Oral Answers to Questions

Jim Shannon Excerpts

Thursday 20th April 2023 Commons Chamber

[Mr Holden]

As I pointed out in a previous answer, when it comes to councils repairing roads, it is about getting on with the job on the ground. Conservative councils repair on average twice as many potholes per council area as Lib Dem councils do. The recent Government announcement about ensuring that utility companies are properly held to account is also in the right direction. If Lib Dem-controlled councils are interested in potholes, have they implemented a lane rental scheme that enables them to get cash, like Surrey, Kent and West Sussex County Councils have done, all of which are Conservative controlled? There is nothing from the Lib Dems on that.

[Jim Shannon (Strangford) (DUP)]

Let me take the focus away from Conservatives and Liberals, and focus it on my constituency if I can. I do that for a reason. In the past, the Government from Westminster have been helpful to the Northern Ireland Executive and to our road surfaces, and they have given us money for potholes under the Barnett consequentials. Ards and North Down Borough Council in my constituency has the worst potholes in Northern Ireland. Will the Minister hold discussions with the Chancellor to ensure that under the Barnett consequentials, we can get some help for potholes in my constituency?

[Mr Holden]

I will always be delighted to do so. I was recently in Northern Ireland and drove along some of its brand new roads. I was delighted to see that Northern Ireland is still investing in our highway infrastructure, unlike in Labour controlled Wales.

Rail Services

Jim Shannon Excerpts

Monday 20th March 2023 Commons Chamber

[Mr Harper]

TPE’s contract expires on 28 May, not 23 May. I recognise what the hon. Lady says about the excellent skills that are available in York. On LNER, that franchise often delivered very good performance. The reasons why it ended up being brough under the control of the OLR were to do with financial performance —the operational performance was very good. On TPE, we are carefully considering the performance of the existing company and structure, and we will make a judgment about that. I have said that no option is off the table if TPE does not deliver improved services. I listened carefully to what she said, and I will bear it in mind when we make a decision.

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State very much for his statement. For able-bodied people like us, travel can be a problem, but it is even more of a problem for disabled people. Will he outline whether improvements to disabled access will be extended to rural locations, which, although small in nature, are vital and pivotal to connectivity, especially for disabled people, who wish to be—and must be—fully considered and included in this statement and, indeed, in the delivery of services?

[Mr Harper]

The hon. Gentleman will know that, in a previous life, I served as Minister for Disabled People, so I take accessible transport very seriously. That is why one thing that I did when I became Secretary of State was to make all my Ministers clear that, in all their decisions, they had to think about how disabled people could have access to all modes of transport. He will know about the services that we have to improve station accessibility. I will make sure that, as we think about rural services, the Rail Minister thinks about access for all, because that is incredibly important, as the hon. Gentleman says.

HS2: Revised Timetable and Budget

Jim Shannon Excerpts

Tuesday 14th March 2023 Commons Chamber

[Huw Merriman]

I think I got the gist, Madam Deputy Speaker. The reality is that the control period will see more than £40 billion spent on renewals across England and Wales, but, as I said earlier, Scotland has to find that funding for itself, and that is where the Barnett consequentials come in. There are no plans in the foreseeable future to change the manner in which we fund the network in the way that the hon. Gentleman described.

[Jim Shannon (Strangford) (DUP)]

By its very nature, HS2 is a strategic project from which everyone in the United Kingdom of Great Britain and Northern Ireland can gain some benefit. In 2010 it was expected to cost £33 billion, but that is now expected to soar to some £71 billion; meanwhile, there are reports of more delays and persistent congestion in areas such as Camden. Can the Minister reassure me that phase 1 is still on track to be completed by 2029, and that any further delays will be minor and will have no impact on the completion date?

[Huw Merriman]

As I said at the outset, the intention is to deliver the trains from Old Oak Common to Curzon Street Birmingham by 2033. There is a window between 2029 and 2033, and our commitment to delivering in that timeframe remains.

The hon. Gentleman mentioned the situation involving Euston, and I am obviously aware of the disruption that has been caused. I was heartened by a conversation I had with the leader of Camden Borough Council, who talked about the opportunities that that timeframe would afford for us to work together to try to find better solutions that will benefit the whole community, and I am absolutely committed to doing just that. I say to anyone, across the community, who wants to improve the HS2 project, “Get behind this, support it, and help me to sell the merits of HS2.” I think it is a fantastic opportunity—and, if that was the last question, I want to thank everyone who is working on HS2. I have full confidence in them, and I am sure the House does as well.

Pavement Parking

Jim Shannon Excerpts

Monday 13th March 2023 Commons Chamber

[Afzal Khan]

I agree wholeheartedly and thank my hon. Friend for her amazing hard work in her constituency. I will be covering the issues she raises in my speech.

