Oral Answers to Questions

Jim Shannon Excerpts

Thursday 8th February 2024 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for that positive response. It is clear that the Government are taking the right steps to broadly address the issue, but what is being done to ensure that individual seafaring companies with responsibility for crews have access to up-to-date advice? I would go so far as to suggest protective measures to enable them to keep their routes open—perhaps protective staff on boats, or helicopters or planes overhead.

[Mr Harper]

The hon. Gentleman is right to put the safety of ships and seafarers at the centre of the issue, as we and the IMO do. We work very closely with the sector to ensure that it has the best possible information, both at policy level and in the region. We are taking further steps to ensure that the best advice is available on the ground, so that individual captains as well as their companies can make the best decisions commercially and, importantly, for the safety of their crews.

--- Later in debate ---

[Mr Harper]

No. What I find surprising is that the London Mayor spends an awful lot of time pretending that he does not have any money, so he puts up taxes on hard-working motorists in outer London, and then just before an election, he finds a secret war chest that enables him to do popular things. Everyone knows that if he were to win, he would put up taxes again on the poorest motorists as sure as night follows day, which is why they should vote for Susan Hall.

[Jim Shannon (Strangford) (DUP)]

I thank Ministers for all their answers. Regarding accessibility for disabled passengers, being ever mindful that we are in an age of equality and that disabled people deserve the same opportunities as everyone else, has consideration been given to ensuring that taxi firms have an obligation to provide vehicles for disabled people in every shift pattern?

[Guy Opperman]

It is always good to have the hon. Gentleman winding up proceedings. I will take away that point and have a very detailed look at it, and get officials to give me a detailed answer that I will provide in writing.

Leaving the EU: Driving Licences

Jim Shannon Excerpts

Wednesday 31st January 2024 Westminster Hall

[Dr Coffey]

I completely agree with my hon. Friend. I am sure his organisations have talked about the lack of people who are able to readily come forward, and the costs they are enduring. I know that has happened in my constituency. Investment was made in people but, understandably, after they pass a test and get this extra licence—because they did not take their driving test before 1997—they will quite often get a job, and while they might still be committed to community transport, that commitment will perhaps not be on the same scale.

[Jim Shannon (Strangford) (DUP)]

I thank the right hon. Lady for bringing this forward. One of the interventions earlier on referred to grandfather rights. Does she not agree that the punitive response of the EU will lead to problems that exist only on paper and in imagination? Does she also agree that someone who was qualified to drive in Europe on the basis of their driving test five years ago still goes through the same vigorous testing as now, and they should be entitled to drive, just as they were? She deserves to be congratulated on bringing this forward. She is absolutely right, and the more I think of the EU, the more I thank the Lord we are out of it.

[Dr Coffey]

I believe this is a real opportunity to adopt some sensible approaches and that that would be welcome across the House. I am conscious that the Government signed up to the Vienna convention in 2018. There are a number of things in there, and we had already adopted these regulations pretty much under EU regulations. However, we have the opportunity to make changes, and this is just like in the Vienna convention; we put in reservations against elements of that. We have put a reservation in to say that people do not have to wait for the pedestrian crossing to tell them to go; they can cross the road if there is no traffic coming. We have used our common sense for regulations affecting people in this country while still having a safe environment.

It is important to hear from the Minister how other, European and non-European countries go about this, in particular for D1 and C1. I come back to the real need to make it more straightforward for people to get D1 licences, because those sorts of services are closing down or are starting to have to be commercial. That is not what we need for our communities. I understand the challenge of the cost of living and the fact that volunteers’ time is precious. More and more people do want to volunteer. At the moment, we still have a threshold; quite a lot of people coming forward have had those licences before. But it is about the next generation. It is about that that community link, particularly with younger children. People have had to take tougher and tougher tests over the years—far tougher than the ones I took. I do not see why we should expect them to pay £2,000 or £3,000 more and go through all sorts of activities to do something that is frankly quite straightforward.

I turn now to C1 and the commercial and economic impact. I went on about this within Government for several years. When we left the European Union, I had the opportunity to look at regulations that either hindered or helped or were things that we might want to tweak. I saw this as a standout opportunity, as a result of my constituency experience of the community of Suffolk Coastal. That was also driven by my experience as Secretary of State for Work and Pensions at the time. Recently, as Secretary of State for Environment, Food and Rural Affairs, I saw this as an opportunity for economic growth and to alleviate the impact on rural areas.

I have to say that my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps) did listen. He put out a call for evidence, which I was pleased about. I think it reflects that the Department more broadly does not want to make any changes here, which disappoints me. That can be determined to some extent in some of the response, or the summary responses and aspects of the response, that the Government gave at the time.

