Zero-emission Buses

Jim Shannon Excerpts

Tuesday 5th July 2022 Westminster Hall

[Sir Robert Goodwill (Scarborough and Whitby) (Con)]

I beg to move,

That this House has considered zero emission buses in the UK.

It is a great pleasure to open the debate under your chairmanship, Mrs Murray—indeed, we will be turning the tables this afternoon when you serve as a member of my Committee—and I thank the Backbench Business Committee for allowing the debate.

I am chair of the all-party parliamentary group for the bus and coach industry, and my comments will relate mainly to the manufacture and delivery of green buses in this country. There are many other connected issues, such as the franchising operations and how those are delivered, and the fares that are charged, but, given that one of the major bus and coach manufacturers, Alexander Dennis Ltd, is located in my constituency, I will concentrate on manufacturing. Alexander Dennis Ltd also has a factory in Falkirk, and I am sure the hon. Member for Falkirk (John Mc Nally) will be commenting on that.

Alexander Dennis Ltd sprang out of the Plaxton company, which has been established in Scarborough for more than 100 years, and it has 31,000 vehicles in service around the world, including the three-axle double-deckers that we see on the streets of Hong Kong, 200 battery electric vehicles being delivered to the Republic of Ireland, and 200 Enviro500 top-of-the-fleet double-deckers, which are being delivered to Berlin. The company truly is making a product for the global market.

Alexander Dennis Ltd employs 1,850 people in the United Kingdom on eight sites, and the company can deliver diesel buses—the traditional motive power—as well as battery electric buses, which make up the majority of the new-generation buses it produces, and hydrogen buses, on which other manufacturers are majoring.

Later this year, Alexander Dennis Ltd will deliver a fully autonomous bus. In some ways, it is amazing that the company is ahead of the rail industry. Apart from one or two examples such as the docklands light railway, the majority of trains still have drivers, despite the fact that trains run on rails and do not need steering, whereas Alexander Dennis will deliver a new generation of autonomous buses—driverless buses—which I believe will lead the way in making buses even more cost-effective.

Why are we here today? I am afraid that, despite the rhetoric from the Government, the orders for the 4,000 promised buses are not coming through. We were promised 4,000 zero-emission buses under the ZEBRA—zero-emission bus regional areas—scheme. We were told initially that they would be delivered during this Parliament, and Members will understand why the manufacturers got themselves geared up and ready to produce those buses. Then we were told, “Well, the buses will be on order by the end of the Parliament.” Most recently, we understand that funding will be available by the end of the Parliament. I am afraid, Minister, this is not good enough. We need to get those buses on our streets and delivering not only for those who work in the bus industry but for those passengers who genuinely want to use an environmentally friendly mode of transport.

[Jim Shannon (Strangford) (DUP)]

I congratulate the right hon. Gentleman on introducing the debate on what is a topical subject in the real sense of the word, and I am pleased to see the Minister in her place.

We in Northern Ireland have made a clear commitment to these new, zero-emission buses through Translink, and we have constructed a programme for the next few years, through to 2032, of which the Translink Gliders will be part, but for that to happen we all need to take advantage of the opportunity to manufacture those buses. We in Northern can do that, alongside the right hon. Gentleman’s constituents. Does he agree that Northern Ireland can be part of that greater plan for the United Kingdom of Great Britain and Northern Ireland to work together to produce these buses?

[Sir Robert Goodwill]

The hon. Gentleman is absolutely right, and every part of the United Kingdom should be able to benefit from the next generation of clean and green buses. Indeed, Northern Ireland is well placed because Wrightbus, which manufactures in Ballymena in the constituency of the hon. Member for North Antrim (Ian Paisley), can deliver hydrogen-propelled buses. I will say more about that later.

The ZEBRA scheme is a Government-led green initiative that the industry has responded to by designing the vehicles to help to deliver it. But where are the orders? The inertia threatens the Government’s net zero strategy. Bus registrations are already at an all-time low. The pandemic hit bus operators and passengers numbers still have not recovered.

We need volume production to sustain our three indigenous manufacturers: Switch Mobility in Leeds, Wrightbus in Ballymena and Alexander Dennis at its locations in Scotland and Scarborough. We need a flow of orders, not large orders in the future that would only favour Chinese manufacturers. The UK market for buses grew 28% in 2021 from a historically low baseline, but the massive, state-supported Chinese manufacturer Yutong saw its market share triple at the same time.

I would be the last person to advocate a protectionist policy; the “America first” policy was so damaging to vehicle manufacturing in America because it made steel and aluminium expensive and therefore manufactured products such as buses expensive. Competition always drives innovation and efficiency, but it must be fair competition. Not only does the Chinese economy run on rules different from those in Europe, but manufacturing in China benefits from lower energy prices. I remind hon. Members that China still buys gas and oil from Russia.

China also has disproportionate influence over supplies of raw materials, including lithium, which is vital to make the current generation of batteries. That is why we must also make progress on our own indigenous battery production by not only using Cornish lithium but setting up factories such as the Britishvolt facility that is planned in Blyth in the north-east of England. We must take the lead in looking at the next-generation solid-state batteries, which perhaps will not require the rare-earth materials and minerals that the Chinese have been so successful at cornering, particularly in some African states.

Some of the delays in placing orders are down to negotiations between operators and transport authorities to deliver, for example, bus priority schemes. There is no point in taking a zero-emission bus if it is stuck in the same queue as diesel and petrol cars. I hope the Minister can break the logjam and get the orders on the production lines here in the United Kingdom—not in China—and fitted with UK batteries, not batteries made in China.

The hon. Member for North Antrim would have liked to be here today, but instead I will say a little about how Northern Ireland is progressing. Wrightbus is now under the ownership of Jo Bamford, who is part of the JCB dynasty and has taken that company, which was in danger of failing, and brought it into the 21st century. It is majoring on hydrogen buses. There are great opportunities for hydrogen fuel cell buses, too, particularly when we can develop our green hydrogen market in the UK, because 95% of the hydrogen produced in this country is so-called blue hydrogen derived from natural gas. That will be a useful step on the road to net zero but, ultimately, we need green hydrogen produced by the fantastic nuclear industry in Cumbria, which I know the Minister—an atomic kitten, as she describes herself—will be keen to promote.

