Net Zero Targets and Decarbonising Transport

Wera Hobhouse Excerpts

Tuesday 4th February 2020 Westminster Hall

[Wera Hobhouse (Bath) (LD)]

It is a pleasure to serve under your chairship, Ms Nokes. It is important to acknowledge where we have made progress. We do not want to discourage our citizens and make them so afraid that they cannot get behind the big changes that we need to make. It is also important to point out where we have made no progress at all, namely on surface transport. It stubbornly remains one of the biggest contributors to carbon emissions in our country, which is why it is so important that we concentrate on it. A lot of the problem has to do with our focus over decades on transport by car. I do not blame anybody; I suspect all hon. Members here are motorists, at least part time. The real issue is, how do we achieve a big shift in this country when there has been a lot of focus on car transport and when there are no proper alternatives?

It worries me that the Government make a haphazard announcement such as that made today about the ban on petrol and diesel cars by 2035 without having a proper plan behind that for infrastructure to support a big shift towards electric vehicles. The Government need to put their mind to that. To give an example, in a consultation meeting with Highways England about new road building in the south-west, which was all well and dandy, I said, “All right, you are building new roads, but what about the infrastructure that we need for fast charging points along our new highways and motorways?” I was told that it was not their problem, so who is talking to who about building new roads and the infrastructure to integrate them with the capacity in our electricity grid? The Government need to put a plan together to ensure that people work on these things in partnership, rather thinking in silos.

Another important issue is how to structure buses and public transport. I went to Berlin over Christmas, but not by plane. Travelling by train on the continent was perfectly competitive, but the bit from London to the channel was incredibly expensive. Unless we change the cost of travel, consumers will go for what is cheapest, and they will continue to fly unless we make train journeys a lot more affordable, particularly in this country.

I am a cyclist, in addition to being a motorist, and have been for many years and have campaigned for cycling. The main problem in this country is not the weather or the hills. There are now electric bicycles and, because Bath is quite steep, I bought myself one, as did my husband, and we got rid of our second car. Those things are important considerations for households. The main hindrance is not the weather or the topography, but safety. As a parent, I was scared to let my children cycle, as are lots of parents. One of the biggest contributors to air pollution and surface transport in my constituency is the school run.

We have been consulting young people about how they would like to travel. Their preferred mode of transport would be cycling independently, but the parents do not want that, so they take them to school by car. That creates a vicious circle. The roads in Bath are full of cars during school time—during school holidays they are not—because parents do not allow their children to go on the road because it is dangerous. We need to break that vicious circle. I urge the Government to look at Cycling England’s proposals for how to create safe cycle routes.

[Alex Chalk]

The coalition Government granted large sums of money—I think £20 million went to Manchester and a similar sum to Leeds and Birmingham—under the cycling city ambition grant scheme, and lots of safety measures were rolled out. The problem is that, in towns such as Cheltenham, a lot of that learning is not being rolled out. Does the hon. Lady agree that there is a role for councils to liaise with one another to ensure that safety schemes can be applied?

[Wera Hobhouse]

Absolutely; the Lib Dem Bath and North East Somerset Council is looking at how to provide local leadership, but we also need leadership from central Government to ensure that councils can fulfil their net zero ambitions. I urge the Government to look at proposals from Cycling England about safe cycle routes, because safety is one of the main reasons that young people do not cycle. If they have not grown up cycling, as adults, they do not cycle. We need a big shift to create safe cycling routes.

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[Gavin Newlands]

I totally agree with the hon. Lady. I was coming on to say that the amount of money that has been wasted on cancelled electrification schemes is shocking. The Government’s commitment must be called into question. We have ambitious plans in Scotland, but if the Government here were to get a move on and invest properly it would release more capital for the Scottish Government to increase their ambitious plans with regard to decarbonising transport.

[Wera Hobhouse]

Is it not true that we always count the costs in the wrong way? Not doing the things we are talking about will ultimately cost us a lot more. Cancelling projects because they are getting more expensive does not take into account the cost if we do not do those things.

[Gavin Newlands]

The hon. Lady makes a good point. It is a very short-term approach to look at such things in terms of their initial cost. They have to be considered in the medium and long term, particularly in the light of the climate emergency that the Government have announced. Cutting back on such schemes is disgraceful.