But I have not given up, because I think this is the right thing to do. I think it is the right thing for our economic growth, and so do the majority of people who responded to the call for evidence. There were business people saying that this would be good. It would be much more efficient to run a single trip in a 4.6-tonne van than to be restricted to multiple trips, as it would require fewer journeys to transport the goods. It would mean fewer vehicles on the roads and fewer trips. This is good news.

I should have explained what C1 does: it covers, not the heavy goods vehicles that we all know, but vehicles between 3.5 to 7.5 tonnes. That is an important threshold—and by the way, this also applies to a number of commercial activities. To go back to D1, a lot of the community minibuses were rightly equipped to take people with disabilities and wheelchairs. Some minibuses are just under 3.5 tonnes, but as soon as the equipment and the person in the wheelchair goes on to the minibus, it goes over that limit. As a consequence, activities can be suspended or services withdrawn.

I turn to the responses. A significant number were very pro and wanted a change without any conditions whatsoever. That was the biggest result, at 43% I think, while there were those who thought we could have an opportunity, but with some changes to conditions—at the moment, the licence would apply only from the age of 18, but once people turn 70, it has to be reviewed. I agree with that, which is why I want to see reform, but in combination, that is 73% of the people who responded to the call for evidence who wanted the change and felt that it could be made safely or that it might need no adjustments at all. I am open to discussion with the Minister about possible reforms—perhaps two or three years since driving, or perhaps a slightly older starting age than 18—but the important thing is to make this as straightforward as possible, rather it being about the cost that goes in.

I should also say to the House that this issue actually stops people driving ambulances, and has done for the last couple of years. Although people were already undergoing advanced training and blue light training, because they were waiting to get a C1 assessment, they could not drive an ambulance. That has led to a driver shortage.

We all know what happened in the HGV driver crisis, as it was called at the time. I do not criticise HGV drivers for that at all—I have cousins who are HGV drivers, and they diligently help to power the economy of the country. However, with the explosion of much more localised delivery, which reflects patterns of consumption in the market, the local delivery element can become attractive to people. Instead of being away from home for several days at a time, travelling and staying overnight in the cab, they can have a much more localised job.

Taking this opportunity would open up the market, enabling many more drivers to take advantage of these opportunities and allowing businesses to grow their business, reflecting the availability of labour. By making this simple change, we would significantly increase the availability of drivers to help to drive the economy, which is absolutely vital.

I know that tests have become a lot tougher since I took mine, and I am conscious that there will be organisations that worry about this. I am not looking to try to make things less safe; I am trying to reflect the fact that our driving standards have got higher over time, yet key elements are holding up, at significant cost. The impact of that on the economy, on economic opportunity and on our communities really needs to be considered.

There may be some other things that we need to look into, such MIDAS—the minibus driver awareness scheme. I am not suggesting, by the way, a full repeal of the regulations needed for C1E. I know that my right hon. Friend the Member for Welwyn Hatfield was quite keen on making things more straightforward for trailers when he was Transport Secretary, but we are also talking about people driving camper vans or with a horse-box. There are all these different sorts of activities where, thanks to an EU regulation that we now have the opportunity to remove, we have just loaded on cost. There would be fewer vans on the road, making fewer trips—it all makes sense, and would actually be a sensible way to improve safety.

I am conscious that the Chamber is filling up with Members who expect the next debate to start in two minutes. Because of the Divisions, this debate can now finish later, and I hope that this much wider audience will hear why this simple change could make a massive impact in their local communities. I will conclude, though, because I am conscious that the household support fund is very important—I was involved in establishing it, and I should have put my name down for that debate, too.

Having worked with this Minister for many years when we were together in the Department for Work and Pensions, I know that he is assiduous and cares about his constituents in Hexham. I also know that he is innovative. Together we worked on many things that might not have come to complete fruition while we were together in the DWP, but we know they were the right things to do. They are now part of the Government’s plan to unlock economic opportunity, and we will continue to be interested in and motivated by them.

The Government set out a plan for drivers, which I think was a really good plan. We need a few extra additions to the plan for drivers, and I hope that the Minister will work with me on that. I should give him notice that on 21 February it is my intention to introduce a ten-minute rule Bill, and to work with him in advance of that, to try to ensure that we find a good process that helps our rural communities and helps the economy, while maintaining of course the safe roads that we all enjoy.

Victims of Road Traffic Offences: Criminal Justice System

Jim Shannon Excerpts

Tuesday 30th January 2024 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

First, I congratulate the hon. Member for North Devon (Selaine Saxby) on highlighting this issue and giving us all the chance to be part of this debate. It is always a pleasure to follow the hon. Member for Stoke-on-Trent North (Jonathan Gullis)—he knows he is a dear friend, and I am looking forward to him coming to my constituency in the first week of March and renewing that friendship on the ground.

