Oral Answers to Questions
Greg Smith Excerpts(3 weeks, 1 day ago)
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Greg Smith (Mid Buckinghamshire) (Con)
At the Transport Committee in April, the Secretary of State admitted that under Labour’s watch,
“waiting times for access to driving tests hit new highs.”
For all the talk of a new plan, she then admitted that the Government only aim to reduce driving test waiting times to seven weeks by “summer next year”. That is no good for young people waiting, needing the freedom to drive to get to college or work now, is it? When will the Government see the real urgency for real people and pick up the pace?
Lilian Greenwood
We are acting to fix the mess that the shadow Minister’s Government left behind. Our seven-point plan is being implemented, and last month, the Secretary of State announced additional measures. We are determined to succeed where the last Government failed.
Greg Smith
I do not think the Minister has got the memo that she is in charge now. The Government cannot hide behind the same old excuses and try to blame others, as average test volumes are now lower—on a month-by-month basis—than they were in the previous two years. In quarter 1 alone, nearly 100,000 fewer tests were conducted than in the same period in 2024. The average waiting time for a driving test in the UK sits at 22 weeks—over five months. That is up from 17.1 weeks in July 2024 and 20.4 weeks in February 2025. For all the Government’s promises, there has been no actual delivery. Why has capacity not increased or, at the very least, stayed the same as when we were in charge?
Lilian Greenwood
The hon. Gentleman is not listening. We are implementing the seven-point plan, but turning around the mess and the problems that the Conservatives left us takes time. I am determined that we will see the results, that waiting times will come down and that we will support learner drivers. It cannot be done overnight when we are trying to fix 14 years of mess.
Road Safety and Active Travel to School
Greg Smith Excerpts(1 month, 2 weeks ago)
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Greg Smith (Mid Buckinghamshire) (Con)
It is a pleasure to serve under your chairmanship this afternoon, Mrs Hobhouse. I congratulate the hon. Member for Didcot and Wantage—and possibly for the Netherlands—(Olly Glover) on securing this important debate. In just an hour of Westminster Hall, we have had many contributions, far more than normal, including from the hon. Member for Brentford and Isleworth (Ruth Cadbury), who I served on the Transport Committee with in the last Parliament, and who of course now chairs that Committee, and from the hon. Members for Melksham and Devizes (Brian Mathew), for Shrewsbury (Julia Buckley), for Rossendale and Darwen (Andy MacNae), for South Devon (Caroline Voaden), for Cannock Chase (Josh Newbury), for Honiton and Sidmouth (Richard Foord), for Reading Central (Matt Rodda), for Oxford West and Abingdon (Layla Moran), for Mansfield (Steve Yemm), for North Norfolk (Steff Aquarone), for Dunstable and Leighton Buzzard (Alex Mayer), for Chelmsford (Marie Goldman), for Mid Cheshire (Andrew Cooper), for York Central (Rachael Maskell) and, of course, my constituency neighbour the hon. Member for Henley and Thame (Freddie van Mierlo).
I saved that one for last because the hon. Member for Henley and Thame spoke of the Haddenham and Thame greenway, which I have always supported. A significant chunk of it falls in my Mid Buckinghamshire constituency, from the village of Haddenham through to the Oxfordshire border. I believe we have a meeting coming up to discuss how to progress that. It is a project that should go ahead, for many of the good reasons that have been outlined by others in this afternoon’s debate, but it has a potted history of falling over at various hurdles, most recently as we came out of the pandemic. I gently say that it was actually Oxfordshire that pulled the funding plug on the project at that point, but I am delighted that it is back on track and that we are making progress.
The importance of road safety and how we improve it is something that we should all consider very carefully. There are always improvements that can be made to road safety, not least outside schools, and it is important that we reflect on those tragedies that some Members have spoken about that have occurred outside schools. Any death or injury of a child is one too many, and we must all take steps to prevent those. Indeed, nowhere is road safety more important than outside schools. To declare an interest of sorts, with three children—two at primary school and the youngest due to start primary school this coming September—it is something that I consider very carefully.
It is through that rural lens that I will make my first comments. It is undoubtedly the case that in many rural communities, no matter how much parents, or indeed the children themselves, may want to cycle or walk, the practical realities of not having a school in every village, of 60 mph country lanes with no pavements connecting villages, often going some distance, mean that many parents simply have no choice but to insist that they drive their children to school or that their children get the bus—where such a thing is still available. Indeed, although I do not want to set off the grammar school debate, in counties such as Buckinghamshire that have grammar schools, there is some considerable distance for that age cohort of pupils to travel—going from the edge of the county to get to the grammars in Aylesbury or Amersham, for example—where cycling or walking simply would not be practical.
While I want to encourage those who wish to cycle or walk to school, for some, driving is a necessity due to time. People have busy lives; all our constituents have busy lives; we have busy lives. To accompany a child, particularly of primary school age, on a walk or cycle to school may take significant time out of that parent’s, carer’s or guardian’s day—time that they may not have. It is therefore important for us not to judge those parents who make the choice to get their children to school by a different route.
Joe Morris (Hexham) (Lab)
I hope the Opposition spokesperson can do me a favour: a charity in my constituency headed by David Dixon, the bicycle mayor for Tynedale, and supported by No. 28 Community House in Hexham, is trying to get Northumberland county council to support a pretty innovative cycle to school initiative in Hexham. However, it is falling on deaf ears with the Tory group in Northumberland County Hall. Could the hon. Gentleman possibly have a word with some of his colleagues there?
