Pedicabs (London) Bill [Lords]

Sarah Olney Excerpts

2nd reading
Wednesday 28th February 2024 Commons Chamber

[Sarah Olney (Richmond Park) (LD)]

I wholeheartedly welcome this legislation and the steps taken by the Government to introduce a licensing regime for the only form of transport in London that is still unregulated. I hope to see the development of the pedicabs industry across London, providing employment and entrepreneurial opportunities as well as a safe, affordable and carbon-free form of transport, especially for those who are unable to utilise other forms of active travel.

In order to ensure that regulation can promote the use of pedicabs, rather than merely suppress the negative aspects of the unregulated trade, it is important to ensure that sufficient care and attention is paid to how such a trade might operate. The Liberal Democrats urge the Government and TfL to ensure that the relevant councils and user groups, such as the ones in my constituency of Richmond Park, are adequately consulted to ensure that the new regime is effective and that regulation is implemented as smoothly as possible.

My particular interest in pedicabs arises from their use as a means of transport in parts of the capital that are currently closed to motor traffic. I refer of course to Hammersmith bridge in my constituency in particular. We are shortly to mark the fifth anniversary of its closure to motor traffic, although I can assure the Minister that this milestone will not be celebrated with any particular joy among the communities of Barnes, East Sheen or Mortlake, or indeed wider afield, who have suffered ever since from the consequences of appalling traffic congestion.

There has yet to be a complete analysis of the full economic consequences to the capital of the continued closure of the bridge, but even if there were one, it could not encompass all the missed opportunities that my constituents have suffered: the passing trade missed by small businesses in Barnes; the employment opportunities that could not be taken up; and the educational, social and cultural events that had to be missed because people were unable to cross the river. During the 2019 election campaign, various Conservative politicians filmed themselves at the bridge, promising to get it fixed, yet here we are, staring down the barrel of another general election and no progress has been made. The Government have remained shamefully silent on their plans to fix the bridge, despite having been in possession of a business case from Hammersmith and Fulham Council for the past year.

However, adversity breeds innovation, and my enterprising constituents in Barnes have not sat by passively while being let down by the Government. In 2021 a temporary pedicab service was put in place across Hammersmith bridge by the Barnes Community Association. In the six months that it was operational, the scheme carried more than 9,000 people over the Thames and was a lifeline for those members of my constituency who cannot access the shops, hospitals and other services in Hammersmith while the bridge is closed. This temporary scheme demonstrated that there is demand for transport across Hammersmith bridge beyond cycling and walking, especially among older people and those with limited mobility. The ability to cross the bridge connects people with the economic and social opportunities denied to them by reliance on a lengthy and increasingly unreliable bus route.

Should this legislation pass, I urge Ministers to work with TfL to create a new pedicab service across the bridge that could serve as a model for other schemes in London. I have met Transport Ministers, officials from the Mayor’s office and local councillors, all of whom expressed support for the idea, and I hope the Minister will now publicly commit to working with TfL to renew efforts to get a pedicab service up and running across Hammersmith bridge, should this legislation be enacted. I believe that if a pedicab service could be put in place initially to serve those who wished to cross Hammersmith bridge, it could work as a proof of concept to enable the service to be extended to other parts of London where the promotion of active travel has been hindered by the need to cater for those with reduced mobility.

I would like to acknowledge the contribution of Liberal Democrat colleagues in the other place, where this legislation originated. I particularly welcome the fact that this Bill will provide the framework to address not only the noise pollution often caused by pedicabs in London but the safety issues for both passengers and pedestrians that are often linked to the driving of these vehicles. Further, I am pleased that we will be able to crack down on the extortionate fares often charged by pedicabs. There have been reports of some journeys of only 10 minutes resulting in fares of hundreds of pounds for the passenger. This legislation will therefore be useful not just in enabling the setting up of new pedicab schemes but in regulating those already in existence.

I would like to take this opportunity to pay tribute to the outstanding work of Liberal Democrat London Assembly Member Caroline Pidgeon, who has campaigned for years on the issue of pedicabs in our capital as well as being an effective voice for Londoners on so many issues relating to crime and transport. She has given great service to the people of London in her 16 years as an Assembly Member and she will be much missed when she stands down in May.

This legislation is a welcome step towards setting up a framework to regulate pedicab usage in London, and the Liberal Democrats will be supporting the Bill today. My constituents in Richmond Park will particularly welcome the opportunity to make use of a clean, safe, good-value transport option to access the north side of the Thames, and I hope that the Government will continue to approach this legislation in an enabling, rather than suppressing, spirit. My constituents are still demanding answers on the long-term future of the bridge, and I will continue to press for them, but a short-term solution to the problem of access will none the less be welcome.

Bridges in London: Maintenance Funding

Sarah Olney Excerpts

Tuesday 14th November 2023 Commons Chamber

[Fleur Anderson]

I thank my hon. Friend for making that important point. He puts the case very well that finance is available, that it could come from the money allocated for HS2 funding for south-east roads and that Hammersmith and Fulham Council cannot be expected to pay a third of the costs for this bridge, which are very high and rising. He has summarised my speech very well but it will be going ahead, and I hope that the Minister will respond by using this opportunity to at last announce the funding for the reopening of the bridge. Here we are, my hon. Friend and I, representing both sides of the river and both seeing the impact that this is having on our constituents.

[Sarah Olney (Richmond Park) (LD)]

I look forward to hearing more of the hon. Member’s speech on this vexed topic, but I feel a sense of déjà vu because we have all been here before. As she and the hon. Member for Hammersmith (Andy Slaughter) know, my constituents have also been badly affected by this closure. They are prevented from accessing schools, medical facilities and public transport on the other side of the bridge in Hammersmith, and that is having a really damaging impact on the local community, particularly in Barnes, but while I am concerned about my constituents, it is having an impact on the much wider geography. Does she agree that it is affecting not just Barnes, Hammersmith and Putney but the whole of south-west London? It is a vital strategic route across the river—of which we do not have enough—and its closure is causing lengthy tailbacks and congestion in a large area across west London and south-west London, and the wider south-east and Surrey in particular.

--- Later in debate ---

[Guy Opperman]

My hon. Friend, who I know very well—I have visited his constituency in a former life—makes very good points. He is a doughty champion for Bexley. He follows in the famous footsteps of James Brokenshire, who we all miss and who was my boss at the Home Office for a long period. I am happy to discuss the issues he raises further. He makes an interesting point about funding going in a particular way. It would be wrong of me to make first-day commitments at the Dispatch Box, but I will take his point away and get officials to look at it with interest, and I am happy to discuss it further.

The hon. Member for Putney set out the history of Hammersmith bridge in some detail. She is right that it is a grade II listed suspension bridge, opened in 1887, and has served generations of Londoners very well for some considerable time. However, there are a few of her points with which I would gently take issue. First, let us go to the basics: the bridge is not owned by the Government; it is owned by the London Borough of Hammersmith and Fulham. It is not the responsibility of the Government. Even if people had listened to quite a lot of the speech, they may not have picked that up.

The responsibility for maintaining the bridge and making decisions on its repair lies with the borough. It is unfortunate that the bridge had to close, first to motor vehicles in 2019 and then to all users in 2020. The reason, as we know, was that the safety of those using the bridge was deemed to be of the utmost priority. The assertion was made that the Government have done nothing. I respectfully invite the hon. Lady to accept that the Government have provided nearly £10 million of funding to support the London borough, to ensure that there is remedial work and assistance on an ongoing basis. I set that out to try to correct the record.

Following the complete closure of the bridge in 2020, the DfT provided £4 million of taxpayers’ money, which enabled a comprehensive investigation into the overall structure and condition of the bridge. Through this investment, world-leading engineers worked to develop a complete picture of the issues that faced the bridge. The works determined the bridge to be in better condition than first feared, leading to the bridge reopening on a temporary and controlled basis to pedestrians, cyclists and river traffic. The Department for Transport has worked closely with the London Borough of Hammersmith and Fulham and with Transport for London to help facilitate the reopening of the bridge to all users. In that vein, DfT established the Hammersmith bridge taskforce, which was led by the Transport Minister, Baroness Vere, as the hon. Lady outlined. The taskforce was set up in 2019 and has had many, many meetings—well over 15—since, and it was instrumental in providing a forum for interested stakeholders to work together to develop a clear course of action to resolve the immediate safety concerns around the bridge.

