Walking and Cycling: Government Support
Robert Goodwill Excerpts(1 month, 4 weeks ago)
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Trudy Harrison
My hon. Friend makes an incredibly valid point. We need to encourage all local authorities to embrace the Bikeability training that is available to them, as she will know from the incredible work that she does to encourage us all. She provided huge motivation for my joining the early-morning running club, and for so many people in this House to get a bit fitter, and I am really grateful for that.
Talking of brilliant people, it is brilliant that we have appointed Chris Boardman MBE as the national commissioner for walking and cycling—a tremendous force for good, not just for sport but, even more importantly, for active travel as an everyday way of life. I hope he will not mind me quoting him. He has said that Gear Change could be one of the greatest health interventions that a Government have ever made.
As the Minister in the Department for Transport responsible for the future of transport, including walking and cycling, I was especially proud to create Active Travel England and appoint Danny Williams as its chief executive. That organisation has gone from strength to strength under the current Minister’s steering: headquartered in York, it is realising wheely great projects right across the country!
One of my most memorable visits as a Minister was to Eaglesfield Paddle Church of England primary school in my constituency. I observed the children, who were in years 5 and 6, undertaking their Bikeability training with Cyclewise. After that training, those children were so enthusiastic—they had really enjoyed the sessions— so I asked them, “Who rides their bike to school?” Unfortunately, not a single child put their hand up, so I asked them another question, “Who would like to ride their bike to school?” Everybody put their hand up. The problem was a rather nasty junction very close to their school. I encourage the Minister to prioritise schemes that will make routes from home to school safer, or perhaps ask local authorities to prioritise those schemes, because it is crucial that children are able to form healthy habits at an early age.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
Does my hon. Friend agree that local authorities often fall into the trap of doing the easy bits—painting white lines on the road—but not tackling those nasty junctions, which are the real disincentive that prevents people, particularly young people, from taking up more cycle opportunities?
Trudy Harrison
My right hon. Friend is absolutely right. We need to tackle those junctions and make those improvements. It is not always about segregated or designated routes; often it is, but certainly in our rural areas where there is less traffic, tackling those quite dangerous junctions makes parents more likely to encourage their children to cycle to school and form those really important healthy habits at an early age.
Oral Answers to Questions
Robert Goodwill Excerpts(4 months ago)
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Huw Merriman
I commend that work as well. In fact, the Great British Railways transition team has done a station accessibility study auditing every one of our 2,500 stations. That report is due out shortly. I hope that the team can work with the hon. Member’s constituency to come up with some good data and improve access for all.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
The key element of Scarborough’s successful town bid is the station gateway project, but getting permission from Network Rail to knock a new entrance into the back of the station is proving slow and bureaucratic. Can the Secretary of State gently lean on Network Rail a bit, please?
Mr Harper
I am grateful to my right hon. Friend for that question. I am sure that Network Rail will have heard that. I will take it away, raise it with Network Rail, and get back to him to let him know whether we can make that go faster.
Oral Answers to Questions
Robert Goodwill Excerpts(5 months, 3 weeks ago)
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Mr Harper
The hon. Gentleman had a number of things that he purported to suggest were facts. Let me just pick one of them: the roll-out of EV charging. That is absolutely on track according to the independent assessment from the National Infrastructure Commission. The number of public charge points is up 43%. As the Minister of State, my right hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman) set out, we have published and laid before the House the legislation to implement our zero-emission vehicle mandate, which gives the industry the confidence to invest in and roll out those charge points, to drive the roll-out of electric vehicles. We are absolutely on track to do that, and I am surprised that the hon. Gentleman does not welcome it.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
The Minister of State, Department for Transport (Jesse Norman)
As the House will know, Parliament has voted in principle to support a third runway at London Heathrow, but the Government have always been clear that that expansion remains a private sector project. To go ahead, it would be required to meet strict criteria on air quality, noise and climate change, as well as being privately financed. It is for any scheme promoter to decide when it submits a development consent order application as part of the statutory planning process.
Sir Robert Goodwill
I thank the Minister for that answer. Regional airports such as Leeds Bradford have an important role to play in delivering the levelling-up agenda, with more point-to-point destinations. However, does the Minister agree that to deliver true global connectivity, we need more slots from regional airports into our national hub, which will ultimately mean more tarmac on the ground at Heathrow?
Jesse Norman
I agree with my right hon. Friend, who has enormous experience in this area, that regional airports are vital to the UK and support thousands of jobs across the regions, as well as acting as a gateway for international opportunities. It nevertheless is the case that as Heathrow considers its expansion plans, it will need to decide when to take those forward, and when it does so, I hope it will bear the very important issue of regional connectivity in mind.
International Rail Services: Kent
Robert Goodwill Excerpts(5 months, 3 weeks ago)
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Damian Green
Absolutely. I am glad that my hon. Friend has made that point, because of course travelling into central London for St Pancras is often a real pain for people from the outskirts of London, and certainly for those from the more rural parts of Kent. Access to Ashford, where it is easy to drive, and to get there by train—and it is well connected—makes it much easier to intersect with the international services. I am glad to have his constituents added to mine, and those of other colleagues across Kent, as people who wish for Eurostar to restore the service.
We have been through a minor version of the current impasse before. There was a time in 2007 when Eurostar withdrew the Brussels service from Ashford. A campaign over several years, which I was involved with alongside Ashford Borough Council and Kent County Council, and with the sympathetic support of Ministers in the Government at that time, succeeded in persuading Eurostar that a business-based service allowing a sensibly timed journey from Ashford to Brussels in the morning and back in the evening was viable. That proved so successful that in 2015 a weekend Brussels service was added, as well as a new service to the south of France.
I obviously accept that Eurostar is a private company and makes its own commercial decisions, but the UK Government have a legitimate and important role in influencing those decisions, not least in the specific case of Ashford station. In 2016 Eurostar introduced new rolling stock that demanded a whole new signalling system at Ashford station to allow the new trains to stop there. That was funded at a cost of £8.5 million through the local growth fund. In other words, that was the UK taxpayer spending specifically so that Eurostar could continue to service Ashford. So far the return on that for the taxpayer has been exactly zero. By a terrible irony of timing, the work was completed at exactly the same time as the pandemic struck in the early months of 2020 and international services were suspended, so no train has ever taken advantage of that spending.