Greg Smith
I think I am grateful for that intervention. I am not sure whether I have any contacts in the Conservative group on the hon. Gentleman’s council, but I will gladly see if I can get that message passed to them.
In the limited time we have available, I would like the Minister, when she sums up, to consider a few practical points about how we might start making this problem better. I will start with getting the basics right. When I drop my middle child to school—a rural primary school in a village—I watch a particular taxi driver pull up on the zig-zag lines every single morning. The dirty look I give him does not appear to be doing very well in stopping that behaviour. If we cannot enforce the basic rules that we already have outside schools, what hope do we have of making it better? I ask the Minister to reflect on how we can better enforce those rules and implement the important points that many hon. Members made about yellow line parking and pavement parking.
I also ask her to consider the physical infrastructure near schools, such as narrowing sight lines, which force drivers to slow down; there is a lot of evidence out there about those and other physical infrastructure such as chicanes. On the question of speed—I promise that I will draw to a conclusion very quickly, Mrs Hobhouse—we have heard examples from the Netherlands, but I have seen examples in France and some parts of the USA of variable speed limits outside schools at drop-off times. Can that be considered in this country, perhaps to answer the very good challenge laid down by my hon. Friend the Member for Chester South and Eddisbury (Aphra Brandreth)? There is a lot more that can be done in this area, and I urge the Minister to get on with it.
Driving Licences: Zero Emission Vehicles
Greg Smith Excerpts(2 months ago)
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Greg Smith (Mid Buckinghamshire) (Con)
I draw the House’s attention to my entry in the Register of Members’ Financial Interests, particularly as it relates to the use of synthetic fuel donated for my summer surgery tour last August.
My concerns about this statutory instrument, unlike my concerns about other recent pieces of parliamentary business, are narrow, which means—this will be a relief to Members from across the House, I have no doubt—that my remarks will be brief. [Hon. Members: “Hear, hear!”] I have never had such a big cheer.
I thank the Government for bringing forward sensible reforms, which will decrease the regulatory burden and provide more flexibility for category B licence holders. Many of the reforms are sensible steps that were widely supported in the consultation during the last Parliament. It is unfortunate, but unsurprising, that the Government’s so-called plan for change did not involve scrapping the limitations in this statutory instrument. Narrowing the scope of eligible vehicles from alternatively fuelled vehicles to zero emission vehicles is a mistake that cannot be ignored. As we transition to new technologies, we as a country must be less prescriptive. Too often, Governments want to tell industry and innovators what to do, and I am afraid that the restrictive nature of this measure risks hampering our country’s attempts to reduce emissions.
Let me be clear: my concerns are not a judgment on whether the Government are right or wrong to suggest that zero emission vehicles will be most effective. The issue is rather that limiting the measure’s scope to a smaller subset of non-petrol and non-diesel fuels makes them far too narrow.
Kit Malthouse (North West Hampshire) (Con)
Does my hon. Friend share my concern that the regulations could be of serious detriment to the UK’s synthetic biology research community? Significant effort is going into the creation of engineered bugs that can turn renewable matter, such as sugar cane, into fuel for internal combustion engines. In a circular economy, that would represent a completely renewable source of energy that would be carbon neutral throughout its entire life cycle.
Greg Smith
I am grateful to my right hon. Friend for that point, which I have been making for many years. I certainly did so during my time on the Transport Committee in the previous Parliament, and outside this place, as I have engaged with the classic car sector and all parts of the industry. He is right that there is a big innovative drive for sustainable fuels, if I can call them that. Some of them derive from feedstocks, others from waste matter, and they work in the internal combustion engines that we already have—in jet engines as well as motor vehicle engines.
There are also entirely man-made synthetic fuels that require no such feedstocks. They do not require food to be grown in order to be burned. There are innovators on that in this country and all over the world. For example, Zero Petroleum, just next door to my constituency—just over the Oxfordshire border at Bicester Heritage—has developed a fuel that works in every jet engine and every internal combustion engine that we enjoy today. It is entirely man-made; it is literally made out of air and water. It is a mixture of green hydrogen with atmospheric carbon capture. However, the ZEV mandate and the approach that the Government are taking in this statutory instrument rule that technology out of order, because there is still carbon at the tailpipe. The regulations ignore the fact that the carbon at the tailpipe is the same volume of carbon that is captured out of the atmosphere to make the next lot of fuel. In fact, a whole-system analysis shows that technology to be carbon-neutral—one volume of carbon is in a perpetual cycle. However, no matter how much Ministers and the Government claim to be technologically neutral, the test at the tailpipe, and the test in this statutory instrument, which explicitly refers to zero emission vehicles, rather than alternatively fuelled vehicles, do in fact mean that the Government pick a technological winner at every step, rather than letting our great innovators innovate.
Dr Scott Arthur (Edinburgh South West) (Lab)
I am interested to hear about the hon. Gentleman’s knowledge and experience of alternative fuels. He perhaps understands this statutory instrument better than I do, but I understood that it was about the weight of vehicles, and that an alternative fuel going through the internal combustion engine does not result in additional weight. Will any of the technologies that he is describing result in additional weight, and might they therefore fall foul of the limits in the regulations?
Greg Smith
The hon. Gentleman is right that this is fundamentally about weight, but on the point about synthetic fuel, which my right hon. Friend the Member for North West Hampshire (Kit Malthouse) drew me on to a moment ago—I rarely need asking twice, given the number of years I have spent talking about this—it is true that there would not be an addition of weight. However, there would be for some alternatively fuelled systems. For example, in the case of hydrogen, the fuel tanks have to be much more robust. They certainly are in a hydrogen combustion vehicle, of which there are very few. As far as I understand it, it is only JCB that has developed the technology for a construction plant, but there could be an application to road vehicles in the future. Hydrogen runs at about 700 bar in the fuel tank, so we obviously would not put it in an existing car’s fuel tank; it simply could not take the pressure. There would be weight implications for such a system.