I have heard from my local council about missed bin collections and expensive damage to pavement surfaces. Walk Ride Whalley Range in my constituency commissioned its own local research; the response was that pavement parking not only is an issue for those with disabilities or young children, but encourages speeding and reckless driving in neighbourhoods. It discourages people from choosing active travel alternatives to cars, such as walking and cycling, and prevents people from accessing public transport.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for securing the debate. He is absolutely right that there is a very clear safety issue. If cars are parked on the pavement, that means that women with prams, ladies who are walking and blind people with their guide dogs have to go on the road, thereby endangering them. Does he agree—perhaps the Minister will address this point, too—that safety has to be paramount? People have to be considerate of others. Back home, whenever I have brought these things to the attention of the police, they have gone out and enforced the rules with tickets. Maybe that needs to be done here as well.

[Afzal Khan]

I thank the hon. Member for his intervention and will expand on some of those points.

I know that local councillors across my constituency have worked hard to tackle the issue, despite not having the right tools to do the job. For example, they have joined efforts to leave notes on parked cars to remind drivers to think about the impact of their parking on other road users.

Most streets in my constituency were constructed before car ownership became common. There are many narrow terrace streets and houses without drives or garages. There needs to be a much wider debate about how a reduction can be achieved in car use in cities, but I want to focus on this one specific issue today. Our starting point must be that footpaths and pavements are for people walking or wheeling, not for vehicles.

Electric Vehicle Charging Infrastructure

Jim Shannon Excerpts

Tuesday 7th March 2023 Westminster Hall

[Stephen Hammond (Wimbledon) (Con)]

I beg to move,

That this House has considered electric vehicle charging infrastructure.

It is a pleasure to serve under your chairmanship, Mr Pritchard. We had an important hour and a half debate on electric vehicle charging in this place less than two weeks ago, led by my hon. Friend the Member for Winchester (Steve Brine). It was a wide-ranging debate and we touched on a number of issues, but today I want to define it slightly more tightly and look at a couple of issues in a bit more detail. I recognise that there is a risk of repetition, but this is an extraordinarily important matter for this country to get right.

Although the country and the Government are making huge progress—the Government are leading the world, to a great extent, with the UK’s net zero target of 2050 and the phasing out of the internal combustion engine by the beginning of the 2030s—it is hugely important that they set aspirations and lead other nations.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on bringing forward this debate. There just are not enough electric charging points across the whole of the United Kingdom. As a result, constituents are unwilling or unable to buy electric cars, which take eight hours to charge fully. The latest figures indicate that there are now more than 90 vehicles per rapid charging point. Does he agree that it is crucial that conversations are had with Departments in the devolved Governments and other countries to enable them to align with the rest of the UK in electric vehicle charging points?

[Stephen Hammond]

I will later refer to the barriers to greater electric vehicle uptake, which include accessibility and the number of on and off-street charging points. There are great regional disparities across the United Kingdom in the number of charging points per 1,000 people. There are great differences between London, Scotland and the rest of the world. I am sure colleagues from more rural areas will talk about access to charging points and about local councils’ ability to allow people to use on-street and off-street parking, which sometimes prohibits the movement from the internal combustion engine to electric vehicles.

Transport represents 27% of the UK’s greenhouse gas emissions, and road transport is somewhat over 85% of that. We should not underestimate the progress that has been made. There are now 39,000 charging points across the UK and about 1,135,000 plug-in vehicles. But, as the hon. Member for Strangford (Jim Shannon) said, the price of those vehicles and the lack of access to charging points prevent uptake. There is also a lack of a second-hand market—perhaps unsurprisingly, given the relatively recent development of the electric vehicle—which would mean more widespread availability and help the movement to electric vehicles.

Production levels of electric vehicles, which were greater two years ago than they are now, means that although there are 1,135,000 vehicles at the moment, the progress of uptake is slower than we would have expected, given the culture behind electric and hybrid.

Decarbonising Rural Transport

Jim Shannon Excerpts

Tuesday 7th March 2023 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I think the hon. Member for North Shropshire (Helen Morgan) is first, Mr Davies.

[Geraint Davies (in the Chair)]

You were first on the list, Jim.

[Jim Shannon]

Well, may I say how pleased I am?

[Geraint Davies (in the Chair)]

This is the first time you have been called first, I know.

[Jim Shannon]

To be first on the list—my goodness. I am almost in a state of shock. Mr Davies, you are very kind. Thank you for giving me the chance to contribute. Others will contribute as well.

I thank the hon. Member for North Devon (Selaine Saxby) for leading today’s debate and setting the scene so well. She is right. The examples from her constituency are replicated across all the other constituencies represented here. Those hon. Members who have intervened so far have given an indication of the same issues.

As someone who represents a rural constituency, I have stated before that it is imperative that there is sustainable and economical transport for our constituents who live out in the countryside. I am very fortunate in that I have lived in the countryside all my life. I am very pleased to do so. I love the green fields; I do not like the concrete—that is no secret. That is why London does not really appeal to me as a place where I would want to live—there is not enough greenery around me to enjoy. But that is a choice that I have and that I have been able to make over the years.

