MOTs: Increased Particulate Matter Testing

Barry Sheerman Excerpts

Tuesday 24th January 2023 Westminster Hall

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

I beg to move,

That this House has considered increased particulate matter testing during MOTs.

I refer to my declaration in the Register of Members’ Financial Interests. It is a real pleasure to serve under your chairmanship, Mr Hollobone. Air pollution is one of the greatest public health challenges of our time. As we speak, in this place and beyond, people are being poisoned by filthy, unsafe air. Indeed, today the Mayor of London issued a high air pollution alert across the capital.

A diesel particulate filter, or DPF, captures and stores dangerous emissions. It can be found at the back of a diesel exhaust system and can reduce emissions from a vehicle by around 80%. In some instances, a faulty DPF is responsible for the same amount of pollution as a three-lane, 360-mile traffic jam. That is the distance between my constituency of Huddersfield and Land’s End in Cornwall. That truly terrifying fact must spur us on to identify and remove dangerous faulty filters. I emphasise that just one faulty filter in one car can spread that amount of poison.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for giving way. He has been quite insistent and persistent in highlighting this issue. He said that a faulty DPF on a single vehicle can cause the same amount of pollution as a 360-mile traffic jam. Does he agree that while we are putting fresh restrictions on business and manufacturing, there is a simple and effective way of cutting emissions? If so, will he put forward his ideas?

[Mr Sheerman]

I thank the hon. Gentleman for his intervention and he is absolutely right; I will address his point during my remarks.

Increased particulate matter testing during the MOT would ensure that we identified faulty DPFs that are not picked in the current testing regime. I am pleased to see, from the Government’s open consultation on the MOT, which was published last week, that the Government want to adopt particulate number testing.

As chair of the Westminster Commission for Road Air Quality, I have been campaigning on this issue for a long time, and it looks as though we are making some progress at last. If the Government are looking for a legislative vehicle, my Motor Vehicle Tests (Diesel Particulate Filters) Bill is due for Second Reading on 24 March. I am very happy to share it, and all credit for it, with the Minister.

Before I speak more about changes that we can make to the MOT, it is worth dwelling on the life-changing harmful effects of air pollution, which my Bill would help to mitigate. It is estimated that up to 36,000 people die prematurely each year from the effects of air pollution in our country. The total cost to the NHS and social care will be £1.5 billion by 2025 and £5.1 billion by 2035.

[Caroline Lucas (Brighton, Pavilion) (Green)]

The hon. Gentleman is making a really important point. He will know that today would have been the birthday of Ella Kissi-Debrah, the child who tragically died aged nine, and who was the first person in this country to have air pollution as the cause of death on her death certificate. He will also know that I am trying to pass a Bill on clean air. Does he agree that the Government’s targets for PM_2.5 are utterly unambitious, and that they ought to adopt the target that the World Health Organisation put forward in 2021 of 5 mg per cubic metre?

[Mr Sheerman]

I was in a statutory instrument Committee with the hon. Lady only yesterday. I can assure her that we have the same intention for the Government, and I totally agree that the Government’s ambition—and the ambition of all of us—has to be raised.

The total cost to the NHS and social care of this plague of dirty, filthy air will be extreme. The cost of inaction is fatal to people up and down our country and the services that they rely on. Reducing particulate matter in the atmosphere must be a public health priority. Particulate matter is made up of tiny, invisible solids and liquids that can permeate our bodies. It has a harmful impact on human health, and mainly comes from vehicles, plant equipment and industry.

Mr Hollobone, you are too young to remember the 1950s and the smog. People took action about smog because they could see it and smell it. It was everywhere, and it was disgusting. This is even more poisonous, but it is invisible. That is why the issue is so important.

Two of the key measures are PM_2.5 and PM₁₀—in other words, bits of matter that are smaller than 2.5 or 10 micrometres in diameter. I am sorry that this is a bit technical, but the danger of such small matter is that it can enter our bloodstream, which causes irreversible damage to our respiratory system and our other organs. That was the case for those 36,000 individuals in the UK this year—and every year—whose premature deaths are attributed to air pollution. It has also been known to contribute to asthma and a variety of breathing difficulties.

Many of us have the privilege of hearing astoundingly good visiting speakers in this place. Sir Stephen Holgate addressed a group of us who care about air pollution. I remember sitting up when he said that not only do these dreadful things happen to pregnant women, children and the elderly, but these impurities in the air accelerate the ageing process. That galvanised me into keen interest. Air pollution has life-changing consequences for everyone, from children to the elderly. The Australian Government have found that elderly adults are more likely to be affected by unclean air. It can cause strokes, heart disease and lung disease.

