Zero-emission Buses

Ian Paisley Excerpts

Tuesday 21st May 2024 Westminster Hall

[Ian Paisley (North Antrim) (DUP)]

I beg to move,

That this House has considered the introduction of UK-made zero-emission buses.

I thank the Backbench Committee for listing the debate. At the outset, I declare my membership of the all-parliamentary group for the bus and coach industry. The chairman of that group, the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill), should have moved the debate, but unfortunately, as he is the Chair of a Select Committee, his duties today find him elsewhere in the House. I want to put on the record his commitment and his desire to have been present on behalf of the group.

It is also important to put on the record that I have a major manufacturer of buses operating in my constituency. The UK is blessed with three major manufacturers—Alexander Dennis, Switch Mobility and Wrightbus—and each makes a significant contribution to the UK economy and to local employment around the entirety of the United Kingdom.

The debate is about the introduction of UK-made zero-emission buses. Why do I say “UK-made” and “zero-emission” buses? Across the whole United Kingdom, 40,000 buses are on the road; about 3,000 of those buses are zero-emission, so there is a huge opportunity. Government, obviously and rightly, want to get away from diesel-powered buses and on to zero-emission buses. That is a massive opportunity. That opportunity, however, is under threat.

In 2020, in a very important statement, the Government made a commitment to level up across the country with 4,000 “beautiful, British-built buses” that are

“cleaner, greener, quieter, safer and more frequent.”—[Official Report, 11 February 2020; Vol. 671, c. 712.]

What an ambition! It is an ambition that this House and the parties across this House got behind, and an ambition that I still hold to. I hope that we can deliver on it.

I am afraid, however, that the Department for Transport needs to look at how the policy is implemented, because I do not believe it is resulting in beautiful, British-built buses being purchased with the serious amounts of money that have been set aside for the zero-emission bus regional areas, or ZEBRA, zero-emission scheme. The original ambitions that drove the design of that policy to support UK bus manufacturers have been overlooked in the implementation and roll-out of the policy, resulting in many local authorities and transport authorities buying non-UK-made British buses.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate my hon. Friend on securing the debate. It is always good to support a colleague when they secure such an important debate. On the issue of UK-made buses—he has repeated “UK-made” several times, quite rightly—does he agree that that is all the more important now when we look at the challenge coming from China and the far east? More and more, a huge challenge is being made to the west and the UK. We have to meet that challenge and rise to it. As he indicated, that is what the Government need to respond to.

[Ian Paisley]

I was going to come on to that point later, but I will come on to it now, because it gets to the nub of the issue. The ZEBRA 1 and 2 schemes promised the United Kingdom £312 million of taxpayers’ money to fund the purchase of 2,270 buses. That is a major impact on the provision of zero-emission buses. I hope that Members are shocked by the next figure, however, because, according to the final purchasing decisions that have been made, 46% of those 2,270 buses will be manufactured outside the UK, principally by China.

On the one side, we have to giggle, because we are making zero-emission, green-energy buses, within our shores, for the home market, and therefore the footprint of the manufacturing of those things should also be green, but 46% of these buses are coming from what is, apart from Australia, the furthest away country in the world, and they are being delivered to us. I am not going to bash the companies that make them in China, but their buses have a shorter life cycle on our roads—almost a third less—and are therefore ultimately less efficient, yet 46% of the ZEBRA money is going overseas. What is that money doing? It is supporting overseas technology—cutting-edge technology. It is supporting overseas jobs. It is supporting cutting-edge, well-paid, highly skilled manufacturing jobs and it is supporting them in other countries, but we are crying out for that money to be spent on high-skill, green-energy, high-tech jobs across the entirety of the United Kingdom. Some 10,000 people are employed in the supply chain for manufacturing buses across the United Kingdom: electronics engineers, hydrogen engineers and manufacturers, engineers, of steel. All that is being undermined by a policy that was put in place to build beautiful, British-made, clean, green, better buses.

I am pleading, not on behalf of the companies, which are big companies, but on behalf of workers across the United Kingdom who are entitled to these jobs and who are entitled to bring stuff home to their wives and families and their husbands and families, to make sure that the jobs stay in British hands. I am not arguing that we buy an inferior product, but British-made buses, whether they are made by Switch, Wrightbus or Alexander Dennis, are the leading cutting-edge buses in the world. That is shown because they are manufactured not just for this country—other countries demand them. But we cannot go in and undercut other bus companies in countries that make buses. The countries that buy buses from us do not make buses, so we are competing in a fair market. Unfortunately, one of the largest countries in the world, the Chinese state, is manufacturing buses, subsidising their manufacture and the technology is coming here and undermining us. We have to take a good, long, hard look at that and ask the question: is that really where we want to be?

Every constituency in the UK benefits from British-made manufactured products. I do not say that glibly; it is based on fact. I have gone through a register of all the councils and local authorities across the whole United Kingdom that have received money from the ZEBRA zero-emission scheme, and have listed all the constituencies covered by that—it comes to about 180 constituencies, and those 180 constituencies benefit in some way from the manufacture of buses in the United Kingdom. They are getting ZEBRA money, but unfortunately 46% of the money is going outside this country and they are not buying the British product.

I will not do so, Mr Rosindell, but I could read out the name of every single local authority that has received millions of pounds. I have the information here and I am happy to leave it in the Library for hon. Members to study. It goes through every single local authority that has received millions on millions of pounds, yet some of those authorities are not spending that money on British-made products. A couple of examples stand out, and I will bring them to Members’ attention.

Last year in Blackpool, there had to be a complete retender after protests led by the chairman of the APPG, myself and other members of that group. We pushed the Government to retender the Blackpool order because it had gone to a Chinese company. It was an order for 90 buses, or about 30 million quid of manufactured goods. I am glad to say that the tender, which originally went to the Yutong company in China, was won following retender by Alexander Dennis. It was discovered that the social and economic benefit that flowed from the manufacture of those buses in the United Kingdom outweighed a slightly cheaper product being brought in from overseas.

Transport for London announced at the weekend the purchase of over 100 new double-decker electric buses. Unfortunately, that order was made to a Chinese company called BYD, further increasing the reliance on oversea supply chains. I want to deal with this matter of Transport for London. No matter which part of the United Kingdom we come from, no matter our passion about Ulster, Scotland, Wales or the north of England, London is our capital. It is the flagship. What happens in London, the world sees. It is the window into the United Kingdom. When I stand on the Terrace of this House and see bus after bus going over Westminster bridge, I know by the shape of them, “That one was made in Ballymena, and so was that one. That one was made in Scotland, and that one was also made in Ballymena.” I know by the shape of them that those buses are ours, and we are proud. That says to the workers in my constituency, “Look what you’ve done—isn’t that fantastic?” Their work is in the window to the world. People see them or jump on and off them and think, “These are fabulous advertisements of the skillset that is in the United Kingdom”.

I then hear today that a £40 million contract has been handed by TfL to BYD in China to make the next 100 buses for this city. There are thousands of buses in this city. People say, “You’ll hardly notice them”. That is not the point. The point of the matter is that that is where we are spending our money, and that will soon become the flagship. People say, “Well, they’re slightly cheaper.” That is penny wise and pound foolish if that is the way they are making the decision, because the situation is much more disturbing than it just being slightly cheaper.

I take the view that it is not green to buy the buses from so far away whenever we are manufacturing them at home. In 2021, the United Nations working group on business and human rights wrote to BYD, saying that it

“had received information that your company may be involved through your supply chain in alleged forced labour, arbitrary detention and trafficking of… Uighur [Muslims] and other minority workers”.

BYD did not respond to that inquiry from the United Nations. Whenever it was approached by the trade magazines to respond, BYD refused to comment. Our nation has a duty to ensure that if we are buying overseas products, we are not buying them from a country that uses slave labour or abuses its workforce. I will tell hon. Members one thing: our workforce in the United Kingdom is not abused. They are paid good wages, make good products and are proud of what they do. If that abuse is happening, it is a double offence on what we should be looking at and doing with this resource.

[Jim Shannon (Strangford) (DUP)]

My hon. Friend has underlined the crucial issue of human rights abuses and the persecution, trafficking and all sorts of things happening to ensure that China can produce a bus more cheaply. When it comes to our councils buying buses in the United Kingdom—it is brought up all the time in Parliament—is there not a need for central Government to ensure that if that is what is happening, those buses or, indeed, any product, are not bought?

[Ian Paisley]

That is a point I will come to whenever I make requests of the Minister at the end of my speech. I thank my hon. Friend for making that important point.

I have an appeal for Transport for London, which has been one of Northern Ireland’s most brilliant customers. It allowed us to come up with the new iconic London double-decker bus, which is a flagship—it has been brilliant. Whether the administration has been controlled by the Conservatives or by Labour, the respective Mayors have been absolutely brilliant about helping Wrightbus to go forward, but the decision by the current Mayor and Transport for London should be taken back and looked at again. It is totally wrong and scandalous that our nation’s capital should have a bus with a questionable reputation concerning its manufacture and £40 million of ZEBRA money.

I have some policy asks for the Minister. I am delighted that he is visiting my constituency soon. I hope he will visit Wrightbus and other manufacturers, and see the supply chain across the whole of our country, including all the other little companies—micro-companies—that rely on this manufacturing giant. I want to draw the Minister’s attention to a number of things about the impact of ZEBRA. First, the Department for Transport should ensure that no ZEBRA 2 funding is used by local authorities to purchase buses from outside the UK, which was a point made by my hon. Friend the Member for Strangford (Jim Shannon). To support this, bus operators should be encouraged by the Government to place a greater emphasis, whenever they are evaluating tenders, on social value for the tender and the wider economic community impact.

I am not asking the Government to do anything illegal or to use any sleight of hand. I believe the law allows the Government to weight the tenders in such a way that there will be a successful outcome for British manufacturers. I am not proposing that the company in my constituency is the only one that benefits. Alexander Dennis, Switch and so on are all competing companies making brilliant products, and they should all be allowed to have a fair crack of the whip. One camp dominates the entire market, but I want those companies to have a fair crack of the whip. They cannot have a fair share in the market if they are outbid and outmanoeuvred by what is happening in another country.

Secondly, the Government need to give industry long-term confidence in what they are doing, by setting an ambitious plan to say that a quarter of all the buses on British roads—10,000 buses—will be emission free from 2025 to 2030. If the Government said that to those companies, they would gear up and scale up, and it would reduce the overall cost of the final product, so the potential of these companies would be realised. Going forward, we would see a vast array of new tech coming through British companies and manufacturers, because they would have the confidence in there being 10,000 orders to keep their companies in business for year after year. That would increase investment in those companies.

