Advanced Research and Invention Agency Bill

Mark Pawsey Excerpts

2nd reading
Tuesday 23rd March 2021 Commons Chamber

[Mark Pawsey (Rugby) (Con)]

As with the mood around the Chamber, I rise to welcome the Bill. In the 1920s, a young pilot officer in RAF wrote a thesis about how planes would be able to achieve longer ranges and higher speeds by flying at higher altitudes, but that they would need a new and different form of propulsion. At that time, they were powered by piston engines and propellers, and he realised that the lower air pressures at height would prevent the engines of the day from working, so he started to think about the alternatives. In 1935, he secured financial backing, formed a company and developed a new type of engine, which was first ready for flight in May 1941. The RAF officer was Frank Whittle; the new engine was the jet; and the development work was carried out at the British Thomson-Houston works in my constituency of Rugby. The site is still available—it is part of an industrial complex—and I recently visited to see where the work was done and was able to see the hole in the wall where the prototype was placed.

Whittle’s invention led to international air travel as we know it today—or as we have known it until recent months—and, significantly, to commercial success, with Rolls-Royce going on to be one of the world’s two major jet engine manufacturers. It seems to me that one purpose of the Bill is to answer the question: how do we encourage a present-day or future Frank Whittle? The creation of a new agency will improve the prospect of our creating truly life-changing inventions and, significantly, lead to commercial opportunities for their manufacture in the UK.

The current primary funder of invention is of course, as we have heard, UK Research and Innovation, through the seven research councils, Research England and Innovate UK. It has a budget of £6 billion and provides grants for research and development. Some of the work is developed through the Catapult centres, which were set up from 2001 to promote research and development through business-led collaboration among scientists and engineers. Significantly, a third of the Catapults’ funding comes through the private sector.

I have a close association with two Catapults, one of which is in my constituency and one of which is close by. The Manufacturing Technology Centre is in my constituency and I visited it in 2011. I have since seen its massive expansion, with the list of companies involved taking up more space on the wall each time I have been there. The centre has done particularly effective work on additive manufacturing.

Close to my constituency is the Warwick Manufacturing Group at the University of Warwick campus, which of course has a close relationship with the automotive sector—highly appropriate as Coventry is the heart of motor manufacturing. The WMG has had a big hand in the research for the industry and is currently working on battery technology. As an aside, Coventry would be an excellent location for a gigafactory.

I sought the views of the two Catapults. The question for me was whether ARIA would be a threat to their funding or complementary to their work. In each case, there was strong support for the proposals in the Bill. The WMG

“welcome and support the establishment of ARIA”

as

“a funding agency with freedom to operate. The proposed structure is an improvement on the current UKRI set up and should allow for more informal and flexible working.”

The MTC said:

“Because ARIA will be able to fund different kinds of scientific and technological research within a single programme, organisations like the West Midlands based Manufacturing Technology Centre will benefit from joined-up funding streams, allowing projects to access funding in a more effective and efficient way”.

That shows strong support.

The MTC also draws attention to the additional funding and support for risky programmes. We have heard a lot about the risky nature of the programmes that ARIA will fund. We know that only a small fraction of the goals will be achieved and that failure will have to be accepted as part of the scientific process. The MTC believes that beneficiaries of funding will be able to take bold but calculated risks that they would not previously have been able to take. We have already heard that in these areas of development we often do not know exactly what we are looking for until we find it, but the benefits of success will be greater.

The WMG drew attention to an issue that we have heard about in this debate: the key role of the chair and how important it will be that this individual is strong and independent. In many ways, it will be perhaps one of the most important of ministerial appointments. It must be a multi-year programme with a long-term perspective, and the 10-year commitment in the Bill is incredibly important. The chairman must be free to set his own agenda and priorities.

We have heard discussion about how ARIA’s mission will fit with other Government priorities and the need for the organisation to be free to follow its own course. I am particularly concerned about the closeness of the links with industry and how important they will be. I was reminded of that this morning at an excellent Industry and Parliament Trust event on the UK role in the development of the UK battery industry. We heard Professor David Greenwood of the University of Warwick speak about the need to link research and development to the existence of a market for what is being introduced. He told us an account about the development of the lithium ion battery, I think at Oxford. It was developed in the UK at a time when there was no commercial application for it. The mobile phone and the move towards electric vehicle that we know about today did not exist, and it took a Japanese camcorder manufacturer to recognise the opportunity that small powerful batteries created. That gave an application for the battery, and once used in that application, other uses became apparent. This new body must be close to industrial applications.

We live in a fast-changing world, and UK businesses need to be able to respond to those changes. It is vital that we retain our manufacturing base to provide a mix to our economy, and the best manufacturing opportunities arise when they are close, both physically and with personal links, to those areas where the ideas are developed. Making full use of the energy and dynamism of inventors, researchers and entrepreneurs will enable that to happen, and this Bill, which creates the Advanced Research and Invention Agency, is key to that. I believe it makes the kind of invention developed by Sir Frank Whittle more likely.

Vauxhall at Ellesmere Port and Battery Manufacturing Strategy

Mark Pawsey Excerpts

Monday 1st March 2021 Commons Chamber

[Kwasi Kwarteng]

The hon. Gentleman raises two issues. I think the Brexit deal is a success. Given the fact that we had two general elections in that period and five years in which we spoke about nothing other than Brexit, to reach a deal in the time we did was successful, and clearly Nissan committed itself to Sunderland on the back of this very good deal. He is quite right: I think we can go further and faster in driving the transition—the energy transition—and my right hon. Friend the Prime Minister’s 10-point plan and the energy White Paper, which I have referred to, point the way in that regard.

