Blue Badge Eligibility

Jim Shannon Excerpts

Wednesday 16th July 2025 Westminster Hall

[Helen Grant (Maidstone and Malling) (Con)]

I beg to move,

That this House has considered blue badge eligibility for cancer patients and people with life-altering illnesses.

The issue that brings us here today was brought to my attention by Elli Hodgson, a local journalist with the Kent Messenger newspaper. Her paper recognised that cancer patients and others with life-altering conditions were being denied the vital accessibility afforded by the current blue badge scheme, because they do not fall within the eligibility criteria—namely, having an enduring and substantial disability, typically defined as likely to last at least three years.

Cancer treatment such as surgery and radio and chemotherapy can have significant side effects, including extreme fatigue, pain and mobility restrictions. Mental health can also be undermined by the fact that patients are often in a personal battle with life and death. Sometimes those impediments might not last for three years, but they can still reduce access to essential services during treatment and recovery. In many situations, the effects of the disease and treatment last longer than three years. Indeed, under the Equality Act 2010, the Government rightly recognise cancer as a disability from the point of diagnosis for the remainder of a person’s life.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for securing this debate. I spoke to her beforehand about issue, which comes up regularly in my constituency office, so I commend her for securing this debate. Does she not agree that certain illnesses should have an automatic blue badge entitlement? Saying that someone has nine months to live rather than six months because of cancer or a terminal illness does not take into account the havoc that is also caused when someone has fatigue and breathing problems. The current system is much too stringent and puts pressure on GPs to write in support of something that really is a no-brainer and should not be necessary at all.

[Helen Grant]

As usual, the hon. Gentleman makes an excellent point. I agree with him that certain illnesses should have an automatic entitlement, because at the end of the day we should be making it easier for people who are going through hell, rather than harder and more complicated.

It is not just the three-year rule that is out of step for people with shorter-term conditions. Blue badge applications take 12 to 15 weeks to be processed, which is far too long in terms of cancer timelines, and rejected applicants cannot reapply for six months. Again, that is incompatible with cancer treatments, where debilitating physical effects can quickly arise. So today I speak on behalf of the many thousands of cancer patients and people with life-altering conditions whose lives could be made so much easier if they had access to a fairer blue badge system.

The issue came to the Kent Messenger’s attention through the experience of an employee, a lady called Sandy Burr, who is with us in the Public Gallery today. Sandy was diagnosed with skin cancer in 2024. She applied for a blue badge when she found out that her toe needed to be amputated. Not long after the operation, she was rushed back into hospital with breathing difficulties. Doctors found blood clots in her lungs, causing embolisms. She is now undergoing immunotherapy, which has additional debilitating side effects. All those issues further impact how far Sandy can walk with her crutches. Sandy’s blue badge application has been refused by Kent county council, and she told me that the rejection felt like a kick in the teeth. She said that her mindset was focused on being brave and trying to stay alive, and she did not feel she had any extra fight in her to deal with the rejection or to appeal.

Another lady, Bev Evans, also shared her story with me and the Kent Messenger. Bev fell downstairs and broke her neck in 2020. She now suffers permanent injury and has extreme mobility issues. She, too, has been rejected for a blue badge by Kent county council on two separate occasions. No reasonable explanation was given. Applications are made online, and in Bev’s case the computer just said no, because it thought she might get better within three years. It did not say why it thought that. Bev cannot walk without crutches and has no realistic prospect of a full recovery.

Condition of Roads: Cheshire

Jim Shannon Excerpts

Monday 14th July 2025 Commons Chamber

[Aphra Brandreth (Chester South and Eddisbury) (Con)]

I am grateful to have secured today’s Adjournment debate on an issue that affects communities across the country: the condition of our roads. Although I will focus on the situation in Cheshire and in my constituency of Chester South and Eddisbury, and on what I believe is a failure by local authorities to get to grips with the issue, I will begin by setting the context and reflecting on the broader systemic problems with how we repair and maintain our road network.