I appreciate that £8.5 million does not seem much in the context of the quantum of money that may not have been entirely prudently spent in recent years on the railways, but the point is that this is not a wasteful investment; it is a good investment that, if utilised, would provide services that passengers want, and make better use of the existing railway infrastructure. Having spent that taxpayers’ money, it is the Government’s responsibility to see that it was well spent. I therefore hope and assume that the Minister will back my call for the Kent services to be resumed.
Eurostar’s current position has evolved—not in a helpful direction. In September 2020 it said that no Kent services would stop before 2022. In 2021 it said no services until 2023. In 2022 it said no services until 2025. My hon. Friend the Member for Dartford (Gareth Johnson) and I have met Eurostar’s representatives, and I have met them on a number of occasions with the relevant local authorities. In every one of those meetings I would describe them as perfectly polite but completely obdurate.
Eurostar is of course a commercial company whose contract is not determined by the same kind of franchise or concession model that national services have. Its majority ownership is the French nationalised rail company SNCF, with a small stake for the Belgian state rail company and the other 40% owned by private sector companies. Eurostar has now merged with the Thalys group, and it is undoubtedly true that the pandemic dealt it a very severe financial blow. To survive that blow it took on large amounts of commercial debt that it has to repay. It says that it still has the long-term ambition to grow its services, but that for a variety of reasons it cannot do so at the moment.
There are, however, two reasons that make today’s discussion particularly timely, because that low, difficult period identified by Eurostar is coming to an end. The first reason is revealed in its own press release last June about its latest financial results. It says:
“We have turned the page on the Covid crisis and are now moving towards a new chapter of building the new Eurostar group”.
Its earnings before interest, taxes, depreciation and amortisation—EBITDA in the jargon—were a record €332 million. Clearly it is now generating cash because it repaid €127 million of the debt that it incurred during the pandemic. It is now evidently in a position to expand if it wanted to.
The second reason it is timely to be having this discussion in public is the imminent arrival of a competitor to Eurostar in providing international services to the UK; the Evolyn consortium says that it has a billion-pound project to buy an initial 12 trains from Alstom and intends to start services in 2025. At the moment, it, like Eurostar, is planning only capital city services, but the advent of competition means that both companies will have to seek advantages, and the free offer of stations that are already built and raring to go is a potentially great advantage to either of them if they have the gumption to take it.
Obviously, as we have heard in discussions with Eurostar for a long time, stations are useful only if there are passengers who want to use them, and we know that there are. I have heard the argument that anyone in Kent who wants to travel to the continent will travel to St Pancras and start there. However, as we have heard in this debate, that argument does not wash with many people. Apart from the nonsense of having someone catch a fast train to travel 60 miles north-west so that they can get on another fast train that travels south-east under the channel, we have to consider the expense of having to do that. At the margin, some people will be discouraged from that. We know how strong this feeling is because my constituents have organised a petition along the lines of what I am saying this evening. In just a few weeks, more than 36,000 people have signed it and many more are doing so every day. There are clearly tens of thousands of people in Kent, and many thousands more beyond Kent, who would prefer to travel from their local stations, and I think it is incumbent on all of us to make that happen as soon as possible.
In the light of that, I want to ask the Minister a number of specific questions, the first of which is an overarching one: given that Eurostar profits are returning and the Government have put taxpayers’ money into the Ashford signalling so that Ashford services can return to 2016 levels, what are the Government doing to support the return of services to the Kent stations? The second relates to an environmental point. There are many studies showing that international rail travel is more sustainable than air travel. Eurostar itself claims that the carbon footprint of one flight is the equivalent of that of 13 Eurostar journeys. As the Government are looking for ways to meet their welcome net zero target by 2050, what are they doing to expand the use of international rail as a more sustainable form of transport, especially as we know that there is significant capacity available, both on the line and on the train paths through the tunnel? There is no capacity constraint in this part of the rail network, so it would be good to use it as much as possible, for the good of the environment.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
Is it not also the case that much of the electricity used on these trains comes from French nuclear power and so is some of the greenest power available?
Damian Green
Yes, indeed. The rail network in our part of the world has been good at using the power that comes from the interconnector. My right hon. Friend is right to say that that adds to the greenness of the travel and, in particular, the comparative advantage of international rail travel over international air travel.
My third question is about the new customs arrangements that the EU has devised—and then delayed. I note that the French Government have so much confidence in these arrangements that they have insisted they should not be implemented before the Paris Olympics next summer, but we must expect that the new EES—entry/exit system—will eventually arrive, and Eurostar has argued that the need for more checks, and therefore more staff, is one reason why it cannot yet contemplate reopening Ashford station. So what are the Government doing to make sure that the EES system will not penalise rail travellers?
My fourth question is about the potential new entrant to the market. I appreciate that the proposal is in its early stages, but I assume that if it progresses, the UK Government will need to give some authorisation for it to proceed, and that therefore the Government will need to be in detailed talks with the operator long before any service starts running. Will the Minister agree, in those talks, to put the case for the Kent stations, not least as a way of making the new operation more viable?
My fifth and final question is about the wider issue of cross-channel traffic, which the Minister knows is not only a huge economic positive for east Kent but, far too often, a huge social negative, as blockages at the port of Dover or at the tunnel lead to motorway issues and, at their worst, the gradual coagulation of traffic flows through surprisingly large parts of Kent, some of them quite a long way from the coast. Does the Minister agree that getting more passengers on the train will help to relieve pressure at busy periods on car traffic through the port of Dover and Eurotunnel?
As a final thought, I of course appreciate that not all the levers for the decision are in the Minister’s hands, but I know that my constituents, and many others around Kent and the wider south-east, would appreciate knowing that central Government are on their side in the crusade to bring back the international rail services to Kent.
HS2: Revised Timetable and Budget
Robert Goodwill Excerpts(1 year, 1 month ago)
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Huw Merriman
I have the greatest respect for the hon. Member, and I served alongside him on the Transport Committee, but I take issue with him on there being no investment going into the north. The integrated rail plan is £96 billion of investment going to the north and the midlands. The HS2 statement commits to the completion of Old Oak Common to Curzon Street because that is where the construction is being delivered. It talks about a rephasing of two years on the section that goes to Crewe, and on the line from Crewe to Manchester—phase 2b—there is no change to the indicative timeline at all. Once phase 2b is delivered, we will see the benefits of Northern Powerhouse Rail, which we are committed to as well. I could not speak to projects in the south-east that are anything like those I have mentioned over the last minute, because the bulk of the investment in rail is going to the north and the midlands, and that will continue to be the case.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
In the three years that I was the Minister responsible for HS2, almost a decade ago, I commissioned work to see whether we could deliver the project more quickly by opening Birmingham to Old Oak Common ahead of Euston. The result came back that around two thirds—certainly more than half—of passengers would be getting off at Old Oak Common anyway, to use the Elizabeth line to access places such as Heathrow airport and Canary Wharf. Does the Minister agree that Old Oak Common will, for the majority of people, be the London terminus that they use, even when Euston is open?