We have seen the expansion of “green” transport to protect and preserve our atmosphere and environment, and we must continue to do this as time goes on. The hon. Lady outlined that. The issue must be addressed not only in England but UK-wide to ensure that we are consistent and equal in our efforts to decarbonise rural transport. I realise that the Minister is responsible only for England, but my comments will be on Northern Ireland, as they always are, and what we have done there.

Electric car charging points are few and far between. In rural areas, we have few or no charging points; they are always concentrated, as it is probably right that they should be, in towns—in my constituency, it is the towns of Newtownards and Comber. There are not enough charging points; I realise that. Central Government here have taken a decision to support the Northern Ireland Assembly and, with that process in mind, have allocated money to ensure that charging points are available across my constituency as well. There is an issue not with the number of charging points but with the time it takes to charge a car. The hon. Member for North Devon talked about needing 20 feet of cable to charge her car. Wherever there is a charging point, it is also important to have enough charging connections. I am not in any way influenced to buy an electric car, but my sons have done so; they are moving with the times, while their father may not be anxious to do that. My point is that we need charging points and enough connections. If it takes six hours to charge a car, as some people have indicated to me, then that tells me that we need more connections.

[Margaret Ferrier]

Transitioning the country from petrol to electric vehicles requires extensive work that needs to be done by 2030. The Government have already acknowledged that poor grid connectivity in rural areas could be a real problem when it comes to the charging infrastructure. Does the hon. Member agree that the current reliance on the private sector to decide on charge point locations and the lack of central policy around that could create a barrier to reaching the target?

[Jim Shannon]

I thank the hon. Lady for her wise and salient words. In Newtownards for example, people can charge their electric cars at the shopping centre, but if they want to go elsewhere in the town, they cannot charge their cars. Councils have a key role in prioritising charging points and, as the hon. Lady said, we must not depend on private companies, who may put charging points only in places that are advantageous to them. I am not saying such companies do not have a role, but the issue needs to be looked at more widely and in greater depth.

I am pleased to record a recent development by Wrightbus, whose headquarters are in Ballymena, in Northern Ireland, in the constituency of my hon. Friend the Member for North Antrim (Ian Paisley); indeed, my hon. Friend talked about this last week at Transport questions in the main Chamber. Wrightbus has secured a major order to supply 117 zero-emission buses across England, thanks to an investment of £25.3 million by the Government. That is an example of the many things that the Government are doing.

Operated by First Bus, the buses will be rolled out across Yorkshire, Norfolk, Portsmouth and Hampshire, and will enable passengers to enjoy greener, cleaner journeys. Therefore there is a strategy and we, in Northern Ireland, are very much part of that. The new buses will be manufactured by Wrightbus in Ballymena, supporting hundreds of new high-skilled jobs to help level up and grow the economy. Some of those workers live in my constituency of Strangford and travel to the Wrightbus headquarters for their work, so there is a spin-off in jobs, opportunity and economic advantage.

The new additional funding brings the vision of a net zero transport network one step closer to reality. The double-decker battery electric buses are 44% more efficient grid to wheel, saving energy costs and carbon. That is another example of how we are moving forward. The fact that the buses are manufactured in Ballymena means that the whole United Kingdom has the chance to benefit from that advantage, and hopefully other companies will be able to do the same.

The funding is an additional investment from the zero-emission buses regional area scheme, which was launched in 2021 to allow local transport authorities to bid for funding for zero-emission buses and supporting infrastructure. The Government have a policy that is working. Obviously it is a first stage, but I believe the policy will be able to go a lot further.

While it is a welcome and much-needed step, it goes back to my point that this needs to be a UK-wide measure. As the buses are manufactured in Northern Ireland, it would be fantastic for the Northern Ireland economy if some of the buses could be administered across the Province. We manufacture and sell the buses across the United Kingdom, but unfortunately we do not have much take-up back home, but I know Translink, our bus company, has purchased some.

The Secretary of State for Transport met Wrightbus representatives to discuss the success and stated that it would help level up transport across the country, yet the funding has been awarded only to places in England. While I respect the fact that infrastructure and transport are devolved matters, there needs to be greater communication between Westminster and the devolved Governments in relation to nationwide levelling up. I support the Government’s levelling-up policy. I think they have taken giant leaps to make levelling up happen, and this is such an example.

We need ideas for decarbonising public transport in more rural areas, where the population is more dispersed. As others have said, we do not have the continuity or regularity of buses that we should have in rural communities in order to incentivise people to leave their cars and use buses. We in the countryside—especially where I live in the Ards peninsula; indeed, in the whole of the Ards peninsula—depend on our cars, whether they are diesel, petrol or, in my son’s case, electric.