Work continues in Scotland, in planning future works. Those include the new metro running through my constituency, which will give Renfrew—currently the largest town in Scotland without a rail station—its first fixed rail link in more than 50 years; and the future decarbonisation of the Barrhead and East Kilbride lines. Scotland aims to make sure that all rail journeys are carbon free by 2035. Perhaps that is the sort of ambition that England and Wales need from their rail policy makers, who have wasted tens of millions of pounds on cancelled rail electrification schemes. That is entirely the wrong signal to send at this time to the public and the rest of the world.

The Scottish Government are doing what they can under current financial and constitutional constraints, but hon. Members who have had the pleasure of hearing me speak on this topic will not be surprised if I bring up Norway at this point. The right hon. Member for East Hampshire has already alluded to results there in response to an intervention by my hon. Friend the Member for Kilmarnock and Loudoun (Alan Brown). Norway’s population is less than one tenth of the UK’s, and it is a country with a great many similarities to Scotland. Its electric car sales outstrip the UK’s, with an almost exponential growth rate. Last year alone, electric car sales increased by 31%, while the figure for petrol cars dropped by the same rate and that for diesel cars fell 13%. The car industry in Norway predicts an even greater demand for electric vehicles this year. By the end of this year there is every chance that half of all new cars sold in Norway will be electric. In the UK, the figure stands at 2.1%, while fossil-fuel cars continue to increase in number.

The difference is that Norway has a Government who are taking concrete action to push electric vehicles, and who are investing in the infrastructure needed, with nearly as many charging points as the entire UK. An independent, northern European, energy-rich country with full access to the single market and the European economic area is leading the way on the sort of bold transport policies that others can only follow, which are possible only with the full powers of a sovereign, independent Parliament and Government. Norway now, and Scotland in the future: one has only to look at the polls over the past week or so to see that the writing is on the wall for Scotland’s continued membership of the United Kingdom. However, I digress, and time is slightly against me.

Norway and Scotland show that leaving decarbonisation to the free market simply does not work. It needs strong policy and intervention from the Government, investment at a local and national level, and the commitment to match. I said before that the Scottish Government do an outstanding job, despite operating with one hand tied behind their back. Indeed, Scotland has shown global leadership by being the first country to include international aviation and shipping emissions in its statutory climate targets. Given its nature, aviation is the toughest of transport modes to decarbonise, but I welcome today’s news that the UK aviation industry has vowed to decarbonise by 2050. The Scottish Government are working with Highlands and Islands Airports and the aviation industry to bring to Scotland trials of cutting-edge zero-emission aircraft, using battery and hydrogen fuel-cell technologies, starting in the Orkney archipelago, where no flight lasts longer than 20 minutes. Indeed, it boasts the world’s shortest scheduled flight, from Westray to Papa Westray, which is shorter in distance than most airport runways, and lasts a minute or so. The Scottish National party will decarbonise flights within Scotland by 2040, and is aiming for the world’s first zero-emission aviation region, in partnership with HIAL.

Meanwhile, the UK Government’s track record is disappointing, to say the least—just ask the former president of COP26, Claire O’Neill, for her take. The feed-in tariff has been scrapped, and Scotland’s renewables have been subjected not just to discriminatory but to utterly shameful transmission charges. Both are key inputs to a decarbonised transport system. The tax and licencing regime delivers little benefit to those switching to electric vehicles, who play their part in driving the change that is needed. It is surely time for the Government to look to our European colleagues for inspiration and ideas. Perhaps that approach is not in vogue down here at the moment—it is certainly not within the present Government—but it would assist massively in delivering the transformational change needed across our network. If the Government are not prepared to do that, they should make sure that Scotland’s Parliament and Government have the powers and the finance needed to do the job properly.

Oral Answers to Questions

Wera Hobhouse Excerpts

Thursday 30th January 2020 Commons Chamber

[Chris Heaton-Harris]

My hon. Friend is probably one of the busiest correspondents with my Department. I will happily meet him—again—to talk about this matter, because it is of vital importance.

