortgage that they can afford.

I have laboured the issue of infrastructure so, to conclude, I would like to touch on a couple of other issues. We have a commitment to the infamous sugar tax—I totally support and welcome it—or rather to the soon-to-be-famous sugar tax, once this great nation reaps the inevitable benefits of this long-overdue measure. There may have been some controversy about the issue, but when it comes to the facts and those who are affected, it is clear which side those who want to make a positive difference are on. Some of my colleagues who sit alongside me—they are not here today—have a different opinion, but I am pleased that the Government are committing themselves to dealing with the issue.

From obesity networks to sports clubs and cancer charities, all the stakeholders we would want to be onside are in the right place on this measure. This move is not a magic wand, and many people look at it and say, “What is it going to do?” It cannot do everything by itself, but it is a good step towards tackling the nationwide obesity epidemic and reducing the risk of the many diseases associated with obesity. The debate around this issue has been met with some cynicism and opposition, but we have to commit ourselves to the measure, and I am pleased that the Government have done so.

As we approach June, no contribution would be complete without a mandatory opinion about the European Union. It will be of no surprise to hon. Members that I am in the out camp. The Government have tried to keep this one even quieter than usual this year—perhaps that is why the Queen’s Speech was a wee bit low key—no doubt to ensure that their abject failure on renegotiation is put as far to the back of the nation’s mind as possible. There was no mention of the much-lauded sovereignty Bill—it is now quite clear that that will be scrapped. The will of the House would have shown the British people just how much of a success the Prime Minister’s charade of a negotiation was. Where was the negotiation for the fishermen? Where was the negotiation for the farmers? Time will tell where we will be on 23 June, or when the result is made available on 24 June.

Furthermore, the silence is accompanied with desperation, as tight restrictions are to be imposed on visitors using the NHS, with less free healthcare access for EEA visitors. In reality, we all know that such a move will have little or no impact, and will result in little or no saving. All it does is to show the level of the Prime Minister’s desperation with respect to what he is willing to undertake to keep the European project on the road. Playing immigration politics with health is the latest in a long list of insults to the intelligence and decency of the British people. The Prime Minister might have had a good deep breath of the scuba gas, but he must be careful when he resurfaces after the referendum. We all know that resurfacing from such depths is extremely dangerous, and we are not sure what state of mind he will be in when it is all over.

I am pleased that the Government will introduce an adoption Bill to speed up the system and reduce delays. I am also pleased about the Bill on reforming prisons, but I have to say that we can build nice new prisons and give prisoners all the accommodation we like, but that will do no good if we do not address neo-Nazism and radical Islamism in prisons, where people are being radicalised before they come out. Perhaps at some stage we will find out what is going to happen about that.

The military covenant, and Northern Ireland’s full involvement in it, is something that I also wish to see. I look forward to the state visit of the President of Colombia in November. That is important because we in Northern Ireland have a peace process that has worked, and it is good to see that peace is at least resembling some sort of normality in Colombia. We welcome that, and we look forward to seeing it continue. We also look forward to the Government working, as the last paragraph of the Queen’s Speech states,

“in Northern Ireland to secure further progress in implementing the Stormont House and Fresh Start Agreements.”

The DUP is committed to the Stormont House agreement and fully committed to the peace process. Our election results, with Arlene Foster becoming First Minister, are an indication of that. We believe in the democratic process, and the people of Northern Ireland will be the greater for supporting the partnership and the political system as we move forward.

Aviation Noise

Jim Shannon Excerpts

Wednesday 18th May 2016 Commons Chamber

[Hannah Bardell (Livingston) (SNP)]

This is a debate about noise, but it will not be a noisy debate, going by the number of Members left on the Benches.

On 25 June 2015, Edinburgh airport commenced the trial of a new flightpath. It was the first flightpath trial that had taken place in Scotland for nearly 40 years. The impact on my local community and the challenges that Edinburgh airport faced as a result of an outdated structure for implementing flightpath trials have shone a light on the issue of aviation noise and airport expansion that has led to this evening’s debate. I am grateful to have secured this Adjournment debate on the establishment of what I will call IANA—an independent aviation noise association—not only for my constituents in Livingston, particularly those in the communities of Broxburn and Uphall, who have been affected recently, but for the constituents of many colleagues across the House who are affected by aviation noise and for airports that are trying to navigate their way through the myriad regulations.