Although the UK legislation does not extend to Northern Ireland, we have a very similar legislative system in place. Consequently, issues faced by people here on the mainland are replicated in Northern Ireland, and so, too, must the solutions be replicated. My contribution to this debate will be from a Northern Ireland perspective. The Minister will not be able to automatically respond, and nor does he have any duty to, but I just want to add to the debate and to support all those who have contributed.

In Northern Ireland, we have had an awful year for road deaths, with 71 people losing their lives on the roads in 2023—that is the highest number for eight years, and the annual death toll had not risen above 70 since 2015. In addition to those families losing their loved ones, figures from the Police Service of Northern Ireland show that some 679 people were seriously injured on the roads between 1 January and 31 October 2023. The data also shows that there were 13 motorcyclists and 19 pedestrians among the deaths in 2023. Provisional figures also show that single-vehicle collisions accounted for almost one fifth of all road deaths in the first months of 2023. That clearly shows that there is a need to enhance safety. So the question for me, and probably for others as well, is: with all the new safety features in cars, including anti-lock braking systems and greater non-slide technology improvements, should those numbers not be declining rather than increasing? The facts, of course, disprove that, and that is why this debate is so important.

While I have seen indicators that as many as nine in 10 accidents are avoidable, I also believe that road infrastructure has a major role to play in these statistics. We see people crossing dividing lines to avoid potholes or being pulled into the verges and ending up—as we would call it—in the sheugh in the dark, due to no fault of their own. I am sure the hon. Member for North Devon would agree that part of improving safety has to be the improvement of road structures and surfaces, and the Minister must take that aspect back to Cabinet colleagues and bid for enhanced funding. I think it was two weeks ago that I met one of the companies from the mainland, and it had a brand-new idea for solving pothole problems that looks really good. It is financially viable, quicker and more efficient, and maybe there is an onus on the Government to try to put these things in place.

In my time as an elected representative, I have seen too many deaths on our roads and the impact that that has on families. I have also seen the impact of seeing the perpetrator receive what seems to be an unfair sentence, which is nothing short of devastating. One case that springs to mind is drink-driving case where the driver was substantially over the limit, and the accident resulted in death, yet the judge handed out a suspended sentence. I was heartened by a recent case, in November last year, which resulted in a nine-and-a-half year sentence for the drunk driver. I believe that the message is starting to make its way through: driving over the limit will not be treated as a mistake but as a decision, and that decision has consequences.

I support the hon. Member for North Devon in her view that sentences should not simply reflect the damage of the crime but send a message to others. I was shocked to read that PSNI officers conducted 7,250 preliminary breath tests during the Christmas drink-driving campaign between 1 December 2023 and 1 January 2024. Of those 7,250 tests, 4.9%, or 355, resulted in a fail or fail to provide. Males accounted for the majority of those arrested for drink or drug-driving offences in the 2023-24 campaign, and half of those arrested were between 30 and 49 years of age.

However, the most shocking statistic is that the youngest person arrested for drink-driving offences during the 2023-24 campaign was 14. My goodness—how on earth could that happen? The oldest person, and they are not guiltless either, was 82. It is clear that the message is still not getting to the people who need to hear it. I believe that a means of lowering the prevalence of drink-driving would be to enhance the penalties and to remove the ability for mitigating circumstances to affect any form of punishment or rehabilitation.

I will conclude now, Ms Nokes, so as to adhere to your five-minute rule. The issue should be considered UK-wide. I support the hon. Member for North Devon and all the hon. Members who have called for action, and I have absolutely no doubt that the Minister will respond positively and give us some of the assurances that we wish to hear.

High Speed 2 Compensation

Jim Shannon Excerpts

Thursday 18th January 2024 Commons Chamber

[Theo Clarke (Stafford) (Con)]

I beg to move,

That this House calls on the Government to provide compensation to people who have been affected by the construction of HS2.

I have called this debate on High Speed 2 compensation as I am concerned about how my constituents in Stafford are still being treated by HS2 Ltd, and I wish to raise their serious complaints directly with the Rail Minister and to hear what he is going to do to address them.

Since the Prime Minister made the decision to cancel phase 2 of the HS2 rail project from Birmingham to Manchester, many people, including constituents of mine, have been left in limbo, with no information about what is happening with their properties or land. This issue affects numerous constituencies and I thank the many colleagues from across the House who are here to support this important debate today, including many neighbours in Staffordshire such as my hon. Friend the Member for Lichfield (Michael Fabricant), my right hon. Friend the Member for South Staffordshire (Sir Gavin Williamson) and my hon. Friend the Member for Stone (Sir William Cash).