The Public Accounts Committee recently published a report on the condition and maintenance of local roads in England. It shows that this problem is widespread; that the Department for Transport does not have a good grasp of the real condition of local roads in England; and that funding arrangements to local authorities are likely to be pushing them to focus spending on short-term, reactive work. In my view, this reactive rather than proactive approach to road maintenance in Cheshire urgently needs to change. Instead of neglected routes being identified and tackled, particularly in rural areas, we see a pattern of piecemeal catch-ups on individual potholes rather than long-term, cost-effective repairs that offer real value for money.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for securing the debate; I spoke to her beforehand. I am reminded of the old wee rhyme that my mother used to say to me: a stitch in time saves nine. Does the hon. Lady agree that a pothole repaired in time can save lives? The Government must be more proactive in ensuring that we deal with the small issues and save money before they become costly, large issues.

[Aphra Brandreth]

That is exactly the point I am making—the hon. Gentleman says it very well. As I outline the issue in more detail, I urge the Minister to consider how local authorities might be encouraged to take a more strategic, preventive approach. I have lost count of the number of times that frustrated residents have asked me why a white circle of paint has been drawn around one pothole, while another right next to it is left untouched because it does not meet the criteria for repair. We all know that within a week or two a team will have to return to fix the one that was missed.

Road Safety Powers: Parish and Town Councils

Jim Shannon Excerpts

Monday 30th June 2025 Commons Chamber

[Sam Rushworth]

That is an excellent point that I had not considered, so I will tack it on to the end of my speech. I welcome that intervention. There will be a lot of interventions tonight, but I say to the Minister that perhaps we could have some sort of deal whereby if she gives in to my demands 30 minutes in, we will not take the debate to the full two and half hours that we could have.

[Jim Shannon (Strangford) (DUP)]

rose—

[Sam Rushworth]

How could I not?

[Jim Shannon]

I commend the hon. Gentleman for securing this debate. We do not have parish councils in Northern Ireland, but councils have an important role. They are not the enforcers of road safety like the police, but they have an active role. It is clear that local knowledge—the thing the hon. Gentleman is referring to—is imperative when considering wide-ranging road safety issues. Does he agree that joined-up thinking between branches of Government is essential to improve safety and ensure that people power always wins?

[Sam Rushworth]

I welcome the hon. Gentleman’s point about joined-up thinking. I will make some brief progress in my speech, because at the heart of what I am asking for is for town and parish councils to be listened to. I meet them so often, and they are the most local level of government and the closest to people who live in those neighbourhoods. Time and again they ask for the same basic things and they are not listened to. I will give some examples.

The village of High Grange in my constituency has two 60 mph country lanes that run either side of it. I am speaking tonight on behalf of the children who ask, “Mam or dad, can I go across the road to the park?”, but whose parents do not feel safe letting them cross that 60 mph lane to get there. I speak also for the pensioners on the other side of the same village who want to get across the road to the allotments, but who do not feel safe crossing over.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 26th June 2025 Commons Chamber

[Simon Lightwood]

During the passage of the Bus Services (No. 2) Bill in the other place, we committed to writing to all local transport authorities asking them to pause the installation of a specific kind of floating bus stop, where passengers get off the bus straight into a cycle lane or an island. That is because they have been identified through research as problematic for people, particularly those with vision issues. We have already done work with Active Travel England and Transport for London to identify a design standard. Fundamentally, this Government believe in accessible transport for everyone, and that is exactly our ambition.

[Jim Shannon (Strangford) (DUP)]

If we are to deliver local bus services, we must deliver buses that are efficient and technologically modern to ensure we can meet those targets. With that in mind, will the Minister assure the House that any action taken by Government to provide buses and local bus services will support bus manufacturing across all parts of the United Kingdom of Great Britain and Northern Ireland and, in particular, Wrightbus in North Antrim?

[Simon Lightwood]

Absolutely, and that is why I was so proud to chair the first bus manufacturers expert panel in March. That is a year-long project with bus operators, bus manufacturers and mayors across the country to try to forge a smooth pipeline of orders to support our fantastic UK manufacturers.

