Automated Vehicles Bill [Lords]
Jesse Norman ExcerptsWednesday 1st May 2024
(6 months, 3 weeks ago)
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Wera Hobhouse
I have tabled three amendments that seek to strengthen the provisions made for data protection in the Bill. New clause 1 would require the Secretary of State to report to Parliament on the collection of personal data from automated vehicles within one year of the day on which the Act is passed and every year thereafter. This report must cover
“levels of compliance with data protection legislation within the automated motor industry,…instances where the Secretary of State has made regulations under section 42(3) of this Act…and the impact of those regulations on personal data protection, and…any significant trends in the collection of personal data and whether further action is needed to regulate the collection of personal data.”
For sustained public confidence in automated vehicles and the data protection issues that arise, it is important that we have this continued monitoring and reporting. With a new technology, it is inevitable that new issues will arise over time, particularly as automated vehicles learn and change their behaviour accordingly. The reporting is necessary to keep the regulations on data protection under review as the technology develops. The Government must give further assurances in the Bill that people’s personal data will be protected before this Bill becomes law and commit to the annual reporting set out in this new clause.
This Bill would also be strengthened by new clause 2, which would require the Secretary of State to consult the Information Commissioner’s Office before making regulations in relation to the provision of personal data relevant to automated vehicles. As I have mentioned, new clause 1 would maintain monitoring of the provisions made for data protection, and new clause 2 would make this monitoring and reporting process easier, as advice can be taken from the ICO rather than using parliamentary time. Again, this will instil public confidence in the legislation as the advice will come from an independent body.
In order to operate, automated vehicles must be able to collect data, and much of this data will be personal. The information collected will help to make AVs safer as the system learns more about the road and those using it. Strengthening the process of how any changes to future protections are made will again assure the public that their personal data will be secure. Further assurances would be given by amendment 8, which seeks to probe a number of concerns about data protection and ownership, and seeks to prevent the authorisation of companies as self-driving entities unless robust data practices are in place. This amendment would ensure that a person may not be an authorised self-driving entity unless they meet the following requirements:
“they have obtained a certificate of compliance with data protection legislation from the Information Commissioner’s Office for their policy in regard to the handling of personal data,…their policy in regard to the handling of personal data clearly outlines who has ownership of any personal data collected, including after the ownership of a vehicle has ended, and…they are a signatory to an industry code of conduct under the UK General Data Protection Regulation.”
Jesse Norman (Hereford and South Herefordshire) (Con)
I would be very interested, with regard to the latter new clause, if the hon. Lady could explain why she feels—or what feedback or evidence she has to think—that the safety regulation system that is put in place will be inadequate to handle the concerns she raises.
Wera Hobhouse
On Second Reading, I think I was very positive about the Bill’s introduction, and I see it as the bright new future, but we should be careful to ensure we are taking people with us. As I have said, this is basically about making sure that people feel confident that their personal data is really handled in the most secure way possible. I have tabled the amendments to provide assurance for the public that the Government and everybody involved in this bright new future will really take a very careful look at all data protection measures.
Jesse Norman
If I may quickly respond, given that this Bill has had a remarkably untroubled passage through both Houses to date and that both Houses are informed by enormous amounts of information from relevant parties and Members’ constituents, has she any such reason? I think what she is saying is that she has no reason, apart from a general worry about consent, to think that what she is talking about will be necessary, because she has no reason to think that the regulator will not be able to take this stuff into account when it comes to a review?
Wera Hobhouse
We will not push new clause 1 to a vote, but I want the Government to ensure that all necessary and possible protections are being put in place. This issue has been debated several times, but we are looking into the future and who knows what the future holds? We know that people are increasingly worried about their personal data, and that sometimes regulations are not as robust as possible. This is basically a plea to the Government to ensure that all possible assurances are in place.
Bill Esterson (Sefton Central) (Lab)
Labour has tabled four amendments at this stage of proceedings to build on the work in Committee. The context of the amendments is that the Bill follows four years of work by the Law Commission, which included three public consultations, and the commission’s recommendations represent one of the most thorough pieces of work that it has ever carried out.
The Bill builds on and provides further clarity to the Automated and Electric Vehicles Act 2018, which originally set out the insurance framework for automated vehicles. It was the first piece of legislation to set out an insurance framework for the operation of automated vehicles.
The Transport Committee published a report on self-driving vehicles in 2023, and its recommendations included a new legal framework in primary legislation. The development of automated vehicles has a number of potential benefits, and after losing our place as a leader in the development of the technology, the Bill can play its part in recovering Britain’s international position and establishing one of the most robust frameworks for AVs in the world. Let us remind ourselves of some of the potential benefits.
Automated vehicles could create a market worth £42 billion by 2035, and 38,000 new jobs. They have the potential to make roads safer, including for pedestrians and cyclists, by removing the human error that causes 88% of road traffic incidents. Research from the Society of Motor Manufacturers and Traders suggests that if automated vehicles are deployed in substantial numbers, 3,900 lives could be saved and 60,000 serious incidents prevented up to 2040. Better road safety also means significant savings for the NHS. Research by AXA shows that in 2022, road traffic incidents cost the economy £42 billion, of which £2.3 billion was a direct cost to the NHS in medical treatment and ambulance services.
AVs can improve connectivity in areas where our public transport is failing passengers. However, such an improvement needs to be made alongside long-overdue improvements in bus services rather than seen in isolation. Better access to transport is important for a great many people, including in rural areas, for older people and for disabled people. An Age UK study found that driving remains the most common form of transport for older people.
Most US states, Germany and France are moving forward with their own AV frameworks, so it would be a mistake for the UK to fall further behind in an industry that could be worth £750 billion globally by 2035. The UK is already running numerous automated vehicle programmes, including those by Wayve, Oxa and Starship.
Let us consider where we are with the legislation in front of us and how we might build on the Bill. Labour’s four amendments cover the following issues: the establishment of an advisory council; the accessibility format required of automated vehicles if used as public transport; the requirement for the publication of a list of data required to be supplied; and removing the need for people injured by an automated vehicle to prove that the vehicle was driving itself if they make a legal claim for compensation.
Let us start with new clause 3. In Committee, the Minister said—multiple times, in fact—that he is in agreement on the need for proper consultation, and he insisted that the Government will consult properly. However, there appears to be something of a gap between the Government’s stated commitment to consultation and what is happening in practice. For example, Government guidelines on minimum engagement for AV trials do not currently specify that disabled people’s organisations need to be consulted. If the Minister agrees on the importance of consultation, why is that not stated in the Bill?
Jesse Norman
If I may say so, that is a remarkably weak criticism. As the hon. Member acknowledges, the Bill has been developed—I say this with a degree of ownership—over a considerable period of time, with enormous input from involved parties. It is obviously of direct relevance to older people, people with difficulty with mobility and people with disabilities. The suggestion that somehow the Government have, by implication, neglected those constituencies is wholly mistaken.
Bill Esterson
I will give the right hon. Member credit for his role in getting the Bill to this stage, and he is quite right that the Bill largely has strong support on both sides of the aisle and across society. I think it does set the framework, but there are concerns about it, and this is one of them. I will further set out the evidence base for that, but before I do, I turn to the impact of deindustrialisation and its legacy of inequality, which has been sown into the fabric of our country.
Jesse Norman
May I say that, very far from the sentiments just expressed, the Secretary of State has been a very strong friend to the Bill from the very beginning? Having steered the Bill until the point where the Under-Secretary of State for Transport, my hon. Friend the Member for South Cambridgeshire (Anthony Browne) took over, as he noted, I pay tribute, as he has, to the quality of the work done by officials at the Department for Transport and the Bill team. I remind the House that this is an extraordinary moment. We have taken the next step in pioneering a technology, as a single polity, in advance of anywhere else. It builds on the work done in 2019, and presages a very important, safer and, in many respects in transport terms, more prosperous future.
Oral Answers to Questions
Jesse Norman Excerpts(1 year ago)
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Mrs Heather Wheeler (South Derbyshire) (Con)
The Minister of State, Department for Transport (Jesse Norman)
The Government are committed to accelerating the transition to zero-emission vehicles. Last year, 16% of new cars and around 6% of new vans sold were fully electric. To continue to support the uptake of zero-emission vehicles we are, as the House knows, introducing a world-leading zero-emission vehicle mandate. That will support the future supply of zero-emission vehicles by setting a minimum percentage of manufacturers’ new car and van sales to be zero-emission each year from 2024. I am delighted to say that this week we have laid the new public charge point regulations to facilitate charging for electric vehicles.
Mrs Wheeler
I thank my right hon. Friend for his answer. As he knows, in South Derbyshire in the Toyota factory we have groundbreaking hydrogen technology, so I would ask, what is the Minister doing to ensure that the charging infrastructure is in place across rural areas, for both electric and hydrogen vehicles?
Jesse Norman
My hon. Friend knows that the Government have supported the use of hydrogen in road vehicles for over a decade, including the installation of hydrogen refuelling infrastructure where there is sufficient demand. I should also say that notably, Toyota recently announced the tremendous progress that it appears to have made in commercialising solid-state batteries. That is a very encouraging sign across the piece, not just for hydrogen but for electric.
Wera Hobhouse (Bath) (LD)
We have already heard that the uptake of electric vehicles is closely linked to charging points. When will the Government close the gap in charging costs between those who have the ability to charge at home and those who rely on a public charging point?
Jesse Norman
As the hon. Lady knows, there is wide and differing experience across the charging network. Many people are able to charge at home and many people are able to charge through the increasingly large public network. The way in which electricity prices have changed has tended to dominate changes overall, but she will, I am sure, share my pleasure that the new charge point regulations mean that we can now have a much more competitive market for charging across all the different forms of infrastructure.
Anna Firth (Southend West) (Con)
Sir Robert Goodwill (Scarborough and Whitby) (Con)
The Minister of State, Department for Transport (Jesse Norman)
As the House will know, Parliament has voted in principle to support a third runway at London Heathrow, but the Government have always been clear that that expansion remains a private sector project. To go ahead, it would be required to meet strict criteria on air quality, noise and climate change, as well as being privately financed. It is for any scheme promoter to decide when it submits a development consent order application as part of the statutory planning process.
Sir Robert Goodwill
I thank the Minister for that answer. Regional airports such as Leeds Bradford have an important role to play in delivering the levelling-up agenda, with more point-to-point destinations. However, does the Minister agree that to deliver true global connectivity, we need more slots from regional airports into our national hub, which will ultimately mean more tarmac on the ground at Heathrow?
Jesse Norman
I agree with my right hon. Friend, who has enormous experience in this area, that regional airports are vital to the UK and support thousands of jobs across the regions, as well as acting as a gateway for international opportunities. It nevertheless is the case that as Heathrow considers its expansion plans, it will need to decide when to take those forward, and when it does so, I hope it will bear the very important issue of regional connectivity in mind.
Stuart C. McDonald (Cumbernauld, Kilsyth and Kirkintilloch East) (SNP)
The Minister of State, Department for Transport (Jesse Norman)
The UK has one of the most ambitious decarbonisation programmes of any country in the G7. In March this year, the Government published a globally unprecedented level of detail on their plans to meet emission reduction commitments, including those from road transport. The carbon budget delivery plan sets out the policies and quantified carbon reductions needed to meet carbon budgets 4 and 5 and the vast majority of reductions needed to meet our commitments into the 2030s.
Stuart C. McDonald
On heavy goods vehicle road transport in particular, the start of the zero-emission road freight trials is welcome, but where is the low-carbon fuel strategy? Such fuels can cut emissions by 80%. The strategy will be crucial for shaping the investment plans of logistics companies, so why is it nearly a year late, and when are we going to see it?
Jesse Norman
I am grateful to the hon. Gentleman for raising the issue of HGVs. As he acknowledges, last week the Government announced the four winning projects of the £200 million zero-emission HGV and infrastructure competition, which will roll out 370 zero-emission HGVs and around 57 refuelling and electric charging sites. This is part of a much broader strategy, which is about developing different fuel alternatives. The technology continues to change very rapidly. We have already heard some fascinating news about the development of solid-state batteries, and the Government are tracking and following all these developments closely.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
I am still astonished at the Secretary of State’s claims that the English EV charging network is on track—absolutely no one thinks that in this country.
Pushing back the date for the ban on petrol and diesel cars by five years, combined with removing what was already one of Europe’s worst EV purchase incentive schemes, means that this Government are sending all the wrong signals to consumers. Mike Hawes of the Society of Motor Manufacturers and Traders said that consumers required
“a clear, consistent message, attractive incentives and charging infrastructure that gives confidence rather than anxiety. Confusion and uncertainty will only hold them back.”
I have no doubt that this decision was thoroughly assessed, so can the Minister tell us how many extra millions of tonnes of carbon will be emitted due to this Government’s back-pedalling on net zero?
Jesse Norman
Was it P. G. Wodehouse who said that it was not difficult to see the difference between a ray of sunshine and a Scotsman with a grievance? How true that is in this case! The truth of the matter is that there has been enormous progress in this area. Let me remind the hon. Gentleman that £6 billion of new private investment is being planned by ChargeUK. That has not been affected. One of the leading global mandates has been laid. We have just done this excellent work on charge points, and I am pleased to say that the independent National Infrastructure Commission of this country has stated that if the roll-out continues to grow at the current rate, we will meet our target of 300,000 public chargers by 2030.
