Roadworks: Journey Times

Jim Shannon Excerpts

Wednesday 30th October 2024 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to serve under your chairmanship, Sir Roger. May I congratulate the hon. Member for Broxbourne (Lewis Cocking) on setting the scene so well? I will not delay the House very long, but I want to make a contribution from Northern Ireland, highlighting some points and then putting forward a couple of solutions.

I live in a rural community and the only way of getting to where we want to be on a regular basis is to jump in the car and drive up the road. The Ards peninsula, where I live, has a road going down one side and up the other and one going through the middle, so accessibility to certain roads means that if one closes, we have severe problems. I am used to the journey into town being a wee bit longer than I would like it to be. To give one example, the roadworks in Belfast, which have been there for some time, have led to people missing flights, being late for GP appointments, late for work and even missing NHS operations in the Ulster hospital. It is hard to comprehend how that can happen. Even the buses cannot get through, as the hon. Member for Broxbourne (Lewis Cocking) mentioned earlier. Even the fast buses cannot get along the road.

To give some perspective of where we are in Northern Ireland, I see problems for small businesses, particularly when roads are habitually closed. One in particular is McClements’ garage on the Portaferry Road, Newtownards. The roads service cannot do anything about having to close the road. Insurance means that vehicles cannot travel up and down the road during major works, which means that the business closes and the garage owner has lost business over a period of maybe eight to 10 weeks. That has an impact on him because he does not get the traffic and passing trade. Can more be done to help businesses that are directly impacted by such works?

We need better co-ordination. Let me give two examples: Mill Street in Newtownards and Loughries Road. This was a few years ago, to be fair. Northern Ireland Water came and dug the road up, then filled it in. The gas guys came along, dug the road up and filled it in. Then the third one, British Telecom, came along. It dug the road up as well—in the very same place, the same hole in the ground. The three utilities could have been better co-ordinated and could have done it better together. We need better co-ordination; that is No. 1.

I want to give a second solution, if I can. I know that the roads service in Northern Ireland has done this. The Sydenham bypass carries a vast number of vehicles—thousands every day. It is a major thoroughfare, bringing people up from the Ards peninsula and Bangor right into Belfast, so that road is really important. The roads service came up with a solution, which was to do the work at the weekend. That meant that when people were going to work from Monday to Friday, the roads were available, but on Saturday and Sunday they were not.

How did we do it better? We asked the roads service to work more at the weekends. I understand that it is difficult in times of financial stringency, but none the less it is not impossible for work to be done at nighttime when fewer people are on the roads and there is less impact. So, there are two solutions to consider, including doing the roadworks in the evenings and at weekends, as has been done in Northern Ireland. It is successful.

I have one more quick point. Whenever the roads are closed, there really has to be a better way of letting vehicle owners and those who are travelling on the road know exactly what is going on.

Zero Emission Vans

Jim Shannon Excerpts

Tuesday 29th October 2024 Westminster Hall

[Sarah Edwards (Tamworth) (Lab)]

I beg to move,

That this House has considered the transition to zero emission vans.

It is an honour to serve under your chairmanship, Mr Efford. Vans are the workhorses of the UK economy, with one in 10 workers, across a range of industries, relying on a van for their job. From engineering to construction, and from food delivery to emergency and rescue services, many of these industries are part of the backbone of our economy, and we must support them as we make the journey to net zero.

Currently, emissions from vans are increasing year on year, which contributes to the detrimental impacts of climate change across the UK and globally. In my constituency of Tamworth, residents have been hit by flooding for centuries, but it is in recent decades that extreme flooding events are becoming more common, and the flooding season is now lasting three months instead of one, putting a huge strain on our rural economy’s farmers and on our food security. Those floods, which have left people in our rural villages isolated and trapped, have been a key issue, blocking routes for vans and HGVs, with fleets forced to do 15-mile diversions to get back on track. The devastating effect of climate change is impacting both residents and businesses, and we must take every step we can to reduce emissions.

We must do that by using zero emission vehicles. Since 1990, emissions across the UK fleet have risen by 63% via the increased use of diesel vans. In our bid to reach net zero, we must explore the challenges within this sector and address the limitations on infrastructure, including the hurdles and higher costs. We must move some of our most polluting vehicles off our roads and move towards cleaner, more environmentally friendly vans. We cannot do that unless there is a step change in the approach to investment and infrastructure, and we must ensure that we do not leave small and medium-sized enterprises behind in the process. In this debate, I shall argue that the 4.25 tonne e-vans should face the same rules and regulations as the 3.5 tonne diesel vans, and that more should be done to deal with the ad hoc installation of the electric infrastructure needed to lay the foundations for our transition towards a net zero economy.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Member for Tamworth (Sarah Edwards) on introducing this issue. I spoke to her before the debate, and I understand that she is bringing forward something that we all need to endorse, right across this great United Kingdom of Great Britain and Northern Ireland. We should encourage local councils to deal with the vans that they have, and ensure that they move towards electric fleets. Does the hon. Lady agree that the Government and the Minister might need to be involved in some way to ensure that there are incentives to make that happen, whether through low finance deals or grants? If we can get the councils to do it, that makes it easier for the rest of us to follow.

[Sarah Edwards]

Absolutely. It is incredibly important that we involve councils, because they can help and go a long way in ensuring that that infrastructure is there, and they can actually fund some of the changes. I think that is a well-made point, so I thank the hon. Member for his contribution.