It will always be challenging and expensive to provide the decarbonisation of public transport, but many residents have brought to my attention that some rural buses routes are extremely limited anyway, and I want to put that on the record. There is hope that installing hydrogen buses in rural areas will further discourage people from using cars, which is certainly the intention. People with cars can jump in them and go—they do not have to wait for a bus to come along—but others are probably in a position where they can do that. The use of hydrogen buses and other approaches tend to focus on densely populated urban areas, as there may be a critical mass of people to support public transport services, so it is great to see some Government commitment and willingness to ensure that efforts are made to decarbonise our rural communities too.

I hope that the Minister can join me in congratulating Wrightbus, take the comments of Members from across the House into consideration, and ensure that there is equal opportunity for rural decarbonisation across the whole of the United Kingdom of Great Britain and Northern Ireland.

--- Later in debate ---

[Helen Morgan]

Yes, I agree. We have absolutely seen that in North Shropshire and across the rest of the county. It is causing us a number of different issues, in addition to those of climate emissions. Already in my constituency, it is no longer possible to access one of our two key hospitals in Telford from Oswestry without changing services at least twice. There is no direct public transport service at all between Market Drayton, a town of around 12,000 people, and the sizeable town of Telford, where there are all sorts of extra services that people might want to access.

The impact of those poor and continually reducing services is twofold. First, a private car is a necessary part of life in the countryside or in one of the smaller towns, and many households have to find the money for at least two if the adults in those households work in separate directions. Once they have forked out for a private car and accepted the expense of running it, they are less likely to use the available public transport, so we are in a downward spiral of cuts to public transport as it becomes more and more uneconomic.

[Jim Shannon]

It is not just those who have one or two cars in their households; it is their families and where they work. By and large, if someone wants a job in my constituency, they have to travel to Newtownards or Belfast. Then, there are the extra complications of employment and getting access at the right time for shift work, and buses are probably not on at that time. So there are other complications for people who live in the countryside.

[Helen Morgan]

I absolutely agree with the hon. Gentleman and am just about to come on to that.

[Jim Shannon]

I just set it up for the hon. Lady.

[Helen Morgan]

Yes. Secondly, if someone cannot access a car because they are young, are prevented from driving by their health or simply cannot afford to run one, they become stranded on the island of where they live. They cannot sign up to a college course, they cannot commit to a job outside the area and, in many cases, they cannot access what is becoming increasingly centralised healthcare provision without calling on endless favours from friends and family or using private cars instead.

The lack of a usable service not only means we emit far more greenhouse gases than we used to or, more accurately, than we need to, but there is a social and economic cost. For instance, the Robert Jones and Agnes Hunt Orthopaedic Hospital in Gobowen, near Oswestry in North Shropshire, is a top-class orthopaedic hospital with a dedicated veterans’ centre that takes patients from all over the country. We are extremely proud of it. Recently, however, the hospital is struggling to recruit and retain its staff and one of the factors in that is the lack of a bus service back into Oswestry for those working early or late shifts because those end-of-day services have been axed from the route. More widely, the issue is driving young people from our towns, increasing the proportion of elderly residents, and harming the economic vibrance of the high streets.

How can we reverse that in an area where the council is spending 85% of its budget on social care and where bus services have been so badly depleted that the remaining routes are uneconomic? At this point, I should also mention the importance of active travel. For an increasingly elderly population, in an area where rural roads are single carriageway with quite fast speeds, it is probably not sensible to suggest that those people should be cycling every day between the market towns, which are some distance away from each other.

Smart Motorways

Jim Shannon Excerpts

Wednesday 22nd February 2023 Westminster Hall

[Sarah Champion (Rotherham) (Lab)]

I beg to move,

That this House has considered smart motorways.

As ever, it is a real pleasure to serve under your guidance, Mr Betts. I know that, as the MP for a neighbouring constituency, you are very aware of this topic, so thank you.

On the morning of 7 June 2019, Jason Mercer said goodbye to his wife, Claire, and left for work. While travelling on the M1 near Rotherham, he was involved in a minor collision. Two years prior to the collision, the hard shoulder on that section of motorway had been converted into a full-time running lane. Local authorities, emergency services and local people had all objected to that, but were ignored. With no emergency refuge nearby, and with the hard shoulder removed, Mr Mercer and his fellow motorist stopped on the inside lane of the motorway to exchange details. Minutes later, both were dead. With a steep bank immediately behind the safety barrier, Mr Mercer was unable to move out of the live lane. Their vehicles were hit by a lorry, and both men were killed instantly. The stationary vehicles were not detected by the then Highways England for more than six minutes. The lane in which they were stranded was closed only after both men had been killed. Mr Mercer’s was one of 79 lives claimed on Britain’s growing smart motorway network in the period up to July 2022.