[Wera Hobhouse (Bath) (LD)]

Our ancient woodlands and veteran trees, such as in Prior park in my constituency of Bath, are irreplaceable habitats and areas of beauty. What efforts are being made to avoid the destruction of ancient woodlands and chalk streams in the construction of HS2?

[Paul Maynard]

As the hon. Member will know, we paused any clearance of ancient woodlands during the course of the Oakervee review, and that remains the case. I regularly meet the Woodland Trust—its arboricultural expertise will always far exceed mine—and I listen to it very carefully.

Thomas Cook

Wera Hobhouse Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

Yes, absolutely. This Jobcentre Plus rapid response service is absolutely set up, ready and mobilised to assist. As I said in a previous response, if any of my hon. Friend’s constituents walk in and find that that is not the case, I will certainly want to know about it, so that we can work on the cross-Government taskforce to ensure people are getting the help they need.

[Wera Hobhouse (Bath) (LD)]

Following the closure of 588 Thomas Cook outlets, including the one in Abbeygate Street in Bath, what are the Secretary of State and the Government doing about halting the further decline of the high street?

[Grant Shapps]

My right hon. Friend the high streets Minister has already been in contact with me about the further hole that this leaves in our high streets. He has a number of fantastic programmes, and the local authorities of many of us in the House will be bidding under them to enhance and improve high streets. As this latest collapse has shown, our high streets are dramatically changing as people need to come to the high street for an experience or a service that they cannot get elsewhere, including perhaps online. My right hon. Friend will be very happy to speak to the hon. Lady about that.

HS2

Wera Hobhouse Excerpts

Thursday 5th September 2019 Commons Chamber

[Mr Speaker]

Colleagues should now follow the right hon. Member for New Forest East (Dr Lewis) with single- sentence questions. If they do not—let us be absolutely clear—they are stopping other colleagues taking part. It is as simple as that.

[Wera Hobhouse (Bath) (LD)]

Will the Secretary of State commit to look at any new major transport infrastructure projects in line with the 2050 net zero carbon target that this House has set itself?

[Grant Shapps]

Yes.

Active Travel

Wera Hobhouse Excerpts

Tuesday 9th July 2019 Westminster Hall

[Robert Courts]

I could not agree more—the hon. Lady makes an excellent point. The housing infrastructure fund is an important part of Government funding, and I would like cycle paths to be included. I am conscious that a great many Members wish to speak, but if time allows I will mention the B4044 community path from Eynsham in my constituency to Botley, which, although not in her constituency, is in the county she represents.

I have supported the path from Eynsham for many years; in fact, one of the first events I attended as a Member of Parliament was when I cycled along it on a cold winter’s morning, accompanied by many others in yellow jackets. As it stands, it is quite a dangerous little lane to cycle on, but the potential is enormous for Eynsham, and even for going as far as Witney—there is a cycle path along the A40, which I used only this weekend when I went out to stretch my legs. Increased housing growth will be unlocked, facilitated and made sustainable by the use of cycling paths, so I could not agree more with the hon. Lady.

[Wera Hobhouse (Bath) (LD)]

We also have a lot of urban footpaths and ginnels. Would it not make sense to have funds for signposting, so that people know how to get away from the main routes and use the often hidden, beautiful routes to get from A to B? Often it is the lack of signposting that prevents people from using all those opportunities.

[Robert Courts]

That is an excellent point. In rural areas such as mine, there are often such signposts. One of the joys of living in the country is that people can set out on those routes. I recommend to everyone the wonderful Ordnance Survey maps, which record everything down almost to the inch. However, in those areas where signposts are missing, I urge local authorities to look at installing them, because they make it much easier for those who wish to use footpaths.

--- Later in debate ---

[Wera Hobhouse (Bath) (LD)]

I congratulate the hon. Member for Witney (Robert Courts) on securing this debate. As a lifelong cyclist, I could speak for hours about why cycling has become so difficult in this country. We know the benefits of cycling, but what are the barriers to more people cycling? I think they are habit and road safety, and the two things are linked. If our young children start by cycling and walking to school, that will become a lifelong habit, as it became for me; I used to cycle to school every day when I was growing up in Germany. But when I became a parent in this country, I was terrified of sending my children to school on their bikes because it was not safe.