Virginia Crosbie (Ynys Môn) (Con)
Kirsten Oswald (East Renfrewshire) (SNP)
The Minister of State, Department for Transport (Jesse Norman)
I do not think that, for the reasons we have described, there is anything to complain about in relation to the progress we are making across England. Charge point roll-out remains very rapid—43% in the last 12 months —and there are 49,000 public charge points at the moment and 400,000 private and business ones, and new regulations and a new mandate have just been laid.
Anna Firth (Southend West) (Con)
Ben Everitt (Milton Keynes North) (Con)
With the global AI summit coming up next week in Milton Keynes, it seems topical to ask: what steps is the Department taking towards the regulation of autonomous pavement delivery robots?
Jesse Norman
Of course, I have visited the technology that my hon. Friend is describing and seen it in action. We must balance the safety of patients and vulnerable road users with the potential benefits of this new technology, but I am very pleased to confirm that the Department will be funding research to advance our understanding of the impacts of this technology. The results will be published once the research has concluded.
Ruth Cadbury (Brentford and Isleworth) (Lab)
Heavy goods vehicles cause a disproportionate number of cycling deaths. To cut the number of deaths of cyclists by illegal freight operators in other places, will the Department look at the successful London scheme and encourage partnerships between local authorities, the Driving and Vehicle Standards Agency and police forces to address this problem?
Draft Public Charge Point Regulations 2023
Jesse Norman Excerpts(1 year ago)
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The Minister of State, Department for Transport (Jesse Norman)
I beg to move,
That the Committee has considered the draft Public Charge Point Regulations 2023.
It is an absolute delight to serve under your chairmanship, Mr Gray.
A successful transition to zero-emission vehicles will require a reliable, accessible and affordable charging network across the country. More than 49,000 public charge points have already been installed. The Government and industry are continuing to work together to drive up those numbers, and members of ChargeUK, an industry organisation, has committed to doubling the number of charge points over the next 12 months and anticipates some £6 billion of investment in charging infrastructure over the next few years. The draft regulations will help to ensure that electric vehicle drivers can travel confidently, knowing that they can find a fully operational charge point suitable to their needs, and can more easily pay at any charge point. To develop the regulations, my Department engaged with consumer groups, vehicle manufacturers, technical experts and the charge point industry to understand better the barriers and proposed mitigations.
The statutory instrument introduces contactless payment at many new charge points. Within one year, all new public charge points with a power rating of 8 kW and above must provide contactless payment, and all existing charge points of 50 kW and above must be retrofitted. Within two years, all charge point operators must offer payment roaming at all their charge points through at least one third-party roaming provider. Consumers will be able to pay for a charge across multiple charge points through one app or radio frequency identity—RFID—card, similar to a fuel card for petrol and diesel cars. That element is important for fleet electrification, and will enable fleet operators to centralise the billing for the charging of electric vehicles.
Consumers will be able to understand how much they are paying to charge their vehicles, as pricing transparency is mandated. That will in turn empower them to find the best-value charge for their needs. The total price of a charging session must be displayed in pence per kilowatt-hour and should be clearly displayed either on the charge point or through a separate device, to make price comparison across different networks easier. Once the charging session has started, the price will not increase. Offers such as combining parking and charging fees will be permissible if the charging component is also displayed in pence per kilowatt-hour. Charge point operators must open and share their charge point data, make sure it is accurate and ensure it conforms to an open data standard—the open charge point interface protocol—within one of the draft regulations.
Opening up charge point data will drive industry innovation, drive the development of consumer-friendly apps, and put more detailed and reliable data at consumers’ fingertips, making it easier to locate available charge points. The draft regulations will also require reliability across the public rapid charge point network. Charge point operators must ensure that the network of public charge points of 50 kW and above is working 99% of the time, starting one year from the date that the regulations come into effect. That will be measured as an annual average. The measure will give the public far greater confidence in the public charge point network and make it easier for the public to find a working charge point.
Finally, the draft regulations will mandate that all charge point operators must run a 24/7 free-to-use telephone helpline for consumers within one year, and clearly display the details on charge points or through a separate device. Operators will be expected to resolve issues that are within their control. The draft regulations are essential to improving the consumer experience of charging and driving electric vehicles in the UK, and I commend them to the Committee.
Jesse Norman
I welcome the hon. Member for Sefton Central to his shadow role and thank him for his cross-party support for the regulations. Let me engage with his important set of questions.
The hon. Member talked about a 10-year delay in achieving 300,000 charge points. It is important to be clear that there is no such delay. The goal is to reach 300,000 by 2030, and we are well advanced in relation to that goal even at this early stage. Of course, the level of investment that we anticipate, and that has been triggered by the laying of the zero-emission vehicle mandate, will provide an important private sector impetus.
Bill Esterson
I want to tease this point out. In the Lords, Baroness Vere said that 3,870 charge points were installed between April and July, and figures of 1,000 a month were also quoted in that debate. At that rate, only half of that 300,000 figure will be achieved by 2030. What does the Minister think will change between now and then, in respect of the draft regulations or more widely, to achieve that 300,000 figure?
Jesse Norman
I thank the hon. Member. Of course, I think any sensible observer expects that the combined effect of the new regulations, technology and a massive amount of new investment will drive the rate of installation upwards. I cannot do any better than refer the hon. Member to the comments of the independent National Infrastructure Commission, which has said that it expects the Government to meet the target if installations continue to grow at the current rate of 30% a year, as they have in recent years.
In relation to the zero-emission vehicle mandate, the hon. Member suggested that it would somehow take longer to charge because of the removal of the ban from 2030. It is possible that there will be a very slight effect in that way, but it is also important to note that the substance of the mandate and its particular regulations for the provision of electric vehicles on the road have not changed. We would therefore expect that to drive the installation of electric vehicle chargers.
The hon. Member highlights that a relatively large percentage of current charge points are not covered in the regs. Of course, a decision has had to be made as to what is the cost-effective rate at which to require retrofitting. Having done a lot of consultation with the industry, and precisely based on a desire to incentivise the maximum speed of installation, which the hon. Member emphasised, the Government have decided to strike the balance so that 7 kW chargers and below are exempt from having to provide for contactless payments. Again, that is a trade-off that has to be made to achieve the faster rates of investment and installation that the hon. Member seeks.
The hon. Member is right to raise the question of enforcement, which is obviously important. Regulations are nothing without enforcement. The OPSS will enforce the regulations, as he says, and it has the capacity to apply financial penalties where necessary. It is actually a very good choice of enforcement agency, because it has a strong reputation and already enforces the Alternative Fuels Infrastructure Regulations 2017 and the Electric Vehicles (Smart Charge Points) Regulations 2021, which contain provisions on charge point data and payments. It is therefore already familiar with enforcing data and payment requirements on electric vehicle charge points, and so is well placed.
Bill Esterson
My question was actually about the capacity of the office. Hopefully there will be hundreds of thousands of charge points in the near future. How will they achieve enforcement with current staffing levels? Are there plans to improve staffing levels? Has the Minister analysed whether current staffing levels are adequate to cover that enforcement?
Jesse Norman
On capacity, I was going to point out that far from being new to this area, the OPSS is already up to speed and enforcing it under other regulations. It has hit the ground running. However, it is recognised that this will be an improvement. The Government have therefore set up a technical working group so that Government agencies, industry members and technical experts can work together on this. The delay in the overall enforcement of the rules, as set out in the statutory instrument, allows an approach to enforcement that we think is suitable to the scale of the investment requirement and the enforcement challenge. Ministers will continue to monitor this with the OPSS to ensure that the capacity remains adequate to the target.
The hon. Member asked about confidence. He is absolutely right about the importance of confidence, and that is why the zero-emission vehicle mandate is such an important measure. It is not just a huge measure for decarbonisation; it is aimed at stimulating investment in the private infrastructure charge point industry, and that is what it is doing. He pointed to the multiplicity of apps, and he is right about that. There is always a point in the development of any market where it goes from being a series of attempted land grabs and moves for a particular position to one where there is interoperability and a level playing field. That is what these open data requirements are designed to do. I would expect there to be consolidation, as there has already been in the industry, as consumers increasingly focus on using the open data and the most effective apps for their needs.
The hon. Member mentioned grid capacity, which is an important issue. As I am sure that the industry will report, I have been vigorous in talking to colleagues and the district network operators about the importance of an adequate supply of charge to parts of the country that need it. Lots of work is under way in this area, and he is right to point out the need for cross-departmental co-ordination.
I share his frustration at the slow rate of progress on rapid charging points; I would prefer it to be much faster. There have been competition issues and complexities, because in rapid charging areas—many of them motorway service areas—there are significant complexities of ownership and control between the charge point operator, the motorway service area, the landlord and access. Those must be negotiated in each case. I am pleased to say that there are increasing levels of rapid charge in motorway service areas. It is useful and helpful that Tesla has opened up all its new charge points to all other manufacturers, so that the widest possible provision will be available there and elsewhere.
Question put and agreed to.
Civil Aviation
Jesse Norman Excerpts(1 year, 1 month ago)
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The Minister of State, Department for Transport (Jesse Norman)
I beg to move,
That the draft Airports Slot Allocation (Alleviation of Usage Requirements) (No. 2) Regulations 2023, which were laid before this House on 18 July, be approved.
To the casual and untutored eye, this might seem a very small piece of legislation to bring to the Floor of the House of Commons. However, it is not only important to the sector but a useful illustration of the work of Ministers and parliamentarians in Committee, so it is nice to have a chance to focus on these quite technical and not especially controversial regulations.
The regulations will be made under powers conferred by the Air Traffic Management and Unmanned Aircraft Act 2021, which also rejoices in the name ATMUA. Following the UK’s departure from the European Union, that legislation created a more flexible set of powers for Ministers to implement alleviation measures for aircraft slots related to the impacts of covid-19, subject to a vote in both Houses. That allows the UK to adapt its approach so as to minimise disruption to consumers and support the recovery of the aviation sector. Under ordinary circumstances, airlines must operate aircraft slots 80% of the time to retain the right to those same slots the following year—that is known as the 80:20 rule, or the “use it or lose it” rule. It is designed to encourage a more efficient use of scarce airport capacity. As a result of the effect of covid-19 on air travel demand, however, alleviation from the rule has been provided since summer 2020.
The Department has seen a strong recovery in passenger demand during 2023, but there remains uncertainty and a lack of resilience in the industry, and demand on some routes remains below the levels seen before the pandemic. Those factors affect both demand, such as the number of returning passengers, as well as supply, such as aircraft availability and staffing. They add to what has been termed the long “covid tail” in rebuilding resilience in the sector. Thus, aircraft that were out of service during the pandemic now spend much longer in maintenance and overhaul than would normally be the case. That phenomenon is compounded by difficulties stemming from the pandemic, which have affected access to spare parts through global supply chains. Although the industry has taken steps to address those challenges, they are expected to remain an issue during 2024.
The Government have therefore designed a package of measures for the winter 2023 season to mitigate the adverse effects of that loss of resilience. The normal 80:20 rule on slots usage has been retained. However, it has been combined with some limited flexibility through a small pre-season hand-back allowance and a continuation of the previously adopted measures on the justified non-utilisation of slots. The Government have focused the measures on a return to business as usual. We are mindful of the need to balance supporting the sector through sensible and proportionate measures to aid its recovery and protecting consumers from disruption, with the need to avoid excessive alleviation, which could distort competition.
There are two key provisions. The enhanced justified non-utilisation of slots provisions were first introduced for winter 2022. They act as a safety net for airlines if new restrictions are introduced and they can justify not using slots. They protect the airlines’ historic rights to slots in scenarios in which any reintroduced covid-19 measures might severely reduce demand or the viability of a route. However, for any requests for justified non-utilisation of slots, a rationale must be given to the independent co-ordinator for assessment of its merits against the provisions.
The second provision is a limited slots hand-back. For this winter season, the Government will again allow carriers to claim alleviation on up to 5% of their slots at any airport handed back before the start of the season, as was done for this summer. The Government have offered that opportunity in the expectation that the industry will deliver a realistic schedule for winter 2023, thereby minimising last-minute cancellations and delays. The opportunity to hand back slots before the start of the season has been particularly useful in ensuring that airlines deliver a robust schedule, and has helped to provide certainty to consumers that scheduled flights will operate. The measures will cover the winter 2023 season. The Department for Transport is considering whether further alleviation may be required for future seasons.
Through these measures, the Government aim to strike a balance between supporting the sector and minimising disruption to consumers while encouraging recovery and ensuring the efficient use of slots.
Jesse Norman
It is a delight to wind up this debate, and I thank colleagues who have spoken in what have been brief but deep and thoughtful exchanges. The hon. Member for Bath (Wera Hobhouse) rightly pointed to the anti-competitive potential of these measures, and also highlighted their modesty and, therefore, the sensitivities—she is absolutely right about that. She is also right in her concern about ghost flights. At the risk of violently agreeing across the Chamber, I think she is also right on the question of how long these measures will continue for. I will address that issue further in my remarks.
The SNP spokesman, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), was right to point out that there is no direct Scottish interest in this, and I thank him, as I thank the hon. Member for Wythenshawe and Sale East (Mike Kane), for supporting this Conservative legislation. I hope it becomes a habit for the hon. Member for Paisley and Renfrewshire North, as it has done for his former colleague, my hon. Friend the Member for East Kilbride, Strathaven and Lesmahagow (Dr Cameron)—I think that is a useful development in SNP politics.