I know the hon. Lady has called for a further meeting of the taskforce. I want to try to address that. I assure her that when we are in a position to hold a further taskforce meeting, it will be to discuss issues of significance or change for the project, therefore ensuring that it remains a good use of stakeholders’ time. However, she will be aware that we have been waiting for the business case to be submitted and that is clearly the key part.

The commitment to this project by the DFT has not stopped at the initial £4 million support provided to the authority. In the most recent TfL extraordinary funding and financing settlement of August 2022, we committed to funding up to one third of the costs shared with the borough and TfL of reopening the bridge to pedestrians, cyclists and river traffic, and then, depending on costs, to buses and motor vehicles. The first part of this commitment has already been delivered. In March 2022, the Department for Transport approved the business case from the London Borough of Hammersmith and Fulham for the stabilisation works on the bridge, which in turn triggered the release of a further £3 million of Government funding. These works will ensure that the bridge remains open to pedestrians, cyclists and river traffic permanently, with no risk of further temporary closures due to unsafe conditions. I am pleased to say that those works are due to complete very early in the new year and will provide certainty to the pedestrians and cyclists of Barnes, Hammersmith, Fulham, Richmond and beyond that this link across the Thames will remain open.

Most recently, as all parties will be aware, the Department for Transport provided the borough with a further £2.5 million for the crucial geotechnical investigations now being carried out at Hammersmith bridge, which will pave the way for the next stage of the works. This brings the total amount of Government funding to the bridge to date of up to nearly £10 million. That is exceptional funding.

The next stage of the project is to strengthen the core and renovate other structurally significant parts of the bridge. The strengthening phase of engineering works will build on stabilisation works and, upon completion, will allow the bridge to reopen to all users. That should include buses and motor vehicles. Following close co-operation with TfL and the Department, the borough has now developed and submitted a His Majesty’s Treasury Green Book outline business case for the second stage of the works to the Department for Transport, setting out the estimated cost range for strengthening the bridge. The Department is reviewing that outline business case in great detail. It was submitted in on 23 April, as I understand it, so clearly that is an ongoing process. The hon. Member for Putney asked about the HS2 project and the funding related to it, but no decisions have been made regarding reallocation of funds.

The hon. Member for Richmond Park (Sarah Olney) also raised the local implementation plan. It is true that Transport for London provides formula funding to London boroughs for transport projects, but its budget for bridge projects is just over £2 million, to be shared between 33 boroughs. That is obviously insufficient to fund this project.

[Sarah Olney]

The Minister stressed at the beginning of his remarks that the repair of the bridge is the responsibility of Hammersmith and Fulham. While I fully accept that, does he not think it is in the Government’s interests to provide more substantial funding, because of the strategic nature of the river crossing? Would he consider the fact that, as I said earlier on, this is about more than local transport—it is a piece of strategic infrastructure? Therefore, responsibility aside, is it not in the Government’s interests to provide more substantial funding?

[Guy Opperman]

I want to address the hon. Lady’s point in brief, but I was going to come on to the legal basis. The practical reality is that, under successive Governments of different political persuasions, dating back many decades, the legal basis for this bridge and for other bridges in London is in relation to the local boroughs. It is the case, for example, that Wandsworth bridge required repair works, and in that particular case that was done by the local borough. She will be aware of the Local Government Act 1985, the Greater London Authority and the actions taken in 2000 with the mayoralty and the creation of TfL, which meant that significant roads became the specific responsibility of TfL.

With no disrespect, the A306, which runs over Hammersmith bridge, is a local road, as are, effectively, most of London’s bridges. I make the point again: under the Highways Act 1980 and various other Acts under successive Governments—this is not the work of one particular Government—these bridges and roads are associated with the local authority. I take the point the hon. Lady makes, and it is for that reason that the Government have spent over £10 million progressing matters as we have done thus far.

With no disrespect either to the hon. Member for Putney, who seemed to suggest there was nothing the Government have done and that it was all down to the London Borough of Hammersmith and Fulham, the £10 million has been paid over a series of years to get to the hurdles that we have necessarily got to, and an agreement was entered into at an earlier stage. I do not believe I can add anything further, other than to congratulate her on securing the debate and highlighting the issue, which clearly affects her constituents and others in west London. I continue to assure her that the Department will provide support to both the London Borough of Hammersmith and Fulham and to TfL on the bridge project as it goes ahead.

Question put and agreed to.

Night Flights: Impact on Communities

Sarah Olney Excerpts

Tuesday 8th November 2022 Commons Chamber

[Sarah Olney (Richmond Park) (LD)]

Thank you, Madam Deputy Speaker, for granting me the opportunity to have this debate on this issue. It is quite well attended, which is nice to see. I welcome the Minister, my former colleague on the Public Accounts Committee, to his place. It is a pleasure to see him here. I understand that he is going to be the Minister for Hammersmith Bridge, so I look forward to our many constructive communications.

Night flights are the most intrusive form of aircraft noise and there is clear evidence that they harm both the physical and mental health of residents who live under flightpaths. This summer, the delays and chaos at Heathrow airport resulted in an increased number of flights landing through the night. For my constituents and for many others across west and south-west London, that disturbance resulted in countless sleepless nights.

This disturbance is completely avoidable. Night flights are by no means essential for airport operations. These flights can and should be moved and it is within the Government’s remit to ensure that that happens.

I therefore have two asks of the Department for Transport. My primary call is for a ban on scheduled flights at Heathrow airport between 11 pm and 6 am. That is the only way we can be sure that residents will not continue to suffer from noise disruption. If the Government will not commit to that, they must commission a full independent analysis of the impact of night flights on the health of local communities, the environment and the UK economy to inform future policy development.

[Munira Wilson (Twickenham) (LD)]

rose—

[Christine Jardine (Edinburgh West) (LD)]

rose—

[Sarah Olney]

I will give way to my hon. Friend the Member for Twickenham (Munira Wilson) first.

[Munira Wilson]

It is as if we were co-ordinated.

I congratulate my hon. Friend and constituency neighbour on securing this important debate. My constituency of Twickenham is, of course, that bit closer to Heathrow and further along the flightpath, so I wholeheartedly welcome and support the two asks that she is making of the Minister today about trying to balance the economic benefits of night flights against the health risks and the distress that they cause to constituents. Does she agree that the Government could start by looking at extending the night-time restriction to 10 pm, from 11.30 pm, given the large number of frequent late-night departures that are blighting my constituents’ sleep?

[Sarah Olney]

My hon. Friend raises an important point. We would like to see night flights restricted as much as possible to increase the amount of sleep that our constituents can get.

[Christine Jardine]

My hon. Friend is making an excellent speech and an excellent point on an issue that is pertinent to her constituents with regard to Heathrow, and affects my constituents in Edinburgh and, I am sure, people surrounding every other airport in the country. Night flights are a constant problem. I find my constituents constantly facing the problem of disturbed sleep—more so now that flights are increasing again post pandemic—which has both a physical and an emotional impact on them. Perhaps what we really need is some way of being able to control this, because the airports themselves at the moment cannot seem to control night flights.

[Sarah Olney]

I thank my hon. Friend for that excellent point. She is right, which is why we are calling for independent analysis and tracking so we can see exactly what goes on.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for securing this debate. I spoke to her earlier in relation to this. Belfast City airport is an example of where things can happen. It is in a built-up area. Local residents were unhappy with night-time flights, which are not allowed into Belfast City airport after 9 pm and there is a fine if that happens. Does she not agree that, although people may live under a flightpath, it does not mean that they should simply be expected to live through ever-increasing mayhem? It is a case not of buyers’ remorse, but of mental health impact, which should necessitate regulation. Does she agree?

[Sarah Olney]

I agree 100%. It is important to think about the mental health impact as well as the physical impact.

[Hannah Bardell (Livingston) (SNP)]

The hon. Lady may not know this, but my staff and I became somewhat expert on this matter in 2015 when there was a flightpath consultation by Edinburgh airport. My Livingston constituency has, I believe—although it may be debated—around 70% of Edinburgh’s flight traffic during the day, but also at night. What we learned from that experience was that there was a complete lack of community consultation. Would she include in her asks of the Government that community consultation, compensation, proper structures and oversight of that must be implemented? You would not put a road through somebody’s constituency without proper consultation. Why would you put a flightpath over people’s homes without consulting them properly?

