Scunthorpe Driving Theory Test Centre
Rachel Maclean Excerpts(3 years, 3 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I thank my hon. Friend the Member for Scunthorpe (Holly Mumby-Croft) for securing this important debate. She is ably supported by my hon. Friend the Member for Brigg and Goole (Andrew Percy), who I understand has been very active on this issue. I also pay tribute to my hon. Friend the Member for Cleethorpes (Martin Vickers), who I am pleased to see in his place.
My hon. Friend the Member for Scunthorpe is right to draw the attention of the House to the real-life impact of these issues, because we are aware that they affect young people,; and we all know how much young people have been affected by the dreadful pandemic that we have all been suffering through. She is also right to draw our attention to the Government’s levelling-up agenda and the benefits that it has brought to her constituency. Of course, we all wholeheartedly support that. I will try to answer my hon. Friend’s questions and set out some of the detail behind the decision. As she knows, these matters fall under the responsibilities of our noble Friend Baroness Vere, who has written to my hon. Friend, but she would of course be delighted to meet her further to give her yet more details about the issue.
The requirement to undertake a driving theory test before a practical driving test is set out in the Motor Vehicles (Driving Licences) Regulations 1999. It is important to assess the learner’s knowledge and understanding of the rules of the road. The DVSA’s priority remains to deliver a theory test that ensures that candidates have the correct knowledge and understanding to be able to drive safely on our busy modern roads.
As my hon. Friend is aware, what has led to the situation in her constituency is that the DVSA has launched a new driving theory test service for England, Scotland and Wales. This service applies to theory tests taken from 6 September 2021. As she highlighted, in order to remove the dependency on a single contract and supplier, under the new system third-party suppliers will deliver the actual test to the public, so the DVSA has created a new test centre network that is divided into three geographical areas: region A covers Scotland, Northern Ireland, the north-west, the north-east, Yorkshire and the Humber; region B covers Wales, the west midlands, the south-west and the south-east; and region C covers the east midlands, the east of England and London. Under the new system, changes were inevitably made to the theory test centre estate when the contracts were awarded, but the DVSA has ensured that 100% of the population of Great Britain can travel to a theory test centre within 40 minutes or 40 miles.
Holly Mumby-Croft
I was born in Scunthorpe, and I have lived either in Scunthorpe or very locally to it for all of my life, so I can tell my hon. Friend that it is simply not the case that people in some of the further out areas of my constituency are able to access a theory test centre in the times that are being quoted by the DVSA. The on-the-ground situation is simply not in accordance with what the agency is saying.
Rachel Maclean
My hon. Friend is right to make reference to her local knowledge. I obviously do not represent Scunthorpe, so she is the expert on that. I assure her that the geographical criteria were calculated using industry-leading software—the same software that was used to determine the location of the Nightingale hospitals and vaccination centres to ensure that people had access to life-saving treatments.
Holly Mumby-Croft
I thank my hon. Friend for explaining the software. When software gives us information, but on a human level we can see that that information is not appropriate and the software has not worked, is there the possibility that a person could look at the details and perhaps overrule that decision?
Rachel Maclean
I applaud my hon. Friend for her determination in putting forward her constituents’ concerns. For the record, we know that Grimsby is 37 minutes or 27.5 miles via the A180 from Scunthorpe, or 38 minutes by train. Doncaster is 38 minutes or 25.7 miles away via the M180 or the A636, or 30 minutes by train. There are appointments next week in both Grimsby and Doncaster.
Holly Mumby-Croft
Yesterday I myself attempted to book appointments. I made multiple attempts on the website. There was a queuing system to get in so we watched a little man run across the screen until we got into the website. When we did, it repeatedly crashed. I have also tried previously to book appointments and it was incredibly difficult to find them, because these theory test centres are swamped with people from places like Barton-upon-Humber and my surrounding villages in Scunthorpe who are trying to get those appointments.
Rachel Maclean
Again, I absolutely commend my hon. Friend for raising the practical problems. I am of course sorry to hear that she has experienced that. We keep the whole system under review, because we want to have good availability for people to take these very important tests. If I may proceed with the rest of my remarks, perhaps that will help her to understand some of the context of the decisions.
It is right that we ensure that 100% of the population of Great Britain can travel to a theory test centre. That was the fundamental criterion. However, the contract has been awarded to more than one company, so the DVSA is able to increase accessibility to the theory test. That means that the number of theory test centres is increasing from 180 to 202 across Great Britain. That increased number of test centres has meant that there is a more even distribution of locations, which has made theory tests more accessible, especially to those in remote areas of the country.
However, as my hon. Friend highlighted, increasing a more even distribution made it inevitable that the location of some theory test centres would change. The DVSA appreciates that those who had a local theory test centre under the old arrangements would prefer, naturally, to have kept it under the new ones. However, the DVSA believes—as do I, of course, as a Minister—that the approach of ensuring that the ask is the same of all candidates across Great Britain is the fairest outcome. But I can assure her that as populations and road layouts change over time, the DVSA will continue to review the travel time and distance to understand whether any changes are needed to the test centre network.
My hon. Friend highlighted the test centre in her constituency that has closed. The nearest theory test centres for candidates in Scunthorpe are both within the performance measures. I appreciate that she has some concerns about that, but I set it out for the record. The travel distances to both those test centres are in line with those across Great Britain. There is strong availability for candidates, with over 1,000 test appointments at Grimsby and Doncaster in September, and there are plenty more slots available throughout October and November, so I do hope her constituents can book their tests. Most people only need to travel to the test centre once—hopefully they will pass—and other test centres available to service the area are located in Hull, York and Lincoln, which may suit some people but not all. Candidates can use the “Find a Theory Test Centre” service on gov.uk to locate an alternative centre.
I want to come on to the point that my hon. Friend made about the offer from her council. I very much appreciate that they are doers. I have seen that in all the work that she has done for the local area. She is a fantastic champion and she has got on and done so much already in the short time that she has been here. The council has put forward a suitable location in Scunthorpe. The DVSA appreciates this offer, but as it awarded three regional contracts for the conduct of the theory test some time ago, and testing has now begun under those contracts, it is not possible to change them. That means that the DVSA is unable to accept North Lincolnshire Council’s offer, as it could be challenged as changing the procurement rules under which the DVSA awarded the contracts. There could also be a risk of an allegation that the supplier in that region was effectively receiving state aid because it would potentially have reduced delivery costs—something not available to other suppliers.
I have listened to my hon. Friend’s concerns but I am confident that the new theory test arrangements give a good service for her constituents and a fairer service for everyone. I hope that with some of the engagement that have been able to give her today, and the offer of further engagement from my noble Friend, I have been able to offer some reassurance to address her concerns.
Question put and agreed to.
Oral Answers to Questions
Rachel Maclean Excerpts(3 years, 3 months ago)
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Neale Hanvey (Kirkcaldy and Cowdenbeath) (Alba)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
It is very appropriate that my hon. Friend the Member for South Ribble (Katherine Fletcher) has asked this question because today is World EV Day. We are investing £1.3 billion in accelerating the roll-out of charging infrastructure over the next four years. On average, over 500 new chargers are added each month.
Katherine Fletcher
When I speak to the people of South Ribble, they are keen to do their bit to cut carbon emissions and also to get the benefits of cheaper travel from electric vehicles, but the thing that is constraining us and the problem we face is a lack of accessible charging points, not only commercially in the centre of town but in order to charge at home, across pavements and so on. Given that today is World EV Day, will my hon. Friend assure me that the Department will do everything it can to put the infrastructure in place to encourage more electric vehicle use?
Rachel Maclean
I heartily commend my hon. Friend’s constituents for the transition to electric mobility. We are already supporting the roll-out of over 25,000 publicly available charging devices, including more than 4,700 rapid devices—one of the largest networks in Europe. I am delighted that South Ribble Borough Council is one of the 137 local authorities that has applied for the on-street charge point scheme, which has awarded funding for 16 chargers. I am happy to work with her to get further infrastructure rolled out.
