Nationally Significant Infrastructure Projects and Local Road Networks

Jim Shannon Excerpts

Wednesday 11th December 2024 Commons Chamber

[Calum Miller]

My hon. Friend illustrates rather well that, as I suspected, this topic is of interest to a number of Members. He makes his points extremely well.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way?

[Calum Miller]

I will take one more intervention, and then I will make some progress.

[Jim Shannon]

I commend the hon. Gentleman for bringing this debate before the House—I spoke to him beforehand, and other Members have added their input as well. While the planning system in Northern Ireland is devolved and operates very differently from that on the mainland, he will know that significant infrastructure projects can take years of planning to-ing and fro-ing and do not always involve communities in the way that they should. Does he agree that community involvement and streamlining the process of delivering necessary projects are important, in order to take in and encapsulate the entirety of this great United Kingdom of Great Britain and Northern Ireland?

[Calum Miller]

I thank the hon. Gentleman for his intervention, and I am glad to have given him the opportunity to speak at the beginning of a debate, rather than at the end. His points about community involvement are very well made, and I will elaborate on them a bit in my own remarks.

To turn back to Bicester, the East West Rail project to connect Oxford to Cambridge is an ambitious infrastructure project that will provide a connection between some of the UK’s most dynamic centres of innovation and research. It will pass through my constituency of Bicester and Woodstock, and many constituents have contacted me to highlight how the project will impact them. They include Carol, who lives in a care home south of the rail crossing and tells me that she moved there because it was a short mobility scooter ride from Market Square on a flat route—he would be cut off. They include a volunteer firefighter at Bicester fire station on the north side of the crossing, who lives on the south side and is worried that without access via London Road, he may be delayed when he is called to join an emergency crew—he would be cut off. They include Claire, who cycles with her two sons into town from her home on the south-east of the town. They cannot use the busy A road to get into town if London Road is closed—they would be cut off. Those constituents, and many like them, are worried about the delays that they will face to these regular journeys. All those journeys will be disrupted by this planned closure.

To put this issue in some context, Oxfordshire county council maintains an automated traffic monitor on London Road by the level crossing. That traffic monitor shows that in 2017, there were 9,000 journeys per day on the road. That number fell during the pandemic, but has consistently risen since, with 7,700 journeys in 2023.

The threat of closing London Road is imminent, but it should not come as any surprise to those in government or the rail industry. Importantly, there was a road there long before there was a railway; back in 1795, a coach service ran six days a week from Banbury to London through Bicester, making use of London Road. The railway came to Bicester in 1850, crossing London Road for the first time. Those horse-drawn coaches have been replaced by motor cars, as well as buses and lorries, and with that has come the growth of the town. Over the century to 1930, Bicester was a town of around 3,000 inhabitants. The war period was followed by expansion, and the town’s population nearly doubled by 1961, before growing rapidly to 20,000 by 1981 and 37,000 by 2021. It is forecast to grow to over 50,000 by 2031.

Through all of this, there has remained just one road from the centre of Bicester out to the south: London Road, which is still crossed by the railway line. In 2008, Chiltern Railways announced a proposal to connect Oxford to London Marylebone by instating new track just east of London Road. This was linked to the proposal for the new East West Rail link that had been made in the early 2000s by a consortium of local authorities. Back in 2006, the Office of the Deputy Prime Minister stated its support for the west part of the line, from Bletchley to Oxford. That support was finally backed with money in the 2011 autumn statement and a subsequent announcement made by the Transport Secretary in July 2012.

The Chiltern Railways proposal went to planning inspection, with a hearing held in 2012. At that point, more than 12 years ago, various Bicester residents pointed out the implications of a new line and the disruption that frequent downtime of the level crossing would cause. Chiltern Railways argued, however, that there was uncertainty about East West Rail going ahead, and therefore it would be premature to act. The inspector agreed. As a result, when the railway was closed for a full 20 months between February 2014 and October 2015, a huge opportunity was missed to provide a viable solution for the future. Worse, the redesign and expansion of the station—including a large two-storey car park to serve Bicester Village retail park—took up space that could have been part of a solution to the rail crossing. It therefore took almost a decade from the announcement of Department for Transport support for the route between Bletchley and Oxford to be formally approved by the Transport Secretary in February 2020.

