Advanced Research and Invention Agency Bill (First sitting)

Debate between Daniel Zeichner and Stephen Metcalfe

Wednesday 14th April 2021 Public Bill Committees

[Daniel Zeichner]

Splendidly diplomatic answer. I will pass you over to colleagues.

[Stephen Metcalfe (South Basildon and East Thurrock) (Con)]

Q It is a pleasure to serve under your leadership, Ms McVey. Good morning to both of you, and thank you for your presentations. I truly believe that ARIA will significantly add to the research and innovation landscape, in an area where we perhaps have not done that before. That does beg the question of where those visionary ideas would have gone up until this point.

The question that I would like to ask is, what role do you believe that ARIA and UKRI have in ensuring that ARIA-funded research becomes a tangible service or product and actually supports the UK economy? If we are investing £800 million, we need to make sure that there is a benefit. I fully accept the high-risk, high-reward model—I think that is an important part of it—but we need to make sure that we support that innovation and that research along the technology-readiness scale to make sure that it turns into something tangible that adds to our overall wealth. How do you see that role playing out?

Professor Leyser: To me, a key question in our R&D system altogether is connectivity. We have a spectacular international reputation for the quality of our R&D base right across the disciplines and in both the public and the private sectors, and we have some fantastic innovative companies creating extraordinary products and services for the UK. However, there is an acknowledged weakness in our system in the middle, so to speak, which is sometimes referred to as the valley of death. There is a lot of analysis as to what is going on there. It is partly to do with getting the right pathway of funding that supports activity across that gap.

I personally think that a bigger problem is our relatively balkanised R&D system. I think that we need to focus very hard on building much higher-quality connectivity and networking, right across the system and across that gap. We tend to think of this as a very linear, translational process, and it does not work that way. It is about joining up all the parts in a way that information, ideas, skills, know-how and, crucially, people—all those things are carried best by people—flow to and fro across that system.

One of the major priorities for UKRI is to consider the dynamic career pathways that people need to follow to connect that system up better and to support researchers in different parts of the system moving to other parts of the system—so from academia into industry and, crucially, from industry back into academia, which our current incentive structures in academia do not adequately support.

I think that that “bridging the valley of death” part is a key role for UKRI. That is exactly what we can do, because we bridge all the sectors and we have some levers on a lot of those incentives that are currently driving balkanisation. If we add ARIA into that properly connected system, then the ideas and innovation that emerge from ARIA will feed into that system in an entirely productive and creative way.

It is not ARIA’s job to think about the system and to build bridges across the valley of death; its job is to push those transformative ideas to try to drive step changes in particular areas and technologies where the experts in ARIA think the best opportunities lie. If those seeds are sown on fertile ground, they will transform into that knowledge economy that I keep talking about. My job is to make sure that the ground is fertile.

Advanced Research and Invention Agency Bill (Second sitting)

Debate between Daniel Zeichner and Stephen Metcalfe

Wednesday 14th April 2021 Public Bill Committees

[Stephen Metcalfe]

Yes. You said that we have to build an ARIA that encourages that kind of collaboration. What is your advice about doing that? Where are the risks and rewards from an employer’s point of view?

Felicity Burch: One of the challenges is making sure that ARIA has its own clear purpose, so that businesses know why they would second people to it. The truth is that we have a lot of other institutions in the research/innovation landscape, as we have already referred to throughout this conversation, and as you have heard from the previous panels today. However, once ARIA is up and running, has a clear mission, and has some really great people on it who you can point to as being leaders in their field and really pushing the boundaries—when you can tell a clear story about what the organisation is set up to do—it will become a lot easier for a business to make the case that, “Yes, it makes sense for me to put a person on there; they are really aligned to what I am doing,” or not.

[Daniel Zeichner]

Q A few years ago, we were told that there was no magic money tree. That seems to have been parked temporarily, but I fear that it will return at some point. I detect enthusiasm from all of you for this project, but how much is your enthusiasm dependent upon the money being genuinely new and additional in terms of the wider research environment?

I have a second question. Through the day, we have heard from different witnesses mainly a view that there needs to be a mission but also some difference of opinion as to who should set that mission. Who do you think should be setting it? Maybe I can go to Sir Adrian first.

Adrian Smith: In terms of new money or old money, I think the key thing is really to look at the big picture. The aspiration—the 2.4% aspiration—is aiming at the average of the OECD, which has probably crept up now in any case to 2.5%. In the meantime, the United States is around 3% and Israel is around 4.7%. The big picture stuff is the total amount of investment in the R&D landscape. So I think there would be less warm support for this body if it were at the expense of that wider investment.

As for who sets the mission, I think it is an extremely interesting question. There is an interesting tension between what most of us would see, which is that if this agency is to have real street cred, it needs tremendous operational independence, but on the other hand the thinking behind it is that the mission will be of great benefit to the UK. Clearly, therefore, Government and a multitude of stakeholders have an interest in what the mission will be, and how the leadership of the new organisation will satisfy the desire on the part of all those stakeholders to have a finger in the pie of influencing the mission. I think that will be very interesting to see.

Dartford Crossing: Congestion

Debate between Daniel Zeichner and Stephen Metcalfe

Wednesday 7th December 2016 Westminster Hall

[Daniel Zeichner (Cambridge) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Owen. I congratulate the hon. Member for Dartford (Gareth Johnson) on securing a debate on this long-running issue, which he has raised many times on behalf of his long-suffering constituents, for whom traffic gridlock regularly causes misery.