Sir Geoffrey Clifton-Brown (North Cotswolds) (Con)
It is interesting, when sitting in the Chamber, to hear colleagues’ expertise on subjects that we did not know they had expertise in. I wish to draw my hon. Friend back to a slightly different subject, which he was beginning to touch on. Electric vehicles, which of course have batteries, tend to be far heavier than equivalent vehicles with an internal combustion engine. Some of the vehicle combinations that the Minister talked about—for example, he mentioned a vehicle and a trailer not exceeding 7 tonnes gross vehicle weight—would vary in weight depending on whether the car or van was electric. That might affect a person’s decision to change from a vehicle with an internal combustion engine to an electric vehicle.
Greg Smith
My hon. Friend makes an accurate point. In some ways, the statutory instrument seeks to address that point. However, he is right that when real people out there in the country make choices on their vehicles, they will make practical decisions such as the one outlined by my right hon. Friend the Member for North West Hampshire (Kit Malthouse), rather than looking at some of the other things the Government from time to time wish they were thinking about when they make those choices.
To make rapid progress, Madam Deputy Speaker, when the consultation was conducted, 25% of respondents —I accept that that is only a quarter—favoured retaining alternatively fuelled vehicles on the basis of the extra flexibility offered by the current alternative fuels definition, particularly for hard-to-transition use cases. That is a small subset, but we risk limiting the capability of industry and technology if we close down the possibility of innovation. There may be occasions when the additional weight would be beneficial to those alternative fuels. However, without flexibility we will not know the answer. Those 25% will have to maintain the status quo. However, we believe we must let the technology decide, not the Government, to ensure that those hard use cases are not abandoned.
For those who may not be aware, the Government have already withdrawn this SI to correct a drafting error. All the Opposition are asking is for them to do exactly the same: amend the error, bring back the changes, and allow the reductions in regulation without the restrictions on alternative fuels. That is not only the right approach, but the fair one.
Oral Answers to Questions
Greg Smith Excerpts(2 months, 1 week ago)
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Greg Smith (Mid Buckinghamshire) (Con)
I add my birthday wishes to the hon. Member for Strangford (Jim Shannon).
Significantly muddled messages are being sent to the aviation sector. On the one hand, the Climate Change Committee, upon whose altar the Government appear to worship, wants flights to fall by 2030, which is a massive blow to our aviation sector, while the Government equally say that they want growth and that they want to expand airports. Who is going to win? Will Ministers stand up to the Climate Change Committee or are we just going to end up with bigger, emptier airports?
Mike Kane
The Climate Change Committee advises; we decide. We are not going to take any lectures on tough decisions. I remember when the former Member for Uxbridge was Foreign Secretary in 2018, he concocted a trip to Kabul to avoid a debate on expansion plans for Heathrow. We are getting on with growing aviation in this country.
Greg Smith
If it is tough decisions the Minister wants, I invite him to look at what happened in the Budget of broken promises. Air passenger duty went up significantly. For example, a couple flying to New York will pay £204 in tax. That is a 16% increase. Does the Minister not see that he needs to stand up to the Treasury if he is going to stand up for the aviation sector? Otherwise he is doing what socialists always do: tax growth out of existence.
Mike Kane
I enjoy the hon. Member trying to polarise the Chamber. He is sort of all right at it, but we are getting on with decisions around Luton, Stansted, Heathrow and growing the aviation sector. Yes, tax is an important element, but in the past two months we have seen the biggest demand ever—even before the pandemic—in people wanting to fly. That is a testament to the work we are doing in Government to get on with the decisions that should have been taken years ago.
HS2 Mitigation Projects: Inflation
Greg Smith Excerpts(2 months, 3 weeks ago)
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Greg Smith (Mid Buckinghamshire) (Con)
I am grateful for the opportunity to raise this important issue in the House. I want to focus on the impact that inflation has had on the ability of different institutions to deliver the community projects and mitigations that High Speed 2 previously agreed to in Mid Buckinghamshire. The cases are many in number, but I will illustrate the scale of the problem with particular attention to two pressing concerns: noise mitigation measures for St Mary’s church in Wendover and the provision of a new ground and facilities for Wendover cricket club.
HS2 has been deeply controversial across my Mid Buckinghamshire constituency and the wider county. I make no bones about my absolute and total opposition to HS2, which is well documented. Many of my constituents have suffered greatly as a result of the disruption that it has caused, from environmental damage to the impact on homes, businesses and local amenities, as well as the damage to our local infrastructure. That is not to mention the hideous cost to the taxpayer.
Joy Morrissey (Beaconsfield) (Con)
My hon. Friend mentions the cost relating to infrastructure. One of the huge impacts that goes unrecognised is the impact on roads and road surfaces. Not only are many areas of Buckinghamshire on a flood plain, but our roads get a huge amount of use, which is compounded by the HS2 traffic. Does he agree that that is not compensated for by the HS2 fund in any way?