[Sarah Olney]

That point is powerfully made. The Government set the current night flight regime at Heathrow airport, but the restrictions are simply not stringent enough and the true number of night flights is significantly higher than the quota allows. An average of 16 flights per night are permitted to land at Heathrow each year between the hours of 11.30 pm and 6 am, but flights may receive special dispensation not to be counted towards the overall quota if they are delayed due to specific reasons such as weather conditions or air traffic control disruption.

From July to September this year, 231 flights were granted dispensation. That is between two and three additional flights per night on average. In total, 475 unscheduled night flights arrived at or departed from Heathrow airport due to extreme delays and disruption. At times, my constituents would suffer almost continuous noise from aircraft overhead. That is partly due to the Government’s complete lack of long-term planning, which saw airports engulfed in chaos and flight schedules thrown into the air. However, it also proves that the current restrictions are insufficient to limit the impact on residents when disturbances to flight patterns occur.

[Martin Docherty-Hughes (West Dunbartonshire) (SNP)]

The eastern fringe of my constituency, my home town, is directly under the flightpath of Glasgow airport. A local group in my constituency, the Whitecrook Aircraft Noise Association, has been fighting for years for local residents affected by noise to be given the necessary support to alleviate its effects. When the hon. Lady asks her questions of the Minister, one of the most important and basic questions is what the Government are going to do to stop night-time flights across our constituencies.

[Sarah Olney]

Indeed, that is the pertinent question: what are the Government going to do?

[Andy Slaughter (Hammersmith) (Lab)]

I thank the hon. Lady, my neighbour, for giving way. To answer her question, we know what the Government are doing: they are increasing the misery for our constituents. The southern part of my constituency is already under the flightpath and the whole of it will be if, God forbid, the third runaway is ever built. There is a totally cavalier attitude, particularly to depriving people of sleep. No other country, certainly in Europe, would put up with an airport like Heathrow’s being expanded and the transgressions that night flights in particular make on the people who have to live with them.

[Sarah Olney]

The hon. Gentleman is absolutely right about expansion, and I will come on to that later.

The current night flight quotas are in place until October 2025. The Government have agreed to consult on proposals for the next regime over the course of 2023, but that will be of little comfort to many Londoners facing a further three years of disruption. Night flights are becoming an increasing issue across London. Data from the Civil Aviation Authority shows that night-time noise events from Heathrow affected 974,000 people in 2018—that is 140,000 more people than in 2006.

[John McDonnell (Hayes and Harlington) (Lab)]

The hon. Lady may be coming on to this point, in which case I apologise, but over the years we have been arguing that this issue is not just about the numbers, but about the impact on physical health and mental health in particular, the stress and lack of sleep it causes and the consequences of those things for people’s quality of life. The Government have never really taken that into account, so I hope that she will be able to at least focus their attention on the real effects that this issue is having on people’s lives.

[Sarah Olney]

I thank the right hon. Gentleman for that intervention; he is absolutely right. The Government state that their policy is to

“limit and, where possible, reduce the number of people in the UK significantly affected by aircraft noise.”

We can see from the numbers already that the policy is not fit for purpose, but he is correct that it is not about the numbers, but about the impact on those who are affected.

Long-term exposure to nocturnal aircraft noise is strongly linked to sleep disorders, and lack of sleep or disrupted sleep can have a direct impact on people’s health. One study found that, for each additional 10 dB of night-time aircraft noise that communities are exposed to, there is an increase of between 14% and 69% in their risk of high blood pressure, increasing the risk of strokes and heart attacks.

A World Health Organisation study from 2009 also found that an individual may suffer from negative health impacts of sleep disruption even if they do not wake up at night. Other researchers have found links between long-term exposure to aircraft noise and an increased risk of obesity, depression and cardiovascular issues—and I do not need to cite a scientific study to explain the impact that a lack of sleep has on mental wellbeing, as so many right hon. and hon. Members have already mentioned it.

[Hannah Bardell]

Will the hon. Lady give way?

[Sarah Olney]

Does the hon. Lady mind if I make a bit more progress?

In children, sleep disruption makes it more difficult for them to retain focus throughout the day. Studies have suggested that that has a negative impact on reading comprehension and memory, which can have a knock-on impact on their academic performance and general wellbeing. The human impact of night flights only intensified over the summer months, during which temperatures reached record highs. Many Londoners were left choosing between keeping their windows shut and suffering with unbearable heat or opening them and hearing the full roar of jet engines overhead. This opposition to night flights does not arise purely out of annoyance or inconvenience.

[Marsha De Cordova (Battersea) (Lab)]

The hon. Lady is being incredibly generous with her time. She is making the point that we have all been making: it is not about numbers; it also has to be about one’s quality of life. It is about family life, and we all have a right to that quality of life. Does she agree that the Government can no longer continue in this way? They must bring in this night flight restriction as soon as they possibly can, because my constituents in Battersea are also being impacted by this issue.

[Sarah Olney]

The hon. Lady makes an excellent point and I thank her for intervention. What we are hearing from all parts of the House—well, certainly all the parties on the Opposition side of the House—is that night flights pose a real risk to the physical and mental wellbeing of thousands of Londoners and other communities across the country of all ages.

That brings me to Heathrow expansion. The Conservative Government’s constant mixed messaging and refusal to rule out Heathrow expansion is causing further anxiety for my constituents. Just four weeks ago, the former Prime Minister voiced her support for a third runway at Heathrow, having previously stated she would even support a fourth being built. That followed her predecessor, the right hon. Member for Uxbridge and South Ruislip (Boris Johnson), stating that he would lie in front of the diggers to prevent such an expansion. I would therefore appreciate it if the Minister clarified the Government’s current position in his remarks. Will this Government, the third Administration in as many months, rule out Heathrow expansion?

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I thank my neighbour, the hon. Member for Richmond Park, for securing this debate. The overflying flights into Heathrow go over her constituency before mine. Does she not agree that we need to be concerned not just about Heathrow expansion meaning a third runway, but the possibility that the airport will try to get more flights on the existing two runways in breach of the 480,000 cap? It could of course do that if it did away with alternation, which provides respite to our residents, and had more flights during the night-time period.

[Wera Hobhouse (Bath) (LD)]

On that point, will my hon. Friend give way?

[Sarah Olney]

Yes.

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. I think the hon. Member needs to answer one intervention before taking another.

[Sarah Olney]

The hon. Member for Brentford and Isleworth (Ruth Cadbury) makes an excellent point, and she and I share views on this issue.

[Wera Hobhouse]

I apologise to my hon. Friend.

Many of my Bath constituents have expressed concerns about the increasing number of flights taking off from Bristol airport late at night. Does she not also agree that the climate emergency compels us to look at an overall reduction in flights, particularly internal short flights where rail is available as an alternative?

[Sarah Olney]

I thank my hon. Friend for that comment. She is precisely right. Our concern relates not only to night flights, but very much to the fact that Heathrow expansion would lead to increased noise levels and around 6 million additional tonnes of carbon being pumped into the atmosphere each year. The UK cannot properly tackle the climate crisis if we continue to expand our airports, especially when we should be promoting greener transport.

[Hannah Bardell]

Will the hon. Member give way?

[Sarah Olney]

Very briefly.

[Hannah Bardell]

I promise this is my last intervention. On the point of greener transport, does the hon. Member agree that freight flights, which are particularly noisy and polluting, should especially be banned at night? We discovered in studies and the work we did in my constituency that they were the noisiest and most problematic. We are all compelled to look for alternatives, as is the aircraft industry.

[Sarah Olney]

The hon. Member is particularly right on that. Where particular types of flight are known to be noisier, there should be additional restrictions. Members listening to the scale of disruption caused by night flights might wonder why they are still allowed to continue, and that is precisely the question to which I am seeking an answer.

Heathrow bosses have argued that night flights are vital to the UK economy, but there is a serious lack of evidence to back that up. The Heathrow Association for the Control of Aircraft Noise and other campaigners’ groups have argued that the economic benefit of night flights is exaggerated. Heathrow claims that the direct benefit of night flights operating at Heathrow was £325 million in 2011, supporting 6,300 jobs, but its estimates are based on a report that expands the definition of jobs supported by night flights significantly and includes the many day workers who clock in before 6 am.

