Oral Answers to Questions
Jessica Morden Excerpts(1 year ago)
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Jessica Morden (Newport East) (Lab)
The Secretary of State for Transport (Mr Mark Harper)
Good morning, Mr Speaker. The Department for Transport is engaging with the Welsh Government and other stakeholders to deliver transport connectivity improvements, and we will publish our response to Lord Hendy’s Union connectivity review in due course. In February, we announced a £2.7 million investment to develop options for new stations and services on the south Wales main line, and connectivity between south Wales and south-west England was boosted in 2021 by through services between Cardiff and Penzance.
Jessica Morden
The UK’s connectivity review, the Burns commission and the western gateway rail review, which the Secretary of State will be acquainted with, all highlight the very real need for real investment on the south Wales main line. As part of that, will the Government commit to fund the much-needed relief lines upgrade?
Mr Harper
I am very grateful for that question. When I was on the Back Benches, the hon. Lady and I co-chaired the all-party parliamentary group on the western gateway, so I am very familiar with the requirements for connectivity between south Wales and the south-west. On the specific scheme she mentioned, the south Wales relief lines upgrade is now being progressed to a full business case and that will receive very careful consideration by my Department.
E-scooters: Antisocial Use
Jessica Morden Excerpts(1 year, 4 months ago)
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Jessica Morden (Newport East) (Lab)
Thank you, Mr Deputy Speaker, for allowing me to have this debate today. I understand it may be the first parliamentary debate on e-scooters in this place. I understand from friends in the other place that there have been a number of references down there. The rise of the e-scooter has been a worldwide phenomenon. The global market for the product has been valued at more than £15 billion a year and it has made its mark in the UK in recent years. It is estimated that there are now 750,000 private e-scooters in use in the UK, with the majority being used illegally. The Bicycle Association suggests that as many as 360,000 were purchased in 2020 alone, and we can expect further growth in their use and sales in the UK in the years to come.
Today, I speak to draw attention to an issue that is a cause of much frustration to my constituents: the antisocial and illegal use of e-scooters. While not necessarily isolated to individual areas, Lliswerry, Ringland, Alway and St Julians in my constituency have been flashpoints for this activity. My thanks go to the councillors, residents and even a scout group who have discussed the matter with me. Groups of e-scooter and e-bike riders are careering between pavements and the road, breaking speed limits—I have witnessed that—running red lights, weaving in and out of traffic and causing other vehicles and pedestrians to take avoiding action. As one constituent put it to me,
“the culprits are usually…clothed in black without any reflective items, and have total disregard for the Highway Code and pedestrians.”
In the dark winter months, that is obviously even more of a hazard for other road users.
Ahead of the debate, I received a lot of feedback from constituents sharing their experiences of e-scooters. I want to quote just a few examples. One constituent says:
“They are dangerous, they are on the pavements, and as someone who has a mobility problem I have a problem getting out of there way quickly enough. I am worried that I will get knocked down.”
Another resident said:
“They weave in and out of traffic and scare me to death as they just suddenly appear!”
Another said:
“As someone who is hard of hearing and with no directional hearing, I don’t hear them…they are a menace when ridden on pavements.”
Local residents feel intimidated, unsafe and annoyed, not least because the use of e-scooters on roads, pavements and cycle lanes is illegal everywhere in Wales, and there are no designated Welsh e-scooter trial areas. As a Welsh MP, I note that there is some crossover with devolved policy making. For example, any move to extend the UK Government trials to Wales would depend on working with the Welsh Government and Welsh councils and would require the Senedd to amend the Traffic Signs Regulations and General Directions 2016. However, it is important to point out that road traffic offences, driver licensing, vehicle insurance and vehicle registration are all reserved issues for the UK Government to address.
E-scooters are rightly classed as motor vehicles when they are legally used in trial areas, which means that the rules that apply to motor vehicles also apply to e-scooters, including the need to have a licence, insurance and tax. At the moment, you cannot get insurance for privately owned e-scooters and as such you would not be eligible to make an accident or injury claim if you were involved in an incident while riding unlawfully on public roads. The Association of British Insurers has highlighted that, if uninsured e-scooter users cause collisions or injury, the Motor Insurers’ Bureau must pick up the liability for these claims. The MIB reports that it is already seeing a growing number of claims from the illegal use of e-scooters and there is the potential to incur significant costs, which ultimately may lead to increases in motor insurance premiums for other motorists, which is a really unfair situation. In short, unless they are on private land, no one in Wales should be using an e-scooter, nor should anyone in the rest of the UK unless they are renting an approved e-scooter in one of the 30 designated trial areas. To add to some of the confusion around the law as it stands, several of the trial areas are just over the other side of the Severn bridge from my constituency, in Bristol, Gloucester, Cheltenham and Bath.