Greg Smith
My hon. Friend and fellow Buckinghamshire Member of Parliament is absolutely right. Day in, day out, we see the impact of thousands of heavy goods vehicle movements having churned up our local road infrastructure. These roads originated as cart tracks and do not have deep substructures, so they get churned up very easily. The impact of such big infrastructure projects on our roads is considerable. I have talked about that many times in the House, and had a great deal of correspondence with Ministers on it. No matter what the infrastructure project, we have to get better as a country at understanding the construction impacts before a green light is given, so that they are properly mitigated. It is incumbent on HS2 to fix what it breaks. East West Rail, to be fair to it, has done that. It has resurfaced a number of roads around the Claydons where it has had compounds, and where there have been HGV movements. It is incumbent on HS2 to do the same.
From the outset, affected community organisations have been forced to negotiate their survival with HS2 Ltd, often at great cost to them and ultimately to the taxpayer, but when a town, village, neighbourhood or community is so brutally impacted by big infrastructure, I argue that there is a moral duty on the promoter—in this case, the state—to mitigate, compensate, and treat the places and people affected fairly. The rising cost of inflation since phase 1 was approved in 2017 has meant that commitments made by the state and HS2 Ltd—indeed, by Parliament, through the hybrid Bill process—are at risk of being delayed, watered down or even abandoned altogether. That is simply unacceptable.
One of the most egregious examples of such broken commitments is the case of St Mary’s church in Wendover. This historical and much loved place of worship has served the community for centuries, not only providing spiritual support but acting as a hub for local activities and events, particularly music concerts. HS2 Ltd had recognised that the noise impact from construction and, in the future, from passing high-speed trains would significantly affect the church, particularly during services and the concerts I have mentioned. As such, it had agreed to provide noise mitigation measures—above all, very sophisticated sound insulation.
Yet due to rising costs and the pressures of inflation since that particular mitigation was agreed in 2016, we are now being told that these measures may not be delivered in full, if at all. After conversations between the church and the project began more than eight years ago, the undertaking and assurance originally given by the Department for Transport have not been honoured, through no fault of the church, despite the project being contractually obliged to do so.
As such, with inflation, the original £250,000 cost referred to in the U&A will now result in less than 50% of the work being affordable, compared with what it would have covered at the time of the U&A. This was confirmed after I intervened to restart discussions, which had effectively stalled because of the fundamental unwillingness on HS2 Ltd’s part to engage meaningfully on what is a key community concern—an attitude that, as I have raised many times in this place, is evident across affected Mid Buckinghamshire communities.
This is completely unacceptable. A commitment was made, and the Government must ensure that HS2 Ltd honours it. The congregation of St Mary’s church should not have to suffer excessive noise pollution because of a failure to manage costs effectively or the basic fact of construction inflation over so many years. This is a matter of fairness and upholding trust, and ensuring that historic institutions such as St Mary’s are protected for future generations.
My second example of a broken promise relates to Wendover cricket club. As I said earlier, I could go much further afield in my constituency, but Wendover town has been particularly affected. This historic local club has been an integral part of the Wendover community for more than a century, offering young people and adults the opportunity to engage in sport, stay active and participate in community life. It is one of the few clubs across Buckinghamshire that offers the wide range of age groups for teams that compete across the whole country. It is part not just of Wendover’s identity, but of Buckinghamshire’s identity. By evicting the club from its grounds, HS2 is driving a wedge through everyone and everything there.
Due to HS2’s construction, the club’s existing facilities were rendered completely unusable—indeed, completely severed in two. HS2 Ltd originally pledged to provide new grounds and upgraded facilities to compensate for the disruption, to the tune of £200,000, through another of these undertaking and assurance agreements, signed in 2017. However, the club has now been informed that due to escalating costs, the new facilities may not be delivered to the standard originally agreed upon—or, worse, that they may not be delivered at all because of HS2’s reluctance to pay the cost as it is in 2025, or potentially 2026, if it takes that long.
Acting in good faith, the cricket club has already entered into a groundworks contract that includes approximately £90,000-worth of self-funded items. It is also considering a pavilion contract that currently includes approximately £180,000 of items, again self-funded, on the basis of receiving the U&A resource and its own reserves. The U&A states:
“The Secretary of State for Transport will, subject to Royal Assent, require the nominated undertaker to contribute the sum of up to £200,000 toward the reasonable costs of Wendover Cricket club relocating both its Ellesborough Road and Witchell grounds”.
These delays were wholly the result of HS2, so I ask the Minister for an assurance that, at a minimum, the nominated undertaker—in this case HS2 Ltd—honour the spirit of the U&A to Wendover cricket club with an inflation-adjusted figure.
The impact of this situation on local cricket and community engagement cannot be overstated. Wendover cricket club is a volunteer organisation that is trying to provide a service for the local community and encourage youth and adult sport and fitness. Its coaches teach young people discipline and teamwork and contribute to the health and wellbeing of the entire community. The loss of its promised facilities would be a devastating blow to the area and to my constituency.
I understand the significant economic pressures that our country faces. The war in Ukraine, supply chain disruptions and other global economic factors have all contributed to rising costs. However, those factors must not be used as an excuse to renege on commitments that were made to communities directly impacted by HS2. HS2 Ltd and the Government must ensure that funds are allocated properly to deliver on the promises that were made to the people of Wendover and beyond in my Mid Buckinghamshire constituency. If savings in HS2 Ltd need to be found—and let us face it, they do—they should not come at the expense of community projects that were explicitly agreed to as mitigation measures. Instead, we should look at where efficiencies can be made in the wider HS2 project, to ensure that local communities are not short-changed.