That approval followed another planning inspectorate hearing. Residents including Carole Hetherington, who is the chair of the Langford Village Community Association and is in the Gallery today, and the Bicester Traffic Action Group, represented today by Rachel Mallows, again pointed out the need for a solution for London Road. Again, this did not happen.

In 2021, East West Rail consulted residents on its ideas for the line between Bletchley and Oxford, including for London Road. It offered six alternatives, of which option 1 was the full closure of the road with no mitigation. Local residents were appalled by this suggestion. A petition that I launched, as a county council candidate, garnered over 1,500 signatures opposing the road closure. In March 2023, Oxfordshire county council unanimously approved a motion that I proposed as a councillor, stating that the council would work with East West Rail to secure

“a sustainable, funded solution that continues to provide suitable rail crossings for cars, cycles and pedestrians”.

A similar motion was brought to Cherwell district council by Liberal Democrat councillors, who are represented in the Gallery today by Councillor Frank Ideh. The policy of both local authorities is therefore to keep London Road open.

Local residents and I were very frustrated to have to wait over two years for East West Rail’s response to the 2021 consultation. Despite repeated indications that it would publish a response, this was serially delayed. I have some sympathy with East West Rail—under the last Government, it saw five Rail Ministers between 2019 and the 2024 general election, as well as four Prime Ministers and five Chancellors. It was not easy for a major infrastructure project to get steady engagement from the last Government. Finally, in July 2023 East West Rail brought forward feedback on the consultation. This was done through an informal feedback session with a limited amount of published material. Many people were disappointed that, after two further years, there were no specific proposals on the table.

Does the Minister share my frustration and that of my constituents that a project first endorsed by the then Deputy Prime Minister under the last Labour Government in 2006 has only in the last month brought forward detailed proposals for London Road, even though residents have been highlighting concerns for over a decade? Does she also agree that it is deeply regrettable that a short-term approach meant that much more cost-effective opportunities to address this issue were missed when the railway was closed and station rebuilt in 2014-15?

People in Bicester had to wait for the announcement of the proposed East West Rail route in November 2024 to hear what is now being proposed for our town. Let me start with a positive. It is welcome that there is now a commitment to provide a suitably accessible crossing for pedestrians and cyclists. That is a material improvement on the proposals in 2021, which were either to close London Road or to provide only a basic footbridge that would have been totally unsuitable for anyone with a disability, parents with buggies or cyclists.

This reflects sustained community pressure, including from Claire, whom I mentioned earlier, and from the members of the Bicester bike users group, who have been strong champions of a suitable underpass. There is strong support for an underpass rather than a bridge. It would require much less clearance since the land already sits 2 metres below the height of the railway. However, it must be well designed to ensure the safety of users, which, among other things, means adopting best design principles to discourage loitering and maximise visibility for all users.

However, the very bad news for Bicester residents is that East West Rail is proposing to close London Road to car users and offer no alternative. In its consultation document, it says:

“Our preferred solution is for traffic to be diverted using existing roads.”

The strength of community feeling about this is very clear to me in my postbag and my inbox. Nearly 400 people have signed a new petition in the last month objecting to this closure.

The technical document that accompanied the conclusion makes it clear that only preliminary analysis of the journey times has been conducted. It is unclear from this whether the projected growth in Bicester, of both new homes and employment sites, has been factored into the analysis. The document talks about potential improvements to journey times from junction improvements and signalling changes. Local residents and I are very sceptical that this can compensate in any meaningful way for closing this arterial road.