Buses are a really good place to start because they go back to the depot every night, so they can charge up and refuel. Hydrogen is not ubiquitous throughout the country, but if we are to move forward on it, buses will take the lead. JCB’s heavy plant operation is looking at spark-ignition hydrogen engines for large construction operations. Hydrogen is the future in many applications, and certainly for lorries that do not go back to the depot. In the meantime, battery electric is the low-hanging fruit that we can grasp quickly to deliver buses that do not need to rely on fossil fuels.

I have three questions for the Minister. First, when will the promised 4,000 ZEBRA zero-emission buses be on our streets? Secondly, what can she do to ensure they are British and not Chinese built? Unfortunately, a number of local authorities and bus companies have already ordered Chinese buses, which are currently on our streets. Thirdly—we need to be careful about this, because it is easy to grasp a figure out of the air and say, “This is the target”—after due consideration of what is practical, reasonable and can be delivered by the industry, when would be a realistic date to phase out the sale of diesel buses? That is particularly important because buses, unlike other motor vehicles, tend to have a very long operational life, so those delivered in 2027-28 are still likely to be on the roads in 2050, which is of course our target for net zero.

I thank hon. Members for listening to the points I have made. I hope we have a bright future with sustainable bus transport produced by British manufacturers such as Alexander Dennis Ltd in Scarborough, which is a very efficient, cost-effective factory. I look forward to hearing other hon. Members’ comments.

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[Luke Pollard]

I think the right hon. Gentleman has been to Plymouth and has seen our hills. We certainly have a need currently for mixed-mode propulsion as a transition technology until we get to a 100% green bus fleet, so we need capital investment in that, and I agree with what he says about the per-unit price. Investing in low-emission and zero-emission buses is good not only economically, but for our public health and our planet, and we need to make that case much more.

When we look at how to support bus infrastructure, one of the things we need to decide is what that means in practical terms. Does it mean fast-charging bus locations that are not located at the bus depot, for instance? Do we need to encourage bus companies to buy up interim stops? They could simply be warehouse slots along major routes, for instance, where fast charging might sustain a bus and enable it to continue all day. However, Citybus has said it would need more buses to sustain a fully electric fleet. That is simply a factor of how long it takes to charge a bus and what the demand is during a particular period.

[Jim Shannon]

The hon. Gentleman is making a critical point, but does he agree that we must have a strategic, laid-out plan for how to achieve that? It cannot be left entirely to the bus companies to, for instance, purchase a portion of land where they can put their charging points. If we are to make sure this happens, it has to be strategic and Government-led, in co-operation with councils and companies. It will only happen if we all work together, which I think is the point the hon. Gentleman is making.

[Luke Pollard]

I am grateful for that intervention, because it leads me to my next point, which is about how we create that infrastructure. It needs to be created against a plan, which is one of the areas in which the Government could do more work, to put it kindly. Transport is a patchwork quilt, with devolved responsibilities, retained responsibilities and different councils having different responsibilities regarding bus services, let alone the procurement of transport systems—for instance, we have a very mixed picture on that score in the far south-west compared with areas such as Manchester or the west midlands. We need to have a clear plan so that we know that investment is timely and well spent. If, for example, we do not have an understanding that we will need more superfast chargers for bus services—but not at the main bus depot—to be built into the economic plan for our location, it is going to be harder for us to get the bus services that we need and the transition away from diesel engines that we all want.

When it comes to bus infrastructure, it is not only the charging infrastructure that matters: we have to make sure that people actually get on the buses. Bus patronage is a key factor in the transition to zero-emission buses, because if it continues to be below pre-pandemic levels, it will not be economically viable for many bus companies to invest in higher unit price buses, nor to run the frequency of services that communities deserve to keep them going. In Plymouth—as you know very well, Mrs Murray—our council plan to remove one third of Plymouth’s bus shelters, which makes waiting for a bus in a city famous for its rain a little bit more awkward. I want to encourage more people to get on a bus; I want people to use buses more frequently. That means the entire end-to-end journey for a passenger getting on a bus needs to be made more efficient, more comfortable, ideally cheaper, and more environmentally responsible.

That brings me to my final point, which is about air quality. A key factor in the drive to move from diesel buses to zero-emission ones, be they electric or hydrogen, is the impact of diesel bus fleets on the air quality of our communities. The air-quality improvements that we have seen in London since the ultra low emission zone was introduced, and in the trials that Transport for London has done in removing diesel buses from certain routes, have been considerable. I want a clean air Act to be introduced, and Labour has been making that case, but such an Act needs to be backed by actions to deliver cleaner air. One of those is to set a clear date for phasing out diesel engines, not just in cars and vans but in buses, too. Buses have greater usage than cars: a bus that is used nearly the entire day will clearly have a bigger air-quality implication than, for instance, a diesel car that is used twice a day for short journeys. That is why we need extra urgency when it comes to removing diesel buses: not just because of the carbon emissions, but because of the air-quality improvements, especially the reduction in the NOx—nitrogen oxides—that have such a bad effect on our lungs and our hearts in particular.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

That is quite phenomenal timing, Mrs Murray. Thank you for calling me, and I also thank all Members for their contributions. I am sorry that I could not be here for them all. I had to go over and chair something and then come away. It was quite a run back for an old boy. I was breaking the Olympic record to get back here in time. Thank you for giving me the chance to speak.

First of all, I thank the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) for leading the debate. This word is often used in this Chamber, and I will use it again because it is the right one: he has championed this case on many occasions here in Westminster Hall and in the main Chamber. He is not a stranger to this issue, so I am very pleased to hear his comments and those of others.

We are living in a very modern world where we are all more aware of emissions and the impacts they can have on our society. That is especially the case with transport, which, it is fair to say, is one of the largest emitters of carbon. We must have the correct strategies in place. I mentioned that in my earlier intervention on the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard). We need an overarching strategy.

I know that the Minister is always very eager to answer on these issues, but we need a strategy for the whole of the United Kingdom—England, Scotland, Wales and Northern Ireland. I know that the responsibilities lie separately, but it is good to have a strategy where we can all aim for the same goal. Perhaps we can even all get there together. It is good to discuss this matter and share ideas on improving our transport modes and choices.