My right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning)—[Interruption.] That is what I said. I said my right hon. Friend the Member for Hemel Hempstead, as the record will show. I was very sorry to hear again about the situation that his constituents have faced in relation to what happened at Luton. I absolutely take on board, and the House will have noted, his comments and concerns about expansion and its impact locally. He will appreciate that, as with Active Travel, the bus and coach sectors, and other items raised in the debate, that issue has nothing to do with the subject of this debate, and he was rightly critical of those who would crowbar in things that are not relevant. However, the concern of any colleague is always relevant if it is a direct constituency matter. He was right to raise it and I thank him for that.
I thank the hon. Member for Wythenshawe and Sale East for his support. As my right hon. Friend the Member for Hemel Hempstead said, the joy of having this debate on the Floor of the House of Commons is that a wider range of colleagues can come and express a concern, and we can shine a little light on the statutory legislative process, which is of enormous importance to the conduct of this House and the two Chambers of Parliament.
The hon. Member for Wythenshawe and Sale East asked about the metrics for use in relation to non-utilisation. Those are set out in the excitingly entitled “Principles of slot allocation” document at section 8.8, which concerns the “Justified non-utilisation of slots”, and those are the rules. To respond to his question about slots, obviously there is a consultation to be launched in due course, but those are the rules as they stand.
In relation to work on consumer rights, my right hon. Friend will be aware that on 27 June 2023 the Government published our response to the aviation consumer policy reform consultation, which set out legislative reform and non-legislative measures to ensure that passengers receive the best service possible. Among the non-legislative measures is a considerable range of efforts to work with industry on a variety of measures designed to accelerate and speed up the protection of those rights. He is absolutely right.
In relation to the use of these measures in future, Baroness Vere of Norbiton, the aviation Minister, said in the House of Lords recently that she was asking herself the question as to when these measures would wind up, and she hoped it would be soon. I think that represents the Government’s position.
It is true that we have a consultation planned on slots reform. Members will also note that the level of consultation that informs this set of measures is well spelled out in the explanatory memorandum to the legislation, and that sets out in some detail what conversations and discussions have been had with the industry, and it provides a fairly compelling background to these modest but flexible measures.
Bob Stewart (Beckenham) (Con)
I thank my right hon. Friend for allowing me to intervene. I am one of those people who came in here just to listen, because this debate was not being held in a dusty corridor somewhere upstairs—I am here to learn. I understand from my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) that the Ministry decides the number of slots, but who decides who gets those slots? Is it the airport or some other body?
Jesse Norman
I had sat down, but I am happy to take a late question from my colleague. The number of slots derives from historical control over and entitlement to slots at existing airports, but there are also mechanisms for reallocating slots that have been handed back and for allocating slots when they become available. Those are conducted by an independent process and reviewed by an independent process, and there are no plans in this legislation to make any changes to that.
Sir Mike Penning
Going back to my speech earlier and the increase in slots at Luton airport, can the Minister indicate when the increase in flights will start to occur, so that I can inform my constituents how much of their life is going to be blighted even more by the flights from Luton airport?
Jesse Norman
I am not sure I quite caught the force of the question, because I was being interrupted when my right hon. Friend spoke.
Sir Mike Penning
What are the timescales for the increase in slots from Luton airport, now that the Government have given permission for the expansion of Luton airport? That will have a massive impact on my constituents, and I would like to inform them factually about what is going on.
Jesse Norman
Existing slots will follow the procedures laid out in the legislation. As regards future slots, they will be allocated according to the consultation that we will be launching shortly. I should say that this is the last intervention I will take, Madam Deputy Speaker, since I had sat down before the two previous ones.
Question put and agreed to.
West Coast Main Line Franchise
Jesse Norman Excerpts(1 year, 2 months ago)
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Urgent Questions are proposed each morning by backbench MPs, and up to two may be selected each day by the Speaker. Chosen Urgent Questions are announced 30 minutes before Parliament sits each day.
Each Urgent Question requires a Government Minister to give a response on the debate topic.
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Gavin Newlands (Paisley and Renfrewshire North) (SNP)
(Urgent Question): To ask the Secretary of State for Transport if he will make a statement on the contractual and operational situation of the west coast main line franchise—and I congratulate the Minister on his promotion.
The Minister of State, Department for Transport (Jesse Norman)
I am grateful to the hon. Gentleman for his congratulations. The Minister of State, the hon. Member for Bexhill and Battle (Huw Merriman), continues to represent His Majesty’s Government today in Poland to support UK train companies, among others, at a major international trade fair, and I am therefore replying on his behalf.
The Department has awarded a new national rail contract to First Trenitalia to continue to operate the west coast partnership, providing west coast train services as Avanti West Coast. The national rail contract will have a core term of three years and a maximum possible term of nine years. After three years the Department can terminate the contract at any point with three months’ notice.
In October 2022 and March 2023 the Department approved the award of short-term contracts to First Trenitalia operating as AWC to continue to operate services on the west coast main line. Awarding short-term contracts allowed the Department to monitor progress by AWC in improving performance following the withdrawal of rest day working before considering whether it would be appropriate to award a long-term contract. Avanti’s performance has improved significantly during this time, and taking into account other relevant considerations, the Secretary of State has decided to award a longer-term contract, as announced in today’s written statement.
Over recent months Avanti has made significant progress in recovering from the poor reliability and punctuality delivered in the latter half of last year. In line with its recovery plan and since the introduction of its recovery timetable in December 2022, performance has steadily improved, with cancellations attributed to AWC falling from 13% in early January 2023 to as low as 1.1% in July 2023. Over 90% of trains now arrive within 15 minutes of their scheduled time, an improvement from 75% in December 2022.
Gavin Newlands
Another day, another blow for passengers who use the west coast main line. Fresh from the negative cross-party reaction yesterday to news that High Speed 2 phase 2 is on the chopping block, we have the Department for Transport on the last day before recess—shock, horror—sneaking out the extraordinary award of up to nine years for Avanti West Coast and up to eight years for CrossCountry.
Despite improvements in Avanti’s service, it is still not running a full timetable, and the Minister cannot ask us and passengers up and down the west coast main line to simply forget the last few years of horrendous performance. The Avanti service was on the brink, run into the ground by mismanagement and poor labour relations. In his letter to MPs the Secretary of State says that “Avanti is the most improved operator where performance is compared to the previous year.” Well, that would not be particularly hard—talk about setting yourself a low bar. This award will be seen by most people as rewarding failure.
My criticism of Avanti is in no way reflective of the staff, who have been first class when I have used the service. I was not overwhelmed with confidence, however, when it took me several attempts at last week’s Select Committee to get Mr Mellors to tell me just how many jobs he proposed to cut by closing the Glasgow ticket office.
Given the variable standards delivered by Avanti, we need full transparency. So can the Minister tell me the exact criteria Avanti will have to consistently meet if the extension at the end of the core contract is to be granted? What engagement has the Department for Transport had with trade unions and the Scottish Government in making this decision? What alternatives did the Department consider? Was the operator of last resort considered?
Does the Minister not understand that this award will be seen as Tory “private best” dogma? We have piles of evidence through the operator of last resort and Scotrail that publicly owned and operated railways work. Moreover, with its stake in Avanti, First Trenitalia might well be able to reinvest in Italian rail infrastructure. Is it not time to follow Scotland’s lead and put our railway back into the public sector, where it belongs?
Jesse Norman
I thank the hon. Gentleman for his flurry of questions, and I shall address what he said. He asked for the release of the criteria of the contract awarded; that is a commercial matter and we are not going to discuss that, but I can reassure the hon. Gentleman that the Minister of State my hon. Friend the Member for Bexhill and Battle has met very regularly with the entire industry and has been working on a weekly basis with officials and with Avanti, and therefore has had the matter very much in hand.
On the performance the hon. Gentleman describes, I am astounded that he is not agreeing with the Secretary of State and celebrating the improvement over the last nine months, and six months in particular: cancellations were as low as 1.1% in July; 90% of trains arrive within 15 minutes; over 100 additional drivers have been trained and brought on since April 2022. Each of those is a significant achievement.
It is all very well for the hon. Gentleman to talk about engagement, but the hon. Gentleman has not exactly been shy in writing to the Department, so I asked my officials to scan the letters we have received and I do not think there was a single one from him in the last year mentioning Avanti. If that is an indication of how content he is with the service, I am delighted to hear it.
Iain Stewart (Milton Keynes South) (Con)
As a regular user of Avanti services, I agree that the performance has improved markedly and I pay tribute to the new managing director, Andy Mellors, and his team for turning around what was an abysmal service. I appreciate that the Minister will not be able to talk in detail about the contract, but will he say a bit about the extent to which this new contract moves away from the micromanaged national rail contracts that have been in place since covid? They were right at the time, but are now stifling innovation in the sector and I hope that this is just the first of the revisions of these national rail contracts.
Jesse Norman
I am grateful to my hon. Friend for his question; he brings not just personal experience of this service as an MP for Milton Keynes but also his considerable expertise as Chairman of the Transport Committee. He is right to pick up on the point of micromanagement, and that is one reason why, having been in a period of relatively short contracts—a number of two-month and three-month contracts—in order to monitor progress, the Government have now seen fit to move to a much longer framework: a three-year contract but with the potential capacity to terminate thereafter if performance is not sustained. That strikes the right balance between giving the certainty Avanti needs to continue to invest in improving the service and the accountability that the Government rightly demand.
I would add that there is some awareness that in relation to services to Milton Keynes, west midlands and north Wales there is progress to be made, and I think I am right in saying that the new chief executive is very much focused on that issue as well.
Stephen Morgan (Portsmouth South) (Lab)
For the second time in two days, the Government have been dragged to the House to explain the state of our crumbling rail network, and for the second time in two days, the rail Minister has failed to turn up. Surely things cannot get any worse for passengers in the north, we thought, but today, the Minister has proved us all wrong by confirming that passengers could have to suffer up to nine more years of Avanti West Coast and up to eight more years of CrossCountry.
The Minister claims that there has been enough improvement to justify up to a decade more of the utter chaos that is consuming our railways thanks to those two failing operators, yet the latest statistics show that Avanti was the second worst operator in the country for punctuality last month, with only 46% of its trains running on time. CrossCountry was the fourth worst, with only 49% of its trains on time. What is the Government’s response to that? More lucrative contracts and millions of pounds paid out in performance bonuses. These decisions have left glaring questions for the Minister to answer. What performance metrics were considered when the Government made these decisions? Have performance payments been restructured in the new contracts, or will they continue to reward failure? Did the Government consider the operator of last resort, which has driven improvements on other lines?
The country is tired of this cycle of failure, with cancellations and delays, and any prospect of reform kicked into the long grass. It is clear that this Government are determined to run our rail network into the ground. Is their plan really to allow for rail services to have another decade of failure under the Tories, with hundreds of millions handed over to shareholders in performance bonuses and fees? If so, it is clear that they are out of ideas and out of time. If they cannot put passengers first, is it not time for them to step aside and let us deliver the change our passengers so desperately need?
Jesse Norman
I thank the hon. Member for that brave shot. Let me just remind him that, far from being dragged to the House, the Government published a written ministerial statement and a press release this morning. Not only that, but to the extent that the Government were dragged to the House, it was by the Scottish National party. This is the second time in two days that the Labour party has been caught napping by another party in this House. As to the availability of the rail Minister, we try to pay total football in the Department for Transport. While Cruyff is haring down one wing, we expect Neeskens to be playing through the centre, and that is how we think about these things.
The hon. Gentleman is right to highlight the previous underperformance, but he is entirely wrong to predict that that will continue, because we see the evidence in front of us. As I have already said, cancellations have been as low as 1.1% in July, and over 90% of trains are now arriving within 15 minutes of their scheduled time. That is part of the basis on which the Secretary of State has decided to award this new contract. If the alternative that the Labour party is proposing is the nationalisation of our railways, I look forward to seeing the budgetary implications of that, let alone any justification that civil servants directed by Labour Ministers would do a better job than this new professional team at Avanti.
Greg Smith (Buckingham) (Con)
While I appreciate the points that the rail replacement Minister makes about recent improvements in Avanti, does my right hon. Friend accept that the failures of Avanti in recent years have led to consumers voting with their feet and refusing to use Avanti services where they can? In the case of passengers traveling from Birmingham to London, they have been coming on to the Chiltern line instead, which is adding to the overcrowding on that line. What reassurance can he give that there are incentives in the new contract for Avanti to win back that trust, so that we are not maintaining overcrowding on other railways such as Chiltern?
Jesse Norman
With my hon. Friend’s minutiose attention to detail, he will recognise that yesterday we had the rail replacement bus Minister, but today we have another rail replacement Minister. That is thoroughly in order.
As regards the effect on customers, again, my hon. Friend is spot on. It is very noticeable how much the new team at Avanti recognise the commercial challenge of wooing back customers they have lost following the disastrous underperformance of last year, which they recognise, understand and accept. That is a vital commercial challenge. We judge that they are beginning to meet that and doing more than beginning to meet that as a matter of service. There is much further to go as regards the extension of the quality of the service. They recognise that, and that is all in the interest of customers and better customer experience.