The positive economic benefits of night flights are not certain. Researchers at CE Delft found that a ban on night flights would only harm the national economy if none of the passengers who currently arrive on scheduled flights before 6 am were transferred to other flights. There is simply not enough data at present to claim that night flying is essential to the UK economy. The studies we have are more than 10 years old and have not taken into account the changes to the aviation sector since the pandemic.

London is one of the most overflown capital cities in the world. Millions of people across the city experience the negative impacts of night flights, such as on their health, sleep quality and mental wellbeing. What my constituents really need is a complete ban on flights between the hours of 11 pm and 6 am. That is the only way to prevent continued disturbance. Despite the vast amount of disruption caused by night flights, no independent analysis has ever been conducted to show the impact of night flights on London’s health, economy or society. If the Government refuse to legislate to ban night flights, they must at least look at tightening the current restrictions, to limit the human impact on local communities.

For the Government to make an informed decision, we need accurate, independent data on the negative impacts that these flights have on the surrounding communities, as well as the supposed economic benefits. Will the Government commit to commissioning a full independent analysis on the impact of night flights? The Department for Transport must listen to the concerns of local communities and take those into account to devise a night flights policy that works for both residents and the aviation sector.

I would like to take a moment to thank the Members who attended the debate and have added so much emphasis to what I wanted to say.

--- Later in debate ---

[Mr Holden]

My understanding is that the statistics from the York Aviation report in 2021 on the economic impact of night flights in the UK said that it was about £8.7 billion of gross value added to the UK economy, with tens of thousands of jobs supported in the UK.

The time differences of an interconnected global transport system, particularly with the far east, mean that it is difficult to avoid all flights at night and early in the morning. As I said, the recent research from York Aviation estimates that in 2019, flights during the night quota period had a total impact of over £8 billion. Heathrow airport accounts for a significant proportion of that value. However, we also recognise that the noise from aircraft at night brings significant negative impacts to the local community. As the hon. Member for Richmond Park made clear, exposure to aviation noise at night can impact on physical and mental wellbeing, and I agree with her that sleep disturbance can have a negative impact on health, increasing the risk of daytime sleepiness, hypertension and cardiovascular disease.

We need to strike a fair balance between the positive and negative impacts of night flights. With that in mind, for several decades the Government have set noise controls, including restrictions on night operations at Heathrow, Gatwick and Stansted. Those airports are designated for noise purposes under the Civil Aviation Act 1982. That reflects their strategic importance and the need to balance the impact on communities with the impact on the UK economy and jobs. At other airports, noise controls are best set locally, and there are regulations in the devolved Administrations enabling them to look at some of the environmental impacts.

Last year, we consulted on night flight restrictions at the designated airports and on a night new night flight regime. Following that consultation, we announced that existing night flight restrictions at Heathrow, Gatwick and Stansted will be rolled over for three years. That will allow the Government to develop a more meaningful evaluation of the cost—which the hon. Lady asked for—and of the benefits of night flights, taking into account the effects of the pandemic and the extent and speed at which aviation demand returns.

[Sarah Olney]

You talk there about a full analysis. I just wonder whether you can confirm that that will include—

[Madam Deputy Speaker (Dame Eleanor Laing)]

Whether he can confirm.

[Sarah Olney]

I beg your pardon, Madam Deputy Speaker. I wonder whether the Minister can confirm that that will be a full analysis of the health and mental wellbeing impacts and of all the other things we have been talking about today.

[Mr Holden]

I thank the hon. Lady for that point, and I will address that exact issue later in my speech.

As the hon. Lady said, the night flight regime is now in place until October 2025, and we intend to consult in late 2023 on proposals for the next regime. I urge hon. Members who are interested in this issue to take part in that consultation, and I look forward to the hon. Lady’s feelings and those of her constituents being made known.

The night flight regime limits the number of flights for the purpose of noise management. The restrictions significantly reduce the number of flights that would otherwise operate because of the quota. At Heathrow, the number of movements permitted has not changed for many years. Although I admit that there are occasional extra flights, they are not something that the Government want to see expand in the future.

The new generation of aircraft, such as the A350 and the Boeing 737 MAX, have a significantly smaller noise footprint on departure and on arrival—it is about 50% smaller on departure and 30% smaller on arrival—than the aircraft they are replacing.

[Mr Holden]

I am sorry, but I have to get through my speech.

Overall, aircraft noise is expected to continue to fall in the future. The last consultation on night flight restrictions did implement a ban on QC4-rated aircraft movements at the designated airports during the night-time quota period to specifically address some of the noise concerns. Prior to the pandemic, departing Boeing 747-400s were the noisiest aircraft in regular service at those airports. Although they could not be scheduled during the night quota period, they could still operate if delayed, although there were only very few of those delays. The operational ban on QC4-rated movements came into effect for the most noisy aircraft at the end of last month for the winter 2022-23 season. It will help in limiting the number of people significantly affected by aircraft noise by preventing those aircraft from operating.

On the dispensations, I know that Heathrow would be keen to meet the hon. Lady and other colleagues to discuss the issue further. I am aware of the issue she raises. Section 78 of the Civil Aviation Act 1982 sets the legal framework through which the Government set the night flight operating restrictions at the designated airports. That allows the airport operator, or the Secretary of State for Transport, to disregard certain movements, providing that they meet specific criteria. Those dispensations are granted by the Secretary of State and include flights by senior members of the royal family, UK Government Ministers or Heads of State on official visits. Humanitarian relief flights or exceptional circumstances could also be covered. Dispensations under a notice granted by an airport manager, which would include emergencies where there is immediate danger to life or health, are also included, as are delays as a result of disruption that lead to serious hardship and major congestion at an airfield or terminal.

This summer was particularly challenging from an air traffic control perspective and resulted in an increase in late-running flights. Widespread and prolonged air traffic disruption accounts for the majority of the 415 flights that the hon. Lady mentioned, which qualified for a dispensation at Heathrow. Any movements that are granted a dispensation in this way do not count towards an airport’s movement allowance. I appreciate that that creates uncertainty about the night flights that communities can expect.

[Sarah Olney]

It is very kind of the Minister to give way again. Will he elaborate slightly on some of those numbers and whether it might be possible for members of the public and Members of Parliament to get a better understanding of when dispensations have been granted?

[John McDonnell]

And why.

[Sarah Olney]

And also why, because they have no visibility, which makes it very hard for us.

[Mr Holden]

I fully take on board the hon. Lady’s points and would recommend that she takes up the opportunity to meet with Heathrow officials, who have offered to meet her, because they will be able to explain in full detail. If she wants to write to me after that meeting, I will obviously write back with as many details as I have in the Department.

We remain committed to revising our night flight dispensation guidance—perhaps the hon. Lady can also write to me about that after those meetings. This will be done following a review of the number of night flight dispensations made this summer, because it was higher. I would like to reassure the hon. Lady that all night flight dispensations granted by airport managers are subject to monitoring by the Department for Transport.

To respond to the issues the hon. Lady raised about night flights, there is a study currently under way. Exposure to aviation noise at night can impact on physical and mental wellbeing, as well as sleep disturbance. To better understand this, the Department has commissioned the aviation night noise effects study to examine the relationship between aviation noise and sleep disturbance and annoyance, and how this varies by different times of the night. The study is a collaboration between St George’s University of London, NatCen Social Research, Noise Consultants Ltd and the University of Pennsylvania. It is the first study of aviation noise effects on sleep disturbance in the UK for 30 years. The first stage of ANNE will involve a cross-section of 4,000 people who live near eight of the major UK airports, to assess the association between aircraft noise exposure at night and subjective assessments of sleep quality and annoyance.

Great British Railways

Sarah Olney Excerpts

Monday 24th October 2022 Commons Chamber

[Kevin Foster]

Presumably it would be more like putting an electrified Michael on the case as well. Demands have changed, particularly in London and the south-east. We are seeing the results of investment, particularly that which my right hon. Friend was instrumental in helping to secure during his time in the Cabinet, for example, with the opening of Bond Street station to passengers this morning. People are starting to see major improvements in London and the south-east, but I accept that they will also look to what is happening on their local line and I will be happy to discuss with him what could be done on the one he cites.