There is no doubt that, since the pandemic, people are less inclined to use public transport. People would say, “There’s disease, there’s covid—be careful,” so public transport probably fell out of favour for a period. That may be for hygiene reasons or because of higher transmission levels, or merely because we are not used to using public transport in the same way. However, there is a strategy in Northern Ireland.

[Sir Robert Goodwill]

The point the hon. Member makes is absolutely right. Many people who use buses are pensioners using their concessionary passes and, of course, they were the people who were most fearful of mixing with others on public transport during the pandemic. That was a real hit for the bus companies.

[Jim Shannon]

The right hon. Gentleman is right. The way in which those problems all came together was like a perfect storm. We have a strategy in Northern Ireland, as I mentioned in my intervention on the hon. Member for Plymouth, Sutton and Devonport.

As I was saying, commuter journeys are 25% lower than pre-pandemic levels, so there is a target to achieve. It would be interesting to hear from the Minister how it will be achieved. Transport authorities in England have published a local bus service improvement plan. If Members get the chance, they should read, because it certainly does look good. It aims to increase local bus services and the number of bus lanes.

There are also plans in place to reduce our public transport emissions by phasing out the selling of non-zero emission buses by 2032. I am pleased to say that in Northern Ireland we are on the right track. Our Translink Gliders, run by Transport NI, were designed to improve the efficiency of mass transit in the city centre of Belfast by connecting areas of Belfast to outskirts of the city centre, and that comes down as far as us in Strangford and Newtownards. In 2021, the scheme was extended to the wider Belfast areas, so it took us in. Gliders use electric hybrid technology, which is a much better alternative to a purely diesel bus, so there are many things that can be done. The right hon. Member for Scarborough and Whitby referred to hydrogen. My hon. Friend the Member for North Antrim (Ian Paisley) is not here, but Wrightbus in his constituency is a leader in the field. It is really good to see that.

By using Gliders, we have been able to improve congestion, encourage the use of public transport and provide a more environmentally friendly mode of travelling. The peak year before covid was 2018-19—every year before covid was a peak year, but the covid years became peak for a different reason—with 84.5 million passenger journeys, which is a considerable contribution by many towards zero emissions. I believe that the general public wish to address the issue of emissions.

Last Thursday, I asked the Minister a question on behalf of those of us who live in rural areas. Bus travel is not always our first choice. We take other modes of transport, such as walking or cycling. For us, bus travel is about travelling from where we live in the countryside to the main towns. We have a park and ride system and can then use Gliders to get around. There are good things we can do, and the Gliders have to be emission free. It all helps with the bigger picture.

I am also pleased that a local park and ride has been approved in my constituency. That has been made official in the last month. It will enable employees who work in Belfast city centre and many others to park and avail of public transport instead of driving. People living on the Ards peninsula, Ards town or even as far as Donaghadee, close to Bangor, can come to the park and ride in Ards and then use the Glider transport. That will definitely help with the issue of zero emissions, and those zero-emission buses are part of that.

While effort has certainly been made across all areas of the United Kingdom, there is still a long way to go. The United Kingdom has a target to reach net zero by 2050, but that will not come from England alone. We all support the commitments made at COP26 and by our COP26 President, but there must be a joint approach. Although NI transport policies come from Translink, a funded body with a different arrangement than that on the mainland, we must ensure there is parallel discussion to reach our target goals. I know that the Minister is very agreeable to my points. She always responds and has those discussions with me. The Minister does not need to answer today, though I would be very pleased if her civil servants were able to give an idea of what discussions have taken place with Ministers at the Northern Ireland Assembly and, in particular, Transport NI.

Some £525 million has been allocated for England to support the delivery of zero-emission buses. Some £320 million of that has already been allocated, with the remainder due to be allocated by 2024. Funding is an instrumental part of ensuring that we can meet our targets, and I welcome the Government’s commitment to that. It is good to see the Minister in her place to back that up as well.

I encourage the COP26 President and the Transport Secretary in particular to engage with our Infrastructure Minister and the relevant bodies back home to assess how the devolved Assemblies can play their part in meeting our levelling-up and transport targets. We will play our part in Northern Ireland, because we believe we have a big role to play. Northern Ireland’s first zero-emission buses have made their way on to the streets this year. We must ensure that we continue this progression to hydrogen and battery-electric transport across the UK in order to have an efficient bus strategy and sustainable green transport. I know that we all want to see that, and we know the Minister has been given the task.

I look forward to hearing from both shadow Ministers—the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) and the hon. Member for Paisley and Renfrewshire North (Gavin Newlands)—who are from this United Kingdom of Great Britain and Northern Ireland, always better together, and I hope we can devise a strategy to energise us all, every region together.

[Mrs Sheryll Murray (in the Chair)]

I am going to call the Front-Bench spokespeople now, but I would like to leave a couple of minutes at the end for the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) to make his winding-up speech. First, I call Gavin Newlands.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 30th June 2022 Commons Chamber

[Trudy Harrison]

That is a bit of a stretch from the question on active travel, but I agree that it is equally important to have modal continuity between active travel and public services. I suggest that my hon. Friend meets the Rail Minister, my hon. Friend the Member for Aldridge-Brownhills (Wendy Morton), about that specific question.

[Jim Shannon (Strangford) (DUP)]

Although it is important for people to move from cars to more active travel, the reality for many of us in rural communities is that we cannot, because the bus services are not there and cars are our mode of transport. One way to do it would be through a park and ride—in other words, for people to make their journey from the countryside to the town, park, then ride on a Glider. Is the Minister looking at that?

[Trudy Harrison]

I certainly am. We are looking at all ways to reduce congestion and enable people to be fitter and to get from A to B in the most cost-effective way. I would be delighted to meet the hon. Member to talk in more detail about all the roles of active travel, lift sharing and park and ride, and the different ways people can now get around with the modern transport revolution.

High Speed Rail (Crewe - Manchester) Bill

Jim Shannon Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Wendy Morton]

I am going to continue.

The infrastructure was simply not built for a 21st-century economy. For example, daily passenger journeys in the Greater Manchester region have quadrupled since 1995. This Bill will transform rail capacity into Manchester. There will be extra platforms and extra junctions, making it one of our best connected cities.

