Rural Transport

Debate between Bill Wiggin and Jim Shannon

Monday 8th January 2024 Commons Chamber

[Sir Bill Wiggin]

I was clearly far too nice to you, Mr Speaker.

Let us start with the fact that 21.3% of the English population live in a predominately rural area. That is 12 million people who can contribute even more towards economic growth. Yet without greater thought about investment in infrastructure and innovation for transport in rural regions, that untapped potential is not being maximised. The Government have done much to support transport links with the north and in the devolved nations, despite the vibrant though poorly connected local economies in areas such as North Herefordshire. To maximise our growth and ensure that we meet our climate ambitions, as a nation we cannot afford to leave anyone behind.

Rural residents are distinctive because they are absolutely reliant on roads. Some 96% of journeys are made on local highways in the UK, and local roads make up 98% of the highway network in England. Road improvements can, unsurprisingly, have a significant impact on rural areas. In Herefordshire, the town of Leominster would benefit immensely from a northern link road—a brilliant £12 million investment that I raised some time ago. Of course, nobody should ever forget the tragedy and vandalism of the famous and now much-missed Hereford bypass. It would have made a phenomenal improvement to the city’s air quality and congestion. Everybody should remember that the opportunity for funding our bypass was idiotically thrown away by Herefordshire’s previous Green and independent council—a phenomenal failure for which they must never be forgiven.

Today, in trying to rectify that, we are limited by the cyclical nature of Government funding cycles. I live in hope that a funding window for the future Hereford bypass will open before 2030. The long cycles benefit civil servants, but leave vital short-term developments at the mercy of local authorities, which may themselves face funding constraints. Local projects are of course dependent on local planning rules; however, central Government can do much more to facilitate those projects by providing capital for roads to local authorities at shorter notice periods. I was delighted to learn that Herefordshire Council will receive an additional £1.8 million to help to repair the county’s roads. I praise the Government for redirecting funds from HS2 in that way. The importance of such funding cannot be overestimated in rural regions where car dependence is so high.

[Jim Shannon (Strangford) (DUP)]

The hon. Gentleman is right about rural roads and transport. At my advice centre, just this Saturday past, one issue that local people brought to my attention was the contact between villages and local towns, and the rural transport reduction there has been. As the hon. Gentleman and I know, it is so important for people who live out in the rural community to have connectivity with villages and towns such as Newtownards in my constituency. Does he agree that there needs to be more rural transport on the roads to help people get to big towns and have a normal life?

[Sir Bill Wiggin]

I believe the hon. Gentleman was named as one of the busiest parliamentarians, so I am very pleased that my Adjournment debate has not missed his attention. Of course, I agree with him.

Confidence in Her Majesty’s Government

Debate between Bill Wiggin and Jim Shannon

Monday 18th July 2022 Commons Chamber

[Sir Bill Wiggin]

I genuinely have no idea what the hon. Gentleman is talking about, probably not for the first time, so I am not going to speculate. I am sure he would agree that motorcycling remains one of the best ways to travel around the capital.

[Jim Shannon]

rose—

[Sir Bill Wiggin]

I will give way, but that will be it.

[Jim Shannon]

I thank the hon. Gentleman for giving way. Does he not agree that like most of us here, the Government are not perfect? None of us is, and certainly not me. This motion appears to be a genuine attempt to change that approach. While it is not my form, I remind hon. and right hon. Members that kindness and respect in this place is the responsibility of every individual Member. This debate must have that underlying principle at its very core.

[Sir Bill Wiggin]

I agree that none of us is perfect—if we were, this would be a very dangerous game to be in, because there would be very quickly someone pointing out that we are not. It is helpful for our constituents to understand that it is absolutely right for the Opposition to be able to call a confidence vote in the Government at any time. If they made a mistake last week and therefore we are having it today, like all of us they are fallible too, and we should be very clear that that right is being defended. The hon. Gentleman is right to insist that kindness and respect are fundamental for this job—after all, it is hard enough anyway.

Another aspect of this Government and its leader that cannot be overshadowed is the reach and the likeability. My right hon. Friend remains one of the rare politicians who is on first-name terms with the public; this reflects a rapport with the public that is frankly astonishing, given the extent of smears from all corners of society. Many will never get their head around the fact that the Prime Minister remains immensely popular across the country. He loves his children, he is caring and he is loyal. My in-laws would agree, because he was their MP in Henley. Despite all the horrible things said about him, he is never rude back. Many people would not have been able to handle the vitriol he has experienced over the past few years, but that is a testament to his character. It is a great shame he is going, when he has done so much for the free people of Ukraine. I hope we will all try to live up to that example of protecting freedom, which is so crucial, and that is why I am proud to have supported him. He is right to leave with his head held high.

