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.

Helicopter Search and Rescue Service

Jim Shannon Excerpts

Wednesday 22nd November 2023 Westminster Hall

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

I beg to move,

That this House has considered the future design of the helicopter search and rescue service.

It is a pleasure to serve with you in the Chair, Dr Huq. I welcome the Minister to his new position. I know that this topic is not within his brief, but sits with his colleague in the other place, but I also know that he is a diligent Minister and will no doubt have full command of the facts for us today.

Dr Huq, if you were to stop anyone in Shetland and ask them what they thought of Oscar Charlie, you would get an almost universally positive response. If you were to test that in an opinion poll, Oscar Charlie would get the sort of approval ratings that I, you, the Minister and even the hon. Member for Strangford (Jim Shannon) would bite a hand off for. It is our good fortune, then, that Oscar Charlie is not a politician, but the search and rescue helicopter based at Sumburgh airport in Shetland.

Oscar Charlie was the call sign originally, but then became the name by which the helicopter service is known. The original Oscar Charlie was actually taken out of service in 2007, but in 2013 the operator of the service, Bristow, bowing to the inevitable, renamed the current helicopter Oscar Charlie—I know that because I officiated at the naming ceremony.

I say all that to illustrate that, for people in the northern isles, the helicopter search and rescue service is not somehow detached from us; it is not an anonymous service. It is a service that we value massively, and it is every bit as much of a blue light service for us as the police, fire or ambulance services are for other communities.

When Shetland has needed the service, Oscar Charlie has been there. In 1993, at the grounding of the Braer, Oscar Charlie was in the thick of it. In 1997, at the loss of the Green Lily, which led to the tragic loss of Bill Deacon, the winchman on Oscar Charlie, it was absolutely central to the rescue effort. Just a few weeks ago, when the Stena Spey drilling rig in the North sea broke free during Storm Babet, it was Oscar Charlie that came to the rescue. It is also an invaluable support for air ambulance services in the northern isles. When the air ambulance proper is not able to serve us, Oscar Charlie and the search and rescue service step in.

News of a proposed change to the way in which the service is delivered has caused enormous concern in the local community. The change came to light on 5 October this year when a whistleblower delivered two pages of a document prepared by Bristow, headed “UKSAR2G”. It is from a memorandum issued to all UK SAR personnel dated 20 September 2023. I only have pages 1 and 2, but according to the document itself, it runs to seven pages. I have asked Bristow for a copy of the memo, but it says, no, it cannot give it to us and that it has to come from the Maritime and Coastguard Agency. I asked the MCA, and it said, “No, no, it is Bristow’s document, so it has to come from them.” So my first ask of the Minister is, can we please have this document put into the public domain? I know it is not his to control either, but I suspect he has a bit more influence than I do.

It is worth reading into the record what the document says about the new generation of the search and rescue service. Page 1 says:

“The UKSAR2G system is designed to deliver greater capability at a lower price”—

it is the “lower price” thing that concerns many people—

“than today’s Aerial Surveillance and Verification (ASv) and UKSAR contracts. The Rotary element will consist of: 12 bases, two more than the existing service provision...Create two new seasonal bases (Nevis and Lakes) to cover areas of high-density SAR activity”—

I am guessing that that would be for mountain rescue—and have

“18 aircraft: 9 AW189, 3 S-92, 6 AW139.”

It is on page 2 of the memorandum that we see the news that most concerns people in my constituency: it is anticipated that, under the new service, the readiness state for the helicopter based at Sumburgh, which is currently 15 minutes, is to be increased at the end of 2026 to 60 minutes. That is a significant increase in the readiness state.

Those who work in the sector and who know what they are talking about, including some who have worked in it and retired, tell me without any overstatement that this change could put lives at risk. That is why this issue must be dealt with properly; we cannot just rely on people making decisions about which the community has no prior knowledge and on which there is no meaningful consultation, and then find ourselves left without the service when we most need it.