Mike Amesbury (Weaver Vale) (Lab)
It seems that this contract has been awarded on the basis that it is a little less crap than it used to be. Is that really the way to make a decision in Government? The Office of Rail and Road statistics in August showed that Avanti was the second worst performing operator, with only 48% of trains running on time. That is not good enough. I speak as someone who is a customer, and I speak on behalf of my constituents in the north. It is appalling. This is ideologically, dogmatically driven. It is a nonsense.
Jesse Norman
The hon. Member’s use of choice parliamentary or possibly unparliamentary language is not something I would want to repeat, even if I thought it was accurate. It is important for him to recognise the progress that has been made. If he does not recognise that, that is a pity, because there is a very considerable improvement. The question now for the House and for Government is how to sustain and enhance that improvement in the longer term. The judgment has been made that a longer-term contract will give the stability in which the company can invest for the betterment of travellers, and that is to everyone’s advantage.
Mr David Jones (Clwyd West) (Con)
It pains me to say it, but I have to tell my right hon. Friend that the decision his Department has made today will be very badly received in north Wales. North Wales passengers have had to endure a substandard service from Avanti for far too long. The prime example of that was this summer—at the height of the holiday season, which is so important to north Wales—when Avanti decided to cut four services and provided virtually no through services from London to the region. Can my right hon. Friend assure the House that his Department will be keeping a very close eye on Avanti’s performance in north Wales over the coming months and years and that, if necessary, it will terminate the franchise that has been confirmed today?
Jesse Norman
I completely understand the concern that my right hon. Friend describes. As he will be aware, in many of these individual cases, problems lie at the network level, or are a result of driver shortages or other reasons, as well as underperformance by the company, but I absolutely recognise—and Avanti recognises—the point he raises. The answer is that, of course, the Department will remain very firmly focused on continuing to hold this company to account for the delivery of services and the continued improvement of those services.
Tony Lloyd (Rochdale) (Lab)
Once again, we find that Transport Ministers cannot even find friends on their own Benches for these decisions. People in my constituency and in the north of England will be astonished at the decision to reimpose Avanti because of its systematic failure. The Minister did not answer the question he was just asked. Will the Government guarantee that they will cancel Avanti’s contract if, once again, it is the poster boy for failure?
Jesse Norman
That was not the question I was asked; I did answer the question that was asked. It is built into the new contract structure that, after the initial period, which allows for the investment that is required to continue to make sustained improvement, there is a recurring three-month capacity to call in the contract as required, precisely in order to exercise the kind of scrutiny and accountability that the hon. Gentleman is seeking.
Scott Benton (Blackpool South) (Ind)
I am a regular user of the west coast main line, and the improvements in both punctuality and reliability over recent months have been welcome. The Minister will be aware of the ongoing capacity issues at Preston station that are compromising potential improvements across Lancashire, such as the creation of a passing loop on the South Fylde line, which would double the number of trains coming into Blackpool South every single hour. Can the Minister raise that issue with departmental colleagues, so that we can hopefully break the logjam and create the conditions for improvements in localised services in Lancashire?
Jesse Norman
I thank my hon. Friend for his positive remarks, which give the lie to the previous comments made directly. I can assure him that the Government are focused and will remain available to discuss and consider that point.
Can I also reiterate and double down on a point that I made earlier? One of the functions of being able to provide a longer contract is to allow the introduction of more fleet and, in particular, a brand-new fleet of electric and bi-mode Hitachi trains to replace the current diesel fleet. We expect that there will be sustained improvement at the level of rolling stock as well as at the level of service provision.
Christian Wakeford (Bury South) (Lab)
Judging by their appearances in the Chamber, I guess that the ministerial team are just like Avanti: delayed or cancelled. Yes, the service has improved, but from such a low level, and it is still a woeful service. Does the Minister truly believe that this is a good outcome for passengers?
Jesse Norman
I am not sure what the hon. Gentleman is referring to, since the Minister was on time. I will not say that it was an improved service over the normal one, but it was hopefully an adequate replacement.
Of course, the Government stand behind this decision. A process of care and attention has been given weekly to the performance of the company, and separately to the contract grant. It has been done with great attention to detail, as the hon. Gentleman would expect.
Virginia Crosbie (Ynys Môn) (Con)
Holyhead is the second busiest roll-on roll-off port in the UK and, with Anglesey’s new freeport status, we are at the beginning of our economic renaissance. As such, it is vital that we have connectivity, particularly now that the Labour Government in Cardiff will not agree to a third Menai crossing. How are Ministers going to ensure that Avanti delivers a reliable service with direct trains from Holyhead to Euston for my Ynys Môn constituents, many of whom shared their frustrations with the rail Minister when he visited Anglesey in the summer?
Jesse Norman
It speaks very well of the rail Minister that he did visit, and engaged with my hon. Friend and her constituents—I think that is absolutely right. She asks how it will be done: it will be done by providing a contractual framework in which there can be more investment; by bringing on 100 more drivers; by recognising that there is considerable scope for further improvement in the service, to north Wales in particular; and by improvements in rolling stock. All of that will make for a better service.
Charlotte Nichols (Warrington North) (Lab)
Data shows that the number of trains cancelled across the rail network continues to rise and is at the highest level since records began in 2014. The Minister keeps referring to July’s figures, knowing full well just how bad August’s are—in fact, statistics show that trains in Ukraine are running more reliably than our services here, despite that country’s network clearly being under considerably greater pressure. These problems do not stop with Avanti: persistent issues on the west coast main line have a knock-on impact on any east-west services crossing that line. When will the Minister accept that the current system is simply not working?
Jesse Norman
The hon. Lady is absolutely right that there are knock-on effects and that some of those effects bear on east-west services. That is one of the reasons that the Department has separately announced and negotiated a national rail contract for CrossCountry as a rail operator, in order to provide a framework for stable further investment in those knock-on services.
Preet Kaur Gill (Birmingham, Edgbaston) (Lab/Co-op)
I declare an interest as a long-suffering user of the Avanti service on the west coast main line. In 2021-22, Avanti had the most customer complaints of any operator and it is consistently rated one of the worst-performing operators on the rail network. Despite that, Ministers spent an eye-watering £4 million of taxpayers’ money in bonuses to company executives for customer experience and acting as a good operator. Can the Minister explain when it became Government policy to reward failure?
Jesse Norman
The hon. Lady is deliberately drawing on statistics from before the recent improvements that the Government are recognising in this contract award. However, there is a further point: it is of course right to raise individual items, but we ought to get away from a situation in which politicians feel that they can micromanage and second-guess decisions made by people at the operating level. The key thing is to make sure that the quality of management is in place to drive continued, sustained improvement, as we expect it now is with the new chief executive, Mr Mellors.
Jeff Smith (Manchester, Withington) (Lab)
As a regular user, I recognise that the Avanti service has improved in recent months—although frankly, it would have been hard for it to get much worse—but given the sustained poor performance in the past and the August performance figures we have just heard about, this contract award feels very premature. Would it not have been better to wait and ensure that we see proven, sustained improvement from Avanti before awarding such a long contract?
Jesse Norman
Of course, a variety of considerations sit around any contract award. The attraction of this one is that it allows the most rapid possible progress on fleet improvements and support for the new management team that might be expected. As the hon. Gentleman would imagine, the Secretary of State has spent a considerable amount of time talking to the new management to make sure that they really are focused on improvement, and to hear in detail what their plan for that improvement is. The award was made in part on that basis.
Justin Madders (Ellesmere Port and Neston) (Lab)
This decision is as embarrassing as it is baffling. The Minister talks about improvements, but my constituents have not seen those improvements. He talks about reducing the number of cancellations: with Avanti having cancelled half of the services from Chester directly to London, that will obviously reduce the number of cancellations. Yesterday, for example, Avanti started a train from Crewe rather than from Chester. That presumably does not count as a cancellation, but that is absolutely no consolation to someone in Chester. It seems to me that the Government know that the companies are playing with the figures and are prepared to accept a second-class service for the people of the north.
Jesse Norman
I understand the hon. Gentleman’s concern. It is fair to say that, from day to day, there are different issues that interrupt a good service. As I have already said, those relate not just to the availability of drivers and other key staff, but to underperformance from time to time and disruption to Network Rail infrastructure. All of those things can play their role in a highly integrated network.
Samantha Dixon (City of Chester) (Lab)
The right hon. Member for Clwyd West (Mr Jones) and I have worked for many years on the issues surrounding rail connectivity covering Chester and north Wales and, since I arrived in this House in December, I have not seen any improvement. The Minister talked about micromanaging situations, but the reality is that the Government do not seem to have understood what happened to Chester and north Wales during the summer. As the right hon. Member said, the decision was taken to cancel through trains, which fundamentally affected tourism and the visitor economy, not just for Chester but across north Wales. To be honest, that smacks of gaming the figures, and my constituents and residents across north Wales are absolutely staggered that this contract has been re-awarded to Avanti West Coast. I simply do not understand that. This is so business-critical and important to local residents and there has been a failure to take into account the realities of travelling across Cheshire and north Wales.
Jesse Norman
The hon. Lady did not ask a question, but I understood every word of her speech. Since she is new to the House, she might want to have a conversation directly with the rail Minister about this: he is highly engaged on these issues, as colleagues across the Chamber will know. If she has not seen any improvement in relation to her constituency, at least she has the satisfaction of knowing that improvements have been recognised around the House.
Wera Hobhouse (Bath) (LD)
The Government have ensured the immediate future of Avanti West Coast, but the same cannot be said for Great British Railways, which has an office but no powers. We urgently need a body to provide oversight and accountability to fix Britain’s broken railways. The Government are in favour of that, so can the Minister confirm that legislation to create Great British Railways will be announced in the King’s Speech?
Jesse Norman
I thank the hon. Lady for her tempting invitation, but I am not going to second-guess His Majesty on what he will announce in the King’s Speech. What I can say is that this is a topic of great interest to the Government and, as she will know, the Department is making considerable progress in the non-legislative mode that we are in at the moment to achieve many of the goals we all share.
Alison Thewliss (Glasgow Central) (SNP)
Avanti manufacturing director, Andy Mellors, told the Transport Committee that Avanti would be cutting staff at Glasgow Central station by more than a third and closing its ticket office. Why does a company that delivers such a poor and expensive service, and that holds its customers in such contempt, deserve to have its contract renewed, potentially for almost a decade?
Jesse Norman
What I recall from that hearing is that Mr Mellors said 1% of the tickets at Glasgow were sold through the ticket office, that there would be a full staff in front of the ticket office, that those staff would work from the first train in the morning until the last train at the end of the day and that they would continue to accept cash. That sounds like quite a good service offer to me.
Mr Deputy Speaker (Mr Nigel Evans)
I thank the Minister for responding to the urgent question.
UK Automotive Industry
Jesse Norman Excerpts(1 year, 2 months ago)
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The Minister of State, Department for Transport (Jesse Norman)
What an excellent debate it has been! I have been very interested to follow the contributions that have been made—very welcome they are too. You may recall, Madam Deputy Speaker, that this debate follows an urgent question that was tabled by the Labour party some months ago regarding the state of the automotive sector, at which Labour Members were mortified to discover that vast numbers of investments were already under way. It is unfortunate that the hon. Member for Sefton Central (Bill Esterson) talks about being let down. If this country, this economy and this industry are feeling let down, why is it that there has been this astonishing succession of investments? That speaks not to people feeling let down, but to confidence and investment in the future.
We celebrate BMW Group’s announcement that it will invest £600 million in the production of two all-new electric Mini models, supporting the full transition to electric vehicle production by 2030. We welcome that, as do both Members of Parliament for Oxford, the hon. Member for Oxford West and Abingdon (Layla Moran) and the hon. Member for Oxford East (Anneliese Dodds). We are very pleased to have their support, as well as that of Members across this House. We welcome the fantastic investment that Stellantis has made in Ellesmere Port, as has the hon. Member for Ellesmere Port and Neston (Justin Madders), although he could not avoid being gloomy about that aspect of the tremendous investment that is taking place. That makes the plant the first all-EV facility in the UK, and one of the first in Europe.
As we heard the determination to be gloomy from the other side of the House, we were noticing at the same time the £4 billion-worth of new gigafactory investment from Tata Group; Nissan and Envision’s announcement a couple of years ago of £1 billion to create an EV manufacturing hub in Sunderland; the £227 million invested in Halewood; Bentley committing £2.5 billion to make the transition to zero-emission vehicles at its Crewe plant; and JLR’s investment of £15 billion over five years into its industrial footprint towards electrification. If everything is as disastrous as the Opposition suggest, how can there be this constant succession of new private-sector investments? That is the question. The truth of the matter is that over the past two years, the UK’s automotive sector has been boosted by over £6 billion-worth of business investment that will drive the transition to zero-emission vehicles, with funding for manufacturing and crucial components as well. That investment reflects confidence.