Electric Vehicle Charging Infrastructure

Debate between Bill Wiggin and Jim Shannon

Wednesday 30th March 2022 Commons Chamber

[Sir Bill Wiggin (North Herefordshire) (Con)]

I must declare my entry in the Register of Members’ Financial Interests and, more importantly, the fact that I am an electric car driver. I am delighted with the performance of the Hyundai Kona, although it is due for a battery recall, which I hope will happen very soon. I have driven it for a while, and it is fast—very fast—and a joy to drive. It is no wonder that at the end of November 2021 there were more than 365,000 fully electric cars on UK roads. More than 20,000 electric vehicles were registered in that month last year, and it is expected that over 6 million families will have purchased an electric vehicle by 2030. In addition, National Grid is preparing for the need to power 36 million cars by 2040.

There are some giant challenges facing this area. For example, the amount of electricity needed to travel will increase massively as the number of electric cars grows by some 30% as we swap our energy source from petrol to electricity. We are nowhere near ready for such a step change in demand for electricity yet.

[Jim Shannon (Strangford) (DUP)]

In Northern Ireland, the rise in electric car ownership has been dramatic, but what has not risen is the number of charging points. Does the hon. Gentleman agree that if we are going to have take-up of electric cars, the number of charging points will have to match that? Does he also agree that they need to be not only in shopping centres but in town centres?

[Sir Bill Wiggin]

They also need to have sufficient speed of charge. For me, the 50 kW ones are the meaningful ones. I will come on to this later in my speech. When we look online, it is difficult to identify the ones that will get us home, as opposed to the ones that are in people’s drives for their overnight charging.

Coupled with a decrease in VAT on fuel tax as we embrace the opportunities that electric vehicles present, we need to build parking and charging spaces and opportunities into our new housing stock, for no less a reason than that the national car pool could, with smart chargers, be a part of a national battery network. Over a quarter of the UK’s net greenhouse gas emissions come from the transport sector. It is therefore clear that getting the public into electric cars is a key part of the Government’s ambition to reach net zero emissions by 2050. However, we all want the public to be persuaded to abandon their fossil fuel-powered cars, rather than be forced to do so. To help to achieve this, we need to ensure that owning an electric vehicle is as convenient as owning a traditionally powered vehicle.

The main way of fulfilling this ambition must be a focus on range anxiety, and part of the solution to this serious concern is the ability to recharge electric cars easily and quickly. This is what the hon. Member for Strangford (Jim Shannon) was talking about. The Government should therefore regard the prevalence and proper function of EV chargers to be just as important as petrol stations are for fossil fuel vehicles.

The Government have already invested heavily in developing a network of fast chargers across the UK: £950 million has been committed to ensure that a motorist is never more than 30 miles away from a rapid charging site. Largely due to this support, more than 500 new fast charging points are being installed in the UK every month. However, those fast charging points suffer from a multitude of issues that prevent consumers from buying into the technology, not least being that “fast chargers” can range from 7.5 kW to 22 kW. These are not fast, and that is one of the massive key failings in the Government support.

Other issues include reliability, ease of use, and the impossibility of tracking down chargers when the need arises. Just the other day, I found to my horror that every fast charger at Membury services on the M4 westbound was broken or would not fit my vehicle. One looked like it had been hit by a car. The next looked like it worked until I downloaded the app, plugged it in and took a photograph of the code, only to be told that it was out of order. The last one was unwilling to accept a payment card, and the instruction screen was so scratched that it was almost impossible to read. Next to them was an immaculate Tesla charging area, with eight unoccupied chargers, which had no screens and so were unavailable to us mere mortals.

The inability to find a fast charger is especially distressing for the electric vehicle owner—it is worse late at night in the freezing cold, although in my case, thankfully, it was not raining—because running out of charge in an electric vehicle is not an option. First, there is no comparable technology to the jerry can, which can be used with fossil-fuelled vehicles. To make matters worse, most electric cars should not be towed, as they lack a true neutral gear, which means that once the vehicle has run out of charge, it is stranded and has to be retrieved by a low-loader lorry. Happily, I was lucky enough to find an operational charging point in Swindon, although it was not listed on any website I could find. I just happened to see it.