[Jim Shannon (Strangford) (DUP)]

I fully understand the reason for improving the high-speed railway between Crewe and Manchester, but at the same time I have great concerns about the environmental impact and particularly the loss of traditional forests and trees. Can the Minister give us some indication of what has been done to retain them, and what has been done to replace them?

[Wendy Morton]

The hon. Gentleman makes a really important point in raising the environmental impacts. We are keeping negative environmental impacts to an absolute minimum, creating new habitats and planting 7 million new trees in phase 1 alone. It is also fair to say that on the Crewe-to-Manchester phase, we have committed to raise our ambition even further, and we aim to deliver a 10% net gain in biodiversity.

Industrial Action on the Railway

Jim Shannon Excerpts

Monday 20th June 2022 Commons Chamber

[Grant Shapps]

Exactly. I think the whole House has noticed that their inability to simply say that they condemn the strikes is the most striking part of this debate. This will hurt ordinary people. It will hurt the cleaners who rely on trains to get to their jobs but will not be able to get there, and in some cases will therefore not get paid. This is a strike led by the union bosses who have misled their members into thinking that there would not be a pay rise without striking when that was never the case.

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State for his statement. As I travelled today from Belfast to London, I was very aware of the hundreds of accents and the thousands of visitors. With all the strikes affecting so many tourists who rely on the trains to get about, what steps are being taken to provide information for visitors who do not know how a strike will affect them, and how can we do more to see an end to these strikes?

[Grant Shapps]

That is very much one of the things that we are working on through the civil contingencies secretariat. I am working with my right hon. Friend Secretary of State for Digital, Culture, Media and Sport to ensure that tourists can still receive information through their hotels, bed and breakfasts or wherever they happen to be staying, because they would not necessarily know to look at things such as National Rail Enquiries, as I hope others would. We are trying to push the message out as widely as possible, but it will be far from perfect. Again, just as this country was starting to recover—just as we came out of coronavirus first, because we got the jabs done first—this is the last thing, among others, that the tourism sector needs.

Driving Licences and Dangerous Drivers

Jim Shannon Excerpts

Tuesday 14th June 2022 Westminster Hall

[Siobhain McDonagh (Mitcham and Morden) (Lab)]

I beg to move,

That this House has considered driving licences and dangerous drivers.

I am grateful to the Minister for her time today, given the sensitivity of the issues that we will be discussing. While the debate could have been called on behalf of any of the estimated 1,390 families who so very sadly lost a loved one to a road death in the last year, it is because of a grieving family in my constituency that I am here. Given their case is subject to an ongoing investigation, I recognise the rules of the House and the importance of ensuring that under the rule of law, judgment can be cast fairly.

I am sorry that I cannot lay out my constituent’s case in full. My understanding is that someone has been charged and it is important that the case is not jeopardised, but I can assure the family and the Minister that I will return to this issue once I can speak more freely. What I can say is that in December last year, my young constituent was tragically killed in a car crash, leaving behind her devastated family. It is important to note that the circumstances of the case raise concerns about drivers being able to continue to drive unless and until they are found guilty of driving-related offences. Although I am here on behalf of my constituent and her family, I hope that the Minister will consider the wider principle that affects any family who loses a loved one to dangerous driving.

As it stands, there is no law to stop any dangerous driver continuing to jump in their car after a tragic accident unless and until they not only are charged but are found guilty. I make it clear to the Minister that, of course, I recognise and wholeheartedly support the justice system upon which our rule of law is built: crimes must be investigated in full and presented before a jury to cast an impartial verdict. My call is not for guilt to be presumed before innocence—it is right that the tragic death of my constituent be investigated in full and all the evidence presented—but we must recognise that waiting for a trial in such a case can take years. It is wrong to allow somebody to continue to take to the road while they face an accusation of and investigation for death by dangerous driving. For the protection of others, for their own safety and for the peace of mind of the bereaved family, the person accused of killing their loved one by dangerous driving should not be back behind the wheel.

I cannot begin to imagine the anguish, grief and despair that a family has to face when they receive that dreaded knock on the door. It is a message that no family should ever have to hear. The pain is unimaginable, but it must be made even worse by the knowledge that nothing prevents the accused dangerous driver from driving while an investigation is still under way. We cannot bring loved ones back, but we can change the law to ensure that, while under bail conditions, nobody accused of death by dangerous driving is back on the road until the investigation is complete. It is really that simple.

Although I am unable to go into the details of my constituent’s case, I will tell the Minister about an investigation that has been completed. I understand from my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson) that her constituent, Carol King, tragically lost her partner, Richard Jordan, in a dangerous driving accident on 4 August 2019. Carol and Richard’s daughter was 19 months old when he died. Eleven days after burying her partner, Carol found out that she was pregnant, and she went on to have their second daughter in March 2020. The defendant was sentenced to six years and eight months’ imprisonment, and was also banned from driving for three years following his release. That person, who had previous convictions for driving offences and is responsible for the pain of a mourning family, will be back on our roads in a matter of years.

As it stands, the current laws and framework do not allow for the immediate removal of a driving licence from a person who is arrested or charged in connection with an offence of being over the legal limit for drink or drug-driving. Why can the police revoke a driving licence from members of the public when they fail an eye test or—as in my sister’s case—when they have an epileptic fit, but they do not have the power to remove a driving licence from someone who is driving when over the alcohol limit or under the influence of drugs?

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady on securing the debate. I support what she is trying to achieve, and I know that the Minister will respond positively. Does the hon. Lady agree that the change in the law that she wants for the UK mainland would be beneficial for all the regional Administrations? It would provide consistency in police enforcement and in the laws of the land.

[Siobhain McDonagh]

I completely agree with the hon. Gentleman. The change should apply across the countries of the United Kingdom.

Carol and her grieving family will be listening carefully to the Minister’s answer. In preparing for the debate, I was interested to see that similar calls were made in this very Chamber in January, in a debate about police powers to suspend driving licences. It was heartbreaking to read that debate, and I truly commend those families who have had their lives turned upside down but who have channelled their grief into the fight for justice and into achieving change for others. It is clear from that debate in January that that includes the McConnachie family.