[Sarah Olney (Richmond Park) (LD)]

The setting up of Great British Railways was meant to include ticketing and pricing, and the cost of commuting continues to weigh heavily on my constituents, particularly during the cost of living crisis. Furthermore, if we want to encourage people on to the trains and out of their cars, it is key that we make trains affordable. The Department for Transport has said that it will not put up regulated rail fares by 12.3%, in line with July’s retail prices index, but will the Minister commit to freezing rail fares next January, to help with the cost of living crisis and the fight against climate change?

[Kevin Foster]

It is worth saying that there are a range of fares available on our railways, particularly in London and the south-east, where people use pay as you go and contactless bank cards. We have said that we will not take the normal approach—which also existed during the coalition—of using the RPI figure to set fares next year, and a fair rise has been delayed. We look forward to introducing plans that strike a balance between a railway that is affordable for not only the taxpayer but customers and communities.

Hammersmith Bridge: Restoration Funding

Sarah Olney Excerpts

Tuesday 28th June 2022 Commons Chamber

[Sarah Olney (Richmond Park) (LD)]

Thank you very much, Mr Deputy Speaker. I thank the hon. Member for Putney (Fleur Anderson) for securing this debate and I thank the Minister and you for allowing me to contribute briefly to it. As I am sure everybody knows, the closure of Hammersmith bridge has had an enormous impact on my constituents. I wish to raise two issues, following on from the excellent speech of the hon. Member for Putney outlining the situation. The first is that on 25 May 2022, the London Borough of Hammersmith and Fulham issued a prior information notice, announcing its intention to seek external funding for its third of the cost of strengthening Hammersmith bridge. As the hon. Lady asked, does that mean tolls? We are desperately seeking further information on that important point from the Department. I am not against tolls. If they are required to get the bridge open, there may be public support for that in Richmond Park, but it needs detailed consideration by all parties, including the London Borough of Richmond upon Thames. Any tolls would weigh heavily on my residents, and we need a full exploration of all the factors. For instance, would tolls mean that people continue to use Putney and Chiswick bridges and avoid Hammersmith bridge and the tolls? Tolls are not unknown on London bridges, but not within the lifetime of anyone here.

My residents would also want to know who will have to pay the tolls. Might there be exceptions for Richmond residents, or will the exceptions just be for buses and emergency vehicles? We need more information. I urge Baroness Vere, the Minister responsible, to reconvene the taskforce so that the issues can be urgently discussed by local stakeholders, including the London Borough of Richmond upon Thames.

The hon. Member for Hammersmith (Andy Slaughter) made the point about the strategic issue involved. In Richmond, planning permission for housing developments, school place planning and healthcare planning are being affected. Will my residents have access in the long term to services, including schools and healthcare, on the north side of the Thames? It is really urgent. We know that jointly Transport for London, the Department for Transport and the London Borough of Hammersmith and Fulham are committed to reopening the bridge, but without the funding to do so, their commitment is not worth very much. When it comes to five and 10-year planning for education and healthcare, we do not know whether services on the north side of the Thames will be accessible to people in Barnes. That is a real issue for parents who are thinking about schooling for their children. Will they be able to cross the bridge and access schools in Hammersmith and further afield? I thank the hon. Lady for bringing the debate to the House, and you, Mr Deputy Speaker, for allowing me to contribute.

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

I congratulate the hon. Member for Putney (Fleur Anderson) on championing Hammersmith bridge once again, and on securing the debate. I also note the contributions by the hon. Members for Hammersmith (Andy Slaughter), and for Richmond Park (Sarah Olney). I have listened carefully to them, and I appreciate that the subject is of keen interest to their constituents. I understand the impact of the bridge’s closure to motor vehicles on many of the people in constituencies around Putney, and throughout south and west London.

As the hon. Member for Putney is aware, the bridge is owned by the London Borough of Hammersmith and Fulham and, as such, the borough has the responsibility for maintaining the bridge. The decisions on its repair lie with the borough. The bridge is a unique wrought iron structure, and has served generations of Londoners for nearly 200 years. It is deeply concerning that the bridge has had to close, first to motor vehicles in 2019 and then to all users in 2020. Of course the safety of those using the bridge was and remains the greatest priority. That is why my Department has done everything in its power to assist the London Borough of Hammersmith and Fulham and Transport for London with the project, and to facilitate the full reopening of the bridge to all users, including motor vehicles.

I turn to the progress that has been made and some of ways that we have assisted. In 2019, we established the Hammersmith bridge taskforce, led by Baroness Vere of Norbiton, and it has met several times. The taskforce brings together all the key stakeholders whose input is required to deliver successful outcomes for pedestrians, cyclists, river traffic, and, eventually, motorists. The taskforce has been instrumental in organising stakeholders to work together in developing a clear course of action to enable the bridge to open.

The hon. Member for Richmond Park (Sarah Olney) asked about the prior information notice that was issued by Hammersmith and Fulham. That PIN was issued on 25 May, with a deadline of 10 June. It was then extended to 15 June. Meetings with interested parties are taking place over the next few weeks to gauge interest and to seek feedback on the proposals. This is a crucial step in the process, and in developing an understanding of the market’s appetite and of the options being considered by the London Borough of Hammersmith and Fulham.

On the timelines, since the establishment of the Hammersmith bridge taskforce, the project has made significant progress. Thanks to Government funding—some £4 million was provided on 31 October 2020—the bridge was able to reopen on 17 July 2021, albeit on a limited and controlled basis, to pedestrians, cyclists and river traffic. The next stage of the project—reopening the bridge to motor vehicles—is under development by the London Borough of Hammersmith and Fulham. Providing a schedule for full reopening is part of the development process. Whether to impose tolls is a decision for the London Borough of Hammersmith and Fulham. We expect the borough to engage with residents as it deems appropriate, so that it can understand any implications, as the hon. Member for Richmond Park set out.

[Sarah Olney]

Can the Minister bring any influence to bear on her colleague in the other place, Baroness Vere, so that she reconvenes a taskforce that will enable the whole issue of tolls to be properly, widely and publicly discussed with the relevant stakeholders?

[Trudy Harrison]

I will now set out exactly what is happening. Much good progress is being made. Following the complete closure of the bridge in 2020, the Department for Transport provided £4 million of taxpayers’ money, which enabled a comprehensive investigation of the overall structure and condition of the bridge. Through that investment, we had pretty much world-leading engineers working to develop a complete picture of the issues facing the bridge. Those works determined that the bridge was in a better condition, thankfully, than first thought, and that led directly to the bridge reopening, albeit on a temporary and controlled basis to pedestrians, cyclists and river traffic.

Industrial Action on the Railway

Sarah Olney Excerpts

Monday 20th June 2022 Commons Chamber

[Grant Shapps]

My hon. Friend is right. These strikes will cost the railways a lot. They will particularly cost people who are unable to travel—particularly the lowest paid, because they often have jobs to which people still have to physically turn up. There is probably not a sector that will suffer more than the hospitality sector. Just as this country is recovering from covid, it is completely unforgiveable of the unions to call their members out on strike when they are doing so artificially and without good cause, while negotiations are still continuing, and on the false prospectus of there not being pay rises when there were always going to be pay rises.

[Sarah Olney (Richmond Park) (LD)]

The Secretary of State has mentioned on a number of occasions the various different people who will be seriously impacted by the strike: the exam students; those with medical appointments; and many, many others. Given that he insists that there was nothing that he could possibly have done to avert this strike, can he tell us instead what conversations he has had with the NHS, with education leaders and with others to understand what his Department can do to help health and education staff get to work for the rest of this week to support their critical industry?

[Grant Shapps]

I am grateful to the hon. Lady for her question and, indeed, for her vote as well. When this House voted last week with a 278 majority condemning the strikes, I believe that she and her party were in the Lobby putting their position clearly on the record, unlike the Official Opposition.

On those discussions with the NHS, with teachers and the rest, I am engaged with the Civil Contingencies Secretariat, which is the part of Government that co-ordinates with me and fellow Secretaries of State across Government to try, as far as possible, to ease some of the strains and stresses that will come. For example, in the case of exams where people may turn up late, we have been working with the exam authorities. However, there is no magic solution. There are 2,500 stations in this country and more than 20,000 miles of track. The fact is that, if they are closed down as the unions are doing, many people will suffer.