Huw Merriman
I am glad my right hon. Friend mentioned Old Oak Common, because following the Oakervee review, that was anticipated to be the station where services would commence from 2033. Despite what may have been said, it is interesting to look at what we are doing with Old Oak Common. It will be the best connected and largest new railway station ever built in the UK. It will have 14 platforms and be one of the busiest railway stations in the country, with access to central London and Heathrow via the Elizabeth line, and connections to Wales and the south-east. Importantly, it will also allow us to deliver trains to Manchester in one hour and 11 minutes, which is 54 minutes quicker than at present. That demonstrates that the whole country benefits from Old Oak Common.
Zero-emission Buses
Robert Goodwill Excerpts(1 year, 9 months ago)
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Sir Robert Goodwill (Scarborough and Whitby) (Con)
I beg to move,
That this House has considered zero emission buses in the UK.
It is a great pleasure to open the debate under your chairmanship, Mrs Murray—indeed, we will be turning the tables this afternoon when you serve as a member of my Committee—and I thank the Backbench Business Committee for allowing the debate.
I am chair of the all-party parliamentary group for the bus and coach industry, and my comments will relate mainly to the manufacture and delivery of green buses in this country. There are many other connected issues, such as the franchising operations and how those are delivered, and the fares that are charged, but, given that one of the major bus and coach manufacturers, Alexander Dennis Ltd, is located in my constituency, I will concentrate on manufacturing. Alexander Dennis Ltd also has a factory in Falkirk, and I am sure the hon. Member for Falkirk (John Mc Nally) will be commenting on that.
Alexander Dennis Ltd sprang out of the Plaxton company, which has been established in Scarborough for more than 100 years, and it has 31,000 vehicles in service around the world, including the three-axle double-deckers that we see on the streets of Hong Kong, 200 battery electric vehicles being delivered to the Republic of Ireland, and 200 Enviro500 top-of-the-fleet double-deckers, which are being delivered to Berlin. The company truly is making a product for the global market.
Alexander Dennis Ltd employs 1,850 people in the United Kingdom on eight sites, and the company can deliver diesel buses—the traditional motive power—as well as battery electric buses, which make up the majority of the new-generation buses it produces, and hydrogen buses, on which other manufacturers are majoring.
Later this year, Alexander Dennis Ltd will deliver a fully autonomous bus. In some ways, it is amazing that the company is ahead of the rail industry. Apart from one or two examples such as the docklands light railway, the majority of trains still have drivers, despite the fact that trains run on rails and do not need steering, whereas Alexander Dennis will deliver a new generation of autonomous buses—driverless buses—which I believe will lead the way in making buses even more cost-effective.
Why are we here today? I am afraid that, despite the rhetoric from the Government, the orders for the 4,000 promised buses are not coming through. We were promised 4,000 zero-emission buses under the ZEBRA—zero-emission bus regional areas—scheme. We were told initially that they would be delivered during this Parliament, and Members will understand why the manufacturers got themselves geared up and ready to produce those buses. Then we were told, “Well, the buses will be on order by the end of the Parliament.” Most recently, we understand that funding will be available by the end of the Parliament. I am afraid, Minister, this is not good enough. We need to get those buses on our streets and delivering not only for those who work in the bus industry but for those passengers who genuinely want to use an environmentally friendly mode of transport.
Jim Shannon (Strangford) (DUP)
I congratulate the right hon. Gentleman on introducing the debate on what is a topical subject in the real sense of the word, and I am pleased to see the Minister in her place.
We in Northern Ireland have made a clear commitment to these new, zero-emission buses through Translink, and we have constructed a programme for the next few years, through to 2032, of which the Translink Gliders will be part, but for that to happen we all need to take advantage of the opportunity to manufacture those buses. We in Northern can do that, alongside the right hon. Gentleman’s constituents. Does he agree that Northern Ireland can be part of that greater plan for the United Kingdom of Great Britain and Northern Ireland to work together to produce these buses?
Sir Robert Goodwill
The hon. Gentleman is absolutely right, and every part of the United Kingdom should be able to benefit from the next generation of clean and green buses. Indeed, Northern Ireland is well placed because Wrightbus, which manufactures in Ballymena in the constituency of the hon. Member for North Antrim (Ian Paisley), can deliver hydrogen-propelled buses. I will say more about that later.
The ZEBRA scheme is a Government-led green initiative that the industry has responded to by designing the vehicles to help to deliver it. But where are the orders? The inertia threatens the Government’s net zero strategy. Bus registrations are already at an all-time low. The pandemic hit bus operators and passengers numbers still have not recovered.
We need volume production to sustain our three indigenous manufacturers: Switch Mobility in Leeds, Wrightbus in Ballymena and Alexander Dennis at its locations in Scotland and Scarborough. We need a flow of orders, not large orders in the future that would only favour Chinese manufacturers. The UK market for buses grew 28% in 2021 from a historically low baseline, but the massive, state-supported Chinese manufacturer Yutong saw its market share triple at the same time.
I would be the last person to advocate a protectionist policy; the “America first” policy was so damaging to vehicle manufacturing in America because it made steel and aluminium expensive and therefore manufactured products such as buses expensive. Competition always drives innovation and efficiency, but it must be fair competition. Not only does the Chinese economy run on rules different from those in Europe, but manufacturing in China benefits from lower energy prices. I remind hon. Members that China still buys gas and oil from Russia.
China also has disproportionate influence over supplies of raw materials, including lithium, which is vital to make the current generation of batteries. That is why we must also make progress on our own indigenous battery production by not only using Cornish lithium but setting up factories such as the Britishvolt facility that is planned in Blyth in the north-east of England. We must take the lead in looking at the next-generation solid-state batteries, which perhaps will not require the rare-earth materials and minerals that the Chinese have been so successful at cornering, particularly in some African states.
Some of the delays in placing orders are down to negotiations between operators and transport authorities to deliver, for example, bus priority schemes. There is no point in taking a zero-emission bus if it is stuck in the same queue as diesel and petrol cars. I hope the Minister can break the logjam and get the orders on the production lines here in the United Kingdom—not in China—and fitted with UK batteries, not batteries made in China.