Speed Cameras: Installation Criteria

Jim Shannon Excerpts

Tuesday 24th June 2025 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for securing this debate. She is right to mention the organisation Brake and the good work it does; it does the same good work in my constituency, and we all benefit. In Northern Ireland, speed cameras are primarily installed in locations with a demonstrated history of injury, collisions and speeding problems, so they are mostly on motorways rather than in country areas where there are more accidents, with the result that they are not as effective as they could be. Does she agree that the oversaturation in some areas and underusage in others has led to the general public losing confidence in the use of speed cameras as a tool for road safety, and instead, many see it as a revenue-raising exercise?

[Lisa Smart]

I am grateful to the hon. Gentleman for his comments. The safety of road users, be they vehicle users, cyclists, pedestrians or mobility scooter users, needs to be at the heart of decision making on speed cameras. I agree that safety rather than revenue needs to be at the centre of any decisions.

In my constituency of Hazel Grove, the danger is real and it is happening right now.

Transport Infrastructure: Cramlington and Killingworth

Jim Shannon Excerpts

Tuesday 17th June 2025 Westminster Hall

[Emma Foody (Cramlington and Killingworth) (Lab/Co-op)]

I beg to move,

That this House has considered transport infrastructure in Cramlington and Killingworth constituency.

It is a pleasure to serve under your chairship, Mr Stringer. I am pleased to debate this important issue and to see the Minister for future of roads. It will come as no surprise to her that I will take the opportunity to talk about the Moor Farm and Seaton Burn roundabouts in my constituency. We have become pen pals on this issue and I thank her for her responses and for meeting me about it.

I start by warmly welcoming the Government’s recent announcements in the regional growth statement, with £1.8 billion secured for the north-east; the emphasis on delivering capital projects in the spending review; and most importantly, the announcement on the Green Book. That will support transport infrastructure investment in communities such as mine in Northumberland, North Tyneside and Newcastle.

For too long under the Conservatives’ Green Book we were disadvantaged—missing out on the investment we deserve due to outdated formulas. Those recent announcements show a Government committed to long-term growth and investment. I want that to be used to unlock the enormous potential of my communities.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for bringing forward this debate. Before she was elected, she had a scheme that she wished to happen. Now, as an MP, she has the opportunity to push it forward, and she will hopefully get a response from a sympathetic Minister. Does she agree that if that infrastructure is not in place, it will hold back economic growth in her constituency? It is important to move that project forward, because with that every other project can move forward.

[Emma Foody]

I absolutely agree with the hon. Member—it is as if he has seen the key points of my speech. This is a critical piece of infrastructure in my area for all the reasons he said and more.

One such game-changing project for the north-east would be the upgrading of the Moor Farm and Seaton Burn roundabouts. Those who do not know about these roundabouts have never heard me speak in this place, because I talk about them a lot. Moor Farm is a major, strategic six-armed roundabout that links the A19, A1 and A189 and sits to the south of Northumberland, on the border with North Tyneside. This heavily congested and well used roundabout is a key gateway across south-east Northumberland to the Northumbria specialist emergency care hospital in Cramlington and to the new data centre in Cambois that the Government have been pivotal in supporting.

Seaton Burn links Northumberland and North Tyneside to the A1 and on through to Newcastle, as well as providing links to south-west Cramlington, an area of significant housing development, and the villages to the north-west of North Tyneside. These critical pieces of infrastructure form part of the south-east Northumberland corridor, as well being a key link to Blyth, Killingworth in North Tyneside, and Newcastle. Both roundabouts sit on the A19, which is of strategic importance to the north-east more widely, linking to the Port of Tyne, South Tyneside and Sunderland, and to key employment sites such as Cobalt Park, Follingsby Park and the International Advanced Manufacturing Park.

In earlier road investment strategies, Silverlink and Testo’s roundabouts, further south on the A19, have been upgraded. Those earlier works significantly improved traffic flows on the A19 through the north-east to south-east Northumberland. It is now possible to travel north on the A19 from Thirsk in North Yorkshire all the way to south-east Northumberland without hitting an at-grade junction—until Moor Farm roundabout. Surely, now is the time to finish the job and complete the junctions to the end of the A19 at Seaton Burn.

