Decarbonising Aviation

Wera Hobhouse Excerpts

Tuesday 21st September 2021 Westminster Hall

[Wera Hobhouse (Bath) (LD)]

It is a pleasure to serve under your chairship, Sir Gary. I congratulate the hon. Member for Putney (Fleur Anderson) on bringing this important debate to this Chamber. We have had a fascinating exchange of ideas this afternoon. I echo everything that has been said so far on long-term technological changes which are exciting and a great opportunity.

In the meantime, we need to look at the demand for flying and how we reduce it, particularly in terms of cost. It is ridiculous that the cost to the environment is not embedded in the cost of flying. It is ridiculous that I can fly for less to almost any destination in Europe that is over 100 miles away, but to get from London to my constituency, which is under 100 miles, costs more by rail. That cannot be right.

The Government have legislated for net zero by 2050. That is too slow for Liberal Democrats. It is clear to us that, in order to stop increasing climate chaos, we need to cut most emissions by 2030. There is no ducking some of the challenging choices we need to make. Farming, shipping and heavy industry are sectors where getting to net zero is a challenge and so is aviation.

The problem is not currently with flying. The problem is with the jet fuel that powers our aircraft. Each aircraft uses an incredible amount of fuel. A jumbo jet carries about 240,000 litres of jet fuel, the equivalent of one-tenth of an Olympic-size swimming pool. It burns through that fuel at a rate of four litres per second. I am aware that an aircraft engineer is in the Chamber today and that my knowledge pales into insignificance compared to his.

We need to do much better on emissions from aviation and we need to do it fast. The good news is that there are alternatives and today I want to make the case for synthetic fuels. Those are made from hydrogen and carbon captured from the air. In theory, this would mean capturing and re-using the carbon dioxide that is already in the air, rather than putting it into the sea bed. The Government favour carbon capture and storage, but what about being more ambitious and making carbon dioxide itself part of the circular economy?

If the UK invests in the right technologies, synthetic fuels can be just that; properly carbon zero and sustainable in the long-term. As I understand it, synthetic fuels are no more and no less than hydrogen combined with carbon dioxide. However, to be fully net zero, the hydrogen used has to be green hydrogen. I echo what my hon. Friend the Member for Richmond Park (Sarah Olney) has already said: it has to be green, not blue hydrogen because green hydrogen is made from renewables and blue hydrogen is made from natural gas, which is a fossil fuel. That means heavy investment in renewables. Currently, the Government say that green hydrogen is too expensive, but I am still waiting for an answer on whether they have made a proper long-term cost analysis between green and blue hydrogen.

As I understand it, synthetic fuels behave in a similar way to conventional kerosene and can be mixed with kerosene. Therefore, aeroplane engines and aircraft design would not need to be significantly changed. The Government already have an existing mechanism in place to make mixing aircraft fuel mandatory via the renewables transfer of fuel obligation. Gradually, we can use kerosene to get to low carbon and carbon zero, if we reach to the point where we mix carbon dioxide with green hydrogen to get synthetic fuels.

I would like the Minister to look at these alternatives. I understand that scientists from the University of Leeds have made that proposal and are in conversation with the Government. If not, I am happy to put him in touch and would love to be part of that conversation because, to me, there seems to be at least a possibility of a solution. Now is the time for the aviation industry to begin to change, and for the Government to ask the aviation industry for their plans on how to get to net zero.

However, as we have heard already this afternoon, changing aircraft fuel is not the only important thing. In the short term, we must also reduce the number of flights. I fully agree with everything that has been said this afternoon. As the hon. Member for Putney mentioned, France has recently banned short-haul internal flights where train alternatives exist. The Liberal Democrats believe that we could replicate this. The UK should ban flights where direct rail transport is available for the same journey, taking up to two and a half hours, unless planes are alternatively fuelled.

There should also be a sustainable alternative to flying, such as rail. We need good transport infrastructure across the country, and it must be affordable for passengers. As has also been mentioned this afternoon, we should reform air passenger duty to target the most frequent fliers. I disagree with the hon. Member for—

[Jim Shannon]

Strangford. I know you are from Bath!

[Wera Hobhouse]

The hon. Member for Strangford (Jim Shannon)—I should know that. We should target the most frequent fliers and introduce VAT on first class and business travel. We must also ensure that there is no net increase in airport runways across the UK. That is the most important issue this afternoon.