[Jim Shannon (Strangford) (DUP)]

I commend the right hon. Gentleman on bringing this matter forward. He rightly said that His Majesty’s Coastguard provides 24-hour maritime and coastal search and rescue across the United Kingdom. His Majesty’s Coastguard has helicopter bases in every part of the United Kingdom apart from Northern Ireland. Although I support the right hon. Gentleman in what he is calling for, given the concerns he has raised about the waiting times, does he agree that consideration should also be given to funding a helicopter base in Northern Ireland, to ensure that there is protection from potential mountain and water incidents back home? I support him, but I also seek his support.

[Mr Carmichael]

I think we can make a mutual support case here. As always, the hon. Gentleman makes a sensible point, and it is grounded in the understanding that where communities need this service and local industries rely on it—I know from my work in the main Chamber that the hon. Gentleman has a significant fishing and maritime presence in his constituency—everybody should be given the assistance they require and nobody should be left behind.

I say again that we can only have this discussion because we now know what is being planned. If the hon. Gentleman and others were invited in to help to shape the service—bringing in the fishing industry in his constituency and other maritime interests—all these concerns could be put out and would not have to be dealt with in this way.

When I saw the proposed change, my immediate question was, where is the risk assessment? I thought that for one particular reason. The Maritime and Coastguard Agency has some form in this regard. Three times in the last 13 years, it has tried to take away the emergency towing vessel stationed in my constituency. The most recent time it tried, it was asked, “Where is the risk assessment?” It turned out that no risk assessment had been done. Eventually, time was taken and the MCA had a proper independent risk assessment done, and its conclusion was that it was not an acceptable risk to remove the emergency towing vessel, which remains there to this day. Will the Minister find out from the MCA whether a risk assessment has been done? If one has been done, will it be published? If one has not been done, will he ensure that one is?

I have raised this matter at business questions and in correspondence with Ministers. I received a reply from the former Minister, Baroness Vere, on 31 October. She said:

“I have spoken with officials at the Maritime and Coastguard Agency…who confirm that the transition to the new Search and Rescue Second Generation contract…takes place over a period of two years with Inverness being the first base to go live in October 2024 and Sumburgh the final base to transition on 1 January 2027.”

It should not have been a long phone call, because the Department issued a press release to that effect on 21 July last year. That does, however, contradict the Bristow memo, which says that Stornoway will be the final base to transition, on 1 January 2027—I think Sumburgh is due to transition at the end of November 2026. Again, it would be enormously helpful if the Minister could clarify that when he replies.

Baroness Vere goes on to say:

“With regards the proposed changes to the readiness state at Sumburgh, internal information from our contractor Bristow was released in error and subsequently a redaction has been issued.”

I confess: the words are all identifiably English, but I have no idea what that sentence actually means. First, the information was not released in error. It was released, quite deliberately, by a whistleblower. It was not released by Bristow; and what

“a redaction has been issued”

is supposed to mean is anybody’s guess. It would be useful if the Minister explained what the Government’s position currently is with regard to this information, and if he could ensure that it is put into the public domain.

Baroness Vere concludes:

“The MCA is at the first stage of assessing any proposed changes, and discussions with the contractor are ongoing.”

The contract has been signed; why these discussions were not held before the contract was signed is anybody’s guess. It does not look like something that would particularly impress the Public Accounts Committee. On 10 November, I met in Shetland—in relation to other stuff—the Scotland director of the Maritime and Coastguard Agency. He confirmed that the issue was being looked at again, and that it could be reopened if necessary. This is a novel approach to contract negotiation but, frankly, if at the end of the day we get to a place where my constituents, and other coastal and island communities, have the service that they need and deserve, I am not going to make too many complaints about how we got there. So has that review been carried out and who will be making the final decision?

Briefly, there are a few issues of wider concern about the contract. It is difficult, at present, to understand exactly which helicopters are going to be in service under the new contract. The Bristow memo that I have referred to speaks—on page 2, part 3, in relation to training—of a transition from the AW189, which is currently in use, to the AW139. There are also three Sikorsky helicopters—S-92s. It is believed in the industry that they are likely to be withdrawn from service; Sikorsky has apparently closed the facility that currently produces them.