My area has seen significant housing developments in recent years, including estates such as St Nicholas Manor, the Fairways and West Meadows in Cramlington, and Backworth Park in North Tyneside, with future sites including Killingworth Moor and Murton Gap—all of which add pressure to the roundabouts. In 2022, the section of the A19 east of the Seaton Burn junction had an annual average daily flow of 44,300 motor vehicles, while the section of the A19 east of Moor Farm had an annual average daily flow of 33,900.

The result is that the roundabouts are past breaking point. Do not just take my word for it; the Department for Transport’s own statistics show that, between 2021 and 2024, there was an 87% increase in delays through the northbound A19 section of Moor Farm, and a 36% increase southwards. The A19 section of Seaton Burn saw a 31% increase during the same period, which has a knock-on impact on the A1, with an 18% increase in delays joining Seaton Burn on the A1 northbound.

Hydrogen-powered Aviation

Jim Shannon Excerpts

Tuesday 17th June 2025 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a real pleasure to serve under your chairship, Mr Stringer. I thank the hon. Member for North Somerset (Sadik Al-Hassan) for leading the debate and setting the scene so well. It is a pleasure to see the Minister and shadow Minister in their places. I look forward to the Minister’s response and helpful answers to our questions, to ensure we are encouraged by this debate that benefits will come to our constituencies.

Hydrogen is an alternative that is becoming more widely explored. There is no doubt it could and must play a part in the UK’s contribution to net zero targets. The ultimate secret to reaching net zero targets is how to do so without adversely impacting our constituents. I am not a sceptic—I never have been. Some people might be sceptics, but I am not one of them. I recognise the importance of meeting the targets, and hydrogen is one way to do that. Alternative forms of energy are being used in many transport paths, so it is important that we are here today to discuss the progression of our aviation industry.

I want to mention some of the things that are happening in Northern Ireland. Undoubtedly, a progression to hydrogen rather than fossil fuels has its benefits in terms of the transport industry. There are zero carbon dioxide emissions. Hydrogen is attractive for long-haul flights and has faster refuelling mechanisms. Of course, cost implications are very important as we move forward. Any new technology is always costly at the start, but as it gets easier to do, the cost implications reduce. At this moment in time the implications are incredibly large. Airports across the UK will require massive infrastructure upgrades. Most planes will require to be redesigned with larger storage capacity and the freezing temperature of hydrogen must be considered, so there are cost implications there. But for every airport across this great United Kingdom of Great Britain and Northern Ireland, we can do it better together.

Companies across the UK such as Airbus, easyJet, Boeing and Wrightbus in NI have looked at and announced plans for hydrogen-powered aircraft and other modes of transport. We just need to look at the transition that was made back home in Northern Ireland by Wrightbus in Ballymena, who developed a green hydrogen production facility capable of powering up to 300 hydrogen buses daily. It has taken some time to get there, but it was on the cusp of something new, and I understand that now almost every bus in London is a Wrightbus, with potentially more across the country. Furthermore, Airbus has announced plans for a hydrogen-powered commercial aircraft by 2035. That is another indication of the timeline. easyJet successfully tested a hydrogen combustion engine in 2022. There have been many advances—small steps now, but great steps for the future as we look forward.

We have spoken a lot today about the importance of our aviation and aerospace sector to the economy of the United Kingdom of Great Britain and Northern Ireland. When we look at transforming capabilities for the future, the key word is investment, so I am keen to get the Minister’s thoughts on how he sees that investment happening with all of the United Kingdom of Great Britain and Northern Ireland as the beneficiaries of that. We are very fortunate to have a Minister in place who is a friend of Northern Ireland and who regularly visits. He has had discussions with the Minister back home at the Assembly to formulate ideas and move forward positively and constructively.

The key phrase is investment in the sector. I look at companies such as Spirit AeroSystems in Belfast and in my constituency of Strangford, which offers world-class aerospace engineering capabilities but is in the middle of a “buyover” that guarantees nothing for Northern Irish jobs. In the Chamber last week, when I had an opportunity to ask the Secretary of State for Business and Trade about this, they were agreeable to the idea of meeting unions and people who could “buy over” to ensure the continuity of jobs across Northern Ireland. How can we possibly talk about investing in companies like this but offer nothing to preserve the future? It is really important that we get it all together in the right way. Perhaps this is a reminder to the relevant Ministers that issues like this will not go away, and that Government intervention to protect the future of our aviation sector is imperative.