On 24 February 2019, Tom McConnachie was killed in a hit and run by a drink-driver, who left Tom fatally injured on the road. He then drove to Okehampton and set fire to the vehicle. The offender was able to continue driving for 11 months before being disqualified, as only a court can disqualify a driver. Tom’s family are calling for police officers to be able to provide a suspension notice from the moment the offender is caught drink, drug or dangerous driving until they appear in court. It would then be for the judge to determine whether a ban continues or whether the offender can drive again.

As it stands, the police can impose bail conditions for particular purposes, one of which is to ensure that no further offence is committed while on bail. I understand that a driving ban as a condition of police bail may be deemed appropriate for some cases. However, the remarks made by my hon. Friend the Member for Ilford South (Sam Tarry) in January’s debate made clear that we simply do not know in how many instances a licence has been suspended while someone is awaiting trial, and whether police forces are making use of those powers or even regularly considering them.

Looking further back to November and yet another debate, the Minister of State, Department for Transport, the hon. Member for Pendle (Andrew Stephenson) promised that the Government were considering a review of road traffic offences and penalties, yet six months later we are still waiting for the review to get under way. A review could clarify or amend the definition of dangerous and careless driving. It could close the exceptional hardship loophole whereby drivers routinely avoid driving bans by pleading that it would cause them exceptional hardship—a plea that Cycling UK argues happens so frequently that it makes a mockery of the term “exceptional”. A review could also provide a chance to strengthen the penalties for hit-and-run offences where the driver leaves a victim for dead. Will we be back in this Chamber speaking on behalf of another grieving family in a few months’ time?

I wish to briefly raise the concerns of another of my constituents, a class 3 mobility scooter user who fears that he could fall victim to dangerous or even non-dangerous driving on our roads. According to the highway code, he is allowed to use his mobility scooter only on the main road and not in cycle lanes. Understandably, he finds this unsafe and daunting, and the drivers of the vehicles that pull up behind him are equally frustrated as to why he is leaving the adjacent cycle lane empty while riding at his maximum speed of 8 mph. Does the Minister agree that that is an incredibly easy thing for us to resolve?

I conclude by turning our attention back to the grieving family in my constituency, who are watching today’s debate at home. They did not want to be here today. The pain is still too raw for them. That may never change. Their ask is simple: that the anguish they are facing is not burdened on any other family, and that their dreaded knock on the door can be a chance for change, for the law to be amended so that anybody accused of death by dangerous driving is immediately taken off our roads. I hope the Minister will agree that that does not sound like too much to ask.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 19th May 2022 Commons Chamber

[Robert Courts]

My hon. Friend is right to raise the blight on her constituents, and I entirely understand why she does so. The noise camera trials will demonstrate whether the technology can be an effective enforcement tool that enables the police and local authorities to tackle the excessively noisy and illegally modified vehicles to which she refers. I know she will work with her local authority to apply for a trial in the best way possible.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for his answers. The pilot scheme has a target of picking up excessive noise, which has an impact on people’s hearing over time that they might not notice. At the conclusion of the pilot scheme, will he share that information with the Northern Ireland Assembly and Northern Ireland Ministers? I feel the findings of the pilot scheme could benefit us back home in Northern Ireland, too.

[Robert Courts]

The hon. Gentleman makes an excellent point. The enforcement of such matters is devolved, which is why we are doing the trials in just England and Wales, but of course we will talk to the devolved Administrations to make sure the results are shared so that we can, if possible, roll this out across the UK.

--- Later in debate ---

[Trudy Harrison]

Absolutely, yes. My hon. Friend is a fantastic champion for local services. We are providing that feedback very shortly to ensure that local authorities, enhanced partnerships and bus operators can all work together and stand the greatest chance of success in future applications. That support will continue.

[Jim Shannon (Strangford) (DUP)]

Earlier on, the Minister replied to the right hon. Member for Hayes and Harlington (John McDonnell) about safety in relation to P&O Ferries. The Minister will be aware of the occasion a month ago when a ferry between Northern Ireland and Scotland lost power in the Irish sea and was afloat for an hour and a half in one of the busiest places for boat and ship travel. Has he had any opportunity to talk to P&O Ferries to ensure that that dangerous situation, which could have led to an accident and loss of life, never happens again?

[Robert Courts]

The hon. Gentleman is absolutely right to raise this. Clearly, safety is the Government’s paramount concern, particularly in such circumstances. The Maritime Coastguard Agency is responsible for ensuring safety. I have had discussions with it about that, and we will make sure that any necessary steps are taken. If he would like a further briefing, I am happy to give him one.

Transport

Jim Shannon Excerpts

Thursday 19th May 2022 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

On air connectivity, yesterday at a Hospitality Ulster event it became very clear that there is a problem with connectivity between Belfast City Airport and Heathrow, not because the flights are not there but because the staffing is not there. It is trying to recruit, but is unable to do so. Will the Minister have discussions with Heathrow on solving that problem, and therefore increasing and improving air connectivity?

[Andrew Stephenson]

I thank the hon. Gentleman for his question. That issue is close to my heart, as someone who frequently flies to Northern Ireland and passes through City airport. Reducing delays at all airports across the UK is something that the aviation Minister, the Under-Secretary of State for Transport, my hon. Friend the Member for Witney (Robert Courts), is working on. I will ensure that the hon. Gentleman’s remarks are brought to his attention and we will see what more we can do to ensure that passengers are not unduly inconvenienced when passing through that airport.

We are getting on with investing more money in our railway infrastructure than any Government have invested since they were built and that is why we are making funds available to local decision makers to restore railway lines, introduce cycle lanes and fix potholes. It is why we are carrying out reforms to make our trains and buses deliver consistent value for passengers. And it is why, from self-driving vehicles to micro-mobility to zero-emissions aviation and shipping, we are laying the groundwork and preparing today for the jobs and travel habits of tomorrow.

Great British Railways Headquarters: Derby’s Bid

Jim Shannon Excerpts

Wednesday 27th April 2022 Westminster Hall

[Mrs Pauline Latham (Mid Derbyshire) (Con)]

I beg to move,

That this House has considered Derby’s bid to host the headquarters of Great British Railways.