Gwent police are doing what they can to crack down on this and have had success in seizing a number of e-scooters engaged in antisocial and illegal activity around Newport. That includes e-scooters, and, indeed, e-bikes and e-motorcycles, being used in drug dealing, which is an alarming trend locally and across the UK. We know that the police cannot be everywhere and that resources are still stretched after 12 years of Tory cuts. Let us not forget that Gwent police saw their budget cut by 40% in the last decade and have been able to maintain a high level of service only by increasing the precept.
From speaking to the police and other stakeholders, there is a real sense that the problem is not a lack of provision for enforcement action, but a widespread and dangerous lack of knowledge about what the law is, particularly among young people. The waters have been muddied further by leading retailers. This week, The Guardian reported that Amazon was advertising a new e-scooter model last week as a “commuter companion”. The promotion warned users not to travel on the scooter during thunderstorms, but failed to point out that its use on any British road would be illegal. Retailers need to behave more responsibly. Road Safety Wales and Gwent police have campaigned on that, and I totally agree with them that retailers should do more to ensure that potential customers are fully aware that illegal e-scooter use carries with it the risk of a £300 fine, six penalty points on their driving licence and the potential seizure of the scooter.
The Home Office and the Department for Transport need to do more on awareness, too. It should not be left to individual police forces, whose resources are already stretched, to educate the public. That is one of my main challenges to Ministers: what are they doing to ensure that everyone living outside of a designated trial area knows that they should not be using an e-scooter on a road, cycle path or pavement?
The use of e-scooters on pavements is also a particular concern for those with hearing loss and the visually impaired, who rely on clear, safe routes to travel independently. Research carried out on behalf of Guide Dogs earlier this year showed that 78% of people with sight loss had had a negative experience with an e-scooter, and that more than 50% had reported changing their behaviour due to e-scooters, including not going into some parts of town, changing their regular routes and doing what they can to reduce their risk of encountering e-scooters.
Guide Dogs also reported that 12% of people with sight loss have had their mobility aid or cane hit by an e-scooter, 10% had been hit but not injured and 2% had been hit and injured by one. The virtually silent nature of e-scooters is undoubtedly a contributing factor. Guide Dogs and the Royal National Institute of Blind People are supportive of the introduction of an e-scooter equivalent to the acoustic vehicle alerting system on quiet hybrid and electric vehicles. This week, BBC News reported that the University of Salford is developing new technologies that might help with that, working closely with the RNIB and the micro-mobility company, Dott. I trust that the Government will monitor that closely and continue to consider options for the sound-related regulation of e-scooters in future.
Sound is not the only problem. As private e-scooters are unregulated, there are no restrictions on their power, weight or speed. Indeed, the maximum speed for private e-scooters far exceeds the capped limit for trial e-scooters. Many privately purchased e-scooters are capable of travelling at 30 mph. Some models, such as one of the models highlighted as a cause for concern by Guide Dogs and which is currently sold out on the manufacturer’s UK website, can reach speeds as high as 68 mph. A report by Margaret Winchcomb of the Parliamentary Advisory Council for Transport Safety notes that even private scooters capped at 30 mph can be modified to reach speeds of up to 60 mph.
Even the rental e-scooters used in the trial areas have a maximum power that is double that of e-bikes and a maximum weight of 55 kg that is roughly three times the average weight of a standard e-bike. The speed, weight and power requirements for e-scooters in trial areas in the UK are also much more lenient than those in place in equivalent schemes in other European countries.
The combined effect of higher e-scooter speed, power and weight in the UK means that these vehicles are significantly more dangerous in a collision, so it is little wonder that there has been a marked increase in crashes involving e-scooters. There were 460 reported collisions involving e-scooters in 2020; DFT figures covering the year from June 2021 to June 2022 show that the number had risen to 1,349. Over the past year alone, the number of people seriously injured in a collision with an e-scooter has risen to 429, with 12 deaths, so there are issues that the Government need to look at now. There is a real need to improve awareness of existing laws among the public.