There are roles in which all companies across the United Kingdom can play a part, small to large. All of us have a role to play. Some are more critical, but all of them are very helpful. For the likes of Northern Ireland, for instance, we have smaller airports that are perfect for short-haul early flight trials. We are very fortunate to have Belfast International, Belfast City and Londonderry airports, but they are all for short-haul and domestic flights, although there is an indication that next year there will be direct flights to the United States of America.

On early flight trials I have one thought. Ards airport is a small constituency airport—we have the Ulster flying club—and there are possibilities for using that for early trials. Why not? That shows that the reach of this debate can go even further. We have green targets that we are planning to meet. It would be fantastic if the UK could be a global leader in green aviation, but we must never underestimate the cost, the time and the infrastructure that are required.

There is no doubt about the Minister’s commitment to the aviation sector, but I look to him to get an idea of his plans and strategy for the future. That is the encouragement that I am looking for today arising from this debate, and I seek reassurances about people’s jobs in the aviation sector. We need to retain people with the relevant skills, so in the event of any changeovers—for instance, at Spirit AeroSystems back home—we must ensure that jobs are retained and encouraged. The industry would be nothing without the workers in it, who make it what it is, and Government intervention is required to maintain its success.

I look forward to seeing what the future looks like for hydrogen-powered aviation, and I have a very strong and positive hope—indeed, perhaps a vision—that the United Kingdom of Great Britain and Northern Ireland can showcase what we have to offer for the future of aviation, and particularly for hydrogen-powered aviation.

Sustainable Aviation Fuel Bill

Jim Shannon Excerpts

2nd reading
Wednesday 11th June 2025 Commons Chamber

[Mike Kane]

I thank the hon. Member for his contribution and join him in thanking James Hygate OBE for his work in this area. On the serious point about waste, I sit on the small ministerial group for the circular economy. It is a big part of what this Government are trying to do, and we will see how that work progresses.

The UK stands at the forefront of global efforts to decarbonise aviation. When this Government came into power, we acted immediately by laying the statutory instrument for the SAF mandate, which has been in place since 1 January. We have established the UK airspace design service, a programme of work that will modernise the airspace above us by decarbonising and supporting cleaner flights with fewer delays. We are now the first legislature on the planet to introduce a revenue certainty mechanism, and the world is looking to us. I hope that this House can get behind us.

[Jim Shannon (Strangford) (DUP)]

We cannot help but be excited about the Bill because of its potential to deliver. The Minister is a good friend of us in Northern Ireland, and a good friend of all of us in this Chamber and across this great nation. There are innovative people in Northern Ireland who have the technology, and they wish to play their part. Is it the Minister’s intention to ensure that everyone across this great United Kingdom of Great Britain and Northern Ireland has the opportunity to feed into SAF and to gain the benefit from it?

[Mike Kane]

I am always delighted to answer questions from the hon. Gentleman, who represents a place that I love dearly. I have responsibility for maritime travel, and we see Artemis Technologies decarbonising our maritime sector. We have refineries in Belfast. I spoke to a major chief executive whose family emigrated to Canada from Belfast and who is very fond of the city. We expect him to talk to his companies about applying for the contracts when we eventually let them do so, and that will be key.

I have a lot of questions to get through. The £1.50 that the hon. Member for Orpington (Gareth Bacon) mentioned could be £1.50 more or £1.50 less, but I am happy to hand over £1.50 to him now, if he wishes. That is not going to have an impact on people’s ability to fly to destinations, as he rightly said. I think people flying for their annual holiday is key to the British way of life, and I do not want to damage that whatsoever. That analysis comes from Department for Transport business team itself.

Many of the questions were about going faster. I must gently point out that we were promised four plants by 2025 by the last Government, but I am not going to get into that. We could not go any faster—this is still the first Session—and we had to introduce the mandate and we are now introducing part 2, which is the RCM. So I would say we are going at as fast a pace as humanly possible.