It is incidents like that one that rightly damage the public’s perception of the utility of electric vehicles and prevent their further adoption. It is clear that my experience is not unique. Channel 4’s “Dispatches” programme found that last year over 10% of car charging bays in the UK were out of order on a given day. Many charging points consist of only two bays, so a single broken bay plus one other customer in the next-door bay adds to the risk and misery of trying to find a working charging point. The charging process already takes a little longer than refuelling fossil-fuelled cars, and having someone in the queue ahead makes matters doubly worse.

Infrastructure concerns are especially worrying in rural areas like my North Herefordshire constituency, which is home to just four fast charging locations. I am not even sure where they are, but I really would like to know.

[Sir Bill Wiggin]

My hon. Friend is not only extremely generous to have given me a lift in his very smart Tesla, but absolutely right in everything he says. This message to the public that we can move away from fossil fuels and enjoy electric vehicles—they are great—comes to nothing if the security of the sites is not adequate.

Despite the vast subsidies—almost £1 billion—given to install EV charging points, sufficiently high standards have still not been set for their maintenance, which I think is what my hon. Friend was talking about. The Government would not accept a scenario where 10% of petrol stations were not in working order. During the fuel protests in 2001, the Government provided police escorts to fuel tankers to ensure security of supply, and just last September, the Army was called in to deliver fuel to petrol stations running low on petrol and diesel. So the public know that the Government take the refuelling of traditionally powered cars very seriously. As it stands, the same confidence cannot be had in their backing for electric vehicle charging. That lack of confidence is holding back the widespread adoption of EV technology. Range anxiety is not only real but justified.

The Government’s own figures show that 75% of motorists are reluctant to purchase an electric vehicle as they are concerned about being able to charge it, and 67% of people stated that they thought it was not possible to charge an electric vehicle conveniently and quickly on long journeys. The problem is only exacerbated by the poor quality of information available to those wishing to charge their cars.

[Jim Shannon]

To back up what the hon. Gentleman is saying, in my constituency of Strangford, which has about 70,000 people, we have only two charging points.

[Sir Bill Wiggin]

To encourage people to adopt electric vehicles, we will need considerably more. However, equally important is the ability to find those two charging points, and at the moment not a single map—electronic or physical—can display every fast-charging station and whether it is in working order, the size of the charger available and a route to get to it. We should be able to do that. Zap-Map claims to have recorded 95% of public charging points in the UK, but there is accurate information on the condition of only 70% of them. Zap-Map also requires members of the public to report when a fast-charging station is broken, so the information is far too often outdated or incorrect. It is also hard to remove red herring chargers—the little ones below 50 kW —and EV owners do not necessarily have time to use a slow charger. It is so bad that when I visited Manchester for the party conference, there were parking bays allocated for electric vehicles, but they had no chargers, so they were completely useless, yet they shone out of the map invitingly. It is not right to expect electric vehicle owners to roll the dice. Charge point operators must be made to provide a better service in return for the large public subsidies that they receive.

We look to the Government to set strong standards for the maintenance of charge points. That must be paired with penalties for companies that fail to meet them. Now, I am not calling for the return of the death penalty, but I could be persuaded to support its reintroduction for the failure to maintain an EV charging site. In addition, I call for more and better information to be made available to EV owners about where they can charge their cars, as well as all fast-charging locations to be made available on all common map applications and car sat-navs. Clear details on what types of chargers, how many bays are available and their operating condition must be readily available. That information should be shown on forecourt display signs in the same way that petrol and diesel prices are advertised.

Providers who do not follow those common-sense regulations are holding back EV technology across the country and hindering progress towards our net zero emissions target. There is no better example of that than the £350 subsidy for home chargers. It is possible to buy one on eBay for £269, yet that will not be eligible for the subsidy, so the contractors simply add £350 on to their bills. Even when EV charge points do work, they are still somewhat inconvenient to use. Each charging point is operated by a particular company, and each company requires its own subscription and/or app to use it. Despite many previous discussions on this matter, it is hard to know whether the chargers with blue “I’m free” lights showing are actually available to someone who wants to pay with their credit card. EV drivers in the Netherlands can charge their cars on any operator’s network using a unified payment system. I see no reason why we have not already regulated for a similar system in Britain. There is no problem with charge point operators offering preferential rates to their subscribers, but they must also offer a simple contactless or mobile payment option to other motorists.