Today I am calling for all outstanding HS2 compensation claims to be resolved. I will set out a number of examples in my constituency that demonstrate that the issue of HS2 compensation is still a long way from being concluded and must be dealt with by the Government. Let me start by thanking the constituents who have contacted me, sharing their stories and highlighting how HS2 is deeply affecting them. Several other constituents who previously asked me to raise their case have now asked me not to mention them by name today. I am outraged to discover they have been intimidated by HS2 to do this. In one surgery appointment I was told that a constituent was told, “It would not be good for you to get your MP involved, as that would be bad for your case.” This is completely unacceptable behaviour by HS2 Ltd and I want to call it out today.

[Jim Shannon (Strangford) (DUP)]

I declare an interest, not in this case but as a farmer because I understand that HS2 has been contacted by some in the National Farmers Union on this matter. Does the hon. Member agree that to demand land from farmers and not to compensate them quickly and effectively can never be acceptable, and that if a farmer can show loss of earnings, they should receive compensation for that? I understand they currently do not.

[Theo Clarke]

The hon. Member is absolutely right, and if he bears with me, I will specifically come on to compensation to farmers and the points the NFU has raised.

Rural Transport

Jim Shannon Excerpts

Monday 8th January 2024 Commons Chamber

[Sir Bill Wiggin]

I was clearly far too nice to you, Mr Speaker.

Let us start with the fact that 21.3% of the English population live in a predominately rural area. That is 12 million people who can contribute even more towards economic growth. Yet without greater thought about investment in infrastructure and innovation for transport in rural regions, that untapped potential is not being maximised. The Government have done much to support transport links with the north and in the devolved nations, despite the vibrant though poorly connected local economies in areas such as North Herefordshire. To maximise our growth and ensure that we meet our climate ambitions, as a nation we cannot afford to leave anyone behind.

Rural residents are distinctive because they are absolutely reliant on roads. Some 96% of journeys are made on local highways in the UK, and local roads make up 98% of the highway network in England. Road improvements can, unsurprisingly, have a significant impact on rural areas. In Herefordshire, the town of Leominster would benefit immensely from a northern link road—a brilliant £12 million investment that I raised some time ago. Of course, nobody should ever forget the tragedy and vandalism of the famous and now much-missed Hereford bypass. It would have made a phenomenal improvement to the city’s air quality and congestion. Everybody should remember that the opportunity for funding our bypass was idiotically thrown away by Herefordshire’s previous Green and independent council—a phenomenal failure for which they must never be forgiven.

Today, in trying to rectify that, we are limited by the cyclical nature of Government funding cycles. I live in hope that a funding window for the future Hereford bypass will open before 2030. The long cycles benefit civil servants, but leave vital short-term developments at the mercy of local authorities, which may themselves face funding constraints. Local projects are of course dependent on local planning rules; however, central Government can do much more to facilitate those projects by providing capital for roads to local authorities at shorter notice periods. I was delighted to learn that Herefordshire Council will receive an additional £1.8 million to help to repair the county’s roads. I praise the Government for redirecting funds from HS2 in that way. The importance of such funding cannot be overestimated in rural regions where car dependence is so high.

[Jim Shannon (Strangford) (DUP)]

The hon. Gentleman is right about rural roads and transport. At my advice centre, just this Saturday past, one issue that local people brought to my attention was the contact between villages and local towns, and the rural transport reduction there has been. As the hon. Gentleman and I know, it is so important for people who live out in the rural community to have connectivity with villages and towns such as Newtownards in my constituency. Does he agree that there needs to be more rural transport on the roads to help people get to big towns and have a normal life?

[Sir Bill Wiggin]

I believe the hon. Gentleman was named as one of the busiest parliamentarians, so I am very pleased that my Adjournment debate has not missed his attention. Of course, I agree with him.

Highways Maintenance and Integrated Transport Funding

Jim Shannon Excerpts

Monday 18th December 2023 Commons Chamber

[Jonathan Gullis (Stoke-on-Trent North) (Con)]

The good news is that, to everyone’s relief—including yours, Madam Deputy Speaker—I do not intend to use the full time technically available to me to filibuster on this important matter, although I do hope to make an important contribution.

Potholes drive us potty in the Potteries, which is why one of my top priorities is to fix our broken roads and pavements. The great city of Stoke-on-Trent has suffered from decades of under-investment in our roads. Previous Labour-run administrations failed to invest into our road network. It was not until 2019 when Councillor Abi Brown, the former leader of Stoke-on-Trent City Council, and her deputy, Councillor Daniel Jellyman, made the right decision to invest a record £39 million to resurface more than 1,200 roads and pavements and fix more than 30,000 potholes. This was helped by being the first local authority to have the Staffordshire technological advancement, the JCB Pothole Pro, which fixes potholes twice as fast and at half the cost of other machinery. It is excellent that we now have one of those revolutionary machines for Staffordshire County Council, which will serve the people of Kidsgrove, Whitehill, Talke, Butt Lane, Newchapel, Mow Cop and Harriseahead.