The hon. Member for North Antrim would have liked to be here today, but instead I will say a little about how Northern Ireland is progressing. Wrightbus is now under the ownership of Jo Bamford, who is part of the JCB dynasty and has taken that company, which was in danger of failing, and brought it into the 21st century. It is majoring on hydrogen buses. There are great opportunities for hydrogen fuel cell buses, too, particularly when we can develop our green hydrogen market in the UK, because 95% of the hydrogen produced in this country is so-called blue hydrogen derived from natural gas. That will be a useful step on the road to net zero but, ultimately, we need green hydrogen produced by the fantastic nuclear industry in Cumbria, which I know the Minister—an atomic kitten, as she describes herself—will be keen to promote.
Buses are a really good place to start because they go back to the depot every night, so they can charge up and refuel. Hydrogen is not ubiquitous throughout the country, but if we are to move forward on it, buses will take the lead. JCB’s heavy plant operation is looking at spark-ignition hydrogen engines for large construction operations. Hydrogen is the future in many applications, and certainly for lorries that do not go back to the depot. In the meantime, battery electric is the low-hanging fruit that we can grasp quickly to deliver buses that do not need to rely on fossil fuels.
I have three questions for the Minister. First, when will the promised 4,000 ZEBRA zero-emission buses be on our streets? Secondly, what can she do to ensure they are British and not Chinese built? Unfortunately, a number of local authorities and bus companies have already ordered Chinese buses, which are currently on our streets. Thirdly—we need to be careful about this, because it is easy to grasp a figure out of the air and say, “This is the target”—after due consideration of what is practical, reasonable and can be delivered by the industry, when would be a realistic date to phase out the sale of diesel buses? That is particularly important because buses, unlike other motor vehicles, tend to have a very long operational life, so those delivered in 2027-28 are still likely to be on the roads in 2050, which is of course our target for net zero.
I thank hon. Members for listening to the points I have made. I hope we have a bright future with sustainable bus transport produced by British manufacturers such as Alexander Dennis Ltd in Scarborough, which is a very efficient, cost-effective factory. I look forward to hearing other hon. Members’ comments.
Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)
It is good to see you in the Chair, Mrs Murray. With your permission, I will talk about the bus service that covers my constituency and the one you represent.
I thank the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) for introducing this debate so well. Buses matter, and there are not enough debates about them in this place. There seem to be five debates on trains for every debate on buses, and I am afraid I am as guilty as other hon. Members for ranting about trains all the time, missing the fact that far more people use buses every day than use trains.
The right hon. Gentleman made a strong case for having a clear plan to move the propulsion of our bus fleet from diesel to electric or hydrogen. That matters. I will talk about the difference between electric and hydrogen buses—especially those that serve parts of the world such as the far south-west, where we have very intense urban areas in Plymouth but the bus network also provides lifeline services for our rural communities. There is not currently a single propulsion method that would work for both environments. That is why, when we look at zero-emission buses and the green buses of the future, we need to understand that fast-charging electric buses are a good idea for urban areas, and that we must invest in hydrogen to sustain rural routes, especially those with long distances between stops. That means a different type of infrastructure to go with the buses.
I agree with the right hon. Gentleman that we need more British-built buses on our roads, but we also need more British-built infrastructure to support them. It is not only the capital cost of the buses that we need to look at: currently, a zero-emission bus is considerably more expensive than the equivalent diesel bus. That is result of the market not being able to sustain the volume of bus construction that we need to reduce those costs, and of the capital cost of innovation and experimentation on those buses to ensure we get the technology right. We need to order at scale to reduce the per-unit cost of buses, but we also need a plan so that local authorities, bus companies and transport bodies can invest properly in their communities.
Last week, I met our brilliant local bus company, Citybus—which also provides the Go Cornwall services that you will be familiar with, Mrs Murray—to discuss the ideal solution in Plymouth, which is additional fast-charging locations in Plymouth and a hydrogen network to sustain routes from Plymouth into Cornwall, west Devon and the South Hams. That means doubling the infrastructure that is required for a single bus company, although buses would be operated under different brands in different parts of the region. That is quite a considerable capital outlay.
The industry is looking for a clear direction. The right hon. Gentleman asked when the promised buses will come, which is fair. I think the Government have over-exaggerated and over-spun the policy.
Sir Robert Goodwill
The hon. Gentleman is absolutely right that the up-front cost of an electric battery or hydrogen bus is more, but of course the lifelong cost of the bus is less. It is a bit like nuclear energy: it is all up front. That is why the Government are introducing the scheme to reassure the market that it can invest in the buses. Incidentally, the majority of bus routes can manage on an overnight charge, but there are certain routes that might need a top-up during the day. Electric might not be the answer for very steep routes, which is where hydrogen comes in.
Luke Pollard
I think the right hon. Gentleman has been to Plymouth and has seen our hills. We certainly have a need currently for mixed-mode propulsion as a transition technology until we get to a 100% green bus fleet, so we need capital investment in that, and I agree with what he says about the per-unit price. Investing in low-emission and zero-emission buses is good not only economically, but for our public health and our planet, and we need to make that case much more.
When we look at how to support bus infrastructure, one of the things we need to decide is what that means in practical terms. Does it mean fast-charging bus locations that are not located at the bus depot, for instance? Do we need to encourage bus companies to buy up interim stops? They could simply be warehouse slots along major routes, for instance, where fast charging might sustain a bus and enable it to continue all day. However, Citybus has said it would need more buses to sustain a fully electric fleet. That is simply a factor of how long it takes to charge a bus and what the demand is during a particular period.
Luke Pollard
I am grateful for that intervention, because it leads me to my next point, which is about how we create that infrastructure. It needs to be created against a plan, which is one of the areas in which the Government could do more work, to put it kindly. Transport is a patchwork quilt, with devolved responsibilities, retained responsibilities and different councils having different responsibilities regarding bus services, let alone the procurement of transport systems—for instance, we have a very mixed picture on that score in the far south-west compared with areas such as Manchester or the west midlands. We need to have a clear plan so that we know that investment is timely and well spent. If, for example, we do not have an understanding that we will need more superfast chargers for bus services—but not at the main bus depot—to be built into the economic plan for our location, it is going to be harder for us to get the bus services that we need and the transition away from diesel engines that we all want.