Stephen Metcalfe
I am sure my hon. Friend will agree that it was brilliant to see earlier this week figures showing that ever more electric vehicles than petrol or diesel ones are being sold. She has talked about the on-street charging points. It is vitally important that we get those in place and that these vehicles are accessible not just to those who have driveways and private parking. Will also she talk to her friends in the Treasury about the distortion that vehicle excise duty can create, because electric vehicles tend to be more expensive than their petrol and diesel versions, sometimes pushing them into a higher excise duty bracket?
Rachel Maclean
My hon. Friend is absolutely right about the popularity of electric cars. In fact, one in seven cars sold so far this year has a plug. He will know that vehicle excise duties are obviously a matter for my friends in the Treasury, but he will be also be aware that we are continually supporting the up-front purchase of electric vehicles via a very generous programme of grants, and that is set to continue.
Felicity Buchan
I warmly welcome the transport decarbonisation plan, particularly the requirement that all new homes and offices have electric vehicle charging points, which is a theme that I expounded in a ten-minute rule Bill. Will my hon. Friend give me an update on the timing of legislation?
Rachel Maclean
I thank my hon. Friend for all the hard work she has done on her ten-minute rule Bill, which addresses a vital issue. We in Government are going to act. We have heard her calls and those of her residents. We will publish our consultation response on requiring all new residential and non-residential buildings to have a charge point, and we intend to lay legislation later this year. We have also confirmed our intention to mandate that home and workplace electric vehicle chargers must be capable of smart charging.
Neale Hanvey
The continued roll-out of electric vehicles and the 25,000 charging point milestone is to be welcomed, but how confident is the Minister that the investment in charging points, particularly in remote and rural areas, will meet the scale of the challenge when committed investment is still a twenty-fifth of the £1 billion earmarked from the far from carbon-neutral HS2?
Rachel Maclean
The hon. Gentleman will be aware that his constituents in Scotland, like those across the whole country, are benefiting from the UK Government’s funding support: £1.3 billion is being spent on grants, charge point infrastructure, installation, and tax breaks on electric vehicle motoring. That is a significant sum and it is benefiting his constituents in Scotland.
Rachael Maskell (York Central) (Lab/Co-op)
When the Minister talks about electric vehicles, she just talks about cars. In York, we talk about e-scooters, e-bikes and e-Motability vehicles. What is she doing to ensure infrastructure for such vehicles so that people can go further on the cleanest form of transport and have the dual function of charging for active travel too?
Rachel Maclean
I thank the hon. Lady for her support for active travel. It is one of the Government’s key priorities, which is why we have committed £2 billion to roll out cycling and walking infrastructure across the country. Some of those schemes are already being rolled out very safely, and many local authorities up and down the country, including York, are benefiting from them.
Ruth Cadbury (Brentford and Isleworth) (Lab)
Residents of Regatta Point, a block of flats in Brentford, want to install electric charging points in their 60-space basement car park. They are coming up against huge logistical difficulties over transmission and getting the electricity down there for overnight charging, and a huge cost of roughly £1,500 a space. What is the Minister doing on the roll-out of EV charging for overnight charging in apartment blocks to address the financial and logistical hurdles they face?
Rachel Maclean
The hon. Lady has raised an important point. The Government’s intention is to ensure that wherever people live—whether that is their own home, a terraced home without parking, or, as she says, an apartment building—they have access to overnight charging, because that is the most convenient way for people to charge. We will be setting out more details in our infrastructure strategy, which we are publishing soon, but we are looking closely at the challenges of installing charge points in car parks and blocks of flats.
Mr Clive Betts (Sheffield South East) (Lab)
I declare an interest, as I have an electric car. Local charging is obviously important, but on Saturday I will be using my car to go from Sheffield to Plymouth to watch Sheffield Wednesday play and hopefully win. It is quite a challenge to find rapid charging points on the journey to get there and back in reasonable time. One of the concerns is that people get to a rapid charging point and it does not charge rapidly. Apparently there is a problem with the grid in many places not consistently providing the level of charge needed for these rapid chargers. Could the Minister have a look at that problem, because I think it is quite a serious one?
Rachel Maclean
I wish the hon. Gentleman a good journey. I hope his football team is successful. He has raised some vital issues, and I assure him that they are all ones we are addressing in our infrastructure strategy. We are also addressing reliability in our consumer experience consultation. We intend to lay legislation later this year to deal with many of the issues he has raised.
Cherilyn Mackrory (Truro and Falmouth) (Con)
Scott Benton (Blackpool South) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
In addition to investing £1.7 billion in local roads this financial year, I am pleased to say that the Department has now published its position paper on road condition monitoring on gov.uk and is working with the highways sector towards a common data standard to help local authorities to target defects in their networks more effectively.
Scott Benton
I thank the Minister for the additional £3.2 million that her Department has provided to Blackpool Council for routine maintenance work in the current financial year. Despite this additional funding, many of my constituents are concerned that Blackpool Council has the wrong local transport priorities and is far too slow in completing routine maintenance work. What priorities does her Department have in place to ensure that money given to local authorities is spent in a timely and efficient manner?
Rachel Maclean
I agree with my hon. Friend and his residents that it is incredibly disappointing that Labour-run Blackpool Council is failing in its responsibilities to ensure that there are decent and reliable roads for residents, which is clearly a priority. We know from freedom of information requests that Conservative councils fix potholes faster than their Labour equivalents. I hope that Blackpool will work harder on this issue.
Andrew Lewer (Northampton South) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The Government are investing in major enhancements across the strategic and local road networks to increase capacity and reduce delays.
Andrew Lewer
The car remains a great agent of enterprise and personal freedom and we should never apologise for advancing its cause, so in that spirit, what support will the Department provide to advance construction of the much needed north-west and northern parts of the Northampton ring road?
Rachel Maclean
I commend my hon. Friend for his sterling efforts over a long period to support investment in a key part of the local road network in his area, which, as he says, is vital for jobs and the local economy. I understand that West Northamptonshire Council is exploring options to secure funding, and discussions will take place in the spending review.
Lee Rowley (North East Derbyshire) (Con)
Mark Eastwood (Dewsbury) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I strongly agree with my hon. Friend. I share his concern, and I know that he is a passionate advocate for safer roads in Dewsbury. I can tell him that the Department is currently working to redraft that circular, with a new version to be published by the end of the year.
Paul Blomfield (Sheffield Central) (Lab)
Two of my constituents, a Danish national and a British citizen with Danish residence, were denied boarding a BA flight by the airline’s staff because they did not accept my constituent’s proof of Danish residence even though it was consistent with Danish travel advice. Despite a letter that I received from a Foreign Office Minister confirming that my constituents were right, BA has refused to issue a refund and is standing by its misinterpretation of the advice. Does the Minister agree that airlines need clearer guidance on international travel documentation post-Brexit, and will he raise the issue with the airlines, the Foreign Secretary and the Home Secretary to ensure that this does not happen again?
Alan Brown (Kilmarnock and Loudoun) (SNP)
The SMMT estimates that, in order to have the correct charge point coverage by 2030, 700 new charge points will need to be installed every single day. Can the Minister advise me on how many are currently being installed, and whether we are ever going to reach the target of 700 a day?
Rachel Maclean
In our infrastructure strategy that is to be published shortly, we will set out clearly how we are going to meet the charge point targets that are required. I would like to draw the hon. Gentleman’s attention to the fact that we are installing 500 charge points every month across the country, and that by 2023 we will have six rapid chargers in every motorway service station across the country.
Harriett Baldwin (West Worcestershire) (Con)
Our very popular rail Minister is aware of the excellent work being done by the North Cotswold Line Task Force. Could he update colleagues and councils along the North Cotswold line on his conversations with the Treasury about doing more business casework on redoubling a stretch of the North Cotswold line?
Draft Renewable Transport Fuel Obligations (Amendment) Order 2021
Rachel Maclean Excerpts(3 years, 3 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I have today published the draft statutory instrument, the Renewable Transport Fuel Obligations (Amendment) Order 2021, and accompanying explanatory memorandum.
Renewable transport fuels already make a substantial contribution towards meeting UK carbon budgets and will continue to play an important role in meeting the UK’s increasingly ambitious future carbon reduction targets. In 2019, the use of renewable fuel supplied under the RTFO saved approximately 5.5 million tonnes of carbon dioxide emissions, equivalent to taking 2.5 million cars off the road.