Jessica Morden
Gwent police and other forces have taken a lead with social media campaigns, particularly around Christmas, making the public aware of the rules for e-scooters before they are purchased as Christmas presents. However, there seems to be little national steer from either the Home Office or the DFT to educate the general population.
I also want to ask what the Government are doing to ensure that our police forces have all the resources they need to tackle antisocial e-scooter use. When I raised the subject in September with the then Home Secretary, the right hon. Member for Witham (Priti Patel), she told me that her colleagues in the Department for Transport were liaising with the College of Policing and the National Police Chiefs’ Council on the issue. It would be interesting to know whether there are any updates and whether there is a joined-up approach to enforcement action across the UK.
On a related note, it is also worth asking what steps will be taken to ensure that efficient mechanisms are in place to report e-scooters that are being used dangerously or illegally. RNIB Cymru is just one of the organisations that have highlighted that as a nationwide issue.
I recently tabled a written question on e-scooter specifications. The response from the Department for Transport stated:
“The Department is currently considering options for construction and use regulations for e-scooters, which will likely include requirements for details such as power, weight and maximum design speed.”
I understand that the Minister may not be able to provide a comprehensive answer today about specification regulations, but any updates on the timeframe within which we can expect an announcement or a consultation would be welcome.
The lack of regulation and control over the sale of untested and potentially unsafe privately owned e-scooters is a real problem. As my right hon. Friend the Member for Exeter (Mr Bradshaw) highlighted this week at the Select Committee on Transport, the UK is “falling years behind” other countries because of its lack of regulation on e-scooters, as well as on issues such as pavement parking.
There is also an ongoing issue with transparency and data reporting from the trial areas in England. It needs to be addressed quickly, because the Government have already announced that the trials can be extended until May 2024. After all, these trials are just that: they are tests. At the moment, it is hard to work out what metric the Government are using to decide whether the trials have been successful. It would be wrong for Ministers to press ahead towards legislation across the UK on the basis of scarce evidence from selected areas in England.
As just one example, in its 2020 report on e-scooters, the Transport Committee called on the Department to
“clarify how it intends to monitor whether e-scooters during the rental trials are being ridden on pavements and the number of users penalised for this offence, and that it has evaluated and identified effective measures to eliminate such antisocial behaviour.”
Although the Government said at the time that they agreed with the Select Committee’s recommendation, there has been no meaningful update on how those issues are being monitored or whether the trials are working.
It is also worth pointing out that several major European cities that initially embraced different forms of e-scooter trials—notably Paris, Stockholm and Copenhagen—have since partially reversed course and introduced more stringent regulation on their use. E-scooter schemes in Europe are generally far better regulated than the English trials, too: in Germany, for example, all e-scooter users need to be insured, display insurance stickers and use appropriate lights, brakes, reflectors and bells. In countries such as France, Austria, Belgium, Finland and Portugal, rules of the road for e-scooter users replicate those in place for cyclists.
When I spoke about some of the antisocial behaviour that we have seen in Newport East, I also referred to e-bikes, which many of my constituents see as part of the same problem. Many complaints relate to what appear to be electric bikes, but are technically electric motorcycles—mechanically propelled vehicles with no pedals. It is possible to purchase legal electric bikes, but over the past two years Gwent police have come across only one in the region. The vast majority being used in residential areas cannot be used legally on the roads without a licence, tax, insurance and an MOT. As a result they can be seized under section 165 of the Road Traffic Act 1988, and the police can deal with the rider in relation to any offences found.
Gwent police has had some success in seizing offending vehicles over recent months, but enforcement comes with challenges. For example, local residents have reported that it is difficult to build up an intel picture of those engaged in dangerous driving or criminal activity, given that culprits often wear similar dark clothing, wear face coverings and use bikes that look incredibly similar. All those factors make it much harder for the police to identify the offenders, let alone justify high-speed pursuits. Those are further issues for the Government to look at.
I appreciate that there are other sides to this debate, and there will of course be advocates for e-scooters, especially at a time when we want to shift people from car use. One constituent said to me:
“I do agree they provide very cheap & convenient forms of transport and as usual, it is the inconsiderate riders who spoil it for the genuine ones.”
Another said:
“I think e-scooters and e-bikes are great modes of transport and with zero emissions they are a step in the right direction. However, the way they are used at the moment is dangerous and there should be clear rules regarding whether they are for road use or not and make the users have proper lights and wear reflective clothing.”