Air pollution harms people in every community in the country, including us, right here on the parliamentary estate. Since June, I have been recording air pollution in Parliament with a handheld air quality monitor and a large state-of-the-art device in my office on the fifth floor of Portcullis House. Air pollution on the parliamentary estate is consistently above the World Health Organisation’s recommended limit. The average level of PM_2.5 on the estate was 5.3 micrograms per cubic centimetre. That is above the World Health Organisation’s recommended limit of 5.

More worryingly, there were significant spikes; the highest ever reading came in at 8.65 micrograms per cubic centimetre and, during the summer heat, there was a 14-day period when average daily levels of PM_2.5 remained at 5.3 or above. That is remarkable. In my office, nitrogen dioxide levels were, on average, four times above the WHO guidelines. In the entire monitoring period, nitrogen dioxide was never at a safe level. [Interruption.] Excuse me for two seconds, Mr Hollobone. I have a very dry mouth due to a medical condition, so your patience is much appreciated.

Much of the blame for air pollution on the estate and across the country lies with vehicles and the pollution that they pump out, often because of faulty diesel particulate filters. However, there are chinks of daylight and good news, as the country moves slowly in the right direction. In 2014 and 2018, MOT tests became marginally more rigorous to ensure the proper working of these filters. However, we still have progress to make on this issue. The debate is topical, as the Department for Transport released its consultation last week. I am glad the Government have recognised the need for further progress in emissions testing, and that they understand that particulate number testing is the right thing to do. Governments across Europe have successfully implemented these tests: the Netherlands, Switzerland, Germany and Belgium have all adopted the higher standards.

The Dutch are making great progress, using a very sensitive particulate technology, set at 250,000 particles per cubic centimetre, which is much tougher. We have 10 times as many vehicles with problems with particulates than in the Netherlands. Considering that the UK has more than 10 times more diesel vehicles on the road than the Dutch, it is plain to see that we would make significant progress if we followed our European partners.

Lastly, I ask the Minister to share any data his Department has prepared on the cost of introducing the testing. We know that there will be an expense, and that testing centres and garages will have to bear it. However, the equipment is now not that expensive and it is getting cheaper. We also know that there will be an individual cost to cover a more rigorous MOT. We believe in that investment, whether it comes from the Government with direct support or grants, or from the vast vehicle manufacturers across Europe that could contribute.

The studies I have seen demonstrate that fit-for-purpose monitoring is available and affordable. Additionally, making the test stricter will result in more failed vehicles, which will be a problem. However, in that transition we will see real change. We will take old and more polluting vehicles off the roads for good, and replace them with electric, and even hydrogen, vehicles, which will be much healthier for all of us. As we wait for the next steps of the MOT consultation, I urge the Minister to follow through on his Department’s ambitions.

Particulate matter testing in the MOT would make an enormous difference in the fight to reduce air pollution. In our new year reception for the Westminster commission, it was an honour to hear from Rosamund Kissi-Debrah, as the hon. Member for Brighton, Pavilion (Caroline Lucas) just mentioned, whose daughter Ella was the first person in the UK to have air pollution registered as their cause of death. Today would have been Ella’s 19th birthday, and I am honoured that we have had the opportunity to remember her.

As a father and grandfather, I find it impossible not to be moved by Ella’s story—a young child whose life was taken far too early. Sadly, Ella is not the only one; there are many more children like her who are currently at risk from the toxic fumes engulfing our urban centres. It is for people like Ella that the Government must follow through on their proposal to tackle the filthy air that is so poisonous and harmful. I spoke last week in Harrogate with a professor of chemistry from York University, who said that if we want to know where people are breathing in the worst, most poisonous air, we must look at the poorest areas of our country.

Air pollution is an invisible, insidious, silent killer, and we have a unique opportunity now to make a small change that would make a great difference. I say to the Minister and other colleagues, let us take this step together and move closer to achieving a goal, which we could share across the House: that our children, grandchildren, friends, family and loved ones are united in their desire for the inalienable right to breathe clean air.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. I commend the hon. Member for Huddersfield (Mr Sheerman) on securing a debate on such an important topic, which affects not only the owners of diesel vehicles but all of us affected by air pollutants from vehicles. He has been a staunch advocate of action to tackle these problems in his role as chairman of the Westminster Commission for Road Air Quality. We know each other well from his work on road safety. It is great to see him again pressing an important cause, which I know he cares deeply about, especially on what would have been Ella’s 19th birthday.