[Mark Pawsey (Rugby) (Con) [V]]

The rules of origin requirements to continue selling vehicles tariff-free to the EU and the high proportion of the cost of batteries in electric vehicles make providing gigafactories urgent. The Secretary of State will be aware of proposals for the Coventry airport site, which are already at an advanced level. It is close to the UK Battery Industrialisation Centre and it is of course in the historic home of the motor industry, making it an obvious location. Does the Secretary of State agree that this development in Coventry would place the UK at the heart of electric vehicle manufacturing?

[Kwasi Kwarteng]

Yes, my hon. Friend is quite right. There are lots of sites that have potential in the field of gigafactories, and we remain absolutely committed to securing UK gigafactory capacity. There is a range of factors, as my hon. Friend will appreciate, that will influence the decision of any location of gigafactory investment, but I would be very happy to discuss further plans with him, alongside officials, and have further discussions about our strategic future in this important area.

Financial Assistance to Industry

Mark Pawsey Excerpts

Monday 7th December 2020 General Committees

[Amanda Solloway]

I thank hon. Members for their contributions to the debate. The discussions we have had highlight the value of energy-intensive industries such as steel, chemicals, plastic and cement to the UK.

In response to my hon. Friend the Member for Thirsk and Malton, we do recognise that the UK’s industrial electricity costs are currently higher than those of our competitors. That partly reflects how the costs of electricity systems are distributed across household and industrial customers. For example, German industrial users pay lower electricity prices than UK industrial users, but German households pay higher electricity prices than UK households.

In response to the hon. Member for Greenwich and Woolwich, the operations are under negotiation. Of course we have a long-term commitment to climate change, as indicated in our 10-point plan. The Government are determined to continue to minimise the risk of carbon leakage to help businesses improve their productivity and competitiveness as part of our industrial strategy. Furthermore, we will work with our partners in industry to start deploying hydrogen and carbon capture usage and storage technologies.

At the same time, it is important that we continue to mitigate the cumulative impact of energy and climate change policy costs on energy prices for energy-intensive industries as we make the transition to the low-carbon economy. The Government have taken steps to reduce the impact of energy and climate change policies on industrial electricity prices for key energy-intensive industries in sectors such as steel, chemicals, cement, paper and glass. Between 2013 and 2019, total relief to energy-intensive industries for electrical policy costs was around £1.5 billion to over 220 businesses across the UK. We therefore seek approval to pay sums exceeding £30 million and up to a total of £300 million in respect of compensation for indirect costs of the UK emissions trading system, or the carbon emissions tax and carbon price support mechanism, in each case to 13 companies. I commend the motion to the Committee.

[Mark Pawsey (Rugby) (Con)]

Will the Minister give way?

[The Chair]

The Minister has sat down and has not given way, so I have to move on.

Question put and agreed to.

Business, Energy and Industrial Strategy: Departmental Spending

Mark Pawsey Excerpts

Tuesday 7th July 2020 Commons Chamber

[Mark Pawsey (Rugby) (Con)]

It is a pleasure to follow the new Chairman of the Business, Energy and Industrial Strategy Committee, who is making good progress. I draw the House’s attention to my entry in the Register of Members’ Financial Interests.

It seems to me that businesses face two separate and distinct challenges right now: meeting the social distancing requirements and complying with the Government regulations on the one hand, while establishing whether there is enough demand for the product or service they provide. Those are very different. Some businesses are unable to trade because of the social distancing requirements or are not permitted to trade, but for many others, there is not enough custom. Either way, that can lead to a decision to cease trading or, far worse, business failure.

In terms of those businesses not permitted to trade, I have had regular contact with Helen Taylor of Helen Taylor Aesthetics in Rugby, which is a clinic offering anti-ageing face and body services and skin treatments. It is an environment with high levels of cleanliness and sanitation, and she believes there is a strong case for her business to be open at a time when pubs, non-essential retail and hairdressers are open. I hope the Minister will be able to give some good news to that sector.

Another sector hit hard in respect of both regulation and demand is hospitality. I welcome the move to 1 metre- plus, but that still represents a challenge in many locations where it is only possible to operate at 70% capacity. For many, that is sub-economic in the short term, so they have not opened. Those businesses, like others, welcome the Government’s support. The furlough scheme and the grants and loans have enabled many to keep going, but the question is, for how long? The hospitality sector employs many young people, and it needs a stimulus. I hope that we will hear the Chancellor announce tomorrow not a tweak to the standard rate of VAT—a small amount off the rate will not make much difference to the decision on whether or not to spend—but zero rating of restaurant meals, which would have a big impact on the sector, taking 20% off the price.

Having set up a business, built it up and then sold it, I want to focus on the Department’s role in encouraging entrepreneurship. I get feedback from regular meetings with the Federation of Small Businesses, my chamber of commerce and other business breakfast groups, and one of the best and most interesting inquiries the Select Committee did in the last Parliament was on small business productivity. We found that the support for people running small businesses and the guidance and advice is incredibly patchy. Those running businesses are often unsure where to go and unsure of their obligations in running a business, and that continues through their life.