When it comes to bus infrastructure, it is not only the charging infrastructure that matters: we have to make sure that people actually get on the buses. Bus patronage is a key factor in the transition to zero-emission buses, because if it continues to be below pre-pandemic levels, it will not be economically viable for many bus companies to invest in higher unit price buses, nor to run the frequency of services that communities deserve to keep them going. In Plymouth—as you know very well, Mrs Murray—our council plan to remove one third of Plymouth’s bus shelters, which makes waiting for a bus in a city famous for its rain a little bit more awkward. I want to encourage more people to get on a bus; I want people to use buses more frequently. That means the entire end-to-end journey for a passenger getting on a bus needs to be made more efficient, more comfortable, ideally cheaper, and more environmentally responsible.
That brings me to my final point, which is about air quality. A key factor in the drive to move from diesel buses to zero-emission ones, be they electric or hydrogen, is the impact of diesel bus fleets on the air quality of our communities. The air-quality improvements that we have seen in London since the ultra low emission zone was introduced, and in the trials that Transport for London has done in removing diesel buses from certain routes, have been considerable. I want a clean air Act to be introduced, and Labour has been making that case, but such an Act needs to be backed by actions to deliver cleaner air. One of those is to set a clear date for phasing out diesel engines, not just in cars and vans but in buses, too. Buses have greater usage than cars: a bus that is used nearly the entire day will clearly have a bigger air-quality implication than, for instance, a diesel car that is used twice a day for short journeys. That is why we need extra urgency when it comes to removing diesel buses: not just because of the carbon emissions, but because of the air-quality improvements, especially the reduction in the NOx—nitrogen oxides—that have such a bad effect on our lungs and our hearts in particular.
Sir Robert Goodwill
The hon. Gentleman is making absolutely the right point. One of the problems we have is that some very old buses still operate on routes around the country. Some of those buses—and, indeed, taxis—were displaced from London as the clean-air technology came in. We need to get rid of those old buses. The Euro 6 buses perform well on our streets, but we have all seen some very old buses up and down the country that still contribute a lot to poor air quality.
Luke Pollard
I agree with the right hon. Gentleman. The cascading of older stock—be that train rolling stock or buses—to the regions means that, in many cases, they receive the poorer-quality engines and have poorer air quality. They will continue to have poorer air quality for a lot longer than some of our big urban cities, which are able to use their mass to invest in addressing the problem.
I am grateful for the opportunity to talk about Plymouth Citybus and its plans for the future. I want every bus in Plymouth and throughout the country to be a zero-emission bus, and I want to see more people use our bus services. I want to see them being made cheaper, but for that to happen we need bus companies and bus manufacturers to have the confidence to invest. I want to see more of those buses being British-built, and I want to see us proudly manufacturing the future of green transport in this country. I think that is possible, but for it to happen, we need the Government to have a clearer plan on the production and manufacture of not only the bus but the battery, and we need the infrastructure plan to accompany it. I sometimes feel that the infrastructure plan does not get a fair hearing in this debate, so I hope the Minister will respond on that.
Jim Shannon (Strangford) (DUP)
That is quite phenomenal timing, Mrs Murray. Thank you for calling me, and I also thank all Members for their contributions. I am sorry that I could not be here for them all. I had to go over and chair something and then come away. It was quite a run back for an old boy. I was breaking the Olympic record to get back here in time. Thank you for giving me the chance to speak.
First of all, I thank the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill) for leading the debate. This word is often used in this Chamber, and I will use it again because it is the right one: he has championed this case on many occasions here in Westminster Hall and in the main Chamber. He is not a stranger to this issue, so I am very pleased to hear his comments and those of others.
We are living in a very modern world where we are all more aware of emissions and the impacts they can have on our society. That is especially the case with transport, which, it is fair to say, is one of the largest emitters of carbon. We must have the correct strategies in place. I mentioned that in my earlier intervention on the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard). We need an overarching strategy.
I know that the Minister is always very eager to answer on these issues, but we need a strategy for the whole of the United Kingdom—England, Scotland, Wales and Northern Ireland. I know that the responsibilities lie separately, but it is good to have a strategy where we can all aim for the same goal. Perhaps we can even all get there together. It is good to discuss this matter and share ideas on improving our transport modes and choices.
There is no doubt that, since the pandemic, people are less inclined to use public transport. People would say, “There’s disease, there’s covid—be careful,” so public transport probably fell out of favour for a period. That may be for hygiene reasons or because of higher transmission levels, or merely because we are not used to using public transport in the same way. However, there is a strategy in Northern Ireland.
Sir Robert Goodwill
The point the hon. Member makes is absolutely right. Many people who use buses are pensioners using their concessionary passes and, of course, they were the people who were most fearful of mixing with others on public transport during the pandemic. That was a real hit for the bus companies.
Jim Shannon
The right hon. Gentleman is right. The way in which those problems all came together was like a perfect storm. We have a strategy in Northern Ireland, as I mentioned in my intervention on the hon. Member for Plymouth, Sutton and Devonport.
As I was saying, commuter journeys are 25% lower than pre-pandemic levels, so there is a target to achieve. It would be interesting to hear from the Minister how it will be achieved. Transport authorities in England have published a local bus service improvement plan. If Members get the chance, they should read, because it certainly does look good. It aims to increase local bus services and the number of bus lanes.
There are also plans in place to reduce our public transport emissions by phasing out the selling of non-zero emission buses by 2032. I am pleased to say that in Northern Ireland we are on the right track. Our Translink Gliders, run by Transport NI, were designed to improve the efficiency of mass transit in the city centre of Belfast by connecting areas of Belfast to outskirts of the city centre, and that comes down as far as us in Strangford and Newtownards. In 2021, the scheme was extended to the wider Belfast areas, so it took us in. Gliders use electric hybrid technology, which is a much better alternative to a purely diesel bus, so there are many things that can be done. The right hon. Member for Scarborough and Whitby referred to hydrogen. My hon. Friend the Member for North Antrim (Ian Paisley) is not here, but Wrightbus in his constituency is a leader in the field. It is really good to see that.
By using Gliders, we have been able to improve congestion, encourage the use of public transport and provide a more environmentally friendly mode of travelling. The peak year before covid was 2018-19—every year before covid was a peak year, but the covid years became peak for a different reason—with 84.5 million passenger journeys, which is a considerable contribution by many towards zero emissions. I believe that the general public wish to address the issue of emissions.
Last Thursday, I asked the Minister a question on behalf of those of us who live in rural areas. Bus travel is not always our first choice. We take other modes of transport, such as walking or cycling. For us, bus travel is about travelling from where we live in the countryside to the main towns. We have a park and ride system and can then use Gliders to get around. There are good things we can do, and the Gliders have to be emission free. It all helps with the bigger picture.