I could not agree more with all hon. Members who have spoken in this afternoon’s debate. The aviation industry has been through some difficult times in the past 18 months—I do not deny that—but it has received a lot of Government support along the way. I believe that the aviation industry can become net zero in time. It will be challenging, but it can be done. We need the political will, the Government’s support, and a Government that set out a clear strategy.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Robert Courts)]

I will absolutely ensure that I leave that time, Sir Gary. This has been an interesting and well-informed debate. I am grateful to everybody who has contributed and I congratulate the hon. Member for Putney (Fleur Anderson) on securing the debate. We have heard from the hon. Members for Richmond Park (Sarah Olney) and for Angus (Dave Doogan), the right hon. Member for Hayes and Harlington (John McDonnell), the hon. Member for Strangford (Jim Shannon)—who need not worry, because he is an institution and we all know who he is—and the hon. Members for Rutherglen and Hamilton West (Margaret Ferrier) and for Bath (Wera Hobhouse), as well as the Opposition Front Bench speakers.

We all agree that aviation decarbonisation is a critical issue for the UK and, of course, for the entire world, as the hon. Member for Bristol East (Kerry McCarthy) rightly said. Equally, the fight against climate change is one of the greatest and most pressing challenges for the world. However, while it is a challenge, it also presents an opportunity. I echo entirely what the hon. Member for Strangford said. He spoke about the opportunities in North Antrim. He is right, but there are also opportunities all over the UK as we reimagine the way that we fly, as we shift the aviation sector towards a more sustainable flightpath and, ultimately, zero emission flight. The whole country can then look to benefit from that technology, which I will come on to in a minute. I know that the hon. Member for Angus will be particularly interested in that.

[Wera Hobhouse]

Is the Minister looking seriously at progress in the production of synthetic fuels?

[Robert Courts]

I thank the hon. Member, who raises a very good point; I will answer her question when I get to that section of my speech.

I entirely hear the concerns raised by hon. Members, but I feel that the UK Government are leading on this and I want to spend a few moments explaining why that is the case. On our overarching approach, we are confident that by working in partnership with industry, non-governmental organisations, academics and, of course, the public, we can deliver net zero aviation by 2050 through technological solutions and not through restricting the freedom to fly.

I think that the hon. Member for Bath said that the problem is not with flying, but with emissions. I agree with that and I will explain why we will be able to get there. We want to encourage the growth of the sector as it encourages innovative new ways to cut aviation emissions while protecting the benefits of travel, which we probably all agree are cultural, economic and social. It also binds our binds our country together, as I experienced recently when I flew back from Aberdeen.

The Government take this issue seriously and have a strong record on it. We have shown steadfast commitment and are the first major economy to pass laws to end our contribution to climate change by 2050, making us one of the first major economies to legislate a net zero target. We have also set the most ambitious climate change target yet, in the sixth carbon budget, which aims to reduce carbon emissions by 78% compared with 1990 levels, in line with the recommendations of the independent Climate Change Committee. Also in line with those recommendations, the Government have formally included, for the first time, the UK’s share of international aviation and shipping emissions, meaning that those emissions can be accounted for consistently with other sectors.

July was another milestone in our pathway to jet zero as we published the jet zero consultation. I hear what the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) says about consultations, but I think we should be using the extraordinary expertise that we have in the industry. We must get this right and we need to ensure that we are working and moving forward in a collegiate fashion.

Oral Answers to Questions

Wera Hobhouse Excerpts

Thursday 9th September 2021 Commons Chamber

[Grant Shapps]

I thank my hon. Friend. I do think that local authorities that declare a climate emergency should be prepared to pay more than lip service to the issue. I was having a look and I understand, unfortunately, that the Labour-led Cheshire West and Chester Council is still refusing to contribute a mere £5,000 to his valiant efforts to reopen Beeston Castle and Tarporley station, the only potential station between Crewe and Chester.

[Wera Hobhouse (Bath) (LD)]

In the past month, my constituents in Bath have been subjected to the pollution of helicopter joyrides flying low over Bath. Clearly, this type of leisure pursuit is hugely damaging to the environment and does nothing to get us to net zero. Currently, neither the Civil Aviation Authority nor Bath and North East Somerset Council has the power to intervene. Will the Minister meet me to find a way forward for my constituents?