It looks to me, and this is the understanding of many who currently work in the service, as if, under this new and improved contract—and there are improvements: mountain rescue is an obvious one—we are going to be relying on one type of helicopter. The service’s current resilience is due to there being more than one type of helicopter. If we are indeed going to be left with one type of helicopter, then there needs to be a plan B. We all know that occasionally accidents happen, and unforeseen design issues arise with helicopters or aeroplanes. When that happens, they are all grounded. If at some future stage—and we hope this never happens—there were to be a grounding of the AW139, and that was the only helicopter in use, where would our entire nationwide search and rescue service be left? Where is the resilience? Where is the plan B? If we were able to have an open and outward-looking consultation in the first place, we might know the answer.

The issue is not just that what is proposed is bad and dangerous—we know that—but the way in which it has been handled. If I could ask one thing of the Minister, it would be that when he goes back to his ministerial colleague who does have responsibility for this, he starts with a blank sheet of paper and says, “This has not been handled well. It is too important to be done badly, so let us have another go—and this time, let us get it right.”

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

It is a pleasure to serve under your chairmanship, Dr Huq. I thank the right hon. Member for Orkney and Shetland (Mr Carmichael) and congratulate him on bringing this issue before the House. It is genuinely important to his community in Shetland, which I was pleased and honoured to visit in the summer. I know Sumburgh well, because I was fogged in there for some considerable time. I got to know his constituency from going all the way to the Sullom Voe terminal to support the jobs there and, in my previous job, from visiting the jobcentre in Lerwick. I also met the amazing Shetland Community Bike Project, which the right hon. Gentleman and I both support; the lady who runs it in such an amazing way is Caroline Adamson.

Parking that to one side, for rural or coastal communities such as the right hon. Gentleman’s—likewise, my constituency in Northumberland is one of the largest in England—it matters tremendously to have air ambulance or search and rescue available. That principle is totally accepted. As he rightly identified, I am not the Minister who deals with this particular matter, which was previously dealt with by the noble Baroness Vere, but the responsibility has passed to my new Lords colleague, who will doubtless be in contact with the right hon. Gentleman on an ongoing basis.

I put on the record my thanks to my local air ambulances, and that I have raised money for them. They are a vital organisation: the Great North Air Ambulance in my part of the world is very special and I have fundraised for it. The air ambulances in the right hon. Gentleman’s constituency are also exceptionally good; I know of them and have met people from them in the past.

We need to pay tribute to the amazing work done by our search and rescue services. They continue to provide a superb response, saving lives across the country, often in the most difficult circumstances. As the right hon. Gentleman so eloquently detailed, search and rescue has clearly done great work through Storms Babet, Ciarán and Debi, over the past few years. In particular, there was the incident when helicopters from Sumburgh and Humberside, along with an oil and gas helicopter, successfully rescued 45 workers from the Stena Spey on 21 October.

I want to address some of the points made in the letter of 31 October and on the ongoing situation raised by the right hon. Member for Orkney and Shetland. For the first part, I correct the date given in the letter of 31 October: it is not 1 January 2027, but 1 October 2026. Secondly, like him, I find interesting the comment about what a redaction of a leak is, but the blunt truth is that that is not a document that the MCA has or has seen. More particularly and importantly, it is an internal Bristow document at, I suspect, an early stage of the particular processes that we are not aware of.

It is important to understand the degree of funding here. For the first part, Government funding to the MCA has gone up over the past few years and also this is a £1.2 billion investment into search and rescue on an ongoing basis. I will set out a little of that. The Department for Transport has made huge efforts to ensure that we have a robust national network of search and rescue aircraft, with the capacity to meet the operational challenges faced by His Majesty’s Coastguard throughout the United Kingdom. The right hon. Gentleman is particularly concerned with Shetland, but I will give a brief overview.

An agile fleet of aircraft is not restricted to specific operational areas, but can instead be deployed across the country and it can surge according to demand. That is not simply helicopters, as the right hon. Gentleman rightly outlined; there are huge numbers of additional support, which can be provided. The award of the UK second-generation search and rescue aviation programme to the incumbent, Bristow Helicopters, was announced in July 2022. That is a further £1.6 billion investment in maintaining and enhancing our search and rescue aviation fleet for the next 10 years.