We are neutral on when the contracts are bid for, so I say to those worried about waste or HEFA streams that these contracts change over time, and we will see what bids come in. The hon. Member for Orpington also mentioned large plants, and he will have seen Members—mainly those Government Members behind me—from our industrial north, south Wales and other places queuing up to get advanced, high-manufacturing facilities with well-paid, trade-unionised jobs. As we advance this, we are working with the industry on the strike price.

The Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), said this is not a silver bullet, and it is not, but it is part of the package—airspace modernisation, sustainable aviation fuels, carbon pricing, carbon capture technology and zero emission flight—that this Government are pursuing to decarbonise aviation in our country, and we are investing £1 billion in the Aerospace Technology Institute to do that.

My hon. Friend also mentioned Heathrow, and my right hon. Friend the Secretary of State, who has shown great leadership in this space—along with other Members, officials and the industry—has pointed out that the expansion of Heathrow is accounted for in the sixth carbon budget. I thank the hon. Member for Wimbledon (Mr Kohler) for his thanks to me for getting on with what is part of a package of decarbonisation, as he rightly pointed out.

My hon. Friend the Member for North Somerset (Sadik Al-Hassan) is a doughty champion for Bristol airport—he mentions it every time I meet him in the Tea Room—and a champion for hydrogen. I look forward to visiting his airport and to replying to his Westminster Hall debate on Tuesday.

The hon. Member for Mid Bedfordshire (Blake Stephenson) takes any opportunity he has to plug the Universal theme park. He spoke about his support for Luton airport, and how it will be a gateway for regeneration in his area. On how the approach differs from those of other markets, we are the first ones to do it. If we get this done in the next few weeks, we will be the only legislature on the planet to have done so, and the world is looking to us to move this forward.

Coming to my hon. Friend the Member for Derby South (Baggy Shanker), there was a bit of an arms race between Members, if they do not mind my saying so, about who loves their airport the most—Teesside, Norwich, East Midlands and on it went. I think we should have an independent competition for who loves their airport—

Mass Transit: West Yorkshire

Jim Shannon Excerpts

Tuesday 10th June 2025 Westminster Hall

[Mark Sewards (Leeds South West and Morley) (Lab)]

I beg to move,

That this House has considered Government support for mass transit in West Yorkshire.

It is a pleasure to serve under your chairship, Ms Jardine. Last week, I was delighted to have secured this debate, and the confirmation of its date came through just an hour before the news that the Government will indeed be investing £2.1 billion in West Yorkshire’s public transport, including more than £1 billion for a new tram in Leeds and Bradford, so I am now even happier to have secured it and to be leading it.

I will start with the background to that decision and explain why it is such a huge moment for my home city, Leeds, and for our home region of West Yorkshire. Leeds is currently the largest city in Europe without a mass transit system—that is such a well-known fact that if I had been given £1 every time I heard it, I could have personally financed the mass transit system 10 years ago, with spare change for a space programme—but transport aficionados and Members from my part of the world will know that that was not always the case. Leeds had a horse-drawn tram as early as 1871, and at its peak the network—which did not have horses by that time—had 476 trams and 124 miles of track. But while the horses did not leave us completely, the trams did. What had once been one of the largest urban transport systems in the UK was finally closed down, and in 1959 we saw the end of our tram system.

Leeds was often referred to as the “motorway city of the seventies”—I think that even appeared on a stamp—because we became entirely reliant on the car, which has held us back in some respects. There is only so much traffic that can be added to our roads before they have to be expanded, with new lanes added and traffic systems rethought—and often only for temporary benefit, before the next solution has to be considered. To their credit, policymakers and politicians figured that out—it is not something that we have just come to ourselves.

Trams can carry approximately four times as many passengers as a typical bus, and they massively increase the transport capacity of any region. They are versatile and can run alongside road networks where needed, because they can be segregated from traffic to avoid congestion and improve journey times for passengers. Trams are also very consistent. That is why politicians have tried multiple times, without success, to bring mass transit back to Leeds.