The hon. Member has eloquently explained the reasons that action is needed, especially to deal with the harmful substances called particulates, which have been linked to a number of serious health problems. Diesel engines have historically had higher emissions of nitrous oxides and particulate matter. In urban areas with large amounts of slow-moving traffic, that can result in an increased risk of harm for residents, including of respiratory illness. He was right to point out that it is often the most densely populated and poorest areas that suffer the most.

In the long term, we are committed to moving from vehicles based on internal combustion engines to zero-emission vehicles. The sale of new petrol and diesel cars will end by 2030. However, that does not mean that petrol and diesel cars will be off our roads immediately. In fact, they will still be on our roads for a considerable period, so we need to tackle pollution from such vehicles.

Considerable progress has been made. Since 2013, all new diesel vehicles have had to meet limits on the number of particulates emitted from their exhausts. That has resulted in diesel particulate filters, or DPFs, being fitted as standard. The effectiveness of DPFs is shown by their impact on emissions. As the hon. Member mentioned, removing a diesel particulate filter from a vehicle’s exhaust can increase harmful pollutants by up to 1,000 times. The hon. Member for Strangford (Jim Shannon) echoed that point.

Since 2014, MOT tests have included a check that diesel filters are in place and functioning. However, the Government recognise that the MOT test is not effective in measuring particulate emissions and in checking that DPFs are in place. The smoke opacity test, which is part of the MOT test, measures only the density of smoke and not the level of particulates. It is often difficult to check visually whether a DPF is in place because of its positioning within a vehicle’s exhaust system. We have made it clear in our current MOT consultation that we are committed to implementing more effective testing of particulate emissions from diesel vehicles in order to identify and deal with those that have excessive emissions.

There has been substantial progress in developing particulate number testing. As the hon. Member for Huddersfield mentioned, some European countries have already introduced it, and some are doing it to much more effective standards than ourselves. In the UK, the Driving and Vehicle Standards Agency has been trialling the use of particulate number testing machines, mainly on heavy goods vehicles but on some light goods vehicles as well. Those pilots have provided us with a better understanding of how changes could be implemented to introduce PN testing and to ensure that particulate filters are present and working.

The hon. Member for Huddersfield raised the important issue of cost. With the potential cost of these changes falling on our network of 23,500 MOT garages, many of which are small local businesses, we want to ensure the measures are effective and proportionate, and will help to tackle the issue. The typical cost of a particulate number testing device is currently between £3,500 and £6,100. However, after discussion with equipment manufacturers, we believe the cost may well drop substantially as demand increases off the back of any Government decision to implement the device in an MOT test.

[Mr Sheerman]

Does the Minister agree that the auto industry has some responsibility here? It would be wonderful if big companies such as Volkswagen, which must have a guilty conscience in some ways about this issue, could put some resources in to ease the transition.

[Mr Holden]

I agree with the hon. Gentleman. We would certainly welcome any private sector investment, particularly from large businesses, to help ease the cost for some of our garages, which are often either small or owner-run businesses in constituencies up and down the country.

We hope that a big increase in demand would see that supply increase and costs decrease. At current prices, introducing PN testing would cost approximately £100 million to the sector but, as I said, if it was rolled out nationally we could see that figure substantially reduce. I agree with the hon. Member for Huddersfield that it would be great to see some innovation from some large car manufacturers in this space.

[Mr Sheerman]

Will the Minister give me one last go?

[Mr Holden]

I will give the hon. Gentleman one last go.

[Mr Sheerman]

I missed mentioning the name of that fine chemist from the University of York: Professor Al Lewis. I did not mention his name, but he is the one who has been measuring the levels of pollution so scientifically and said, “If you want to know where it is most polluted, it is where the poorest people live.”

[Mr Holden]

It is always wise that we parliamentarians realise that we stand on the shoulders of our researchers—or, in my case, my civil servants—and those who do so much externally to provide us with the background for these debates and the policies we push for. It is great to hear the hon. Gentleman paying tribute to those who work in research.

We are seeking views on particulate number testing in the consultation on MOT reforms, which we published last week. I hope the hon. Member for Brighton, Pavilion (Caroline Lucas) and others will take part and feed into that interesting and important consultation. The case for introducing PN testing is clear; we now need the evidence to understand how and when we should make this change, and its impact.