It is important to recognise that businesses are often set up because somebody is good at a particular trade. They may be an electrician or a builder, and they may have done an apprenticeship. They have learnt the skills needed in that trade, but few have had any training in running and managing a business. It is a different skillset, and it is one that Government need to recognise. Some support is provided by local enterprise partnerships and growth hubs. We have a fantastic one in Coventry and Warwickshire, but we heard that this was incredibly patchy.

We also heard that businesses should make time to work on their business as well as within their business. Often businessmen are too busy, but they need to make some time available and have some support for personal development. One of the skills that we need more businesses to have is salesmanship. Nothing happens until a sale is made. Salesmanship is a professional career recognised by the Association of Professional Sales, and right now, we need the country’s best salesmen pushing for sales of UK-produced products.

[Caroline Nokes (Romsey and Southampton North) (Con)]

I am taking from my own time by intervening, but my hon. Friend has said “businessmen”, “salesmen”, “salesmanship” and “salesmen” again—will he please acknowledge that there are women in this world?

[Mark Pawsey]

I certainly acknowledge that point. With four minutes to speak, I am rushing through the content of my speech, but I take the point. We need people to be trained in these skills.

With the little bit of extra time I now have, I want to put in a plug for manufacturing. My constituency is adjacent to Coventry, the home of motor manufacturing. My constituency is also home to the Manufacturing Technology Centre, which has contributed to a new paper, “West Midlands: the Speed to Scale Region”. There is a strategy to deliver new products at pace, and we need to make certain that we include manufacturing as part of our overall business mix.

Rolls-Royce (Redundancies)

Mark Pawsey Excerpts

Wednesday 10th June 2020 Commons Chamber

[Gavin Newlands]

The hon. Gentleman makes a very good point. My constituency has Glasgow airport in it, so as he can imagine, there are many aviation jobs and a strong aerospace sector. We face a pretty tough time in the coming months.

[Mark Pawsey (Rugby) (Con)]

I thank the hon. Gentleman for bringing this debate to the House. It is important for my constituents in Anstey, where about a third of the workforce are in danger of losing their jobs. They have recently secured some new repair and overhaul work at the plant, to bring in an additional 30 to 50 jobs, but I understand that some of that work is now going to be offshored and carried out by Rolls-Royce overseas. Does he agree that, at this time, we need to look at how to keep some of that activity here in the UK?

[Gavin Newlands]

I could not agree more, and I will go on to talk about offshoring. I have already made the point that when these jobs go and the work goes overseas to other sites in the Rolls-Royce family, if I can call it that, and to joint venture partners, it is very unlikely to return, so I totally agree with what the hon. Gentleman has just said.

--- Later in debate ---

[Nadhim Zahawi]

It is exactly the opposite of what the hon. Gentleman says, and I hope that when he listens to the words that I am about to deliver he will recognise the support we are putting into the aviation industry; I hold calls with the whole of the sector and I hope he will see after I have completed my speech to the House that this Government are committed to the sector.

[Mark Pawsey]

The Minister is about to talk about the financial support that the Government are providing to the sector, but he has also spoken about the catastrophic fall in demand for both air travel and new aircraft. Could the Government bring forward any measures to stimulate demand for air travel?

Corporate Insolvency and Governance Bill

Mark Pawsey Excerpts

2nd reading & 2nd reading: House of Commons
Wednesday 3rd June 2020 Commons Chamber

[Alok Sharma]

Of course, that is part of the measures that we will bring in. I recognise why my hon. Friend wants to ensure that tenants have protection, and that is why we will introduce the temporary measures around this issue, but of course we also need to think about landlords. I will address that point as I go through my speech.

Returning to the moratorium, the time-limited easing of the eligibility criteria for a company to enter a moratorium, to make that more accessible during the covid-19 response period, will be in place for a month after Royal Assent. Of course, that can be extended if it is deemed necessary.

The second part of the new permanent restructuring measures will allow companies in financial difficulty to propose a rescue plan to restructure complex debt arrangements, and to bind creditors to it, as long as certain thresholds are met. That means that viable companies struggling with debt obligations will be able to restructure under the new procedure.

There are, however, significant safeguards and protections for creditors, which is right and proper. The plan must be sanctioned by the court and, indeed, any dissenting creditor class bound to a plan must not be made worse off than it would have been in the next most likely outcome. I know that a number of colleagues, both in the House and outside, have raised this issue. That is why we have ensured that this measure is in place.

The third part of the restructuring package will prohibit termination clauses. That will prevent suppliers from terminating contracts or raising prices just because a company has entered an insolvency procedure or a moratorium. Of course, we recognise that requiring companies to supply under those circumstances may cause them financial difficulties, so we have built in a number of protections for suppliers too.

If continuing supply would cause a supplier hardship, it can apply to the court for permission to terminate the contract. In addition, if goods or services supplied after the insolvency begins are not paid for, the supplier can terminate the contract. Further, the Government will temporarily exempt small suppliers from this requirement altogether during the covid-19 crisis, recognising the particular challenges that those firms face.

[Mark Pawsey (Rugby) (Con)]

Small businesses often find themselves dictated to by larger organisations, and the last thing we want is for small businesses to be put at a disadvantage by being compelled to supply when they are not capable or it is not in their interest to do so. Will the Secretary State reassure us that small businesses in particular will be protected by these provisions?