I urge the Minister to take the following immediate actions. First, will he confirm HS2 Ltd’s commitment to delivering the promised noise mitigation measures for St Mary’s church, Wendover, and ensure that no backtracking takes place? Secondly, will he guarantee that Wendover cricket club will receive the new ground and facilities that were pledged, with no reduction in quality of delivery due to cost-cutting measures? Thirdly, will he ensure full transparency from HS2 Ltd regarding how inflationary pressures are impacting community mitigation projects and explore alternative funding mechanisms to safeguard those commitments? Fourthly, will he hold HS2 Ltd accountable for ensuring that agreed mitigation measures are ringfenced and are not subject to arbitrary cost-saving exercises that disproportionately impact communities?
My constituents did not ask for HS2, but they have had to endure years of disruption, environmental damage and upheaval in our communities. The very least that they deserve is for HS2 Ltd to honour the commitments that it has made to mitigate the very worst excesses of that impact. It is a matter of integrity, fairness and doing the right thing by the people of Wendover and Mid Buckinghamshire. I look forward to the Minister’s response and, hopefully, to working together to ensure that these promises are kept.
Mike Kane
Well, it was the former Prime Minister who came to Manchester during the party conference to scrap HS2 from going from Manchester. I have never known quite such a political insult. It was supposed to balance up our country, yet we will have reduced capacity and there is an impact on Northern Powerhouse Rail. The handling of the project over a number of years has had effects both on the constituencies it is going through, as the hon. Member has so passionately extolled, and on those that are not getting it.
Let me get back to the point that the hon. Member for Mid Buckinghamshire is here to talk about. Following discussions with St Mary’s in 2016, during the passage of the High Speed Rail (London – West Midlands) Act 2017, the church was given an assurance and commitment that the project would support it in improving its noise insulation. The assurance provided very clearly for a contribution up to a maximum of £250,000, with no provision for inflation. There are many other HS2 assurances on the public register, including commitments to fund particular works or activities. Some of those explicitly provide for index-linking; others do not. The one given to St Mary’s does not. It is worth noting that the House of Lords Committee set up to hear from petitioners against the Bill considered the case of St Mary’s, and took the unusual step in 2016 of reporting that the £250,000 offer was generous. Furthermore, I am pleased to report that, since the assurances were given, HS2 has made other improvements to its plans for noise mitigation in the locality of the church. That will reduce the amount of noise reaching the church in the first place.
Taking all that into account, it is not considered appropriate to increase the amount of public funding offered to the church or to increase any other financial mitigations that were fixed, not indexed, at the time they were agreed. There is no evidence that the sums are no longer sufficient. We have inherited a difficult situation on HS2, as the hon. Member said, and our priority now is to get a grip of the cost to the Government.
Greg Smith
I am grateful to the Minister for his comments, but does he accept, as a point of principle, that that was not an arbitrary amount of money offered to the church as a top-up for church funds, but was very specifically for noise mitigation purposes? If in 2025 the money promised in 2016 simply cannot deliver that, it is not fair on the church or the many other projects in a similar position. I know that it is not a problem of his making, but it is a problem that the Department for Transport, as the sponsoring body, now finds itself with.
Mike Kane
The hon. Member is right. HS2 has clearly already put in some noise mitigation, but I hope he will hear me out for a second.
I understand that agreement has not yet been reached on the mitigation works to be undertaken at the church. As a result, according to the terms of the assurance, the funds cannot yet be released. I encourage the hon. Member, and particularly the parties of HS2 and the church, to focus their efforts on agreeing the works that can be carried out and a timeline for them to begin, so that the available funding can be released and stretch as far as humanly possible. I encourage the parties to get together and begin that negotiation.
I am a social member of Wythenshawe cricket club—although my playing days are long behind me—so I know the value that cricket clubs, and other sports and social clubs, provide not just in sporting terms but in the social glue of cohesion and solidarity. The hon. Member spoke eloquently about Wendover in his constituency. The deal that was asked for had an uplift to cover inflation. I understand that the request is currently with HS2, which is looking into the circumstances of the club and will respond in due course. I hope that he will get an answer very shortly; if he does not, he should please contact me. I will then let the Rail Minister know and we will follow it up. HS2 will have heard his impassioned plea that this historic and successful club does not miss out.
The hon. Member for Beaconsfield (Joy Morrissey) raised road conditions. I am aware that HS2 Ltd has been working closely with Buckinghamshire council over the past few years to improve the way that such road repairs are managed. It has already allocated considerable resources to dealing with that problem. Road repairs are measured against the baseline road condition levels agreed at the start of the project. Either payments are made to councils at current prices or the repairs are undertaken by HS2 Ltd contractors, so they are not affected by inflation. I am pleased that the hon. Member for Mid Buckinghamshire has been far more successful with East West Rail on the road repairs in his constituency.
I again congratulate the hon. Member on securing this debate. Let me reiterate that transport is an essential part of the Government’s mission to rebuild Britain. We will continue to work with hon. Members and local leaders on ensuring that we get the delivery of infrastructure projects right. As I said, I welcome this debate, as it is vital that we continue to discuss our transport projects openly and transparently.
Question put and agreed to.
Oral Answers to Questions
Greg Smith Excerpts(3 months, 3 weeks ago)
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Greg Smith (Mid Buckinghamshire) (Con)
I draw the House’s attention to my entry in the Register of Members’ Financial Interests.
Last year, just one in 10 consumers buying a new car chose battery electric, and in 2024, the private market for battery electric was 20% lower than Government intervention had tried to manipulate it to be. Without fleet sales—which we know are warped by huge tax incentives, promoting them over practical vehicle choices—electric car demand just is not there. When will the Minister understand that people are crying out for a different way to defossilise and decarbonise their private vehicles? Battery electric just is not popular, so when will the Government stop trying to tell people what they should want? This is just a “Government knows best” attitude at its very worst, is it not?