This statutory instrument amends the Renewable Transport Fuel Obligations Order 2007 (SI 2007/3072). The statutory instrument will help further increase carbon savings by increasing renewable fuels targets and expanding the RTFO to sectors with limited alternatives to decarbonise, such as maritime.
The statutory instrument is published in accordance with the procedure required by schedule 8 of the European Union (Withdrawal) Act 2018 and agreed with Parliament. This is because it includes amendments to the Renewable Transport Fuel Obligations Order 2007, parts of which were previously amended by SIs made under section 2(2) of the European Communities Act 1972. The statutory instrument is being published in draft at least 28 days before being laid for affirmative debate.
The Department consulted on these proposals between March and April 2021 in the paper “Targeting net zero—Next steps for the Renewable Transport Fuels Obligation”. The Government response to that consultation and associated cost-benefit analysis are available here.
[HCWS264]
Draft Motor Fuel (Composition and Content) and Biofuel (Labelling) (Amendment) (No. 2) Regulations 2021
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the draft Motor Fuel (Composition and Content) and Biofuel (Labelling) (Amendment) (No. 2) Regulations 2021.
It is a pleasure to serve under your chairmanship, Mr Robertson. The statutory instrument would introduce E10 as standard petrol across Great Britain, while ensuring that the current E5 grade remains available for those who need it. E10 petrol contains up to 10% renewable ethanol—double the amount that can be blended in today’s E5 grade. This change is a crucial step to maximising the biofuel blending capacity in the UK fuel market, driving transport decarbonisation while supporting the UK’s biofuel and agricultural sectors.
Introducing E10 allows us to cut carbon emissions from cars, motorbikes and other petrol-powered equipment in use today simply by increasing the limit to which renewable fuel can be blended into standard petrol. It is one of the very few measures available to us today with an immediate impact, providing the basis for a step change in renewable fuel blending. E10 petrol is a proven fuel that is already used across the world, including across Europe and the United States. We also have a valuable domestic bioethanol industry that would benefit from increased demand. Indeed, following our policy announcement, one large facility operator has already announced that it is recommencing production.
Such facilities play significant roles in their local economies, employing hundreds of skilled workers directly and supporting thousands of jobs in the wider community. That community includes the agricultural sector, with locally grown feed wheat used to produce ethanol, while by-products such as animal feed are supplied to livestock farmers in place of soy imports. It is vital to support those industries as we endeavour to build back greener, with low-carbon industrial hubs crucial to our path towards net zero by 2050.
Introducing E10 is part of a wider set of measures to encourage renewable fuels. We announced today ambitious plans to increase renewable fuel targets under the renewable transport fuel obligation, alongside our transport decarbonisation plan. Renewable fuel targets have risen over the past three years, with fuel suppliers now blending very close to the 7% biodiesel limit for road diesel and the 5% bioethanol limit for standard petrol. The draft regulations will unblock additional capacity to increase blending in the fuels that we all use every day, with only a short transition period. Although other renewable fuels will also be required to increase carbon savings in the medium to longer term, moving to E10 is the only immediately viable next step.
Although 95% of all petrol vehicles can use E10, some older vehicles cannot. That is why the instrument includes provisions to keep the current E5 petrol available in the higher octane super grade. Together with wider exemptions for some remote areas, that ensures that petrol suitable for every vehicle will remain available across the country. We also launched a comprehensive communications campaign, involving local radio, roadside posters, social media and information at forecourts. That informs motorists of the changes to petrol this summer and directs vehicle owners to our online compatibility checker, ensuring that everyone can be clear on the right fuel for their vehicle or equipment.
The SI also makes amendments that are required following our departure from the European Union. We have replaced references to EU legislation with references to domestic legislation to ensure the ongoing operability of our fuel standards. In proposing the statutory instrument, the Department has carefully considered a balance of interests. It recognises the need to maximise our efforts to decarbonise vehicles on the road today and support our domestic renewable fuel industry, while maintaining access to a suitable petrol grade for all. I believe that introducing E10 petrol this September ahead of RTFO increases planned for January strikes that balance, and I commend the statutory instrument to the Committee.
Rachel Maclean
I thank the hon. Lady for her comments. It is a shame that she is abstaining, but nevertheless we will push forward with our ambitious plans, because this is a major step along the way to our world-leading plans to decarbonise the entire transport sector. I am very happy to have a detailed discussion with her about some of the issues that she raised, but I assure her that some of the comments that she made about deforestation are wide of the mark.
Let me turn to the detail. The hon. Lady mentioned the percentage allowed in E10. As I am sure she is aware, the existing industry standard for E10 allows for an ethanol content between 0% and 10%. By setting a 5.5% limit in legislation we ensure that the fuel blend will contain more renewable ethanol than existing blends and has to be marketed as E10, levelling the playing field across the sector. Bioethanol blending will be driven by the RTFO, as she referenced, which sets targets for overall biofuel supply. We therefore expect bioethanol to be blended at levels higher than 5.5%, particularly following the increase of targets.
The hon. Lady mentioned sustainability. We have one of the most robust set of measures in the world to ensure that our fuels are sustainable and do not have any adverse consequences, such as those that she referenced. Waste-derived biofuels make up over two thirds of renewable fuel supplied under the RTFO, and the share of biofuels from feedstocks associated with a high risk of leading to indirect land use change, including deforestation, in particular oilseeds such as palm, soy or rapeseed, is minimal in the UK. Our crop cap is in fact one of the tightest in Europe. It is currently set at 4% and will decrease to 2% by 2032.
The hon. Lady mentioned some of the issues around charging infrastructure. I assure her that the transport decarbonisation plan will be available to view on gov.uk. I am informed that it will be uploaded within the next few minutes, or very shortly. I very much hope that it will be there. When she reads it, I am sure that she will have many questions, and I am happy to answer them all. I remind her that our electric vehicle charging infrastructure network is out of scope for today’s debate, but it is increasing by 10% year on year. We already have one of the largest networks of charging infrastructure on the strategic road network in Europe, and it is increasing at a rate of knots.
I thank the hon. Lady for her consideration of these points. This is a small but very important step. As we transition to zero-emission vehicles, it is vital that we do not ignore the measures available to us today to reduce emissions. The SI does that by doubling the amount of renewable fuel that can be blended. It supports our vital domestic carbon industry. Securing such facilities will help to foster new investment and secure many jobs to build a world-class renewable fuel sector in the UK, so it is a shame that Labour is not supporting new jobs in parts of the country where this is a new industry. This measure is part of wider policy proposals to reduce emissions. Timing is very important. We need to ensure that we can roll this out in as smooth a way as possible before the increases to our renewable fuels targets in January. I hope that the Committee will join me in supporting the statutory instrument.
Question put and agreed to.
Draft Railway (Licensing of Railway Undertakings) (Amendment) Regulations 2021
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Chair
Before we begin, I would like to remind hon. Members to observe social distancing and only to sit in places that are clearly marked. I would also like to remind Members that Mr Speaker has stated that masks should be worn in Committee unless Members are speaking or if they are medically exempt. Hansard colleagues would be most grateful if Members could send their speaking notes to hansardnotes@parliament.uk
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the draft Railway (Licensing of Railway Undertakings) (Amendment) Regulations 2021.
It is a pleasure to serve under your chairmanship, Mr Hollobone.
The regulations that we are considering today will support the continued smooth operation of essential channel tunnel traffic and provide long-term certainty, clarity and confidence to cross-border operators, both current and prospective, regarding the future operator licensing framework for the channel tunnel. They will do so by making the necessary legislative amendments to enable the implementation of a bilateral agreement between the UK and France on the recognition of rail operator licences for the channel tunnel.
The regulations amend the Railway (Licensing of Railway Undertakings) Regulations 2005, which updated the rules for the licensing of rail operators in Great Britain by introducing a new EU form of licence. That was done to reflect changes to EU operator licensing laws. The regulations also amend the Railway (Licensing of Railway Undertakings) (Amendment etc.) (EU Exit) Regulations 2019, which were introduced to correct deficiencies in the 2005 regulations arising from the UK’s departure from the European Union. As well as converting the EU form of licences issued by the Office of Rail and Road to “railway undertaking licences”, the 2019 regulations provided for the continued recognition in GB of European licences for a period of two years from exit day, that is until 31 January 2022, to facilitate a smooth transition.