The Department for Transport should consider creating a Crown Commercial Service framework for zero-emission vehicles to supply and expedite the tender process. It should collaborate with other Government Departments to conduct a formal review of how other countries purchase buses and prioritise domestic content when evaluating their tender process.

The DFT and the Department for Business and Trade should provide further detail on the Trade Remedies Authority and support with the process of gathering evidence of unfair practices. There have been allegations that some of these orders have led to kickback through other companies. That should be investigated, and this should be totally transparent. I can tell Members one thing—there is no kickback through the three British companies. What is going on is clear and transparent. I hope that the Government will allow us to have confidence in how we view the future, and so that our British manufacturing companies can say, “We have turned a page today and we are going forward on a new footing. In future, the lion’s share—the overwhelming majority—of ZEBRA money will be spent on British manufacturing.”

--- Later in debate ---

[Ian Paisley]

I thank all Members who participated in this debate. Some small friction has emerged here and there, but there has been a clarion call that we are all on the same page and want to see this industry flourish, and there is a vision of how it can flourish. Although the Minister was able to have his cake and eat it, I think our companies want to see more cake and get more slices of that cake; they are right to be ambitious about having that, and I hope that they can have it.

The hon. Member for Mansfield (Ben Bradley) quite rightly raised the point that he does not have a bus company in his constituency but that there is spin-out in terms of opportunities for young people, skills development and all the rest of it. If we get behind this skillset and opportunity and develop the best hydrogen bus, which we are already doing, we will then start developing the best hydrogen rail coaches, heavy goods vehicles, shipping facilities and aircraft. We will be in the midst of a technological revolution driven by these islands, but it will happen only if we get behind and push it. That will lead to jobs in the hon. Member for Mansfield’s constituency and to the tech and opportunities. It will lead to success, and it will be unrelenting, but it will happen only if we ensure that we actually deliver on the strategies being put in place and ensure that we are not lazy at any point and throw the odd bus order or manufacturing job here or there because we can.

We must get behind this and ensure that the outcome is in the interests of these islands, because unlike China we are not at the cutting edge of battery technology. We must buy practically every single battery from China. It has cornered that market, which is fair enough, but we are at the cutting edge of hydrogen; we could take over that market, but only if we see the vision.

I hope that the Minister gets behind us and replies to me in writing on the issues that I raised earlier. I plead with him and hope that we can see some of the success. When he comes to Wrightbus, I will ensure that Jenny Bristow, one of our local chefs, bakes him a cake that means that he will forget forever any other piece of cake he has had anywhere else.

Question put and agreed to.

Resolved,

That this House has considered the introduction of UK-made zero-emission buses.

A379 Slapton Line

Ian Paisley Excerpts

Wednesday 6th March 2024 Westminster Hall

[Ian Paisley (in the Chair)]

I will call Anthony Mangnall to move the motion. As he knows, there are no other speakers in the debate, although he can give way to Members if he so wishes. As an experienced gentleman, he will know that. There will be no wind-up opportunity.

[Anthony Mangnall (Totnes) (Con)]

I beg to move,

That this House has considered the future of the A379 Slapton line.

It is a pleasure to see you in the Chair, Mr Paisley. For residents and visitors to south Devon, there can be no better view than those momentary westward glances that are revealed when travelling through Stoke Fleming or Strete. For the unacquainted, it is perhaps one of the most magnificent views these isles have to offer: that of the Slapton line, which is a bar of shingle dividing the sea and the largest natural freshwater lake in the south-west of England, the Slapton Ley. Its simple beauty has captured the imaginations of generations and has encouraged people to retire to the area. It attracts hundreds of thousands of visitors each year. That bar of shingle has become not only of natural importance, but a vital link between the towns of Kingsbridge and Dartmouth and the villages in between.

The A379, which runs atop the shingle, is an arterial route that carries goods, schoolchildren, visitors, farmers, healthcare workers and emergency services across south Devon. It has become an essential link that the good people of south Devon cannot do without. The history of the area is as wide and varied as one would think: from the November 1824 storm that wrecked hundreds of ships and resulted in the Slapton line being breached, to Plymouth dredging the shingles of Slapton to expand its dock, and the destruction of the village of Hallsands in 1917, which was due to that very dredging. Perhaps most famously, in 1943 Slapton sands became the training ground for the D-day landings. The similarity of the topography to that of northern France made it the ideal training location for US troops. As a result, an area of 34,000 acres was evacuated of residents, and troops moved in to undertake their preparations for the invasion of Europe. Today, there stands a monument, presented by the United States, to recognise those who left their land to support the war effort, as well as a Sherman tank to commemorate Exercise Tiger and the hundreds of servicemen who died during the rehearsal in April 1944.

Since then, this special area has become a wildlife sanctuary and a site of special scientific interest, and a Field Studies Council centre has been created. The council has also helped to provide education and scientific research in the area. The area’s history and natural beauty are undeniable, but it is also a working environment. The villages of Strete, Slapton and Torcross are all adjacent to the Slapton line, and the local community depends on its existence and the ability to travel across the line on the A379.

Over the years, the storms have resulted in man altering the landscape to deal with the impact of mother nature: first in 1944, when sea defences were built in Torcross, and then expanded and completed in 1980; in 2001, the road had to be repaired; in 2002, a 300-metre section of the A379 was moved and rebuilt; in 2015, 25,000 tonnes of shingle was moved on to the beach; and finally, in 2018, Storm Emma caused significant damage to more than 500 metres of the road and the middle car park. While the scale and viciousness of the storms have varied over the years, it was Storm Emma that resulted in my predecessor, Sarah Wollaston, securing £2.5 million of Government funding to realign further sections of the road and place rock armour along the Slapton line to protect the road.

We all know the fragility of the Slapton line, and we all recognise the increasing impact of storms. However, we also know that the line is integral to our rural economy and way of life and to ensuring access across the area. In 2001, the Slapton Line partnership was formed to co-ordinate policy for managing coastal change in the area. The group is made up of a range of public, private and third sector organisations; its current members are Devon County Council, South Hams District Council, Strete, Slapton and Stokenham parish councils, the Environment Agency, Natural England, the South Devon area of outstanding natural beauty, the Wild Planet Trust and the Field Studies Council.

Over the years, the group has helped to create a local strategy and evaluate what can and should be done to protect the line. Until 2018, the strategy was that the Slapton sands would operate on a policy of “retreating the road”, meaning that it could be rebuilt, moved and repaired. After Storm Emma, though, the policy of “retreating the road” was altered to “no further retreat”, which is, unfortunately, where the trouble began. When the policy for management of the line was quietly changed, no consideration was given to the needs of the local community or the economic and social impact of losing the road, nor was any thought given to what message it would send to Devon County Council, and indeed to central Government, when we ask for further funding or support.

In October 2019, the Slapton Line partnership published a strategy document, unsurprisingly and rather unexcitingly called the Slapton Line partnership policy document. The excellent work undertaken by Dan Field and Chris Brook—notwithstanding the title of that document—from South Hams District Council has helped to identify key areas of weakness on the Slapton line, areas of concern and recommendations of what should be improved. I will take a moment to put on record how very fortunate we are to have two of the best public servants working for South Hams District Council in the form of Dan Field and Chris Brook. They have done the most extraordinary work on shoestring budgets, for which I applaud them. I want to make that very clear on record in the House.

The Slapton Line partnership strategy document was updated in November 2023, with me as interim chair. The strategy document made a number of recommendations, including that the road should continue to be maintained as a highway and cleared of shingle and debris post storms. Most importantly for me in terms of this debate, it recommended maintenance of all sea defences and a review of the shoreline management plan to extend the “hold the line” policy across the line. It also recommended improved traffic planning and passing points on the back routes, increased car parking at both ends of the line, and ensuring the development of the adaptation plan.

The group recognises that we will not indefinitely be able to protect the line and road from ever-increasing storms and sea levels. However, we do believe that we need to strengthen the line against future storms, and that maintenance of the sea defences and reviewing the shoreline management plan, with the intention to extend the “hold the line” policy across parts of the line, will be the most cost-effective way of keeping the road open while minimising taxpayer cost.

For the moment, my ask of the Government is to help us to shore up those defences so that we can avoid a large cost later on. Having reached consensus, the Slapton Line partnership group produced a beach management plan in 2017, a vulnerability assessment and an economic assessment. Together, those reports have highlighted the impact that the loss of the road will have on the more than 30,000 people living in the area, along with the damage it will do to thousands of local jobs, the disruption to education, the limitations to healthcare and emergency services, and the potential danger it will do to the economy, which estimates its local value to be about £40 million gross value added. As I am sure the Minister knows, those figures are not small, but essential for rural communities like mine in south Devon.

What do we need? This year, Devon County Council is conducting the following surveys: in the first quarter, a data review; in the second quarter, what options and what the design should look like; in the third quarter, preliminary designs that can be presented to the Slapton Line partnership group; in the fourth quarter, consent and planning applications; and in the third and fourth quarters, the environmental assessments. Those surveys and applications are going to come at a cost of about £130,000 to £200,000. Will the Minister support my call for Devon County Council’s increased budget for its highway maintenance fund to help to produce those reports? We are not asking for new money; we are asking for the money that has already been allocated to Devon County Council to go towards funding those reports.

A question remains about what the extended and improved defences will look like. I believe we already have the answer. Beesands is the neighbouring village to Slapton. I welcome any hon. Members to come to see this, and I will even throw in lunch. I will extend that to civil servants, if they would like. In Beesands, after Storm Imogen, work began after South Hams District Council requested an innovative form of rock armour to be designed and trialled. Working with Landmarc and other local business, it came up with a new solution, using specialist high tensile stainless steel mesh that locked in rock and shingle and provided a solid, yet natural-looking, defence system. Doorkeepers are also invited to come and look, I hasten to add.

That prototype cell system was installed in 2016 and has worked so well that, in 2021, an improved TECCO system was commissioned and rolled out further along the beach at Beesands, protecting the village green and nearby properties. The initial work was funded by the Environment Agency, and the extension by South Hams District Council. It is my opinion, and that of many other members of the Slapton Line partnership and local community, that such technology would be more than appropriate to be installed on the Slapton Line. The successful trial at Beesands shows not only its durability but its appropriate aesthetic look.