What is clear is that we are seeing a modal shift away from cars, a shift that we need to see, and I accept that there is a legitimate case for e-scooters to form part of that mix in the future. However, before pushing ahead with the expansion of their legal use, the Government should be aware of the strength of feeling that exists in communities such as the one that I represent: a view that is shaped by residents’ lived experiences of e-scooters as a nuisance closely linked to antisocial behaviour. Their stance—and that of charities such as Guide Dogs and the Royal National Institute of Blind People which represent the concerns of some of the most vulnerable people in our communities—is that the Government should not proceed with the legalisation of privately owned e-scooters on the basis of the limited evidence available from the designated rental areas alone. Instead, they should look at strengthening regulation, and put public safety first in all their decisions.
Earlier this year the former Transport Secretary, the right hon. Member for Welwyn Hatfield (Grant Shapps), said that the Government planned to introduce measures concerning e-scooters in the Queen’s Speech. Those measures never came. A wider transport Bill was also promised, but we learned this week from the new Transport Secretary that it was unlikely to see the light of day in this Parliament. That sheds further light on the recent response to a written question from my hon. Friend the Member for Warwick and Leamington (Matt Western) on e-scooter regulation, in which the Minister of State, Department for Transport, the right hon. and learned Member for South East Cambridgeshire (Lucy Frazer) said that the Government would legislate on micro-mobility “when parliamentary time allows”.
The Transport Secretary at least acknowledged this week that the merry-go-round of Ministers in the Department had contributed to legislative gridlock, but whichever way we look at it, it is not good enough. I should therefore be grateful if, in his response, the Minister could provide a more substantive update on the overdue transport Bill, as well as any necessary secondary legislation to introduce regulations on electric scooters as a defined form of micro-mobility.
In its 2020 report, the Transport Committee said that the Government should be
“developing and implementing a sensible and proportionate regulatory framework for legal e-scooter use, drawing on lessons from other countries, which ensures that potential negative impacts on pedestrians and disabled people are avoided.”
That still has not happened, and it needs to happen now.
Jesse Norman
I just do not have any time. I cannot respond to the hon. Lady’s speech if I do not—
Jessica Morden
I would be grateful if the Minister just addressed the issue of the transport Bill and any secondary legislation that is planned by the Government. Will he give us an idea of what is planned in a transport Bill and when we might see it, and of any secondary legislation relating to some of the things we have learnt from the trials?
Jesse Norman
I thank the hon. Lady for her question, but I do not think that I can do better than my colleague, the Secretary of State, in his comments to the Transport Committee, and I do not think that this would be an appropriate place for an impromptu announcement, even if I had one, in this area. I understand her concern and I share it. We, too, want to take vigorous action not just in this area, but in several other areas of transport. We recognise the public concern, and we also recognise the economic and business benefits from effective, early legislation.
As I was saying, Mr Deputy Speaker, the point here is that we need to find a balance in the way that we regulate. An unregulated free-for-all is unsafe for communities, and, in the long run, bad for businesses, as public policy follows, potentially, a cycle of reactions to faltering consumer confidence and real-world safety impacts. We do not want to be in a position where laws trail behind, to the extent that UK businesses are forced to launch innovations abroad and our transport users’ needs and wants are unmet.
Jessica Morden
Does the Minister accept that other European countries are much further ahead than us in looking at what regulations we might need with e-scooters in a whole range of specifications, such as speed and so on? Does he accept that we are far behind them and therefore there is a need to legislate quickly, or to look at this quickly, rather than to leave it to drag on if there is no transport Bill?
Jesse Norman
I am afraid that I do not accept that, no. The facts of the matter are that some other countries have decided to change their regulations because they had launched the wrong set. They have re-regulated in certain cities, and some countries have not even permitted any trials of e-scooters, so I do not accept that. Indeed, in general in this country, we have a remarkably flexible, open and innovative transport sector. One can see that in the use and trial of autonomous vehicle technologies, in the use of zero emission vehicles, in the ways that electric vehicles are being brought into the market in the UK, and in the speed and development of that market. Therefore, I do not accept that point.
However, we do need a flexible and fully enforceable regulatory framework that allows Government and agencies of Government to manage the balance that I have described and to handle the different challenges faced by cycles and motor vehicles. That is why we announced at the Queen’s Speech our intention to bring forward primary powers, as the hon. Lady has mentioned. However, this is a complex area, and the Government are still developing requirements for e-scooter use and are continuing to gather the evidence. There is an enormous amount of evidence being brought forward from the trials. The trials are diverse in the way that they address these issues. That is deliberate and it allows more testing of different contexts, different outcomes and different technological and behavioural responses, and that is a valuable thing.