I am also pleased that a local park and ride has been approved in my constituency. That has been made official in the last month. It will enable employees who work in Belfast city centre and many others to park and avail of public transport instead of driving. People living on the Ards peninsula, Ards town or even as far as Donaghadee, close to Bangor, can come to the park and ride in Ards and then use the Glider transport. That will definitely help with the issue of zero emissions, and those zero-emission buses are part of that.
While effort has certainly been made across all areas of the United Kingdom, there is still a long way to go. The United Kingdom has a target to reach net zero by 2050, but that will not come from England alone. We all support the commitments made at COP26 and by our COP26 President, but there must be a joint approach. Although NI transport policies come from Translink, a funded body with a different arrangement than that on the mainland, we must ensure there is parallel discussion to reach our target goals. I know that the Minister is very agreeable to my points. She always responds and has those discussions with me. The Minister does not need to answer today, though I would be very pleased if her civil servants were able to give an idea of what discussions have taken place with Ministers at the Northern Ireland Assembly and, in particular, Transport NI.
Some £525 million has been allocated for England to support the delivery of zero-emission buses. Some £320 million of that has already been allocated, with the remainder due to be allocated by 2024. Funding is an instrumental part of ensuring that we can meet our targets, and I welcome the Government’s commitment to that. It is good to see the Minister in her place to back that up as well.
I encourage the COP26 President and the Transport Secretary in particular to engage with our Infrastructure Minister and the relevant bodies back home to assess how the devolved Assemblies can play their part in meeting our levelling-up and transport targets. We will play our part in Northern Ireland, because we believe we have a big role to play. Northern Ireland’s first zero-emission buses have made their way on to the streets this year. We must ensure that we continue this progression to hydrogen and battery-electric transport across the UK in order to have an efficient bus strategy and sustainable green transport. I know that we all want to see that, and we know the Minister has been given the task.
I look forward to hearing from both shadow Ministers—the hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) and the hon. Member for Paisley and Renfrewshire North (Gavin Newlands)—who are from this United Kingdom of Great Britain and Northern Ireland, always better together, and I hope we can devise a strategy to energise us all, every region together.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
It is a pleasure to serve under your chairpersonship for the first time, Mrs Murray. I congratulate the right hon. Member for Scarborough and Whitby—an absolutely beautiful place, where I have spent a lot of my holidays over the years—on securing this important debate.
First, it is important to set the wider context. It is just months since the Prime Minister launched the centrepiece of his levelling-up agenda, the national bus strategy. He trumpeted from the hilltops his love for buses, and how his Bus Back Better strategy would address the vast disparities between services in London and those in the rest of the country. Less than a year on, the Government’s ambition—limited from the outset—has declined even further to a point at which the funding could realistically only satisfy the ambitions of two transport authorities. Prior to the pandemic, more journeys were made on buses than on any other form of public transport—almost 4.5 billion. However, due to 12 years of Conservative cuts, the loss of 134 million miles of bus lanes and an inadequate statutory framework, those vital transport links have been left to decay. Bus coverage is now the lowest it has been in decades. According to the Council for the Protection of Rural England, the situation has deteriorated to such an extent that there are now what it terms “transport deserts” in rural communities. Austerity has seen this Government slash public subsidies for buses: more than 5,000 bus routes have been cut across the country, leading to passenger numbers slumping by 10%, while fares have more than doubled.
Sir Robert Goodwill
The hon. Lady makes a valid point. Does she agree that many people who do not have a car and rely on bus services also rely on other types of public transport, such as trains? Does she worry, as I do, that if we see continued industrial disruption of our train services, many people will end up buying a car and will not only be lost to the trains in future, but to the buses? Will she join me in condemning the strike action that will hit hardest the people who are most vulnerable: those who do not have cars?
Gill Furniss
I thank the right hon. Gentleman for his intervention. The paragraph I have just read out answers his question: over 12 years of Conservative Government, we have seen a massive decline in passenger usage, and as a former member of the South Yorkshire Passenger Transport Executive, I can tell him that what we really need is better investment in the buses. What passengers want is reliability, affordability, and—particularly if we are talking about net zero—a comprehensive charging strategy, but that is not what is on the table.
In my region of South Yorkshire alone, one third of routes are at risk, and only one bus in the whole of South Yorkshire will be en route after 10.30 pm. That is how bad it is: one third of our bus services are going to be cut. That is no way to be now, when we are aiming to achieve net zero. We should be aiming to build the confidence of passengers, and the way we do that is affordability, reliability, and—in future—proper charging facilities.
The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)
It is a real pleasure to serve under your chairmanship this morning, Mrs Murray. It is also a pleasure to respond to this debate. I would like to begin by thanking my right hon. Friend the Member for Scarborough and Whitby (Sir Robert Goodwill) for securing the debate. We have stretched on that subject and I am very happy to respond on all the matters that have been raised.
I hope that I can reassure Members, and I will set out how I will take further action, which will start with a visit to Alexander Dennis. As the hon. Member for Strangford (Jim Shannon) mentioned, one of the benefits of my trip of Ballymena was visiting Wrightbus and seeing for myself the ingenuity with which that company had been turned around, increasing employees, and diversifying production with both battery electric buses and hydrogen. It is helpful to see that in action and to appreciate the amount of UK content that Wrightbus so proudly talked about.
Sir Robert Goodwill
I forgot to invite the Minister to Scarborough to come to the factory, and to meet a company called Mellor that is intending to build another factory to build smaller buses on the Scarborough site using the skills that we already have in the town.
Sir Robert Goodwill
I thank all colleagues who have contributed to the debate. What is clear is that we are all on the same page. We all want to deliver the same things—not only the carbon dioxide reductions that zero-emission buses will deliver but the air-quality improvements we want to see in our town centres. To use the word the Minister used, I am pleased that this meeting may well have “chivvied” her and her Department into understanding the importance of getting those orders on to the production line. There is a real risk that Chinese opposition—companies in China do not play under the same rules, and the state there is more interventionist—could result in Chinese companies taking the lion’s share of orders in the future. That would be a disaster for innovation and jobs in the UK.
Let us not forget that if we manufacture buses in the UK, business rates, income tax and corporation tax—hopefully, at some point in the future—are paid in the UK. A lot of that money stays in the UK if those orders are placed here. I hope we have chivvied the Minister to chivvy her officials and local authorities around the country to get on the front foot and deliver those buses. We must not forget that buses that are delivered in 2030 will still be on the road in 2050, so we urgently need to get on with it.