We all have the same aim in reducing harmful emissions from road vehicles, including from diesel-powered cars. As the hon. Member for Huddersfield said, this is an invisible poison that we need to tackle. We are taking the matter seriously, and we encourage all those with an interest to respond to the consultation and help to provide the evidence we need to make further progress in reducing diesel emissions in the near future.

Question put and agreed to.

Improving Driver Safety

Barry Sheerman Excerpts

Wednesday 11th January 2023 Westminster Hall

[Dame Andrea Leadsom]

I am grateful to my hon. Friend for telling the story of her constituent. Across the country, there are far too many similar, tragic cases.

The third recommendation of my constituents’ campaign is that young drivers should not be allowed to drive between midnight and 4 am. The risk of a young driver being involved in a collision is eight times higher between 2 am and 4 am on both weekdays and weekends. My constituents and I recognise that there will need to be exceptions to any such restrictions, such as for young parents taking their children out in a car or young people who are travelling to work between the hours of midnight and 4 am. It would be perfectly easy to create those exceptional circumstances. I have every sympathy with the aims of my constituents’ campaign, and I urge the Minister to look at the merits of these modest but potentially incredibly effective measures. A further recommendation that has been made to me by many others is that the use of black boxes for young drivers should be compulsory when they are first on the roads.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

I apologise, Sir Robert, for being a little late; I had a chemotherapy session at Guy’s, and it overran.

The right hon. Lady knows I am a great supporter of this. The first 1,000 miles that a young person drives are the crucial ones, and we must do anything we can to support them and make sure they are safe. People forget this, but she will know better than anyone else here that this is the biggest killer worldwide of children and young people. It is not any disease; the biggest killer of children and young people worldwide is death on the roads.

[Dame Andrea Leadsom]

I am grateful to the hon. Gentleman for his point and for rushing across here straight from his procedure, which demonstrates his great regard for the importance of this subject.

Black boxes are the “good spy in your car”. They record data about a driver’s driving style, such as whether the driver is taking corners safely and whether they are keeping to the speed limit. Furthermore, data from the British Insurance Brokers’ Association shows that black boxes in cars can result in savings of more than £1,000 a year in insurance costs for some young drivers, so they are a real win-win. In evidence to the Transport Committee in 2021, telematics insurance provider insurethebox confirmed that its technology has assisted 80,000 young drivers to reduce speeding per mile by 21%, which it estimates has resulted in 700 fewer crashes and 22 fewer serious injuries.

The Minister will be aware that the concept of graduated driving licences was the subject of a full Transport Committee inquiry in 2021. The GDL proposes a minimum supervised learning period, an intermediate licence period that places quite strong restrictions on the newly qualified driver, and then a full unrestricted driving licence that is only available after completion of the first two stages. International evidence was put forward to the Committee at the time showing that the GDL can reduce collisions and trauma from accidents involving young drivers by 20% to 40%. The main concerns about the GDL are that it reduces access to employment and education, that it impacts on young people living and working in rural areas and that the restrictions may be hard to enforce. Nevertheless, the Transport Committee’s report recommended that the Department for Transport should resume a study into the social and economic consequences of the GDL, which it committed to in its 2019 road safety statement.

Many people will argue—indeed, the Minister may seek to—that a GDL is not enforceable, but I would say that the vast majority of young people learning to drive are extremely sensible, if not actually a bit scared of getting behind the wheel. They have no desire to crash their car, and they certainly have no desire to harm themselves or cause harm to any other young person. While there may understandably be some reluctance to change the rules, it is my view that young people would, on the whole, comply with new rules around learning to drive. As a result, we would see a massive decrease in the number of deaths and injuries on our roads.

I am grateful to the many in this House and the other place who have shown a significant interest in this area. I am sorry that this debate is relatively short because many were keen to contribute to it. I am delighted that the noble Lady, Baroness Jenkin of Kennington, will also be tabling a question in the other place on the same topic, demonstrating her concern and interest.

I pay tribute to all the parents, including Chris and Nicole, who have shown such determination, and to Charlotte Charles and Tim Dunn for their passion in making sure that no other family has to suffer the terrible losses that they have all endured.

[The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)]

I am very grateful to my right hon. Friend the Member for South Northamptonshire (Dame Andrea Leadsom) for opening this debate on improving driver safety, and for her sensitive speech. It is a pleasure to serve under your chairmanship today, Sir Robert.