[Alok Sharma]

My hon. Friend raises a really important point about protecting small suppliers. They will of course have this exemption. According to the definition in the Companies Act 2006, a small supplier is one that meets two of the following three criteria: having up to 50 employees, a turnover of up to £10.2 million, and gross assets of up to £5.1 million. I think that will cover a very large number of businesses in our country.

--- Later in debate ---

[Mark Pawsey]

Does my hon. Friend agree that part of the problem is the 30-day, 60-day, 90-day culture that has arisen in trading between companies? It is much easier now for companies to get an earlier payment, because so many payments are by electronic transfer, and the notion that the cheque has to be there when the guy delivers the goods no longer applies. If this measure moves trading in that direction, does he agree that that would not necessarily be a bad thing?

[Mr Djanogly]

Not necessarily. These are the sorts of things that I would like to have heard debated, frankly.

The provisions have a limited time exclusion of, I think, one month for small companies. I am not sure of the worth of that. If a large company entered into a very large contract and failed to be paid yet was still forced to supply, that could be just as devastating as a scenario in which a small company had to do likewise on a smaller order. In my experience, not only are these clauses often negotiated, but there are standard gives and takes to be had. For instance, a hard termination clause for any type of insolvency event may be narrowed down to exclude deals with creditors or waived if the debt is repaid, say after a month, despite an insolvency event having occurred.

Removing the ability for negotiation in the way the Bill does may have a minimal impact at the cost of damaging our reputation as a place for free contracting. I can see that there are safeguards for suppliers to go to court on the grounds of hardship to the supplier, but going to the court in that way will not be a cheap process, and it will run the risk of throwing good money, which the supplier may not have, after the existing debt.

I agree with the proposals to enable AGMs to be held flexibly, but why mess about with the filing deadlines? If companies have filing problems, the current system allows for that to be quietly considered by the Department. Why publicly undermine our corporate governance and national economic credibility, especially on the filing of accounts?

My concern is that the Bill, although well meant, may not properly work for lack of scrutiny, or may provide dubious short-term benefit at the cost of longer-term distrust in our economic system. In market economies, weaker businesses will sometimes fail, particularly in a downturn. I suggest that the Government’s role is to ensure confidence in the marketplace rather than in companies themselves.

One thing that has been missing from the debate so far is the question of corporate governance in the wider sense. I notice—the shadow Minister, the hon. Member for Manchester Central (Lucy Powell), nods—that the Opposition have tabled new clause 3, which addresses that. As it happens, I do not agree with all the things in that new clause. However, I do recognise, and it is important to say, that a lot of companies have been conducting excellent corporate governance. A lot of directors have forgone salaries. A lot of companies have not paid dividends and are doing the right thing. A lot of good work has been going on, and I would like to see more recognition of that; let us recognise the good.

Although corporate governance is mentioned on the front of the Bill, it is about how we will suspend corporate governance. That may be for good reasons, but we should use the opportunity of the Bill, and particularly its Second Reading, to discuss how we are going to move corporate governance forward too. I would like to hear a little about that from the Minister when he winds up the debate.

--- Later in debate ---

[Mark Pawsey (Rugby) (Con)]

It is a pleasure to follow the hon. Member for Aberavon (Stephen Kinnock) and his passionate response to the issues facing the steel industry, and also to hear the maiden speech of my hon. Friend the Member for Heywood and Middleton (Chris Clarkson), who seemed rather bothered that he was among the last of his intake to deliver his maiden speech. I would say to him there is nothing wrong in leaving the best till last.

I draw the House’s attention to my entry in the Register of Members’ Interests. I support the Bill and the measures it provides for business. I ran a business for many years before becoming to this place and recognise the many challenges that business owners and managers face at this difficult time. We were reminded of that by the Chairman of the Select Committee, who talked about the survey showing that 80% of manufacturing companies have seen orders fall, while 20% have seen their order books halved. These are substantial reductions in demand, and there are some sectors of the economy, in retail and hospitality, where trade is non-existent. However, those businesses continue to incur costs. Many of those costs have been defrayed by Government support, but that will never match the expense needed to keep a business going.

At the same time, many businesses face delayed payment by their suppliers, many of which would legitimately say that they are not able to pay their bills because they are not trading and do not have money coming in. The Select Committee recently spoke to the Small Business Commissioner, who is going to need to be very busy and active.

In the face of all this, the Government have been incredibly quick to respond with a broad range of measures. I thought it was rather churlish of the shadow Secretary of State not to acknowledge the great support that the Federation of Small Businesses, the chambers of commerce and the Institute of Directors have given to the many measures that businesses brought out at great pace. Everything was done very quickly. We need to see the Bill in the light of those measures: it is part of a package of measures available to support businesses in a very difficult time. Of course, the measures in the Bill have been introduced quickly. There has been some criticism of the amount of time it took to get the Bill ready and that we have to scrutinise it, but these are important measures that will support businesses and keep them alive. We need to get them on the statute book to enable businesses to survive these exceptional times.

It is important to look at the permanent measures and the temporary measures. On the permanent measures, the protection from creditors, which provides a breathing space in which businesses can adjust to a new reality to get provisions in place, is incredibly important. Such protections will be taken up by businesses that, but for this pandemic, would have been trading completely profitably over recent months. It is not the fault of the company or directors that they are faced with these challenges. It is of course in our interests—it is in the public interest—for us to enable company rescue and to prevent the failure of businesses that are experiencing short-term problems.