To install that technology, those scoping documents and assessments need to be completed and planning consent approved. I am led to believe, because Slapton Sands falls under the category of a SSSI, that Natural England will block any proposals we put forward. I appreciate that Natural England has a fine balancing act to work on, but I believe it is counter-productive to reject any plans put forward, especially when the loss of this road would impact the local community so significantly. Does the Minister believe that highway maintenance should be able to circumvent application processes and allow us to proceed in a timely manner to introduce those defence measures?

The estimated cost of the measures we would like to put in place is still being worked out, but it is likely to be several million pounds. Although we might gulp at the prospect of that sum being spent, it is considerably less than what would have to be spent if the road were washed away, and we would have to focus all our attention on the back roads. The considerable back-road network would require a far greater sum to be spent on it, while being less effective.

Time and tide stop for no man. Although I recognise the brilliance of the Minister, I am not asking him to do that. What I am asking is whether he can make our defences fit for purpose, to help us extend the life of the line for the next three decades, ensuring that south Devon remains a community that is open and accessible, where businesses and residents can thrive together.

[Ian Paisley (in the Chair)]

I was transported to the shingles of Devon county by your speech. I call Minister Opperman.

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

It is a pleasure to serve under your chairmanship. Mr Paisley, and it is an honour and privilege to respond to my hon. Friend the Member for Totnes (Anthony Mangnall), to discuss part of the heritage of south Devon and of this great country. He rightly set out the long and illustrious career of that community and surrounding area, which is particularly noted for its role in the preparation for D-day, 6 June 1944. As is set out on the memorial, without the actions of that community and countryside, we would have been impeded in our ability to invade France and take forward the changes we managed to achieve in 1945.

I thank my hon. Friend for bringing this matter forward, and I hope I can address some of the important points he raised. It is clear to everybody who has read up on this issue that he has fought assiduously—in the footsteps of our good friend Sarah Wollaston—to drive forward progress in difficult circumstances, and I give him due credit for that.

The debate not only matters to constituents in Slapton or Torcross but has a wider impact on Stokenham, Frittiscombe, Strete, visitors to Slapton Ley, and all the communities up and down the coast that use this road. I accept and understand that the issue has a wider importance than simply the stretch of road we are talking about, given the geography and the ongoing difficulties involved. I express my sympathy for those affected, given the ongoing concern and worry that this issue causes. As any Member of Parliament knows, such an ongoing worry—whether about flood risk, complications for development or the potential loss of a road—is a serious and legitimate thing. People get very exercised about such things, and we should in no way underestimate that—I certainly do not.

I have been lucky enough to read the Slapton Line Partnership November 2023 strategy, which goes to 25 pages and is a credit to everybody who brought it forward. I have also tried to look at the considerations, and there is a relevant factor with which I want to try to assist my hon. Friend and the local community. That document was created on 3 November 2023 after many months of work. Subsequently, on 27 November 2023, Devon County Council received £6.63 million of further funding after the HS2 decision taken by the Prime Minister in early October 2023—the cancellation of the second leg allowed extra funding to go to local authorities up and down the country. That has consequences when one assesses the financial capability of the local authority, and I will come to that in a bit. Clearly, the Slapton Line Partnership wrote the strategy before it knew that further funding was coming to Devon County Council. Given that further funding, I respectfully suggest that the document should be refreshed.

My hon. Friend kindly asked me to visit, and I would be delighted to accept. It is legitimate for a Minister to sit down with the local authority and the interested parties—there has been support from arm’s length bodies, whether that is the EA or Natural England—and drive forward a compromise solution that gives security and peace of mind to the local communities my hon. Friend so ably represents. Surely, that is in everybody’s interests. We are not talking about what the policy will be in 100 years, but people do need to know what it will be in the next two, five and 10 years. That is totally legitimate and understandable.

Different Administrations have made serious interventions dating back to 2018, when the then Transport Secretary gave £2.5 million to support the local authority’s works after Storm Emma. There was an adaptation manager, and other work was done, ultimately producing the Slapton Line Partnership strategy. However, that strategy has to take into account local people, and I would be concerned if local communities felt in any way that the impact on them was not considered over and above the statutory and arm’s length bodies—that would be of concern to any Member of Parliament, let alone any Minister. This issue is a classic example of the difficulties of combatting climate change and coastal erosion, and of addressing people’s modern-day needs to get their children to school and to get out and about across the rural community, but I have no doubt that there is a middle ground where the situation can be to the satisfaction of all.

It is right that I set out the statutory position. Under section 41 of the Highways Act 1980, the local authority has a duty to maintain the highways network in its area. Importantly, the Act does not set out specific standards of maintenance, as it is for each highways authority to assess which parts of its network need repair and what standards should be applied, based on its local knowledge and the circumstances that apply.

Clearly, a key matter in all of that is funding. Devon County Council receives significant funding—in fact, more highway maintenance funding per capita than any local authority—to reflect the fact that it is responsible for more miles of local roads than any other authority, including my own in Northumberland. There is a variety of ways in which that funding is provided. There is the original highways maintenance block grant. Budget 2023—we are now on Budget day 2024—announced a further £9.39 million. And there is the £6.63 million, which was announced in the late autumn, or early winter, last year. That means that the total budget from the Department for Transport for highways maintenance was £68.88 million in 2023-24.

That matters, because it is a 30% increase on the sums from last year. That is a massive increase in any business or local authority funding, and it clearly makes a difference. By way of context, if I go back to 2009-10, total funding was £27 million; we are now up £68 million. That is a massive increase in budget, and it has come about under this Government. That allows funding to be spent on the local highways maintenance priorities that matter most to local people.

Clearly, the views of arm’s length bodies matter—they are very important—but it is also about what local people want, as personified by their local parish council, their county council and their individual Members of Parliament. That unquestionably includes potential roads that are under threat, such as the Slapton line. I genuinely hope that Devon County Council, my hon. Friend, the local community and the partnership will go away and reflect on the increase in funding. I hope they will have a proper sit-down—I am very happy to facilitate as a Minister, if I am able to find the time in the diary—and a genuine discussion about what the local community wants, how there can be ongoing preservation of the Slapton line and how we can have a long-term, practical policy that everyone can get behind and that provides peace of mind over the next two, five and 10 years, with an acceptance that things may be different over a much longer period. That is surely a practical and pragmatic approach that we can all get behind, and I hope it will provide assistance and comfort to my hon. Friend and his constituents.

Clearly, it is for Devon county councillors to spend the money as they see fit once it is given to them, because they are the elected representatives. In relation to the HS2 money, I want to be utterly clear that the £6.63 million is not ringfenced—it is not prescribed solely for potholes or whatever. It can be spent on any capital project or programme, but highways maintenance is particularly prayed in aid in support of that announcement.

To conclude, it is an honour and a privilege to respond to my hon. Friend and to address a part of the nation’s heritage, and I will be looking forward to visiting when diaries permit. I am certain that there is a way forward that will maintain and continue this line in the near future.

[Ian Paisley (in the Chair)]

Thank you, Minister. I am sure the hon. Member for Totnes appreciates the opportunity for a meeting and a collective visit to the area by the entire Committee.

Question put and agreed to.

Zero-emission Buses and Air Quality in Sheffield

Ian Paisley Excerpts

Tuesday 5th December 2023 Westminster Hall

[Paul Blomfield]

I thank the hon. Member for his intervention. I thought that on this occasion I had secured a Westminster Hall debate on which he could not find an angle, but I was obviously mistaken. He is right, and I hope that Sheffield, with the support of the Government, can pave the way alongside Northern Ireland on this issue.

Older polluting vehicles are a major source of the problems. We worked in partnership with the Government to deliver a solution, encouraging owners of commercial vehicles to replace them with compliant vehicles. It is not easy, and we would have welcomed additional support, particularly to help taxi drivers to transition to cleaner vehicles, but buses are the key. Several of our air quality hotspots in Sheffield are primarily influenced by buses. We have a fleet of about 400 and they are older than in most cities, with an average age of about 12 years.

We worked with the Government to tackle emissions, and the approach that they suggested to us, to which we were happy to respond, was to retrofit the fleet. Before the introduction of our clean air zone, the Government awarded the council cash through the clean bus technology fund. The project ran in two phases from 2018 to 2022. It delivered 292 vehicle retrofits using selective catalytic reduction technology, with the expectation that the emissions of those vehicles would then be equivalent to Euro 6 standards. Buses operating on high-frequency services on routes where air quality levels were being breached were prioritised throughout the project.

When the clean air zone was introduced, 94 buses operating in Sheffield were older than Euro 6 and had therefore not been retrofitted. In the discussions between the council and the Joint Air Quality Unit on the clean air zone, run by the Department for Transport and the Department for Environment, Food and Rural Affairs, it was agreed that there would be clean air funding to provide sufficient support for further retrofit devices to be installed in the remaining non-compliant fleet.

Our clean air zone assessment forecast that all our buses would be retrofitted to a minimum Euro 6 standard and would deliver the significant reductions in nitrogen dioxide emissions that we needed, and so we were, in partnership with the Government, on course—until the Government hit a problem. After the launch of the clean air zone in late spring, the DFT informed the council that it had undertaken some initial studies on the real-world performance of the bus retrofit devices that it had required us to install.

The broad conclusion was that the performance of the retrofitted buses showed considerable variability, and that many were not performing at the expected equivalent Euro 6 standard. As a result, the Government paused new funding for selective catalytic reduction exhaust retrofitting and recommended that no further retrofit purchases be made until the research was completed. The DFT did not propose any changes to the clean air zone compliance status of the buses that had already been retrofitted while it carried out the further studies, and the council provided local exemptions from charges for the buses whose planned retrofit work could not proceed.

As a result of the initial study, the DFT commissioned further research and evaluation, which I understand it is on the brink of completing. The council was informed that the expected duration of the study was about six months, so I am guessing, given the timeline, that a formal position from the DFT should be imminent. From discussions with the Joint Air Quality Unit, the council understands that the main problem with the retrofit devices running in urban areas is that they do not reach the required temperatures to treat emissions as a result of the regular stop-start conditions. That happens significantly when buses run downhill, and anybody who knows Sheffield knows that there are a lot of hills to run down.

[Ian Paisley (North Antrim) (DUP)]

I appreciate the hon. Gentleman’s raising this issue, because public transport is the key. It is a major solution to a lot of problems, including clean air. The strategy appears to be all over the place, and retrofitting diesel buses is not the answer. The Government have the ZEBRA—zero-emission bus regional areas—scheme for public transport, but I understand that of the 4,000 buses promised, fewer than half have been made, and 570 have been built by companies outside the UK. That worries me, because I think most of them should be built by UK companies.