[Grant Shapps]

I congratulate the hon. Lady for shoehorning that into this particular question. I am more than happy to arrange for her to meet my aviation Minister—the Under-Secretary of State for Transport, my hon. Friend the Member for Witney (Robert Courts)—to discuss it.

Cleveland Bridge: Weight Limit

Wera Hobhouse Excerpts

Tuesday 17th November 2020 Commons Chamber

[Wera Hobhouse (Bath) (LD)]

Good evening, Madam Deputy Speaker. I am very grateful to have been granted this debate on the future of Cleveland bridge, which is of high importance for my constituents in Bath. I look forward to the Minister’s full response.

Cleveland bridge is a grade II* listed structure. It forms part of the character of Bath’s UNESCO world heritage status. It is worth reminding fellow hon. and right hon. Members that Bath shares its unique status only with Venice. Not just parts of our city but the whole city and its setting are a world heritage site. The protection of the city as a whole is of national importance, and it should not just be the citizens of Bath and the council that are called on to safeguard this treasure for future generations.

There is another aspect to this debate. Bath is a city identified as suffering from illegally high levels of air pollution, and it has been ordered by the Government to bring pollution levels down to the required legal minimum. The council has worked hard to develop a strategy in response. The route with one of the highest levels of air pollution is London Road leading towards Cleveland bridge.

Cleveland bridge links the north and the south of the city over the River Avon just a short walk from the city centre and is surrounded in all directions by listed architecture. Unfortunately, it is part of the primary road network and therefore has to be open to all traffic. The bridge consists of 19th-century ironwork with a 1920s concrete deck, but the weight of modern heavy goods vehicles is shaking the bridge to bits. Heavy traffic on the A36 and the alternative A350 has been an ongoing source of tension for many residents for many years. Not only are there issues at Cleveland bridge, but just a few miles away at the village of Limpley Stoke, the A36 suffers from regular landslips. It is also true that the A350 has issues and needs better infrastructure.

In 2009, Wiltshire Council attempted to put in the Westbury bypass to improve the A350 corridor. That was supported by Bath and North East Somerset Council, but the implementation of the plan was stopped by a public inquiry in 2009. In 2012, Bath and North East Somerset Council attempted to put a weight limit on Cleveland bridge. Objections were received from Wiltshire and Highways England, leading to a judicial review. Bath and North East Somerset Council was told it could not impose a reduced weight limit of 18 tonnes.

It is of note that the 2012 ruling states that

“we are conscious of Bath and North East Somerset’s important concerns about local air quality. The Department is not, in line with PRN guidance, commenting on the air quality aims of the proposed scheme.”

Eight years on, and especially since the challenge to Government by ClientEarth, the goalposts on air quality have completely changed. It is time that the Department for Transport commented on air quality in Bath when it comes to the A4/A36 route over Cleveland bridge.

It is clear that from the south coast to the M4, there is a shortage of suitable routes to take north-south traffic. For example, routes travelling east to west move at approximately 60 mph, but north-south routes travel at 30 mph. The impact is not just about lorries going through villages, but the loss of economic activity and efficiency.

Over the past few years, Wiltshire Council, Dorset Council and Bath and North East Somerset Council have formed an alliance. They recognised that, however much investment they made as local authorities, it would not be enough to fund the improvement of any one route. Additionally, if any authority favoured a particular route, it would become politically very challenging. I thank all colleagues across those three local authorities for the work they have put in so far, working together on a complex set of circumstances.

The alliance threw the question back to the Government and asked for an economic study to take place, and the relatively simple question was: which is the best route, and how do we improve it? This is now called the strategic study and is being undertaken by Highways England as part of its road improvement strategy. Highways England and the Government now have ownership of the issue. The A350 has been selected to be looked at in-depth.

I am grateful to the Minister, Baroness Vere from the other place, for responding to me in her letter on 22 October. She wrote that the improvement strategy will review the case for adopting the A350 corridor as the main strategic route in place of the A36/A46 and will consider the case for trunking or detrunking these key roads. The study alone will take until approximately 2023 to complete and then, if adopted, the third phase of the road improvement strategy will provide the framework to implement and pay for the necessary upgrades. In the meantime, Cleveland bridge will be closed for much of next year as urgent repairs to the structure are carried out. I am grateful to the Department for Transport for making funds available.

As I said before, Cleveland bridge is a grade II* listed structure. In their 1992 report, the engineers who carried out the last set of repairs stated that they did so on the understanding that the then local authority would exclude the heaviest vehicles. That never happened. In fact, it got worse.