Following the end of the transition period, there is no longer automatic mutual recognition of licences between the UK and the EU. The recognition of UK licences for the channel tunnel is currently provided for by temporary contingency arrangements, which expire on 30 September 2021.
The operator licensing regulations, and the proposed bilateral agreement that they will implement, will ensure the continued recognition of operator licences for the channel tunnel when the current temporary arrangements expire. That will have a significant positive impact on cross-border operators, providing them with certainty and reducing the administrative burdens on them considerably by enabling them to operate within the channel tunnel and the cross-border area without the need to hold two separate licences, one issued in GB and one in the European economic area.
Under the regulations, EU licences will be recognised up to the first border crossing station in the UK only, which is Dollands Moor for freight and Ashford International for passenger services. That mirrors the extent of recognition of UK licences in French territory under the proposed bilateral agreement and will ensure equivalence. The regulations, and by extension the agreement that they will implement, are fully compatible with the Government’s fundamental red lines in the channel tunnel negotiations with France, which are designed to support the continuation of cross-border services while conferring no role for the EU courts or the European Rail Agency in UK territory and avoiding dynamic alignment with EU law.
Information-sharing provisions are included in the regulations to give effect to requirements of the proposed bilateral agreement. Under those requirements, the Office of Rail and Road will be able to share relevant information with the equivalent French authorities, for example regarding the validity of cross-border operator licences.
The regulations will also ensure a level playing field regarding the licensing requirements for operators on the UK and French sides of the channel tunnel and cross-border area. They will do so by disapplying the current UK requirement to hold a statement of national regulatory provisions, which covers issues such as third-party insurance for EU-licensed operators of channel tunnel services up to Dollands Moor or Ashford International only. They will ensure no equivalent additional licensing requirements will be in place for UK licensed operators on the French side. We are clear that that change will have no impact in practice on passengers or freight.
The regulations will reduce administrative burdens on cross-border operators and enable them to plan their businesses into the future with confidence. Most importantly, they will support the long-term continued smooth operation of cross-border services through the channel tunnel, which, as I am sure hon. Members agree, bring significant economic and social benefits to the UK.
I commend the regulations to the Committee.
Rachel Maclean
I thank hon. Members for their consideration of the draft regulations and for their helpful, constructive comments and questions. I thank my opposite number, hon. Member for Slough, for supporting the regulations contained in the SI.
The regulations will make the necessary changes to ensure that the UK is able to implement an agreement with France on the recognition of rail operator licences for the channel tunnel. That will ensure a long-term future for those vital Eurostar services, as the hon. Gentleman said. He will be in doubt of the Government’s commitment to the green industrial revolution and of transport and the rail sector’s contribution to decarbonising our economy. That is why we have set out a number of ambitious plans, and will be publishing our transport decarbonisation plan shortly. That will set out a holistic view for the rail sector.
The hon. Member for Rutherglen and Hamilton West (Margaret Ferrier) asked for detail on further regulations. Ongoing negotiations are being conducted with the French to cover all the regulatory structures that we need and I am very happy to write to her Committee as those talks progress.
The hon. Member for Slough asked about financial support, and although that is outside the scope of today’s debate, the Government are clear that all companies must have exhausted all other options before being considered for financial support from British taxpayers. Any support must be given on terms that protect the taxpayer, so we welcome the announcement from the company, its shareholders and lenders about a new financing package which will help to secure the company’s future. We have continual discussions with all stakeholders, including the operators. We believe that the regulations allow cross-border operators to continue operating as they do now, providing certainty, clarity and confidence.
I am grateful to hon. Members for their consideration of the regulations and I hope that they can join me in supporting them.
Question put and agreed to.
Draft Road Vehicle Carbon Dioxide emission performance standards (cars and vans) (amendment) (eu exit) regulations 2021
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Chair
Some quick announcements: Mr Speaker has said that masks should be worn in Committee, except when Members are speaking or unless they are exempt. Please send your speaking notes to hansardnotes@parliament.uk.
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the draft Road Vehicle Carbon Dioxide Emission Performance Standards (Cars and Vans) (Amendment) (EU Exit) Regulations 2021.
It is a pleasure to serve under your chairmanship, Ms Ali.
The draft regulations will be made under the powers provided by the European Union (Withdrawal) Act 2018 to deal with matters arising from the Northern Ireland protocol. The statutory instrument amends regulation 2019/631 and regulation 114/2013, as amended by a prior EU exit SI. The regulations set the carbon dioxide emission standards for new cars and vans in Great Britain, as well as the rules for applying for a derogated target.
Regulation 2019/631, as amended, currently sets manufacturers of new cars and vans in Great Britain CO2 emission reduction targets and allows for assessment with those targets. The provisions were set in Great Britain only as the regulations were originally listed in annex 2 of the Northern Ireland protocol, meaning Northern Ireland would continue to be captured by the EU regime following the transition period.
The current fleet average CO2 emission reduction target for cars is 95 grams of CO2 per kilometre and for vans it is 147 grams of CO2 per kilometre. Manufacturers can still be set individual targets above or below those figures providing that they average out to the fleet average targets, as aforementioned. Individual targets are based on the mass of a manufacturer’s fleet compared with the average mass of the entire GB fleet. The heavier the fleet, the higher the target and vice versa. The fleet average targets for both cars and vans will further tighten in 2025 by 15% and in 2030 by 31% for vans, and 37.5% for cars, when compared with the 2021 baseline. Fines, called excess emission premiums, are levied for non-compliance with CO2 targets. Flexibilities exist within the regulation to help the manufacturers reach their target.
One such flexibility enables smaller manufacturers to apply for a derogation from the “normal” target, and be given one that is more in line with their technical and economic capability. Pooling is another flexibility by which manufacturers can join together for the purposes of the regulation and be given one CO2 target. Manufacturers can also receive a limited amount of credits for deploying CO2-reducing technologies in their vehicles, such as LED bulbs.
Further, more credits can be received up to a certain value if a manufacturer puts more zero and low-emissions vehicles on the market. Those are called super-credits and are only available from 2021 to 2022.
Regulation 114/2013, as amended, is a tertiary piece of legislation that further sets out the rules and procedures for manufacturers when applying for a derogated target. The European Union (Withdrawal) Act 2018 retained EU regulation 2019/631 and 114/2013 in their entirety into UK law. Those regulations were corrected for by a prior EU exit SI, SI 2020/1418, which set obligations in the GB only.
The EU regulations were removed from annex 2 of the Northern Ireland protocol on 17 December 2020, leaving Northern Ireland without regulation. The draft instrument we are considering extends the regulations to Northern Ireland from 1 September, in effect creating a UK-wide regime. The amendments throughout the regulations primarily swap references to GB for UK. However, an additional provision was added stating that new car and van registrations in Northern Ireland prior to 1 September were out of scope of the regulations, including all CO2 target calculations. The SI is essential to ensuring that CO2 emissions from new cars and vans in Northern Ireland are regulated and held to the same standards as elsewhere in the UK.
The regulations before the Committee are essential to ensuring that the UK achieves its net-zero carbon ambitions and legally binding carbon budgets. I hope that colleagues will join me in supporting those regulations, and I commend them to the Committee.
Rachel Maclean
I sincerely thank the hon. Lady for her support for the regulations, just as she supported the relevant prior legislation and accompanying regulations.
The hon. Lady is right to say that tomorrow the Government will be publishing our transport decarbonisation plan, which takes into account the advice from the Climate Change Committee, which she and I have discussed on many occasions. She will see from that plan the full detail of how we intend to meet our environmental objectives for the transport sector.
On regulations, we have always been clear that when we left the EU, we would strengthen our CO2 emissions reductions regime. In the light of that, we have brought forward our 2030-35 phase-out date—that would not have been possible were we still EU members. We are leading the world in terms of setting our objectives and phase-out dates. There will be much more detail in our transport decarbonisation plan, which will answer the other questions that the hon. Lady put to me.