Since their inception, the alarm has been raised repeatedly about all-lane-running motorways. In 2016, the Select Committee on Transport found that the attendant safety risks of all-lane-running motorways had not been addressed. It recommended:

“The Department should not proceed with a major motorway programme on the basis of cost savings while major safety concerns continue to exist.”

Five years later, in 2021, the Committee again criticised the smart motorway programme, noting that

“the promised safety improvements were delivered neither efficiently nor effectively.”

It argued that safety risks

“should have been addressed before those motorways were rolled out.”

It is hard to escape the conclusion that had they been addressed, Jason Mercer might still be alive. Multiple inquests into deaths on smart motorways have said as much. In recording a verdict of unlawful killing, the inquest into Mr Mercer’s death listed five contributing factors, including the absence of a hard shoulder, the lack of stationary vehicle detection technology, and insufficient driver training on how smart motorways work. The inquest into the death of Sheffield-based Nargis Begum, killed in 2018 on the same stretch of the M1 as Mr Mercer, found that the lack of a hard shoulder contributed to her death. Yet National Highways, inexplicably, continues to claim that smart motorways are safer than conventional motorways. Data that it offers to support that conclusion is misleading, to say the least.

The 2016 Select Committee report noted:

“The ‘smart’ in smart motorways does not come from the loss of the hard shoulder…It could be seen as disingenuous to present this change as part and parcel of ‘smart’ motorways. The Department cannot use a reduction in risk in some hazards to justify an increase in risk in others.”

The implementation of new safety features is of course welcome. The installation of stopped vehicle detection technology in particular is a much-needed safety feature. But it is far from a magic bullet. Although SVD can reduce the time that it takes to identify stopped vehicles, it is far from perfect.

The lack of a hard shoulder is inherently dangerous, particularly without frequent emergency refuges to provide a place of safety. The spacing of emergency refuges is one of the most concerning aspects of design changes made as the all-lane-running programme has developed. The initial pilot project saw refuges spaced at 400-to-800-metre intervals. In later designs, that was expanded to a frankly staggering 2,500 metres between refuge areas. That is more than 1.5 miles.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady, who brings to Westminster Hall and the Chamber many issues that I support, and this is one of them. I look forward to the Minister’s comments. There are conflicting opinions on smart motorways and their safety. Northern Ireland has seen the introduction of smart motorway techniques, which in Northern Ireland are referred to as intelligent traffic systems. We have that on the A12 Westlink. We cannot ignore the fact that many fear smart motorways because of the arguments about no hard shoulder. Does the hon. Lady agree that before smart motorways are implemented, the Government must ensure that there is sufficient signage to make drivers aware of that? They may be driving on roads they have never been on before and not notice the change. More signage is needed before any more people panic or become involved in road traffic incidents.

[Sarah Champion]

I agree with every word the hon. Gentleman says.

Just imagine that someone is having a heart attack, their car is breaking down or they have been in an accident, and they then have to drive a mile and a half to get to a safe space of refuge. It is difficult to fathom. The only explanation that I can come up with is that a decision has been made on cost grounds, and that is hard to reconcile with the repeated claims of National Highways that its overriding priority is the safety of motorists.

The 2021 Select Committee report recommended that the roll-out be paused pending the collation and analysis of five years of safety data. The Government’s acceptance of that recommendation was welcome, but misleading. Not only do all-lane-running motorways continue to operate but, as the hon. Gentleman said, new schemes are being built and brought online. By spring of this year, four new sections of all-lane-running motorways will begin operation. While the Government dither, constituencies like mine continue to host death-trap roads. Make no mistake, all-lane-running motorways are death traps.

In 2014, with the road operating as a conventional motorway, an average of 14 vehicles became stranded in live lanes each month between junctions 32 and 35A of the M1. In 2018, the first year of all-lane running for the same stretch of motorway, a staggering 81 vehicles per month were stranded in live lanes. Each of those incidents represents a potential tragedy. Each saw a motorist stationary in high-speed traffic, hoping and praying that other motorists would see them in time—staring in terror at their rear-view mirror as vehicles hurtled towards them. And what is National Highways advice to motorists stranded in live lanes? Hon. Members will not believe this, but it is: “Keep your seatbelts on, turn on your hazard lights and call 999”. No place of refuge is available. Motorists are forced to wait and hope.

We are told that technology mitigates the risks—that stranded vehicles will be spotted quickly, that lanes will be closed and we will be safe—but even with stopped vehicle detection technology, it can still take several minutes to detect a stationary vehicle. Almost 10% of vehicles stopped in live lanes on smart motorways are not detected within a minute. Almost 2% are not detected within five minutes. Still worse, SVD does not even work properly. The Office of Rail and Road has disclosed that SVD has failed to meet key performance requirements on detection rates, speed of detection or even the number of false alerts. That is simply not good enough, and it makes the claim that all-lane-running motorways are safer than conventional motorways difficult to comprehend.