When the Rail Minister courteously called me last month in advance of the announcement of this route, I shared these concerns with him and welcomed his assurance that this would be a genuine consultation. May I therefore take this opportunity in the House to ask the Minister to confirm that the Government remain open-minded on this proposal? Can she confirm that the Government will listen to the consultation feedback, and will she agree that either she or the Rail Minister will meet me and local representatives before submitting any final proposal for planning approval?

Many residents in Bicester see the benefit of increasing the capacity for rail travel across our region, and see that it may bring economic benefits to the UK by joining up some of the most innovative areas, yet all residents agree that the national benefits will come at a cost to Bicester. The core issue here is one of fairness. Local people can support a project that has wider benefits so long as they are not asked to bear concentrated costs without mitigation. In this case, car users are being asked to make materially longer journeys without any alleviation.

The situation is akin to a compulsory purchase order. The railway has, in this case, determined that it will compulsorily close the road at the level crossing, but instead of fully compensating the community for the loss of the road, the current proposal is to give them a limited underpass. East West Rail and the Government need to do better.

I note that the Government are proposing that for nationally significant infrastructure projects in energy, such as new pylons, there should be direct compensation for affected communities. Indeed, my hon. Friend the Member for Inverness, Skye and West Ross-shire (Mr MacDonald) recently led a debate on community benefit from renewable energy, which had strong participation from across the House. There is clear support for accepting that local communities should be compensated when asked to bear the brunt of the effects of national projects. Do the Government agree with the principle that there should be compensation for loss from these nationally significant planning decisions?

Money, of course, is key. It has been suggested to me by East West Rail that a core reason for not providing a new road crossing is a cost-benefit evaluation, yet that misses the point. This is not about greenfield project appraisal; it is about compensating the community in Bicester for what is being taken away from them. When land is compulsorily purchased, a market value is paid in compensation. The Government cannot give the landowner a cheaper plot of land and tell them to make the best of it. Since the railway is, in effect, compulsorily seizing the road, it should provide direct compensation to the community. Does the Minister agree that residents in Bicester deserve direct compensation for the closure of London Road in the form of a new road crossing?

Over the past decade, many residents have provided potential options for a crossing, and one of their deep frustrations has been that so little detailed work has been done on those options. Residents are sharing ideas with me now. They include a crossing for light vehicles only, or a signal-controlled crossing that would be cheaper as it would only require one lane across the railway. They have asked whether the proposed underpass could be repurposed for light vehicles at limited additional cost. But it is hard for people to engage meaningfully with alternatives when the Government and East West Rail have been so secretive about the funding available for this project. As final proposals are developed next year, will the Minister undertake to provide a cash value of the preferred options that the Department for Transport is set to approve?

Finally, I want to stress the urgency of action. East West Rail has already run test trains on the track between Oxford and Bletchley, and it intends to start that service in 2025. When that happens, the downtime of the level crossing will double, creating immediate inconvenience and delay for Bicester residents. After all the delays my constituents have already experienced, they must not be made to wait until services start between Oxford and Cambridge after 2030. I appreciate that there are other challenges at the eastern end of the line before the line is completed, but nothing will change between now and then for the western end of the project that affects London Road. Will the Minister please commit that, once options are submitted and approved under a development consent order, funds will be provided and East West Rail will proceed immediately with works to provide crossings at London Road?

This is an issue of fairness. As a national infrastructure project, East West Rail brings many national benefits, yet it brings very specific local costs to my constituents in Bicester. After more than a decade of delay and missed opportunities, we are asking the Government to do the right thing and provide compensation for the direct harm of closing London Road. I hope the Minister will agree to my requests, and I look forward to working with her, her colleague the Rail Minister, and the leadership of East West Rail to ensure that the right solutions are developed for pedestrians, cyclists, and car users, and that Bicester is not cut in two by the new railway.

Improving Public Transport

Jim Shannon Excerpts

Thursday 5th December 2024 Commons Chamber

[Claire Young]

You mentioned infrastructure—

[Jim Shannon (Strangford) (DUP)]

The Minister! The Minister!