As a child growing up in south London in the 1960s with grandparents in north London, I have vivid memories of the Blackwall tunnel, which was then a single tunnel with two-way traffic. I remember my sister and I singing in the back of the car, whiling away the hours—however, it was probably not the song with the X-rated lyrics that the hon. Gentleman referred to—and how we cheered when the Dartford tunnel came along. It was a huge relief but, as we have heard, we now need a 21st-century solution. I am sure that we all are awaiting the Minister’s response with interest, so I will keep my remarks brief.

The hon. Gentleman made an excellent case for option C, and the hon. Member for South Basildon and East Thurrock (Stephen Metcalfe) made a different case; it felt ever so slightly as though one was intruding on a family dispute that had been running for a long time, and I certainly do not want to pour oil on troubled waters. However, to rewind slightly, back in 2013 the Government decided that we needed a new lower Thames crossing connecting Kent and Essex. We are now three years down the line and, whatever the different views, we really need a decision. This has taken a long time and has created massive uncertainty for residents and businesses.

Despite the problems, I am told that the economy locally is doing well. However, I am also told that 73% of businesses in Dartford feel that their business is suffering because of congestion, and growth is clearly being stifled by the growing crisis. The Dartford crossing is designed for some 140,000 vehicles to cross a day. On average it reaches that design limit, with 137,411 vehicles crossing daily in 2014-15. Some people tell me that it is operating at 117% capacity. The number of journeys made using the Dartford crossing rose by around 2 million between 2011 and 2015, and 869 complaints regarding congestion have been made to Highways England in just the last 12 months.

Last month, the Minister said in a written answer that according to a traffic modelling assessment and traffic flow forecasts produced for the Dartford crossing by Highways England, the annual average daily traffic flow at the crossing is forecast to rise from 140,000 vehicles in 2014 to 159,300 vehicles in 2025. The new housing development in the nearby garden city and the proposed theme park will introduce further challenges, so I think we can all agree that congestion at the Dartford crossing is already severe and that, without action, the problems will only get worse.

In a Westminster Hall debate in January, the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), said that the Dartford crossing was identified in 2011 as “a top-40 project”—but if it is a priority, why are the Government yet to deliver the solution? The need for an effective solution is not just about logistics; it is a matter for public health. It has been estimated that 6.7% of deaths in Dartford are partly attributable to long-term exposure to air pollution—a sobering figure that is exceeded only by London and Slough. Although minor improvements in reducing congestion have been achieved since the removal of the tollbooths and the introduction of the Dart charge, there is still a long way to go.

A freedom of information request to Highways England showed that in the past two years, unpaid Dart charge fines by UK-based drivers have topped £500,000. If the Dart charge is to be effective in cutting congestion, fines need to be properly enforced and non-payers chased. Of course, there are also the non-UK based non-payers. That point is timely, given the Brexit debate going on now in the main Chamber, so will the Minister tell us today what progress he has made on chasing European non-payers? Will that form part of the Brexit negotiations? Indeed, in the new spirit of openness that apparently started yesterday, will he tell us whether it is part of the Government’s negotiating strategy even? Where will it be in the priority list? Could it be a red line—even a red, white and blue line?

But I digress. The Labour group in Dartford—ably led by Jonathon Hawkes, whom I thank for his advice in preparing for this debate—has rightly called for a new traffic plan focused on delivering additional investment to bring forward the delivery of promised improvement works, intervention to ease the bottlenecks that cause congestion and improvements to the public transport network, as well as the decision on the crossing. Many were hoping—indeed, expecting—something to be announced on that subject in the autumn statement. The Chancellor of the Exchequer said that the Government will invest £220 million to ease congestion at critical pinch points around the country, but there has been no mention of whether the hard-pressed people of Kent and Essex will benefit from that. In fact, there has been no mention of where that money will be spent at all, so perhaps the Minister will enlighten us today.

To return to the crossing and the recent history, as we have heard, Highways England is still examining the evidence submitted in its consultation process earlier this year on a new lower Thames crossing and has said that the Government will make an announcement later this year. Autumn was mentioned at one stage. Today is a very warm winter’s day, but we are beyond autumn and definitely into winter. The end of the year is imminent, so I am hopeful that the Minister will announce that decision today. I have been studying his countenance carefully to see whether he is a man who seems likely to be bearing good news. We shall see in the next few minutes. He may even find a way of describing the decision as a thing of beauty. Again, I do not know—I live in hope—but if he does not, I hope he will tell us why he cannot tell us and when he might be able to do so.

If the Government are serious about solving Britain’s congestion crisis, they need to get the ball rolling on the major projects that they have promised. The problems in Dartford are reflected across the country, and improving our country’s infrastructure cannot be put on the back burner for any longer.

[Stephen Metcalfe]

I agree with the hon. Gentleman’s remark that many projects need to be addressed. However, if we can focus again on the problems that we are experiencing between Kent and Essex at the existing Dartford crossing, my hon. Friend the Member for Dartford (Gareth Johnson) wants the same thing, as I said, but we differ on how that should be achieved. The hon. Gentleman said that we need a decision, and I agree, but it has to be the right decision. Just because option C is something that is being presented does not make it the right thing. It is something and we can get on and make the decision, but if it does not tackle the problem, does he agree that that would be a missed opportunity?

[Daniel Zeichner]

There are limits on how long one can procrastinate. Evidence has clearly been gathered and it is time for the Government to make a decision. They need to end the uncertainty and make a decision on this issue without further delay, because Dartford has suffered from years of under-investment in local road networks and public transport, and the Government need to commit now to immediate investment in the local road network around the location of the new crossing. Local councils need to be assured that they will not be asked to foot the bill for those much needed improvements, which is a major concern, given the levels of cuts to council budgets.