The goal throughout is to ensure that we tackle anti- social behaviour, learn from the trials, encourage take-up and also support the active travel and decarbonisation agendas. If we are properly able to manage that, e-scooters may well be able to take their place alongside the other technologies that are in place, but it is not appropriate to pre-judge the results of the consultation that we will be launching in due course.
Question put and agreed to.
Oral Answers to Questions
Jessica Morden Excerpts(1 year, 10 months ago)
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Grant Shapps
Reducing road deaths and injuries is something that I am very passionate about. We are working all the time with National Highways and the local highways authorities. I will certainly make sure that my hon. Friend gets an urgent meeting with the Roads Minister to discuss her specific issues.
Jessica Morden (Newport East) (Lab)
Wendy Morton
I assure the hon. Lady that my office has been endeavouring to set up that meeting. I will chase them and make sure that it happens.
Oral Answers to Questions
Jessica Morden Excerpts(1 year, 11 months ago)
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Andrew Stephenson
My hon. Friend remains a powerful champion of this and other transport priorities across his constituency. The Government have recently confirmed an £830 million settlement for the West Yorkshire Combined Authority as part of the city regional transport settlements programme. We expect to agree a finalised investment programme of public transport, walking and cycling improvements in the city region in the coming weeks.
Jessica Morden (Newport East) (Lab)
The Minister of State, Department for Transport (Wendy Morton)
We are always looking for ways to boost connectivity between south Wales and south-west England, and have most recently introduced through services between Cardiff and Penzance as part of the December 2021 timetable.
Jessica Morden
The Union connectivity review and the Welsh Government’s Burns commission have both highlighted the need for new stations such as Magor on the south Wales main line to improve our cross-border rail services. Will the Minister commit to delivering funding for the long-awaited relief line upgrades, and will she meet me and campaigners to discuss the bid for a new station for Magor?
Wendy Morton
On the Union connectivity report, as I am sure the hon. Lady is aware, in response to Sir Peter Hendy’s review which was published last year, we have set aside development funding for projects to improve UK-wide connectivity. We are engaging with the Welsh Government and other stakeholders before issuing a formal response to that review. I am more than happy to meet her.
Covid-19: Support for Aviation, Tourism and Travel Industries
Jessica Morden Excerpts(2 years, 10 months ago)
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Jessica Morden (Newport East) (Lab)
It is a pleasure to serve under your chairmanship, Dr Huq, and thank you for your leniency in letting me leave slightly early this afternoon.
I am grateful to be called in this important debate, not least because, like most hon. Members here, I joined the lobby yesterday and met constituents who had travelled to Westminster. I wanted to show my support for the travel industry in these challenging times. It was a lobby that highlighted yet again that the UK travel industry has had to deal with extremely tough impediments, more than most industries, and needs our support.
Today’s debate comes in the midst of what is still an incredibly challenging time for businesses and workers in the travel and tourism industry. Analysis from ABTA—The Travel Association estimates that 195,000 people working in the travel industry have either lost their job or are at risk of losing their job due to the crisis. Considering that the sector employs around 526,000 people across the UK in normal times, we are looking at the livelihoods more than a third of the people in the industry being wiped out.
I will focus my remarks on smaller travel businesses, which feel forgotten and are staring into the unknown. Office for National Statistics figures show that revenue for travel agents and tour operators have been down 86% to 90% each month since February 2020, with no specific sector support forthcoming from the Government and limited access to more general grant support measures. ABTA estimates that around 60% of SME travel agents will not have the cash to survive for more than three months, based on current trading conditions and the Government support that is available at the moment.
Last week, I visited Karen Marin Reyes and the team at La Vida Travel in Newport East. La Vida Travel is an award-winning business with a loyal local following and a reputation for very good customer service. Karen, who was here in Westminster yesterday for ABTA’s day of action, spoke to me about the difficult outlook her business and the sector faces, and echoed all the calls for sector-specific financial support for the travel industry, which remains busy but is struggling to make money in the face of very low new bookings and cancellations.