[Claire Young]

What did I say? [Hon. Members: “You said ‘you’”.] Did I? Sorry! The Minister mentioned infrastructure. We have seen significant delays on the line from the west country in the last few weeks owing to flooding. In particular, trains are having to divert between Bristol Parkway and Swindon and having to go via Bath and Chippenham. Local residents fear that the work to try to stop flooding on that length of the line, which is very prone to flooding, may have led to their houses being flooded. Will the Minister meet me to discuss the infrastructure issues on that section of the railway?

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 21st November 2024 Commons Chamber

[Lilian Greenwood]

My hon. Friend is a great champion for businesses in her constituency. We recognise the important role that smaller local bus operators can provide in delivering high-quality bus services; they know their customers and their communities. In addition to the requirement to consider SMEs as part of the franchising process, this Government’s reforms to the bus system are designed to give more options to local communities to deliver local bus services. Our transformative buses Bill will seek to give local areas the choice of pursuing bus franchising, high-quality partnerships with the private sector or local authority-owned bus companies and, once in law, will provide more opportunities for all operators, including SMEs.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for that answer, which is incredibly helpful. To support the participation of small and medium-sized local bus companies in bus franchising schemes, they also want to be energy-efficient. That enables them to apply for the franchises and do better. How can the Minister help those small and medium-sized bus companies to be energy efficient—with hydrogen buses, for example—and thereby gain the franchises and contracts?

[Lilian Greenwood]

Transport matters are devolved in the hon. Gentleman’s constituency, of course, but putting buses at the heart of our policies and wanting to increase ridership provides brilliant opportunities for local manufacturers of buses to take part and supports local manufacturers and operators.

Bus Funding

Jim Shannon Excerpts

Monday 18th November 2024 Commons Chamber

[Louise Haigh]

My hon. Friend is a true champion for the people of Kent, and this is a record investment in them and their bus services. The area was badly underfunded by the previous Government and Kent lost out repeatedly in the bus service improvement process. The funding will help to deliver better bus services, but if Kent county council chooses to avail itself of the powers that will come its way as a result of next month’s better buses Bill, then that will be the moment when it can deliver a public transport network and better bus services that serve all Kent constituents.

[Jim Shannon (Strangford) (DUP)]

I welcome today’s statement. Will the Secretary of State commit to ensuring that funding will go to UK-based bus manufacturers, such as Wrightbus in Northern Ireland, which are reliable and efficient, and whose clean-energy buses meet the needs of customers as well as our environmental obligations? How will she ensure that we support the best of British?

[Louise Haigh]

I was delighted to announce half a billion pounds of investment in Wrightbus just a few weeks ago. Those buses will make their way around the country and are fully electric—cleaner, greener, and providing a better service for passengers. We will announce some measures shortly to encourage investment in UK-manufactured buses. We have already announced the establishment of an expert panel in order to ensure that buses ordered in this country are built in this country.

Transport Infrastructure Projects: Elizabeth Line

Jim Shannon Excerpts

Tuesday 12th November 2024 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Reading Central (Matt Rodda) on setting the scene and thank him for giving us an opportunity to participate. I want to give a Northern Ireland perspective on where we are. My method of getting here is to travel from London Heathrow or London City airport. Coming into Heathrow, I get the Elizabeth line or the Heathrow Express, depending on time. It is obviously important for us as commuters and for my constituents. I have to mention them because it is not about me; it is about the importance for them.

Thank you for giving me the chance to serve under your chairship, Mr Vickers. It is a pleasure to add some thoughts on how infrastructure can work better. Others have contributed on the real importance for their constituents. I may not have a piece of the Elizabeth line, or even a train line, in my constituency, but I am incredibly interested in connectivity throughout the United Kingdom. This time last week we had a debate on flight cancellations and connectivity. I want to give perspective on the importance of airline flight connections and of the Elizabeth line.