No bases are being closed in any way whatever. All the existing bases will continue to provide a 24-hour search and rescue service, as they do today. They will be supplemented by two new seasonal bases to provide enhanced support to northern England, Scotland and the coastal areas during the busy summer months from April to September.

It is always a delight to see the hon. Member for Strangford (Jim Shannon) in his place; we have crossed swords in an amicable way on many occasions in the past. He asked about this issue in relation to Northern Ireland. At the present stage, his community is covered by Caernarfon and Prestwick, and there is ongoing support across there. Obviously, he has his own situation—

[Jim Shannon]

Will the Minister give way?

[Guy Opperman]

Briefly.

--- Later in debate ---

[Jim Shannon]

I welcome the Minister’s understanding of that, but the point I tried to make in my intervention is that Northern Ireland needs its own. The issue is all about time whenever these things happen, and we need the response in a shorter time that what is offered. I am grateful for the response, but I suspect that it is not adequate for Northern Ireland as a whole with its population of 1.95 million.

[Guy Opperman]

The point is fairly made. My noble Friend in the Lords will answer him in writing and I am sure will very happily meet and discuss that with the hon. Gentleman on an ongoing basis. There is cover from a multitude of bases on an ongoing basis, and what we are dealing with here is obviously in respect of search and rescue over and above any air ambulances that operate locally.

To return to the points raised, there is also the use of fixed-wing surveillance aircraft, with fixed-wing bases being established at Newquay and Prestwick. These aircraft, which are equipped with state-of-the-art maritime search technology, are crucial in supporting search and rescue operations across the United Kingdom. There is also the introduction of the King Air B350 extended range, with which HM Coastguard will have the ability to deploy assets to the extremity of the UK search and rescue region in the mid-Atlantic. It also uses a number of technological innovations in the form of unmanned aerial vehicles and a novel communication called OneLink.

Turning to the service provision in Scotland, I want to address the key point raised by the right hon. Member for Orkney and Shetland in respect of the situation going from 15 to 60 minutes. That was supposed to be the situation going forward, but I can confirm that the Department for Transport has been informed by His Majesty’s Coastguard that it has begun an analysis of the SAR incident data compiled after the UKSAR2G procurement commenced. That work has begun and is ongoing, and obviously the results will be conveyed in the future to all Members who are particular concerned by it—the right hon. Member for Orkney and Shetland and the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil), who have raised this particular point in correspondence.

The analysis is in recognition of the fact that the UKSAR2G procurement was undertaken at a time of considerable societal and economic upheaval during the pandemic, and that may have had a lasting impact on demand for the service. There is no doubt, if one looks at the statistics—and I have the statistics—that on occasions, over the last few years, the numbers have clearly been potentially lower than they may be going forward.

Bridges in London: Maintenance Funding

Jim Shannon Excerpts

Tuesday 14th November 2023 Commons Chamber

[Fleur Anderson]

I absolutely agree with my constituency neighbour. This shows not only the cross-party support for the reopening of the bridge but the enormous impact that its closure is having across a wide area of London. Hammersmith bridge is a national transport route and the fact that it has been closed for so many years is a disaster for many people.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady, and I want to add my support for her request. On Monday this week, the Quoile bridge in my constituency developed a crack right down it and it is now closed. It is a major thoroughfare that carries lots of traffic, which will now be unable to go through Downpatrick on that road for a period of time. I understand the pain that the hon. Lady feels for her constituents and I offer my support to her.

[Mr Deputy Speaker (Mr Nigel Evans)]

I was intrigued as to how there could be a Northern Ireland aspect to Hammersmith bridge, and now we all know. Well done, Jim!

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 26th October 2023 Commons Chamber

[Mr Harper]

I hope that the hon. Lady will have noted the announcement that we made earlier this year about PumpWatch, as well as the work that the Government have done to ensure that the Competition and Markets Authority looks carefully at the way in which the fuel market operates, to ensure that it does so in the interest of consumers, as we all want.

[Jim Shannon (Strangford) (DUP)]

Some 50-plus years ago, when I first took my driving test, there was one other thing we had to do: be able to afford a car. I can remember pinning all my £165 to buy a wee Mini car, but that was 50-plus years ago. Today, one of the issues for people who want to drive and be on the roads is that they just cannot get a practical driving test. What has been done to address that so that young people who have a car and insurance can take a test and get on the road?