Companies such as La Vida Travel were not able to shut their doors when the pandemic came; they were busy helping their customers, including processing many cancellations and rebookings. Like all hon. Members, having helped constituents abroad to get home during the first months of the pandemic, I do not underestimate how stressful that is for clients and the staff helping them, or the sheer amount of work involved. These businesses were also having to foot the bill for transaction charges from credit cards, debit cards and banks, which are not refunded to the travel agent. I would like the Minister to look at that specific point, because they are carrying that loss themselves.
Travellers typically book six months ahead, so there are long delays in receiving payments made for bookings, which are only received a few months before the date of travel. These companies do not see the money for many months. For bookings that are being made now for next summer, the travel agent will receive payment in the spring at the earliest. Because of lack of confidence, many travellers are unwilling to pay in full for holidays next year because of the uncertainty. I note the comments made by other Members about the need for consistency in travel advice. My right hon. Friend the Member for Exeter (Mr Bradshaw) made a strong contribution about that; we need confidence in the Government’s system.
The knock-on effect of all these factors is a shortage in cash flow that is especially pronounced for smaller travel businesses, especially as they make their money to survive through the winter in the summer. They need more help with the loans that they are due to pay back, because many just do not have the money at the moment to start making payments.
We need the Government to step up and do better. As others have said, it is not just about holidays; it is about people’s jobs and livelihoods.
Union Connectivity Review
Jessica Morden Excerpts(3 years, 1 month ago)
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Jessica Morden (Newport East) (Lab) [V]
While we await the final recommendations of the connectivity review, when Sir Peter Hendy publishes his final report this summer, I am pleased that the interim update released last week identifies issues with cross-border rail services between south Wales and Bristol and the Bristol area as an important emerging theme.
As referenced in the interim report, 9.4 million passenger journeys were made between Wales and England in 2018-19. This total includes many of my constituents who commute to work in Bristol and the west of England from Newport, the Severn tunnel and the Severn tunnel junction
The Severn tunnel junction is a gateway station for Wales. It has been one of the fastest growing passenger stations on the Great Western mainline over the last two decades. This is despite having lost a number of services on the Great Western franchise back in 2006 and more recently having one less cross-country service. Over the last 10 years, total passenger growth has been large—three times the UK average.
Unfortunately, there has not been an investment in capacity to meet this growing need for cross-border travel from south-east Wales. I realise that at the moment we are in different times, but, for example, in pre-pandemic times, GWR morning services from the Severn tunnel junction to Bristol Temple Meads and beyond have been plagued by overcrowding and a lack of reliability for years.
The situation is compounded by the fact that the Welsh Government and Transport for Wales were restricted by the Department for Transport from providing any additional cross-border services under the current terms of the Wales and Borders franchise. Extra services would help to alleviate some of pressure. As I have highlighted in numerous Transport questions, it is still not clear why the DFT is blocking this. I hope the final report of the Union connectivity review this summer will have something to say about that.
It is not good enough either for Tory Ministers to continually point the finger at the Welsh Government on transport issues, when they will not do anything about the ones that are within their remit and their gift to remedy. On this theme, a connected issue—which was not explicitly mentioned in last week’s interim report, but is the elephant in the room for Welsh passengers—is the UK’s chronic under-investment in Welsh rail infrastructure. Wales accounts for 11% of the UK rail network but receives only 2% of rail investment enhancement. Welsh Government research suggests that, on current estimates, there will be an under-investment in Welsh rail of between £3 billion and £8 billion by 2029.
This under-investment was specifically identified by Lord Burns in the South East Wales Transport Commission’s recent report as something for the UK Government to fix, with crucial work on the south Wales relief lines and new stations for Magor, Llanwern and Somerton as part of the plan. If the Government are serious about creating an interconnected Union, they cannot keep ignoring their responsibilities here.
The interim report published last week said the review will continue to engage with stakeholders over the coming months. I hope that the views of the Welsh Government and the South East Wales Transport Commission can form an important part of that. The report will provide a stimulus for long awaited investment in our rail network. My constituents and I will be watching closely.
Esther McVey (in the Chair)
Before we go to Dr James Davies, I will reduce the time limit to three minutes.
Transport
Jessica Morden Excerpts(4 years, 2 months ago)
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Grant Shapps
I can absolutely reassure the hon. Lady that under this Government we are seeing, and will be seeing, a lot more electrification. I do take slight issue with the idea that the only way to get to a decarbonised railway is to electrify it. There are other possibilities, including, in particular, hydrogen, which we are starting to experiment with on the railways right now—an excellent plan going forward. On her point about roads, bicycles and other forms of transport need roads, so we still have to have them built in this country. I simply do not believe that there is a way round that.