[Mr Laurence Robertson (in the Chair)]

Briefly, Mr Paisley.

[Ian Paisley]

Sheffield does have a lot of hills, and the answer is not batteries but hydrogen, which is a much better way of fuelling buses on hills. I encourage the hon. Gentleman to look at that, and I urge the Government to take resource away from diesel buses and to give councils and transport companies the opportunity to buy hydrogen or hydroelectric buses.

[Paul Blomfield]

The hon. Gentleman is absolutely right. My hon. Friend the Member for Sheffield South East (Mr Betts) will make some observations about hydrogen, which I think has enormous potential.

The Government’s study is clear that retrofit will not be a suitable way of mitigating the emissions from buses, so alternative solutions will be required. The point of today’s debate is that we need alternative solutions, including replacement buses—not refits—and electric buses, and exploring the potential of hydrogen. I will focus on electric.

Currently, about 75% of our bus fleet is not performing at the required Euro 6 standard, and a further 25% has had no change. Under direction from the Government, we were required to implement our clean air policy in the shortest possible time, but the failure of their retrofit strategy is putting our compliance at risk. That echoes the point that the hon. Member for North Antrim (Ian Paisley) made about the lack of coherence in the clean air strategy.

The Government need to commit to clean air solutions fast. I hope that, as a first step, the Minister will welcome the bid that the council is submitting, in conjunction with the South Yorkshire Mayoral Combined Authority, to ZEBRA 2. Further flexibility in the use of our funding from the clean air fund, including drawdown of stretch funding and the potential for additional funding to support electric vehicle roll-out, must also be considered. However, we understand the pressures on the relatively small funding—it is a problem that it is so small, with £129 million available for the ZEBRA 2 programme—and we know that there are other priorities.

We recognise that with all ZEBRA bids, the funding provides only a proportion of the cost of vehicles, so co-operation with operators is key. Therefore, I want to reassure the Minister about the close dialogue that is happening with both major operators in Sheffield—First and Stagecoach—and about the relationship that they have with the council. Stagecoach’s managing director was in touch with me before this debate and stressed that Stagecoach is looking at the opportunities provided by ZEBRA 2 to lever in its own investment to provide 65 new electric vehicles on key routes in Sheffield. I know that First is looking at key routes that operate through both Sheffield and Rotherham.

In summary, reducing bus emissions in Sheffield is key to achieving the legal levels of nitrogen that we want and that the Government require of us as a city. Bus retrofit technology, recommended to us by the Government, has been found to be underperforming; 75% of our fleet, which has had it, is non-compliant, and the other 25% has not been treated at all. We do not have a timescale for when the Government will confirm the findings of their in-depth review of bus retrofit performance, but action is needed urgently.

Sheffield City Council has delivered all its clean air plan mitigations in the shortest possible time, which I know the Government have welcomed. However, we need Government support for our ZEBRA 2 submission. Further flexibility in the use of funding from the CAF, including the drawdown of stretch funding, will also help. We hope that a wider review of the potential for wider grant funding to upgrade buses in South Yorkshire will also be considered, with the South Yorkshire Mayoral Combined Authority.

--- Later in debate ---

[Mr Clive Betts (Sheffield South East) (Lab)]

Thank you, Mr Robertson. This is a really important debate, because nitrogen dioxide is poisonous—particularly to children, as my hon. Friend the Member for Sheffield Central (Paul Blomfield) says. I congratulate him on raising this important issue.

I am pleased that Tinsley Meadows Primary School was built by Sheffield City Council, relocating the original school away from the motorway because the very high NO₂ levels there were damaging to children’s health. One of the worst problems is that in inner-city areas, poorer communities often live close to major arterial roads. The roads running into the city of Sheffield are the ones where we tend to get the highest levels of pollution, so it is those communities who suffer most.

A point that I particularly want to make—it was very helpful to have a lead-in from the hon. Members for Strangford (Jim Shannon) and for North Antrim (Ian Paisley)—is that the topography of Sheffield is very challenging for traditional electric vehicles. Because of the hills, their range is less than it would be in flatter topographies. Vehicles have to be recharged more often, and the work they can do to complete their route schedules is therefore not as good as it might be elsewhere.

We have the possibility of hydrogen, which tends to allow for a much longer range. Wrightbus in Northern Ireland is already producing hydrogen vehicles for London, Aberdeen, Belfast and Dublin, showing the way forward. Very conveniently, in my constituency we also have ITM Power, which is the leading research organisation for green hydrogen in this country and one of the leading organisations in Europe. It is a manufacturer of plant that can produce green hydrogen, and it is already exporting that plant around Europe. There is a logic to linking up the refuelling stations that ITM Power could build with hydrogen buses in a city such as Sheffield. There need to be a number of buses to make it economical and cost-effective to have hydrogen refuelling stations. Joined-up government, with different Departments working together, would be really interesting and important.

[Ian Paisley]

The hon. Gentleman is making a fantastic point. That would join up the whole strategy of hydrogen production with a utility vehicle providing a public transport solution and clean air. At 11.30 am, the all-party parliamentary group for the bus and coach industry will be meeting in W2. I believe that the Minister and the shadow Minister will be there, and we hope to promote the joined-up strategy that is necessary for hydrogen tech to take off.

[Mr Betts]

I agree with the hon. Member about joining up. Indeed, the Minister can happily say good things about ITM Power and what the Government want to do, because the Government launched their hydrogen strategy nationally at ITM Power a couple of years ago. The Energy Secretary and the Chancellor have both recently been to visit ITM Power to show the Government’s support. It is well renowned, and it shows the way forward for green hydrogen. That is the way we should be moving.

I hope that the Minister will follow my hon. Friend the Member for Sheffield Central in asking for more resources and more clean buses for Sheffield. When he is looking at new vehicles for Sheffield, I ask him seriously to look at the role that hydrogen buses can play and at how the Government can properly join this up.

ITM wants to play a role. It is happy to provide the refuelling capacity. It is happy to work with Government and bus companies. Let us have some joined-up thinking across Government and let us get things moving forward, not just for the clean air that we want for Sheffield, but as a major innovation and a major move forward for the use of hydrogen in buses in this country.

--- Later in debate ---

[Anthony Browne]

That is a valid point. Clean air zones impose costs on people, but they are only necessary and only required where air pollution is above the legal limit. In those places, not only are we required to introduce them by law, but it is the right thing to do to reduce air pollution as quickly as possible. The clean air zones are temporary. They are there only while air pollution exceeds the permitted levels. Clean air zones are supported by the Government, but the design and structure of them, including which vehicles are included or excluded, and their funding are decided by local authorities. As a result, all the clean air zones in the country are variations on a theme. For example, ordinary cars are not included in the Sheffield scheme, but taxis are. It is different in other places.

Because of the need to act quickly, the Government introduced the retrofit programme. As the hon. Member for Sheffield Central mentioned, that has been troubled. I have been in this job for three weeks, and it has landed on my plate. As he says, it has not performed as we expected in real-world conditions. We are currently analysing exactly what the impact is and what the mitigations can be, and we will publish the results soon. I cannot release them now—we need to make exec decisions—but when we do, it will be within the framework of eliminating air pollution in Sheffield and other cities as quickly as possible, as we are legally required to do, and as is the right thing to do.

[Ian Paisley]

Sheffield has an application under ZEBRA 2. Those applications close at the end of December, I think. Does the Minister agree that something the Government could do is make sure that by the end of January, or the beginning of February at the very latest, those decisions are taken, the contract is offered, and we move on to ZEBRA 3 and get all of the £400 million spent on these carbon-zero buses?

[Anthony Browne]

I will come to the hon. Member’s point. The retrofitting programme was only ever going to be an interim scheme, because those were the buses we had at that moment. As basically all other hon. Members have said, the ultimate long-term ambition is to go to zero-emission buses, for reasons of both climate change and air pollution. In the national bus strategy in 2020, the Government committed to 4,000 zero-emission buses; 1,600 of them are on the road at the moment. We have been pushing that in a variety of ways. We are also committed to announcing a date for the phasing out of non-zero-emission buses, which will be done in the near future.

There are two schemes for zero-emission buses at the moment. First, there was ZEBRA 1, which provided £270 million of funding. The beneficiaries included Sheffield, which got four buses, which will start in January, and the South Yorkshire metropolitan area, which got 27 zero-emission buses. We then opened ZEBRA 2. I know that the hon. Member for Sheffield Central wrote to one of my predecessors expressing interest from Sheffield in that scheme, and that Sheffield has lodged expressions of interest, which is great. The deadline is 15 December. I cannot announce the results, because the applications are not in yet.

On the request from the hon. Member for North Antrim (Ian Paisley), we want to act as quickly as possible. I will certainly urge officials to announce the outcomes of the bid as quickly as possible because, as I said, we want to act quickly for reasons of both climate change and air pollution.

Various hon. Members mentioned hydrogen buses. The UK Government are technologically neutral: we have been very careful to try not to say that one technology will work and another technology will not, not least because we do not know how technology is going to progress. There are also very varying conditions, and one type of technology might be better in one situation compared with another.

The hon. Members for Sheffield Central and for Sheffield South East (Mr Betts) mentioned hills and the challenges they pose for battery buses. For longer ranges—there are buses in rural areas that have to go far longer distances—hydrogen buses may turn out to be more suitable than battery buses. However, I know that battery technology is advancing very rapidly. If we compare the debate now with a few years ago and five years ago, certainly from a manufacturer’s point of view, there is a lot more emphasis on batteries as the ultimate solution, rather than hydrogen. The price of batteries has dropped by 90% since 2010 and the range is increasing by about 10% a year—it has increased by about 45% over the last four years. Hopefully, those technological improvements will continue and help us to decarbonise all forms of transport in cost-effective ways.

We are supporting hydrogen. There are various Government programmes supporting hydrogen buses. The Government provided £30 million to support the West Midlands Combined Authority’s scheme for hydrogen buses, which are about to be launched there. The ultra-low and low-emission bus fund is supporting 20 hydrogen buses in Liverpool, and there are other hydrogen buses elsewhere. We will carry on supporting that, because hydrogen could end up being the absolutely appropriate technology for certain situations.