Many of the measures in the Bill have been described as heading in the direction of chapter 11 as exists in the United States. They do not go quite that far, but they are important steps in the right direction. It is important to remember that in many cases the companies that will be supported by the process we are discussing will be ones that have received Government support in recent months, with staff furloughed or the businesses having received grants—companies to which public funds have already been committed. It is important to consider the fact that the Bill will ensure that that earlier funding—that public money that has been made available—does not go to waste. It will be a huge shame if we do not protect those businesses that have had Government support over the past few months.

The Bill will introduce a moratorium during which no legal action can be taken. I discussed with a recovery specialist the appropriateness of the amount of time that the Bill gives for that, which is 20 working days—in essence, a month, for most of us—extendable to two months. He said to me that in the context of a company restructuring that is actually not a lot of time. It can of course be extended, but for a creditor of the company who is waiting to find out what the future is going to hold and how much of the debt they are due is going to be repaid, a month or two can be a pretty long time. We need to respect the position of all the people involved. During that time there will be a payment holiday during which suppliers will not be paid.

There is then, of course, the restriction on enforcement action that a creditor can bring, which I shall talk about in a moment. That provision covers landlords, who are often being painted as the villain of the piece, taking aggressive action against companies in many cases; it seems to me that in some instances landlords need to have a view about their own better interests, and it may be better for a landlord to retain a tenant in a building, continuing to trade with Government support, and to keep the tenant in there while deferring rent, rather than the landlord ending up with an empty property for which, after a period of time, they will pick up a liability for the business rates.

Under the provisions of the Bill, companies will be able to use their breathing space to re-forecast their business. One of the challenges with the loans that we have already discussed this afternoon is how someone prepares a cash-flow forecast for a business for which the previous three months have been completely out of kilter with the historic trading pattern of the business. For directors and business owners who are in that position that would be incredibly difficult. I used to run my business on an annual basis, and would prepare my business forecast in October or November ready for January trading. I knew exactly the pattern of trade for my business, which remained remarkably stable year after year. I am incredibly sorry for businesses that have to go through that right now, as it must be extremely difficult.

I wish to raise with the Minister concerns about the termination clauses and the ipso facto change, which is permanent. If a supplier ceases to supply because of impending insolvency, that action, in critical cases, could lead to failure. Having run a business, I know that if a large debt builds up with a customer and payments are weeks and months overdue, the only action that a supplier can take is to cease supply. Businesses are often reluctant to do that, but they should have more courage and confidence in what they supply to the customer and the terms and conditions of their deal.

[Richard Fuller]

My hon. Friend is making an important point. Does he share my concern that there is a certain vagueness about what continuing supply might mean for a business in crisis? Does it mean that the historic pattern of supply should be continued? Does it mean that a company that is potentially insolvent has the right to demand a much greater increase in supply? It is very unclear.

[Mark Pawsey]

That is a good point, and I hope that the Minister will consider that, because in many cases a contract has been entered into on the basis of a certain volume of business. Many businesses have contracted, so a purchasing company may not be buying the same volume. Does that provide the ability to keep the price at the original position? Price and volume go hand in hand, and there may be additional economies of scale. There are concerns, and I know that the Minister will respond.

My hon. Friend the Member for Huntingdon (Mr Djanogly) raised the issue of debts accruing because of extended payment terms. Buyers are often more interested in payment terms than the price of the product. A buyer does a great job if he manages to screw 60 or 90-day payment terms out of a supplier, rather than a particularly good deal on the product. If we can move our culture away from extended credit many of the provisions in the Bill would be rather less necessary than they are. The Minister will deal with those issues, and it is entirely right that in the Bill he guarantees that supplies that are made during the moratorium are exempt—the supplier is guaranteed to be paid once the monitor has agreed that they will continue to trade. That goes some way towards providing substantial confidence to the supplier. I am also happy with the exemption from the provisions for small companies. As the Secretary of State has said at the Dispatch Box, the usual criteria on size apply.

I want to conclude with the temporary suspension of the rules on wrongful trading, which I entirely support. Right now, business directors around the country are pretty worried about the financial viability of their businesses and their liabilities if they continue to trade, particularly if the trade position continues to worsen. The current rules are that they could be liable personally if they do not bring their business to a conclusion, even though the challenges facing those businesses are not of their making. Relaxation of those wrongful trading provisions will enable many directors across the country to sleep rather more soundly at night.

[Jerome Mayhew (Broadland) (Con)]

Could I just come back on that interesting point about the risk of personal liability hanging over directors? I declare an interest, as I am a director of a trading business. It fits very well, does my hon. Friend not agree, with the development of the CBIL scheme? Originally, that scheme was not very popular, because many banks insisted on personal liability for businesses and for the directors of businesses to stand behind the loans that they were giving. The current scheme removes the risk of personal liability for directors via the scheme.

[Mark Pawsey]

My hon. Friend makes a good point, and we must provide every support to business owners and directors at this challenging time, to allow them to make decisions that will enable their businesses to continue to survive.

Oral Answers to Questions

Mark Pawsey Excerpts

Tuesday 3rd March 2020 Commons Chamber

[Kwasi Kwarteng]

The right hon. Gentleman is absolutely right. Any form of financing should absolutely take into account our net zero commitment, and it is in the process of doing so. On the question of coal, I take the opportunity to reiterate the fact that the Prime Minister, only last month, announced the intention to consult on bringing forward the coal closure to 1 October 2024. Even last month, only about 3% of our power generation was coming from coal. So this is a very achievable target, and we are very hopeful that we can take coal entirely off the grid by October 2024.