While the move to zero emission vans is vital, it does not come without challenges. Currently, the target for zero emission vans is about 70% by 2030, and operators need support with that. Small and medium-sized enterprises are already struggling with the weight of increasing energy costs. In order to support them through this transition, there must be targeted incentives and a roll-out of suitable infrastructure, but there is no protection for businesses from energy costs.

Businesses in my constituency and across the country have seen their bills increase fourfold, with many going under as a result. Their energy rates are linked to credit ratings, and new businesses often do not get the best rate until year three and onwards. Without those bills receiving the scrutiny that residential bills have had during the energy crisis, many business owners simply do not have the capital available to invest in greener solutions. If and when they do, they find that it is not just the cost but the time for the grid upgrade to take place, and in some cases businesses have been told that they cannot draw the power that is needed.

On my recent visit to Brakes in my constituency—the UK’s leading wholesaler, responsible for 70% of the food delivery to businesses and organisations, including hospitals and care homes, which operates 365 days a year on a just-in-time operation—it cited progress on installing chargers for its 7.5 tonne refrigerated vehicles, but it wanted to go far further in its bid to go green. Battery technology at present is not able to provide enough power for both refrigeration and long distance, limiting the types of vans and trucks that can be used by the industry. The company is unable to install additional green infrastructure due to the roof being unsuitable for solar installation, and would struggle at present to draw the power needed from the grid for its ambitions. The grid upgrade simply is not possible, so that business ambition is being stifled by the lack of infrastructure that it can tap into.

The challenges of infrastructure regulation, affordability and availability of suitable projects is holding back businesses in their move towards e-vans, which in turn slows down the laudable goal to reach net zero. A giant leap is therefore needed to move the market from the 5.9% of e-van sales that we saw last year for the UK to meet its emissions targets.

The average e-van costs around 50% more than a diesel option, which is a huge financial burden for a small or medium-sized enterprise that is keen to move towards greener ways of working, but is struggling to bear the upfront costs of the new vans and the uncertain energy costs. Diesel options are outperforming the e-vans currently on the market. From range to charging speed, operators are paying more for less. Although running costs can be lower, these are being undermined by the huge costs of charging at public charging stations.

My constituent, David Furnell from Evolution, explained that the installation of EV chargers often requires upgrades to power supplies, which can be costly and take months and in some cases years to complete, to bring a power supply up to the standard ready for installation for EV charging. There are limited incentives for small businesses to install this type of infrastructure, with larger private companies often bridging the gap and getting energy supplies up to the standard needed.

At present, schools are receiving a higher incentive for the installation of charging infrastructure, whereas commercial premises are receiving a much smaller incentive through the workplace charging scheme. Schools can get 75% off the cost of a buy-and-install charge point up to a maximum of £2,500 per socket. In contrast, the EV infrastructure grant for small and medium-sized enterprises gives them money off the cost of wider building and installation work, which is needed to install multiple charge points. The grant covers 75% of the cost of the work, up to £15,000, and they can get £350 per charge point socket installed and up to £500 per parking space enabled with supporting infrastructure. Although that grant is a good step, it is not considered large enough to incentivise SMEs to accept the risk and financial burden of installation and transition to net zero.

If we are to move towards the widespread use of zero emission vans, we must ensure that infrastructure such as charging facilities is available and affordable and, crucially, in the right places. The burden of cost for both the installation of EV chargers and the upgrade to power for e-vans falls at the feet of small and medium-sized enterprises, which is no way to drive our journey to net zero and grow our economy. We need a spatial strategy to assist with this, and one which does not rely upon solely the private sector and those who may have the capital to invest.

In the 2023 Logistics UK van report, a third of respondents cited power supply infrastructure as one of the biggest challenges for fleet electrification. A large percentage of van users do not have access to a home driveway to charge, and often public charging bays are not physically designed for vans. There are also nitty-gritty challenges, such as a lack of standardisation of payment methods and the inability to pre-book specialised bays. As a result, there is uncertainty for businesses regarding their ability to keep their vans on the road and moving. Many businesses, particularly our SMEs, need the highest levels of confidence that their vans will be on the road and earning throughout the day.

Many businesses, particularly our SMEs, need the highest levels of confidence that their vans will be on the road and earning throughout the day. For those fortunate enough to access private charging options, the cost of grid connection upgrades, the complexities of landlord sign-off and planning approval processes can cause issues. Both access to power and its cost are key challenges in this debate and can be difficult obstacles to overcome.

Those challenges are not limited to the transition for zero emission vans. The logistics industry is essential to our economy, and many companies operate fleets with vehicles of varying sizes, providing different coverage for different parts of the business operation. The heavy goods sector currently accounts for just under 20% of UK transport CO₂ emissions, yet only 0.8% of heavy goods vehicle fleets are zero emission. For HGV fleets, there are limited options for the heaviest vehicles, and those that are available are expensive. The Road Haulage Association anticipates that the overall cost of decarbonisation for HGVs will likely exceed £100 billion. Electric trucks are at least three times the price of an equivalent diesel. The RHA also estimates that up to £2 billion of investment in energy infrastructure is needed to power zero emission vehicles. Since 2014, the logistics sector has invested an additional £2.2 billion in new HGV fleets to reduce their nitrogen oxide pollution. It seeks to replicate that for CO₂ emissions, but there is a lot of work to do when the target for phasing out new diesel HGVs below six tonnes is 2035 and the target for all HGVs is 2040.