Let us concentrate on school travel plans, to allow children to travel safely to school and, therefore, embed a habit early on that people will continue into their later lives. What does that mean? As a councillor for 10 years, I was actively involved in trying to create meaningful, continuous cycle routes to get from A to B. That is very difficult, but as I said in my intervention, we can use existing infrastructure by signposting routes properly away from the main traffic.

Where we cannot get away from the main traffic, the Government could legislate for 20 mph zones in every town and city. In fact, studies say that a continuous 20 mph zone may make congestion much less likely because, as happens on motorways, traffic flow is much better if everybody travels more slowly. Why not go ahead and introduce 20 mph zones in all towns and cities? That would make cycling and walking so much safer, even if cyclists and pedestrians were mixed with motorised traffic.

We have many opportunities, and there are many good news stories. My council, which became Liberal Democrat in the last local election, is looking actively at walking buses: schools are encouraging parents to let their children walk with a dedicated person. Use of the Bath to Bristol cycle route increases by 10% every year. Where we have such cycling opportunities, they are used, but they have to be attractive. It does not help that a lot of money is spent on capital projects rather than on revenue, which can mean that where we create cycle routes we cannot maintain them. There are many things that the Government and local authorities could do, but we should start by looking at our young people and make walking and cycling to school the first priority.

GWR and Network Performance

Wera Hobhouse Excerpts

Tuesday 5th February 2019 Westminster Hall

[Matt Rodda]

The hon. Gentleman draws on several points that I and colleagues are due to make or have made.

I come back to the issue of delays and quite how frustrating they are for daily commuters in towns like Reading and Slough, in addition to the sensible points made earlier. It is deeply frustrating to have to deal with delays on a daily basis. It has a huge impact on family life and on people’s desire to work in London or to commute into Reading, Slough, Swindon or other business centres along the line. I am sure that applies to the other towns and cities represented here today. It is a deeply frustrating daily occurrence for hundreds and thousands of people in this region, which is a crucial part of our railway network.

I have a series of questions for the Minister about the performance of GWR and the Department for Transport. I will address both infrastructure investment and the management of the railway. First and foremost, why on earth did the Government delay electrification along this line? We have heard about the benefits that south Wales would have had if it had been properly managed. We have also had delays to our rail services because of the lengthening of the roll-out of electrification. The installation of the gantries was hugely delayed and on a number of the local lines that feed out from Reading, such as the lines to Basingstoke, Southampton, Oxford and Gatwick, we do not have that level of investment. Commuters using those lines, including many of my constituents and others in neighbouring constituencies, are suffering and would like to see more electrification, not less. It is a huge issue.

[Wera Hobhouse (Bath) (LD)]

I am grateful that the hon. Gentleman has put his finger on that very important point. In Bath, where we suffer from massive air pollution, electrification has been stopped. That should certainly be a priority, particularly looking at air pollution. Why has the electrification through Bath not continued?

[Matt Rodda]

The hon. Lady makes an excellent point about pollution. There are three aspects of pollution that are deeply challenging in my area. The first is air pollution from soot and nitrous oxide. The second is the effect on global warming. Electrifying the railways should be the low-hanging fruit in tackling global warming, as it is obviously going to take carbon out of the atmosphere. It is a huge disappointment to many people that the Government have not seen it as a key priority.

The third point, which may affect colleagues in other urban centres, is that as part of the botched electrification, the train maintenance depot in Reading was moved. I believe that that has happened in other areas. We now have diesel locomotives, which should have been taken out of service, revving their engines at 5 o’clock in the morning outside terraced houses in Reading, because the maintenance depot was moved as part of the works. That is completely unacceptable and there is an ongoing legal dispute between Reading Borough Council and First Great Western, so I will not go into further detail. Noise pollution is a substantial additional problem as well as air pollution and carbon dioxide pollution, which all seriously affect towns and cities along the line and the lives of people who live near the railway.

My second question for the Minister, which is also blunt, is, why has First Great Western’s franchise been repeatedly extended, given all the poor performance issues? I hope that as a new Minister, he will investigate that.