I begin by offering my condolences to the bereaved families who are the driving force behind today’s debate: to Mrs Sharron Huddleston, who tragically lost her daughter Caitlin; and to Chris and Nicole, who are here in the hall, who lost their 18-year-old daughter Rebecca, both in road traffic incidents. I thank my hon. Friend the Member for Rutland and Melton (Alicia Kearns) for mentioning her constituent, Emily Challen.

Sadly, as a constituency MP, I am no stranger to helping bereaved families in similar circumstances. I continue to support my constituents John and Karen Rowlands, whose son Andrew was killed when an acquaintance was able to purchase a car without even holding a driving licence, and drove it with tragic consequences for Andrew. To lose a child is the worst thing imaginable, and I commend all the families on their bravery and determination in wanting some good to come from their grief.

My right hon. Friend is right about road deaths being the greatest killer and greatest threat to the lives of young people, which is something the hon. Member for Huddersfield (Mr Sheerman) and I have spoken about before. Any death or serious injury on our roads is unacceptable, and our deepest condolences go to all road collision victims and their families. I reassure right hon. and hon. Members here today that the Government take road safety for all road users very seriously. It is at the core of the Department for Transport’s agenda and is something that I am honoured to work on. I am committed to doing as much as I can to improve road safety.

[Mr Sheerman]

My intervention is merely to make a plea. When I was a very young MP, we introduced the compulsory seatbelt legislation and banned children from being carried in cars without restraint. Does the Minister agree that we have been a wonderful exemplar of good practice, but it is slipping a bit? There is not as much interest in Parliament as there used to be in road safety, and our figures, after plateauing, are getting a little worse. Does he agree that it is worrying that not wearing a seatbelt is a factor in 30% of deaths in cars?

[Mr Holden]

I thank the hon. Member for raising that point, and he and I were both at the recent reception on that subject. The fact that 30% of deaths are related to seatbelts when it is compulsory to wear them is totally unacceptable. We have made great progress in this country, but we need to do more. He is right about plateauing, which I will address a little later in my speech. I am glad that hon. Members are present here today for this short debate. They are all committed to this issue, and I urge other hon. Members to join the hon. Member for Huddersfield and get involved in his campaigns.

In November in Portcullis House, I presented the annual Livia award, which was established in 1999 in memory of George and Giulietta’s 16-year-old daughter Livia, who was killed in Enfield by a driver who mounted a pavement while she was walking home. The award recognises excellence in road fatality or serious injury investigation and the contribution to the investigation through family liaison work by police officers in the Met. I learned about the challenges faced by officers in bringing to justice people who had been driving in a criminal manner, leading to the death or serious injury of others, and gained an insight into the dedication required to effectively support families who have suffered from bereavement because of a dangerous driver. As a constituency MP, I now know the importance of that family liaison.

In December, I was fortunate to spend a day with Sussex Police and to see at first hand its work on drink and drug enforcement, which is another important aspect of road safety, as part of their wider drink-drive campaign. In fact, the chief constable is the national lead on road safety, alongside their police and crime commissioner. The chief constable has a personal story, as her father was a victim of a road traffic incident when she was a teenager.

My constituency work, my work in the House and now my role as a Minister have all enabled me to gain a greater understanding of the operational and strategic challenges faced in this area. I am committed to ensuring that Government can support those who are affected and do everything we can to reduce incidents.

[Mr Sheerman]

Before the Minister concludes, may I remind him that Brake, which is based in my constituency, is a national organisation that supports victims of road accidents? I hope he will come to Huddersfield soon to meet the wonderful people who run that lovely charity.

[Mr Holden]

The hon. Gentleman is absolutely right to mention Brake, which does great and amazing work. I am sure my officials have noted his request for a visit; they know I am keen to get out and about as much as possible, so I hope to be able to visit the hon. Gentleman in his constituency and meet the campaigners at Brake.

I am committed, as are the Government, to supporting families and, crucially, to making a difference to the number of deaths and serious injuries that occur in the first place. As the hon. Member for Huddersfield knows, I had the pleasure of attending the Project EDWARD—Every Day Without A Road Death—parliamentary reception with him to present the Government’s views and outline our keenness to act. I have learned a great deal from listening to other Members, and in his speech the hon. Gentleman highlighted the importance of seatbelt compliance in making a difference. I am grateful to him for being here today.

--- Later in debate ---

[Mr Holden]

We are looking at the evidence and the research. We will see what works best, and that is what we want to do. Some things could be superb and the best thing to do; others might not be as suitable. When the research is published, we will be able to see what is most effective. It will probably be a combination of measures, but I do not want to prejudge the report.