[Mr Harper]

The hon. Gentleman makes a fair point. The wait times for theory driving tests are within target. He is absolutely right to draw the House’s attention to the fact that there is currently a longer waiting time for practical driving tests. That is why both I and the roads Minister, the Under-Secretary of State for Transport, my hon. Friend the Member for North West Durham (Mr Holden), have tasked the Driver and Vehicle Licensing Agency, which has a plan to get back within target in the next few months, exactly to help those constituents of the hon. Gentleman who are keen to get their practical test and get on the road, so that they can take advantage of the freedom that being able to drive offers.

UK Automotive Industry

Jim Shannon Excerpts

Monday 18th September 2023 Commons Chamber

[Gavin Newlands]

I am grateful for the intervention and, obviously, that is a triumph for Triumph, but it is very much the exception that proves the rule, as I am about to go on to state. I congratulate Triumph on its export success, but Brexit has caused immense damage to our automotive sector, with real-world consequences for workers and communities. Since Brexit, car production in the UK has plummeted from about 1.7 million in 2017 to just 840,000 in the 12 months leading up to July this year. Factories produced just 775,014 cars during 2022, the lowest figure since 1956.

Despite the much more positive recent news on investment, which has been mentioned, the new post-Brexit rules of origin that come into effect in January, which place tariffs of 10% on exports of electric cars between the UK and the EU if at least 45% of their value does not originate in the UK or EU, will be deeply damaging. The Minister mentioned Stellantis, the world’s fourth largest car manufacturer, which has recently warned that a commitment to make EVs in Britain is in jeopardy unless the Government renegotiate their Brexit deal with the EU to maintain existing trade rules until 2027. Mike Hawes, the chief executive of SMMT, speaking at the very same conference as the Secretary of State, echoed similar sentiments. Of course, the dogs on the street know that Brexit has been a disaster and they also now know that Labour owns this Brexit every bit as much as the Tory party. There is no mitigating, fixing or polishing Brexit, and the sad thing is that the Leader of the Opposition and the vast majority of those behind him also know that to be true.

To compound that issue, the UK Government’s approach to supporting both the industry and consumers during this period of upheaval has been less than ideal. We have witnessed unresponsive Government policy that lacks a comprehensive strategy for the sector’s future. The industry, a cornerstone of our economy, deserves a clear vision and targeted support to ensure its competitiveness and sustainability in a rapidly evolving global landscape. The ZEV—zero emission vehicle—mandate is a case in point, because on paper it is a good thing and it has cross-party support, save from some Conservative Members, but it has been bungled from start to finish. I say “finish”, but we still do not know the final details of the policy, and how it will be enacted or enforced, even though it is scheduled to kick in next year. Mike Hawes said this morning that

“until we see the regulations, we can’t plan, and if we cannot plan, we cannot deliver.”

Furthermore, the culture war within the Conservative party about the net zero agenda is sowing seeds of confusion and inaction. This morning, Mike Hawes had a message for the Conservatives, dressed up in a rhetorical reference they might understand:

“With respect, and I choose my words carefully—very carefully—where there is uncertainty may the Government bring certainty because on decarbonisation this industry is not for turning.”

We should all be united, not so much in quoting Margaret Thatcher—many in this Chamber might like me to do so, but it will not win me any votes—but in our efforts to combat climate change and achieve net zero emissions. We are instead witnessing political infighting that threatens to derail our progress. It is time for the Conservative party to put aside its internal divisions and focus on the pressing issue of climate change. One crucial aspect of that transition is the promotion of EVs.

The Scottish Government have taken decisive steps to support green transport, and we will continue to support the automotive industry to phase out the need for petrol and diesel cars by 2030. The most obvious example of this is on the charging infrastructure, particularly the rapid charging infrastructure, which I will come back to, but Scotland has also shone on incentives to drive switching from combustion engines to EVs. Over the past 10 years, Scottish Government grant funding has provided more than £165 million of interest-free loans to support the purchase of more than 6,100 vehicles, including my own—I have already declared that. If we look at that from a UK Government spending perspective, we see that that is the equivalent of £1.6 billion for 61,000 vehicles. The Scottish Government have provided nearly £5 million to support the installation of more than 16,000 home charge points across Scotland, which is the equivalent of nearly £50 million for 160,000 home chargers—that is over and above the Office for Zero Emission Vehicles grant funding from the UK Government. The Scottish Government have also provided the equivalent of more than £100 million to deliver 15,000 charge points to businesses.