Flying Schools

Ian Paisley Excerpts

Tuesday 12th September 2023 Westminster Hall

[Ian Paisley (North Antrim) (DUP)]

I thank the hon. Member for East Worthing and Shoreham (Tim Loughton) for raising this matter and putting on the record so skilfully the perplexing and, in many respects, heartbreaking saga that students are going through.

Although this is not a registered interest, I declare that my son is a trainee pilot. Thankfully he is not in one of the schools that have been mentioned in this debate. He has nearly completed his training. He is currently in the United States of America finishing his night school training for jet aircraft and hopes sometime next year to be a pilot flying the skies around the United Kingdom and Europe. I wish him all the best, because I am immensely proud of him for the job that he has done.

Considering the points that have been raised in the debate, I feel for the parents and the students. The sagas described by the hon. Member for East Worthing and Shoreham are personal lives; they are the stories of young kids who dared to dream, who wanted to get their jet licence, who wanted that as their career, and whose mothers and fathers sacrificed everything for them. We heard about parents putting houses on the line and remortgaging to facilitate that for their children, because they believed in them, and then that being cruelly snatched from them. There is no chance that they will get to start again, get a refund, or get picked up and taken on by another school. Their stories are heartbreaking.

I know that the Minister is a passionate man and that he will care about those individual stories. They are the lives of young people. They are the future of our nation’s aviation sector. If we do not put this right, we will suffer consequences down the line—and very quickly. One airline has something like 500 pilot vacancies over the next two years. Those must be filled. Anyone who has recently been at any of our local airports will know of the delays and the lack of crew availability, and the problems that those things cause. We need to fix that now, because we are an island nation that relies on aviation not just for passenger travel but for cargo travel and postal access. As a nation that relies on aviation, we will feel the consequences if the matter is not fixed immediately.

Pilots are necessary to our economy, and the training pipeline put in place by a number of these schools is crucial for economic growth and development. The smaller airfields across the United Kingdom where a number of these pilots initially trained will also feel the impact and could be damaged. A number of private and smaller airfields across Northern Ireland, which have been the incubator for young pilots, are at risk, and it is the same for smaller airlines and airfields across the rest of the United Kingdom.

A number of things need to be done, but it is important to reiterate this point. As a parent who had to pay the deposit for my kid’s training, I could not pay it on a credit card. There was zero protection. It was an eye-watering amount: the first deposit was just shy of £15,000, and in some instances deposits are not refundable. People are really staking a lot on these companies. I remember going around the banks with my son and saying, “Can this young lad get a loan? I believe in him.” No—he was not getting a loan for a pilot’s licence. I took him to inquire about whether he could get a student grant. He is a student—he is doing a degree alongside his pilot’s licence—but no, he could not have a student grant at all, for any part of it. Mummy and daddy would have to pay for that. It is a big decision when you put your house on the line and say, “I’ll remortgage the house to get that person the career that they need.”

As the hon. Member for East Worthing and Shoreham indicated, when training is cruelly snatched from kids in circumstances like this, it not only wrecks their lives, dreams, hopes and aspirations, but it devastates their parents. The fact that the money paid in for the student cannot be protected needs to be fixed. There are no refunds for an aviation course after the first £10,000. As I said, the initial payments are eye-watering—and those are just the fees. My son trained at Gatwick for the first nine months, so he had to live in London. He had to pay fees, living costs and all the rest of it. Other kids across the United Kingdom are faced with the same thing: they have to come down to Gatwick or one of the other big airports, live near it and pay their fees and living costs. They get zero support, whereas other students get reduced rates, railcards and all sorts of other things. Trainee pilots do not benefit from any of that, and they have to pay for food and board on top of all those fees. Banks will not give a loan without an asset being put up.

A number of asks have been outlined, but I want to ask the Government to look at incorporating trainee pilots into the student loan system, so that they can get a loan that is paid off more easily. They will move into a bracket whereby they are able to pay off such loans, so they should be regarded as worth backing. They will probably be able to pay off the loans more quickly than students who do an arts degree. Trainee pilots do a necessary qualification that takes them into a sector that the economy actually needs. Something should be put in place to allow the Government to say that the student loan system can be used for trainee pilots. That is a reasonable ask, and it is something the Government should look at.

I agree that the civil aviation sector must do much more. After all, all pilots are trained initially by civil aviation, and it is civil aviation that they benefit. Something must be done, not necessarily to step in and save flying schools that have become failed businesses, but to save the students, help them to progress in a much better way, and help them get what they are entitled to: a very expensive but very beneficial thing called a commercial pilot’s licence for jet aviation, which is essential for our economy. I appeal to the Minister to look at the points that were raised by the hon. Member for East Worthing and Shoreham, to see whether there is some way we can help students who are directly affected by the flying school closures, and to look at the wider picture for aviation students going forward.

--- Later in debate ---

[Jesse Norman]

Of course individuals are welcome—and will want—to consider all the options under all circumstances, but I have not accepted the hon. Member’s narrative that the sector is in decline. We have had three important local failures of flying schools, but in general the sector has rebounded remarkably well from the pandemic. I would not accept that it is in decline; in fact, in many ways it has made a robust recovery.

In his own remarks, the hon. Gentleman highlighted the failure of Tayside Aviation. As far as I understand it, however, it would absolutely have been within the power of the Scottish Government not to change VAT, but to provide some grant intervention to Tayside Aviation had they wished to do so, either as an education provider or under the heading of industrial strategy, both of which are devolved areas. I do not know whether the hon. Gentleman wants to comment on whether the Scottish Government had considered that, either as a matter of intervention at the time or now, in order to support Tayside Aviation if it wished to get back up as a trading entity.

The hon. Gentleman does not respond. Let me press on. The question is what we can do to support students under the very difficult circumstances in which they have found themselves. The CAA has responsibility for flight safety rather than for the financial wellbeing of the flight schools. Nevertheless, I think it has understood and recognised that there is every benefit to the UK in seeking to retain the value of students’ training so far. It has therefore enabled the transfer of training records to other ATOs so that, wherever possible, training is not lost. It also lies within the CAA’s power to extend the 18-month period in which students can restart their training; it can do so on a case-by-case basis for anyone caught out by exam timescales or other aspects.

The hon. Member for Wythenshawe and Sale East mentioned first officer apprenticeships. I do not share his rather negative approach. This is an important development, which can itself be further built on. It may not provide the full total towards the training, but it is a very substantial contribution. It remains available to sponsors of apprenticeships, beyond the individual students, to support—as they do in other industries—students who wish to complete the training under that framework.

It is also important to say that treating ATOs as higher education providers would carry costs to them. They would be required to register as higher education providers with the Office for Students. There would be a number of regulatory burdens that ATOs might wish to take on, but they might very well decide that they did not want to submit to them. Some of those would address the issue of concern here, for example through student protection plans, compliance with consumer protection laws, Ofsted inspections, quality and standards assessments and the like. My hon. Friend the Member for East Worthing and Shoreham may wish to pick up that point with my noble Friend Baroness Vere when he sees her. It is a matter of empirical investigation whether ATOs would be interested in registering as higher education providers with the Office for Students and whether they would treat it as a competitive trading advantage.

[Ian Paisley]

I understand and appreciate the Minister’s Treasury background. Does he accept that the student loans scheme is an investment in the value of what an educated person brings to society? We recognise the value of an arts degree, which we relate to salary, and that is very commendable. We recognise that for a pilot, it relates not the school they go to, but to the individual. A pilot will be in the higher echelons of earning, probably from day one, in a jet company. Surely the Government recognise that giving them a soft loan under the student loans scheme would be of great benefit to society, because society would get the money back more quickly. Is that not of value?

[Jesse Norman]

The hon. Gentleman is right to raise that interesting question. I have already talked about one scheme that has a similar approach—not a loan scheme, but an apprenticeship scheme. However, for a loan as he has described, the problem, which I have raised, would be the need to register with the Office for Students. As one goes up the flight training tree, one gets further away from basic education and closer and closer to a commercially valuable proposition that it is in the interest of companies in the aviation sector to support and finance. There may well be other things that can be done.

[Ian Paisley]

It is not unlike a doctor or a lawyer as they get further up the commercial tree in their training—it has that cross-application. A pilot may be training in instrument rating and instrument readings, which is a skill like an engineering skill.

[Jesse Norman]

The hon. Gentleman raises an interesting and somewhat philosophical question. I do not intend to get enormously technical on this issue, but the reason why, in the case of doctors, for example, this support has been given is that historically these doctors then go and work for the majority—perhaps all—of their careers in the NHS, in the discharge of a public function. If doctors left immediately to go and join commercial medical organisations, which an increasing number are, it might well be that, in some cases, from a public sector perspective, the philosophical question whether or not they should be supported by the taxpayer would be raised. I think we are in the same space of discussion; that is interesting.

I will say a couple of other things, if I may. Of course, the Department is working with industry and the Education and Skills Funding Agency on the first officer apprenticeship, as I mentioned. That, I think, has an important role to play in this.

Let me just pick up one other little thing that was just raised by colleagues before I close. The hon. Member for Dundee West (Chris Law) raised the question of PSOs. Of course, that does not directly have anything to do with this debate, but it is important. Let me just say that the Government recognise that PSOs are important to meet regional connectivity and levelling-up objectives. As I understand it—and I think he said—Dundee City Council has recently undertaken a tender for a new contract on the route from the end of October, and the Department has said that it will consider the application. It is obviously not appropriate for me to prejudge that in a debate today in Parliament, but the Government are very much looking forward to seeing that application and will judge it, of course, on its merits, in the usual way, in due course. With that, I think I will sit down.

Oral Answers to Questions

Ian Paisley Excerpts

Thursday 2nd March 2023 Commons Chamber

[Mr Harper]

I am grateful for that question from my constituency neighbour across the River Severn. We have spent £900 million on Access for All accessibility upgrades. I would be delighted to meet my hon. Friend to discuss her specific proposals for Stroud station.

[Ian Paisley (North Antrim) (DUP)]

May I place on the record my thanks and gratitude to the Department, and to the Secretary of State in particular, for his visit to Wrightbus and for this morning’s announcement of more than £25 million of investment in jobs there? Those jobs will create opportunities for transport in Norfolk, Yorkshire, Portsmouth, Hampshire and York. What a fantastic announcement—I congratulate him on that wonderful news. We have the best product being made by the best workers for everyone across the United Kingdom.

[Mr Harper]

I thank the hon. Gentleman for his comments. I hugely enjoyed my visit last month to Wrightbus, a very impressive company that has grown tremendously over the last few years and is both developing electric buses and working on hydrogen developments. It is fulfilling part of our wish to decarbonise the transport network, and it is also fantastic to see it demonstrating the importance of our Union in delivering on our net zero commitments.