It is a great pleasure to serve under your chairmanship for, I think, the first time, Mr Efford. I also warmly welcome my hon. Friend the Minister to her place. The beauty of being a Back Bencher, with no ministerial responsibility—I have to add that I have never wanted that responsibility—is that we can do anything that we want to do. We can campaign for things that matter to us and we can be successful—sometimes—in those campaigns. Yesterday I was delighted to hear the Third Reading in the House of Lords of my Marriage and Civil Partnership (Minimum Age) Bill, and we should get Royal Assent today or tomorrow, so that is a tremendous success for a Back Bencher. I have been passionate about that issue for many years, so it was a great delight to do that. Another of my passions was to get Derby designated the city of culture. Sadly, I failed miserably on that. As a team in Derby, we campaigned together, but we did not make it.

My other campaign is to get the Great British Railways headquarters to Derby. I have been talking about that for some time in Parliament and I am passionate that Derby is the right place for it to be situated. Sadly, we do not have many right hon. and hon. Members with us today to take part in this debate—probably because the House sat so late last night and 9.30 on a Wednesday morning is not people’s favourite time to come in—but I am passionate about the headquarters coming to Derby. Of course, my right hon. Friend the Secretary of State established the competition, which he announced last year, to find the place that will host the headquarters of Great British Railways. Derby has submitted its bid and is eagerly waiting to find out whether it will succeed in making it through to the second round. Then there will be even more lobbying, but with a much-anticipated public vote.

I firmly believe, as you would expect, Mr Efford, that Derby is the right location for the headquarters. There are many reasons why it is an important place for Great British Railways and why the Minister and the Secretary of State should choose Derby for its headquarters. First, Derby is at the centre of the UK’s rail network. It has great connections north and south, from Scotland to London and beyond, and, crucially, east and west, offering a key path from the east midlands to the west midlands and Wales, as well as to the east coast.

Secondly, Derby has so much rail history. Derby station first opened in 1839, as one of the largest in the United Kingdom, when Derby was home to the world’s first factory and the Midland Railway. As soon as the railway arrived in Derby, the rail industry set up shop there, too. Derby locomotive works was constructed in 1840 and, in the years that followed, nearly 3,000 steam engines were built. The first ever roundhouse, for turning engines, was built by Robert Stephenson in Derby. It is part of what is now Derby College. [Interruption.] I welcome my hon. Friend the Member for South Derbyshire (Mrs Wheeler). From 1934, Derby produced diesels, and then in 1947 it built Britain’s first main-line diesel locomotives. Now, we are at the forefront of developing alternative train-based power sources that complement the progressive roll-out of electrification. HydroFLEX, Britain’s first train converted to hydrogen operation, was designed in Derby by Porterbrook.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for her dedication to all the subject matter on which she has delivered the legislation coming through on marriage. I support that and was very pleased to see it. I also commend her for her work in this area. Connectivity is critical but does she agree that that is also true of the private sector, of which I believe Derby has a large proportion? Connectivity is part of the pursuit of the headquarters of Great British Railways, but the partnership with the private sector is crucial to advancing it.

The hon. Lady mentioned hydrogen. We in Northern Ireland have some connections with hydrogen and we are pleased that she is promoting it. All I know about Derby is that it has a football team that is in trouble, but I am pleased to come here and support the hon. Lady.

[Mrs Latham]

I thank the hon. Gentleman for his intervention. It never fails to amaze me how the hon. Gentleman from Northern Ireland can have an interest in what is happening in Derby. It is very important that we include the whole of the United Kingdom and work with all of it when and if we get the Great British Railways in Derby. It is important that Northern Ireland, Scotland and all the other regions are included, so I thank him for that intervention.

Alstom, which has had various names and iterations, is the current train building company in Derby, and it plans to build the first brand-new fleet of hydrogen trains in conjunction with Eversholt Rail. Similarly, Porterbrook and Rolls-Royce recently launched the first 100 mph hybrid battery-diesel train on Chiltern Railways, which links London with Oxford and Birmingham. It is very important that we look to our history, but that we also look to the future of the Great British Railways and rail innovation.

Derby is at the heart of rail innovation. It is home to the largest cluster of rail engineering companies anywhere in Europe, with an international reputation for rail excellence and innovation.

[Mrs Latham]

We have the expertise in Derby and it is important that we spread it around. If the Great British Railways comes to Derby, it will benefit Nottingham and other counties, including Staffordshire and Leicestershire, because we are quite a tight-knit community. There are so many innovative companies based in and around Derby that it will have a knock-on benefit for so many people and the local economy. It is really important, as the hon. Member for Strangford (Jim Shannon) said, that we have thriving private businesses working with Government organisations. Working together, they can achieve so much more. I thank the hon. Lady for that intervention.

We continue to be the home of rail research, as has been said. In 1935, the LMS Scientific Research Laboratory was established in Derby, which evolved into British Rail’s globally recognised Railway Technical Centre that opened in 1964, and that tradition of innovation continues today through special rail consultancies, dynamic small and medium-sized enterprises, and the University of Derby’s rail research and innovation centre, so there is a host of reasons why the Minister must choose Derby.

Derby is home to the largest cluster of rail engineering companies anywhere in Europe, with an international reputation for rail excellence and innovation. There are more than 11,000 rail sector employees in Derbyshire, spanning operations, design, manufacture, testing, safety, data and finance. Nowhere else in the whole country can we design, test and manufacture a train all on the same site. Not only that, but alongside the University of Derby, our rail industry is leading the way on rail decarbonisation—a huge part of our country’s efforts to achieve net zero by 2050. In addition to these practical reasons why Derby is the best choice, I would like to talk about the longer-term impact of such a decision, and how it fits in with the Government’s policy aims. First, for GBR, choosing Derby brings the opportunity to engage more closely than ever with the private sector. Last year, the Williams-Shapps plan for rail laid out clearly the Government’s intention for GBR to work ever more closely with the private sector, learning lessons and fostering innovation.

As I have explained, there is no better place for interaction with the private sector than Derbyshire, whether seeking to collaborate with the largest rail companies in the land, or to learn from and help to develop the most innovative engineering or railway technology businesses. I know I need not repeat, for the Minister has heard me make the point many times, that Derby is home to the largest private sector rail industry cluster in Europe, and the associated benefits that that would bring to our public sector rail body.

The east midlands is the rail capital of the UK, with a global reputation for excellence. I would like to quote the Government’s rail sector deal:

“The east midlands is one of the largest rail clusters in Europe…The success of UK rail will owe much to the successful nurturing of these clusters.”