The SI is necessary to ensure that the emissions from new cars and vans in Northern Ireland are subject to the same stringent regulation as elsewhere in the UK.
Question put and agreed to.
Spaceflight Regulator: Environmental Objectives
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
On Friday 25 June, I published the Government’s response to the consultation on environmental objectives and guidance that the Government are setting for the regulator when exercising its spaceflight functions under the Space Industry Act 2018.
This Government are committed to growing the space industry in the UK and cementing our leading role in this sector by unlocking a new era in commercial spaceflight across the UK. The Government’s ambitious support for safe and sustainable spaceflight activities will drive research, innovation and entrepreneurship, exploiting the unique environment of space. The environmental objectives and guidance, along with the space industry regulations, and other instruments covering accident investigation and appeals, will pave the way for a new licensing regime for commercial spaceflight activities from UK. This will feed into our emerging national space strategy as we develop our priorities for levelling up the UK and promote the growth of this thriving sector in the long term.
The environmental objectives demonstrate the importance this Government attach to balancing the mitigation of potentially negative environmental impacts of spaceflight activities with enhancing the strong contributions that commercial spaceflight can make to both the economy and our local and global efforts to monitor the environment. The objectives and guidance build on the Space Industry Act 2018 requirements for applicants for a launch or spaceport licence to submit an assessment of environmental effects as part of their application. The objectives and guidance set out clearly how the Government expect the spaceflight regulator will take account of these assessments when deciding licence applications and setting licence conditions.
The Government welcome the thoughtful and detailed responses received to the consultation from industry, environmental professional bodies and other stakeholders. The response I am sharing today sets out the ways we have adjusted the draft guidance to reflect the suggestions and recommendations made through the consultation process. We believe that this collaborative approach will not only strengthen the licensing regime we are implementing, but also demonstrate the Government’s ongoing commitment to growing this exciting sector whilst ensuring that the most significant environmental impacts are mitigated and that growth of this sector is consistent with the Government’s wider sustainable development goals.
Next steps
My Department has worked closely with the Department for Business, Energy and Industrial Strategy, the UK Space Agency and Civil Aviation Authority to legislate for a wide range of new commercial spaceflight technologies, including traditional vertically launched vehicles, air-launched vehicles and sub-orbital spaceplanes and balloons. The Government’s aim is to have in place all the necessary secondary legislation and supporting guidance before the summer recess to enable the regulator to begin receiving and assessing applications.
[HCWS125]
Draft Contracting Out (Functions in Relation to Space) Order 2021
Draft Space Industry Regulations 2021
Draft Space Industry (Appeals) Regulations 2021
Draft Spaceflight Activities (Investigation of Spaceflight Accidents) Regulations 2021
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
I beg to move,
That the Committee has considered the draft Contracting Out (Functions in Relation to Space) Order 2021.
The Chair
With this it will be convenient to consider the draft Space Industry Regulations 2021, the draft Space Industry (Appeals) Regulations 2021 and the draft Spaceflight Activities (Investigation of Spaceflight Accidents) Regulations 2021.
Rachel Maclean
It is a pleasure to serve under your chairmanship, Mr Robertson.
The draft regulations are made under powers conferred by the Space Industry Act 2018 and create the regulatory conditions to enable commercial space launches to take place from UK spaceports for the first time. The contracting out order will allow the spaceflight regulator to carry out specified regulatory functions under the Outer Space Act 1986, and is made under powers conferred by the Deregulation and Contracting Out Act 1994. An additional measure subject to the negative procedure—an employment relations statutory instrument—will enable the transfer of staff from the UK Space Agency to the Civil Aviation Authority.
This country runs on satellite technology: from the ability to dial in virtually to parliamentary sittings, to weather forecasting, logistics and the apps on our phones. All those things rely on our ability to interact with space. This country’s future will be determined in space, one way or another, so the question that we must ask is: how much control of that future do we want?
By enabling commercial space launches from UK space- ports, we will secure and develop our digital economy and communications infrastructure, maintain our national security, help to mitigate climate change, bring about the future of transport, including connected and autonomous vehicles, and create thousands of highly skilled jobs throughout the UK in the sectors of the future such as advanced manufacturing, clean energy and aerospace. The draft regulations will create the environment needed to build and secure that future. They pave the way for a sovereign commercial licensing regime that supports safe and sustainable spaceflight activities that will drive research, innovation and entrepreneurship, supporting the unique environment of space.
Through close working among the Departments for Transport and for Business, Energy and Industrial Strategy, the UK Space Agency and the Civil Aviation Authority, the measures will enable launches from 2022. We want to be the first country in Europe to achieve a commercial space launch.
The measures apply to England, Scotland, Wales and Northern Ireland. They will support the Government’s levelling-up agenda by creating high-skill jobs and local opportunities around spaceports such as Shetland Space Centre, Spaceport Cornwall and others throughout the UK with similar aspirations.
We are building from strong foundations, as the UK is already a world leader in small satellite technology, telecommunications, robotics and earth observation. Our industry is developing exciting technologies such as the SABRE engine and Orbex’s launchers, but there is much more that we can do, both on our own and alongside international partners. I want to see our industry thrive by accessing global markets, financing and supply chains, and by attracting new and exciting companies to set up shop in the UK.
By appointing the Civil Aviation Authority as the spaceflight regulator, we will create independent rigour and oversight to match our bold ambitions in space, as well as avoiding any possible conflicts of industry for the UK Space Agency, which is responsible for encouraging and promoting the spaceflight sector through Government grants. Once stood up, the CAA can begin to accept licence applications for spaceflight applications. Such applications can take between six and 18 months to be processed, which reflects the fact that this is relatively uncharted terrain and we want to allow time for industry and the regulator to get things right. I am aware that other space-faring nations have set out shorter application times, but they do not account for a lengthy period of pre-application engagement, which can last from two to five years.
The key issues of insurance and liability were raised by hon. Members and industry stakeholders during the passage of the Bill that became the 2018 Act. Notable concerns were raised about unlimited liability, and the availability and cost of insurance. The Government have listened and taken action to limit operator liability in all operator licences. Following a call for evidence and further research, the Government’s intention is that all operator licences issued under the 2018 Act will contain a limit of operator liability with respect to claims made under sections 34 and 36 of that Act. Operators therefore will not face unlimited liability for actions carried out in compliance with the Act and licensed conditions. The space industry regulations contain the necessary provisions to implement that policy.
The launch liability limits for launch operators will be calculated using the approach of the model insurance requirement. That will tailor the insurance required to the risk of the diverse range of UK launch activities that is expected. The Government believe that that approach will reduce operator costs and ensure that the UK remains competitive.
For orbital operations, insurance requirements and limits of operator liability will mirror those for licences issued under the Outer Space Act 1986, which is €60 million for standard missions. The Government noted the issues raised by the sector in last year’s consultation and we are now undertaking a review to assess insurance models for small satellites proposed by industry and alternative models, operator liability for in-orbit operations and whether a maximum limit for the launch model insurance requirement is appropriate. The review will consider the competitiveness of the UK sector and how to maintain the sustainability of the orbital environment.
The measures will help to position the UK at the forefront of the global space economy and increase access to space for our diverse industry. I am sure that hon. Members share my desire that the UK secures its economic future through space, and I hope that they will join me in supporting the measures, which I commend to the Committee.
Rachel Maclean
I thank the hon. Member for Wythenshawe and Sale East for his consideration of and support for the draft measures, and for his helpful and constructive questions.
The hon. Gentleman asked if the insurance and liability regime matches the ambition of other nations. I assure him that our review addresses the UK’s competitiveness. We want to be the first country in Europe to achieve a space launch—from UK soil—and we are confident that the measures will allow us to do that. He asked about the CAA. I assure him that it will be adequately resourced to take on these new functions, and preparations have been going on for some time.
The hon. Gentleman also asked about prosperity and skilled jobs throughout the UK. Of course, that is at the forefront of the Government’s levelling-up agenda, so we are determined to ensure that these jobs—this is already the case—are seen in Cornwall, Scotland, Wales and many other parts of the UK. The supply chains are dynamic and represent enormous opportunities for many businesses of all sizes. This is an exciting time for the UK.