[Jim Shannon (Strangford) (DUP)]

rose—

[Gavin Newlands]

I suspect I know what the hon. Gentleman is going to say about Northern Ireland, but I will give way to him.

[Jim Shannon]

The hon. Gentleman is setting out a good case for what the Scottish National party has done in Scotland, and it is much welcomed. In Northern Ireland, we have a real shortfall, because electric cars are being encouraged but there are not enough charging points. Has he taken into consideration the rural community, who depend upon their diesel cars in my area? It is not possible to have EV charging points in the rural community, where it is needed, just as it is in the urban areas.

[Gavin Newlands]

Praise for the SNP from the Democratic Unionist party might also not feature on my leaflets in the west of Scotland, as that might cause more problems than help. However, the hon. Gentleman makes a good point about rural chargers, as they are certainly part of the solution. Internal combustion engines and so on will clearly have to be part of the mix for some time to come for those in rural communities. That is where Scotland has taken a different approach over the past decade and more. Scotland has a comprehensive charging network, but the parts of it that are the most comprehensive are in the highlands, the Western Isles and Orkney—they are in the rural and island locations, where the private sector would not invest and so the Scottish Government invested to make sure that there was a charging infrastructure for the highlands and islands. However, I fully accept the general point he is making.

To come back to a point made in the speech by the right hon. Member for Wokingham, Orkney has the second highest rate of EV ownership in the UK, but that is hardly a surprise, as Orkney has the highest number of public EV chargers per capita in the UK outside London—this is four times the English rate outside of London. The lesson is clear: give drivers confidence in the charging network, combined with incentives, and people will switch to EVs. We still have a long way to go. In Norway, 20% of all cars on the road and 80% of all new cars are EVs. That is where we could be; in fact, that is where we should be.

Alexander Dennis Limited is a world leader in bus manufacturing and one of Scotland’s key manufacturers and exporters of high-quality products around the world. Just this year, its Enviro200AV electric fleet was used as the vehicle of choice for the autonomous bus service across the iconic Forth Road bridge. As diesel and petrol buses are phased out and replaced with zero emission vehicles—at least, that should be the plan—ADL is innovating with new electric battery technology that will ultimately benefit the environment and transport networks. However, that requires UK Government support and, so far, their record on buses leaves much to be desired.

There have been 558 zero emission buses ordered in Scotland through the Scottish Government’s ScotZEB and SULEBS—the Scottish zero emission bus challenge fund and Scottish ultra-low emission bus scheme—which is the equivalent of around 5,600 buses in England. Let us bear in mind that the previous Prime Minister’s target was 4,000 in England and that the vast majority of the zero emission buses ordered in Scotland are actually on the road. The figures equate to 10.1 buses per 100,000 people, compared with just 0.94 per 100,000 delivered through equivalent schemes in England, outside London. That is an extraordinary gulf in both ambition and delivery.

--- Later in debate ---

[Mark Pawsey (Rugby) (Con)]

It is a great pleasure to take part in this debate on the UK automotive industry because I grew up in a village just outside the traditional heart of UK car manufacturing. One of my earliest memories, as I walked to primary school in the mornings, is workers returning home from the night shift at one of the many car factories that existed in Coventry at that time.

I am very much aware of the heritage of the automobile industry in my local area. In fact, we have two excellent local museums that display historic British cars: Coventry Transport Museum, in Coventry city centre, which includes Queen Mary’s 1935 Daimler and the iconic Coventry-built 1975 Jaguar E-Type, and the British Motor Museum, in Gaydon, where there are over 400 classic British cars from major manufacturers such as Austin, Morris, Hillman and Triumph.