Regulation is also a big challenge in this transition, particularly regarding the weight of vehicles. A battery is heavier than fuel, and for e-vans to be able to perform like diesel vans they will be heavier. E-vans, weighing 4.25 tonnes, also face HGV MOTs, because their weight tips them into the next category of commercial vehicle, and this regulation places significant burden and additional expense on operators, impacting their downtime. It also means that there is less choice and flexibility, as fewer testers are qualified to do an MOT on an HGV. Logistics companies argue that 4.25 tonne e-vans should face the same rules and regulations as 3.5 tonne diesel vans. They are delivering the same amount of goods, but their battery puts them outside current legislative parameters. The vehicles are now classed as HGVs, meaning that they must be driven in a fleet with an operator licence and those driving them must have HGV qualifications, which cost money and time in training and must be kept up to date. No one wishes these safety requirements to be removed for HGVs, but the technical point of the weight difference between the e-van and the standard diesel van should be reconsidered as a large financial barrier to what looks externally to be an identical vehicle. It is important that these issues are considered by hon. Members and noted as a policy that has limited the transition to zero emission vans.

Various countries are successfully leading the way in the transition to electric vehicles. The Netherlands’ e-van share is more than double that of the UK. Its clear policy framework for urban logistics has introduced a number of zero emission logistic zones, starting from January 2025, and as a result the wider policies supporting its transition are leading the way among European countries for electric van uptake. We see a similar use of policy in the US, which is supporting the transition to electric vehicles under the EV acceleration challenge. Since 2021, electric vehicle sales have tripled in the US, and the number of publicly available charging ports has grown by more than 40%. The US’s Inflation Reduction Act 2022 has added and expanded tax credits for purchases of new and electric vehicles by taxpayers, and provides a $7,500 tax credit for every new green vehicle weighing up to 14,000 lbs, which equates to approximately 6.3 metric tonnes. Above that weight, it is $40,000 per vehicle. The UK could consider whether, in order to get growth, we need additional support for businesses that assist the Government in their ambition for a greener economy that promotes growth throughout the UK. If we are to transition successfully to zero emission vans, we must consider the blueprints in other countries and their successes and failures as the UK plans for growth.

Although we can incentivise businesses to move towards the use of zero emission vans, we must ensure that sufficient infrastructure, legislation and policy are in place to support that. The challenges around charging facilities, cost and infrastructure are large but not insurmountable, especially when the earlier we invest, the earlier the payback begins. The new partnership between this Government and businesses could help to transform the van sector, tackling a huge environmental impact and growing our economy. I thank hon. Members for their contributions to this debate and the Chamber for its consideration of this important topic.

Taxi Licensing: Deregulation Act 2015

Jim Shannon Excerpts

Monday 21st October 2024 Commons Chamber

[Chris Vince]

My hon. Friend is right; this is not just a bureaucratic oversight, but a public safety crisis waiting to happen. Vehicles are not being inspected regularly enough and drivers are not being vetted thoroughly enough. Passengers, who trust that any taxi they step into is safe, are the ones left exposed. Taxis often serve the most vulnerable members of our community. Can we truly say that we are doing our duty to protect them under these conditions?

The inconsistency in signage requirements across different districts only deepens the confusion. In Harlow, we enforce clear and visible signage—a rooftop box for taxis and door signs for private hire vehicles. Not every district requires that and, as a result, passengers are left guessing whether the vehicle they are entering is legitimate and safe, and local councils are forced to battle through bureaucratic layers just to verify the safety and legality of those vehicles. That is unacceptable. This deregulation has not just lowered standards but put lives at risk. We cannot wait for an accident or tragedy to spur us into action. We must be proactive, not reactive. We need legislation that reflects the pace of modern life and the demands of today’s safety standards. We cannot fall behind.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member on securing this debate. Does he agree that the safety of users and the experience of knowing that an officially licensed taxi driver has been thoroughly vetted is something that many people take for granted, and that urgent changes must take place to ensure that vetting is as stringent as checks for insurance and a clean licence?

[Chris Vince]

I agree. We are talking about passenger safety. If somehow we could set aside the issue of safety—I believe we cannot—there are other grave consequences of the legislation. It is undermining the livelihood of our taxi drivers. Drivers operating under cross-border licences often lack the local knowledge necessary to provide the level of service that passengers expect.

National Highways Maintenance and the A5036

Jim Shannon Excerpts

Wednesday 16th October 2024 Westminster Hall

[Peter Dowd (Bootle) (Lab)]

I beg to move,

That this House has considered National Highways maintenance and management of the A5036.

May I say what an absolute pleasure it is to see you in the Chair, Mrs Harris? It is also a pleasure to see the Minister in his chair, although not as much of a pleasure as it is to see Mrs Harris in the Chair.

I will set out some context to the issue of National Highways’ maintenance and management of the A5036. The A5036 is the main road from the M57 and M58 down to Liverpool port—in effect, the port access road—and is, I think, the only A road in the whole Merseyside city region that is managed by National Highways. There may be smaller ones in the Wirral or south Wirral, but for all intents and purposes it is the only major A road that National Highways manages in Merseyside city region, as I understand it. The road has about 40,000 traffic movements a day, or thereabouts, which is about 1,600 an hour; hon. Members can imagine that that is huge amount of traffic at peak times. The road is about 4 miles long, from the M58, down the A580, through to the docks.