The challenge of a listed heritage asset is that you have to work with the structure as it is listed. You cannot replace the Victorian ironwork—because it is listed. You cannot replace the 1920s concrete deck—because it is listed. You can only repair and strengthen them, but they will never be stronger than when they were new, and when they were new, they were never expected to carry the very heavy vehicles that are being used today. The innovation of the bridge’s design, in both the early 19th and 20th centuries, is recognised in its listing, but those designs never envisaged that the bridge would be on a modern primary road network, with all that that entails.

--- Later in debate ---

Motion made, and Question proposed, That this House do now adjourn.—(David Duguid.)

[Wera Hobhouse]

Next year will see the very latest technology deployed to save the 1920s concrete structure. The danger is that bringing back the heaviest lorries will hasten the collapse of the deck, destroying the listed asset forever. With continuing heavy lorries, it is estimated that the current repairs may last for only 15 years. Therefore, without a permanent weight restriction, my concern is that while progress will be slow on an upgrade to the A350, Cleveland bridge will again be in need of urgent, serious repairs very soon. We cannot let that happen. It is absolutely essential that we set a weight limit that the bridge can sustain for the long term.

The Department for Transport has expressed its view that the A350, as the major north-south link, is a viable option, and in Bath neither I nor the council would disagree. However, the Department for Transport has not done enough so far to create a consensus among councils and MPs in the Wiltshire constituencies to take this option forward to its final completion. It would be interesting to hear from the Minister whether the Government are actually looking into any other viable options.

In the meantime, people in Bath have waited for years for a solution. So, while we are waiting, the first thing that I would like to happen is for the Department for Transport to allow Bath and North East Somerset Council to have the power of decision making over its own infrastructure and keep the current 18-tonne limit. The council does not have that power on its own.

We are looking for the Government to consent to a permanent 18-tonne weight limit on Cleveland bridge. That is my ask to the Minister. The co-operation of the Government would benefit not only the people of Bath but the whole nation, and safeguard our heritage for future generations. The impact of a weight restriction would help to reduce air pollution across the city, in line with the Government’s important aim to improve people’s health. Last but not least, it would work in tandem with the Government’s ambition to improve their strategic A350 network and the overall economic benefits to the region. I look forward to the Minister’s response.

[The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)]

I congratulate the hon. Member for Bath (Wera Hobhouse) on securing the debate. I know that Cleveland bridge, that iconic grade II* listed structure, which she has described in great detail and very eloquently, built in 1826, is of great significance to her constituents, and indeed the nation. As she highlighted, it is a UNESCO world heritage status site.

I know that many of the hon. Lady’s constituents have contacted her about this important local issue, and she has been extremely assiduous in discussing their thoughts and concerns in more detail. I of course agree with her that the protection of Bath is of national importance, and that is why it is good to have this debate tonight.

I want to put on the record a note of thanks to the hon, Lady’s local colleagues in Bath. She references the work on the clean air zones and the strategy. My Department has very close working with Bath, and we very much appreciate and thank those people for their work taking forward that important policy.

As I am sure the hon. Lady is aware, the Government are taking action to invest to improve England’s local highway infrastructure—the dense network of local roads of which Cleveland bridge is part. We know that, without that investment in local roads, delays and disruption occur for the travelling public and businesses. I am really glad that the hon. Lady referred to that. She noted and appreciated the funding that Bath and North East Somerset Council has received from the Department for repairs to that iconic great bridge. The Department’s grant for the project is £3.56 million of a total cost of £3.92 million, and the council is providing the remaining £360,000.

The highways maintenance challenge fund enables local highway authorities to undertake major maintenance projects that are otherwise difficult to fund from the regular highways maintenance block funding allocations. Improving and maintaining our local transport infrastructure is essential for economic growth and connectivity, and Cleveland bridge is certainly no exception. As part of our wider commitments to road maintenance, the Government are committed to improving local journeys and ensuring that our local road network is safe and reliable. We are therefore investing more than £7.1 billion in highways maintenance between 2015 and 2020-21 to help councils to keep roads and vital local infrastructure, such as bridges, in good condition.

[Wera Hobhouse]

I thank the Minister for elaborating on the funds that are available. As I mentioned in my speech, the problem is that if the bridge continues to have heavy goods vehicles on it even after the repair, it will very quickly need repairs again. Is it not a false economy not to put a permanent weight restriction on the bridge?