[Mr Sheerman]

If we are to have good behaviour on the roads, we need laws to be enforced. Will the Minister talk to the Home Secretary about having more police on the roads? People do not see police cars on the roads any more.

[Mr Holden]

I thank the hon. Member for making that point. Enforcement is obviously a major issue and it cannot be done just by automatic number plate recognition cameras. When I was down in Sussex recently looking at the impact the police are having on drink and drug driving, I saw that those enforcement issues are particularly important. It is about having more police, which the Government are putting in, but it is also about being able to get quick processing, particularly on drug driving, because the processing times can be longer than the charge period for some of these offences. It is a combination of different enforcement measures, but he is right to raise that issue.

As I mentioned, all the issues that are being looked at are potentially valuable tools in helping our young drivers as they embark on their lifelong road safety journey. Because of the pandemic, the research sadly had to pause. That is why we expect the final report to be published by the DIA later this year, and that will help to inform our young driver policy.

Turning to future work, the Department is working on the road safety strategic framework, which it also aims to publish in the spring. The framework will establish a safe system approach. As part of that, we are considering what might be appropriate and we are supporting indicators on casualty reduction. The key principle of the safe system approach is to recognise that people make mistakes and things go wrong. The approach accepts that responsibility is shared, as my hon. Friend the Member for Rutland and Melton mentioned, and that collisions are the result of a combination of factors, which can be mitigated. The road safety strategic framework will provide the structure needed to deliver a safe system approach effectively and efficiently. This approach is proven and accepted in many other sectors, including health and safety and public health. It has already been adopted as best practice in other countries, which have subsequently seen significant reductions in road deaths and casualties.

Safer road users are one of the five pillars of a safe system approach. Young and novice drivers will therefore feature in the framework, as well as rural road users, which hon. Members have mentioned. It is on rural roads that many of our young and novice drivers are tragically killed or seriously injured, often after they have had driving tests in suburban locations and then moved out on to rural roads in constituencies such as mine.

Safer roads and road signs form another of the safe system pillars. Since 2018, the Department for Transport has provided more than £100 million for the award-winning safer roads fund to improve the top 50 most dangerous roads in England, many of which are rural roads. Many in the first round of the scheme are now complete, and all of those in round two are under way. At some point, I hope that I can announce more of them, because they are important for improving specific junctions and roads. I hope that all this excellent work not only by the Department and DVSA, but in conjunction with research partners, TRL, the Road Safety Foundation, voluntary organisations and others, reassures hon. Members that the Department takes driver safety seriously. I look forward to sharing more of our future plans with hon. Members on all these different aspects in due course.

Question put and agreed to.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 24th November 2022 Commons Chamber

[Mr Holden]

I thank my hon. Friend for his comments. Local highways maintenance is a critical service provided by local authorities. In recognition of that, a central highways maintenance fund has an incentive element built in to drive best practice. However, it would be counterproductive for central Government to go beyond that and override local leaders, who have the best understanding of the needs of their local areas. This approach is in line with the wider Government funding framework led by the Department for Levelling Up, Housing and Communities.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Does the Minister not agree that flexibility in budgets is important? At the moment, many of us in the road safety campaigning area are very worried about the lack of representation in this House on road safety and transport safety issues. Could local authorities with some of this extra cash not be encouraged to take road safety more seriously?

[Mr Holden]

I thank the hon. Member for his question. Flexibility is important for local need, which is why local authorities are the decision makers in this area. If local people do not like what local authorities are doing, they can make a change to local priorities at the ballot box.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 13th October 2022 Commons Chamber

[Lucy Frazer]

My right hon. Friend has made an important point, because, of course, transport crosses corridors. As she will know, transport in London is devolved to the Mayor of London, and the Government have agreed with Transport for London a £1.2 billion multi-year settlement to secure the long-term future of London’s transport network, including bus services. Where bus-tender routes operate across transport authority boundaries, we expect the local transport authorities involved to work closely with bus operators.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

David Amess was a parliamentary mate. He was a proper parliamentarian. We miss him dreadfully. He would not like me to call him a mate, mind, but it is the truth.

Is the Minister aware that hydrogen-powered buses are widely available? I think there are already 16 on the streets of Belfast—I should have been speaking at a sustainability conference in Belfast today—but hydrogen-powered heavy goods vehicles and trucks, including waste trucks, are also available. When will local authorities have proper subsidies to enable them to get those hydrogen-powered buses and trucks on the road, now?