When I entered Parliament last year, I had my own ideas about the issues on which I wanted to campaign on behalf of my constituents and the people of Scotland. I did not imagine for a moment that aviation noise would be one of them. However, as an MP with a constituency in close proximity to Edinburgh airport, I have become increasingly interested in the matter of aviation, its contribution to the economy and the impact of the additional flightpath, as have my constituents.

I thank the Minister for staying so late this evening to respond to the debate. I look forward to working closely with him and colleagues across the House on this issue. I also thank my hon. Friend the Member for Inverness, Nairn, Badenoch and Strathspey (Drew Hendry), who is the SNP transport spokesman, and other colleagues for staying late this evening to take part.

It is important to recognise the members of the Environmental Audit Committee and its former Chair, the former Member for Ogmore, for their work on “The Airports Commission Report: Carbon Emissions, Air Quality and Noise”, which was published in December last year. It is an excellent holiday read if anybody is looking for something to get on with. I and many Members across the House urge the Government to consider and implement the recommendations of that report.

I also thank my constituency team, in particular Stephanie McTighe who has worked with me tirelessly on this issue, and the House of Commons researcher, Louise Butcher. What the public do not always appreciate is that to get to the stage I am at today often requires a significant amount of research and many briefings, which we receive from Library staff. I am sure that Members will agree that they do an incredible job in supporting Members of this House and the democratic processes of this Parliament.

I also want to express my gratitude to my local MSP colleagues, Angela Constance MSP and Fiona Hyslop MSP, both of whom were reappointed today to another gender-balanced Scottish Cabinet; to the Labour MSP Neil Findlay; and to Derek Mackay MSP, who is the former Transport Minister and, as my hon. Friend the Member for Glasgow North (Patrick Grady) mentioned in the previous debate, has just been appointed Finance Secretary in the Scottish Government. Their combined campaigning, actions and negotiations with Edinburgh airport, which listened and learned a lot from the recent experiences, helped bring an early end to the flightpath trial over my constituency.

Over a number of months, Fiona Hyslop and her local team delivered a grassroots survey to thousands of homes to get a full understanding of how people on the ground felt. The Labour MSP Neil Findlay raised the issue in the Scottish Parliament, because, as you will know, Mr Speaker, members of the Scottish Cabinet cannot raise debates as individuals. None the less, my local MSPs have been steadfast in their engagement and support, and I would like to think that we have had, and will continue to have, a good cross-party approach to the issue.

I also thank Edinburgh airport itself for listening to the concerns of my constituents and the constituents of my hon. Friend the Member for Linlithgow and East Falkirk (Martyn Day), who has stayed on this evening in support of the debate.

Most importantly, I commend and pay tribute to the local residents who were impacted by the flightpath trial at Edinburgh airport and mobilised into action. They deserve credit for their grassroots organisation, “Stop Edinburgh Airport Trial”—SEAT, as it became known. I would specifically like to mention George Woods, who led the group. George and his team have become familiar, welcome and friendly faces at my constituency surgeries and have worked tirelessly to represent and engage with people across the constituency. Together, they have turned their justified individual concerns into a necessary wider campaign about how we can better balance the needs of business with the rights of citizens.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for giving way—I asked her before the debate whether it would be okay for me to intervene.

Does the hon. Lady agree that Heathrow’s announcement that it would go above and beyond the conditions set by the independent Airports Commission for reducing noise levels and the number of flights coming in is an example of the potential for independent agencies and airports to work positively together so that we can have connectivity not only in Scotland but in Northern Ireland?

[Hannah Bardell]

I could not agree more, and that reinforces the need for an independent aviation noise association.

Before the flightpath trial started, I saw occasional stories in the press about the fact that it would take place, but there was not a great deal of information about what that meant for folk on the ground. I should declare an interest: I grew up living under one of Edinburgh airport’s current flightpaths, and I use and enjoy aircraft travel for both work and pleasure.