Lilian Greenwood
What an absolutely astonishing intervention by the shadow Minister. It was his Government who introduced the zero emission vehicle mandate, and we are not proposing to change the trajectory that they introduced. I would gently remind him that many fleet vehicles are in fact private vehicles, as people choose to lease their vehicles or access them through a salary sacrifice scheme. Last year, the UK was the largest market in Europe—in fact, in the world—for EV vehicles. He is talking nonsense.
Greg Smith
The Society of Motor Manufacturers and Traders’ January report simply does not back up what the Minister has just said. I repeat that only one in 10 consumers—the people we all represent in this House—actively chose a battery electric vehicle. As the Minister knows from her time on the Transport Select Committee when we looked at the future of fuel, there are other technologies out there. The Government like to say that they are technology-neutral, but the ZEV mandate’s myopic focus on the tailpipe rather than whole system analysis effectively denies our innovators the room to defossilise and decarbonise in a manner that consumers want. Surely the Minister sees that, so instead of trying to force people to buy battery electric, will the Government just get the bureaucracy out of the way and let our innovators innovate?
Lilian Greenwood
I wonder whether the shadow Minister has actually met any vehicle manufacturers. If he had, he would know that they are investing incredibly heavily in the switch to battery electric vehicles. I and my ministerial colleagues have met manufacturers representing 95% of the UK car market to understand their concerns, and we will be working with them to ensure we support all UK vehicle manufacturers, who have—as they would put it—bet the house on the transition to electric vehicles.
Road Safety: Schools
Greg Smith Excerpts(4 months, 1 week ago)
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Greg Smith (Mid Buckinghamshire) (Con)
It is a pleasure to serve under your chairmanship for the second time this afternoon, Ms Jardine. I congratulate my hon. Friend the Member for Chester South and Eddisbury (Aphra Brandreth) on securing this important debate and the powerful speech she gave. I add my condolences to the family of her constituent who so tragically died outside their school.
Road safety is something that we have to take incredibly seriously. This is the second debate in Westminster Hall this week on the subject of road safety, and I thank all hon. Members who have spoken powerfully in it. One death on the roads is one death too many, and it is particularly painful when the life lost is that of a child, who had so much in front of them and a whole life to live. As my hon. Friend the Member for Chester South and Eddisbury said, in each and every one of them was so much potential.
The risk profile in such accidents involving a child is self-evidently higher, and the impact on the lives of those around them is unimaginable. I do not think any of us—unless any Member has been in that place—can imagine the pain, horror and emotional rollercoaster that people go through in that nightmare scenario.
It is of no solace whatsoever to those families who have lost a loved one, but it is important to reflect that there has been some significant progress in the right direction in recent years and decades. It is welcome that the rate of child pedestrians killed or seriously injured has fallen by nearly 41% since 2010. That is not to say that there is anything good about people losing their lives; every life lost is an absolute tragedy. However, that decrease does show that there is a positive trajectory and direction of travel. We need to get it to zero, but my central point is that we are not in a place where the statistics are going up or the problem is becoming worse. That is not to say that there is not a lot still to do. For child cyclists, the rate of those killed or seriously injured has also decreased by 43% since 2010.
More broadly, the improvements across all road categories mean that, although there is more to do, the UK remains a world leader in road safety. According to the Department for Transport’s own figures, released in September last year, Great Britain ranked third out of 33 countries in 2023 for the lowest number of road fatalities per million of the population. That progress is reflected in child pedestrian fatalities, which have thankfully fallen; having regularly exceeded 100 a year, they are now consistently in the 20s. That is 20 too many, but it is a significant decrease.
However, challenges clearly remain. DFT data equally demonstrates that, up to the age of 11, pedestrian boys are twice as likely to be killed or seriously injured as pedestrian girls of the same age, and among those aged 12 to 15, boys are still 33% more likely to be killed or seriously injured. What discussions has the Minister had with local authorities, schools and the Department for Education, not just about how we solve the overall problem of improving road safety around schools, but about effective approaches to reduce this particular disparity?
Our focus has to be on making every possible move to improve road safety around schools. That is very much on my mind in my constituency, which is entirely rural, through a lens that is slightly different but makes the point well. A proposed anaerobic digester in one village would bring hundreds of additional HGV movements past schools, including those in Long Crendon and Oakley. It focuses the mind to think just how close so many of our schools—particularly those in rural villages—are to the fast-moving lanes and major routes that people use on a daily basis. The prospect of those dangerous, incredibly heavy HGVs being added to those roads focuses the mind even more.
I am very sympathetic to the ideas that my hon. Friend the Member for Chester South and Eddisbury and others have mentioned about specific speed limits in the vicinity of schools. That is always, and has to be, a decision taken locally by local authorities. I do not think there is a definite, one-size-fits-all solution for every single circumstance that central Government should dictate, but it is for central Government to ensure that the framework is there to make it easy for local authorities to put in place such speed limits where they wish to, and to put in place effective enforcement mechanisms.
It is all too often the case in my constituency—and, I dare say, in everybody else’s—that when a community comes forward and says it wants a particular change to road safety measures, such as a change in the speed limit to 20 mph, the hoops it has to jump through are so considerable, so difficult and involve so many different agencies that frustration sets in. In too many cases, nothing ever happens, or something a bit half-hearted happens. I encourage the Minister to look at what can be done to ensure that local authorities, when taking decisions on behalf of communities that want those changes, are able to do so easily and without the heavy-handed bureaucracy that too often goes with all these schemes. I encourage her in particular to ensure that schools themselves can go to their local authorities and get those changes made quickly.