We know that that transition is important. Cars and vans account for a huge proportion of domestic UK transport emissions, and it is therefore important to address that. Over £2 billion has been spent to support the transition, and the Government are continuing to invest. There are now more than 1.2 million plug-in vehicles in the UK—a 45% increase over the past year. Again, that does not speak to decline; it speaks to rapid growth and acceleration. Some 58% of those vehicles are battery electric vehicles; in August 2023, 20% of new cars in the UK were battery electric vehicles, so again, that is a sign of confidence and growth, and rightly so. That puts the UK’s automotive industry at the forefront of new low-carbon technology, creating thousands of new jobs and providing certainty among manufacturers and infrastructure investors. Some 65% of vehicle manufacturers in the UK car market have already committed to making the transition to zero-emission cars by 2030, and all major manufacturers have committed to selling 100% zero-emission vehicles by 2035.
Several Members have raised the question of EV infra- structure and charging roll-out. It is understood on all sides of this House that the roll-out of electric vehicles needs to be supported by a robust and widespread public charging network, and that network continues to grow. To date, the Government and the industry have supported the installation of over 48,000 publicly available charging devices—again, an increase of 43% over the past year—which includes nearly 9,000 rapid devices. My hon. Friend the Member for Rugby (Mark Pawsey) rightly highlighted service areas, and I was delighted to hear his excellent description of the very rapid scale-up of the motorway service area at junction 1 of the M6; that was a very interesting and important intervention. He will know that over 96% of service areas in England now have charging available, and there are hundreds of chargers across the motorway service area network. Of course, a lot of that comes through private investment. The Chancellor recently opened the UK’s largest electric vehicle infrastructure charging site to date in Birmingham, which includes 180 charging devices.
My hon. Friend the Member for Meriden (Saqib Bhatti) and the hon. Member for Bath (Wera Hobhouse) both raised the question of standards, and rightly so. As they will know, the Government are investing £381 million through the local electric vehicle infrastructure fund to deliver tens of thousands of local charge points, and the rapid charging fund will do the same thing to future-proof electrical capacity at strategic locations. Alongside that, we have laid consumer regulations that will ensure that pricing information and payment methods are simplified, that charge points are reliable and that public charge point data is freely available, addressing many of the issues that have rightly been raised about standards, interconnection and transparency. The Government worked with the national disability charity Motability and the British Standards Institution in order to develop those standards, which has made an important difference to their quality.
We must not think just about cars, or even just about cars and vans, but about heavy goods vehicles as well. It is well understood that the UK is seeking to make a transition to zero emission in this area as well, as part of our wider ambition. To support that, there is an HGV and infrastructure demonstrators project that will showcase zero-emission hydrogen fuel cell and battery electric HGV technology at scale in UK fleets, and the Government have already tested such vehicles. Those demonstrators build on the £20 million investment made in 2021-22. In a slightly different context, I was absolutely delighted to welcome the first JCB hydrogen digger, a magnificent piece of kit that is emblematic of the innovation we have seen in the sector.
It is also important for me to mention, because we have touched on it, the work we are doing in the area of connected and automated mobility. Some £600 million of joint public and private investment has been placed in that sector since 2015.
John Redwood
At the moment, if a new EV is added to the charging system, it will be a gas power station that has to fire it up, so it is not a net zero product. When will we be in a position to have enough renewable power so that, if an electric car is added, it will be recharged with renewable power?
Jesse Norman
An economist of my right hon. Friend’s distinction will know that it is futile to predict the activity of private markets, because they so often move faster than we would imagine. A classic example of that is the way in which electrification has moved up the range and weight curves over the past few years. It is certainly true that at the moment, electric vehicles rely on fossil fuels for part of their charge, meaning that they are less green than they will be when those fossil fuels are removed from our electrical charging system. Nevertheless, those vehicles remain significantly lower-emission over their life cycle than equivalent petrol and diesel vehicles, including the production and disposal of batteries.
Capacity-building projects for important areas of our connected and autonomous vehicle supply chain are already starting to take place. This country remains one of the first to explore the business case for connected and autonomous mobility as a mass-transit solution. Connected and autonomous mobility will be the future; it will be an electric future, a zero-emission future, and one that is powered by the investments and leadership being provided now, with the private sector, by this Government.
Question put and agreed to.
Resolved,
That this House has considered the UK automotive industry.
Madam Deputy Speaker (Dame Eleanor Laing)
Yes, it would be impossible to manage an electric car without Moto Rugby.
Flying Schools
Jesse Norman Excerpts(1 year, 2 months ago)
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Mike Kane (Wythenshawe and Sale East) (Lab)
It is a pleasure to serve under your chairmanship, Sir Robert.
I, too, congratulate the hon. Member for East Worthing and Shoreham (Tim Loughton) on the powerful personal testimony that he brought to us of constituents and others affected by the closure of flight schools. I also congratulate the hon. Members for North Antrim (Ian Paisley) and for Strangford (Jim Shannon) on their testimonies. For one moment, I thought the Democratic Unionist party was getting on a biblical stage—the tale of two sons, like Cain and Abel, one becoming a farmer and the other a shepherd. One will become a pilot and, on behalf of His Majesty’s official Opposition, I wish that son well in his endeavours.
We are in this debate because two flight schools have closed, one at Dundee airport and the other at Shoreham airport—I say that before I am admonished by the hon. Member for East Worthing and Shoreham, as my notes call it Brighton City airport—which is a sad loss of the jobs for trainers and staff. As the hon. Member for Strangford said, we have a world-class aviation sector in the UK, and we want to keep it that way.
The closure of those valuable facilities most severely impacted the aspiring student pilots who were just setting out on their careers. The closures left them and their families seriously out of pocket, as we have heard. Commercial pilot training can cost up to £150,000 and is not currently eligible for student funding, which is available for other professions such as law and medicine. With no mechanism for student finance, many aspiring pilots take extreme measures, such as multiple loans and—when they can—credit cards, borrowing from friends and families or, as Baroness Vere said as Aviation Minister back in 2019, relying on the bank of mum and dad to get through training.
In May this year, the Government published a report called, “Addressing the cost of pilot training”, which was a fascinating 62-page read in preparation for this debate—
Mike Kane
I thank the Minister for his support on that.
The report highlights the fact that the lack of diversity and the barriers to access are something we all agree on. This is in no way data, but in my capacity as shadow Aviation Minister I attend many events and conferences, and I am still surprised at the lack of diversity in the industry. I get the irony of somebody who looks like me saying that.
To return to the collapse of the two flight schools, the amounts owed to the individual students affected is about £4 million, with an average individual loss per student of some £90,000. That money is unlikely ever to be recovered, as some flight schools do not take payment by credit card—as has been pointed out—so the consumer protections afforded by that method of payment have not been possible. In addition to that, the students are unsecured creditors, so there is no legal requirement for them to be repaid the money—morally, however, that is another issue.
In the decade since 2007, the average cost of initial pilot training in the UK increased by about 54%. Various academic and industry studies undertaken on pilot recruitment have noted that of the thousands of potential pilots who start flight training every year, about 80% leave. The failure to fund tuition fully is cited as a major reason for the drop-out rate.
Research commissioned by the Department for Transport showed that increasingly dynamic market conditions in the light of covid-19 meant:
“Training organisations and airlines suffered financially from lack of operation during the pandemic and lockdowns”.
There is little doubt that being unable to operate would impact on such businesses. For example, Lufthansa Aviation Training suspended its training from the beginning of the pandemic. Interestingly, Lufthansa was able to offer all its 850 students full refunds. I wonder whether the chaos in the sector and the refusal by the Government to offer a sector-specific deal might have added to the knock-on effects we see now.
The heavy reliance on self-funding creates barriers to entry to the pilot profession, disproportionately affecting some demographic groups more than others. Only 6% of pilots worldwide are women, and just 4% are from BAME communities. How can that be? I would be interested to find out the figures for children of a traditional working-class background who cannot rely on the bank of mum and dad. Kids like me ruled out ever becoming a pilot, because there was not, and clearly still is not, a route for working-class children and children with no access to credit who were unwilling or unable to go into debt to fund the training. If I may, I will quote Baroness Vere again: back in 2019, she said that
“social mobility is a fundamental right and it should not be that some people are blocked out of entire careers just because they don’t have the ‘Bank of Mum & Dad’”.
The cost of learning to fly not only plays a key role in limiting the pool of talent that the profession can draw on, but hampers the diversity of the pilot community. There was an attempt to address diversity in the pilot workforce with the creation of a first officer apprenticeship, which is a level 6 qualification that involves training as a co-pilot over a two-year period. Although the scheme is welcome, it is flawed by its very design. Industry sources have said that the £27,000 funding cap is not sufficient to cover flight training. Furthermore, apprentices cannot be asked to take on debt to supplement their training, which puts the onus on the airlines. There are restrictions on bonding apprentices to training providers, but airlines are likely to be unwilling to invest sufficient sums of money in a person who might leave immediately on qualifying. Almost by design, the scheme is flawed.
Moreover, there is a concern that the cost of training to secure a pilot’s licence in the UK may begin to put UK airlines at a competitive disadvantage relative to counterparts in the European Union, where pilot training is less expensive. Other changes have an impact on that situation: since the UK exited the EU, potential non-UK candidates now require settled status to live and work in the UK. In addition, those undergoing pilot training in the UK will be required to sit additional exams to get additional licence approval, which has additional cost and time implications for students. Taking those matters into consideration, there is a real concern that trainees will opt out of a UK licence and fly on an EU licence only, which will significantly reduce the pool of pilots available here. A 2020 study shows that the emerging shortage of qualified pilots is a high priority for airlines. Respondents to the flight operations survey noted upcoming pilot shortages as a top five focus, and 22% said it was their leading focus.
The collapse of the schools only serves to highlight a number of issues in flight schools and wider issues with pilot training: flight schools’ operating models, funding for aspiring pilots, lack of diversity in the workforce and the complexity of the first officer apprenticeship scheme, which by its own construction and in its current format is destined to fail. There is much to be done to ensure that the job of a pilot is open to all, not just to those with a well-resourced bank of mum and dad. I look forward to the Government’s acting on the recommendations of their own report, “Options for addressing the cost of pilot training”, and ensuring a pipeline of talent from all demographics.
The Minister of State, Department for Transport (Jesse Norman)
It is a delight to see you in the Chair, Sir Robert. I thank everyone who has spoken in the debate, and I congratulate the hon. Member for Wythenshawe and Sale East (Mike Kane) on retaining his place in the shadow Transport team. It has been an interesting debate, and I am grateful to colleagues for their contributions. Aviation is a very important sector and is a matter of local importance in the constituencies involved.
Let me start by reiterating the apology that my noble Friend Baroness Vere gave to my hon. Friend the Member for East Worthing and Shoreham (Tim Loughton). I know that she and he are to meet in a matter of days, and I look forward to that being a constructive and engaging conversation. I am delighted to respond to his concerns in this debate. As he will know, the Government regard the aviation sector as an important strategic asset. It contributes at least £14 billion to our GDP every year and supports some 230,000 jobs across all regions of the country. We recognise the sector’s importance both geographically and economically.
It is important to focus, as hon. Friends have done, on the dire impact of training operators’ failures on the students involved. There is a tremendous human cost, which has been brought out well during this debate. I have a particular sense of identification with it because I have a pilot’s licence myself, although tragically it has long since fallen out of use. It was paid for not by the bank of mum and dad but out of my own earnings, in case Opposition Members were wondering. I am the son of a pilot, the brother of pilots, the nephew of a pilot and the grandson of a pilot, so I have a very considerable personal understanding of the issues involved, as well as the ambition, inspiration and joy that flight gives young men and women across this country, as it has done for generations. I fully recognise the point that the hon. Member for Wythenshawe and Sale East made about the increasing importance of a relentless focus on improving diversity in the sector. He is absolutely right about that, in every dimension.
Having said that, what we have here, as far as I can tell, is the disorderly liquidation of three local aviation training operators. That carries with it tremendous disruption and difficulty, and it exacerbates the impact because an individual can literally turn up one day or—as colleagues’ constituents have done—receive an email saying that the institution to which they have confided their hopes, their dreams and a lot of money has gone, completely unexpectedly and without any notice, into liquidation. They may, and in many cases will, receive back none of the money that they have already contributed.
When we think about the wider picture, however, it is important to put things into perspective. May I offer the Chamber a correction to a number that has been used? In 2023—I am advised by civil servants that this is true—there were 11,675 applications for training across all licences in aviation. We are talking about terrible local impacts on a relatively small number of people so far and three failures of ATOs among some 270 registered flight schools across the UK. That is not to derogate for a second from the tremendous importance and extreme sadness and in some cases grief that has been inflicted; it is only to say that making general rules on the basis of a relatively small portion of the whole sector is something that one needs to bear in mind. When we think about the enormous sums that have been lost in some cases, we are talking about people who are in commercial licences at the very top of the pyramid and are therefore as close as one could be to potential long-term gainful employment.
I will come on later to what the CAA is doing and the suggestions that have been made, but let me just pick up on a couple of points that, rightly and importantly, have been made by my hon. Friend the Member for East Worthing and Shoreham. He is right that the pandemic had a difficult impact on the aviation industry generally and on the training sector. As he will recall, the Government made every effort, at considerable cost to the taxpayer, to support institutions, companies and individuals throughout the air transport sector. That amounted to something like £8 billion of pandemic-related support and included support through loan guarantees; support for exporters; the Bank of England’s covid corporate financing facility; the coronavirus job retention scheme, for which I was responsible; the Treasury’s furlough scheme; and the airport and ground operations support scheme. A tremendous amount of specific support for the sector was given during what was a completely unexpected and dramatic change in our business, social, personal and economic arrangements. My hon. Friend is absolutely right to focus on that; he is also right that fuel prices have gone up, which will have had the effect of driving prices upwards.