Almost immediately after the trial started, the local MSPs and my neighbouring MP, my hon. Friend the Member for Linlithgow and East Falkirk, started to receive complaints from constituents about the noise levels. The airport had stated that Civil Aviation Authority guidelines said that until the trial was live and aircraft started using the route, it would be unable to record the noise levels. It was suggested that noise monitors would be placed at various points along the new route to capture data and information.

One example of the complaints that were made was from my constituent David Jenkins, who wrote:

“This change to the flight paths has turned our outdoor garden experience into an incessant noisy environment and recently they have been passing every few minutes and their elevation is much lower and therefore much louder, than we have experienced in the past 32 years.”

Another was from Andy Marshall, who wrote:

“Very disappointed to be advised by the CAA aircraft noise is not covered by the environmental protection act nor the noise act. It seems the airport themselves deem what level of aircraft noise is acceptable!”

By mid-September, Edinburgh airport had said that it was gathering all feedback and concerns, which the CAA would review as part of the trial. However, it is fair to say that the airport was overwhelmed with communications from constituents and simply could not cope. In my view, that was largely because the CAA guidelines and its engagement structure are not set up for modern communications or the community engagement that people expect.

As you can imagine, Mr Speaker, significant attention was given to the issue, and there was significant action. The trial was due to last six months, but it ended in December as a result of numerous complaints and direct intervention from the then Transport Minister, Derek Mackay. It is therefore clear to me that the current system of managing and mitigating aviation noise is outdated, unsuitable for modern times and in urgent need of reform. Furthermore, as recent airspace trials in Edinburgh and Gatwick have shown, there is a troubling disconnect between airports and local residents when it comes to aviation noise.

The balance at the core of today’s debate is how we turn an outdated, complex, often little understood system for managing the noise impact of aviation into an opportunity for better engagement between our vital international transport businesses and local communities.

My overall goal in highlighting this issue is to draw together our collective experience and learnings so that we can prevent future communities and airports from having the challenging and difficult experience that mine have had. I think that Edinburgh airport was doing its best to work within the CAA’s “Guidance on the Application of the Airspace Change Process”—CAP725—with which I have become increasingly familiar. It is specific published guidance on changing airspace.

Essentially, the guidance requires that any intention to make a new route permanent requires a full community consultation only when and if an airport trial is found to be a success following its completion. It is not until that point that constituents affected by the trial are entitled to take part in a consultation process. To me, the guidance and processes are more than a little out of date. In Scotland, and I am sure across wider parts of the UK, people expect and indeed welcome proper public consultation and engagement.

I know from several meetings that I have had with Edinburgh airport that it understands and accepts that there should have been greater engagement, and it is my observation that it was caught between balancing the rules and regulations of the CAA and what the local public need and want. To that end, I am pleased to say that Edinburgh airport has confirmed to me earlier today that it plans to set up its own local noise board, which will have members of the local community involved. While all the details are not yet in place, it advises me that it absolutely sees the value in doing this and will actively work with the CAA on its recent experiences and plans.

I appreciate that more passengers travel through our airports, and as a result, airports have to increase airspace capacity to cater for this growth. I care deeply about Scotland’s connectivity to other parts of the UK and the world for the growth of business and trade, as well as the huge number of people who benefit from the 8,000 jobs at Edinburgh airport. I am also mindful of the fact that air travel is generally on the increase and, to that end, I think that it would be best for business and local communities to engage positively and see this debate as an opportunity to begin that discussion.

The “Policy for the Conduct of Operational Airspace Trials” on “Consultation” states:

“Due to the short term nature of temporary airspace changes and airspace trials, it will usually not be necessary or appropriate for the airspace change sponsor to consult on their proposals or to undertake the airspace change approval process.”

It goes on to say:

“Whilst consultation may not be required the Guidance places an onus on both the sponsor and the CAA to consider the environmental impact of an operational trial and establish the level of consultation/engagement required…The CAA will confirm to the sponsor the level of engagement/consultation considered appropriate in the circumstances.”