[Rachel Maclean]

I thank the hon. Member for her questions. I assure her that I will address those points—I hope, to her satisfaction. I have a copy of her letter to the Department with me.

We know that road condition, particularly the quality of road surfaces, is a concern for all road users, so we are making more money available for major repairs and trials of new technology to help local authorities future-proof our roads.

The local enterprise partnership, the West of England Combined Authority, considers the repair of Cleveland bridge and Saint Philip’s causeway viaduct as priorities. It sees Cleveland bridge and St Philips causeway as key structures in its regional network. As the hon. Member rightly said, issues on both structures have resulted in weight and speed restrictions, which the authority considers incur significant associated economic cost. Its view is that further restrictions will have an impact on safety, the economy and air quality, with higher carbon emissions. That is why the authority is very supportive of investment prioritisation for both these schemes.

Cleveland bridge has had funds allocated to it for its repairs, but I understand that the work has not started yet. Officers at the council propose that the work should begin in May or June next year, subject to the backing of council members, some of whom share the hon. Member’s concerns about the impact of HGVs on routes through Bath if the 18-tonne weight restriction is removed when the bridge is repaired. It would be a matter for the council to decide how to go forward, but I am sure that it is listening to the debate with great interest. I encourage her to continue working closely with the council to ensure that these important works can be undertaken.

I turn to the road investment strategy, which the hon. Member also touched on in her remarks. Bath’s Cleveland bridge provides a link between the A46 and A36 roads, which approach either side of Bath. It therefore forms part of an important through route between the Dorset coast and the M4. The majority of the route is part of the strategic road network—that is, roads managed by Highways England that link our most important population centres and international gateways, such as ports and airports.

Through the setting of periodic road investment strategies, the Government set out their strategic vision for the network and specify what Highways England must deliver in terms of road enhancements and day-to-day performance. To inform the content of the strategies, the Department and Highways England develop a substantial evidence base about the network, its current performance and likely future pressures. This is a product of several years of research, analysis, public engagement and consultation. These issues are of central importance in and around the city of Bath, and any long-term solution for reducing the impact of traffic at the Cleveland bridge will need to acknowledge and respond to this sensitive and deeply valued setting in relation to the natural, built and historic environment.

The hon. Member mentioned the strategic study. In situations where there is a recognised substantial problem or gap in current transport infrastructure, the Department commissions such a study to examine the issues and consider options that could address them. The unsatisfactory nature of the A36/A46 route passing Bath has long been acknowledged. The present dualled A4/A46 trunk road, the Batheaston bypass, was opened in 1996, but proposals to link the A4 to the A36 at Bathampton were rejected following a public inquiry. I am grateful to the hon. Lady for providing a lot more detail on the history associated with that to the House.

Subsequent proposals to revisit the options at that location, promoted by the local authority in connection with proposals for an eastern park and ride site, have not resolved the issue. There is a general recognition of the substantial factors that constrain choices for making meaningful improvements. In that light, the second road investment strategy committed Highways England to carrying out such a strategic study that will review north-south connections between the M4 and the Dorset coast. That will include a review of the case for adopting the A350 corridor as the main strategic route for the area in place of the A36/A46 via Bath and will consider the case for the trunking or de-trunking of key routes. So I hope I can reassure the hon. Lady that both Highways England and officials in the Department will engage with the Western Gateway as well as with a range of local stakeholders as the study develops. I should add that decisions about how Bath is best linked to the major destinations are for the relevant local highway authority to make.

[Wera Hobhouse]

I thank the Minister for the detailed description of what is taking place now, but, as I said in my remarks, this will take years, and in the meantime the people of Bath have an 18-tonne weight restriction on the bridge. Why can the Department not allow Bath and North East Somerset Council to retain that limit? It will be good for the bridge, the people of Bath and our national heritage.

[Rachel Maclean]

I thank the hon. Lady for her questions and her persistence. I have no doubt that the relevant stakeholders, including the local highway authorities, will be listening with great interest when they come to make their deliberations on these really important issues for the people of Bath.

In closing, I have mentioned the engagement taking place, but if the hon. Lady wishes to continue more engagement here in this place and with my noble Friend Baroness Vere in the other place, who is responsible directly for this particular matter of policy, I am sure she will find a lot of reassurance that she can offer her constituents. I thank her once again for this debate.