[Jim Shannon]

The hon. Lady is illustrating the issue well. I was sitting here and thinking about when someone is stuck on the hard shoulder and vehicles are going by at a speed in excess of 70 miles an hour. Does she agree that the speed factor contributes to how quickly they can stop, and that compounds the panic and fear?

[Sarah Champion]

If we have to stop on the hard shoulder, having those cars racing by is terrifying. If there is no hard shoulder and we are stuck in a live lane, we can see them coming, but we have no control other than to hope that our seatbelt works.

The claim that smart motorways—all-lane-running motorways—are safer than conventional ones is ridiculous. It is based largely on offsetting the safety risk that is introduced by removing the hard shoulder against the safety improvements that a managed environment delivers, but those two things are not mutually dependent. As a 2016 Select Committee pointed out, it is perfectly possible to introduce a managed environment while retaining the hard shoulder. National Highways should not continue to offset the safety improvements delivered by technology against the risk of removing the hard shoulder in an ever desperate effort to justify what it does.

Roads with safety features in place that retain the hard shoulder do exist, and they are called controlled motorways. It would seem logical to use them as a realistic point of comparison when determining relative safety, but that is a comparison that National Highways seems hugely reluctant to make. I have repeatedly questioned it about this and have requested a direct comparison between the rates of fatal incidents involving stationary vehicles in live lanes on controlled motorways and on all-lane-running motorways. It was with much kicking and screaming that the data was eventually published in the second year progress report. The comparison is truly shocking. The rate of incidents involving stopped vehicles in which someone was killed or seriously injured on controlled motorways was 0.06 per 100 million vehicle miles travelled. For all-lane-running motorways it was a staggering 0.19 per 100 million vehicle miles travelled.

In the name of increasing capacity on the cheap, National Highways has more than tripled the likelihood of serious incidents involving stationary vehicles. Given those risks, it is hard to overstate just how important the proper functioning of the managed environment is, and yet the technology is far from reliable. For the month of September 2022, the national availability of stopped vehicle detection technology was recorded at 98%, and for warning signs 90%. That might sound reassuring, but for crucial safety equipment, a failure rate of 2% and 10% is shocking. Would we trust a seatbelt that worked 90% of the time? It is not unreasonable to ask that those features work reliably before placing our lives in their hands.

Last month, technology across the network was down for several hours during planned maintenance on National Highways’ DYNAC system. No advance warning was provided to motorists. This was the latest in a series of outages that whistleblowers have reported and that have deeply alarmed National Highways staff. Those whistle- blowers have said that the technology is out today, but I am unable to verify that. It is hardly surprising that the public lack confidence in these roads.

E-petitions calling for smart motorways to be scrapped and hard shoulders restored have received more than 10,000 signatures. Research conducted by the RAC has shown that 85% of motorists believe that safety is compromised by the removal of a hard shoulder. Worse still, just 46% of respondents felt confident that they knew what to do in the event of a breakdown in a live lane. The consequences of that lack of public awareness were shockingly exposed during the inquest into the death of Nargis Begum. The inquest heard that 153 vehicles passed the stranded vehicle, but no one reported it to the authorities. Why? Because they believed the vehicle would be detected by CCTV. That is not unreasonable in the face of National Highways’ repeated claims about the efficiency of its technology, and yet National Highways testified to the inquest that detecting a stopped vehicle using CCTV was not “practicable”.

National Highways belatedly recognised the importance of public education in ensuring that smart motorways can operate safely. The result was a public information campaign in which actors dressed as insects smeared on windscreens sang to the tune of the Pet Shop Boys’ “Go West”. Understandably, this staggeringly misjudged campaign was condemned by those who had lost family members on smart motorways.

During the recent Conservative leadership campaign, it was a relief that both the former Prime Minister—the right hon. Member for South West Norfolk (Elizabeth Truss)—and the current Prime Minister expressed concern about these roads. The current Prime Minister branded them “unsafe” and committed to banning all new smart motorways. Campaigners and bereaved families were left bitterly disappointed when, just weeks later, he U-turned, with the Secretary of State for Transport reverting to the familiar refrain of waiting for evidence.

How much evidence do the Government need? How many more people have to die? How many more families will be left to grieve for their loved ones? We cannot continue to gamble with the lives of motorists. Removing the hard shoulder greatly increases the risks for motorists. The technology that is meant to secure their safety is unreliable, incomplete and ineffective. Tinkering around the edges, tweaking designs and rolling out flawed technology will not remove the inherent risk that the Government have chosen to introduce to our motorways. People are dying and yet the Government continue to delay, searching for an answer that is staring them in the face.

Had Jason Mercer been able to pull on to a hard shoulder, he would still be alive and Claire Mercer would still have a husband. The Government can prevent further loss of life, but to do so they need to recognise something that even the right hon. Member for Hemel Hempstead (Sir Mike Penning), the former Minister who commissioned these smart motorways, has admitted, namely that they were a mistake. Nothing will bring back Jason Mercer, but the Government can at least put right their mistake and restore the hard shoulder across the motorway network. I plead with the Minister to do so right now, before more lives are needlessly lost.