With regard to impact studies, the policy states:

“It is accepted that some trials will have an unavoidable environmental impact; however the CAA will require trial sponsors to mitigate that impact as far as practicable and limit the scope of the trial to that which is strictly necessary commensurate with its aims”.

It means mibbes aye, mibbes naw will we have proper guidelines.

Apart from the policy’s requiring neither consultation nor an impact study up front, that raises the question of whether the CAA can be truly independent in looking at noise complaints. The CAA’s functions are wide ranging. No one suggests that it does not do a good job in many areas, but its functions include: regulating civil aviation safety; advising and assisting the Secretary of State on all civil aviation matters; determining policy for the use of the UK airspace to meet the needs of all users; economic regulation of the designated airports, and licensing of air travel organisers.

As that list suggests, the CAA’s remit is vast. I find it difficult to see how the CAA can effectively manage noise issues and maintain neutrality when balancing its other functions. In January 2013, the CAA published a literature review on aircraft noise, sleep disturbance and health impacts. It concluded that findings were

“not conclusive and are often contradictory, highlighting the practical difficulties in designing studies of this nature”.

That highlights how conflicting the information is.

Furthermore, the Airports Commission’s final report stated:

“The CAA carries out a number of functions targeted at ensuring aircraft noise is taken into account, not only within the airspace change process, but also within planning applications, and aims to improve the transparency associated with monitoring and reporting aircraft noise. However, as the Interim Report highlighted, there are still real issues to resolve around the manner in which communities are engaged in processes which impact aircraft noise (most notably the airspace change process), and in holding those involved in these processes to proper account.”

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Goodwill]

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

[Jim Shannon (Strangford) (DUP)]

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

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

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

[Jim Shannon]

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

[Mr Goodwill]

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

Aircraft Noise

Jim Shannon Excerpts

Wednesday 20th April 2016 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in this debate. First, I thank the hon. Member for Tonbridge and Malling (Tom Tugendhat) for setting out the case. I want to bring a Northern Ireland perspective to the debate. We have three airports in Northern Ireland: Belfast City, Belfast International, or Aldergrove, and Londonderry City. I want to focus specifically on Belfast City airport and some of the things we have done in Northern Ireland. This matter is devolved to Northern Ireland, but Belfast City is an ongoing issue. Just yet, we have not concluded what the best way forward is.

Through the Assembly and elected representatives, we in Northern Ireland are very conscious of the issue of airport noise. It was useful that the hon. Gentleman set the scene for us, because we need to hear from other Members and compare the approach taken by central Government with the one taken in Northern Ireland. In Northern Ireland, the most notable case of aircraft noise having an impact on local communities is that of George Best Belfast City airport. That is the one I use to go to Heathrow and then to London and the House of Commons every week. The airport has transformed from a secondary and relatively small regional airport into a hub of Greater Belfast offering flights once unthought of. With its renovation, it is competing with Belfast International for certain routes. As my party’s transport spokesperson, I have always said that we are keen to see connectivity being achieved from Belfast City to Heathrow and then to wherever else that can lead to in the world. That is so important for us, and I know the Minister is industrious and considers how important Belfast City is for us.

Although the expansion and success of the airport have brought clear benefits, not least to the local economy and regeneration of the area, there has been conflict. Despite tight restrictions on the times flights are permitted in and out of the airport, local residents are undoubtedly affected. With further expansion planned—it has been discussed; as I have said, nothing is agreed yet—and amendments to the current noise procedures, concerns have surfaced once again.

Hypertension and insomnia are the most established conditions associated with night-time flying. Although there are time restrictions, night-time flying has the potential to affect those who work shifts or have young children. These stats are ones that the airport agrees with. It says that up to 46,000 people and 21 schools could be affected by the changes proposed for the expansion of Belfast City, and that obviously needs to be taken into account. It is always a difficult one—we do not want to stand in the way of progress, but at the same time we do not want the lives of people who have lived in a certain area their whole lives turned upside down. Those are clear issues, and I am duty-bound to come here today and make those clear comments on behalf of those people.