[Mark Pawsey (Rugby) (Con)]

The move to generate electricity from sources other than coal is very welcome, but some manufacturing processes will still require a supply of coal. Does the Minister agree that it is better for that coal to be supplied from domestic sources rather than being shipped halfway around the world?

[Kwasi Kwarteng]

My hon. Friend is right. Obviously, from a coal and carbon emissions reduction point of view, it makes sense to have a locally based coal source rather than shipping it in a very costly way halfway around the world. That is a fair point. On the point about coal, the 2024 target is absolutely achievable. It is something we are absolutely committed to doing. In the long run, coal will be taken completely off the power generation grid, and that is something to be celebrated across the whole House.

Oral Answers to Questions

Mark Pawsey Excerpts

Tuesday 21st January 2020 Commons Chamber

[Nadhim Zahawi]

I am grateful for the hon. Member’s pertinent question. He is absolutely right; we do have discussions with the Ministry of Defence. The Minister for Business, Energy and Clean Growth and I are visiting Hinkley Point tomorrow, but the hon. Member raises an important issue that the nuclear constabulary is taking very seriously.

[Mark Pawsey (Rugby) (Con)]

8. What steps she is taking to help deliver new jobs in clean growth.

[The Minister for Business, Energy and Clean Growth (Kwasi Kwarteng)]

My hon. Friend will be pleased to hear that we are determined to seize the economic opportunities of the net zero transition. We hope to create 2 million green jobs across the UK by 2030. He will also know that just last week the Office for National Statistics announced that, under this Government, 466,000 people in this country are employed in low-carbon businesses and their supply chains.

[Mark Pawsey]

The electrification of vehicles is an important area of clean growth, and the London Electric Vehicle Company, which is based in my constituency, is manufacturing the new electric taxi. It has created 500 new jobs, with 3,000 taxis now on London roads. The Prime Minister visited very recently and managed to drive one of the taxis without knocking down a wall. Does the Minister agree that if we are to make the switch to electric affordable for taxi drivers, thereby making a major contribution to reducing CO₂ emissions and improving air quality, the current plug-in taxi grant is a vital incentive?

[Kwasi Kwarteng]

I agree with my hon. Friend. I am delighted to hear that my right hon. Friend the Prime Minister drove the car without any incident or untoward events happening. The fact that more than 3,000 of LEVC’s Coventry-made electric taxis are in London is a fantastic milestone. I also agree that the Government’s plug-in taxi grant is vital to the uptake and roll-out of these vehicles.

Oral Answers to Questions

Mark Pawsey Excerpts

Tuesday 22nd October 2019 Commons Chamber

[Kelly Tolhurst]

I point out that discrimination in the workplace is illegal; it is unlawful. I have just outlined that we have announced our intention to extend redundancy protection for those mothers who return to work.

[Mark Pawsey (Rugby) (Con)]

14. What support her Department is providing for the development of electric vehicle technology.

[The Parliamentary Under-Secretary of State for Business, Energy and Industrial Strategy (Nadhim Zahawi)]

We have just announced up to £l billion of new funding to advance the next generation of cutting-edge automotive technologies. I am sure the House would want to know how that funding is being used. Part of it is being used by the supply chain for large-scale production of electric vehicles so that we scale up the production in the UK, and of course part of it will be used for vehicle research and development.

[Mark Pawsey]

I do not know whether you have had the opportunity to make a journey in one of the new electric London taxis, Mr Speaker, which are manufactured in my Rugby constituency by the London Electric Vehicle Company and which often provide people with their first experience of an electric vehicle. The company has just recorded its best ever sales month, with 352 taxis sold, and the fleet is improving the carbon footprint in our cities by preventing 6,800 tonnes of CO₂ from entering the atmosphere. What further can we do to improve the switch to electric?

[Nadhim Zahawi]

I am very pleased to hear that the London Electric Vehicle Company had record sales in September. I spoke to the CEO recently and was very impressed with their capability. I understand their sales have grown month on month since April. They have capacity to produce 20,000 vehicles a year and his message to this House when I spoke to him was, “Let’s get Brexit done.”

Sale of New Petrol and Diesel Cars and Vans

Mark Pawsey Excerpts

Thursday 4th July 2019 Commons Chamber

[Mark Pawsey (Rugby) (Con)]

It is a great pleasure to follow the hon. Member for Hove (Peter Kyle), who during our inquiry became the most vociferous advocate for electric vehicles, drawing attention to the difference in the driving experience. I shall focus my remarks on the impact on my constituency and some of the business opportunities that arise as we run down the sale of vehicles powered by internal combustion engines.

I was an enthusiastic participant in the inquiry and I support the target that the Committee decided on—to bring forward to 2030 an end to the sale of new cars and vans powered by internal combustion engines. That will put the UK in the first tier of EV transition and will help harmonise objectives across the UK. That puts real pressure on some of our manufacturers, but it also provides some very serious opportunities.

I want to talk about commercial vehicles. As the hon. Gentleman said, this is not just about private vehicles but about commercial vehicles too. I shall refer to the London Electric Vehicle Company, which manufactures taxis in my constituency. I also want to make some remarks on charging infrastructure and some of the problems that we are experiencing in my constituency.