I conclude by congratulating my hon. Friend the Member for Chester South and Eddisbury once more on securing this debate. I hope it prompts real and significant action from the Government.
Road Safety: Young Drivers
Greg Smith Excerpts(4 months, 1 week ago)
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Greg Smith (Mid Buckinghamshire) (Con)
It is a pleasure to serve under your chairmanship, Sir Desmond. I congratulate the hon. Member for Shrewsbury (Julia Buckley) on bringing this important debate to Westminster Hall this morning. I thank all those who have contributed with powerful speeches. My heart goes out to any family who have lost a child or relative in a road accident. Every single death is a tragedy that should spur us on to do more to prevent future deaths and injuries, and make our roads safer. I cannot imagine the pain of any family getting the knock on the door from a police officer, or however the news is broken to them, to tell them that a child has died on our roads, as in this case, or under any other circumstances.
We must always look at practical measures to improve road safety through the lens of “To drive is freedom”. To drive brings opportunity. For many—I include myself in this—to drive brings pleasure. Our challenge is: what will protect those freedoms, opportunities and pleasures in a safer way?
Mrs Russell
Mandy Ogden said to me:
“Often, the main argument against this change to driver licensing is that it restricts freedom, but our daughter’s freedom has been taken away forever.”
Does the hon. Gentleman agree that that, too, is an important point?
Greg Smith
In a few moments, I will come on to the measures that I think would protect the freedom to drive far better, as well as the safety of those who do so. There will perhaps not be agreement with every single point that hon. Members have made in the debate, but I repeat the point. Central to how I would like to look at this issue is not how we can restrict people more, but how we can make people safer in the first place by ensuring that they have the skills required to drive safely, be it in our cities and towns, on our rural roads and motorways, or indeed abroad, where often the rules can be very different. We all know the example of the German autobahns, many of which have no speed limit. It is vital to equip any British citizen going to Germany with the ability to handle a car at very great speed and be safe on those roads.
The challenge before us is how to make everybody—young people, for sure, but also old people, for whom the statistics are just as stark, as the hon. Member for Shipley (Anna Dixon) mentioned—safer and able to handle a vehicle in all conditions on our roads.
Dr Arthur
Back in 2020, an older driver caused a fatality in Edinburgh, killing a three-year-old boy. The fatal accident inquiry found that drivers over 80 should perhaps be subject to cognitive tests if they want to continue driving. That inquiry is currently with the Driver and Vehicle Licensing Agency. Will the shadow Minister support action in that area?
Greg Smith
It is important that we look at all evidence suggesting a problem and explore the basis for solving it, but I am no fan of knee-jerk legislation. This House is at its worst when we jump to knee-jerk solutions to any problem presented. It is important to look at all the evidence, practical outcomes and potential unintended consequences. The case that the hon. Gentleman raises and the point that he makes are important and should be looked at—as he referenced, it is being looked at by the DVLA at the moment. I would be interested to hear the Minister’s response to that point.
I double-underline that we should bear in mind that every death on our roads is a tragedy, but there has been significant improvement in road safety over recent years.
Greg Smith
I will just expand this point and then give way to the hon. Lady. Since road user casualties peaked in 1965, with nearly 8,000 deaths, there has been a concerted efforts to reduce the numbers. Thankfully, that effort has largely been successful, across successive Governments of all political persuasions.
According to Department for Transport figures, released in September last year, Great Britain ranked third out of 33 countries reported on in 2023 for the lowest number of road fatalities per million of the population. Of course, that number is still too high, but the direction of travel is positive, and we need to take further action—
Greg Smith
I promised to give way to the hon. Member for Frome and East Somerset (Anna Sabine), and will just finish this point. Mindful of time, I may then take one or two more interventions.
Although the claim of a 13% fall in casualties accurately reflects the raw data between 2010 and 2023, it fails to account for the context of vehicle miles, which have significantly increased. During that time, the number of vehicle miles increased from 306 billion to 334 billion. When adjusted to that context, the Department’s data indicates a decrease in the casualty rate from 681 casualties per billion vehicle miles in 2010 to 398 in 2023, which is a 41% reduction. I repeat that we must still take action to get the number down to zero, but the direction of travel has been good.
Anna Sabine
The hon. Gentleman mentioned the personal tragedies of road accidents and refers to Members of all political persuasions. Does he agree that it is brilliant to see cross-party support for these campaigns, but that it might be more helpful for campaigners if His Majesty’s Opposition were better represented in today’s debate?
Greg Smith
I hesitate to go there, on what is a political point. When we are having a serious debate, comments like that are not necessarily helpful to the spirit of trying to engender cross-party working.
I have a history of looking at this subject, including with the Minister for the future of roads. In the previous Parliament, we both served on the Transport Committee, which conducted a deep inquiry into novice and young drivers and the implications for safety. We looked carefully at graduated driving licences and other things, such as the Under 17 Car Club, which was referred to earlier, and which I am a huge fan of. I am a huge fan of trying to get young people—potentially very young people—in an off-road, safe, private-land setting and starting to understand how to drive and control a vehicle safely.
Cameron Thomas
I did not manage to make this point in my speech, but whereas one in five young people will be involved in a reportable road traffic collision in the year following their test, that figure is reduced to one in 33 for those who complete that course. I invite the hon. Member to agree.