I can also provide a bit more context as to why I am raising this matter. Some months ago, I had to raise with Mr Speaker a point of order in relation to what I saw as the inappropriate behaviour of the north-west office of National Highways. That revolved around a freedom of information request that a local group, the Rimrose Valley Friends, submitted to the office. When we got the information, some of the comments were completely inappropriate. They more or less said, “We best not tell the Member of Parliament”—that is, me—“about certain issues, because he will go off and rile up his constituents.” That is what they said, and that is the tone and culture of that organisation. I raised that with Mr Speaker, and the then Minister came to speak to me about it. That has set the tone for attempts to engage with National Highways in my constituency.

The bottom line is this: I do not underestimate the challenges of keeping a road of this nature, which is about 4 miles long, in some sort of shape in collaboration with the local authority. However, it is not a motorway; it is a road that goes from the M58 and M57 through residential areas. The residents expect that National Highways, in collaboration with whatever its partners are, will keep that road in some sort of order. I know that the local authority has had challenges working with National Highways on the matter, whether in relation to litter, detritus on the road or weeds. It appears that National Highways’ view is that the weeds do not affect the safety of the road—that, although the weeds are everywhere, they are not six feet high. National Highways seems to take the view that that does not matter, and it does not take into account the environment that people have to live in.

It is clear that the people along the road and in the area are put out, to say the least, by National Highways’ attitude to the matter. National Highways has an insouciant attitude: it does not think it is accountable to anybody, and it feels able to make the comments that it made about me in documentation. That sets the tone—I think I have said that three or four times—and consequently trying to engage with it is very difficult.

I will tell hon. Members another anecdote. There is a footbridge at Park Lane West that has been there for about 50 years. It links two communities, which include a church and a school; most children from one side of that major road have to go to the other. There were plans to rebuild it—National Highways bought land to build it up to modern standards—but there was delay after delay, and after a lorry collision it was decided that the bridge would be taken down. That gave National Highways the opportunity, as part of its maintenance programme, not to go ahead with building the new bridge.

National Highways said that the figures had gone up, although it is difficult to find out precisely by how much because of its secrecy and lack of candour. I said, “Look, if it’s outside the parameters of the particular cost set for the bridge, you may wish to go and ask the Department for exemption.” There is always the opportunity to use discretion in such situations. If National Highways was not able to use its discretion, perhaps the Department or the Minister could do so.

The situation rolled on and on, and about four weeks ago I asked the people at National Highways whether they had bothered to ask the Minister. They said, “No. We haven’t bothered to ask the Minister because we don’t want the bridge.” That was not the question they were asked. They were asked, “Could you go off and ask the Minister, the Department or whoever else for this dispensation?” That is the culture. They decided—as it said in the document—that a footbridge is a 20th-century solution. Try telling that to all those children who are frightened to death to walk across the road, even with their parents. Try telling that to older people. It is a massively busy junction. It seems that the focus is just on getting traffic along the road without taking appropriate account of the public and pedestrians. Of course, I have been told, “Oh well, we’re going to have a new pedestrian approach to this crossing.”

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for bringing this issue forward. His passion and concern for his constituents is admirable. What is frustrating to me is National Highways’ response to his eloquent and sensible suggestions. The key issue, which he underlined, is the safety of the children. If a bridge that is important for the movement of children from one side of the road to the other is removed and not replaced, the safety issue is even more paramount. In the hon. Gentleman’s discussions with National Highways and the Minister, has a solution been proposed? There has to be a way.

[Peter Dowd]

I appreciate the hon. Gentleman’s intervention, and I am trying to find the way forward. That bridge is a reflection of National Highways’ whole approach to things: we are an encumbrance on the stuff it has to do.

With some other people, including my hon. Friend the Member for Sefton Central (Bill Esterson), I met one of the previous transport Ministers, Baroness Vere, because National Highways refused to give certain information after a freedom of information request, and she had to say to its representatives, “Give them the information.” That is the context in which we are operating. I do not want to get too technical, but it is important that National Highways provides data and shares information to show us what it is doing, and why it is or is not doing certain things. It is, in effect, a company with a budget of £1.34 billion in resource and about £3.5 billion in capital. Why it cannot use some of that to replace a bridge that has been there for 50 years is beyond me, but that is a different point.

Litter is of concern. That has been identified in the report from the regulator, the Office of Rail and Road, which I had to speak to about the situation, and it investigated National Highways. Surprise, surprise—although it was not a surprise in the least to me—the document it produced, the “ORR investigation into National Highways’ compliance with its licence and delivery of the second road investment strategy”, talks about:

“National Highways apparent concerns about sharing data and information restricts its ability to show how it is performing its function and results in more work for the company and for ORR.”

That quote sums up the situation. Of course, the Office of Rail and Road had to highlight that point to National Highways. The document goes on to say:

“National Highways has not been able to demonstrate consistently and reasonably, with evidence, the basis upon which it has taken decisions and the consequences of doing so on users”

—that is, my constituents—

“and network performance…During the investigation we identified instances where the company held material that it could, and should, have shared with ORR sooner, or where it told us it did not hold data or information that we needed to effectively carry out our statutory functions (and that we consider that the company should reasonably have held in order to carry out its own statutory functions)…National Highways provided around 300 pieces of information…While we would not have expected to see all this information as part of our business as usual or enhanced monitoring, there was enough across six areas of concern to indicate that there is more information that the company could and should share with us.”