The Prime Minister’s recent Network North announcement unlocks transformational funding for our road infrastructure, demonstrating that it is a priority for this Government. More than £8.3 billion has been set aside for councils to bring roads and pavements up to scratch. The Local Government Association argues that this will significantly improve councils’ ability to improve our road infrastructure.

Despite that investment, the funding that comes to us via the National Highways funding formula is simply not good enough, and it puts pressure on a local authority with the second poorest council tax base in the country to take money from other services in order to ensure that our roads are fit for purpose. Given the pressure on local authority budgets, it is essential that smaller cities such as Stoke-on-Trent are not put at a disadvantage.

Comprised of six towns, Stoke-on-Trent is geographically unique. Realistically, my constituents need to drive or take the bus from Burslem, Tunstall, Smallthorne or Kidsgrove—to name a few—if they to go out and about, shopping, visiting loved ones, attending a GP appointment or simply enjoy a pint down the pub. People in Stoke-on-Trent North, Kidsgrove and Talke rely on their cars more than people elsewhere, because we do not have a tram network like in Manchester or an underground network like in London. That is why it is essential that our city has a reliable road network to better connect our communities.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman on bringing forward this issue. We all know that he is an assiduous and eager MP for his constituency. Does he agree that the scope of the formula ensures that rural towns and villages providing transport routes to all major towns will be fighting for the table scraps? Recognition needs to be given to the roads in small towns and rural areas on the way to the big cities. When they are closed, that means no deliveries and no commutes. The formula should treat the feeder areas as a priority as well.

[Jonathan Gullis]

I am grateful to the hon. Gentleman for his intervention, which is a rite of passage in Adjournment debates. On rural communities, the Minister helpfully reminded me—believe me, I do know—that lambasting on behalf of Stoke-on-Trent will probably not go down as well with my Staffordshire-based county council, which benefits from the funding formula. Later, I will explain why the formula could be looked at or there should be a top-up element for smaller regional local authorities such as Stoke-on-Trent. They need investment, while hopefully not unfairly disadvantaging rural constituencies, such as the one the hon. Gentleman represents with great dignity and pride. Ultimately, it is as important that their roads are resurfaced and repaired as it is for the places of Stoke-on-Trent. I appreciate that I am walking a tightrope with the very people I serve, but hopefully I will fall on the right side of it, if I fall at all.

Out and about in Stoke-on-Trent North, Kidsgrove and Talke, and when dealing with casework in the office, the state of roads and pavements comes up frequently. That is evidenced by my regular pothole patrol, where my team and I go out at least twice a week across the constituency looking for roads and pavements that need repairing, reporting back to the local authority. Let me use this opportunity to put on record my thanks to Nathan, Conna, Jess and Mya, who all work in my office in Tunstall, for going out in all weathers to assist me and the community by reporting potholes to our local authority.

One of the reasons for Stoke-on-Trent’s broken roads and pavements is the unfair road funding formulas. The formulas put busy cities like Stoke-on-Trent at a disadvantage, and I have been campaigning to change them since 2020. The current highways funding formula used by the Department for Transport is calculated on road length, rather than road usage. Therefore, a busy road in the centre of a city will get less funding than a long winding D road in the countryside that is used less intensively and with fewer vehicle types such as heavy goods vehicles. Research conducted by the Department for Transport in 2018 suggests that A roads under local authority control made up only 10% of road length across the country, but that that 10% carries 31% of the nation’s traffic. Minor roads made up 88% of road length, but the proportion of traffic they carry, 34%, was only slightly greater than that on A roads. The remaining 35% of traffic is carried on the 3% of roads that are motorways or trunk A roads.

Clearly, the current road funding formula is putting smaller cities like Stoke-on-Trent at a disadvantage. I want to see new considerations introduced to the formula that would top up cities like Stoke-on-Trent, which lack the mileage of minor roads but show due regard for road type, with principal A roads attracting a premium in some way related to their reported condition. The high concentration of warehouses in Stoke-on-Trent means that our roads are used by heavy goods vehicles more regularly. Again, that puts the city at a disadvantage because bigger vehicles carrying heavier loads do more damage to road surfaces. There would need to be safeguarding against false reporting of road conditions, and it would be useful to include a match-funding element for cities, such as Stoke-on-Trent, that put precious resources into roads despite having a low council tax base.

It is not something we like to brag about in Stoke-on-Trent, but there is an old folks’ tale that the word “pothole” originated in our fine city after Josiah Wedgwood decided to dig up all the clay available in the road to make his fine pottery, and to put the pottery that was not up to scratch back into the roads to make sure we had a surface. It is not something we like to brag about, but it is certainly something we want to deal with to ensure we have a pothole-free community. When I start seeing constituents floating ducks or planting flowers in their roads—once or twice I have even thought about a bit of pitch and putt in some of the streets, because of their poor condition—it is vital that they feel they are getting their rightful investment.