I can remember before the Elizabeth line was upgraded. To be fair, sometimes the service was not always dependable. That was a fact of life, so commuters would not take the Elizabeth line if they felt it would not arrive on time or be late setting off, whatever the reason. They would take the Heathrow Express instead. There were occasions when it did work well. When the new Elizabeth line came in, it was much improved. It is important to put on record our thanks for that.

There are many things to boast about in London, such as the global seat of democracy at Westminster, the royal family home of Buckingham Palace, a rich history and successful city ventures. One of the many things in favour of this envy of the world is a rail and underground system that gets travellers where they want to be quickly.

I live in the countryside, where there are no bus connections, and have a diesel vehicle as my method of transport. In the city, tube trains, especially the Elizabeth line, and the Heathrow Express, are my main ways of connecting with my job, as they are for others. Does anyone need a car in London? If I lived here, no I would not, because tube trains are so handy, once someone gets into the way of it. When I first came here, I found it quite hard to fathom how tubes worked. It is no secret that I am a country boy. Before I was an MP, I think I had come to London four times in my life. Coming to the big city was almost like a holiday, in that I was somewhere different from back home.

My point is that we get used to the tube and understand how it works and its connectivity, and the Elizabeth line is part of that. Enhanced connectivity is what everyone here wants: they want people to be able to get where they need to go in a cost-effective and timely way.

Connectivity needs to go further than the London underground; it must be everywhere in the United Kingdom. I know that is not the Minister’s responsibility, but it is tied to the connectivity of the Elizabeth line, the tube and the Heathrow Express, which is important to people like me and my constituents who come into Heathrow then into the city centre. Connectivity must relate to all parts of the infrastructure, because people fly in and then use the trains to get here.

I will give some examples that relate to my constituents. Last week, the planes from Northern Ireland to London were cancelled; we had an urgent question about it last Tuesday. I am not sure if British Airways has learned its lesson because, although it agreed to a meeting, on my way home on Thursday—guess what?—the plane was cancelled. It is at the stage where I phone the ladies in my office to say, “Will you check to make sure that the flight is on?”

If we do not have flights, and their connectivity with trains, we do not have a system that works. On behalf of all the tourists on planes from Belfast, Scotland and elsewhere in the United Kingdom, I say to the Minister: if the planes do not work, it does not really matter if the train works. It must be right for those who are coming for appointments, as the hon. Member for Surrey Heath (Dr Pinkerton) referred to, and for disabled people, with wheelchair access on the tube.

We have so much to offer as a nation—there is so much investment from other countries—but our connectivity needs to be dependable, whether that is taking the tube between Paddington and Westminster or hopping on a flight from Belfast to London and then on to the tube. We must do better and put it all together: flying and the trains.

Rail Performance

Jim Shannon Excerpts

Monday 11th November 2024 Commons Chamber

[Louise Haigh]

I am grateful to you, Madam Deputy Speaker, for allowing my hon. Friend to ask a question. I thought he would mention the ferries as well—he also texts me often about the ferries. I am grateful for his point. The new model will deliver not only better services for passengers but a far better settlement for taxpayers, who have been ripped off under the previous model for far too long.

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State very much for her statement. She has been clear that transparency for passengers will be achieved by displaying performance data. How do the Government intend to ensure that, as well as knowing whether their local line is not doing well, passengers know that their taxes are being used not simply to pay rail staff higher wages, but to get trains to reach their destinations in a time-effective and cost-effective way?

[Louise Haigh]

The purpose of displaying performance data at stations is to give passengers certainty and transparency about the state of the railways, but Great British Railways will also be far more accountable than under the current system. At the moment, to hold the railways to account, there is a complicated mix of responsibility between Network Rail, the train operating companies and the Department for Transport. Great British Railways will provide a single point of access to the railways for politicians and for communities, and we will be able to ensure that the organisation is single-mindedly delivering for passengers.

Flight Cancellations

Jim Shannon Excerpts

Tuesday 5th November 2024 Commons Chamber

[Jim Shannon (Strangford) (DUP)]

(Urgent Question): To ask the Secretary of State for Transport if she will make a statement on the ongoing connectivity issues caused by belatedly announced cancellations of flights, such as those between Belfast and London.