In 2014, the number of people affected by Belfast City airport’s operations at the level considered by the UK Government to cause serious community annoyance was 4,107. To give Members some idea of what that means, that was greater than Gatwick airport at 3,550 and Stansted airport at 1,400. If the proposals for Belfast City airport go ahead and noise levels rise to their permitted maximum, it will become the fourth noisiest airport in the UK in terms of population impact. Only Heathrow, Manchester and Birmingham would affect more people at or above the Government’s “significant annoyance” threshold. We in Northern Ireland, where the matter is devolved, have the responsibility to look after that threshold. When we are moving forward, we have to remember that things do not have to have a health impact to have adverse effects on the community. People who live in a certain area and have put down roots and invested their income in their home may, through no choice of their own, be directly affected.

Having said that, I read with interest the Airports Commission’s July 2013 aviation noise discussion paper, which found that 4.2 million people are exposed to road traffic noise of 65 dB or more. Let us get some perspective into the debate. The paper found that the corresponding figures for railways and aviation are 0.2 million people and 0.07 million people respectively. So in relative terms, aircraft noise itself has very little impact, but it is still important that those impacted and their viewpoints are respected. It is not just the health issues I have mentioned that are important.

[David Simpson (Upper Bann) (DUP)]

With all the figures and statistics that my hon. Friend has outlined in relation to health problems, difficulties, the built-up area and the number of people, is the bottom line that Belfast will not be able to expand because of its location?

--- Later in debate ---

[Jim Shannon]

I thank my hon. Friend for his intervention. The serious question for us all—I am trying to get a balance in my contribution—is whether we have the airport expansion. Should it happen? Can it happen in such a way that is not detrimental to the 46,000 people and 21 schools around the airport that are potentially directly impacted? He is right. The issue he raises is the kernel of this debate.

George Best Belfast City airport could become one of the UK’s five noisiest airports if the controversial expansion plans get the go-ahead. That is a key point. Residents want an independent aircraft noise regulator for Northern Ireland to be appointed and robust noise fines for airlines. If that is what residents want, who could argue with that? Such a proposal seems well-intended, but we have to be careful about unintended consequences. We do not want hard-won business to be put off from continuing to do business in our airports by feeling overregulated. It is about striking a balance. The Minister needs the wisdom of Solomon in relation to this one. If he had the wisdom of Solomon he would be a very wise man and he would have more than just a ministerial role in the Department he is looking after at the moment.

The Planning Appeals Commission report on the Belfast City expansion recommended that the removal of the seats for sale restriction should be accompanied by additional noise controls. That is one of the things that the commission is looking at. The process is ongoing, but it has shown that comprehensive consultation that includes all stakeholders can help to facilitate the right balance being struck between supporting enterprise and business and supporting local residents and ensuring that they are taken care of. In Northern Ireland, we are looking at an airports strategy for the Province to provide the right balance between the commercial interests of airports—that is important for jobs, money and the economy—and the health and quality of life of local residents, but we are still in the midst of consultation and the saga at Belfast City airport goes on.

In conclusion, I look forward to hearing from other Members who will bring their own contributions to this debate and their experiences in their regions.

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

Just before my hon. Friend finishes, does he agree that, on the issue of noise reduction, the Government generally could do much to assist the development of the C Series by Bombardier, which is an exceptionally quiet aircraft? If that were rolled out and developed more systematically, that would go some way to alleviating the noise concerns for residents, particularly those under the flight path.

[Jim Shannon]

I thank my hon. Friend for his intervention and his wise words. His contributions are always worth listening to. Can the Minister say what discussions have taken place with aircraft companies on noise reduction? I know that Bombardier is working on that with the C Series, but other companies are probably doing so, too. We need to see the contributions of the aircraft companies and manufacturers.

I once more thank the hon. Member for Tonbridge and Malling for giving us a chance to participate in this debate and to offer a Belfast and Northern Ireland perspective. I hope the wise words of other Members will add to the debate, too.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 10th March 2016 Commons Chamber

[Andrew Jones]

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

[Jim Shannon (Strangford) (DUP)]

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

[Andrew Jones]

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