In the recently published levelling-up White Paper, the midlands rail cluster is referred to as one of the largest in the world, incorporating rail operations, research and innovation, digital applications, manufacturing, technical services and finance.

Derby and Derbyshire, along with the whole of the east midlands, are often left behind when it comes to public funding. Levelling up is a phrase we have heard a lot recently, and it is really important for Derby. We have heard Ministers and the Prime Minister talking about it, but I would like to see it delivered for Derby. We must be clear that levelling up is about taking advantage of the talents and skills all around the country, not just about giving a handout. That is why bringing GBR to Derby really is levelling up. Placing the headquarters of Great British Railways at the heart of the largest railway cluster in Europe is an example of the Government taking advantage of the amazing skillset and industry knowledge that we have in abundance in the east midlands, which for so long have been overlooked.

[Jim Shannon]

The hon. Lady has been wide-reaching in the debate for Derby, but we can all take advantage. The Government and the Minister have given their commitment to levelling up across the whole United Kingdom of Great Britain and Northern Ireland. The hon. Lady referred to that, which I fully support. Within that levelling up, there may be opportunities for businesses in Northern Ireland to buy into the levelling up that Derby can take advantage of. Does the hon. Lady feel that, when it comes to securing the Union, which we can do as we are all committed to that, levelling up is part of that process?

[Mrs Latham]

It is important that levelling up works for the whole country, and that we genuinely level up. We need a lot of levelling up in our region, and it is important for the Government to do what they say.

Alongside that, we will have the opportunity for many apprentices and to improve skills we already have. It is amazing that at Alstom, which builds the trains, there are some fantastic female apprentices. They are not straight from school; they have worked outside and come in as apprentices. They are so passionate about building trains and making it right. We have the workforce who want to do the job. With Great British Railways, and all the other businesses in Derby, we could provide an apprenticeship for everybody, because there are so many opportunities with so many different businesses in the area. It is incredibly important—

Electric Vehicle Charging Infrastructure

Jim Shannon Excerpts

Wednesday 30th March 2022 Commons Chamber

[Sir Bill Wiggin (North Herefordshire) (Con)]

I must declare my entry in the Register of Members’ Financial Interests and, more importantly, the fact that I am an electric car driver. I am delighted with the performance of the Hyundai Kona, although it is due for a battery recall, which I hope will happen very soon. I have driven it for a while, and it is fast—very fast—and a joy to drive. It is no wonder that at the end of November 2021 there were more than 365,000 fully electric cars on UK roads. More than 20,000 electric vehicles were registered in that month last year, and it is expected that over 6 million families will have purchased an electric vehicle by 2030. In addition, National Grid is preparing for the need to power 36 million cars by 2040.

There are some giant challenges facing this area. For example, the amount of electricity needed to travel will increase massively as the number of electric cars grows by some 30% as we swap our energy source from petrol to electricity. We are nowhere near ready for such a step change in demand for electricity yet.

[Jim Shannon (Strangford) (DUP)]

In Northern Ireland, the rise in electric car ownership has been dramatic, but what has not risen is the number of charging points. Does the hon. Gentleman agree that if we are going to have take-up of electric cars, the number of charging points will have to match that? Does he also agree that they need to be not only in shopping centres but in town centres?

[Sir Bill Wiggin]

They also need to have sufficient speed of charge. For me, the 50 kW ones are the meaningful ones. I will come on to this later in my speech. When we look online, it is difficult to identify the ones that will get us home, as opposed to the ones that are in people’s drives for their overnight charging.

Coupled with a decrease in VAT on fuel tax as we embrace the opportunities that electric vehicles present, we need to build parking and charging spaces and opportunities into our new housing stock, for no less a reason than that the national car pool could, with smart chargers, be a part of a national battery network. Over a quarter of the UK’s net greenhouse gas emissions come from the transport sector. It is therefore clear that getting the public into electric cars is a key part of the Government’s ambition to reach net zero emissions by 2050. However, we all want the public to be persuaded to abandon their fossil fuel-powered cars, rather than be forced to do so. To help to achieve this, we need to ensure that owning an electric vehicle is as convenient as owning a traditionally powered vehicle.

The main way of fulfilling this ambition must be a focus on range anxiety, and part of the solution to this serious concern is the ability to recharge electric cars easily and quickly. This is what the hon. Member for Strangford (Jim Shannon) was talking about. The Government should therefore regard the prevalence and proper function of EV chargers to be just as important as petrol stations are for fossil fuel vehicles.

The Government have already invested heavily in developing a network of fast chargers across the UK: £950 million has been committed to ensure that a motorist is never more than 30 miles away from a rapid charging site. Largely due to this support, more than 500 new fast charging points are being installed in the UK every month. However, those fast charging points suffer from a multitude of issues that prevent consumers from buying into the technology, not least being that “fast chargers” can range from 7.5 kW to 22 kW. These are not fast, and that is one of the massive key failings in the Government support.

Other issues include reliability, ease of use, and the impossibility of tracking down chargers when the need arises. Just the other day, I found to my horror that every fast charger at Membury services on the M4 westbound was broken or would not fit my vehicle. One looked like it had been hit by a car. The next looked like it worked until I downloaded the app, plugged it in and took a photograph of the code, only to be told that it was out of order. The last one was unwilling to accept a payment card, and the instruction screen was so scratched that it was almost impossible to read. Next to them was an immaculate Tesla charging area, with eight unoccupied chargers, which had no screens and so were unavailable to us mere mortals.

The inability to find a fast charger is especially distressing for the electric vehicle owner—it is worse late at night in the freezing cold, although in my case, thankfully, it was not raining—because running out of charge in an electric vehicle is not an option. First, there is no comparable technology to the jerry can, which can be used with fossil-fuelled vehicles. To make matters worse, most electric cars should not be towed, as they lack a true neutral gear, which means that once the vehicle has run out of charge, it is stranded and has to be retrieved by a low-loader lorry. Happily, I was lucky enough to find an operational charging point in Swindon, although it was not listed on any website I could find. I just happened to see it.