However, as a former Financial Secretary to the Treasury, I do not share my hon. Friend’s view that a cut to VAT would be the answer to the problem. There is a very simple reason for that. There are many cases of sectors in the UK economy that have called for VAT cuts. In a very small number of cases, because VAT is by design a broad-based tax, reductions have been made to levels of VAT. Very often, they have not been passed on as any kind of saving to the end user; they have gone to support the margins of the company. In the training operator business there may be some value in that, but it is the normal course of things that in a competitive private sector industry there will inevitably be organisations that for various reasons do not manage themselves effectively, or go bust for other reasons.
Tim Loughton
I am slightly disappointed by the Minister’s comment. This is not a huge mass industry; it is not beyond the wit of a regulator or of the Treasury to ensure that VAT savings are directly passed on, or else the companies would not be eligible. Even if the Minister will not consider this for the future, does he not think that there is a moral case for students who have lost their fees and are severely out of pocket at least to be refunded the VAT element that they paid, which has gone or may still go to the Treasury for a service that they have not received?
Jesse Norman
I am not making policy from where I stand; I was speaking as a former Treasury Minister about the general attitude towards VAT and the general problem that no Government of any stamp can compel a private company to pass a saving on to consumers. Indeed, whether or not savings are passed on is itself a function of the competitive conditions in the sector. I will come on to what the CAA can do later in my remarks, but although I understand my hon. Friend’s concern about the cost of VAT, let me remind him that the taxpayer will be a significant loser from the failure of these companies. I recognise a certain strength in his point about individual students being recognised; if he wishes to raise that point with the Treasury or with Baroness Vere, he is very welcome to do so. However, the general policy, as far as I am aware, is the one that I have enunciated for the Government.
Chris Law
I am trying to reflect on what the Minister has said about VAT, and specifically on one of the clear points that has been raised. We are at a competitive disadvantage because we charge but no other country in Europe is charging. If we look at the decline in flying schools and the issues with financing to go and study in the first place, and then someone is being asked to pay 20% on top, what is to stop any young aspiring pilot from saying, “Wait a minute, I’ll just go to Europe where I won’t have this extra 20% surcharge”?
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.
Tim Loughton
I will not take up too much more of the Chamber’s time, because I spoke fairly extensively to start with, but I would certainly like to thank hon. colleagues who have brought to bear their own experiences and those of their families, particularly from the Northern Ireland angle, and from Dundee and the large and important training school that the hon. Member for Dundee West (Chris Law) spoke about in detail.
As I started by saying, this is not a localised issue; it is a UK-wide issue, and we have had three parts of the United Kingdom represented in contributions today, for which I am grateful. But I must say that I am disappointed by the Minister’s response. I fear that he spoke rather more with a Treasury hat on than with his more recent Transport Minister’s hat on. He does seem to be in a state of denial about a very real and serious problem, which is recognised by the industry. He just does not seem to acknowledge that flying schools are in a state of decline and the number of pilots that they have the capacity to produce is substantially declining.
I quoted, again at the outset, that around 2,500 pilot licences were granted in 2015, whereas this year, they are anticipated to be one fifth of that, at 500. That is not a healthy, vibrant business as it stands.
Jesse Norman
I do not think that that number is correct. Let me put that on the record.
Tim Loughton
Okay, well, those are the figures that have been provided by those in the industry. The three flying training schools that have gone under produced many hundreds of pilots a year. That represented a substantial part of the capacity within the United Kingdom. Therefore, I am afraid that this is not a localised problem, involving just a few individual schools. There are serious fears for the sustainability of many of the surviving large schools in particular.
I will not rerun all of the issues that we came up with earlier, but there are serious problems that I hope we will be able to air in more detail when we meet the Minister about the immediate problem of the hundreds of students who find themselves without a course, without the funds to find an alternative course, and without an awful lot from the CAA. I am afraid that that has been the experience, hence the request for the CAA to step up and step in rather more proactively than it has. We need an acknowledgment that students who pay fees up front are vulnerable to the flying schools going out of business, and are without the protections we take for granted when we buy goods and services or embark on educational courses elsewhere. Again, I take issue with the Minister’s challenging that this is some form of education. The clue is in the title: these are flying schools, which are training people, in the air rather than on the ground, to provide a vital public service on which this country relies.
It is not just the training schools and their immediate employees that will be suffering. It is the local economies—the economies of smaller regional airports that rely on the flying training schools for a great deal of their revenue, from touchdown fees or the purchase of kerosene. That is often the most profitable part of the business of those small airports and crucial to their survival, not least my own in Shoreham.
Contrary to what the Minister says, the implications go beyond just the three individual cases of flying training schools that have gone under in the last 10 months. I am grateful that we have had this airing of an issue that has not had a great deal of publicity but which has a great many implications, well beyond the constituencies represented today and the three specific training schools I have mentioned. I hope we can take those points further when we meet the noble Baroness, which I think is next week. I will be happy if any colleagues here wish to join me in that delegation along with BALPA. I am grateful for the time in the Chamber.
Question put and agreed to.
Resolved,
That this House has considered flying schools.
Oral Answers to Questions
Jesse Norman Excerpts(1 year, 4 months ago)
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Ruth Cadbury (Brentford and Isleworth) (Lab)
The Minister of State, Department for Transport (Jesse Norman)
The Government, as the House will be aware, are investing more than any other in active travel, with more than £3 billion in investment over this Parliament, which enables the delivery of high-quality schemes across the country. Active Travel England is helping local authorities to deliver the greatest possible value for money in that investment by ensuring that relevant schemes comply with the guidance. It is also ensuring that any active travel schemes funded by the Department are of the highest quality.
Ruth Cadbury
In 2022, the Minister’s Department said:
“Increasing walking and cycling can make life easier and more convenient for people, whilst helping to tackle some of the most challenging issues we face as a society—improving health and wellbeing, improving air quality, combatting climate change and tackling congestion on our roads.”
His Department’s data confirms all that, including the role that low-traffic neighbourhoods play in all this. Now the Secretary of State has boasted that he has stopped funding for future LTNs as part of the two-thirds cut in active travel, which the local authorities do not have the money to build back up, due to the cuts they have had. Why are the Government pandering to the Twitter warriors and not the data and those in their own party who support investment in active travel?
Jesse Norman
I find that surprising, if I may say so, because this Government are not only investing, but seeking to reduce any possibility of conflict between drivers of cars and cyclists. I do not think the hon. Lady should disagree with policies that are designed to reduce that conflict. What we want to see is more choice for people in how they travel. Inevitably, many and increasing numbers of people want to use active travel, because of all its health and environmental advantages.
Mr Ranil Jayawardena (North East Hampshire) (Con)
While we all want to encourage and give people the freedom to travel how they wish, including by walking or cycling, will the Minister confirm that the Government are 100% not anti-car, that they will allow people the freedom to travel when they want, where they want, in their own vehicles, and indeed that blanket 20 mph zones, where congestion builds up, are not good for anyone in local communities?
Jesse Norman
We are respectful of decisions made locally by local authorities, but he is absolutely right that, as I said, we are seeking to promote choice. That approach does mean that where people want to use cars, they will be perfectly able to do so, and where they want to use active travel, with all its personal and environmental benefits, they can do that as well.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
One of the most effective ways to increase active travel uptake is to improve road safety, but progress in this area has stagnated: the last Labour Government cut road fatalities by almost 50%, compared with a mere 8% reduction under this Conservative Government. Back in 2021, Ministers promised a new road safety strategic framework, but two years and two Secretaries of State later all we have been told is that it will be published in due course. Meanwhile, countless people remain hesitant to embrace active travel due to safety concerns. Will the Minister move beyond the soundbites and provide some much needed clarity on when the strategy will finally see the light of day?
Jesse Norman
We take safety extremely seriously and have done a lot of work on this issue over the years. The whole point of having dedicated active travel infrastructure on the scale that it is being rolled out at the moment is to segregate and improve safety for those using active travel. I am sure that the hon. Lady will welcome the excellent work done on connected and autonomous vehicles, because they offer a potentially revolutionary improvement in safety over time.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
In answer to my written question, it was confirmed that active travel was down to just 1% of departmental spending last year—but that is positively lavish compared with 0.4% this year and 0.5% next year. The Scottish Government will spend £320 million—10% of their transport budget—which is greater than the active travel budget for the whole of England. Will the Minister urgently review active travel spend to ensure that the poorest, who rely more on walking and wheeling to get around, are not disproportionately impacted during this Tory cost of living crisis?
Jesse Norman
The fact of the matter is, through both covid and the Barnett formula, the Scottish Government have been funded at levels that vastly exceed those available in England. If one is a Herefordian, as I am, one looks with astonishment at the increased levels of spending north of the border and wishes that, in many ways, a similar rural landscape such as our own were supported as well as that.
John McDonnell (Hayes and Harlington) (Lab)
The Minister of State, Department for Transport (Jesse Norman)
The answer is no.
John McDonnell
Well, that answer was succinct, if nothing else. The Minister will know that a new chief executive has been appointed at Heathrow Airport Ltd, and he will inevitably meet that chief executive. When he does, will he take him through the costings of any road and rail infrastructure associated with the proposed development of a third runway? Heathrow has offered £2 billion to cover the cost. The Government’s airports commission calculated the cost at £5 billion, but we now believe that, because of the tunnelling under the M25 and the road links and rail links—in particular, the rail links for western and southern access—the cost of the scheme could be between £10 billion and £20 billion. Will he make it clear to the chief executive of Heathrow that not a penny of taxpayers’ money will go into subsidising the profits of the overseas owners of Heathrow?
Jesse Norman
It appears that the right hon. Gentleman knows a lot more about this than I do. Any expansion of Heathrow is a matter for it, as he will know. If that is financed, it will be by private finance for what is a private sector project. The Department has no position on this matter, because at some point the Secretary of State may need to be invited to decide on any development consent order, so we do not take a view.
Jesse Norman
We recognise this important issue. The Secretary of State has had the question put to him by local stakeholders. He is considering the matter and will respond in due course.
Christine Jardine (Edinburgh West) (LD)
Jane Hunt (Loughborough) (Con)
The Minister of State, Department for Transport (Jesse Norman)
All transport infrastructure projects delivered by the Department’s arm’s length bodies are required to undertake whole-life carbon assessments and set carbon reduction targets as part of their business cases. National Highways, HS2 Ltd and Network Rail have already set out ambitious plans for achieving net zero and we are supporting them in their delivery. Through the Live Labs 2 competition, we awarded £30 million of funding to seven new regional projects to boost innovation in decarbonising highways infrastructure.
Jane Hunt
I recently visited Polypipe in my constituency, which designs, develops and manufactures thermoplastic piping systems from recycled material for civil and infrastructure projects. I understand that the Government and National Highways tend to favour the use of concrete to make ducting for cables over plastic for the road network, despite it being weaker, less resilient and worse for the environment. Could more consideration be given to using recycled materials, such as the plastic manufactured by Polypipe, in the construction of road infrastructure projects to help to achieve our net zero goals?
Jesse Norman
I thank my hon. Friend for that question, and it is very interesting to hear about the work of Polypipe. She will be aware that those decisions are for National Highways as an arm’s length body, but she has put that point on the record in Hansard, and I would be very happy to put the question to National Highways so that it is specifically considered in detail.
Andrew Bridgen (North West Leicestershire) (Reclaim)
Does the Minister have an estimate for the cost of decarbonising our transport system, especially when we factor in the improvements to the national grid for the extra electricity supply? Will he also look again at reversing the deeply unpopular policy of banning internal combustion engine vehicles from being sold after 2030?
Jesse Norman
The hon. Gentleman will be aware that a very wide range of information about potential costs and budgets is already in the public domain from the Department across a very wide range of modes. On electric vehicles, we have just consulted on regulations on the zero-emission vehicle mandate, and £6 billion of new private investment is being scheduled on the basis of those projections. That will transform our charging infrastructure, and we should all welcome it.
Mike Kane (Wythenshawe and Sale East) (Lab)
The climate breakdown data coming in from around the planet at the moment is truly terrifying, so decarbonising transport is vital if we are to meet our climate change commitments. Will the Minister pledge to continue the work laid out just four years ago in the Maritime 2050 strategy, as recommended by the Transport Committee?
Jesse Norman
The hon. Gentleman may know that we have just had a very interesting and successful potential negotiation at the International Maritime Organisation. We take this issue extremely seriously, both as regards the decarbonisation of ports and the creation of green routes and other forms of maritime decarbonisation. We absolutely are working on this agenda, recognising that it is one of the most difficult areas of all to decarbonise over time.
Richard Fuller (North East Bedfordshire) (Con)
Martyn Day (Linlithgow and East Falkirk) (SNP)
The Minister of State, Department for Transport (Jesse Norman)
The hon. Gentleman will be aware of our ORCS—on-street residential chargepoint scheme—fund to support on-street charging. We also have the new LEVI—local electric vehicle infrastructure—fund, and have given money to local authorities to support capability building in the area. If there is a specific concern that animates him in relation to his constituency, he is welcome to write to me.