The measures that we are considering will allow for a wide range of new commercial spaceflight technologies: from traditional vertically launched vehicles, to air-launched vehicles, and sub-orbital space planes and balloons. We have endeavoured to produce legislation that is sufficiently flexible to accommodate emerging technological advancements, market opportunities and changes to the international landscape, while keeping safety squarely at the forefront of thinking. I entirely agree with the hon. Gentleman that environmental considerations are vital.
The Department for Transport, the UK Space Agency and the CAA will continue to engage with industry through one-to-one meetings and plenary sessions to help to set out what the industry can do to prepare itself, including in anticipation of conversations with the regulator. In parallel, we are putting in place the necessary legal framework for the proposed transfer of functions and staff to the CAA to ensure that the new regulator has the tools, capability and capacity to regulate. It will be ready to start receiving licence applications once the draft measures come into force and will work closely with all potential applicants—indeed, it is already doing so.
I reiterate that the measures will stimulate a new commercial spaceflight market in the UK, bringing with it an ancillary supply chain, high-skill jobs and opportunities throughout the UK. As well as focusing strongly on safety, they showcase our commitment to our international obligations and the sustainability of the space environment. They will position the UK as Europe’s leading launch destination. I am grateful to hon. Members for their consideration of the measures, and I hope that they will join me in supporting them.
Question put and agreed to.
Draft Space Industry Regulations 2021
Resolved,
That the Committee has considered the draft Space Industry Regulations 2021.—(Rachel Maclean.)
Draft Space Industry (Appeals) Regulations 2021
Resolved,
That the Committee has considered the draft Space Industry (Appeals) Regulations 2021.—(Rachel Maclean.)
Draft Spaceflight Activities (Investigation Of Spaceflight Accidents) Regulations 2021
Resolved,
That the Committee has considered the draft Spaceflight Activities (Investigation of Spaceflight Accidents) Regulations 2021.—(Rachel Maclean.)
Oral Answers to Questions
Rachel Maclean Excerpts(3 years, 5 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
Sir Peter Hendy is carrying out the independent Union connectivity review, which will report later this year.
Jack Brereton
Following only two days’ notice, this week East Midlands Railway has halved the train services through Stoke-on-Trent on the Crewe-Derby-Newark line to a train only every two hours. The usual hourly service is barely acceptable, so to reduce it further is totally inadequate. Will my hon. Friend work with the Secretary of State to look urgently at what can be done to restore these vital rail services and further improve local rail in my constituency of Stoke-on-Trent South and all along this important cross-UK east-west rail link?
Rachel Maclean
I thank my hon. Friend for supporting those vital rail links. I know that he is doing a fantastic job of ensuring connectivity to his constituency; I know that he spoke to the Rail Minister about it yesterday. East Midlands Railway has introduced a new timetable, but I understand that a number of challenges arose because of a different fleet, train crew issues and sickness. This has resulted in the need to swiftly implement timetable changes, but it now needs to provide passengers with a robust and reliable service.
Simon Jupp
Confidence within the aviation industry and among passengers is at an all-time low—it is shattered. The travel industry will take longer than most industries to get back to business and will need further support to survive. Will my hon. Friend speed up the review of air passenger duty and explore extending business rates relief to regional airports to help the industry weather this terrible storm?
Rachel Maclean
I absolutely commend my hon. Friend for being a continued champion for Exeter airport in his constituency, which provides jobs and employment for many of his constituents. He will know that the airport and ground operations support scheme provides eligible commercial airports with support towards their fixed costs. In the March Budget, the Chancellor announced a six-month renewal of that scheme from April. Initial payments will be made towards the end of the summer.
My hon. Friend mentions aviation tax reform. The Treasury is currently reviewing responses and will update on timing in due course.
Mike Kane (Wythenshawe and Sale East) (Lab)
To follow on from the question asked by the hon. Member for East Devon (Simon Jupp), regional airports play a critical role in connecting our regions and our Union. This month, Stobart Air collapsed, and easyJet is to close its bases at Newcastle International, London Stansted and London Southend airports; Teesside and Newquay have previously shut their doors. Without a sector-specific deal, our regional airports, the connectivity that they provide and the jobs and communities that they support are at risk. What assessment has the Department made of the long-term viability of this critical infrastructure to our nation?
Rachel Maclean
As the hon. Gentleman will know, we fully recognise and support the importance of the aviation industry to our country. That is why this Government have stood behind the sector and provided up to £7 billion, in the round, of support for jobs through the furlough scheme and support for airports and the airline industry. It is vital that we get the travel industry back on its feet, which is why we are taking a public health approach to restarting travel. The Transport Secretary will say more on that this evening.
Jason McCartney (Colne Valley) (Con)
Marco Longhi (Dudley North) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
In addition to investing £1.7 billion in ’21-22 into local roads, the Department is working towards the creation of a common data standard for the monitoring of the road condition. That will aim to drive innovation and flexibility in monitoring local roads, which will enable local authorities to target defects in their networks more quickly.
Mark Menzies [V]
First, I thank my hon. Friend for her support and that of the Department in securing the Lytham St Annes M55 link road. After years of fighting for this project I was delighted to see work get under way on Monday. I have, however, been inundated by complaints from constituents regarding the poor quality of many of Fylde’s road surfaces, so can my hon. Friend assure me that the Government are taking the resurfacing of roads seriously and not simply filling in the cracks and covering over potholes?
Rachel Maclean
May I start by paying tribute to my hon. Friend for his determined campaigning over a number of years to secure the start of work on this vital road? I am sure that his constituents will be reaping the benefits in the years to come, but he is right to say that they must be able to drive on roads that are pothole-free. That is why the Government have committed £2.5 billion through the potholes fund. The Department believes that local highway authorities should develop a risk-based approach to asset management plans; that means they need to have a long-term inspection regime and be proactively maintaining those roads to ensure that they are in good condition in the years to come.
Marco Longhi
The very light rail site in Dudley—of course, Chorley could have one as well, Mr Speaker—will be a world-class innovation centre, developing and testing prototypes, and very light rail is installed on roads with minimal disruption. Does the Minister agree that it could be a game changer for public transport for the UK, and will she join me in congratulating the team on pioneering it in the west midlands?
Rachel Maclean
I am delighted to hear about more pioneering innovations in the west midlands. That does not surprise me at all; I visited the west midlands just last week to see some of its groundbreaking work across a number of travel innovations. Of course, Mr Speaker, the west midlands leads the world—I am afraid it even leads Chorley—in these matters. I strongly congratulate all those involved in the project in Coventry and Dudley. We are always interested in building on these successes and seeing them benefit more areas in the future.
Dame Andrea Leadsom (South Northamptonshire) (Con)
Peter Grant (Glenrothes) (SNP)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The transport decarbonisation plan will set out a pathway to achieving net zero. We are delivering ambitious international COP26 campaigns, including a zero emission vehicles campaign that aims to at least double the pace of the global transition to zero emission vehicles so that all new cars and vans are zero emission by 2040 or sooner; an aviation campaign that will galvanise industry, state and civil society support for international action to reduce the climate impacts of aviation; and a maritime campaign, where we will deliver important cross-sectoral opportunities for significant emissions reductions nationally and internationally.
Peter Grant [V]
The Scottish Government have committed to cutting car use by 20% by 2030 and to providing an interest-free loan for first-time buyers of new and used electric vehicles. In contrast, the British Government are cutting the grant for electric vehicle purchases by 50%. Will the Minister explain how that 50% cut in support will help to facilitate the decarbonisation of transport?
Rachel Maclean
I remind the hon. Gentleman that his constituents in Scotland, like those across the UK, have benefited from up to £1.3 billion of support to help them transition to electric vehicles. Shall we look at the facts, Mr Speaker? The plug-in car grant, the home charge grant, the on-street chargers and the workplace chargers are all funded by the UK Government for the benefit of the hon. Gentleman’s constituents and those across the United Kingdom.
Mr Speaker
I do apologise for the noise. There is a helicopter somewhere overhead. I know it is Transport questions, but it is getting a bit much.