Westminster City Council spends around £70 million a year on road maintenance thanks to its parking revenue. That is in stark contrast with Stoke-on-Trent, which spends on average between £700,000 and £800,000, or around 1% of Westminster’s figure. It is extremely difficult for Stoke-on-Trent to match Westminster’s parking revenues, which means more support needs to be directed to areas that struggle to generate as much revenue as the likes of Westminster. For example, I have been campaigning to resurface Gloucester Road and Newchapel Road in Kidsgrove, a key arterial road linking the parish together. Four schools, a day nursery, Maple Tree Court care home and the pump track at Newchapel Rec, which I secured from the Kidsgrove town deal funding, are all located off this road, so it is critical that it is safe for both pedestrians and motorists. Over 300 local residents today have backed my petition to Staffordshire County Council, and I hope the Minister will use this opportunity to add his weight to my campaign.

I also hope that, in trying to get the funding formula changed, the campaign will be a roaring success with motorists in the constituency, just like the victory we secured when over 1,100 residents backed my petition to call on Stoke-on-Trent City Council to rule out Sadiq Khan’s disastrous Marxist ultra low emission zone policies from coming to our great city. I commend Stoke-on-Trent Labour for its bravery in standing up against its national party policy, when Labour’s deputy leader, the right hon. Member for Ashton-under-Lyne (Angela Rayner)—I informed her ahead of the debate—said she wanted to see ULEZ

“in towns and cities across the whole of the UK”.

Cabinet member Councillor Wazir remained silent for over 100 days before finally coming out against ULEZ-loving national Labour to rule out these anti-motorist policies. It is a relief to residents across Stoke-on-Trent and wider north Staffordshire, who will be able to use our improved roads without facing farcical attempts to punish them for getting from A to B.

The Government’s Network North announcement presents a new deal for the north and the midlands, helping the region to compete with London and the south-east. Along with the improvements to our bus and rail networks—such as the reopening of the Stoke to Leek line, closed since the Beeching cuts of 1969, following my petition which received the backing of over 1,000 local residents and a campaign alongside my north Staffordshire colleagues—Stoke-on-Trent and Staffordshire’s road network will also benefit significantly. As I said earlier, over £8.3 billion has been set aside for councils to bring roads and pavements up to scratch. Money from that £8.3 billion will be used to upgrade junction 15 of the M6, a main access route to the Potteries from the south, which will reduce delays coming off the motorway.

We are also going to see upgrades to the A50-A500 corridor from Stoke to Derby, which could save drivers over 30 minutes every weekday. These enhancements could create over 12,000 new jobs and generate millions for the west midlands economy. Following a report called “Levelling-up Stoke, Staffordshire, Derby & Derbyshire: The Road to Success”, a series of recommendations were put forward for long-awaited upgrades badly needed to alleviate bottlenecks along the 90 km-long A50-A500 corridor, which links Derby, Nottingham and Leicester to Stoke-on-Trent, Staffordshire and the north-west. The road is one of the UK’s key arteries and large manufacturers such as JCB, Rolls-Royce and Toyota rely on this key east-west route to keep supply chains moving and provide links to international markets.

Currently, traffic congestion on the A50-A500 threatens to stand in the way of business growth. The route sees between 60,000 and 90,000 vehicles passing along it every single day and needs urgent support. The project has the backing of MPs, local authorities and businesses, and is key to unlocking growth in the west midlands, where cities such as Stoke-on-Trent will benefit significantly if those businesses flourish. I am pleased that the money from Network North is being set aside to help deliver this key route.

Finally, while I have the Minister here, I want quickly to mention another beneficiary of the Prime Minister’s Network North announcement: Kidsgrove railway station. Having spent months negotiating who is responsible for remediation works to mitigate the risk from former mining activity at the site, I am dismayed that Network Rail has still yet to take full responsibility. Plans include a new car park to increase capacity and drive more footfall into Kidsgrove town centre, which will supplement the landmark town deal funding. That is in addition to other upgrades at the station, including new shelters on the platforms and a café. There is also the shared services hub, which is another significant beneficiary of the town deal. I am calling for Lord Hendy, chairman of Network Rail, to hold James Dean, the west coast main line’s route services director, to account for repeated failures to act in the interests of the people he is supposed to serve.

I am incredibly proud of the work we have done as a local community to secure investment in Stoke-on-Trent and Staffordshire since 2019, but there is more to be done both in Stoke-on-Trent and nationally. The overriding mission of levelling up is to allow places such as Stoke-on-Trent North, Kidsgrove and Talke, which have not seen the benefits of an economic consensus driven by Whitehall, to compete with other parts of the UK. The road funding formula is symbolic of that and changing it would be of huge benefit to our city. It is a litmus test for the Government’s levelling-up agenda.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 14th December 2023 Commons Chamber

[Huw Merriman]

As my hon. Friend knows, my officials are active members of Team Barrow, alongside the Department for Levelling Up, Housing and Communities and local partners, recognising the national significance of the submarine programme. Work is ongoing, looking at improvements to the A590, and at options for the rail industry to improve the local rail network. I would be delighted to meet my hon. Friend to discuss that work.