Grant Shapps
I will make a little progress, if the hon. Lady does not mind.
It is important to realise that we are very keen not only to reduce CO2 but to grow the economy at the same time. The two things are not incompatible; in fact, they go hand in hand. We can do this more successfully if we grow the economy, because then we can get in front of the technology. One of the measures in the Prime Minister’s announcement yesterday was to consult on ending petrol and diesel car sales in 2035 or earlier rather than 2040, with the aim of ensuring that the British car manufacturing sector gets the advantage of completely clean travel, which they can then exploit by selling it to the rest of the world. That is one reason why we should be so ambitious to do this. The sector can create jobs—millions of jobs. It is already employing very large numbers of people in this country. This Government want to help society and the economy adapt towards the new decarbonised world.
I recognise—I have said this at the Dispatch Box as recently as last week—that transport contributes over a quarter of the UK’s domestic greenhouse gases; it is a big number. It has become the leading source of greenhouse gases, considering that energy, as described before, has become so much less polluting. That is why, as I say, we came out with the target to move forward with the end of petrol and diesel. That is faster, I should say, than any other European market. In a country that does not produce cars, it is easy to say, “You must only buy an electric car”, but we have a dozen different domestic car producers that we have to take with us on this—and we will. That is why we are investing £1.5 billion over six years to make the UK the best place to own and to manufacture electric cars, and why we are delivering a further £1 billion to transform the automotive sector. Schemes like the Faraday battery challenge and the Advanced Propulsion Centre are funding development of the supply chain, and that can be massively important to this transformation.
Jessica Morden
Electric vehicles need steel—crucially, electrical steel. Just before Christmas, Tata mothballed the only maker of electrical steel in the UK. Does the Secretary of State agree that the Government have to step in and help the steel industry at this difficult time if we want an end-to-end supply chain in this country?
Grant Shapps
That was worked in well, and there is an important point to make. We want to ensure the supply chain not just of steel and electrical steel but of batteries in a gigafactory. Last October, we announced that we are putting up to £1 billion into supporting a gigafactory in this country. People can also expect us to want to support the supply chain, because it is good business, rather than providing subsidy for the sake of subsidy, to make this country a leading one in Europe. We sell one in five of the electric cars sold in Europe and we build them here, and we want to expand that a lot further.
Net Zero Targets and Decarbonising Transport
Jessica Morden Excerpts(4 years, 2 months ago)
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Damian Hinds
I know the hon. Lady’s part of the world well, having stood for Parliament there in the mid-2000s. Buses are an important part of the overall mix, and for Greater Manchester, although I will let the Minister deal with her point in his own way.
On electric vehicles, there is a wide range of Government support and good cross-industry co-operation. There is a subsidy programme for vehicles, home charging points and workplace charging, and there are grants to local authorities for a number of different purposes.
Jessica Morden (Newport East) (Lab)
Electric vehicles need electrical steel, and the only electrical steel maker in the UK—the Orb works in Newport, which was owned by Tata—was mothballed just before Christmas. Does the right hon. Member agree that supporting our steel industry at this crucial time will be vital for an end-to-end supply chain in this country?
Damian Hinds
Steel is of great importance, and the hon. Lady knows better than most people how important it is to our industrial base. It is also important to the development of many green technologies. As she knows, steel has its own challenges. It is a very energy-intensive sector; in time, hydrogen technologies and others might help in that regard, and we need to ensure that we maximise our efforts towards them.
We now have over 22,000 public charging points for electric vehicles. There is a particular concentration in London, but also in places such as Dundee. We have 125 rapid charge points per 100 km of highway, compared with the EU average of 25. In 2018, the UK was the second-largest market in Europe for ultra low emission cars and the fourth-largest market for electric cars, and one fifth of battery electric cars sold in Europe had been made here in the UK. For actual sales as a percentage of the total car market, we were above France and Germany but, as colleagues will know, we were below some of the very high-percentage countries, particularly the Scandinavian nations and others such as the Netherlands. It is the growth curve—the year-on-year growth, albeit from a small base—that is particularly encouraging.