We have had everything: plans for trams; a trolleybus scheme; an elevated railway that was not dissimilar to the monorail in an episode of “The Simpsons”; and even, if we care to go back far enough, an underground proposal. That has left some people in my city highly sceptical of the announcement last week, because we have been burned too many times.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for bringing forward this welcome debate. I spoke to him earlier, and I know that this has been a passion of his since before he became an MP. I am pleased to see the Minister in her place, and I am sure she will not let him down when she replies—no pressure, Minister! Does the hon. Gentleman agree that these transportation routes and hubs, which residents in London take for granted, take decades to build, but without sustained investment they are simply dreams? Does he also agree that Government and the Minister need to commit substantially to projects and give a small slice of the Budget to achieving them without onerous conditions?

[Mark Sewards]

I thank the hon. Member for his incredibly timely contribution—I could not agree more.

One reason that some residents of Leeds were sceptical last week was the repeated failures of previous Governments of different colours to deliver the transport improvements that we know we deserve. I am here to say that this time it is different. The money for the tram system has been committed and announced by the Government, in conjunction with the combined authority. The obstacles have been removed, and I will spend the rest of my time as the Member of Parliament for Leeds South West and Morley ensuring that the system is actually built.

The system will provide the boost that Leeds needs to compete with other major cities in the UK that already have their mass transit systems in place—but we have some things that they do not. As well as a newly promoted Premier League team, we can already boast the largest financial and professional service sectors outside London and the highest rate of growing businesses outside the capital, depending on how that rate is measured. The mass transit system will help us to supercharge these sectors, and more, once it is finally completed.

The funding provided by the Government allows for construction of phase 1 of this scheme—I will give just a bit of information on phase 1 for those who are not familiar with it. It provides two main tram lines. We have the Bradford line, which connects Leeds city centre to Bradford city centre, with an option to connect through Wortley too. I am very much advocating for that option, since Wortley is in my constituency—and not just because there would be a stop right next to my house.

The second line is the Leeds line, which has the potential to connect our hospitals, Leeds railway station, Elland Road stadium and the White Rose shopping centre to each other. I am also very excited about the White Rose stop, which is the confirmed stop for that line; although the rest of the stops are out for consultation, all lines finish at the White Rose. The shopping centre is in my constituency, and I spent much of my early life there, working there throughout my A-levels and university, so I know what it will mean for jobs in my constituency and what it will mean for the communities I represent if we are able to link them up under this unified transport system with the tram in the White Rose centre. It is a really important move for our region and for my constituency.

While I do not want to get too far ahead of myself, I am very hopeful for phase 2 of the plans. Phase 2 should connect more locations in our region directly to the network, allowing many more constituencies to feel the full benefits of a mass transit system on their doorstep. It is clearly important that not only Leeds and Bradford, but the whole of west Yorkshire should benefit from these plans.

As chair of the all-party parliamentary group on Yorkshire and Northern Lincolnshire, I am determined to find solutions for growth in our region, and so is every member of the APPG. Mass transit is key to achieving that, and it has certainly been popular among residents and businesses in west Yorkshire. The combined authority spent a bit of time last year speaking with individuals and businesses across our region—5,000 in total. Two thirds of those they surveyed backed the Bradford line and three quarters backed the Leeds line—so mass transit is extremely welcome. The two lines will improve transport for nearly 675,000 people.

All this would not have been possible without the tireless work and commitment of Tracy Brabin, the Mayor of West Yorkshire. Tracy has been the strongest advocate for mass transit in our region ever since she took office. It formed a key part of her manifesto last year and now she is delivering on that promise. Her fierce desire to grow our local economy and to build infrastructure that benefits everyone in west Yorkshire is an inspiration. Her efforts mean that we can take advantage of devolution in full. The transport scheme is part of the local growth plan and will see the creation of about 33,000 new jobs, new homes and about £26 billion of extra growth in our region over the next decade.

I must also make a commitment to the Weaver network, because our brand-new franchised and integrated transport system is key to that network. It would be remiss of me not to state how pleased I am that all our buses are being brought back into public control under one banner from 2027 onwards. Although the tram will bring the huge benefits that I have already spoken about, our buses are just as important. In my constituency, the Ardsley and Robin Hood ward is very poorly served by the current bus arrangements. I will work with Tracy Brabin to change that, because, sadly, it is not just true for Ardsley and Robin Hood, but for many routes and networks across my constituency. The Weaver network will connect that franchise bus network with our trams and our train services, as well as linking up with active travel routes. It is the unified transport system that our region deserves.