[Lucy Frazer]

The Government are absolutely committed to ensuring that we have a wide variety of energy sources for our transport system. The hon. Gentleman will know that only last week the Secretary of State announced £24 million for Teesside to expand its hydrogen works. I am aware of the hydrogen-powered buses; significant Government funds are available for them, for electric buses, and for various other mechanisms.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 30th June 2022 Commons Chamber

[Wendy Morton]

My hon. Friend rightly highlights the importance and the benefits of good rail connections to levelling up. He will know that the Stoke-Leek line has successfully secured initial development funding of up to £50,000, and we will be working with the scheme’s promoters to develop a full business case so that a decision can be made later this year.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The Minister will know that the railways have not only a large number of old stations but a lot of property. Will she take seriously making some property from the rail sector available in Huddersfield close to the George Hotel, where we desperately need the perfect site for the rugby league museum? Could she look into that, because there is a lot of property around the hotel? We desperately need her help. Will she intervene?

[Wendy Morton]

The hon. Gentleman raises a specific point in his constituency. I would be more than happy to look into it and respond to him.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 19th May 2022 Commons Chamber

[Andrew Stephenson]

My hon. Friend makes a powerful point. Revenue protection is of course incredibly important for all train operating companies. Taxpayers have put more than £16 billion into our railways during the course of the pandemic, so we need to continue to ensure that all operators do everything they can to maximise their revenues. I am interested to hear more details about not only my hon. Friend’s experience but that of other Members, because the Rail Minister—my hon. Friend the Member for Aldridge-Brownhills (Wendy Morton)—and I are committed to ensuring that what my hon. Friend witnessed does not continue to happen.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Is the Minister aware of the huge costs for people who live in Wakefield and Huddersfield that have resulted from the fact that the small, regular and very good service between the two places was axed two years ago? It has meant that people have to travel in taxis and cars, which is much more expensive, so it is a disaster not only environmentally but financially. I was in Wakefield only on Saturday, and that is still a very important aspect of life and the cost of living for the people who live there.

[Andrew Stephenson]

I completely appreciate the importance of local rail services. We are working not only to restore rail services following the pandemic but, through things such as the restoring your railway scheme, to open new lines and services throughout the country. We continue to invest record amounts. As the lead on the integrated rail plan, I am particularly interested in ensuring that we get local services right throughout the north of England. I am happy to discuss with the Rail Minister the points the hon. Gentleman has raised, to see what more we can do in his area.

--- Later in debate ---

[Stuart Andrew]

My hon. Friend makes a powerful point. As much notice as possible will be provided of any disruption along the route of the TransPennine upgrade, and we will continue to work with the industry and delivery partners to ensure that any disruption is kept to a minimum. In advance of closures, plans are being developed to ensure that sufficient services are maintained, whether by diverted trains or bus replacement services. We are also relying on innovation to ensure that we have to close the track for less time than previously.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The ministerial team will know that those of us who have been lifelong campaigners for road safety are extremely worried that in future our Government will accept lower standards of safety in car manufacture and design, and much else. Can the Minister assure me that we will not become the poor man of Europe in terms of safety and environmental standards?

[Trudy Harrison]

Absolutely, yes. Safety will always be of paramount importance to us.

P&O Ferries and Employment Rights

Barry Sheerman Excerpts

Monday 21st March 2022 Commons Chamber

[Louise Haigh]

I absolutely agree. DP World, the parent company, must be held accountable for the actions of P&O—

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Will my hon. Friend give way?

[Mr Speaker]

Order. Will the hon. Gentleman let the hon. Lady answer one point before she takes the next, please?

[Louise Haigh]

As I was saying, I completely agree that DP World needs to be fully responsible for the actions of P&O Ferries. The Government exercise considerable leverage over both companies.

[Mr Sheerman]

I am sorry, Mr Speaker; I had anticipated that my hon. Friend was going to finish her point. She is making an excellent speech. Does she share my concern that when 800 British workers have been sacked in this savage way, there are 10 Members present on the Conservative Back Benches? What would make Conservative Members angry and make them turn up to support British business and British people?

[Louise Haigh]

As my hon. Friend points out, it is a shame that for all the anger and the outrage expressed over the past few days, so few Conservative Members have turned up to participate in today’s debate. But it is not too late: even at this late hour, the Government must hold P&O to account and stand up for the workforce being undermined by overseas billionaires. If an exploitative employer can escape without any consequences for this egregious action, that will give the green light to bad bosses around the world who think they can do the same. As one worker said to me on Friday: “If it can happen to us highly skilled workers in a unionised industry, it can happen to literally anyone.”