I admit at the outset that I am not a driver of an electric vehicle. I have recently been in the market for a new car, but I prefer it if somebody else takes the initial depreciation, so I run a car that is maybe one or two years old. There is not yet an effective market in second-hand electric cars, and there is some concern about the life of batteries. I know that an internal combustion engine car that has 20,000 miles on the clock at two years old is approximately a fifth of the way through its life. We do not yet know that about electric vehicles, and that market will develop. I am also put off by the capital value. On a like-for-like basis, the electric vehicle is currently approximately £10,000 more than the equivalent with an internal combustion engine, although I do very much recognise the lower running costs. I shall refer to those in respect of taxis.

I am also a little concerned about range anxiety. I use a car for travelling short distances around my constituency, but on occasions want to drive 100 miles or so to Westminster or 200 miles to visit friends, and I am concerned about being able to charge the car. I shall return to the subject of infrastructure later.

I am delighted by the opportunities for the west midlands economy and welcome the news in respect of Jaguar Land Rover, which is about to build on the I-PACE vehicle, currently on the market, by developing an all-electric XJ—its big saloon. That will be available in 2020 with 300 miles between charges, and provide a UK-manufactured opportunity to compete with Tesla. I know that the XJ is the car of choice for our Ministers and I very much hope that the Minister at the Dispatch Box will be driving an electric XJ immediately when they become available. It is good news for motor manufacturing at a time of Brexit uncertainty, and it is good news that the batteries will be manufactured at Hams Hall in Warwickshire and the motors will be built at JLR’s engine complex in Wolverhampton. That provides many opportunities for the supply chain.

I mentioned the London Electric Vehicle Company. I am delighted that it is in my constituency. It has produced 2,500 vehicles at Anstey in my constituency, and there are almost 2,000 on the streets of London already. If you see a taxi rank now, there is a pretty good chance that more than half of the taxis will be electric. Each such taxi reduces the CO₂ emissions by 9.7 metric tonnes a year, compared with a diesel, and drivers can see savings of up to £100 a week because they no longer have to spend money on diesel.

One of the critical points about electric taxis is that for many people their first ever journey in an electric vehicle is in a taxi. It gives the taxi a pioneer role, and it is important that that is a good experience that people consider when they are purchasing. I was delighted to see the Secretary of State for Foreign and Commonwealth Affairs, my right hon. Friend the Member for South West Surrey (Mr Hunt) driving a London taxi on the campaign trail only last week. We must encourage the switch, but the London Electric Vehicle Company has told me that lack of infrastructure is still a concern for drivers.

A second company in my constituency to benefit from the move to electric vehicles is Automotive Insulations. It is an important player and in many ways the go-to company for UK manufacturers in the supply of acoustic and thermal solutions. Acoustic material is what deadens the noise. In an internal combustion engine the acoustic material needs to deaden the sound of the engine, but the engine often masks other sounds, such as road noise, battery whine in electric vehicles and the noise made by other moving parts. So electric vehicles need different insulation material and Automotive Insulations is an expert in the field. It already supplies LEVC and the JLR I-PACE. It is also working on the new XJ. It has solutions designed for the Volvo Polestar, whose owners Geely also own LEVC, and is also working with Mercedes-Benz and BMW on developments. It is great to have its expertise in my constituency.

Grid infrastructure poses several challenges. An SME in my constituency provides extra power in the short term when there is inadequate power in the grid for people to recharge their vehicles. It supplies to two locations of interest, the first of which is Oxford Bus. Oxford has a low emissions zone. For visitors who want to tour the city and see the sights on a bus, Go Ahead needed to find a way to electrify its bus fleet. Its depot had insufficient power capacity and development would have taken too long and come at a prohibitive cost. Off Grid Energy in my constituency was able to provide a battery storage system to control the power available, limit the peak load on the network and store energy ready to recharge buses when they returned to the depot.

Off Grid Energy installed a similar system in Camden to provide power for a parcel delivery depot with 170 electric vans. If they all came back to the depot at the same time and wanted to recharge, there was not enough power in the grid, so Off Grid Energy’s batteries draw down power over time, giving the capacity to recharge. Those opportunities will continue to arise.

Charging is the key to solving the problem, and we need to make sure that we build in enough charging facilities for the growth in the market, especially if our objective is to go all electric by 2032. Rugby is at the centre of England and at the crossroads of the motorway network. It is great news that junction 1 of the M6 is getting a brand new motorway services, operated by Moto. I have made it my business to look at the provision of electric charging at the new service area. We might think that a new motorway service area would be an ideal place to include an extensive range of charging for people on their journeys, halfway between Manchester and London, but when it opens in July next year it will have just two charging points. That is extraordinary, and I have talked to the operator, Moto. It has an ambition to have 24, but it will open with just two. That issue needs to be addressed and I hope that the Minister will talk about how National Grid and Western Power, the power provider, can provide what people will need.

--- Later in debate ---

[Andrew Stephenson]

I will come on to that, but I think we are making good progress on a range of fronts, although significant barriers remain. Our wider commitments on climate change have been bold, and we have achieved a faster reduction in our carbon emissions than any other country in the G20 has done. There is no reason why we cannot go faster than the targets that we have set ourselves. Meeting those targets requires an adequate supply of ultra low emission vehicles, a strong consumer base and a fit-for-purpose infrastructure network.