Question put and agreed to.

Oral Answers to Questions

Wera Hobhouse Excerpts

Thursday 17th September 2020 Commons Chamber

[Grant Shapps]

My hon. Friend will be interested to hear that we have carried out some trials using noise equipment and automatic number plate recognition software, to see whether it is possible to match the two up and use them as we might use a speed camera, but for noise. Work is ongoing to compile the results of that study into a report, so I hope to be able to report back to the House on that. I agree with her that this is a problem. For example, sometimes exhausts have been modified, both in motorcycles and cars, and for no other purpose but to make a huge amount of noise. We are certainly interested in finding solutions to that, and I will report back to the House.

[Wera Hobhouse (Bath) (LD)]

Before the summer recess, the Secretary of State told the Select Committee on Transport about his plans to introduce hydrogen bus towns and hydrogen hubs. That is an excellent opportunity for my city of Bath, where having electric buses is a real challenge because of our steep hills. Will he update us on those plans, and especially on how cities such as Bath can profit from that, and quickly please?

[Grant Shapps]

We are very keen to improve air quality, and that goes hand in hand with reducing carbon dioxide—the two often go together. Our massive investment in car electrification, which has not yet been mentioned, means that we now have more charging locations than petrol stations, and one of the best charging networks, in this country, although it could still be better. We are also ensuring that public transport and bus services switch over, and I have mentioned previously from the Dispatch Box the 4,000 zero-carbon buses that will be coming in. We will work closely with local authorities such as Bath to create clean air zones and improve air quality for everyone.

Covid-19: Aviation

Wera Hobhouse Excerpts

Wednesday 3rd June 2020 Commons Chamber

[Kelly Tolhurst]

As I have said, as aviation Minister, I would expect any organisation to treat their employees fairly and in the spirit of partnership. Absolutely, it is a question for the organisations as to whether they feel that they are carrying out their social responsibility and acting in a good way, but there are opportunities for us as we move forward. We have the restart and recovery project in which we are working with the sector to find ways that we can speed up the recovery in the aviation sector. I am sure that, across the Treasury and the Government, we are looking at ways in which we can mitigate all of the things that colleagues have, quite rightly, raised here this morning.

[Wera Hobhouse (Bath) (LD)]

Now is the opportunity to move the aviation sector towards net zero. The Government need to require the gradual blending in of synthetic fuels, first, for all internal flights and then for international flights via international agreements. There is a mechanism for doing this via the renewable transport fuel obligation. Will she commit to making this move towards a net-zero aviation industry?

[Kelly Tolhurst]

The hon. Lady knows that decarbonisation of the aviation sector is an important priority both for the Government and the sector itself. They have come together to work towards that. I, as the aviation Minister, and the Department commit to working with the sector to reduce those emissions and to decarbonise the industry as far as we are able.

Covid-19: Transport

Wera Hobhouse Excerpts

Tuesday 12th May 2020 Commons Chamber

[Grant Shapps]

My hon. Friend is right to point that out. I want to be completely straight with him and with the House: there is a basic dilemma. We have a situation where, probably for the first time ever, I, a Transport Secretary, am encouraging people not to use public transport, which rubs against the bus operators’ need to have income. That is why, at or soon after the beginning of this crisis, I announced a multimillion-pound deal as a bus support grant, to ensure that my hon. Friend’s and other hon. Members’ local services could continue. As he knows, we are very keen indeed on buses—as is my right hon. Friend the Prime Minister. That is why we have a very large, multibillion-pound fund for buses, particularly to look after left-behind communities during this Parliament.

[Wera Hobhouse (Bath) (LD) [V]]

I welcome the Government’s intention to encourage walking and cycling, and I recognise the need to minimise the use of public transport during the covid crisis. However, the experience of countries easing lockdowns has shown that there is a substantial increase in car use. What measures are the Government taking to minimise a spike in car use, and what extra freedoms will the Secretary of State give to local authorities so that they can make their own decisions and offer more opportunities for walking and cycling?

[Grant Shapps]

The hon. Member is absolutely right. On the one hand, we are saying, “Look, use a car if you can to avoid public transport”, but that is why I put so much emphasis on this £2 billion fund to promote cycling and walking. We will expand pavements. We will create new thoroughfares for buses and cycles only, and we will do those things quickly and urgently with guidance that I have already issued to local authorities. In addition, we ask them to use their thinking to create long-term benefits from this. To add to that, I have included things such as new voucher schemes to allow people to get their bikes repaired—to pull them out of the shed or garage, or from the side of the house, and start riding them. All these things come together in what is the biggest single boost to cycling and walking made by any British Government at any time.