Electric Vehicles: Infrastructure

Ian Paisley Excerpts

Wednesday 22nd February 2023 Westminster Hall

[Ian Paisley (North Antrim) (DUP)]

At the outset of this debate, the question was rightly posed, “Are we ready?” The emphatic answer is, “No, we are not.” We are not ready for the EV revolution that is fast coming, and we need to be prepared for it.

Northern Ireland’s electric infrastructure is antiquated. It was developed in the 1960s and it is not fit for purpose for what the Government have planned on electric vehicles for 2025, 2030, 2035 and 2040. With the best will in the world, it will not be fit for purpose by then, so we need to wake up to the unmovable fact that the infrastructure in Northern Ireland, where I come from, will not be able to cope with the electric vehicle revolution, which we so desire to see. There is little point rushing forward with higher, new and better standards if our infrastructure cannot cope with them, so we need to have work done on it. The National Franchised Dealers Association described Northern Ireland’s infrastructure as ruinous for this revolution. We therefore have to address that important matter quickly.

How can we do that? How can car traders advance the green electric vehicle revolution on such a narrow platform? There is a huge roadblock coming. Hybrid vehicles, which people think are the answer at the moment, will be outlawed by 2035. People will not be able to buy a hybrid; it is over. How can we deal with this on such a narrow platform? We need more space to advance the argument and the alternatives. We need opportunities set aside for alternative fuels, which also need to be part of this debate—there is not just one answer. We need to put in place a more extensive network to give consumers confidence that if they invest in an electric vehicle, they will be able to use the thing to their advantage to get them to the far-flung parts of the United Kingdom and back again without anxiety about running out of electricity.

If we get this wrong, we destroy—in Northern Ireland, at least—the Northern Ireland retail motor industry. It will shock some people to learn how poor the Northern Ireland charging infrastructure is. The gap between Northern Ireland and the rest of the United Kingdom is significant, and it will soon be impossible for Northern Ireland to catch up. In October 2022, Northern Ireland had 18 working charging points—18 publicly facing rapid charging points in the whole of the Province! They are antiquated, unreliable and first-generation, and not all of them work with the new vehicles that are available. Scotland is doing tremendously well: it has something like 66 electric vehicles per rapid charger. England has 155 vehicles for every rapid charger, but Northern Ireland has something like 600 vehicles per rapid charger. The gap is rapidly increasing, so we need to catch up.

There is therefore very little consumer confidence in electric vehicles. The roll-out is far too slow. Planning for electric vehicle charging points is complex and hardly works. NFDA did a survey in Northern Ireland and found that 76% of people found it difficult to find a working charger. Some 68% said they had to wait too long, because there was someone else in the queue, and 53% said that charging is a barrier to them purchasing an electric vehicle.

The situation also puts tourism at risk. Tourists want to be part of the green revolution, but they cannot be without proper planning to enable them to find electric vehicle chargers along their route. We are creating a rural versus town divide in the provision of chargers.

I chair the all-party parliamentary motorcycling group in the House. The Government are urgently encouraging electric vehicle solutions for motorbikes but, again, they are setting a standard that is far too high and could end up destroying the marketplace. We need them to take this forward in hand with the traders to ensure that we have the proper solution at the proper time, not the proper solution too far in advance of the time.

Transport

Ian Paisley Excerpts

Thursday 19th May 2022 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

It is a pleasure to follow the Chair of the Select Committee on which I serve. I agreed with almost everything he said up until the last line of his speech.

Today’s debate is timely. As it is currently outlined, the Government’s transport Bill is a missed opportunity to drive forward a transformational change and set an agenda for the years and decades ahead. At a time when transport initiatives are at the heart of the green industrial revolution, whether that be zero-emission buses on our streets, electrifying our railways, new hydrogen and battery-driven trains, e-bikes and e-scooters fundamentally changing horizons for urban travel or the moves towards 20-minute neighbourhoods to rebalance our economy and promote active travel, the paucity of ambition shown in the Government’s programme is frankly embarrassing. They make no mention of properly ramping up the transition from diesel buses to zero-emission vehicles in our towns and cities, no mention of real high-level investment in active travel that matches the leadership shown by the Scottish Government, and no mention of fully decarbonising the rail network south of the border. A net zero future is also a future less reliant on energy supplies tied up in geopolitics or hostage to the whims of dictators and rogue states.

Europe and the United States are beginning the move away from Russian oil and gas; the UK could be taking the lead and accelerating the move away from oil and gas completely. They could be working with colleagues in Scotland and across these isles and across the continent to decarbonise our transport networks. But that simply is not going to happen any time soon with the limited horizons shown in the planned transport measures. We are in a climate emergency, but the Government’s plans simply do not meet the needs of our times.

On a positive note, I welcome the Government’s move to reform and improve the regulations relating to electric vehicle charging infrastructure and to enforce things like interoperability and minimum service standards. I hope that we will see those regulations promised by the Government in March on the statute book sooner rather than later.

We are just eight years away, as I think the Chair of the Select Committee said, from the Government’s deadline of 2030 for ending sales of new petrol and diesel cars. Electric vehicle infrastructure needs a huge jump-start across these isles, but instead the Department seems intent on continuing its abysmal record in England outside London.

[Ian Paisley (North Antrim) (DUP)]

Does the hon. Gentleman agree that it is difficult to encourage bus operators to move away from diesel transport when their diesel receives direct subsidy? Reducing or removing that subsidy would encourage the purchase of hydrogen or other vehicles.

[Gavin Newlands]

That may well be the case, but the bus operators to whom I speak would not welcome any decline in the subsidy—far from it. I am lucky in that Renfrewshire has more electric buses or zero-emission buses than anywhere in the UK outside London, but it still has diesel buses as well. I am not convinced that bus operators would welcome the removal of that subsidy at a time when fuel prices are high. When fuel prices come down, the hon. Gentleman’s idea will not be without merit.

As has become the norm in the Department for Transport, we have a glossy booklet for the Secretary of State to plonk on the shelf behind him while he is on camera—at least when he is not flying to New York for location filming in yet another cinematic masterpiece. I hope the folk at BAFTA are taking note of his current videos on Twitter. Behind the gloss, however, the electric vehicle strategy is thin gruel. While the Scottish Government plan to maintain our record as the UK nation with the highest per capita number of public charging points by doubling their numbers by the end of this Parliament, the UK Government are letting England fall even further behind. Already England, outside London, has been left in the slow lane as charging infrastructure is rolled out. That gap will only grow over the coming years, and as always it will be the poorer and more rural areas that will lose out as private investment focuses on high-density, high-capacity locations while intervention from the state is minimal. That ideological direction has to change, and change soon.

The fact that home charging attracts the standard VAT rate for domestic electricity supplies of 5% while public charging points are still subject to the full 20% is not just a disincentive to people thinking of making the switch; it also penalises electric vehicle users who do not have the benefit of a driveway or a space to park a car. I own an electric car, which I can charge at home, making use of the cheaper rates, but people not in that position are having to pay the 20% rate. Anyone living in a flat or shared space is paying a great deal more to charge their car than those with front-door properties. That is essentially a tax on the less well-off. There is no word in the programme for government of any action to tackle this inconsistency. I hope that the Minister will be lobbying her colleagues in the Treasury to address the anomaly and ensure that all those making the switch to electric vehicles are on a level playing field.

The DFT is also miles behind on zero-emission buses. Scotland has ordered nearly three times as many per capita, and since the start of the year those aged 21 and under, as well as those over 60, travel on them free of charge.

Active travel seems not to merit a single mention in the outline of the transport Bill. After two years of low traffic neighbourhoods, Spaces for People, a continued increase in cycling, the move towards 20-minute neighbourhoods and the exponential growth of e-bikes and e-scooters, I find that staggering. Within three years Scotland will be spending 10% of our entire transport budget on active travel, an unprecedented amount across these isles and a genuinely transformational level of spending. The potential waiting to be unlocked in our towns and cities through this spending is huge. Down south, however, the DFT is still stuck in same mindset: a funding scheme here and a bidding process there, dripping out relative crumbs of funding to local government.

By 2024-25, Scotland’s active travel spend will amount to £60 per person per year, adding up to £320 million every year. That is transformational spending, not just because it will reduce emissions and offer alternatives to cars, but because it will give a huge boost to our town and city centres and local neighbourhoods. In England, the DFT plans to spend barely that annual amount over the next five years, which works out at just over £7 per person. That is not simply a lack of ambition; it shows the lack of any kind of lessons learned from the pandemic. I give the UK Government credit for at least having the good sense to put Chris Boardman in charge of Active Travel England. He is backed by a cross-section of stakeholders. However, in the absence of real resources behind his plans and real political commitment from the Government, this is like expecting him to win the Tour de France on a bike with no pedals.

I hope that Ministers are noting the Scottish Government’s spending plans, because our interests in Scotland are England’s interests too. There is little point in putting out the fire in your house if your neighbours are dousing petrol on theirs. We need the policy makers here, and the Treasury, to understand the importance of active travel in the context of transitioning to zero carbon and boosting local economies to the benefit of both people and small businesses.

On rail, we are promised the establishment of Great British Railways. It has been clear for decades that the fragmented and illogical mess left behind by the Secretary of State’s predecessors back in the Major Government and continued by their successors, both Labour and Tory, must be radically transformed. Reintegration is to be welcomed, and having heard in the Select Committee from the transition team’s lead, Andrew Haines, I know that the will and the experience are there at the operational level, but the hard fact is that building a better railway system across these isles needs political will and ambition. Notwithstanding what the Minister of State said in his opening remarks, one look at the Government’s track record since 2010 would lead anyone to conclude that ambition barely exists. Umpteen electrification schemes have been dumped or hugely scaled down, key parts of HS2 serving the north of England have been scrapped, and Crossrail is £4 billion over budget.

Everyone concerned with transport in the UK isles wants to see Great British Railways succeed, and begin to put an end to the wasted years that have seen the UK left in the sidings while other European countries have quietly got on with bringing their networks into the 21st century. However, if the DFT and the Treasury cannot match that good will with cold hard cash and a change in attitudes, I fear that we will be having these same debates in five, 10 or 20 years’ time. If GBR is established without changes to the way in which rail infrastructure is governed, that will constitute yet another missed opportunity to put full control of our railways where it belongs, with the Scottish Parliament.