Transport

Sarah Olney Excerpts

Thursday 19th May 2022 Commons Chamber

[Sarah Olney (Richmond Park) (LD)]

It is a real pleasure to contribute to this transport debate, because transport is so central to so many of the challenges facing us as a country, from net zero to levelling up. It is even central to the cost of living crisis, because the Prime Minister seems to want us to use our bus services as a refuge from unaffordable fuel bills.

For me, the most important issue that transport needs to tackle is decarbonisation. Local communities right across the country need better transport options that are not only greener, but more accessible, reliable and affordable. We need more and cleaner buses. I am delighted that two of our main bus routes in Richmond Park, the 65 and the 371, are now electric, which will have a positive impact on the air quality in both Kingston and Richmond—not only that, passengers can plug in their phone, which is a real win.

The Government need to go a lot further with their transport decarbonisation strategy. They have pledged £27 billion on new or upgraded roads, and a raft of ambitious goals and targets for phasing our carbon-emitting vehicles, but there is a distinct lack of detail in how those targets will be delivered.

I echo the comments of the hon. Members for Newbury (Laura Farris) and for Erith and Thamesmead (Abena Oppong-Asare) about the Elizabeth line and how marvellous it is that it has been opened, but there have been delays and extra costs. We need to leverage not just the opportunity that that extra connectivity offers to London and the south-east, but the opportunity to learn lessons from what went wrong on the Crossrail project and apply them to some of the other big transport infrastructure projects across the country. HS2, for example, has huge potential as an engine for economic growth across the north and the midlands, but it is so disappointing to see the scrapping of the Leeds leg, because that diminishes the opportunity to deliver on the Government’s levelling-up agenda.

As we are investing in new rail across the country, the Government should focus on accessibility and step-free access for passengers of reduced mobility. It is such an important issue. While we are building those railways and investing in new track and carriages, we should build in that accessibility at the very start. I also want to renew my call for more tactile paving across the network for the partially sighted. We have seen some horrific cases in London of blind people falling off the platform, leading to a number of deaths, because there was no tactile paving.

I am really pleased to see that the planning application has gone in for lifts at Barnes station under the Access for All programme. That will make a huge difference to the ability of people with limited mobility to use the station, but it must be said that more than 40% of stations across the UK do not offer that step-free access, and that needs to be addressed.

Following on from what the hon. Member for Putney (Fleur Anderson) said, may I just mention Hammersmith bridge for my constituents living in Barnes? I want to see the Department engaging with Hammersmith and Fulham on the funding for the strengthening of the bridge. I know the business case is in preparation, but I urge the Department to do everything it possibly can to support that work, because my constituents really, really need it. The Government also need to think about a strategic plan for bridges right across the country. When there is the sort of catastrophic failure that we have seen in Hammersmith, it is too much for a single local authority to fund.

Quickly on rickshaws, I would welcome an opportunity to meet the Minister to talk about legislation for the regulation of rickshaws. The hon. Member for Cities of London and Westminster (Nickie Aiken) brought forward legislation in the last Session on this matter. It could be a real game changer for those in my constituency and elsewhere in London and other cities who cannot access active travel in the same way. It could be an interesting opportunity and I would welcome the chance to take that forward. Transport for London needs a sustainable funding package, so that it can invest for the long term in projects such as those on Hammersmith bridge and on rickshaws.

I do not want to forget rural areas. We talk a lot about urban areas and solutions for urban areas, but too many rural areas are still very dependent on cars. In the south-west, for example, the cost of diesel is 0.5% higher than the national average, which really disadvantages people in places such as Devon when using their cars.

Finally, may I mention electric vehicles? We need to expand opportunities for charging and to think about a temporary reduction of VAT on electric vehicles to encourage take-up. The hon. Member for Erith and Thamesmead made a great case for investing in electric vehicle charging points, but if we want to accelerate the uptake of electric vehicles, we urgently need to consider making the price more attractive.

Smart Road Pricing

Sarah Olney Excerpts

Wednesday 9th March 2022 Westminster Hall

[Sarah Olney (Richmond Park) (LD)]

It is a pleasure to serve under your chairmanship, Sir Charles. I welcome this debate and congratulate the hon. Member for Carshalton and Wallington (Elliot Colburn) on securing it. He will be interested to know that the Liberal Democrat leader of Sutton Borough Council would agree with many of the points he has raised. She wrote to the Mayor recently about this issue, highlighting the points raised by the hon. Member for Carshalton and Wallington about the lack of public transport in Sutton and how that needs to be addressed before further plans for road pricing can be progressed.

The hon. Gentleman’s constituency and mine face many of the same issues. My constituency also lies in the suburban outskirts of London and has relatively high car usage. I certainly sympathise with some of his remarks and concerns about taxes imposed on car users. My constituents also have reservations about the ultra low emission zone, which has been in place since late October and cuts right through the middle of my constituency. I welcome any move to improve air quality, but it has created issues by cutting people off from essential services such as Mortlake crematorium and Townmead recycling centre.

Despite my reservations about the arbitrary boundary divisions of the ULEZ, I firmly believe that action needs to be taken to dissuade car usage. I am strong advocate for the implementation of a simpler, fairer and more sustainable road pricing solution. London is extremely congested, our air quality is poor, and current levels of car usage cannot be maintained if we are to achieve our net zero goals. A report published by the Greater London Authority earlier this year found that car traffic must reduce by at least 27% across the capital, in order to achieve net zero by 2030.

There is a cross-party consensus that some kind of road pricing scheme that charges motorists on a per-mile basis would be beneficial, especially in London. It now seems inevitable that such a scheme will be implemented in due course. Current taxes on fuel and vehicle ownership will raise nearly £37 billion this year, but those revenues will dwindle as fossil fuels are replaced by zero-emission alternatives. The need for change is pressing if the Government are to retain current levels of tax revenue while also reducing toxic air pollution and cutting congestion.

The majority of road users would be set to benefit financially from smart road pricing. Those who are not high mileage users would bear only a small cost if other road charges and vehicle excise duty were removed.

[Dr Dan Poulter (Central Suffolk and North Ipswich) (Con)]

The hon. Member is making some good points about London, but I urge her to think about the solution recommended by the Transport Committee that this should be at national level. Certainly, those people who live in rural communities and counties outside metropolitan areas could be very adversely affected by per-mile road pricing. It could, in fact, put people out of work; it could affect the ability of families to take their children to school and all sorts of other issues. I urge her to look at that and consider it in the suggestions and remarks she makes to the Minister.

[Sarah Olney]

The hon. Member raises an important point. What we are trying to achieve is a certain amount of equity. He is absolutely right about the contrast between rural and urban car usage and ownership. Although my remarks focus on what might be best for my constituents, I accept that it would be an entirely different matter in his part of the country. Per-mile road usage charging may not be the most equitable solution across the country. Certainly, for my constituents, a per-mile scheme would mean less cost than now in terms of the taxes they pay on petrol and vehicle excise duty.

Polling undertaken by YouGov for the Institution of Civil Engineers in 2019 suggested that a pay-as-you-go model of road pricing has popular support—47% of British adults stated that they would support a pay-as-you-go model if it replaced both vehicle excise duty and fuel duty, and just 23% opposed. For those living in urban areas, the first means of transport should automatically be public transport but, presently, in constituencies such as Richmond Park, and Carshalton and Wallington, public transport is both underfunded and unreliable.

It is not right that those who use cars simply because they have no other practical way of getting around should face large increases in taxes. Any new road pricing scheme must also be matched with adequate investment in public transport. In London, that begins with a long-term funding settlement for Transport for London. Constituencies on the outskirts of London require a central London-style public transport system that allows my constituents and others to travel across the borough and between neighbouring boroughs easily and quickly, in order to decrease car usage.

In addition to public transport options being made available, they must also be accessible and affordable. This month, the Government have increased rail fares by 3.8%, with another increase set for July. The Liberal Democrats have proposed to scrap this rail fare increase and to further implement a five-year freeze on fares to encourage people in urban areas out of cars and on to trains. If residents in urban areas are properly supported to reduce car usage through increased availability of affordable public transport, a smart road pricing scheme can offer a fair alternative to current vehicle and fuel duties. Such a scheme will be coming in some form. In principle, I think we can all agree it is necessary.