The Minister has made it clear that the Government have put their money where their mouth is—£525 million is a lot of money. Unfortunately, we have not seen that being delivered as quickly as possible, for a variety of reasons. While the pandemic does get blamed for an awful lot of things, it did actually have a real impact on some of the bus operating companies and the local authorities delivering bus services.
I thank everybody who has participated in the debate. I ask the Minister to pass on my thanks, and the thanks of the all-party parliamentary group, to Baroness Vere, who has been very keen to engage with us. We took her to see various zero-emission buses on the Embankment, and she was absolutely convinced, as I am, that we can deliver for Britain. We can deliver clean buses and good, clean jobs, and, as we move forward into the run-up to 2050, buses and public transport will have their part to play.
Motion lapsed (Standing Order No. 10(6)).
High Speed Rail (Crewe - Manchester) Bill: Committal
Robert Goodwill ExcerptsMonday 20th June 2022
(1 year, 10 months ago)
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Yvonne Fovargue
This is an important factor for Wigan, for my borough and for the people who live in my borough. It is important that we get HS2 right so that we get the economic benefits for all the north-west. In any such connection, the council would seek to progress the items that have been identified for petitioning on the Golborne link, to mitigate the adverse impacts of the proposals on local communities, including the proposal for a green tunnel at Lowton.
The Golborne link would free up capacity on the west coast main line for residual passenger services and rail freight and maximise the time that services can travel at high speed between London, Birmingham and Scotland, minimising end-to-end journey times. The significance of that is set out in the January 2022 update to the HS2 Phase 2b business case, which is explicit about the role of the Golborne link in unlocking capacity and services to Scotland. As the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) mentioned, this is important for Scotland, not just for Wigan.
The Golborne link also gives rise to the opportunity to connect to the Manchester spur and bring significantly improved journey times to Manchester airport and Manchester Piccadilly, avoiding the congested Castlefield corridor in central Manchester—from Wigan, the north-west and Scotland. Our services to Manchester Oxford Road are always under threat in Wigan. We have very poor transport links, and we will not even get a tram until 2040, so it is important that HS2 provides actual benefits for my borough.
At £3 billion, the Golborne spur is clearly cost-effective compared with the option of upgrading the west coast main line, and it could be delivered more quickly, with minimal disruption to passengers and freight on the existing rail network.
Sir Robert Goodwill (Scarborough and Whitby) (Con)
Is it the case that the Government are maintaining safeguarding on this route so that, if they change their minds in the future, this will still be able to go ahead?
Yvonne Fovargue
Indeed, safeguarding has been maintained, but there is no opportunity in the Select Committee to put forward the proposals to include the Golborne link. There is no opportunity to put a petition. Basically, debate has been stifled by this amendment, which is why I am objecting to it.
There are no alternatives that are cheaper than the Golborne link. In fact, it becomes more likely that phase 2b without the Golborne link will cost more than it delivers. There are no alternatives that can be delivered with less disruption to passengers and freight on the west coast main line than the Golborne link. There are no alternatives that can be delivered quicker than the Golborne link other than small-scale isolated improvements. Wigan Council has identified a number of measures that could easily be incorporated in the Golborne link that would substantially reduce the adverse impacts on local communities. Greenhouse gas emissions will be increased by removing the Golborne link.
The Government have insisted that any alternative should deliver the same benefits and outputs. There is no alternative to match the benefits at similar cost. As concluded in all the independent analyses that have taken place, the solution to all of this is the Golborne link. It is simply wrong to stifle debate by removing any possibility for the Select Committee to re-examine it and for people to petition for this. It is stifling debate. The land is still safeguarded and people are still blighted by it and yet we cannot even talk about it. That is why we need to re-examine it and local people, local councils and Transport for Greater Manchester all need to be able to have their say.
Graham Stringer (Blackley and Broughton) (Lab)
There are three possible positions to take on the Golborne link. There is the position that my hon. Friend the Member for Makerfield (Yvonne Fovargue) has just put very convincingly that it should still be able to be considered during the passage of the hybrid Bill and that one should be able to petition against it. She made the powerful case in support of it, not just the facility to talk about it.
There is a second case, which the hon. Member for Leigh (James Grundy) made in the previous debate, that there was significant disturbance to his constituents and that on their behalf, which he is completely entitled to do as a constituency MP, he objects to the Golborne link. That is a completely reasonable position to take, although, when it comes to building high-speed lines that are good for a region or the whole country, it is inevitable that there is little immediate benefit for many constituents. It is the nature of high speed that it will go “whoosh” past a lot of places, and people will not be able to get the normal benefit they get from a train service by going to the local station. This is a particularly difficult project for national, and not local, benefit.
Sir Robert Goodwill
Is it not the case, though, that by having a high-speed network we will take the pressure off the existing Victorian network and allow more routes for passenger services and particularly for freight, which will help us to reduce our carbon footprint?
Graham Stringer
Absolutely right. I was talking about the inconvenience and disamenity there is to a local community. In many cases, they will not be able to get on the high-speed link, because it will have very few stations—if it had a lot of stations, that would defeat the objective of high speed. The hon. Member for Buckingham (Greg Smith) made a strong case against the whole of high speed 2, which, again, he is completely entitled to do. However, a previous Member for Buckinghamshire, Cheryl Gillan, managed to get a great deal of money out of the Government for tunnels under Buckinghamshire, and one point that could be made is that not only are we unable to discuss the link, but we will not be able to discuss amelioration of that route.
I am left with those two cases, put by my hon. Friend the Member for Makerfield and the hon. Member for Leigh. The third case has not been put. We have not heard at all from the Minister about what the alternative is—just that he will have a look at it. That is a strange way for Government to do business. “We have a perfectly good line that will cause some disruption; we will not allow you to talk about it and we will not pursue it, but we don’t know what we’re going to do instead or how much it will cost.” That is not a good way for Government to do business.
I am left thinking that maybe there are other reasons, and I have two suspicions. One is that we suddenly get that change not because of the powers of persuasion of the hon. Member for Leigh, strong as they may be, but because of the desperation of a Prime Minister under pressure, wanting votes from his Back-Benchers before a vote of confidence within the parliamentary Conservative party. That may be over-cynical, although I suspect there is an element of truth to it. The other side of the argument is that this is not a cut of £3 billion that is waiting for another scheme yet to be specified by the Government, but simply a cut.