Volumetric Concrete Mobile Plants
Jesse Norman Excerpts(1 year, 5 months ago)
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The Minister of State, Department for Transport (Jesse Norman)
It is a delight to serve under you in the Chair, Mr Efford. I apologise to the Chamber that the roads Minister, the Under-Secretary of State for Transport, my hon. Friend the Member for North West Durham (Mr Holden), is unavoidably detained, but I was involved with this issue when I was roads Minister, so I hope that I can bring some degree of understanding.
I very much associate myself with the remarks made by the hon. Member for Glenrothes (Peter Grant) in relation to the just announced death of Winnie Ewing, who was by any standards a great politician and a great spokesman for her party and her views.
I thank the right hon. Member for Orkney and Shetland (Mr Carmichael) for this motion and for the work he has done on this issue. Let me start by making a fundamental point. In 2017 and 2018, legal changes were made in relation to volumetric concrete mixers in two areas, as he highlighted. One change was to include volumetric concrete mixers in the operator licensing system, which ensures that VCMs are in the same regulatory regime as most large goods vehicles. As far as I understand it, there is no request to revisit that change. The second change concerned the inclusion of volumetric concrete mixers in the annual heavy vehicle roadworthiness testing regime. They were previously exempted, in part because of the difficulty of accommodating large vehicles in testing stations. However, as VCMs are based on a standard HGV chassis, it became clear over time that they could be accommodated on that basis.
It is important to say, however, that no changes were made to the maximum permitted weights for volumetric concrete mixers by regulation. It is also important to see that in context. The right hon. Member for Leeds Central (Hilary Benn) asked whether some of these recent announcements really should be ignored because, as he read it, they were about higher weights. The answer is that no increase to axle weights was announced, and we are principally concerned with axle weights.
Inclusion in the annual heavy vehicle test requires a plate displaying the maximum on-road weight of the vehicle. This displays beyond doubt what is the legally accepted maximum weight on roads of a heavy goods vehicle. That is often different from the maximum weight a vehicle is permitted off-road, or on private land, and which the vehicle chassis can bear.
The Department recognised that there had been a significant period previously of operations on public roads by some volumetric concrete mixers at higher weights than these unchanged maximum on-road weights, a situation that it and others regard as illegal. Therefore, the Department sought views and checked the feasibility of a limited temporary period of operation at higher maximum permitted weights for volumetric concrete mixers. Of course, this is not an uncontested issue. There are other parties—whether they be local authorities, mayoralties, or other players in the relevant market—who have views that may not directly accord with all the views held and discussed in this debate.
Following engagement with parts of the industry and a written consultation, Ministers decided to allow an exceptional temporary weight allowance for volumetric concrete mixers for up to 10 years. Other possibilities were considered, and discussions were held at that time with parts of the industry, but no other exceptions were ever approved by Ministers.
The exceptional temporary weight allowance is a significant adaptation for VCMs, which comes despite the extra wear and tear that they impose on road surfaces. Load modelling done by the Department in collaboration with National Highways—which, at that time, was Highways England—highlighted a particular risk to bridge structures, which affects the durability of this exceptional arrangement. It is therefore not true, as I think was implied in one contribution to the debate, that in some sense National Highways has signed off higher weights. On the contrary, it found in its report that those weights sit outside the bridge load model and therefore are likely to increase wear on bridges.
Peter Grant
The Minister mentions the particular issue of bridges that might not be able to sustain a higher weight. Why is a weight limit not placed on individual bridges, so that the heavier vehicles can be allowed on the parts of the road network that can sustain such loads?
Jesse Norman
That is a separate question, and, of course, local authorities may or may not choose to do such things. This is about what the view of National Highways was, and as I have said, its view was that there was a particular risk to bridge structures and that that was one of the constraints on the durability and longevity of this arrangement.
An initial assessment into road wear by the Department suggested that increasing the weight limit for four-axle volumetric concrete mixers from 32 tonnes to 38.4 tonnes could increase average road wear by between 110% and 220% per vehicle. The exact impact is heavily dependent on the vehicle’s loading.
The Department recently announced the introduction of longer semi-trailers into general use because many operators run out of trailer space before reaching the permitted maximum gross vehicle weight. These longer semi-trailers are up to 2.05 metres longer than a standard trailer, but are designed to carry the same weight as standard trailers. Therefore, there is no increase in the normal maximum weight or axle weights for vehicles using the longer semi-trailers.
The Department recently announced regulations to implement an increase in weight limits for certain alternatively fuelled or zero-emission vehicles. The weight limit increase is up to a maximum of 1 tonne for an alternatively fuelled vehicle and a flat 2 tonnes for a zero-emission vehicle. In all cases, the maximum weight limit for individual axles—again, the key measure—remains unchanged. The vehicle types that are having their weight limits changed by this regulation include articulated lorries and road train combinations with five or six axles normally limited to 40 tonnes and four-axle combinations normally limited to 36 or 38 tonnes. No additional weight allowance will apply to the heaviest articulated lorry and road train combinations of 44 tonnes or four-axle rigid motor vehicles of 32 tonnes.
Mr Carmichael
I am genuinely grateful to the Minister because a number of people in the debate have said, “We do not understand how the decision was reached”, and he has given us an insightful account of how that happened. Those of us who have served in Government know how it often works: the focus is on the process rather than the outcome. That is exactly what has happened here. If he were to compare the outcome—the consequences of the changes that were made—with the consequences of the previous regulations, on any cost-benefit analysis, would it not look like a slightly unusual move to make?
Jesse Norman
It is not true to say there has been a focus on process rather than outcome. On the contrary, it is specifically the concern that there may be an adverse outcome on road wear and tear and safety that sits behind the concern to maintain the position as it is, or has been, on vehicle axle loadings.
Let me come to the wider point that the right hon. Member touched on. I note the points about the value of the industry and that the use of VCMs has important commercial advantages over alternatives, such as allowing an exact quantity of concrete to be produced. That has influenced the implementation of the temporary weight arrangement. However, the 32-tonne maximum weight for four or more axle goods vehicles used in normal service is important in the context of maintaining the roads. It is not possible to allow the general circulation of large numbers of overweight rigid goods vehicles freely on the roads. That would risk substantial structural damage and failure.
For heavy loads, some other construction-related vehicles, such as tippers, are available as six-axle articulated combinations. They can carry higher loads legally. For VCMs, there has been some design development. Part of the earlier reason for the exemption was to allow a period in which there could be design development, but I appreciate that the unladen weight cannot be reduced by the difference between the temporary arrangement and the standard weight limit.
The Department recognises the high level of concern expressed in the debate about the businesses of those operating VCMs. I do not think it is true to say that those businesses have not received a good hearing. They have been extremely effective in making their case over the years, in my experience. The number of colleagues referenced by the right hon. Member for Orkney and Shetland testifies to the effectiveness of the APPG and the sector in mobilising political opinion. Those concerns rightly include the viability of what are, in many cases, small businesses, and we understand that. It is important to recognise, as many Members have today, the contribution made by the industry more widely in the construction sector.
The Department proposes—the right hon. Member alerted us to this key point—to seek evidence about whether the current temporary arrangements for special maximum weights for VCMs should be amended. That comes just over halfway through a temporary 10-year period. The intention is to review the temporary weights and the criteria for them, including how long they will last. The volumetric concrete mixer arrangement is, after all, unique.
In conducting that call for evidence, it will be important to consider whether there are other situations that are in any way similar to the one we have discussed today. National Highways will be commissioned to properly re-examine the bridge load assessments, which have been raised in the discussion, as they relate to VCMs. It is important that all potentially interested parties are able to comment and are reached. We therefore intend that a public call for evidence should be launched during the autumn, and I expect a wide range of parties to be interested and potentially to make submissions.
Dr Whitford
Will the Minister reassure us that the call for evidence will be wide-ranging and not just focused on weight on roads? We have highlighted that ending up sending two lorries—a pumping lorry and a concrete lorry—doubles the weight carried by roads, but we have also highlighted the issues of environmental pollution, congestion and reducing carbon, which are even more important these days.
Jesse Norman
The hon. Lady is absolutely right that those are important issues, and it is very important that a call for evidence does not become a general trawl through the literature but retains its focus, and its focus will be on whether the current temporary arrangements for maximum weights should be amended. I suspect, although I cannot predict—we will leave this for the Minister and officials who are doing the final work to decide—that any proper consideration or evidence that bears on that question will be potentially submissible.
It is important to say that running at higher than usual weight is not without risk. It increases road wear, and some of that road wear increases very rapidly—indeed, up to the power of four—with axle load. Of course, there are also risks associated with braking and tyre wear. Volumetric concrete mixers are used heavily in some urban areas, including central London, alongside cyclists. As I have said, before 2018, and despite the law, some had operated at higher weights for many years. There is a concern that overloaded or heavy volumetric concrete mixers may be liable to have a higher centre of gravity, which could create safety risks. In some recent examples, VCMs have been stopped and found to have severe defects, including being loaded to a weight exceeding that of even the higher temporary arrangements.
All those issues and evidence will have to be taken into account as part of this proper process of consideration, but I hope that hon. Members present will regard it a useful step forward that the Department has decided to hold a call for evidence. I am grateful for the opportunity to debate these issues today.
Oral Answers to Questions
Jesse Norman Excerpts(1 year, 5 months ago)
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Wera Hobhouse (Bath) (LD)
The Minister of State, Department for Transport (Jesse Norman)
As the House will know, active travel is at the heart of the Government’s agenda and we are investing about £3 billion to support it—that is more than any previous Government. The Government report regularly to Parliament on progress towards meeting their active travel goals, and the next report will be published alongside the third statutory cycling and walking investment strategy in due course.
Selaine Saxby
I am delighted that active travel funding has reached North Devon and that part of the missing link of the Tarka trail will be completed. However, the time constraints on when the funding needs to be spent mean that Devon County Council is not yet able to complete the whole stretch. Will my right hon. Friend confirm when further funding rounds will be available to enable this much-needed and long overdue missing link to be completed?
Jesse Norman
I congratulate my hon. Friend, who is a fantastic campaigner for active travel. She rightly says that it is great that North Devon has been able to benefit, along with the rest of Devon, from £1.8 million through active travel fund 4. Active Travel England plans to run a further capital funding round later this year and will work with local authorities, including those in rural areas, to encourage bids for schemes that have high potential to increase walking, wheeling and cycling trips.
Wera Hobhouse
People walking, wheeling and cycling saved 2.5 million tonnes of greenhouse gas emissions and avoided more than 29,000 early deaths in 2021. However, only a fifth of total active travel spending comes from dedicated funding, with the rest coming from various funding pots that are not guaranteed. With such a low proportion of ringfenced funding, how can the Government guarantee that this money is really spent on active travel, which is good for our health, economy and environment?
Jesse Norman
The hon. Lady is absolutely right that active travel—cycling, walking and wheeling—is probably the single biggest health intervention a human being can make in their lives as a choice of habit. She is right to highlight the importance of supporting it, as the Government have—more so than any previous Government. There are a range of pots, including city region sustainable transport settlements, the road investment strategy 2 and levelling-up fund moneys, into which authorities can bid. Many have done so and will continue to do so highly successfully. That provides a continuing opportunity for them to benefit from these levels of increased funding.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
May I associate myself with the condolences that have been sent to those in India?
In 2021, Ministers set themselves four targets to measure progress in active travel uptake. Three years on, how many of these targets are they confident of meeting? I can tell Members that it is not a single one, according to the Government’s own assessment revealed by the National Audit Office yesterday. The NAO report also uncovered a staggering cut to active travel funding of £166 million, which, by the Government’s own workings, would cost the taxpayer more than £700 million in the long run. Will the Minister finally come clean and confirm whether he will be slashing this vital funding by 60% next year, too—yes or no?
Jesse Norman
The hon. Lady will be aware that the Government have had to make efficiency savings across the board as a result of the illegal war being waged by Putin in Ukraine. The report she mentions reflects the fact that the Government set highly ambitious targets, which have always been known and understood to be testing. One great advantage of the installation of Active Travel England—a sensational organisation—is precisely that we can drive better value for money as well as better quality of schemes across the whole of our infra- structure.
Sarah Green (Chesham and Amersham) (LD)
The Minister of State, Department for Transport (Jesse Norman)
The Government are committed to accelerating the transition to zero-emission vehicles. To support this transition, we will introduce a world-leading zero-emission vehicle mandate. That will support the future supply of zero emission vehicles by setting a minimum percentage of manufacturers’ new car and van sales to be zero emission each year from 2024.
Nicola Richards
It is great news that Jaguar Land Rover will manufacture its first UK-made electric car in the west midlands, continuing our long history of attracting manufacturing investment from across the world. Will the Minister join me in welcoming JLR’s £15 billion investment, and does he agree that it shows that we are emerging, thanks to this Government, as a world leader in clean technology, which is good for jobs, good for the economy and good for the environment?
Jesse Norman
Of course, I was delighted to see JLR’s commitment to investing in UK manufacturing and confirming its plans to bring electric vehicle production to the west midlands. Through our policies and investments, the Government are accelerating electrification and unlocking industry investment to meet our net zero ambitions. The automotive industry is a vital part of that process. This is a vote of confidence from the UK’s largest carmaker.
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
May I say how pleased I am that, thanks to the wonderful people at Guy’s and St Thomas’s, I am back in operation?