Government cannot deliver our ambitions alone. At the heart of our strategy is a commitment to working in partnership with industry, business, academia, environmental groups, devolved administrations, local Government, consumers and international partners. We need new charge points in homes, workplaces and public places. The consumer experience of public charging needs to be improved. The system must be easy to use, affordable, efficient and reliable. That is why we passed the Automated and Electric Vehicles Act 2018, which allows us to regulate further in this area; that is why on Monday the Prime Minister asked OLEV to undertake a review, setting out our vision for a core national network of rapid charge points along the country’s key roads; and it is why we are encouraging people to charge at home overnight, both on and off street.

On Tuesday this week, I attended a roundtable convened at 10 Downing Street with companies such as Jaguar Land Rover, LEVC, Tesla, PSA and the National Grid to discuss how we can best build on our core infrastructure network for electric vehicles in the UK. Those who were present were supportive of Government schemes, such as the up-front £500 off the cost of installing a domestic charge point; the provision of grants to businesses for workplace charge points; and the provision of grant funding to local authorities to install charge points for residents who lack off-street parking. We accept that we need to go further and faster; for example, by ensuring that all new homes are electric vehicle ready. We will soon consult on requiring every new home to have a charge point where appropriate.

We are already in a strong position. Government funding and leadership, alongside private sector investment, has supported the installation of more than 20,000 public charge points to date. That includes more than 2,000 rapid charge points—one of the largest networks in Europe. We want to build on that and encourage private sector investment to build and operate a self-sustaining public network.

Overall, we are investing nearly £1.5 billion between 2015 and 2021 to support ultra low emission vehicles and address the barriers to uptake. As the hon. Member for Birmingham, Northfield (Richard Burden) mentioned, we have grants available to offset the up-front cost of ultra low emission vehicles, which currently cost more than petrol or diesel equivalents. As an incentive to make the switch, our plug-in grants offer up to £3,500 off the purchase price of an electric car, up to £7,500 for a taxi and up to £8,000 for a van. We are also funding the development of new cleaner technologies. With £300 million of funding from OLEV, we are supporting vehicle manufacturers, technology companies and academia to deliver a major programme of research and development in the UK.

I am pleased to say that a year on from the publication of our strategy “The Road to Zero”, we are making progress against our ambitions. In 2018, the UK was the second largest market in the EU for ultra low emission vehicles, and there are now more than 200,000 of them on our roads. We are also building in large numbers—last year, one in five electric cars sold in Europe was made in the UK—and I am proud to say that Europe’s best-selling electric vehicle, the Nissan Leaf, was made in Sunderland, as the hon. Member for Washington and Sunderland West mentioned.

Let us not forget that this sector is hugely important to the UK economy: with a £77.9 billion turnover, it directly employs 165,000 in manufacturing alone. As someone from the north of England, that is particularly important to me. Manufacturing is still a major employer in my constituency, with companies such Wardle Storeys, part of Uniroyal Global, employing more than 150 people in Earby, making automotive components. That is why I am keen to see the industry’s rapid evolution, rather than revolution, supported by our automotive sector deal, which was published last year. As I speak, the Automotive Council, which I would have attended were it not for this debate, is meeting just down the road.

It has been a real privilege of my role to see at first hand some of the technologies and innovations that are already delivering for us on the Road to Zero. Just last week, I visited the BMW Mini plant in Oxford, and I have also visited Bentley in Crewe; the Advanced Propulsion Centre in Coventry, where I got to sit in—they would not let me drive it—the first all-electric Aston Martin, which will be built in St Athan, south Wales; and McLaren in Wokingham. We are supporting innovation in the sector, with the Advanced Propulsion Centre, the Faraday battery challenge and the connected and autonomous vehicles programme, focusing on the key technologies that will drive the global transition to low-carbon mobility and form the basis of future vehicle supply chains in the UK.

Battery technologies are of course integral to the market, which is why we have committed more than £270 million to the Faraday battery challenge, to ensure that the UK builds on its strengths and leads the world in the design, development and manufacture of electric batteries. In May, I announced additional funding for the UK Battery Industrialisation Centre in Coventry, a project in which we have so far invested more than £100 million and which will provide a stepping stone in our ambitions for a gigafactory in the UK. The Government and industry have committed around £1 billion over 10 years through the Advanced Propulsion Centre, to fund the research, development and commercialisation of the next generation of low-carbon technologies and keep the UK at the cutting edge of low-carbon automotive innovations.

We have reached the tipping point with the ULEV market and made a strong start on the Road to Zero, but we cannot be complacent. The closer that we can work together across Government, manufacturers, innovators and industry, the quicker we can make that transformation and allow future generations to enjoy the benefits of cleaner air, low carbon emissions and a thriving low emission automotive sector.

[Mark Pawsey]

Will the Minister comment on the fact that a new motorway service area is going to open with just two charge points? What can we do to accelerate the provision of charge points?

[Andrew Stephenson]

That is another shocking example. In the Road to Zero strategy, a copy of which I can lend to my hon. Friend, the Government announced that we would look into the best options for ensuring the adequate provision of electric-capacity connections at motorway service areas, and that work is under way. The key task over the next year is to sustain and strengthen our collaboration in the sector, as we stride towards our ambitious emissions targets for road vehicles and beyond.

Question put and agreed to.

Resolved,

That this House calls on the Government to bring forward the date by which the sale of new petrol and diesel cars and vans will be ended.