The Government must start by immediately commencing criminal action against P&O Ferries for its flagrant breach of employment law. That should mean unlimited fines not only for the company, but for the directors and managers of any that were complicit. It is in the gift of the Business Secretary, under the Trade Union and Labour Relations (Consolidation) Act 1992, to begin that action. He must do it now, and if he will not, he must explain to the public why he will not act to protect British workers.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 17th March 2022 Commons Chamber

[Trudy Harrison]

I am most impressed by my hon. Friend’s doughty campaigning in wanting to headquarter Great British Railways in Doncaster. Of course I agree that antisocial behaviour on public transport is a blight; however, I suspect that there might be unintended consequences from some on-train requests, such as encouraging more swearing and passenger confrontations, but I agree that we should look at doing more in this area and a solution using positive messaging to promote considerate behaviour could be an option.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

Does the Minister remember that two years ago a car ploughed into a bus stop in my Huddersfield constituency, killing a young girl and badly injuring two other people? That driver has never been found guilty of anything. He put forward a plea of automatism—that he was not actually in charge—and a clever lawyer got him off. What sort of justice is that?

[Trudy Harrison]

I am sorry to be reminded of that case. We are currently looking at how the justice system works for all drivers and I am happy to write to the hon. Gentleman with an update on that piece of work.

Oral Answers to Questions

Barry Sheerman Excerpts

Thursday 3rd February 2022 Commons Chamber

[Grant Shapps]

No, I do not agree. It has taken 50 years for a UK Government to come along and reopen the lines that were closed under Beeching and successive Governments. We are the ones reversing that and paying to reverse it, and Britain is proud of that.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

If we are really going to celebrate the 200th anniversary, it would be good to open even more lines. You will know, Mr Speaker, that not far from your constituency, the first person to be killed on the railway was a Member of Parliament and Minister when the Rocket was being trialled. We should remember that.

If we are serious about marking the anniversary and bringing the old lines back into use, will the Secretary of State look again at Yorkshire? We feel absolutely bereft. Here is this opportunity, with a Government commitment to raise standards and level up, at a time when the Government have smashed the integrated plan for Yorkshire rail.

[Grant Shapps]

Huddersfield massively benefits from the £96 billion plan—the biggest plan that any Government have ever announced on railway funding. By the way, it is bigger than the plan that President Biden just announced for railways in his package, even though the United States has a population that is five times bigger than ours. I would have thought that people in Huddersfield would be celebrating in the streets.

Integrated Rail Plan: North and Midlands

Barry Sheerman Excerpts

Thursday 18th November 2021 Commons Chamber

[Grant Shapps]

One of the big announcements today was about smart ticketing, which will make journeys much easier and more convenient for people, and will also enable fares to be capped. If someone—perhaps one of my hon. Friend’s constituents—uses the train several times a week, on more days than they originally budgeted for, and has no season ticket, this version of smart ticketing will enable a contactless system to repay the person’s credit card at the end of the week.

It is true—I want to be completely up front—that not every single town, city and village in the country will benefit from the plan, but this is not the end of it. We still have the rail network enhancements pipeline—the RNEP—which my hon. Friend the Rail Minister is working on, and, of course, many other programmes, including Restoring Your Railway, which will bring further opportunities.

I should be happy to organise a meeting between my hon. Friend and the Rail Minister—and let me, for the sake of clarification, repeat to the hon. Member for Sheffield South East (Mr Betts) that his request for a meeting was accepted.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

My priority for so many years has been the connectivity of the towns and cities across the north-west of England, and Yorkshire in particular. It would be wrong of me not to say that there was some good news in this morning’s statement—I believe that there are some advantages for Huddersfield—but the problem is that, as my hon. Friend the Member for Sheffield South East (Mr Betts) has said, there is a hole in the middle of this plan. It is not strategic enough, it is not integrated enough, and it is not ambitious enough. There is some good stuff in it, but will the Secretary of State go back and have a rethink about the boldness and the timescale?

[Grant Shapps]

I welcome the hon. Gentleman’s tone. I know that he was never a fan of HS2 originally. He is right to say that there are many benefits for Huddersfield in this plan—for example, journey times to Birmingham Curzon Street will be cut, there will be more trains to Leeds, and services will improve. However, he is right about the importance of ensuring that this can be stitched into the wider rail network. I think that once he has had an opportunity to read the integrated rail plan, he will find answers to many of his queries, and I welcome his at least tacit support for some of these measures.