May I ask the Minister not to get totally fixated on electric vehicles? There are a few companies establishing hydrogen-powered service stations for trucks up and down the country. With less impact on the environment, hydrogen has real possibility in this country.
Jesse Norman
I welcome the hon. Gentleman back to his seat. He will be aware that the Government are very interested in the potential of hydrogen, not just in heavier vehicles but also in maritime and, through hydrogen fuel cells, in aerospace. We take a technology-neutral approach, so I have been looking at all those things. I had the great pleasure of visiting JCB, which has pioneered a hydrogen-based off-road digger, and what a splendid machine that is.
Sir Robert Syms (Poole) (Con)
Although electric cars are important, the EU, under pressure from the German car industry, has put back the date when petrol combustion engines will be banned. What discussions have we had with our industry about whether it might be appropriate to do that here, given that that may give some of our industry difficulty in continuing to manufacture in the future?
Jesse Norman
The third round of consultations on the zero-emission vehicle mandate has just closed. We work closely with all the relevant parties, in particular the car manufacturers. My hon. Friend should be aware that not deflecting from our path, as has been done elsewhere, will not just put the UK further ahead in this area but will trigger a substantial amount of private sector investment in charging infrastructure. ChargeUK has announced that some £6 billion will be invested by private means in the charging network over the next few years, which is to be welcomed.
Carol Monaghan (Glasgow North West) (SNP)
The different application of VAT between domestic and public charging points is clearly a disincentive to those who are considering adopting electric vehicles. Some 38% of households do not have access to private parking and would rely on public charge points. Will the Minister speak to his colleagues in the Treasury to ensure that the Chancellor takes account of that in the next Budget and ensures that this unfair VAT charge is scrapped?
Jesse Norman
It is worth saying that the tax system does support the take-up of electric vehicles already. As a former Financial Secretary, I can tell the hon. Lady that I would be skinned if I made Treasury policy from the Dispatch Box. I am not going to do that, but I have no doubt that my colleagues in the Treasury will have noted her concern.
Chris Stephens (Glasgow South West) (SNP)
Mark Eastwood (Dewsbury) (Con)
The Minister of State, Department for Transport (Jesse Norman)
As I am sure the House will widely agree, speeding is a very serious road safety issue that has a direct link with the risk of collisions, serious injury and fatality. Traffic law enforcement is an operational matter for the police, and operational decisions are for police and crime commissioners and chief constables. That includes policy and procedures for using police powers and resources.
Mark Eastwood
Speeding continues to be one of the biggest issues in Dewsbury, Mirfield, Kirkburton and Denby Dale. Will the Minister agree to visit my constituency to meet with community groups and road safety campaigners and discuss how best we can tackle this problem?
Jesse Norman
The Government are committed to ensuring that roads are safe for drivers. I have no doubt that the roads Minister would be absolutely delighted to visit my hon. Friend in his constituency, and to talk to those community groups and other interested parties about this important issue.
Ruth Cadbury (Brentford and Isleworth) (Lab)
Since 2010, the rate of road deaths has plateaued. Is the Minister proud of that record, and when will he finally publish the long-awaited road safety strategic framework?
Jesse Norman
As the hon. Lady knows, when I was roads Minister, we did a lot of work on safety reviews for walking and cycling. I do not think anyone who looks at the statistics, which of course are not controlled by Government or any single force, will be proud of where they are. One reason why I am excited about the potential for new automated, driver-assistive and other technologies is that in principle, they have the capacity to reduce the number of fatalities and injuries very significantly. That is something we should all welcome.
Matt Western (Warwick and Leamington) (Lab)
The Minister of State, Department for Transport (Jesse Norman)
There are currently over 42,000 public electric vehicle charge points in the UK, alongside hundreds of thousands more in homes and workplaces. The Government have allocated a share of £381 million to every local area in England under the local EV infrastructure fund, and are also supporting rapid chargers along the strategic road network. The Government also provide grants to support the provision of charge points in flats, rental properties, residential car parks and workplaces.
Matt Western
According to The Times, the gulf between the number of electric vehicles on our roads and the number of public charge points has doubled in the past year. Logistics UK reports that many of its operators with commercial vehicles cannot access those points, so it seems that the Government need to do more on planning and encouraging investment. Could the Minister update us?
Jesse Norman
I thank the hon. Gentleman for his question—I thought he was going to mention the £3.29 million of capital funding that Warwickshire County Council has received in this area, but I take the general point he raises. When EV purchases are growing rapidly, as they are in this country, there will be moments of disconnect between the amount of infrastructure and the number of vehicles. We have certainly seen a bit of that recently, and we will perhaps continue to see it for a number of months or more, but what is interesting is that the new zero-emission vehicle mandate allows us to trigger billions of pounds of potential private investment, as I have mentioned. That is a world-leading intervention by Government, and I think it will pay long-term dividends in supporting the expansion of the electric car fleet.
Mary Glindon
EV charging in the north-east is falling behind the rest of the country. Most of the stock are older, much slower charging points that often do not work, and the ones that do are often at capacity. Will the Minister commit to working with Transport North East and our councils to ensure that owning and charging an electric vehicle continues to be a possibility in our region?
Jesse Norman
The point of the LEVI fund is precisely to create an equitable spread of public charge points around the country. The north-east is not badly served in the overall numbers per head of population, but we can always do better. I would be happy to meet any local organisations that are committed to that agenda, as the hon. Lady has suggested. She will know—if she has not done so, she can check in the transparency records—that we have been very active in dealing with local authorities, motorway service operators, charge point operators and others with an interest in this area.
Stephen Hammond (Wimbledon) (Con)
Does my right hon. Friend agree that if local authorities were to look at their byelaws, that would enable EV charging gullies to be facilitated for those who do not have off- street parking? That would have a huge impact on the roll-out of EV charging infrastructure.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
I associate those on the SNP Benches with the Secretary of State’s comments on the horrendous rail incident in India.
Last week, my hon. Friend the Member for Kilmarnock and Loudoun (Alan Brown) and I visited the Cromarty Firth, Aberdeen and Orkney to see the real progress in Scotland’s renewables and transport decarbonisation sectors, including the public charger roll-out, where Orkney has the highest number per capita in the UK—four times the English rate outside of London—and Scotland has twice as many rapid chargers per head. Surely that shows the fundamental role of Government in driving transport decarbonisation. The low numbers in England outside of London highlight the danger of leaving it to the market.
Jesse Norman
I do not accept the premise of that argument. We have discussed it in the Select Committee. My hon. Friend the Member for Wimbledon (Stephen Hammond) was right, because he highlighted the different technologies that can be used rapidly to extend charge points, including gullies and pop-up charge points. We are in the process of rapid expansion and change, and the House would expect that to continue. The amount of private sector investment that we have already triggered or will be triggering through the mandate once it is on the statute book will drive that process still faster.
Gavin Newlands
What the Minister says ignores the reality that the gap between Scotland and England on chargers is widening, rather than narrowing. What we have seen in Scotland is a party that believes in the power of Government to benefit transport. We have EV infrastructure outstripping England, a publicly owned rail service scrapping peak-time fares, many times more zero-emission buses ordered and on the road, and active travel spending increasing to more than £300 million while budgets here are butchered. Is it not time that the Government admitted that the Thatcherite deregulation model has failed completely and instead got to work helping the state to build a transport network fit for the 21st century?
Jesse Norman
I do not accept that at all. It is inevitable with a change of this magnitude that it will be essential for state interventions to trigger private investment. That will go in the first instance where it can trigger additional growth in the market. We use the LEVI fund and other mechanisms to ensure equity across the country.
Michael Fabricant (Lichfield) (Con)
Marion Fellows (Motherwell and Wishaw) (SNP)
The Minister of State, Department for Transport (Jesse Norman)
As the hon. Lady will know, I have already outlined the support that we have been giving and the warm interest we take in hydrogen, so I am very interested to hear what she says. If she could bear to send me the details, I will make sure that I or the relevant Minister responds to her.
Scott Benton (Blackpool South) (Ind)
Jesse Norman
I thank the hon. Gentleman for his question. We had a Westminster Hall debate on this a few months ago. As he will know, the UK policy on public service obligations is to protect existing routes in danger of being lost, and the DFT jointly funds routes into London from Newquay, Dundee and Derry/Londonderry. Lord Hendy’s independent Union connectivity review has now been lodged. We have welcomed it, and we will continue to consider the ways in which PSOs can help the Government to achieve regional connectivity needs.
Florence Eshalomi (Vauxhall) (Lab/Co-op)
British Transport Police highlighted that instances of sexual harassment and sexual offences on public transport have soared by a shocking 175% between 2019 and 2020. We need our women and girls to feel safe to use public transport, and to use it so that we can tackle the climate emergency. Labour is committed to halving violence against women and girls. When will the Government match that commitment and make sure that our women and girls feel safe to use public transport?
Selaine Saxby (North Devon) (Con)
Jesse Norman
My hon. Friend might know that I visited Devon in a previous incarnation as roads Minister precisely to look at its innovative work on potholes. She will also be aware that the Government are investing £5 billion in local highways maintenance outside London, with the mayoral combined authorities already receiving CRSTS—city regional sustainable transport settlement—money. It is up to each local highway authority to decide how best to spend that money, but of course we do expect them to be able to account locally and we also think about how roads are surveyed and assessed and how well they are being treated as assets by those authorities.
Rachel Hopkins (Luton South) (Lab)
With Luton Town being promoted to the premier league last week, many fans will be travelling by train, including from London clubs such as Arsenal. However, as the Minister knows, Luton station is sadly not accessible for many people with mobility issues, and while he has confirmed Access for All money is forthcoming to put lifts in the station by next year, what recent conversations has he had with the Sport Minister, the right hon. Member for Pudsey (Stuart Andrew), regarding accessibility of the rail network for travelling sports fans?
Antony Higginbotham (Burnley) (Con)
Jesse Norman
In 2021, we asked National Highways to undertake a study looking at possible interventions on or around the M65 at Colne. That study focused on localised congestion pinch points on that road, which is owned and managed by Lancashire County Council. It concluded in 2022, and the findings were handed over to the council and Transport for the North. It is for them to decide what further action they may wish to take as a result, but I know they will, and they certainly should, attend closely to what my hon. Friend said.
Rachael Maskell (York Central) (Lab/Co-op)
I refer the House to my entry in the Register of Members’ Financial Interests. There is real frustration because the Secretary of State and the rail Minister will not talk and settle the dispute between the trade unions and the operators. No talks have been held since the beginning of the year. When I speak to the rail companies, they say they want to do a deal and they believe that there is a pathway to end the dispute. When I speak to the trade unions—ASLEF and RMT—they say the same. So why will he not get round the table and end the dispute?
Mrs Sheryll Murray (South East Cornwall) (Con)
Jesse Norman
I thank my hon. Friend very much for her question. She knows, and I have already said, how important the safety of all road users is to the Government. This part of the A38 has a high collision rate and we want to address that with local authorities. A package of safety measures between Carkeel and Trerulefoot was announced as a pipeline scheme in the second road investment strategy for delivery in the future RIS. National Highways consulted on proposed safety improvements and continues to develop its plans in the light of feedback received. We will encourage it to accelerate that work.
Mr Barry Sheerman (Huddersfield) (Lab/Co-op)
Is the Secretary of State aware of the anecdotally large number of learner drivers who deliver pizzas and that sort of stuff? They have learner plates. They have had no training. Is he worried? We have all heard anecdotally that there are lots of casualties and deaths. Has he any hard facts on that?
Maggie Throup (Erewash) (Con)
Roadworks that continually reappear on the same stretch of road at multiple locations are a major cause of congestion across the towns and villages in Erewash, particularly in Long Eaton and Sawley. What steps is my right hon. Friend taking, in conjunction with colleagues in the Department for Levelling Up, Housing and Communities, to ensure that utility companies better co-ordinate their work schedules to minimise disruption to road users?
Jesse Norman
My hon. Friend is absolutely right that that can be a complete pest. Over the last few years, the Government have taken some action to address that. Utility companies have a right of access to highways to install and repair apparatus, and we rely on them to do so in many ways. The Government introduced a number of initiatives, including the development of Street Manager and regulatory changes, which are all designed to improve the efficiency of how such works are carried out and co-ordinated.
Patrick Grady (Glasgow North) (SNP)
As chair of the all-party parliamentary group on Malawi, I often hear from stakeholders, both business and civil society, about their frustration over the lack of direct flights between the UK and Malawi. I appreciate that that is largely a commercial decision for operators, but what role can the Department for Transport play in bringing together interested parties to discuss what options might be available?
Sir Christopher Chope (Christchurch) (Con)
Does my right hon. Friend agree that road congestion is bad for the economy, bad for the environment and bad for the mental health of motorists? To that extent, why are the Government pursuing policies that are making road congestion worse rather than better?
Jesse Norman
There are a range of independent estimates of the impact of road congestion financially. They range between hundreds of millions of pounds and billions of pounds; my hon. Friend is absolutely right. The Government are not taking any action to increase congestion. Many schemes, for example active travel schemes, which are regarded by some—by some—as schemes that increase congestion, actually reduce it. He will notice, however, that some schemes put in place under the emergency active travel fund two or three years ago during the pandemic have been revised. I think local authorities are coming to realise that those were somewhat inexpeditiously put in place and we hope they will continue to do so.