The conversation must now focus on how we can best support our constituents to reduce car usage and to ensure that the design of any road pricing scheme is given adequate consideration. Consultation must be undertaken with key stakeholders to avoid unfairly disadvantaging car users with no other practical means of transportation.

[Gareth Bacon (Orpington) (Con)]

It is a pleasure to serve under your chairmanship, Sir Charles. I thank my hon. Friend the Member for Carshalton and Wallington (Elliot Colburn) for securing this important and increasingly topical debate.

Finding new ways to justify charging motorists to drive their cars is becoming increasingly fashionable among certain politicians in this country, especially in London. Just last week, the Mayor of London, Sadiq Khan, announced a consultation on expanding the ultra low emission zone to the Greater London boundary. He claims, of course, that it is to do with air quality and congestion, but it is not.

I am holding up a map taken from Transport for London’s website at the time when it was investigating setting up the ultra low emission zone. There is a colour code. Yellow is the legal limit for air pollution in London. The worse the air gets, the redder or more orange the map gets; the better the air gets, the bluer or greener it gets. As hon. Members can see, bad air quality is located in central London, around Heathrow airport and on some of the trunk roads into and out of those areas. There is not bad air quality outside the North and South Circulars or in outer London.

The expansion of the zone is actually about raising revenue—not surprising, given the financial mess that Transport for London is in. It is true, of course, that the pandemic hurt Transport for London grievously, and it would not be sensible to deny that. However, a catalogue of blunders preceded the pandemic, such as the unaffordable fares freeze, which, by its own calculation, cost Transport for London at least £640 million although likely much more. There was the failure to maximise the commercial revenue for Transport for London and of course the complete mess that Sadiq Khan made on the oversight of Crossrail. The Mayor’s TfL business plan was predicated and extremely reliant on the revenue that Crossrail was going to deliver if it was on time and on budget. But thanks to the Mayor’s failure to adequately scrutinise Crossrail despite his role as chairman of Transport for London, which is the overseeing body, TfL is now short of billions of pounds of fares revenue that it would otherwise have raised.

Expanding the ultra low emission zone to the Greater London boundary will have shattering consequences for people living in outer London. It will cost the owner of an older vehicle who uses it every day £4,500, even before they have paid for fuel or road tax. That will hit everybody, of course, but the poorest Londoners—those less able to replace their vehicles—will be hit hardest.

[Sarah Olney]

I just want to challenge the hon. Gentleman on the point that the charge will hit everybody. Obviously, I have experience of ULEZ coming into my constituency. It applies only to diesel vehicles and petrol vehicles over a certain age. I was worried about the impact, but I have to say that the number of people actually affected has been much less than I thought.

[Gareth Bacon]

The hon. Lady is correct. The charge will hit petrol vehicles registered in 2006 or before; as I just said, poorer Londoners will own those. It will hit diesel vehicles registered in 2014 or before. A car registered in 2014 is not particularly old. I had a diesel vehicle that was registered in 2012, which I got rid of the minute Sadiq Khan was elected Mayor of London. I knew that the charge was coming, that it would be unaffordable and that there would soon be no second-hand market for the vehicle. I was fortunate enough to be able to afford a newer car, but many people in London will not be able to, and the charge will hit them. The point that I have made using the map in my hand is that the charge will be hitting them completely unnecessarily.

There will be a devastating hit on an economy struggling to recover from the pandemic—for no reason. This is the thin end of the wedge. We know that Sadiq Khan’s ultimate ambition is to introduce road pricing in London. He has not hidden that. The letter to every London MP accompanying the announcement of the ultra low emission zone actually said that his ultimate objective was to replace all forms of charge in London with a road pricing scheme. The Mayor’s transport strategy of 2018 says that he will give consideration to the development of

“the next generation of road user charging systems. These could replace schemes such as the Congestion Charge, Low Emission Zone and Ultra Low Emission Zone. More sophisticated road user charging…could be used to contribute to the achievement of the policies and proposals in this strategy…to help reduce congestion on the road network and support efficient traffic movement. In doing so, the Mayor will consider the appropriate technology for any future schemes, and the potential for a future scheme that reflects distance, time, emissions, road danger and other factors in an integrated way.”

In the same document, which is revealing of the Mayor’s thinking, he says that people need to address

“the fundamentally inadequate and unfair way in which road use is paid for in London, with motorists paying too little, and in effect being subsidised by public transport fare payers. Measures such as road user charging (where appropriate), land value capture and the devolution of financial powers to local level are essential to delivering an efficient and fair funding system.”

I want to concentrate on the claim that motorists are subsidised by public transport users. That claim simply does not stack up. Setting aside the fact that most Londoners use a mixture of travel modes and cannot easily be categorised as motorist, pedestrian or cyclist, it is notable that at the time at which the strategy was launched, the Transport for London annual bus subsidy amounted to £722 million and, in addition, Transport for London provided in excess of £318 million for concessionary travel across its network, taking the level of publicly funded subsidy to well over £1 billion per annum. By contrast, London’s 2.6 million drivers were collectively paying £1.9 billion in motoring taxes, so I do not see how the Mayor can make the claim that motorists are being subsidised by public transport users. It is actually very much the reverse.

For many people, driving represents freedom. We should not be sanguine about the state seeking to undermine people’s ability to get into their own car and drive directly to wherever they want to go. Owning or having access to a car can significantly increase an individual’s travel opportunities, but road pricing is a policy that seeks to curb, undermine or remove that.

I would like to make a further point regarding freedom and it touches on a point that my hon. Friend the Member for Carshalton and Wallington made in his introductory remarks. The technology required to make this form of road pricing work would almost inevitably have to include some form of global navigation satellite system technology. In other words, there would have to be in every vehicle a black box that would be capable of identifying exactly where each car had been located at any given time. That creates both practical and civil liberties considerations.

In practical terms, there is the question of how the technology would be imposed on those driving in London—if indeed we are talking about road pricing solely in London. Currently, some British motorists choose to install a black box in order to get cheaper car insurance, but a situation in which the technology was mandatory would be very different. How would the Mayor ensure that anyone who wished to drive in London had a black box in their car? Londoners drive around London, but people from outside London also drive across the Greater London boundary, so how would that work? Trying to introduce road pricing in Greater London alone, rather than in the whole of the UK, would be, as has been touched on by colleagues, fraught with difficulties for that very reason. In terms of civil liberties, many people would be very uncomfortable with the idea that the state might be able to track their every move via their car. As yet, that issue has not been addressed by anyone advocating any form of road pricing.

Therefore there are significant economic, practical and civil liberties problems with this idea, but it is the impact on people’s everyday lives that merits the highest consideration. If Sadiq Khan tries to force Londoners out of their cars by increasing the cost of driving, he will inevitably catch those who have little choice but to drive. Even if there are exemptions for specific individuals —for example, blue badge holders—there will still be ordinary Londoners who need to drive but can no longer afford to do so. For a great many of my constituents, in common with those of the hon. Member for Richmond Park (Sarah Olney) and of my hon. Friend the Member for Carshalton and Wallington, a car is an essential feature of their everyday lives, not least because there are few genuine alternatives for many journeys. In much of outer London and particularly in south London, the choice for those using public transport is the train or the bus. Trains are mostly a radial option; they are very useful for travelling into central London, but they are of little use if people want to make an orbital journey. Buses are much more useful for orbital journeys, but by their very nature, they are both relatively slow and often indirect. Many Londoners feel that their car is their best option for journeying outside London. That is particularly the case when the public transport alternative would involve travelling into central London and then out again. Road pricing, even if applied only to the London-based section of a journey, would increase the cost of those journeys without doing anything to improve them.

In conclusion, it is not a surprise that the current Mayor of London would prefer to squeeze more money out of Londoners and, ideally, outer Londoners, who are less likely to vote for him. Nor is it a surprise that he should seek to dress this cash grab up with high-minded justifications about air quality and emissions. Such a policy is fraught with difficulties and has so many downsides that it should be a non-starter, but if the Mayor of London decides to proceed with expanding the ultra low emission zone or, worse, introduce per-mile road charging, the Government should step in and stop him.