MOTs: Increased Particulate Matter Testing

Jim Shannon Excerpts

Tuesday 24th January 2023 Westminster Hall

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

I beg to move,

That this House has considered increased particulate matter testing during MOTs.

I refer to my declaration in the Register of Members’ Financial Interests. It is a real pleasure to serve under your chairmanship, Mr Hollobone. Air pollution is one of the greatest public health challenges of our time. As we speak, in this place and beyond, people are being poisoned by filthy, unsafe air. Indeed, today the Mayor of London issued a high air pollution alert across the capital.

A diesel particulate filter, or DPF, captures and stores dangerous emissions. It can be found at the back of a diesel exhaust system and can reduce emissions from a vehicle by around 80%. In some instances, a faulty DPF is responsible for the same amount of pollution as a three-lane, 360-mile traffic jam. That is the distance between my constituency of Huddersfield and Land’s End in Cornwall. That truly terrifying fact must spur us on to identify and remove dangerous faulty filters. I emphasise that just one faulty filter in one car can spread that amount of poison.

[Jim Shannon (Strangford) (DUP)]

I thank the hon. Gentleman for giving way. He has been quite insistent and persistent in highlighting this issue. He said that a faulty DPF on a single vehicle can cause the same amount of pollution as a 360-mile traffic jam. Does he agree that while we are putting fresh restrictions on business and manufacturing, there is a simple and effective way of cutting emissions? If so, will he put forward his ideas?

[Mr Sheerman]

I thank the hon. Gentleman for his intervention and he is absolutely right; I will address his point during my remarks.

Increased particulate matter testing during the MOT would ensure that we identified faulty DPFs that are not picked in the current testing regime. I am pleased to see, from the Government’s open consultation on the MOT, which was published last week, that the Government want to adopt particulate number testing.

As chair of the Westminster Commission for Road Air Quality, I have been campaigning on this issue for a long time, and it looks as though we are making some progress at last. If the Government are looking for a legislative vehicle, my Motor Vehicle Tests (Diesel Particulate Filters) Bill is due for Second Reading on 24 March. I am very happy to share it, and all credit for it, with the Minister.

Before I speak more about changes that we can make to the MOT, it is worth dwelling on the life-changing harmful effects of air pollution, which my Bill would help to mitigate. It is estimated that up to 36,000 people die prematurely each year from the effects of air pollution in our country. The total cost to the NHS and social care will be £1.5 billion by 2025 and £5.1 billion by 2035.

Restoring Your Railway Fund

Jim Shannon Excerpts

Tuesday 24th January 2023 Westminster Hall

[Kevin Foster]

I could not put it better. Transport systems are not just about an academic exercise of connecting point A to point B, but about linking communities, providing opportunities and levelling up communities. Instead of looking back to a service that existed until the late 1960s, we should look forward to the opportunities. My hon. Friend is a very strong advocate for his constituents and I know he will push the Government on that scheme.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way?

[Kevin Foster]

It would be rude not to give way to probably the most regular attender at 9.30 am on a Tuesday.

[Jim Shannon]

I commend the hon. Gentleman for securing this debate. It is a real pleasure to intervene on him, whom I see as a very dear friend. My constituency used to have a railway line, but now has no railway whatever. Does the hon. Member not agree that it makes no sense for any constituency to have less public transport at a time when we are encouraging people to ditch their cars and make changes to help the environment? It takes investment. If the Government are serious, the funding must also be serious.

[Kevin Foster]

The hon. Gentleman puts it well and reminds us that in the Beeching era many communities went from having train services to numerous destinations to literally having none. We have mentioned the example of the Scottish Borders railway. After the closure of the Waverley route, certain communities became some of the furthest away from the mainline network. Train services provide people with different choices and opportunities. It is safe to say that the people of Strangford can be reassured that if there is any prospect of getting a train service back to Strangford, the hon. Gentleman will regularly pursue it in this place until it happens.

I am conscious that there are many requests for new lines and stations across the country. In June, the Government published a restoring your railway fund programme update with details of all successful and unsuccessful bids. In total, the programme update listed 44 successful schemes, which are at different stages, and 23 schemes are being funded to develop a strategic outline business case—one of the earlier stages in considering a transport intervention. Thirteen schemes that had already developed a SOBC are being supported to develop further, and eight schemes are being delivered. Of those, the Dartmoor line between Okehampton and Exeter has already reopened.

The schemes stretch across the country, ranging from the Northumberland line reopening to the new Thanet Parkway station in Kent, plus St Clears station in Wales and the White Rose station in Yorkshire. As evidenced today, many other communities want to join them. Many communities who were not successful at first now hope to join them in future rounds.

