Exiting the European Union (Building and Buildings)

Debate between Alan Brown and Matt Rodda

Wednesday 18th November 2020 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

It is a pleasure to follow the hon. Member for Kilmarnock and Loudoun (Alan Brown).

I rise to speak in this debate because of the importance of building safety in my constituency—as in many parts of the country—following the dreadful disaster at Grenfell. We have a number of tall blocks, many of which are unfortunately still covered in dangerous cladding, including ACM cladding, cladding made from other materials and, indeed, dangerous wooden cladding. Royal Berkshire Fire and Rescue Service has uncovered a series of problems in Reading and other Berkshire towns, and there is a great deal of concern from local residents about these matters. I appreciate the Minister’s reassurance on the nature of the UK standards and the fact that they are separate, although they interconnect with the European ones. I wish to reiterate residents’ concerns and ask some questions, in a helpful way, to try to elicit a response that might reassure local people.

First, let me outline the scale of the issue in our community, because at first sight it might not be obvious that in a medium-sized town thousands and thousands of people are affected by this building-safety scandal. It affects not only the people who live in taller blocks, nearly 10 of which are affected in Reading. They are all either privately owned or have a mixture of different forms of ownership, but they are not council-owned—the council blocks are safe. These privately owned blocks have been clad dangerously and are affected by a series of other matters, such as a dangerous car park ventilation that could lead to fires on the side of buildings.

There is a range of issues and a great deal of concern among thousands and thousands of residents. In fact, that is something of an understatement, because another group of residents might also be affected, and the level of risk in their buildings is unclear. I am talking about people who live in lower-rise blocks of flats and houses of multiple occupation. The issues are similar: many have issues with potentially dangerous cladding; others have issues with fire safety doors or just the very fact that a block has multiple occupation and requires greater scrutiny of the fire safety messages, briefing and information provided to residents.

In a town the size of the one I represent—and its suburbs—a substantial number of people live in medium-sized accommodation of three to six storeys, and however technical these matters may be, all those people are affected deeply by changes to building safety.

[Alan Brown]

I was hesitant to interrupt the hon. Member’s flow because this matter is obviously important for him and his constituents. Is the real issue the products that are on the market or governance in terms of building control, inspection and regulation?

[Matt Rodda]

I am grateful to the hon. Member. I believe it may be both of those as well as the lack of resource for the fire service, which sadly has been cut significantly since 2010. There are, therefore, a number of significant issues for us as parliamentarians. I seek the Minister’s reassurance in particular on, as the hon. Member for Kilmarnock and Loudoun (Alan Brown) and my hon. (Friend the Member for Weaver Vale (Mike Amesbury) mentioned, what happens as we move out of the scope of EU regulations and into a UK-based regime covering Great Britain while there will be continuation of EU measures in Northern Ireland. There is a great deal of scope for confusion.

Road Safety

Debate between Alan Brown and Matt Rodda

Monday 5th November 2018 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

The Opposition welcome this general debate on road safety. It is a chance to discuss the Government’s record. It is also well timed, as last month the Department for Transport published the 2017 road safety statistics. In recent months, there has been a healthy level of debate in Westminster Hall regarding road safety. We have spoken on the fine work of the Bobby Colleran Trust and the effectiveness of “Bobby zones” around schools; about global road safety; and about the launch of influential reports recommending that the Government change tack with regard to road safety. We therefore welcome today’s debate in the Chamber.

This country has a proud record on road safety and some of the safest roads in the world. In fact, we have the fourth lowest number of road deaths per million inhabitants, behind only Norway, Sweden and Switzerland. We should rightly be proud of this record. Although it is proper to say that Britain has one of the strongest road safety records in the world, we must also recognise that in recent years our record has stagnated. Ministers have said that the picture is mixed and generally heading in the right direction. We cannot be clearer: it is not. It has stalled since 2010. The number of deaths on the road has remained at about the same level since 2011. One road death is an unacceptable tragedy, never mind almost 1,800 in 2017.