Time is pressing, but I would like to point out that I disagree with the Government’s policy of large increases in season ticket prices. That has a direct impact on people in my constituency and along the line, as we heard earlier. I draw the Minister’s attention to the fact that commuters are already having their salaries squeezed. Many residents in Reading and Woodley commute to London, or to nearby towns. They live in an area with high house prices and rocketing private rental prices, and at the same time their season tickets are going up by very large sums. That means that families, couples and single people are facing large cuts to their disposable income, which has a significant impact on their ability to enjoy life, especially family life. The Minister should address that and rethink this problem.

The railway is a vital public service that could—and should—be run much better. Investment is a key driver for jobs and growth in the Thames valley and along the whole railway corridor. However, as we have heard, there is a clear contrast between the poor performance of the current Government and a much more sensible long-term strategy. Colleagues have mentioned the importance of bringing the railway back into public ownership.

I will highlight that contrast in three simple points. I have mentioned the Government’s poor management of electrification, and that areas such as Reading, Wales and others have suffered severely. There are other aspects of mismanagement, including the cost to passengers of high fares and delays. In contrast, the Labour Government paid for the vast majority of the rebuilding of Reading station, which is a huge asset to our town and to travellers up and down the network. An incoming Labour Government would invest in electrification, and, most importantly, bring the railways back into public ownership. I believe that that would dramatically improve the quality of life for rail travellers and for businesses that are reliant on the railways.

In my opinion, rail is a vital public service, and the evidence clearly shows that. It brings economic benefit to our region. Given that the Minister is new in this post, I ask him to rethink the Government’s policy and to look again at the dogma and failed economic views that have led to mismanagement, to the chaos of the franchising system, and to the lack of investment in capital infrastructure.

Oral Answers to Questions

Wera Hobhouse Excerpts

Thursday 10th January 2019 Commons Chamber

[The Minister of State, Department for Transport (Jesse Norman)]

My hon. Friend has been a very tireless campaigner for transport issues in his constituency and I would be delighted to meet him.

[Wera Hobhouse (Bath) (LD)]

T2. In my constit- uency, it has been suggested that our regional Mayor—the West of England Combined Authority Mayor—has the power to adopt an underused bit of highway from Highways England to construct an east of Bath park-and-ride, and the council has failed for a long time to find a suitable site. Is it the Minister’s understanding that the regional Mayor has these powers, and does he agree that such a use of existing land is an elegant solution?

[Jesse Norman]

I will resist the temptation to comment in advance on the elegance of the solution, but I think it is a very interesting idea in principle. As the hon. Lady may be aware, it would require the transfer of the road from Highways England and the agreement of the Secretary of State. We would also want to be sure that any changes were consistent with the combined authority’s long-term transport plans. Subject to those constraints, we would be very interested to see it.

Road Safety

Wera Hobhouse Excerpts

Monday 5th November 2018 Commons Chamber

[Wera Hobhouse (Bath) (LD)]

I am a cyclist myself. In fact, I am probably one of the few Members who cycle to this place on an almost daily basis, so I could talk about cyclists and road safety at length, but tonight I will quickly reiterate the points made by the hon. Member for Birmingham, Erdington (Jack Dromey), who is about to leave the Chamber. The beauty of being one of the last speakers is that one can reinforce a particular message.

I ask the Government further to improve road safety for pedestrians, cyclists, bikers and vehicle drivers with one critical measure: proper eye-testing. At the moment, there are no robust regulations to ensure that vehicle drivers can actually see. UK regulations for drivers’ eyesight are among the weakest in Europe, relying on self-regulation and self-reporting. UK drivers can pass their driving test without having a full examination to prove that their eyes are roadworthy, and can then drive for the rest of their lives unpoliced. All we have in the UK is a basic vision test by a non-medically qualified driving test centre. The test is to read a number plate at a distance of 20 metres.

It ignores other essentials such as peripheral vision, which is also essential for safety for cyclists. It means that there is no medical rigour to confirm that most drivers are visually fit to drive. It means that cyclists, pedestrians and motorists who have regular eye tests are sharing the road with people driving a tonne of metal who have never given their eyes an MOT. The campaign for proper eye-testing originated in my constituency. The Government require vehicles to pass an annual MOT test, and it is illegal to drive after drinking or taking drugs, but there is an obvious gap in the law that allows drivers to drive with poor eyesight.