Before I conclude, I thank all my colleagues who have contributed to the campaign to secure a tram network for west Yorkshire. I also thank my constituency neighbour, the Chancellor of the Exchequer, my right hon. Friend the Member for Leeds West and Pudsey (Rachel Reeves). Her support for this project has been consistent and it has been incredibly welcome.

We know that this investment is a vote of confidence in west Yorkshire. It is a vote of confidence from the Government; they know how much we have to offer and how much potential our region has. It is just the start of our plans to unlock our region’s potential.

I have some questions for the Minister to consider. Can the Government confirm that the funding provided to the combined authority will be flexible and will allow phase 1 to be built in full? How will they work with the combined authority to train and recruit the skilled workers needed to deliver this infrastructure? What is their latest assessment of the economic benefits that the project will bring to West Yorkshire? How do they envisage working alongside the combined authority to take advantage of the opportunities created by our mass transit system once it is completed? Are they as optimistic as I am that the case for any second phase of the project will be even stronger once the impacts from the first phase are felt? I will be very grateful if the Minister takes those questions into account when she delivers her closing remarks.

I put on the record my thanks and appreciation to all those who share our region’s ambition, and everyone who has supported this project. It gives me great pleasure to say that we will have spades in the ground for the tram in 2028, and that finally—finally—it is time for trams in West Yorkshire.

Bus Services (No. 2) Bill [Lords]

Jim Shannon Excerpts

2nd reading
Monday 2nd June 2025 Commons Chamber

[Heidi Alexander]

I thank my hon. Friend for making that point so powerfully. I can reassure her that the Bill will introduce a duty for local transport authorities to consult disabled passengers and disability organisations before initiating a franchise scheme. It will standardise the current disability training requirements that operators will need to fulfil, and it will give the Government new powers to require operators to record data on that training. I think that, taken together, those measures should represent a positive improvement in the way in which the bus network is designed to ensure that everyone can use it.

As I was saying, the Bill was designed to harness the best of devolution. That means transferring power away from central Government and operators, and towards local leaders—those who know their areas best—and giving them the tools to deliver buses on which communities can rely. Whether we are talking about the franchising that has worked so well in London or Jersey, about the local authority bus companies that have thrived in Nottingham and Reading or about the excellent examples of enhanced partnerships in Brighton and Norfolk, it is clear to me that one size does not fit all. The Bill will expand the options available to local authorities so that each area has the bus service that is right for it, while also safeguarding the needs of passengers, particularly the most vulnerable.

[Jim Shannon (Strangford) (DUP)]

I know that the Secretary of State is committed to ensuring that buses are environmentally friendly and meet the net zero targets that we all want to be met. Wrightbus in Ballymena, in Northern Ireland, is a leading producer of hydrogen buses, which provide safe, reliable, cost-effective transport. Has the Secretary of State been able to have any discussions with Wrightbus—which supplies buses in London and elsewhere in the UK—with a view to ensuring that everyone in the United Kingdom of Great Britain and Northern Ireland can take advantage of that innovative technology?

[Heidi Alexander]

The hon. Gentleman is right to highlight the innovative technology developed by Wrightbus. I know that the Under-Secretary of State for Transport, my hon. Friend the Member for Wakefield and Rothwell (Simon Lightwood), has not only met representatives of Wrightbus but visited its facility.

Let me now explain how we are going about fixing the broken franchising process.

It cannot be right that it took Mayor Andy Burnham years to bring just one bus under public control, after being frustrated at every turn. With bus services in Greater Manchester now part of the Bee Network, usage is up by 14%, and revenues and punctuality are also moving in the right direction. However, franchising remains too complex. Proposed schemes need to jump through myriad hoops, and they still require my consent to proceed—which is odd, to say the least. The idea that I understand what passengers in Leicestershire or Cornwall need better than their local leaders do is for the birds. In December, we opened up franchising to every local authority. Through this Bill, we will further streamline the process, making it simpler for franchise schemes to be granted and assessed.