[Jim Shannon (Strangford) (DUP)]

5. When he plans to publish further information on the UK sustainable aviation fuel mandate.

[The Parliamentary Under-Secretary of State for Transport (Anthony Browne)]

After four years in Parliament, this is my maiden voyage at the Dispatch Box. [Interruption.] Indeed, it is Christmas come early, and it is a gift that the first question I am asked comes from the hon. Member for Strangford (Jim Shannon).

The UK sustainable aviation fuel mandate is on track to start on 1 January 2025, with preparatory work on secondary legislation progressing well. We recognise that final decisions on the parameters of the mandate must be taken in a timely way to provide certainty for investment decisions, and we will publish those as soon as possible.

[Jim Shannon]

I welcome the Minister to his place and wish him well in his endeavours. It is always a pleasure to see some of the 2019 intake elevated to the Front Bench, so very well done. I thank him for his answer, as the issue of sustainable aviation fuel is important for my constituents. To ensure that we do not overshoot climate targets on the road to jet zero or net zero, will the Government consider introducing the SAF mandate under a greenhouse gas intensity scheme? That is quite a technical question, but I know it is one that the Minister is well up to answering.

[Anthony Browne]

I thank the hon. Gentleman for that question. I more normally get asked concerns about whether we are going to undershoot the target, rather than overshoot it, but it is a valid question. It is important for us that we are introducing the SAF mandate, and we must give certainty to the industry so that investment comes in. We have funded 13 different companies to set up SAF plants or do development, but we are looking at all the different options and nothing is off the table. We will consider all the different proposals and publish our response to the second consultation as soon as possible.

Refurbishing Trains: Contracts

Jim Shannon Excerpts

Thursday 7th December 2023 Commons Chamber

[Huw Merriman]

I assure the hon. Member that the Secretary of State in particular has been meeting Alstom, and our officials and our director general meet Alstom, including with representatives. I will be doing so on Tuesday week. We will do everything we can to assist, but this is a commercial matter for the operator. As I have mentioned, I have been to that plant with the Transport Committee and seen what it does for the workforce and for the supply chain. We will be doing everything we can to assist Alstom in keeping that plant open.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for his answers. With many of my constituents dependent on Government help and support for manufacturing industry, I can well understand union fears at the dithering and the effect on the workforce. It is necessary to refurbish a number of trains, so can the Minister outline how the Government will ensure that the much-needed refurbishment contracts can be organised to keep people in work, rather than paying out redundancy money to them only to rehire them six months later when things are arranged properly? That is the desire of every Member of this House.

[Huw Merriman]

Yes, indeed. As I have mentioned, we are bringing forward orders, and the Secretary of State has written to the companies that finance train manufacturing and refurbishment to ask what more they can do to bring forward that refurbishment. At the risk of repeating myself, the challenge we have, and it is a good challenge, is that we have four fine train manufacturers and we have rolling stock that is younger than it previously was. So the aim is to try to get orders out, which we are doing, but I reiterate that it is also important that we help our train manufacturers export orders across the globe so that they can manufacture not just for home but for abroad, and keep those jobs going.

Road Humps and 20 mph Speed Limits

Jim Shannon Excerpts

Tuesday 5th December 2023 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in this debate, Mr Robertson. I thank the right hon. Member for Chingford and Woodford Green (Sir Iain Duncan Smith) for leading today’s debate. He is right to highlight the problems of people who are affected by the measures. I will give some examples from my constituency—which the Minister is not responsible for, by the way, so he will not have to talk about the speed bumps in James Street in Newtownards that are causing concern to local people or about the cracks down the gable wall. That is not the Minister’s responsibility.

[Mr Gregory Campbell]

But my hon. Friend has raised it anyway.

[Jim Shannon]

I just want to put it on the record. I feel it is important to give a Northern Ireland perspective. I will refer to examples of 20 mph zones where cameras have been put up, and where local endorsement and agreement were key to making that happen. If that happens, the problems by and large do not impact directly on those who live close by.

As always, some of the matters raised today are devolved, but I am here to give a Northern Ireland perspective to the debate and share some thoughts on where we are in Northern Ireland. In London, for example, there are many 20 mph zones and cameras that are used heavily to detect any form of speeding. Back home, the News Letter reported that a new study had found that lower limits cut accidents and reduce serious injury. One of the few 20 mph speed limits in Northern Ireland is in Belfast city centre. It makes sense to have it there. The impact is not on local residents who live close by, because not many do; it is on the shopping centre, which is very big with a pedestrian walkway. It is important to have that speed limit in Belfast city centre. Researchers have found that the measure led to a 2% reduction in crashes.