Sam Tarry (Ilford South) (Lab)
As someone who is regularly stuck in traffic on the A13, I think no one wants to return to the levels of pollution we saw before the pandemic began, particularly as emerging evidence indicates that exposure to air pollution increases the severity of coronavirus symptoms and other respiratory conditions. That is why I am so glad to see the work done by brilliant, publicly run light rail systems such as Tyne and Wear metro and Tramlink, led by fantastic local Labour administrations. Light rail networks are an effective means of reducing congestion and pollution given that they produce next to no pollution at the point of use. What assurances will the Minister give, therefore, to support projects that incorporate light rail, tram trains, and electric and hydrogen buses such as the mass transit system proposed by the new West Yorkshire Combined Authority Mayor?
Rachel Maclean
I hope the hon. Gentleman was listening earlier when I spoke at the Dispatch Box about the support that the Government have provided for the West Midlands Combined Authority, led by the Conservative Mayor Andy Street, for light rail and a number of other transport innovations. The point is, the Government are investing in zero-carbon green transport across the whole country. We intend to build back better and greener from the pandemic, and we will create hundreds of thousands of skilled green jobs across the country as we do so.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
The consensus at the Transport Committee yesterday—I include the Minister in this—was that the EV market is immature. Quite why the Government would therefore reduce support when EVs are still a lot more expensive is beyond me. The fact is, they have cut the grant by 50%. In addition to what my hon. Friend the Member for Glenrothes (Peter Grant) said about interest-free loans, in Scotland we have doubled the home charge grant as well. On the decarbonisation plan, last week the Minister said:
“We have done a huge amount of work on the plan…I am not satisfied with the draft because it does not meet the ambition we need in order to reach those incredibly challenging targets.”—[Official Report, 16 June 2021; Vol. 697, c. 117WH.]
Quite how the DFT has done extensive work on it and yet still lacks ambition is beyond me. Will we see the plan before the summer recess—yes or no?
Tim Loughton (East Worthing and Shoreham) (Con)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
We have committed to improvements on the A27, including the sections around Worthing and Lancing. Highways England is working to identify options to go to consultation next year.
Tim Loughton
As anyone setting out for Chorley from the south coast will know, Mr Speaker, the Worthing to Lancing section of the A27 is one of the most congested roads in the whole of the south-east. In 2014, we were allocated £70 million as part of road investment strategy 1. Seven years on, with several thousand additional houses nearby and with a new IKEA attracting 2 million customer journeys a year about to open, nothing has happened. Now, apparently we have just been allocated £20 million in the Budget for delivery of something between 2025 and 2030. Could we please have a bit of levelling up for infrastructure in Sussex urgently?
Rachel Maclean
I thank my hon. Friend for raising this vital issue. It is of course right and critical to get the right solution for the right place. Highways England is actively working on the project and, in particular, working closely with stakeholders, because this is a very sensitive area. I hope my hon. Friend will welcome the fact that Highways England is engaging and working closely with stakeholders on detailed options for the A27. There will be a consultation on all those next year.
Jeff Smith (Manchester, Withington) (Lab)
The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
The national bus strategy, which draws on £3 billion of transformational funding, sets out the Government’s vision for bus services across England, including in isolated communities, and we believe that those bus service improvement plans, delivered through enhanced partnerships and franchising arrangements, will deliver what is needed. Alongside this, we have announced 17 successful rural mobility fund bids, each receiving a share of £20 million funding to trial innovative bookable minibuses where demand is more dispersed.
Mary Kelly Foy [V]
Since 2010, 134 million miles of bus routes have been lost and bus coverage in Britain is the lowest it has been in 30 years. In villages such as Pittington and Waterhouses in my constituency, bus services are virtually non-existent. Can the Minister confirm whether the national bus strategy’s bus service improvement plan will give local authorities enough power and resources to deliver regular bus services to communities on routes that may not be commercially viable?
Rachel Maclean
The hon. Lady has put her finger on the entire purpose of the Bus Back Better strategy, which is about ensuring better, cleaner, safer and more reliable buses with simpler fares and ticketing. It is absolutely what communities such as hers and others all over the country want. The Government are supporting local authorities through funding and we have set aside £25 million to help to build the capacity and capabilities of local authorities. Every local transport authority has received £100,000 in capacity support to enable them to submit bids for the funding and get those bus services back.
Layla Moran (Oxford West and Abingdon) (LD)
Transport Decarbonisation Plan
Rachel Maclean Excerpts(3 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)
It is a huge pleasure to serve under your chairmanship, Ms Nokes. I warmly congratulate my hon. Friend the Member for Kensington (Felicity Buchan) on securing this landmark debate on the forthcoming transport decarbonisation plan. I welcome the opportunity to provide an update and set out the Government’s position on all matters raised.
I warmly thank all Members who have taken part for their contributions, which displayed their extensive knowledge of this vital topic, including my hon. Friends the Members for Don Valley (Nick Fletcher) and for Rother Valley (Alexander Stafford) and the hon. Members for Kilmarnock and Loudoun (Alan Brown), for Strangford (Jim Shannon) and for Paisley and Renfrewshire North (Gavin Newlands).
Before I move on to the main body of my remarks, I want to reassure the hon. Member for Strangford that I am shortly to meet Minister Nicola Mallon to discuss many of the matters that he raised. Northern Ireland is always close to our thoughts and we want to ensure that our transition is taking place at speed.
As my hon. Friend the Member for Kensington started by saying, in 2019 we became the first major global economy to set a 2050 target to end our contribution to climate change and to achieve that net zero of carbon emissions. Our ambitious target to reduce our emissions by at least 68% by 2030, our nationally determined contribution under the Paris climate agreement, is among the highest in the world. It commits the UK to cutting emissions at the fastest rate of any major economy so far.
I will answer head on the question put to me by Opposition and Government Members—when are we going to publish the transport decarbonisation plan? We have done a huge amount of work on the plan, as I have said in this House many times, and we have a final draft. I am not satisfied with the draft because it does not meet the ambition we need in order to reach those incredibly challenging targets. It is my desire that, when we publish the plan, hon. Members will not be disappointed, and we will be able to ensure that we have taken into account the Climate Change Committee’s sixth carbon budget advice. I cannot give a date, I am afraid, so I cannot meet hon. Members’ challenges head on, but we are working through that at pace and intend to publish soon.
It is right at this point to counter some, though not all, of the narrative that we are not doing enough and it is all rhetoric. Nothing could be farther from the truth. Let me focus on a few highlights. We already have half a million ultra low emission vehicles registered on UK roads. That is backed by £1.3 billion of Government grants, also available in Scotland, as the hon. Member for Paisley and Renfrewshire North updated us.
Nearly one in seven cars sold so far in 2021 has a plug. A driver is never more than 25 miles away from a rapid charge point anywhere along England’s motorways and A roads. We have 4,450 rapid charge points and 24,000 public charge points. We are providing up to £120 million for zero emission buses, adding to the £50 million already awarded to Coventry under all the all-electric bus city scheme. We will commit to spend £3 billion rolling out 4,000 zero emission buses during this Parliament. On active travel, we have committed—
Rachel Maclean
Forgive me; will the hon. Gentleman allow me to complete my speech, because I am sure I am going to answer his questions in it? I have a lot of points to cover, but I will take interventions later if he is still not satisfied.
We have committed £2 billion to active travel over five years. That is the largest amount of funding ever committed to cycling and walking by any Government.
Let me turn to electric vehicles, which were the focus of the speech by my hon. Friend the Member for Kensington. The key to decarbonising transport will be to roll out cleaner modes of travel that are affordable and accessible to all. I am delighted to see all the hard work she is doing in her constituency. It is by local engagement that Members of Parliament can play a vital role in ensuring that their local authorities are engaged in this. Many of these initiatives are delivered through local government funding.
I note that some local authority areas are not taking advantage of our on-street residential charge point scheme. I encourage any Member of Parliament to come to me, so I can provide them with an update about if their local authority is engaging in this, because that is how we are going to get charging points rolled out to people who do not have off-street parking. We need to move further and faster, and I fully agree with everybody who has posed that challenge to the Government.
We have an ambitious phase-out date to end the sale of all petrol and diesel cars by 2030. That is the most ambitious date of any country in the world. All new cars and vans must be zero emission at the tailpipe by 2030. We will be the fastest country to decarbonise cars and vans. There is no sign of buyer’s remorse.