Oral Answers to Questions
Robert Goodwill Excerpts(2 years, 5 months ago)
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Chris Heaton-Harris
I am sure that the hon. Gentleman is very pleased about the amount of money that the Scottish Government are receiving for cycling and walking in a devolved settlement via the Barnett formula, but the figures that he has given are not correct. Spending on cycling and walking in England has doubled from a paltry £3.50 per head in 2010 to about £10 per head now, and obviously, given the massive increase in spending on cycling and walking—the largest that we have ever had in this Parliament, as a result of the Prime Minister’s “Gear Change” plans—that will continue to increase.
Mr Robert Goodwill (Scarborough and Whitby) (Con)
Does the Minister, who is also the Rail Minister, agree that a key element of any cycling and walking plan should be better parking provision for cycles at railway stations?
Chris Heaton-Harris
I thank my right hon. Friend—a former Transport Minister—for his question. That is absolutely the case. One of the best gala dinners I have ever attended was the “cycle to rail” gala dinner, where awards were given for the best schemes of that kind. We are investing a huge amount of money in new, secure cycle parking around the country, and I went to see some of it not so long ago in the great city of Hull.
The Minister of State, Department for Transport (Chris Heaton-Harris)
There are a whole host of massive improvements going on across our railways. I will happily meet the hon. Gentleman to talk about individual diesel multiple units around the Stockton area and how they can be improved. The massive increase in new rolling stock on our railways is extraordinarily good for all passengers up and down the country, and helps with our decarbonisation targets.
Mr Robert Goodwill (Scarborough and Whitby) (Con)
Trudy Harrison
As Scarborough and Whitby is the proud home of Alexander Dennis coaches, I know that my right hon. Friend will welcome the firm acceleration that is supporting thousands of zero-emission buses, thanks to a further £355 million of funding announced in the spending review last week. With £71 million extra for our zero-emission bus regional areas scheme, we are bussing back better with a cleaner, greener kind of horsepower.
Draft Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2021
Heavy Commercial Vehicles in Kent (No. 2) (Amendment) Order 2021
Robert Goodwill Excerpts(2 years, 6 months ago)
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Kerry McCarthy
They are, Sir Gary; my very next sentence leads me wonderfully into the SI itself.
We have seen the inevitable U-turns on visas for overseas drivers and now the Government are admitting their failure to establish reliable contingency measures to avoid chaos at the border for both hauliers and local residents in Kent. I have spoken to many representatives of the Kent community about the impact of the situation on the ground.
Given the removal of the sunset clauses from Operation Brock’s emergency measures, what was a temporary measure is now in effect being made permanent or at least open-ended. I am glad that the requirement for a Kent access permit, which effectively created an internal border in Kent for hauliers, has now ended, but we have some concerns about the remaining provisions.
The unfortunate reality is that the long-running consequences of the Brexit deal have left us with a real risk of serious congestion and disruption on the roads around our ports and borders; the community in Kent particularly suffers from that. Given the need to mitigate the potential for chaos on our roads and, particularly, the ongoing pressures on UK supply chains, which I mentioned at the beginning, Labour will not oppose the measures, but nor will we give them our endorsement, as we have reservations about the effect of Operation Brock on local communities.
The Government have now had over 18 months to work out arrangements alternative to Operation Brock, which, as I said, was intended to be temporary, and to bring forward measures that have the consent and input of local communities. All we have seen is the permanent extension of what was intended to be a temporary arrangement. The measures are deeply unpopular locally and have cost the taxpayer a significant amount of money. The communities in Kent deserve assurances that their journeys and commutes will not be disrupted by gridlock and that their local roads will not become a permanent lorry park due to the Government’s failure to plan and ensure a smooth exit from the European Union.
Mr Robert Goodwill (Scarborough and Whitby) (Con)
Does the hon. Lady recall that there was considerable disruption at Calais while we were still a member of the European Union, due to the MyFerryLink industrial action and the activities of French fishermen? This is not something new since we left the European Union.
Kerry McCarthy
That was an incident—a particular situation that occurred. This is an ongoing thing that affects us every day. Anything that disrupts a supply chain and makes it more difficult for HGV drivers to get from A to B is obviously going to add to congestion and disruption on our roads and the impact on the local community.
One of the things contributing to the shortage of HGV drivers is the fact that we do not have the facilities that are found in European Union countries. If better facilities at the lorry parks were looked at as part of the measures, that would help to deal not just with the situation in Kent that we are discussing today, but with the wider issue.
Mr Goodwill
Will the hon. Lady also note that one of the other reasons for Operation Stack was the bad weather in the channel, which caused the suspension of ferry services, leaving us to rely solely on the tunnel? We are likely still to get bad weather in the channel, so it is not just a Brexit-related measure.
Trudy Harrison
I thank the hon. Members for their consideration of these instruments and in particular I thank the shadow Minister, my right hon. Friend the Member for Ashford and my hon. Friend the Member for Chatham and Aylesford for their comments. Tackling the haulier shortage does not actually pertain to this Committee debate, but I hope you will allow me to respond to the shadow Minister’s question, Sir Gary. We recently announced a significant package of measures, including plans to streamline the process for new drivers to gain their HGV licence and increase capacity for HGV driving tests. As driver shortages across Europe demonstrate, this is a widespread problem caused by a range of factors, including an ageing workforce.
Earlier this month, the Government announced a package of new measures to tackle HGV driver shortages. One thing that would really put drivers off would be dealing with unmanaged congestion, and if we fail to agree these instruments today that could be an added challenge for drivers of heavy goods vehicles, and indeed all drivers.
Mr Goodwill
Does the Minister also agree that extending the cabotage rules from two journeys to two weeks will result in fewer foreign trucks traversing Kent, because they will be able to ply their trade in the rest of the UK for longer?
HS2
Robert Goodwill Excerpts(2 years, 7 months ago)
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Taiwo Owatemi
I hope the Minister will be able to provide an explanation to the question asked.
Mr Robert Goodwill (Scarborough and Whitby) (Con)
The hon. Lady talks about greening the economy. Is it not the case that HS2 will allow more capacity on the old and virtually full Victorian network so that we can take freight and polluting lorries off the road and on to electric trains on the railways?
Taiwo Owatemi
That is a contentious point. HS2 would emit seven times less carbon than the equivalent car journey. I would, however, ask the Government whether they plan to adjust that calibration in light of the goal that the UK aims to have all electric vehicles by 2040.
Economically, HS2 could bring benefits, including for my own city of Coventry. Nationwide, an estimated 500,000 jobs and 90,000 new homes have been pledged as part of the HS2 project. Currently, HS2’s construction supports 9,000 new jobs and has created contracts for 2,000 businesses, of which some 1,400 are small and medium-sized enterprises.