As I mentioned, the Government recently published their 2017 figures for reported road casualties in Great Britain. While there are some positives in this latest statistical release, there is also cause for concern—and Ministers are, I believe, well aware of this. In 2017, 1,793 people were killed on our roads, an average of five people every day—five people a day—and just under 25,000 people were seriously injured. As the road safety charity, Brake, points out, that equates to 73 people a day either being killed or seriously injured just going about their daily business. Last year’s annual total was the highest since 2011. I am sure we can all agree that that is completely unacceptable. There has been a sharp decline, over decades, in the number of people being killed or seriously injured on our roads. I reiterate, however, that the figures have not really changed since 2010.

The Government talk a good game about road safety being a top priority, but I am very sorry to say that their legacy so far is one of disappointment and, indeed, failure. The latest figures from the Department for Transport only reaffirm this. Since 2010, progress has well and truly stalled. Another year of statistics has been published, and we are no further forward.

The Government scrapped road targets that successfully reduced the number of people killed or seriously injured by a third under the last Labour Government. The Government tell the shadow Transport team that targets do not achieve anything. We disagree. The Opposition believe that targets focus awareness and attention and, ultimately, help hold the Government to account. All the evidence points to targets being a proven facilitator of achieving road safety improvements, and yet there are no targets to assess progress. The Government set themselves targets to meet in pretty much every other area of policy, but not for reducing road deaths and injuries. Why is that the case? Ministers will be well aware that the Parliamentary Advisory Council for Transport Safety concluded in a recent report that the Government should look into introducing key performance indicators for road safety in order to improve safety—in other words, it would like targets to be reintroduced.

I want to return to the 2017 figures and seek answers from the Minister on a number of points. Worryingly, an estimated 9,040 people were killed or injured in drink-drive incidents in 2016. That represents a rise of 7% from 2015 and is the highest number since 2012. The number of accidents where at least one driver or rider was over the alcohol limit rose by 6% in 2016. I would like to know what plans the Government have to address that.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Would the hon. Gentleman support measures to reduce the allowable drink-drive limit, such as those that the Scottish National party Government have introduced in Scotland?

[Matt Rodda]

The hon. Gentleman makes an interesting point. That should be looked at and reviewed across the UK as a whole.

I would like to move on to another aspect of this very important area. The 2017 release stated:

“The population of older people (aged 70 and older) has increased relatively rapidly over recent years. This carries implications for higher levels of casualties in this age group in the future.”

What do Ministers propose to do to address that issue? The Minister touched on it, but much more detail is needed. With an ageing population, older road users could become much more vulnerable.

At the other end of the age scale, it is encouraging to hear that the overall number of child casualties of all severities decreased by 2% to 15,721, which is one of the lowest years on record. However, I am sure we can all agree that this figure remains far too high and that the Government must strive to make our roads safer still, especially for vulnerable road users.

Between 2010 and 2016, the number of deaths from road accidents remained broadly consistent, as we have heard. However, the number of pedestrians killed on our roads increased.

Automated and Electric Vehicles Bill (First sitting)

Debate between Alan Brown and Matt Rodda

Committee Debate: 1st sitting: House of Commons
Tuesday 31st October 2017 Public Bill Committees

[Matt Rodda]

Q Do you feel there is a need to look at the way the planning system could incentivise that, to get the market started?

Robert Llewellyn: I would hope that there would be. It would be wonderful if there were encouragements and nudging pressure to say, “When you build this new supermarket with a car park, can you put in 40 car chargers? Not two or four down the far end but to have one whole side for electrical vehicle charging.” It is not that expensive to do low-cost top-up charges; that is not a big expense.

[Alan Brown]

Q Past UK Government policy led to an increase in uptake of diesel vehicles, which we now know are huge contributors to problems of air pollution. Therefore, to achieve future deadlines, would it make sense for the UK Government directly to incentivise the purchase of EVs or low-emission vehicles, through scrappage schemes and so on?

Robert Llewellyn: I am very uncomfortable about pressuring people in that sense. We should encourage them, certainly, but not pressure them, because of the result of the misinformation that we all suffered from. I had a diesel car, as did a lot of people. I think that is a really difficult area. I feel very unqualified to know how to do that. I work on encouragement and enthusiasm; I would not know how to instigate legislation that would insist on people buying electric cars.