--- Later in debate ---

[Ian Paisley (North Antrim) (DUP)]

Five minutes is usually about clearing my throat, Madam Deputy Speaker, but I will do my best in this debate, and I hope there will be no hot air from me today. I welcome the comments made by the previous Minister, the hon. Member for Harrogate and Knaresborough (Andrew Jones). Both Ministers on the Front Bench know of my commitment to Wrightbus in my constituency. It is a company that was about to go into the doldrums, starting with about 55 people, less than two and a half years ago, and it now employs almost 1,000 people. I remember the Under-Secretary of State for Transport, the hon. Member for Copeland (Trudy Harrison) visiting the plant with me and sitting in a new hydrogen development bus and wanting to steer it around the streets of Ballymena. I know that those visits are incredibly important. In the last few weeks, I have had the opportunity to meet the Secretary of State for Transport, and I have encouraged him to make his next big visit to Northern Ireland to visit the bus plant at Wrightbus and see for himself the great, pioneering work that is being done by the workforce there. They are immensely proud of the fact that they have produced the only workable hydrogen buses to scale across the UK. Indeed, they have produced over 1 million miles of bus activity on the UK’s roads. This is the future of public transport, and I hope the Government grasp it with both arms, give it a bearhug and take it forward, as is required for our industry to be successful.

I am also delighted that, in recent days, we have had a new export deal between Wrightbus and Volgren in Australia. Indeed, a deal with a European country for more hydrogen bus sales into Europe will be announced later this week, which is a very positive development. A small, 75-year-old company in Northern Ireland is now a world leader in hydrogen and other low-emission bus technologies. The job creation is significant and adds to our Union connectivity. Remember that 1,000 people employed in Northern Ireland is the equivalent of about 30,000 jobs across the United Kingdom. It is very significant for a small place like Northern Ireland to have such an impact. I encourage the Secretary of State and other Ministers to visit, because Wrightbus shows the importance of bus development.

Another aspect of Union connectivity as it relates to transport is the Heathrow hub link to Northern Ireland. A number of hon. Members have mentioned the interim price cap, which is disastrous for connectivity to Northern Ireland. If I wanted to fly to Northern Ireland right now and made an emergency booking with British Airways, a single flight would cost £375. I could probably fly to anywhere else in Europe for that. The price cap will cripple connectivity, and I encourage the Government to step in.

I heard what the Minister said, but it is not good enough to say that this is a matter for the Civil Aviation Authority. Government intervention is required because of the strategic and security interests at stake with Union connectivity. I know it is difficult for him to step in, and that he would be treading on all sorts of toes, but he should do the Northern Ireland thing and get his retaliation in first. He should put on his hobnail boots, tread on those toes and make the point that this is damaging trade and investment in Northern Ireland, damaging connectivity and damaging the Union. It is important that we address that issue.

I congratulate Translink on its significant work on our railways across Northern Ireland. It is improving the links between the villages of Cullybackey and Dunloy in my constituency and Ballymoney. These are significant transport links for connectivity and businesses across Northern Ireland.

I also thank the road surfacers who are trying to improve, with a very limited budget, what I can only describe as the Swiss cheese-like roads on which some of our people drive in Northern Ireland. Again, the Government here should be encouraging our Government in Northern Ireland to get on with developing those roads.

The Minister mentioned the levelling-up agenda, which is a significant opportunity to change the UK for good, if it is applied correctly. If we can get levelling-up funding into new air routes and new airlines operating across Northern Ireland and into the rest of the world, it will make a significant difference for trade and for my constituents.

Finally, I chair the all-party parliamentary group on motorcycling, and I encourage the Minister to meet us soon to discuss the point raised by the hon. Member for Bexhill and Battle (Huw Merriman), the Chair of the Transport Committee, on the regulation of e-scooters and other e-vehicles. This is an important development, and we need to get ahead of the curve.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

It is my absolute pleasure to close this debate and I welcome the spirited contributions from hon. Members on both sides of the House. It is clear that transport elicits strong feelings across the House, and indeed across the country—and rightly so. The frequency of people’s local bus or train services, the road congestion that poisons our air and slows our economy, and the ability to walk or get on a bike safely all affect not just our quality of life, but the quality of our life chances.

Transport links connect us to economic opportunities, education and training. We know that talent is distributed right across this great country, so we must ensure that opportunity, which is often enabled by transport, is also realised. The Government want to deliver world-class low-carbon transport infrastructure across the country, because that is how we will level up and reduce the inequalities that have persisted for too long. The Minister of State, Department for Transport, my hon. Friend the Member for Pendle (Andrew Stephenson), outlined the significant transport investment that the Government are already making, as well as our ambitious plans for reform. He described the measures that are essential for building back better and fairer.

I will set out how we are reducing transport emissions, which are our largest contributor of greenhouse gases and make up 27% of our total UK emissions. The Government have made world-leading pledges: we want all new road vehicles to be zero emission in the next two decades, from the largest HGVs to the smallest motorcycles. Electric vehicles are key to that ambition, along with general electrification, sustainable fuel and hydrogen production.

The transport Bill, which was announced last week, will help to drive an electric vehicle revolution and deliver 10 times the number of public charging points by 2030. It will give us powers not only to ensure that local authorities plan and deliver EV charging, but to address private charging, including for those living in multi-occupancy buildings.

[Ian Paisley]

If all the charging points that are being demanded are delivered, will there be sufficient capacity in electricity production to charge and drive those vehicles? My fear is that there will not, so we will need other solutions as well as electricity.

[Trudy Harrison]

The generation of electricity is a matter for the Department for Business, Energy and Industrial Strategy, with which I work closely on exactly that point. The Prime Minister has set out that all electricity generated in this country will be low carbon in future, which is also incredibly important.

We already have one of the largest charging networks in Europe with 30,200 publicly available charge points, of which 5,400 are rapid.

P&O Ferries and Employment Rights

Ian Paisley Excerpts

Monday 21st March 2022 Commons Chamber

[Ian Paisley (North Antrim) (DUP)]

I only want to take a few moments to express my solidarity with the workers given the disgraceful way in which they have been treated, and we can all agree with much of what has been said about that across the House. There has been a great temptation to transfer guilt this evening. Some want to blame the Government and others want to blame the unions, but that allows P&O to get away in the dark. We cannot allow that to happen. Let us keep the focus on this company and keep the punishment where it needs to be. Otherwise, P&O will get away with it, and the workers will lose even more.

I have several questions for the Government. Are they going to challenge the decision legally? If so, how? What do they have to say about the issues affecting various ports across the United Kingdom? My right hon. Friend the Member for East Antrim (Sammy Wilson) spoke of P&O’s monopoly over Larne, which he represents. Indeed, it has a strategic impact on goods coming in and out of Ulster, so I wait patiently to hear what the Government have to say about that. What will happen to freeports? Will P&O get control? It has put in bids for several ports, but will it then control these strategic lines in and out of our island nation? How will the Government respond?

Finally, I thank the employers in my constituency, in East Antrim and in other parts of her country who have indicated that if workers are in need of immediate employment, they will step up to the mark and offer it, especially those in the hospitality sector and other sectors where there are vacancies. In the teeth of being made redundant in such an awful and brutal way, that will show the workers that there is solidarity across the community, that people are appalled by what P&O has done and the manner in which it was done, and that they want to help.

Motorcycling: Government Support

Ian Paisley Excerpts

Tuesday 26th October 2021 Westminster Hall

[Ian Paisley (North Antrim) (DUP)]

It is an honour to serve under your chairmanship today, Mr Robertson. I congratulate the hon. Member for North Herefordshire (Bill Wiggin) on putting this important matter on our agenda. I want to speak on three points about motorcycling: sport, support and safety. I also want to add to the hon. Gentleman’s point on strategy, which is very important.

I declare an interest as an office holder of the all-party parliamentary motorcycling group. It is the most collegiate APPG in the House. We never discuss Brexit or remain, Scottish nationalism or Ulster Unionism; we discuss our favourite subject, motorcycling, and what we can do to promote, enhance and encourage it. I encourage any Member who wants to learn about proper collegiate activity in Parliament to join the motorcycling APPG to get a fresh view of people’s attitude to politics. It is very refreshing. I am also a member of MAG, which was mentioned by the hon. Gentleman, and I will comment on it in a moment.

Motorcycle sport contributes very significantly to our culture and identity. Too often, it is ignored when we think of the activities of some of our most spectacular sporting heroes, whether that is Carl Fogarty from GB or Jonathan Rea from Northern Ireland, who has dominated world superbikes more than anyone in the history of that sport. That is incredible and we should take a moment to pay tribute to those people.

My constituency is synonymous with road racing, with the Dunlop brothers and their nephews, William and Michael. They made a considerable contribution to people’s understanding of comradeship, sport, prowess and athleticism right at the pinnacle of motorcycle sport. These people have led and controlled it.

[Sammy Wilson]

Does my hon. Friend accept that while this country, especially Northern Ireland, has produced some world-renowned motorcyclists, the sport attracts hundreds of thousands of adherents and supporters? It is not only good for local economies but for tourism.

[Ian Paisley]

My right hon. Friend has obviously been reading my notes, which is very unfair of him––do not read them any more. Sporting tourism is huge in Northern Ireland. He talked about people visiting sporting races. Almost 40,000 people go to an average round of the British superbikes and in some cases more, depending on the size of the track. In the North West 200, just outside my constituency in East Londonderry, over 100,000 spectators will visit in a week in May. It will contribute £12 million to the economy of Northern Ireland. The Ulster grand prix attracts tens of thousands of people and contributes about £7 million to the economy. Those are not insignificant figures for the economy. The hotels and cafes could not do without them. Those events are a significant driver of tourism.

Our sporting heroes need to be properly recognised. It disheartens me year on year when I see the achievements of people like Jonathan Rea not honoured by the BBC in its sporting pinnacle programme about celebrities in sport and its main sporting achievement award. That insults what these gladiators on two wheels achieve, because they put their lives at risk. They do it for our enjoyment because we enjoy the spectacle, but it is an incredibly dangerous sport, though it is obviously very well managed. We must ensure that the sport is supported and that young people are encouraged through motocross into the other, faster rounds of motorcycle sport.

May I turn briefly to support for motorcycling? The hon. Member for North Herefordshire talked of the need for a national strategy. I agree but the state of our roads is key in this. Bikers are voters. Those millions of people who take to motorcycling or ride scooters or whatever else are ultimately voters. We should ensure that the roads that they use are safe and properly tarmacked and that the barriers are not lethal but designed to cope not only with motor cars but with motorcyclists. It is essential that we have proper support in place for those riders.