It is incidents like that one that rightly damage the public’s perception of the utility of electric vehicles and prevent their further adoption. It is clear that my experience is not unique. Channel 4’s “Dispatches” programme found that last year over 10% of car charging bays in the UK were out of order on a given day. Many charging points consist of only two bays, so a single broken bay plus one other customer in the next-door bay adds to the risk and misery of trying to find a working charging point. The charging process already takes a little longer than refuelling fossil-fuelled cars, and having someone in the queue ahead makes matters doubly worse.

Infrastructure concerns are especially worrying in rural areas like my North Herefordshire constituency, which is home to just four fast charging locations. I am not even sure where they are, but I really would like to know.

[Sir Bill Wiggin]

My hon. Friend is not only extremely generous to have given me a lift in his very smart Tesla, but absolutely right in everything he says. This message to the public that we can move away from fossil fuels and enjoy electric vehicles—they are great—comes to nothing if the security of the sites is not adequate.

Despite the vast subsidies—almost £1 billion—given to install EV charging points, sufficiently high standards have still not been set for their maintenance, which I think is what my hon. Friend was talking about. The Government would not accept a scenario where 10% of petrol stations were not in working order. During the fuel protests in 2001, the Government provided police escorts to fuel tankers to ensure security of supply, and just last September, the Army was called in to deliver fuel to petrol stations running low on petrol and diesel. So the public know that the Government take the refuelling of traditionally powered cars very seriously. As it stands, the same confidence cannot be had in their backing for electric vehicle charging. That lack of confidence is holding back the widespread adoption of EV technology. Range anxiety is not only real but justified.

The Government’s own figures show that 75% of motorists are reluctant to purchase an electric vehicle as they are concerned about being able to charge it, and 67% of people stated that they thought it was not possible to charge an electric vehicle conveniently and quickly on long journeys. The problem is only exacerbated by the poor quality of information available to those wishing to charge their cars.

[Jim Shannon]

To back up what the hon. Gentleman is saying, in my constituency of Strangford, which has about 70,000 people, we have only two charging points.

[Sir Bill Wiggin]

To encourage people to adopt electric vehicles, we will need considerably more. However, equally important is the ability to find those two charging points, and at the moment not a single map—electronic or physical—can display every fast-charging station and whether it is in working order, the size of the charger available and a route to get to it. We should be able to do that. Zap-Map claims to have recorded 95% of public charging points in the UK, but there is accurate information on the condition of only 70% of them. Zap-Map also requires members of the public to report when a fast-charging station is broken, so the information is far too often outdated or incorrect. It is also hard to remove red herring chargers—the little ones below 50 kW —and EV owners do not necessarily have time to use a slow charger. It is so bad that when I visited Manchester for the party conference, there were parking bays allocated for electric vehicles, but they had no chargers, so they were completely useless, yet they shone out of the map invitingly. It is not right to expect electric vehicle owners to roll the dice. Charge point operators must be made to provide a better service in return for the large public subsidies that they receive.

We look to the Government to set strong standards for the maintenance of charge points. That must be paired with penalties for companies that fail to meet them. Now, I am not calling for the return of the death penalty, but I could be persuaded to support its reintroduction for the failure to maintain an EV charging site. In addition, I call for more and better information to be made available to EV owners about where they can charge their cars, as well as all fast-charging locations to be made available on all common map applications and car sat-navs. Clear details on what types of chargers, how many bays are available and their operating condition must be readily available. That information should be shown on forecourt display signs in the same way that petrol and diesel prices are advertised.

Providers who do not follow those common-sense regulations are holding back EV technology across the country and hindering progress towards our net zero emissions target. There is no better example of that than the £350 subsidy for home chargers. It is possible to buy one on eBay for £269, yet that will not be eligible for the subsidy, so the contractors simply add £350 on to their bills. Even when EV charge points do work, they are still somewhat inconvenient to use. Each charging point is operated by a particular company, and each company requires its own subscription and/or app to use it. Despite many previous discussions on this matter, it is hard to know whether the chargers with blue “I’m free” lights showing are actually available to someone who wants to pay with their credit card. EV drivers in the Netherlands can charge their cars on any operator’s network using a unified payment system. I see no reason why we have not already regulated for a similar system in Britain. There is no problem with charge point operators offering preferential rates to their subscribers, but they must also offer a simple contactless or mobile payment option to other motorists.

It is clear that if we are to continue to offer such large subsidies to charge point operators, we must ensure that they are doing more for consumers. In return for public money, these companies owe the Government—and therefore the public—better maintenance, better ease of use and better information. The same is true for local authorities who are exploiting this situation to some extent, too. For example, Hammersmith and Fulham Council provides lots of chargers. When the charger works, the light is green and while charging it is blue. Finally, it turns red, signalling to any passing traffic warden that a fat fine is available. That is hardly encouraging, and as a result the bays are mostly empty.

The Government should now use legislation to ensure that 50 kW charge points should be easy to find on all common map applications and car sat-navs. There is a proper need to identify fast chargers so people are able to get home, rather than the 7.5 kW chargers or the little ones, which may take many hours to charge a car. The quality and availability of that information needs to be clear so that we can find it from the car. Sitting in a warm office is really not an acceptable alternative, but that is how the Government’s report reads. Information listing types of adaptors, how many bays there are and if they are working should be easily available, both online and on petrol price-style display boards.

We also need to enforce standards to ensure that EV charging points are consistently and properly maintained and we must take the power to impose penalties on companies that do not deliver. Taxpayer-funded charging points mean standards, and standards need to be delivered and enforced. Only then will we see consumer confidence grow, more EVs bought and our net zero goals met on time.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 17th March 2022 Commons Chamber

[Trudy Harrison]

We are investing £2 billion in “Gear Change” and our active travel priorities. The climate sees no boundaries, so it is important that we work together. I am in regular contact with the devolved Administrations, and I think we can all learn from each other.

[Jim Shannon (Strangford) (DUP)]

Ministers will be well aware of today’s announcement by P&O Ferries that there will be no sailings. I understand that 40% of its holdings are owned by a Russian company. This has left some of my constituents in Cairnryan unable to get home to Larne, and it has left people in Larne unable to get to Cairnryan. What can be done about this urgently? Will there be an opportunity to have a statement in the Chamber as soon as possible?

[The Parliamentary Under-Secretary of State for Transport (Robert Courts)]

This emerging story is clearly causing great concern. I will be in regular contact, and I will take any appropriate steps. Of course I will meet the hon. Gentleman.