It is clear that if we are to continue to offer such large subsidies to charge point operators, we must ensure that they are doing more for consumers. In return for public money, these companies owe the Government—and therefore the public—better maintenance, better ease of use and better information. The same is true for local authorities who are exploiting this situation to some extent, too. For example, Hammersmith and Fulham Council provides lots of chargers. When the charger works, the light is green and while charging it is blue. Finally, it turns red, signalling to any passing traffic warden that a fat fine is available. That is hardly encouraging, and as a result the bays are mostly empty.

The Government should now use legislation to ensure that 50 kW charge points should be easy to find on all common map applications and car sat-navs. There is a proper need to identify fast chargers so people are able to get home, rather than the 7.5 kW chargers or the little ones, which may take many hours to charge a car. The quality and availability of that information needs to be clear so that we can find it from the car. Sitting in a warm office is really not an acceptable alternative, but that is how the Government’s report reads. Information listing types of adaptors, how many bays there are and if they are working should be easily available, both online and on petrol price-style display boards.

We also need to enforce standards to ensure that EV charging points are consistently and properly maintained and we must take the power to impose penalties on companies that do not deliver. Taxpayer-funded charging points mean standards, and standards need to be delivered and enforced. Only then will we see consumer confidence grow, more EVs bought and our net zero goals met on time.

Motorcycling: Government Support

Debate between Bill Wiggin and Jim Shannon

Tuesday 26th October 2021 Westminster Hall

[Bill Wiggin (North Herefordshire) (Con)]

I beg to move,

That this House has considered Government support for motorcycling.

In the UK, 1.4 million people use motorcycles, scooters and mopeds. Those 1.4 million people travel approximately 4.4 billion miles a year. There has been a 131% increase in the number of motorcyclists registered in the last 20 years, although they still comprise only a small percentage of overall traffic. However, motorcycles clearly play an active part in UK transport and I want to put on record my thanks to Barbara Alam and Craig Carey-Clinch, who support the all-party parliamentary group on motorcycling, and to the National Motorcyclists Council, or NMC, for their support in my initiating the debate. The NMC has representatives drawn from a wide range of stakeholder groups, including the Auto-Cycle Union, the British Motorcyclists Federation, IAM RoadSmart and the Motorcycle Action Group—I am a member of both—the National Motorcycle Dealers Association, and the Trail Riders Fellowship. What an august body it is. I thank all those organisations for their part in helping motorcyclists. They have identified and addressed the many issues and challenges that motorcyclists face in this country, and their work is very much appreciated.

The Department for Transport has estimated that over half of motorcycle use is for commuting, education or other practical purposes. The Government can and should do more to promote this efficient, low-polluting and very practical mode of transport. The DFT’s national travel survey has estimated that from 2002 to 2016 more than half of motorcycle trips were for commuting or business, a significantly higher proportion than the 19% of such trips for other modes combined. Yes, motorcycling is a vulnerable mode of transport, but so is bicycling or using e-scooters, both of which are promoted by the Government as modes of transport. It is vital that safety is improved, but that will not be achieved unless motorcycling is accepted and supported as part of UK transport networks.

[Jim Shannon (Strangford) (DUP)]

Whenever I see motorcycling being debated, I have to be there, because my brother raced motorbikes. Unfortunately, some 19 years ago he had a very severe accident and ended up with brain injuries. The hon. Gentleman has outlined exactly the importance of motorcycling, but does he agree that motorcycle theft is a major issue in the UK? Secure rails to secure motorcycles to are few and far between, but if we can provide them for bicycles we should do so for motorcycles as well, and such locations should be made easier to access. If motorbike thefts are high, the means of securing them must be in place.

[Bill Wiggin]

I am grateful to the hon. Gentleman for that intervention. First of all, I am sorry to hear about his brother. Falling off a motorcycle is extremely frightening—I have done that. Unfortunately, I have also had my motorcycle stolen, so I absolutely agree about the need for proper security. Of course, everybody benefits if things are not stolen, because our insurance stays lower. So yes, I completely agree with the hon. Gentleman, and I will discuss the casualty element in just a moment.