That, from the independent Office of Rail and Road, again sums up the attitude of National Highways. In the grand scheme of things, how can any of us at a local level try to find that information, when even the Office of Rail and Road cannot get the information that it needs? As I indicated before, a Minister had to tell National Highways to give us the information. When we do find out the information it provides, it is absolutely outrageous, to the point that a Member of Parliament— that is, me—has to go off and raise the matter with a Minister.

That is the context. It is very difficult to engage with National Highways. There is an absolute lack of candour, a complete lack of respect for elected Members, a lack of respect for the local authority, but most important of all, a lack of respect for my constituents who have to live along that road, which is already challenging for them. I ask the Minister to take those issues into account when he responds, because this matter is not going to go away; this debate is not the end of it. The sooner National Highways understands that and tries to engage with me, with local residents and with the local authority—the partners and the users—the better.

I will finish on that point, but I reaffirm that this matter is not going away. I will be holding National Highways to account in every way I can to ensure that my constituents get the fair deal that they are entitled to.

Driving Test Availability

Jim Shannon Excerpts

Wednesday 16th October 2024 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Member for Bracknell (Peter Swallow) for setting the scene. He is right to say that the issue of driving licences and the availability of driving tests is not specific to his constituency. It is an issue for the whole of the United Kingdom. I am very pleased to see the Minister in her place; I look forward to her contribution.

Since the pandemic, there are still some areas of the United Kingdom suffering from increasingly long waiting times. Northern Ireland is not the responsibility of the Minister, to be fair, but since it adds to this debate, I want to make a contribution. The situation has improved only recently. It is good to be here to give the Northern Ireland perspective.

I reiterate and endorse the comments that the hon. Member for Bracknell made about car insurance. My hon. Friend the Member for Upper Bann (Carla Lockhart) introduced a debate in the previous Parliament on that issue. Some of my constituents who have just got their first car and applied for insurance have had quotes of between £4,000 and £5,000. For some, it is four times the value of their car. That is what the insurance is just to get them on the road. The hon. Member for Bracknell was right to raise that issue.

Figures released by the Department for Transport state that learner drivers face a wait of at least four months for their test—double the length of delays before the covid pandemic. It has also been said that it is largely due to the fact that appointments are released on a 24-week rolling basis. In Northern Ireland, there were increasingly long delays, especially over the summer months. One of my staff members waited four and a half months for a test date in her local area, just down the road from us. Cancellations are sparse due to the difficulty of getting a test to begin with.

There are also concerns about the validity of the theory test, which can run out if the driving test is taken too late. In Northern Ireland, once a theory test is passed, there are two years until it is out of date. Someone can apply for a driving test, but might not get one first time round. They might have to wait for another test and all of a sudden the theory test is out of date and they have to start the whole process again. Many in Northern Ireland do not consider starting practical lessons until they have passed their theory test, so it is important that practical test backlogs are dealt with to ensure that theory tests do not run out and so that learner drivers do not have to resit them.

There is a cost to all this. For young people specifically there could be a detriment to their learning. I am aware that in recent weeks and months some improvements have been made, but it is evident that for so many across the countries, in areas of mainland England and indeed Northern Ireland, the backlogs have to be addressed. I wish to ask the Minister whether she has had a chance to have any correspondence or contact with the Infrastructure Minister back home to discuss productive ways in which we can deal with backlogs for learner drivers.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Lilian Greenwood)]

I congratulate my hon. Friend the Member for Bracknell (Peter Swallow) on securing this debate and setting out so clearly the challenges his constituents face; I also thank all hon. Members who have contributed on behalf of learners and driving instructors in their constituencies. We heard compelling contributions from the hon. Member for Strangford (Jim Shannon), my hon. Friends the Members for Hastings and Rye (Helena Dollimore), Reading Central (Matt Rodda), Portsmouth North (Amanda Martin), Kettering (Rosie Wrighting), Telford (Shaun Davies), Sittingbourne and Sheppey (Kevin McKenna), Carlisle (Ms Minns), the hon. Member for Wimbledon (Mr Kohler) and the shadow Minister, the hon. Member for Mid Buckinghamshire (Greg Smith).

A full driving licence can give the holder so many opportunities. Drivers can access education and jobs. I recognise that being unable to book a test can hold people back, and that is unacceptable because we want to boost growth and opportunities. Driving gives freedoms to so many people up and down the country, although I agree wholeheartedly with my hon. Friend the Member for Newcastle-under-Lyme (Adam Jogee) that we need much better public transport, too, to give young people a choice of transport options. Not everyone is able to drive.

Nearly everyone who has a full driving licence will have a story about when they learned to drive and took their test. It is part of our culture and a rite of passage. However, the current situation for many learners in this country is simply unacceptable. That includes Molly, the constituent of my hon. Friend the Member for Bracknell, and many others who have been referenced in this debate. Some have to travel long distances for a test or pay extra to try to get to the front of the queue. It takes far too long for those who are ready to take their driving test to book that practical test appointment. Drivers who are ready to pass should be able to take a test quickly and easily without paying more or travelling far. This issue is a priority that the Secretary of State and I take seriously. Members will recall that the Secretary of State made visiting DVSA in Bristol to discuss solutions an early priority. Work is ongoing and, yes, we are determined to solve it.