In some areas the dreams of restoring a railway service will come up against the harsh realities of previous track beds having been lost or development having taken over where a line once cut through. What might in the early 1970s have been a relatively easy job of re-laying track will now mean cutting a new track bed through previously untouched countryside. I know from my brief time in the Department for Transport about the issues with restoring the key section of the Varsity line between Cambridge and Bedford, given the short-sighted decisions of past generations to build over the old track bed. The modern realities of development since the line closed mean a different realignment is needed. It is interesting to note that this is one railway that Dr Beeching proposed to keep open in his infamous report, with the mistake of closure being clear almost from the time it was implemented.

In many locations where enthusiasts or a local council have sought to preserve the dream that trains would one day come back down the track to them, reopening former lines can offer excellent value for money. We can also benefit from the quality of railway engineering in the Victorian era. The report on the former line from Bere Alston to Tavistock, more than 40 years after its closure, found that many of the key structures were in fairly good condition, despite not having been maintained for decades. Think of how each pound spent on the restoring your railway programme delivers popularity and inspiration for the local community. Then think how HS2 developers must dream of getting anywhere near that with the tens of billions being spent on that.

The Minister will not be surprised to hear me talk of the opportunity to do just that in my own constituency. The former Goodrington Sands station lies only a few hundred metres from the railhead that marks the end of the Network Rail track, and has done since the line from nearby Paignton station to Kingswear closed. It is not the derelict building that some hon. Members might now be picturing in their minds. Since 1972, it has operated successfully as part of the Dartmouth Steam Railway, with its platforms still in very good condition.

Goodrington station provides a great example, not just of preserving the past, but of an opportunity for the future. Given the Network Rail track nearby, it is possible to create a track route, entirely separate from the operations of the steam railway, to Goodrington from Paignton. That would allow a new platform to be created alongside the heritage station, with accessibility provided by stairs and a lift to the road bridge that passes over the site. Whereas parking is limited at Paignton, there are large car parks near Goodrington station, which are often only used in the summer peak season.

Those ingredients, alongside the presence of a large beach and leisure facilities around the former station, provide a tempting chance directly to reconnect communities nearby and facilitate a parkway-style access to the rail network. Despite the obvious attractions of that plan, plus support from the local community, the spirit of the Beeching era lived on in the coalition of Lib Dem and independent councillors currently running Torbay Council, who objected to the bid for restoring your railway funds. It was disappointing to note their opposition, and the way they assumed they could get an officer to write to MPs, simply demanding we withdraw a bid, as they had said no. As some will know, such ill-judged actions merely provoked not compliance but scorn from me, my hon. Friend the Member for Totnes (Anthony Mangnall) and many local residents.

The restoring your railway programme is not just about reopening lines closed during the Beeching era. It is also providing entirely new stations, such as the one being built at Marsh Barton, which I passed on the train when I travelled up yesterday, and the very welcome Edginswell station in Torquay, where preparatory works are under way ahead of the main construction work starting later this year. Having asked many questions about that project of previous Rail Ministers, I welcome the new stations fund and the Torquay town deal supporting it: the first new station in Torbay since the war, delivered by a Conservative team.

I could be here a long time, listing individual schemes and opportunities for reopening, and I suspect we will hear quite a few more as the debate progresses. Yet the purpose of this debate is not just to put in a pitch for a local scheme, although this is a good opportunity for colleagues to ensure that the Minister has heard the exact benefits a scheme will bring for their local area. There are a few points it would be good for the Minister to respond to.

The first is the easiest: to confirm that the Government remain committed to the vision of reversing Beeching-era cuts, giving communities new train services, as set out in our 2019 manifesto, and the £500 million previously agreed. Secondly, what work will the Government do to support groups and MPs looking to bid where a local council retains the spirit of the Beeching era and decides to object, but the community is positive? Thirdly, what assessment of the value delivered with these projects will be used to capture the full impact for the community of being reconnected to the rail network?

As I said at the start, the fact that we can mention one man’s name 60 years after his report was published shows how the railway closures affected so many communities. For the first time in decades, many communities can now talk about railways as part of their future, not just something they reminisce about from the past. That is what the restoring your railway scheme is about. It is the ultimate prize from levelling up, and it is vital that the commitment shown to it by the Government’s 2019 manifesto continues.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 19th January 2023 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

In Northern Ireland, there are 4,000 electric vehicles and 337 charge points. Central Government have assisted and funded charge points in the past. People are unable and unwilling to buy an electric car if there are not enough charge points, so what discussions has the Minister had with the Department for Infrastructure in the Northern Ireland Executive to ensure that the number of charge points is increased across the whole of Northern Ireland?

[Jesse Norman]

I am grateful to the hon. Gentleman for raising the question. I myself have not recently spoken to the infrastructure board in Northern Ireland, but I shall make a point of doing so in the near future.