We must also look at the issue of tech and tech support. British motorcycling and motorcycles have had a number of boom years. Consider the Triumph company over the past 20 years. It was started up again after years in the doldrums and is now one of the most successful brands in motorcycling. I am fortunate to own a Triumph motorcycle, as I have for tens of years. It is a fantastic bike. The brand itself is now incredibly desirable. It says Britishness around the world. It is a marketing tool that can be used around the world for superb engineering. The company is now developing electric scooters and cycles. That may not be something we necessarily look forward to––the smell of petrol is in our blood. However, we could be world leaders in the area of new tech and driving electric bikes if we make sure there is proper investment, encouragement and support from the Government. Of course, there are many other brands of British bike that Members can also use.

The third matter that I want to speak about briefly is safety, which has been touched on brilliantly by the hon. Member for North Herefordshire. Motorcyclists, I believe, are much more alert to this issue than car drivers. A young person on a motorcycle who is taught to drive it safely will be a much more alert car driver when they eventually get behind the wheel of one: they are much more alert to the traffic around them, because they are used to constantly looking around them and being aware. They are also alert to the fact that if they come off a motorcycle and hit concrete or tarmac, it hurts. Therefore, they do not want to be in a situation where they either put people into tarmac or concrete, or crash their car.

While we cannot make motorcycling compulsory, we should look at encouraging young people to get on a motorcycle, to understand how it is used and to be much more aware of the openness of being on the road, which will have an impact on their insurance premium and encourage them to be much wiser and skilful car drivers. Motorcycling is a gateway into safer driving generally, and we should work on that and encourage it in some way; I think that should be in the strategy.

[Sammy Wilson]

Does my hon. Friend also accept that motorcycling is one of the cheaper ways for young people to gain mobility at an early age? For some, it releases them to be able to gain wider employment opportunities. For others, it means more recreational opportunities as well. It is the first and the cheapest way for a young person to gain mobility, and for that reason it should be encouraged. Does my hon. Friend agree it is significant that the delays in the testing regime put people off?

[Ian Paisley]

I thank my right hon. Friend for his intervention. It is absolutely true if people decide to get on to a motorcycle, we should make sure they are encouraged to ride it safely, and if they want to get their test and move up the grades of motorcycle, there should be no impediment placed in their way: they should be encouraged to do so.

My happiest moments as a kid were spent on the back of my brother-in-law’s motorcycle, going to places, enjoying the freedom that that offered and the opportunities that were available to us. Those happy moments are shared across this nation by many people who have got on a motorcycle at a young age and never looked back. I hope that this House can do more to encourage motorcycling—to encourage safety on motorcycles, sporting prowess, and support for biking.

--- Later in debate ---

[Kerry McCarthy]

I have been invited to Motorcycle Live in December in Birmingham to have the opportunity to ride some of the new electric bikes, so I may decide to do that. Former Member Hazel Blears, who I think is 4 feet 10 inches—I am not tall, but she is considerably shorter than me—was a keen biker, which shows that it can be done. Perhaps I should take up the challenge.

I will flag up a number of issues. The hon. Member for North Herefordshire talked about road repairs and presented a rather rosy picture of the amount of funding. It is important for motorcyclists that we keep roads in a good condition, but the money has been cut. The Government promised £1.5 billion to repair damage on roads across the country in the financial year 2020-21, but that was cut to £1.125 billion in the following financial year. Pothole funding was due to be cut by an average 23%, and overall total spending on roads maintenance would drop by an average 22%.

We can compare that with the massive Government road-building programme. It is important that we should not just be looking at building new roads, but at making sure the roads we have are kept in good condition. The insurance industry has raised that point with me. The vast majority of the claims it pays out are caused not by driver error but by the condition of the roads.

As it stands, it will take 11 years and £11 billion to clear the backlog of potholes. On National Pothole Day in January this year, the Chancellor tweeted,

“enjoy #NationalPotholeDay before they’re all gone...”

He was boasting about how much money is going into addressing the problem, but we could be marking National Pothole Day for quite some time to come at the current rate. Perhaps we will get some good news about road repair funding tomorrow.

I agree with the hon. Member for North Herefordshire that safety is incredibly important. The hon. Member for North Antrim (Ian Paisley) spoke about electric motorbikes, which I will come to a bit later. He also spoke about the smell of petrol and his colleague, the right hon. Member for East Antrim (Sammy Wilson), mentioned the noise. Those things are part of the thrill, as motorcycle organisations have said to me. I totally get that, but when a cyclist is in that little space in front of the cars at the traffic lights, sometimes people on motorbikes do not act as responsibly as they could and are not aware that bike users are more vulnerable than them. For the cyclist, they have a bigger vehicle pushing in front of them, and the smell is not great. The sooner we can move to cleaner vehicles the better.

[Ian Paisley]

The hon. Member makes an important point. Once electric bikes become the fastest bikes, whether that is for motocross or as a track bike, that will become the pinnacle of the sport and that is where people will ultimately move. Encouraging tech design will create safety and environmental change.

[Kerry McCarthy]

I thank the hon. Gentleman for his intervention.

On the points made by the hon. Member for Wycombe (Mr Baker), there is a really interesting discussion to be had. The modal shift is important. Why have we not moved to moped use in the way that, say, France or Italy has? It is not as commonplace in this country—perhaps it is the weather. There is an interesting debate about road space and how we use it. We are starting to see e-scooters on our roads, there are more people cycling and a lot of town planning wants priority bus lanes. All of that raises questions about who gets to use priority lanes, whether we have segregation, who is entitled to use the segregated lanes and what that means for cars—what road space is left for cars? I think we will be addressing those points more and more in the years to come.

Finally, I want to talk about the need to decarbonise—an issue that the industry has contacted me about. Support for the industry so far, in terms of decarbonisation, has been pretty limited. The plug-in motorcycle grant, which helps support the sale of low-emission bikes, is £1,500 at the moment—less than for cars. The funding is guaranteed only up to March 2023. I was going to ask the Minister whether the Government plan to keep the grant beyond that date or, as is the case with the car plug-in grant, to reduce it year on year, but as we have the Budget tomorrow, I suspect I know what her answer would be. Could she answer this question instead? In the transport decarbonisation plan, the Government promised an action plan for zero-emission light-powered vehicles by the end of the year. We have not seen any sign of that yet. Will it be published before the end of the year?

The 2030 ban on new petrol and diesel vehicles was announced back in November 2020. We are still waiting for the publication of the promised consultation on a 2035 ban on petrol motorbikes. There are also currently no Government targets for regulating the CO₂ produced by motorbikes, unlike for cars and vans. That raises a few questions. Why are the Government allowing polluting petrol motorbikes to be sold until 2035, when there is a 2030 date for petrol cars? Will the Minister give an update on when those consultations and so on will be published?

It is really important that the transition to zero-emission vehicles is smooth. I welcome the Government’s recent announcement that they will introduce a zero-emissions vehicle mandate, but there was no mention of motorcycle manufacturers in the summary, despite the 2035 commitment to banning new petrol motorbikes and the suggestion that plug-in grant support may end sooner than that, in 2023. Will the Minister explain whether the Government want to offer the same support to motorcycle manufacturers as they are to EV car manufacturers, through the electric car mandate, which will encourage them to make the shift to producing cleaner vehicles sooner? If not, why are motorcycle manufacturers being left out?

I will conclude on that point because I am keen to hear from the Minister. It has been good to hear people’s enthusiasm today. We certainly want motorcycles to continue on our roads, but they do need to move with the times. I hope the Minister will tell us more about how they can do that.

HS2

Ian Paisley Excerpts

Monday 13th September 2021 Westminster Hall

[Jeremy Wright (Kenilworth and Southam) (Con)]

It is a great pleasure to serve under your chairmanship, Mr Mundell, and to speak in this debate. I am grateful to the Petitions Committee for bringing it to this Chamber, and I agree with a great many of the concerns that have already been expressed about HS2. For what it is worth, I always argued that the line should follow existing transport corridors; that would have done a lot less environmental damage.

Ever since legislative authority was given for the line as it stands, I am afraid that HS2 Ltd has too often—there are a few individual exceptions—acted in a thoughtless and high-handed way, failing to communicate effectively about the nature of its works and the road closures and other disruption that they cause. As we have heard, HS2’s budget has risen dramatically, seemingly without anyone being held to account for it, yet in so many of the compensation cases I have dealt with, every penny claimed by vulnerable people whose lives have been ruined by the line has been fiercely contested.

I welcome the appointment of a dedicated HS2 Minister, and my hon. Friend the Member for Pendle (Andrew Stephenson) has been doing a good job of getting to grips with these issues. However, he will agree that there is much more to do, and much more of the construction phase to go. HS2 Ltd and its contractors have to work much harder on talking to and listening to local residents who are affected by their work, and they and my hon. Friend need to do more to answer legitimate challenges on compliance with environmental standards, and about what was known when about cost overrun.

[Ian Paisley (North Antrim) (DUP)]

The hon. Member for Coventry North West (Taiwo Owatemi) outlined the criteria of honesty, transparency, value for money and openness. Has HS2 not failed the test on all those things? The rocketing costs make people feel like they are on a runaway train that has not even had the opportunity to get out of the station. This is a mess, and it must be fixed.

[Jeremy Wright]

The hon. Gentleman is right. It is incumbent on everybody involved in the project, including the Government, to make improvements in those respects, and we must expect that to happen.

As we have discussed, there is much to criticise HS2 for, but this petition does not ask us to criticise HS2—it asks us to cancel it. It seems to me that we should not be making a judgment based entirely on frustration, considerable though it may be. The reality is that legislative authority for HS2 has already been given, and this debate does not provide a mechanism to reverse it. Even if it did, given the amount already spent and the work already done on phase 1, it is likely that any cancellation decision now would be to cancel phase 2 of the line—not phase 1, which passes through my constituency and others. That would leave us with a high-speed rail line from London to Birmingham, with all the inconvenience caused to my constituents to build it, but not a wider network. The positive case for a wider network can be made, but the positive case for a new London-to-Birmingham line cannot. Stopping after phase 1 seems to me to be almost the worst-case scenario for my constituents, and I cannot support it.

If HS2 is to proceed, the Minister will need to assure us that it will be delivered with more efficiency, flexibility and consideration for the people impacted by it than we have largely seen so far.