In 2021-22, we worked incredibly hard to push the then Infrastructure Minister, Nichola Mallon, to include Grey Abbey Primary School in phase 2 of the part-time 20 mph speed limit zones for schools in Northern Ireland. That included me, my Strangford MLA and councillor colleagues, and the principal of Grey Abbey Primary School, Mr Derrick—he taught some of my boys at school, so he has been there a long time. I make this point because that is an example of where 20 mph speed limits around schools save lives and make people aware of what they are doing.

After months of emails and chasing the issue up, it was fantastic to hear the announcement in September 2021, in the middle of covid, that phase 2 of the part-time 20 mph speed limit scheme would be rolled out to 106 schools across Northern Ireland, including Grey Abbey in my constituency. It was, and it has made a difference. It has definitely slowed traffic in that area, and it was the right thing to do at a place where students are going to school early in the morning—from half-past 8 to half-past 9, say.

My office would send numerous emails about traffic calming and speed limits each day. The right hon. Member for Chingford and Woodford Green said that he gets an enormous volume of constituency mail about this; I do, too. Indeed, I would go as far as to say that it is one of the biggest issues that constituents have with the roads. While there is an understanding that enforcing speed limits and introducing traffic-calming measures is a long and costly process, there must be an acceptance that some areas are simply more dangerous than others, especially around schools.

Loughries Integrated Primary School is another example in my constituency of where introducing a 20 mph speed limit around a school has made a difference, as it has at Kirkistown Primary School in Main Road in Cloughey. Again, these are examples of where, even though the road may be wide—in Kirkistown it would be very wide—there is a real need to slow people’s speed. Before Loughries was awarded a part-time 20 mph speed limit, it was on a national speed limit road on the Ballyblack Road. I drive on that road frequently back home, and I know many constituents who live on it. I find it quite incomprehensible that a national speed limit road, which posed such a danger to students, could have been allowed so near the school.

I thank the right hon. Gentleman again for raising this issue. Although we all have different guidelines for different parts of the United Kingdom of Great Britain and Northern Ireland, we are all taking about the same thing: public safety. This is about agreement with the input of local people, especially around schools, where safety is critical. For some high-congestion areas, additional traffic management and a 20 mph limit have been proven to work. I have to say that, from my observations, looking towards London from the outside in, there are areas where it is critical that it happens. However, for the schools in my constituency, the introduction of 20 mph speed limits has gone a long way in protecting the students who attend school there, and moreover it will be a reassurance to the parents to know that this step has been taken.

I commend the right hon. Gentleman for securing this debate. I hope that my contribution from the Northern Ireland perspective has been helpful. This is all about making safety a priority and about the input of local residents. If we can get them on our side and agree that, then we do not have the impact. In fairness, where damage to property resulting from a high volume of lorries and cars has been highlighted to the roads service back home, the response has always been positive: to try to reduce the volume and avoid that damage.

Zero-emission Buses and Air Quality in Sheffield

Jim Shannon Excerpts

Tuesday 5th December 2023 Westminster Hall

[Paul Blomfield (Sheffield Central) (Lab)]

I beg to move,

That this House has considered zero emission buses and air quality in Sheffield.

It is a pleasure to serve under your chairmanship, Mr Robertson. I will start with the issue of air quality. We know its importance. Poor air quality contributes to the early deaths of up to 43,000 people every year in the UK, according to Asthma + Lung UK. Children are in the frontline, as it affects their health in childhood and throughout their life.

Living alongside a busy road carries the same risk as passively smoking 10 cigarettes a day, so the fact that nitrogen dioxide levels in Sheffield were above legal limits was a huge concern. Clearly we are not alone—we are one of 30 towns and cities exceeding the limit of 10 micrograms per cubic metre—but we were keen to act, and the Government were keen to support us, as a city, in acting.

The Government directed us to implement a clean air zone. We welcomed that instruction because we want a cleaner and healthier future for all who live in our city. Based on the national figures I mentioned, we know that air pollution contributes to around 250 to 500 deaths every year in Sheffield. It can permanently damage children’s lungs and cause strokes, lung cancer and cardiovascular disease.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Member for securing the debate. The motion refers to zero emission buses: such buses, manufactured in Northern Ireland by Wrightbus, were launched in Oxford only two weeks ago. The fleet of 21 StreetDeck Electroliners, the world’s first efficient, double-decker electric buses, was launched as part of the contribution to net zero. Does the hon. Member agree that there is scope for Northern Ireland to pave the way across the United Kingdom in terms of electric bus contracts? For Sheffield, they are the answer to all his prayers.

[Paul Blomfield]

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

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

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

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

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

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

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