Over my lifetime, I have seen huge change in the origin of the cars on our roads. In my early years, they were mostly domestically manufactured. In the 1960s, I looked out for European cars, such as the Volkswagen Beetle, and then in the 1970s we saw the introduction of Japanese cars, such as the reliable, small Datsuns. In recent years, the majority of cars on our roads have been manufactured outside the UK.

However, it is two-way traffic. While the proportion of imports has risen, so has the proportion of our exports, as the automotive market has become international rather than national or even continental. Now some 80% of our production is exported, generating £77 billion in trade, as buyers across the world recognise the kudos of UK brands such as Land Rover, Range Rover, Jaguar and Mini. At the same time, overseas-based manufacturers, seeing the opportunities provided by the UK’s membership of the European single market, chose to manufacture their vehicles in Sunderland, Derbyshire and Swindon and, more recently, there has been investment in Ellesmere Port, Oxford and south Wales.

I have raised the issue of heritage and the impact of personal ownership of automotives, as cars are not just another manufactured product. For most people, a car is the second most expensive item they will ever acquire and there are few other items where there is such an emotive personal connection. I do not know many people who could tell me what brand of fridge or washing machine they or their parents owned, but almost all will know what brand of car they drive and how they identify with it. We need to generate the maximum impact from our iconic brands.

There are not just emotional reasons for supporting UK manufacture; there are hard-nosed commercial ones as well, because automotive manufacture provides highly-paid skilled jobs. There are 160,000 jobs in the manufacture of automobiles, which is 0.6% of the UK total. That is even more significant in the west midlands, where 2.2% of all employees work in automotives, including many in my constituency of Rugby. A large number of employees work at the London Electric Vehicle Company at Ansty Park, in my constituency, and at Jaguar Land Rover at Gaydon, and many more work in the supply chain, such as at Automotive Insulations on Central Park industrial estate in Rugby and Lenoch Engineering on Somers Road.

In 2022, the manufacturing of vehicles and parts contributed £13.3 billion to the UK economy—it was 0.6% of UK total output.

[Jim Shannon]

When it comes to telling good news stories—it is always good to tell them in this Chamber—Wrightbus in Ballymena would be one, encouraged by this Government and this Minister. One thousand jobs were created in Ballymena, with those buses being sold all over the United Kingdom but also across the world. Therefore, when there are good news stories to tell, let us tell them.

[Mark Pawsey]

I agree wholeheartedly. It is great to see Wrightbus’s product on the streets in London.

Although important and significant, the sector has seen decline, particularly in the number of vehicles produced. We peaked at 1.5 million units in 2015; that dropped to 775,000. The Society of Motor Manufacturers and Traders is projecting 860,000 units this year and 1 million by 2028—still lower than the peak years, but we generally produce higher-value cars, which is a key point to remember. The challenge for us is to maintain our volumes as the sector undergoes massive change. That arises from the worldwide move to electrically powered vehicles as a consequence of the imperative to reduce CO₂ emissions.

I still sit on the Business and Trade Committee. In October 2018, we produced a report on the sector, decarbonisation and the introduction of electric vehicles. I had to reread that report to remind myself that it was almost five years ago. We looked at the opportunities that would present themselves as we effected the transition from internal combustion engine-powered cars. Many of the issues that we considered five years ago are still relevant, but in other areas we have made progress. In August, almost four in 10 new cars that were sold in the UK had some form of electric power, with 20% being purely battery electric, 7.7% plug-in hybrids and 6.8% hybrid, in a market that grew by 24.4% over the previous years.

My right hon. Friend the Member for Wokingham (John Redwood) spoke about the role of the consumer. Most car drivers know that electric vehicles are coming. Most people will know someone who drives one, or who speaks enthusiastically about it and is preparing for that change. Most people by now have already been driven in an electric vehicle and, often, that will be an electric London taxi, manufactured in my constituency. On that pathway, the London Electric Vehicle Company has a pioneering role in the sector. In many cases, the move to electric will be championed by the cabbie, because every cabbie who drives an electric vehicle will speak very highly of it, compared with the diesel alternative. However, there remain those who are not convinced by the need to decarbonise or to move to electric vehicles as the solution, and there will also be people who do not support the ambition to get to net zero by 2050.