Alan Brown
On that ambition of before 2030, does the Minister accept that that means that energy policy has to align with that to get the electrification? That means that Ofgem must be mandated to deliver net zero and it means an overhaul of how energy is delivered. Is she discussing that with other Ministers? Does the transport decarbonisation plan interlink on that basis?
Rachel Maclean
I am absolutely discussing that with fellow Ministers. The Department for Business, Energy and Industrial Strategy will be coming forward shortly with its net zero strategy, which will answer many of those issues about the electricity network.
Over 90% of EV drivers say they will not go back to petrol or diesel. I am one of them because I drive an electric car, including on bank holidays, so I experience these issues first hand. We are determined to make it as easy to charge up an electric vehicle as it currently is to fill a tank with petrol or diesel. The private sector has already installed 24,000 public charging devices, but the process is changing and accelerating all the time. In two years’ time every motorway service station will have at least six high-powered chargers, so that people can charge up in the time it takes to have a coffee.
To underpin our ambitious phase-out dates and to help achieve them, in November we committed to developing three key policy documents over the course of 2021. Those policy documents will specifically answer many of the questions that hon. Members have rightly posed to me. The first is a delivery plan that will set out key Government commitments, funding and milestones. That is for the 2030 and 2035 phase-out dates. It will deal with the question whether we will have a zero emission vehicle mandate. We are having that discussion inside Government at the moment.
We will set out an infrastructure strategy. That will set out the vision and action plan for the charging infrastructure roll-out that is needed to achieve our ambitious phase-out date successfully, and to accelerate the transition to a zero emission fleet. As part of this strategy we are working with local authorities, charge point operators and other stakeholders to ensure that our future charging infrastructure is practical, accessible, reliable and achievable, alongside outlining all the key roles and responsibilities for all actors in the EV charging sectors. It is clear that we need more charge points everywhere and this Government will set out how that will take place.
The Green Paper on our UK future CO2 emissions regulatory framework, now we are no longer a member of the European Union, will set out how we will phase out petrol and diesel cars and vans, and support those interim carbon budgets, including consulting on which vehicles exactly can be sold between 2030 and 2035.
Let me go through the key points made by my hon. Friend the Member for Kensington. On her first priority, the need to combat range anxiety, she is absolutely right and every Member has mentioned that. We need to increase not only the reality but the perception of the adequacy of the infrastructure for electric vehicles. I keep reminding people that in England they are never more than 25 miles away from the nearest charge point and we have committed, and are already investing, £1.3 billion to accelerate the roll-out of charging infrastructure in rural and urban areas across the UK.
The charge point market has evolved over the past decade. Like my hon. Friend, I am a free-market capitalist, but of course Government has a role to play, hand in hand with the private sector, which is stepping up in an incredibly impressive way. They have a growing role in charge point funding, with areas such as home charging showing signs of maturity. We need to keep working hand in hand with the private sector, so we have committed to invest £950 million in future-proofing grid capacity along the strategic road network, to prepare for 100% uptake of zero emission cars and vans. We expect to increase the number of high-powered chargers across the network by 2035 to 6,000.
We also have a £90 million local EV infrastructure fund that will support large on-street charging schemes and potentially local rapid charging hub schemes in England, as well as the £20 million already referred to, which is the on-street residential charging scheme. We are working closely with stakeholders to inform the design and delivery of the fund. We aim to launch it in spring next year. We must continue, however, as a Government—that is our responsibility—to monitor the market.
Gavin Newlands
On charge points, those plans sound fantastic and what have you, but will the Minister comment on the massive discrepancy in the numbers of planned charge points in England? In London, which already has an extensive network compared with the rest of England, this year there is one charge point for every 2,700 people, whereas in the east of England there is one for every 38,500 people. Why is there such huge discrepancy across England?
Rachel Maclean
I thank the hon. Member for his comments, but I have addressed them already with the roles that local authorities, the private sector and Government have to play. I also point him back to what I said about our delivery plan, which will, absolutely, set out how we intend to ensure that every resident of the United Kingdom, no matter where they live, has equal access to this electric and low emission revolution. We will continue to monitor the market, and where it is not delivering, it is right for central Government to step into those areas of market failure.
Members mentioned the experience of public charging. We have consulted recently on measures to improve that experience, including opening up public charge point data, improving reliability and streamlining the payment methods for drivers—they should not have to have multiple active apps and accounts on their phone. We want to increase pricing transparency. I have done a huge amount of work with charge point operators as part of that vital work. We also plan to lay legislation later this year.
We want people across the country to have the opportunity to move to being electric vehicle drivers.
Kerry McCarthy
Am I right in thinking that that would be legislation requiring charge point operators to meet certain reliability standards? Is that what the Minister is suggesting?
Rachel Maclean
Absolutely right, it is that. We already have those powers in legislation, and we intend to use them.
The vast majority of electric vehicle drivers choose to charge their cars at home overnight or, increasingly, at the workplace. We plan to support people to charge their cars at home, as my hon. Friend the Member for Kensington said. We are working closely with the Ministry of Housing, Communities and Local Government at the moment and we have consulted on plans to introduce a requirement for every new home to have a charge point, where there is an associated parking space. We will publish our response soon. We aim to lay regulations in Parliament in 2021—this year. That will make England the first country in the world to introduce mandatory charge points in new homes, again cementing our position as the global leader in the race to net zero.
My hon. Friend spoke about R&D, and we are world-leading in the automotive manufacturing sector. We have prioritised securing investment in battery cell gigafactories. That is key to anchoring the mass manufacture of electric vehicles in the UK, safeguarding green jobs and driving emissions to net zero by 2050. We must also create a circular economy for electric vehicle batteries to maximise the economic and environmental opportunities of the transition to zero emission vehicles. That is why we support innovation, infrastructure and a regulatory environment for the UK battery recycling industry. The £318 million Faraday battery challenge is about tackling those technical challenges of reusing and recycling battery components with the aim of making them 95% recyclable by 2035—up from 10% to 50% today.
My hon. Friend the Member for Rother Valley mentioned many of the critical minerals. He will have to forgive me, that topic is not my direct brief, but I assure him that a lot of the work on the Faraday battery challenge is to address such critical challenges, of which Ministers are well aware.
We must also continue to support public transport as one of the most sustainable ways around. On rail, we are building on our Williams-Shapps plan for rail to decarbonise the rail network. We have already completed 700 miles of rail electrification in England and Wales, and we will continue to electrify more of the network in the years ahead. In the past year, there has been a meteoric rise in cycling and walking, and all of our policy development is aimed at embedding that shift. As I said, we are investing £2 billion to enable half of all travel in towns and cities to be cycled or walked by 2030.
Jim Shannon
I asked the Minister earlier—if she is coming to it, that is dead on, but if she is not, perhaps she will reply to me—about how green biofuels can improve rail and public transport in the UK. Does she have a response to that? If she does not, I am happy for her to get back to me.
Rachel Maclean
We refer to that in the transport decarbonisation plan, but I am happy to write to the hon. Gentleman with a lot more detail. Synthetic fuels are an important part of our thinking on decarbonising the entire transport network.
In the Prime Minister’s 10-point plan, he announced £20 million of funding for pioneering UK freight trials. The hon. Member for Bristol East rightly mentioned freight. We want to test and develop primary candidate technologies for zero emission long-haul HGVs this year, and the role of hydrogen will be crucial as we aim to decarbonise the transport sector and put UK industry and technology at its forefront. Although it is in its infancy, in the UK we have one of the largest publicly accessible hydrogen refuelling station networks in Europe.
I seek your guidance, Ms Nokes. What time does the debate end?
Caroline Nokes (in the Chair)
It ends at 10.55 am. It would be a courtesy to allow the Member in charge time to wind up.
Rachel Maclean
I will certainly do that. Thank you very much, Ms Nokes. I will bring my remarks to a close and thank everybody who has contributed.
Our transport decarbonisation plan must not just change transport to be greener; it must make transport better for everyone, because transport is what connects people to opportunity, prosperity and each other. Our resolve in tackling climate change and ending the UK’s contribution to it could not be stronger.