The Vision Zero approach to safety, namely that road deaths and injuries are unacceptable and preventable, should be applied proportionately to motorcycling, which would bring it alongside walking and cycle safety in transport safety policy matters. It is my hope that the debate will start a conversation about how we can begin to incorporate motorcycling more widely into the UK’s transportation mainstream and promote its uptake as a safe mode of transport.

Sadly, every 22 minutes, someone is killed or seriously injured on UK roads. The number of road deaths in the UK plateaued from 2012 to 2019 at around 1,850 deaths a year—the equivalent of five a day, on average. According to Brake, the road safety charity, motorcyclists accounted for 20% of road deaths in 2019, while cyclists and pedestrians accounted for 10% and 24% respectively. Cycling, which had similar casualty rates to motorcycling, has experienced active public support through policy in recent years, which has led to a reduction in casualties. If the Government supported motorcycling as a recognised form of alternative transport alongside walking and cycling, those death figures would decrease. In 2017, the Government spent £300 million in dedicated funding for cycling and walking. They have announced £2 billion in additional funding for walking and cycling over the next five years. That is a sixfold increase. If even a fraction of that was spent on motorcycling, the benefits would far outweigh any negatives.

Spending on national and local roads has increased year on year since 2013-14. Locally, that funding is largely spent and implemented by local authorities. One of the biggest issues for both motorcycle riders and bicyclists is poor surface quality, with potholes and low-grip manhole covers being the most threatening. Government strategy must ensure that road environment design never compromises motorcyclists’ safety and entitlement to ride. I have experienced that myself, particularly after there has been flooding. If the pebbles are all washed into the middle of the road, it is virtually impossible to ride safely. If I ride on the bit that has been swept, I am too close to the edge; if I ride too far across, I am too close to the oncoming traffic; if I ride in the middle, over the pebbles, it is very frightening and skiddy. We must therefore do all we can to make sure that the road is safe.

Orkambi

Debate between Bill Wiggin and Jim Shannon

Monday 4th February 2019 Commons Chamber

[Bill Wiggin]

I suggest that the hon. Gentleman hears the rest of the speech before he expects to draw any conclusions.

Cystic fibrosis is a life-limiting genetic disorder. Patients with cystic fibrosis experience a build-up of thick mucus in their lungs. This can have a wide range of effects on their respiratory, digestive and reproductive systems. The disease is widespread in the UK. One person in 25 carries the faulty cystic fibrosis gene. Statistically, that is 26 Members of this House whose future generations could be affected by this cruel disease.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on bringing this debate to the House; there is such a good crowd in the Chamber tonight due to the importance of the issue. I also thank him for being an advocate of Orkambi not because I have had any dealings with the company, but because I have many constituents who are affected. One grandmother in particular has asked me to make a plea because the life not only of their grandchild, but the lives of the whole family, have been turned around by this drug. I want this drug to be available for families throughout Northern Ireland and the whole United Kingdom. Does he agree that this Crown licence is a way to get around the stalemate that is preventing CF sufferers throughout the United Kingdom of Great Britain and Northern Ireland from accessing this drug, which is proven to deliver tremendous improvement in quality of life?

[Bill Wiggin]

I am sure that the hon. Gentleman’s constituents will be grateful to him for raising the issue in the House this evening.

Every week, five babies are born with the disease, according to Great Ormond Street Hospital, and every week two young people die as a result of cystic fibrosis. The disease accounts for 9,500 hospital admissions and over 100,000 hospital bed days a year. There are two main ways to treat cystic fibrosis: conventional treatments target the symptoms, and precision medicines such as Orkambi tackle the cause of the condition. For conventional treatment on the NHS, the average waiting time to be admitted to hospital is 45 days.

Orkambi presents a relatively safer, more effective and clinically meaningful alternative. In treating the root causes, it reduces lung damage and cystic fibrosis-related diabetes, and improves pancreatic function. The drug has been approved by the European Medical Association, and the Food and Drug Administration in the United States. It avoids the high risk associated with organ transplants.

Orkambi treats the F508del mutation, which around 50% of people with CF in the UK carry. Essentially, the drug permits more chloride ions to pass into and out of the cells. This helps to keep a balance of salt and water in affected organs. Ivacaftor is one of the active substances in Orkambi. It increases the activity of the defective cystic fibrosis transmembrane conductance regulator protein, thereby making the mucus less thick. Decline in lung function is the most common cause of death for people with cystic fibrosis and, although not a cure, Orkambi has been found to slow the decline in lung function by 42% and reduce hospitalisations by 61%.