Practical test waiting times remain high because of increased demand. That demand has translated into the longest waiting times for driving tests in many years despite the DVSA making available a near-record 2 million tests last year. That pent-up demand has also led to a change in customer behaviour: the scramble for bookings often leads to undesirable outcomes. People book tests miles away from where they live just to get a test on the system in the hope of changing it for one closer to home at a later date. They cannot always do that, and sometimes they end up taking a test a long way from home, as hon. Friends have described. This change in booking behaviour prevents those ready to take their test from booking at their nearest test centre, where waiting times have gone up. As well as being inconvenient, so-called test tourism has an environmental impact.

An even bigger issue is learners taking a test before they are ready to pass. That seriously reduces their chances of passing, so they need to take a second and maybe even a third or fourth test. That creates extra demand and adds to the issue that DVSA is working so hard to resolve. It also creates potentially unacceptable additional risks for driving examiners and the public. Longer waiting times for a driving test also result in learners paying significantly more than the test fee to unscrupulous opportunists who are preying on them and taking advantage of their need to take a test as soon as they can.

In January 2023, DVSA changed its booking service terms and conditions to prevent anyone selling tests at a profit. Since then, DVSA has issued 313 warnings, 766 suspensions and closed 705 business accounts for misuse of its booking service. But there is more to do. All the while, that leaves people who are ready to pass with fewer options and a longer wait. We want learners who are ready to pass to be able to take their test quickly and easily at a convenient location. We do not want them to feel the need to make difficult decisions and compromises when taking a practical test.

We need concrete measures that will make a real difference. That is why we have asked the DVSA to look at how its tests are booked and managed. We want a test booking system that supports learners to plan the learning-to-drive process properly, that gives them the confidence that they will be able to get a test when they need one, that is easy to use and protects them from being ripped off.

We are working hard on all those measures. In the meantime, DVSA has been working hard to make more tests available. At any given time, around half a million tests are booked on the system. As a result of DVSA efforts to increase capacity, around 90,000 tests are available within a 24-week booking window, but more needs to be done. DVSA has recruited and is training 250 new driving examiners this year, and is working to recruit and train another 200, focusing on areas where demand is highest. Of course, we also need to retain those driving examiners. Previous poor industrial relations will not have helped in that regard.

If we are successful in recruiting those 450, that will be 20% more examiners overall, and a much-needed boost to test capacity for those learning to drive. I can update my hon. Friend the Member for Bracknell on driving examiner numbers in his nearest test centres. In Slough, there are currently six. Based on our latest recruitment campaign, we are aiming to recruit four, to take that to 10. In Reading, there are two. There is one new entrant driving examiner awaiting a training course. The aim is to recruit a further five. In Farnborough, there are nine; the DVSA is aiming to recruit a further three to take that to 12. If we are successful in doing that, it will obviously make a big difference.

On top of that, the DVSA is continuing to conduct tests outside regular hours, including at weekends and on public holidays, and buying back annual leave from driving examiners. I cannot remember which hon. Friend asked me, but driving examiners do travel to other test centres with higher waiting times, to try to bring them down. Of course, I recognise that is not the long-term answer.

DVSA’s Ready to Pass? campaign supports learner drivers by offering free resources to assess their test readiness and encourage them to take more lessons, if required. When the pass rate is less than 50%, we know that too many people are taking the test a bit too speculatively, when they should be doing it when they are ready. I completely understand how this has come about, with people booking a test before they have even started taking any lessons. We also know that learners who undertake a mock test are far more likely to pass their test, so I urge hon. Members to direct their constituents to the Ready to Pass? campaign and its very useful advice.

It is probably outside the scope of today’s debate, but if my hon. Friend the Member for Carlisle would like to pass on the details of her constituent who is facing a delay in renewing their licence and is waiting for medical tests, I will happily look into it.

[Jim Shannon]

I had a question about whether the Minister has had contact with the Minister for Infrastructure in the Northern Ireland Assembly to exchange ideas on how best to address these things together.

[Lilian Greenwood]

No debate would be complete without an intervention from the hon. Member. I have not yet had the opportunity to meet his colleague to discuss this issue, but I would be very willing to do so.

That reminds me that I wanted to respond to the question from my hon. Friend the Member for Reading Central. The DVSA is aware that the landlord of the current driving test centre in Reading has been granted planning permission to redevelop the site, which he referred to. The DVSA has identified a new location. It is in the early stages of negotiations, but it will confirm the new location as soon as it is able. I can assure my hon. Friend that I will continue to raise this point in my regular meetings with the chief executive of the DVSA.

In conclusion, the Department for Transport and the DVSA recognise the impact that long driving test waiting times are having on learner drivers and driving instructors. It is our priority to reduce driving test waiting times while upholding road safety standards. We want everyone to enjoy a lifetime of safe, sustainable driving. Finally, I wish Molly, the constituent of my hon. Friend the Member for Bracknell, very best wishes when she gets the opportunity to take her test. I am sure we all hope that she passes the second time.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 10th October 2024 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State very much for that response. Waiting times for tests continue to be a problem. What assessment has been made of the knock-on effect that could occur with the validity of theory tests should delays in practical tests remain and not improve?

[Louise Haigh]

I am very grateful to the hon. Member for raising that important issue. I will take it away and write to him.

Rural Bus Services

Jim Shannon Excerpts

Wednesday 11th September 2024 Westminster Hall

[Sarah Dyke (Glastonbury and Somerton) (LD)]

I beg to move,

That this House has considered bus services in rural areas.

It is an honour to serve with you in the Chair, Dame Siobhain.