This is not a technical question. The World Health Organisation says that poor eyesight is a key risk factor in road crashes. Approximately 3,000 casualties in the UK can be attributed to drivers having poor vision. Poor vision costs lives. It also costs money—an estimated £33 million a year. While some drivers have their driving licence revoked or refused because of poor vision, there is no structured approach, and lives are being lost as a result. People can lose 40% of their vision before they notice a problem. There is no requirement for good eyesight and acceptable peripheral vision. Good vision should be a requirement to drive: road safety demands it. Current procedures lack medical rigour, increasing the potential for injury or death.

The Driving Blind campaign calls for a change in legislation to require drivers to be tested by an optician before their driving test and at every subsequent licence renewal application. It also calls for new drivers to be vision-tested, including for peripheral vision, and certified by an optician, with follow-up tests every decade up to the age of 70 and then every three years thereafter. If we can reduce the number of people driving blind on our roads, we will improve road safety. I look forward to the Government’s response.

Airports National Policy Statement

Wera Hobhouse Excerpts

Tuesday 5th June 2018 Commons Chamber

[Chris Grayling]

Absolutely. It is important that Heathrow is planning to source services, products and manufacturing from all around the UK. As the hon. Member for Kilmarnock and Loudoun (Alan Brown) said earlier, we want this project to create not just connections for the whole UK but opportunities for businesses around the country.

[Wera Hobhouse (Bath) (LD)]

Why is the Secretary of State so much in support of the unpopular expansion of Heathrow airports when airports such as Bristol are looking to expand, which would make much more environmental and economic sense to my constituents in Bath and to people across the south-west? As the hon. Member for Birmingham, Northfield (Richard Burden) pointed out, regional airports are international airports in their own right, so why the obsession with London airports?

[Chris Grayling]

This is not about one thing or the other. Bristol airport has done a fantastic job of building up an international network, serving more than 100 destinations, and it is a great airport and a great success story. However, that does not remove the need for a hub airport to deliver strategic connections that only really operate from a single centre, with a market assembled from several destinations within the UK and, indeed, internationally to make such routes viable.

Oral Answers to Questions

Wera Hobhouse Excerpts

Thursday 19th April 2018 Commons Chamber

[Chris Grayling]

They can be, and the point I did not make in my response to the hon. Member for Brentford and Isleworth (Ruth Cadbury) and my hon. Friend the Member for Windsor (Adam Afriyie) is that we are in the process of modernising the use of airspace in this country. I hope and believe that that will allow us to manage much more carefully respite for airports, and flight paths into and out of airports, and to do the best we can to minimise the impact of aviation on communities. There can be no situation where there is no impact, but I want us to do our best to ensure that that impact is as carefully managed and minimised as possible.

[Wera Hobhouse (Bath) (LD)]

7. What steps he is taking to increase the number of public charging points for electric vehicles at commercial and industrial centres.

[The Parliamentary Under-Secretary of State for Transport (Jesse Norman)]

The UK is building one of the best global ChargePoint networks. Our new £400 million ChargePoint infrastructure investment fund will see thousands more charge points installed nationwide. We already provide grants to install charging stations in workplaces, homes and residential streets, and for buses and taxis. Through the Go Ultra Low city scheme, Bath—the hon. Lady’s constituency—and other cities are installing publicly accessible charging hubs. Also, the new Automated and Electric Vehicles Bill will encourage large fuel retailers to install charge points on their premises.

[Wera Hobhouse]

In Bath, the council is considering introducing a clean air zone, focusing particularly on older, more polluting vehicles, but that will disproportionately disadvantage the less well-off, who are more likely to own older vehicles. Will the Government consider a scrappage scheme for old vehicles to encourage the uptake of electric vehicles without disadvantaging the less well-off in our city?

[Jesse Norman]

As the hon. Lady will be aware, substantial scrappage schemes already exist in the market through the private sector, and those look to continue.