[The Parliamentary Under-Secretary of State for Transport (Mike Kane)]

I thank the hon. Gentleman for an opportunity to talk about these important issues. It is unusual that we are doing so in an urgent question, not in an Adjournment debate, which is the debate in which he normally intervenes.

[Mike Kane]

I know that the issue of connectivity across the UK is of great interest to the hon. Gentleman and many of his constituents, as connectivity strengthens the bond between our communities. Cancellations affect passengers and businesses, who rely on punctual services and connections, and have an impact on confidence. It is the responsibility of airlines and airports to work together to minimise delays and cancellations. Connectivity across our country is vital; the Government jointly fund three public service obligation routes to London, including from Derry/Londonderry.

However, the UK aviation market operates predominantly in the private sector, and it is for airports to invest in their infrastructure and for airlines to determine the routes that they operate. I recognise the importance of Belfast City and Belfast International airports for local communities and businesses. The Department for Transport is actively engaging with regional airports, including those in Northern Ireland, to understand how the Government can support and unlock opportunities for growth.

[Jim Shannon]

I thank the Minister for that answer. Northern Ireland is an integral part of the United Kingdom of Great Britain and Northern Ireland. We would not have a United Kingdom without her, and Members in this Chamber would be a lot poorer for the lack of Northern Ireland. We are thankful to be a part of these British isles, and have fought hard to remain so. However, being a part constitutionally and being a part practically are very different things, and the fact is that people need to take a plane or a boat to come across to the mainland. Three million passengers travelled on scheduled domestic flights in the UK between July and September 2021, and the third and fourth most popular routes were between Belfast and London. We have a huge share of domestic routes, and the reason is clear: people in these parts of the United Kingdom have such strong links, and such a strong need to go between them.

Yesterday, a cancellation text was sent to passengers booked on a flight from Belfast City airport to London City airport. The passengers on that flight were not simply frustrated businessmen and women; they included a disabled person who had arranged special assistance, a person on their way to a health appointment in London, and a family getting a connecting flight to their holiday destination. We understand that bad weather can affect flight patterns, and sometimes these things are unavoidable, but my understanding is that yesterday’s flight was cancelled back in September. It is the flight that never was. They took our money, took our boarding passes and let us through security, but the plane was not there. It is quite unbelievable.

The person going to the London hospital was booked on a flight seven hours later, completely missing their appointment. For the business people, their day was gone. The holidaymakers’ connection had flown. Those attending Great Ormond Street children’s hospital or other hospitals missed appointments, as did businessmen and businesswomen—the whole thing was unbelievable. There were no announcements in Belfast City airport, although we were all waiting for the flight that never was—100 people from across Northern Ireland.

I could understand if this were an anomaly, but it is fast becoming a norm—one that will affect business investment and tourism in Northern Ireland. Procedures need to be urgently reviewed. There is to be additional air passenger duty; I hope that some of the additional money raised from people travelling within the UK can be used to ensure that airlines live up to their responsibilities and maintain connectivity as a priority. Thank you for granting this urgent question, Mr Speaker, and I thank the Minister as well.

[Mr Speaker]

The limit is normally two minutes. I know you are making up for that flight yesterday, and of course the House missed you—that is why you got the UQ.

Roadworks: Journey Times

Jim Shannon Excerpts

Wednesday 30th October 2024 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

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

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

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

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

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

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

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

Zero Emission Vans

Jim Shannon Excerpts

Tuesday 29th October 2024 Westminster Hall

[Sarah Edwards (Tamworth) (Lab)]

I beg to move,

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

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

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

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

[Jim Shannon (Strangford) (DUP)]

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

[Sarah Edwards]

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Taxi Licensing: Deregulation Act 2015

Jim Shannon Excerpts

Monday 21st October 2024 Commons Chamber

[Chris Vince]

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

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

[Jim Shannon (Strangford) (DUP)]

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

[Chris Vince]

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