Bus services in rural areas provide a crucial lifeline to many of my constituents. They link communities to hospitals, shops, high street services, and leisure and social activities. They take students to school and college, and they take adults to work. But there has been a worrying trend of decline over the past decade. Research from Channel 4 found that bus provision has decreased by 28% across England since 2011. There has been action from the previous Government, such as investing £3.5 billion into services since the pandemic and introducing the £2 fare cap, but that has been insufficient to arrest the decline.

The loss of services is especially prevalent in rural areas, and it detrimentally impacts those who live there. Rural bus service users travel an average of 47% further compared with their urban counterparts. They travel for longer, and their routes are funded less per head than those in urban areas.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Lady for bringing this debate forward; the turnout here in Westminster Hall is an indication of its importance for rural areas. I commend her on her diligence in this matter. Strangford has issues similar to those in the hon. Lady’s constituency: we have students who must travel up to 45 minutes on the bus to get to their local secondary schools. For those doing GCSEs and A-levels, staying in school later to study can become increasingly popular around exam times. Does the hon. Lady agree that more needs to be done to support schoolchildren who live in rural areas who perhaps are required to be in school earlier and leave later due to exams?

[Sarah Dyke]

I thank the hon. Gentleman for his intervention. That is an issue that I will come to later.

Budgeted local authority expenditure per resident in rural areas is on average £11.68, compared with £20.22 in urban areas. A report from the County Councils Network partly blamed how the previous Government’s national bus strategy apportioned funding. It found that two thirds of the funding went to urban areas, despite these areas having seen lower declines in passenger numbers than rural areas. It also found that councils in rural and county areas were experiencing a £420 million shortfall in their transport budgets, impacting their ability to subsidise operating routes regarded by the operator as commercially unviable.

Transport

Jim Shannon Excerpts

Monday 9th September 2024 Commons Chamber

[James McMurdock (South Basildon and East Thurrock) (Reform)]

Thank you for the opportunity to address the House, Madam Deputy Speaker. I thank the hon. Members who have already spoken today, whether about falling foul of a wasp, what levers to pull—I can certainly empathise with that—or genuine courage, which we can all agree is absolutely necessary in this House. I thank them all for their words.

I start by thanking my predecessor, Stephen Metcalfe. I extend to him my gratitude, not least for his gentlemanly conduct throughout the campaign. He was gracious and dignified throughout, so it is easy to understand why he was, as far as a politician might expect, well liked by both MPs and constituents.

As we navigate life’s milestones, it is natural to become philosophical. First and foremost, I am a husband and a father. While no professional achievement rivals the significance of personal events such as childbirth, being given the tremendous opportunity to serve our country and constituents, those in need and, if we do our jobs right, those whom we can help to avoid need altogether, comes close.

Speaking of fatherhood and childbirth, I draw hon. Members’ attention to the tremendous work done by the Basildon university hospital, a place where miracles are commonplace. It is the place where my children were born and where, at one time or another, virtually everyone I love has been nursed back to health. I extend my heartfelt appreciation, admiration and respect to everyone who works there.

Since its inception as a constituency, people in South Basildon and East Thurrock had always voted blue, until they chose turquoise for the first time this July. To stand here today, I had to overcome a previous winning margin of 19,922. My own winning margin was less dominant: it was one of the tightest in the country, at just 98 votes. A swing that large is strong testament to the importance of listening to the people who put us here—all of them. That is a lesson I will not forget.

It goes without saying that I did not achieve that swing alone. Although I would like to think that my efforts, and those of my mother, who marched tirelessly next to me, handing out fliers in the baking June sun, earned me the 100 or so votes that got me over the line, the vast majority of that shift was carried by my colleagues and fellow Reform UK MPs. Their tireless championing of the British people is something we should stive to emulate. I am extremely grateful to them. Although, as my hon. Friend the Member for Clacton (Nigel Farage) has said, this has ruined my life, I would not have it any other way.

I am eternally grateful to the good people of South Basildon and East Thurrock for sending me here. I intend to repay their trust by being open and honest, accessible and available. Never has it been more important to reconfirm that they have the right to a voice. It is my duty to hear it and protect their right to it. Having volunteered to stand as a parliamentary candidate on 4 May and having been invited to stand on 4 June, it is poetic that my seat was one of the last to be called in England, having to endure three counts. I might add that I won all three.

South Basildon and East Thurrock is a beautiful cross-section of this country. Situated just 30 miles east along the Thames from this beautiful Palace, it is an area of great natural diversity, joyfully combining the new with a rich and varied history, rural and industrial. South Basildon and East Thurrock boasts Europe’s largest Amazon centre as well as glorious countryside and a prime location on the Thames. Many of our quaint villages have historical significance. Horndon-on-the-Hill is mentioned in the Domesday Book of 1086 and one of the earliest uprisings that led to the peasants’ revolt took place in Fobbing in 1381. Those uprisings marked the beginning of the end of serfdom. I am hopeful that the lessons taught to the ruling class then never need to be relearned.

How appropriate it is then that I have the privilege to stand and champion the core values that so many from my home hold dear: independence, equality of opportunity, upward social mobility, courage, long suffering, honesty and forgiveness. I am grateful to champion these qualities not just because I believe in them but because I have benefited from them. I was the first in my family to go to university. I have been shown forgiveness, given opportunity and climbed upwards. As the door was opened for me, I will help hold it open for others.