Alongside changes in electric vehicle technology, a lot of other relevant changes are happening in society and the economy. We have been changing the way we shop, and how and where we work, and those things potentially have material implications for the number, type and length of people’s journeys. The product itself—the performance of cars—has been improving. At the same time, the charging technology has been evolving with things such as induction pads. We have the development of autonomous vehicle technology, which is likely to be particularly significant in the future for heavy goods vehicles.
I suggest that the most important change of all is one that has already started: a change in how we buy our own transportation. “Mobility as a service” includes everything from Boris bikes to car clubs. In the car market, it includes the growth of personal contract purchase plans and, significantly, personal contract hire plans. Why do I say that is so significant? Is it not just a way of financing a vehicle? It is significant because it changes the way that people think about the cost of a vehicle. Historically, people would compare the sticker price of a car separately from the monthly running cost, but with different types of paying for mobility, the formula has changed significantly.
Oral Answers to Questions
Jessica Morden Excerpts(4 years, 10 months ago)
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Michael Ellis
It is very kind of the hon. Lady to invite me to appear before her Committee: I think that something is already in the diary.
On cycling, I have already spoken to Transport for London about that. I have been on a bike several times this week and will be again later.
On the important issue of mobile phone use while driving, the Department has been working extremely hard: we have increased the penalty points from three to six, and we have put a lot of investment into social media to warn users of the dangers, and we will continue to do so.
Jessica Morden (Newport East) (Lab)
The Secretary of State for Transport (Chris Grayling)
Local bus journeys remain central to transport choices, accounting for around 59% of all public transport journeys. The Bus Services Act 2017, introduced by this Government, gives local authorities tools to improve local bus services and increase passenger numbers. The Government spend around £2 billion a year supporting passenger road transport. We are also investing record levels in the UK rail network as part of the biggest modernisation programme for many decades.
Jessica Morden
I know from constituents who commute that far more needs to be done to improve capacity and make traveling by rail more affordable, to encourage people out of their cars. What will Ministers do to address the fact that Wales is set to get only 6% of planned UK rail spending, despite Welsh routes making up 11% of the network? As part of that, can we have a new railway station for Magor as part of the new stations fund?
Chris Grayling
On that latter point, I am aware of the interest of the hon. Lady’s constituents, and it is something we will look at very carefully. I hope she welcomes the Government’s substantial investment in improved rolling stock, improved capacity and improved speed on the Great Western main line, which will benefit her constituency and the whole economy of south Wales.
The hon. Lady also talks about transport investment. It is surprising that, in the past few days, the Labour Administration in Wales have backed away from a major upgrade to the M4, which, of course, is the most significant artery for south Wales and its economy.
Oral Answers to Questions
Jessica Morden Excerpts(4 years, 12 months ago)
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Jessica Morden (Newport East) (Lab)
The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
We have so far electrified the Great Western main line as far as Newbury, Bristol Parkway and Chippenham, and electrification to Cardiff is progressing towards delivery by November this year.
Jessica Morden
I certainly welcome the electrification work in south Wales, although it should have gone through to Swansea, but what is the Department doing to ensure that Network Rail works closely with communities such as Magor in my constituency, which is right on the line, to ensure that where work does have a big impact on residents it listens, reacts to problems and compensates accordingly?
Andrew Jones
I cannot comment on the specifics of that community, but I will take that up with Network Rail on the hon. Lady’s behalf. As a general principle, I raise, and have raised repeatedly, with Network Rail how community engagement and communication are absolutely critical for all communities along the lines they serve.
Chris Grayling
That suggestion has been put to me on a couple of occasions. At the moment, because of the nature of the threat around our airports and the fact that so much airport security—particularly at our principal airports—is done through the Metropolitan police, who co-ordinate anti-terror work nationally, I am not yet convinced that it would be the right thing to do, but I am always open to considering change if it will deliver improvement.
Jessica Morden (Newport East) (Lab)
Constituents have contacted me again this week to highlight the eye-watering increases in the cost of commuting by rail to Bristol, and how that is forcing them into their cars. After yesterday’s climate emergency debate, is it not time for Ministers to act on extortionate rail fares?
Andrew Jones
We are in the sixth year of capping regulated fares in line with inflation. Also this year, we have introduced the railcard for 16 and 17-year-olds—effectively extending child fares up to their 18th birthday. The hon. Lady should recognise the action that is taking place and remember that Labour gave us a 10% fare increase during its last year in office. Where Labour is running the devolved railways, it is also increasing fares in line with inflation, so she should be backing the Government’s policy, not criticising it.