Greg Smith
I thank the hon. Gentleman for that point, and I entirely agree. The younger we can get people into any sort of powered vehicle, so that they can learn how to control it safely in different conditions in a safe, off-road, heavily supervised setting, the better. That work is all to the good and powerful, and I was certainly impressed by the evidence I heard in that Select Committee inquiry.
That raises a wider point that I invite the Minister to reflect on. I think it was encapsulated well by the hon. Member for Edinburgh South West (Dr Arthur) when he said that young people are focused on passing a test rather than learning to drive. Our testing and learning system is too focused on a very limited set of circumstances that any individual seeking their first driving licence has to go through. Testing is done very often in an urban environment, but rarely on the rural roads that we have heard so much about, and learner drivers never go on the motorway and learn to control a car at significant speeds. My challenge to the Minister is this: how can we ensure that when a young person—or any person, for that matter—is granted their pass certificate and gets their full driving licence, they are properly equipped? To me, the solution is not putting in a graduated system afterwards; it is having the confidence that, when someone is issued with their licence, they are able and safe to control any motor vehicle to the best of their ability.
Graduated driving licences would take away too much from young people. We heard from young people in the Select Committee inquiry that I spoke about. What if a young person wants to go into the world of work? What if they want to do night shifts but are told they cannot drive at night? What if they wish to go into one of the emergency services and have to attend night-time emergencies, be that as a police officer—
Greg Smith
I have limited time, but I am happy to take up the debate afterwards.
What if the path that a young person wants to go down requires them to be able to drive a car at night? There have to be answers to these questions. I gently say to all hon. Members here this morning, including the Minister, that a driving licence must be equal for everybody, and that we must look most of all at how we can improve our confidence that everybody who is issued with one can control a vehicle in all circumstances, in all conditions and on all road types. That will involve a significant change, which will improve road safety for everybody.
Oral Answers to Questions
Greg Smith Excerpts(4 months, 4 weeks ago)
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Greg Smith (Mid Buckinghamshire) (Con)
May I, too, wish the Minister a very happy birthday?
Estimates suggest that the SAF mandate provisions and the revenue certainty mechanism will still leave a shortfall, with a family of four facing over £300 extra to fly on holiday by 2040. That is a clear concern for consumers, as well as the airline industry. Net zero should not come at an additional cost to consumers or undermine freedoms—in this case, the freedom to fly. The test must surely be how to defossilise, decarbonise and allow people to do the same at the same cost. What steps is the Minister taking in conjunction with the Treasury to close the financial gap between incentives in the mandate and the actual increased cost of switching to SAF for the end consumer?
Mike Kane
I think the good will ended with “happy birthday.”
I remind the shadow Minister that a little over 12 months ago, in one of his better videos, the then Prime Minister came out into Downing Street, looked at the sky and lauded the policy he wanted when we saw Virgin Atlantic’s 100% SAF trip across the Atlantic. This was the previous Government’s policy but, because of the sclerotic nature of that Government, we are only now getting on with implementing both the SAF mandate and the revenue support mechanism. As the shadow Minister knows, a regular review point is baked into the legislation so that we can revisit targets, if required.
Greg Smith
Of course, there is always another way. Much of the debate so far on SAF has been about fuels made from feedstocks and waste products. Unlike fuels that require feedstock, whose input costs will only ever go up, the industrial process that creates power-to-liquid synthetic aviation fuel will actually see its production costs reduce, with some predicting cost parity between the production of these synthetic fuels and the extraction and production of fossil fuels within a decade. Does the Minister agree that synthetics offer a much better long-term solution, and will he reprioritise the Government’s approach to SAF away from transitional solutions and towards synthetics?
Mike Kane
The hon. Gentleman runs his car on synthetic fuel, so I know his passion. There are many ways to get to SAF. The SAF mandate is supported by industry, and there is a real opportunity to establish a plethora of production. We can create thousands of new well-paid jobs while protecting the pound in the holidaymaker’s pocket.
Oral Answers to Questions
Greg Smith Excerpts(6 months, 2 weeks ago)
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Louise Haigh
I am grateful to the hon. Gentleman for that important point. I have met the Driver and Vehicle Standards Agency to talk about its important enforcement work in this area. Measures of that kind will absolutely be considered in the development of our road safety strategy, and we will work closely with stakeholders, exactly as the Minister with responsibility for roads mentioned.
Greg Smith (Mid Buckinghamshire) (Con)
I associate myself with the tributes paid to Lord Prescott. Talking of pothole repairs and road resurfacing, the director of the RAC, Steve Gooding, said:
“The long-term solution is a long-term funding settlement for councils so they can finally get on top of what has been a perennial problem.”
But councils—[Laughter.] Hon. Members might laugh, but our councils, which have to do the work of repairing our roads, do not know how much money they will get from the much-trumpeted £500 million. When will our councils actually get their allocations?
Louise Haigh
As I have said, the £500 million is available for ’25-26, and those allocations will be announced shortly. The brass neck on Opposition Members never ceases to amaze.
Greg Smith
I am just trying to get answers for our councils. Of course, it was the previous Government who committed £8.3 billion to road repairs, using money from the rightly cancelled sections of High Speed 2. Back in May, when it was in opposition, Labour tried to claim a backlog of more than £16 billion in road repairs, but now it just trumpets funding of £500 million. That is not enough, is it?
Louise Haigh
I am grateful to the hon. Gentleman for recognising the appalling state of our local roads, and the appalling backlog that we inherited. The significant uplift allocated for next year will start to turn the page on 14 years of decline, but of course that cannot be achieved overnight.