Most importantly, I must thank the wonderful women in my life: my late grandmother, a survivor of the blitz, who dedicated her life to her family, and my mother and sisters, whose strength, courage and determination inspires me. I have not written this down, but I had better mention my mother-in-law.

[Jim Shannon (Strangford) (DUP)]

Very wise.

[James McMurdock]

To my wife, the mother of my children, who in a crowd of powerful women stands as the most glorious of all, you are my strength, my light and I love you with all my heart. To my father, brother and late grandfather, who fought for this land and spent his last years in peace in the constituency I now represent, and to the rest of my big, wonderful, eclectic family, thank you for mocking me so ruthlessly that my feet will never leave the ground.

If hon. Members will forgive me, I will now fulfil a dream nearly a quarter of a century in the making and end by misquoting the immortal words of Ali G —“R-E-S-P-E-C-T.”

Bus Franchising

Jim Shannon Excerpts

Monday 9th September 2024 Commons Chamber

[Simon Lightwood]

I would welcome the opportunity to meet my hon. Friend.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister very much for a progressive, positive statement that will encourage many. I welcome the steps towards a more personalised approach to bus franchising. However, I believe it is essential, as I think the Minister does, that any changes should be rural-proofed to ensure that bus services allow our rural communities to commute to work, to access medical appointments and even to go shopping, by protecting services over profit through an iron-clad guarantee. Will he confirm that this is the Government’s position?

[Simon Lightwood]

I absolutely agree that rural bus routes and rural communities must be carefully considered. The best people to take that consideration are local leaders, which is why we are determined to allow local leaders to take back control of their bus services.

Road Safety on the A1

Jim Shannon Excerpts

Monday 29th July 2024 Commons Chamber

[Alicia Kearns]

As my hon. Friend says, that is something we have on the A1 already. I caution him, because I know that, while our constituents call for safety measures, they are often not the biggest fans of slowing speeds. However, as a short-term, interim step until we can get those long-term safety issues resolved, he is absolutely right to stand up for them on behalf of his constituents.

When it comes to my constituents, Transport for the East Midlands did a survey of more than 1,000 local residents. Some 60% reported feeling actively unsafe while driving on the A1, and more than 50% reported having either been in an accident or seen one. That is half the 1,000 people surveyed in my constituency who saw that; it is an extraordinary number, and it speaks for itself about the urgent safety upgrades needed. That was only enhanced when I did my own survey of residents on the A1. Of the hundreds and hundreds who responded, more than 90% said that closing the central reservation gaps was key, and over 300 separately mentioned the slip roads being a serious concern for them.

I have been asking National Highways for urgent action for several years. I am glad that its representatives have agreed to come and drive the A1 with me. They may soon regret that decision, but they have agreed to do so. I am also pleased that, a few weeks before the election, they agreed to and announced a review of central reservation crossings on the A1. It was my No. 1 request to them, so I am delighted to have secured it.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Lady give way?

[Alicia Kearns]

Absolutely—in fact, it might mean that I finally make Twitter this evening.

[Jim Shannon]

I commend the hon. Lady for bringing this forward; she always brings important issues to this Chamber, as she does to Westminster Hall. I understand that this morning, a BBC camera crew filmed a collision between two cars while preparing a news report about road safety on the road that she refers to. That illustrates that rural roads need more attention. The news report reminded me of my Strangford constituency, where Ballyatwood is very similar to the Lincolnshire road. This is about new, improved road signage, warning posts and better lines in the road. Does she agree that, often, rural roads fall behind urban roads and that there is a need to prioritise funding for rural roads?

[Alicia Kearns]

My hon. Friend is absolutely right, and I will turn to a potential solution that I plan to put to the Government on that exact point, but is it not horrifying that my local BBC went out to film on the A1 and, within minutes, they filmed an accident?

I want to see the review of central reservations conducted quickly and a commitment from the Government to invest in whatever recommendations are brought forward. I was pleased that, last year, I secured five safety upgrades to the A1 in my stretch, that we have seen those put in place and that they have made a difference, but I wrote again to the new Secretary of State requesting a meeting to discuss the A1 on the first day back. I am still awaiting her response, but I hope that the Government will, in turn, get used to replying to Back Benchers when we write to them.

I appreciate that the Government are in their infancy. Therefore, I have some complex but in some ways straightforward recommendations to make to them on the road networks. The first relates to the point that my hon. Friend the Member for Strangford made about population indexes. The communities I represent are overwhelmingly rural—I represent hundreds and hundreds of villages. Currently, the National Highways criteria for safety upgrades are based on the total number of fatalities that occur in the area, which results in these awful statements from residents such as “How many people have to die before something happens?”, or “Does someone have to die before there is action?”

The problem with that system is that it ignores the lower population densities of rural communities, such as yours, Madam Deputy Speaker. If an area has a dangerous junction or a junction where there is a high number of accidents, in a highly populated area, the number of accidents will be higher. Therefore, we need to take into account lower population densities, so that when we understand the number of fatalities and accidents that take place, the rurality does not play against the area and reduce the amount of support received. We need a new funding formula. I would like to ask for a rural population road index, where, essentially, the fatalities are considered per head of population and rurality to allow a fairness to come into systems, rather than urban areas always getting investment because they have a higher overall number of fatalities.

We also need improvements to specific junctions in the long term. Colsterworth, Great Ponton and the many Stamford junctions all need remedial works, but I know that that is difficult. National Highways has said that if the A1 were built now, the slip roads we have in our area would never be given permission to go ahead because they are that short.