Income tax (charge)

Wera Hobhouse Excerpts

Tuesday 17th March 2020 Commons Chamber

[Wera Hobhouse (Bath) (LD)]

The Budget that the Chancellor introduced six days ago is already out of date. While I appreciate that we are in untested times, I urge the Government to get ahead of the curve, as opposed to behind it.

I welcome the shift in policy yesterday away from the assumption that most people would get infected with covid-19 to stopping the spread in its tracks. I must say that I was a little surprised that, after seeing what happened in other countries, we thought that it would be different in Britain and that perhaps the virus would spread differently.

China is ahead of us and is therefore at least a model of what is likely to happen here. In China, there has been a 20% drop in economic activity. Something similar will happen in the UK, so we need a plan and we need urgent and decisive action. A significant drop in economic activity already means redundancies and people being laid off, especially the millions in the gig economy or on zero-hours contracts. There will be no alternative for them but to sign on. The current benefits system, with its six-week delay, is not fit for purpose. We need a system that can act fast. There must be no delays in payment and processing—no delays at all.

Secondly, we will have millions of people in the UK who—hopefully temporarily—will have less money coming in. Hundreds of thousands of those who are just about managing will not be able to manage without extra support. We must not allow this sudden loss of income turn into a housing crisis, so my second ask of Government is to protect renters and to make it temporarily illegal to evict tenants for non-payment of rent because of the covid-19 crisis.

My third ask of Government is to support businesses through the next few months. That is particularly important to my constituents in Bath, many of whom are in the leisure and hospitality industry. It makes no sense for these businesses to go under because of a temporary loss of customers. The Government need to make it easy and quick to access bridging loans, as announced in the Budget last week. Currently, there is no detail of how that access and the process are working, and we need that information fast. We need a serious commitment from Government that none of those businesses in the leisure and hospitality sector will go under because of the coronavirus.

Turning to the Budget response to the climate emergency, the Budget should have been an opportunity for Government to match their rhetoric on tackling the climate emergency with real action—now, more than ever, as Parliament voted to commit to a net zero target and as the UK is hosting COP26 later this year. The UK should show leadership on tackling the climate emergency, but the Budget falls short in many ways. While there were encouraging announcements on electric vehicles and charging points, they were negated by the Government’s continued support for road building and petrol and diesel vehicles. The fuel duty freeze in the past 10 years has not resulted in an increase in people taking public transport but in an increase in cars on the road and fewer people using public transport. That should not be the direction pursued by a Government who are genuinely committed to taking all petrol and diesel vehicles off the road in 12 years’ time.

Where are the plans for the complete electrification of rail travel? The electrification of the line to Bath has been halted. When will it be completed? Most worryingly, there was no mention of any Government plan to tackle the UK’s greatest source of carbon emissions—our homes. The challenge is twofold: first, to ensure that any home that is a new build is fit for a net zero future and, secondly, to upgrade our current housing stock to make it energy-efficient.

There is no real ambition on that—the Government have only committed to require the future homes standard from 2025. They should legislate now, so that the thousands of new homes that will be built over the next five years will be net zero straightaway. The greater challenge is to retrofit the current housing stock so that it is energy efficient. That will be challenging and expensive, but is crucial, both in reducing the emissions from our houses and for alleviating fuel poverty. It is therefore frustrating that there was no mention of any action on that in the Budget. It is not enough simply to hope that people will upgrade their home’s energy efficiency. People living in homes with the worst energy efficiency ratings are often the poorest and most vulnerable in society.

The Government, who cancelled the Liberal Democrat green new deal scheme without a replacement, need to take the climate emergency seriously, and replace words with action. That means ensuring that we have just measures so that the burden of the net zero transition does not fall on those who can least afford it. The Chancellor should use the Government’s new-found affection for spending to provide support for upgrading all houses and building to energy efficiency grade C or higher. Rather than building roads, we should invest a lot more in public transport.

The coronavirus crisis is uppermost in our minds, but it has not simply replaced the climate crisis, which continues to be the most pressing issue of our generation. Not responding adequately will result in catastrophic cost to human life. The Government must step up.

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.

--- Later in debate ---

[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.