Electric Vehicles: Transition by 2030

Sarah Olney Excerpts

Thursday 9th December 2021 Westminster Hall

[Wera Hobhouse (Bath) (LD)]

I beg to move,

That this House has considered the matter of support for the UK’s transition to electric vehicles by 2030.

It is a pleasure to serve with you in the Chair, Mr Twigg. I thank the Backbench Business Committee for granting the debate and all those colleagues across the House who supported the application for it. The topic has attracted a lot of interest, as demonstrated by the many emails I have received from a wide range of organisations, including the Institution of Civil Engineers, the Society of Motor Manufacturers and Traders, Imperial College London, UKHospitality, Energy UK and the British Vehicle Rental and Leasing Association. I also place on the record the report of the Select Committee on Transport, “Zero emission vehicles”, from July this year, and the Government’s response to it.

I welcome the Government’s deadline for the end of selling new petrol and diesel vehicles by 2030.

[Sarah Olney (Richmond Park) (LD)]

I congratulate my hon. Friend on securing the debate, and she is making an excellent speech. Does she agree that, since battery production is limited by the availability of lithium, the switch to electric vehicles will not be accessible or affordable to everyone who owns a petrol or diesel car, and that consequently the Government need to invest much more in alternatives to private car use? Does she further agree that, as a start, the Department for Transport should swiftly agree terms with Transport for London for a medium to long-term funding solution that will allow it to be financially self-sufficient?

[Wera Hobhouse]

Today, we are talking about electric vehicles as part of the transition to net zero, but I totally agree that modal shift to other and alternative forms of transport is required, including for public health reasons. During lockdown, many people found that walking or cycling, if they could, was a far more pleasant experience than sitting in a car, yet the large number of cars on our roads makes such modes of transport unsafe and keeps many people from looking into alternatives.

Imperial College got in touch with me, as I mentioned, to tell me that it is leading research into alternatives to lithium use in batteries. I cannot remember what it was—perhaps something like sodium. I encourage my hon. Friend and any Member interested in the subject to get in touch with the research team at Imperial College to find out more.

The cut-off point of 2030 in the UK and countries across Europe sends an unambiguous signal of change. Petrol and diesel, made from fossil fuel, are on the way out, for the simple reason that we must limit global warming to 1.5° C as soon as possible and by 2050 at the latest. There is no plan B. The transition from petrol and diesel-powered vehicles to vehicles powered by electricity is already happening. We are here today to raise the main issues we need to deal with to ensure the success of the transition. We have nine years from today to complete the transition—only a short time.

Like other Members present in the Chamber, I have made that leap and got my first EV. Like others, I believe that I am in a good place to contribute to the debate and to steer Government into making good policy choices for the next nine years, rather than not so good ones. To get the transition right, parliamentarians and Ministers must make informed choices, anticipating the consequences of our choices and welcoming scrutiny from outside and inside Parliament.

In the big debate on how to get to net zero, the Government have too often defended their inaction by saying that it is for the markets to make the transition work. I agree that Government do not have to deliver all the changes and investment, but they do have a crucial role to play in setting the right policy frameworks, from which the market and the private sector will take their cues.

While there is progress in EV uptake, substantial barriers remain, many of which have already been raised in Parliament. They include the high purchase price of EVs, the lack of charging points, and the fear of being caught short while travelling. They all act as a constraint and delay on the transition, with many people continuing with petrol and diesel vehicles. However, time is short, so today I want to dig down to address the structural problems that result in those barriers and delays.

The UK is actually in a good place to make the transition to net zero, and the transition to EVs makes sense only if they use zero-carbon electricity. As long as half of our electricity is made by burning gas, why should consumers switch to something that, from their point of view, is expensive, complicated and full of uncertainties? The consumer association Which? has found that just two in five drivers currently signal some intent to buy an EV. That must change. The first principle must be that all our electric power is made from renewables. That would be a big incentive to consumers to make the switch and take on the inconvenience, because they want to know that they are doing the right thing. It would be a terrible failing of Government if the people who commit to going electric find that their carbon footprint is nearly as bad as it was with their petrol or diesel vehicle.

Compared with many EU countries, Britain is wonderfully placed to produce power from wind and waves, but we need to upscale those technologies considerably. In 20 years, all our power—in fact, more than we need—could and should come from renewable energy. The Government must make that their first priority—no ifs, no buts. Renewable energy, and wind power in particular, needs to be 10 times larger by 2030. Will we be able to power all our EVs from renewables in 2030? The answer is a resounding yes.

Let me move to the challenges. Upscaling renewables has challenges, not least in upskilling the workforce to take up the new net zero jobs while those in the fossil fuel industries are going. That needs forward planning and co-operation with our higher and further education sectors. The upskilling of the workforce will include new jobs in the automotive industry and battery gigafactories. Further education colleges are open to and ready for the challenge, but the Government need to invest in vocational training courses at all levels.

The next challenge—it is a big one—is the national electricity grid. Increased production of electricity—probably at least threefold—will require power cables big enough to take the increased load. Our national grid was built decades ago for much lower electricity usage. Obviously, that problem is now owned by a private company. I leave solving that problem to the governing party that privatised it.

The national grid is a strategic network of cables bringing enough electricity to the edges of cities and towns, and then to the array of substations that feed streets in each community. A threefold increase in electricity usage is anticipated, with domestic demand increasing as gas is replaced by electric heating and cooking as well as EV charging, if that is done from home. In most cases, the existing 63 amps and 100 amps ratings should be sufficient; the real problem is in the grid. Every home will be using more electricity, but the grid will overload if too many homes are taking close to the maximum power. There is no hiding from the reality of the big investment needed in our national grid for the laying of big, new cables, building new substations and upgrading existing substations for the increased load.

The wait for grid investment is the single biggest delay factor in rolling out EV charging. The Society of Motor Manufacturers and Traders has undertaken analysis showing that between 689,000 and 2.3 million public chargers are required. I will go further. The Transport Committee has recommended that the planning Bill should

“make public charge point provision a requirement of local plans”

and that the electricity network must be assessed for weak spots. In 10 years, most vehicles on the roads will be EVs, and in 20 years nearly all of them will be, so when we put in new grid infrastructure, it needs to be enough for every car in the future, not just for those that are on the road now. It is disappointing that the Government have only partially accepted the recommendations of the Transport Committee, meaning that we will have to fight for every penny, that investment in the grid will come later rather than sooner, and that we are always going to be behind the curve. We need to plan ahead.

The biggest concern for current EV owners, some of whom are in this room, and future owners is how to charge their vehicles. Let me deal with home or near-home charging first. Imagine two different homes: the first is a home with its own off-street parking, and the second is a home with a pavement or more between it and its parking space, especially terraced housing or flats. In the first example, the charging can be done by the owner from their own electric supply; in the second example, the owner needs to use a supply offered by the local council, which in most cases owns the pavement and the road. We need a complete solution for both. It is obvious that for the home with its own off-street parking, the charging solution is in the hands of the owner: the Government do not need to get involved unless they want to subsidise the equipment. However, homes without off-street parking require Government and especially local government to play a key role.

As has been said by the Transport Committee and many others, the variation in EV charging prices is a problem. The price of electricity is about 20p per kilowatt for charging from the home. I believe that the price for the second group of owners who need on-street charging should be almost the same, but the current prices usually range from 30p to 40p per kilowatt. That is not acceptable: it is discriminatory against many of the people who need the most help and encouragement to move to electric vehicles. For us to achieve 20p per kilowatt for street or car parking charging, it will need to be run as a not-for-profit public service. That is the role of the local authority, but it will need funding, investment, and the full co-operation of National Grid.

On a positive note, providing that service will bring out the best in local government through decisions and actions taken in close consultation with, and with the assent of, the local communities that they serve. Councils up and down the country have declared a climate emergency and have committed to net zero by 2030. My own council of Bath and North East Somerset is fully committed to deliver a big roll-out of EV charging, but it cannot because the grid capacity is not there. I am delighted that the Society of Motor Manufacturers and Traders agrees that we need

“A national strategic plan delivered locally to uplift the number of chargepoints and ensure the right type of chargers are in the right places.”

In my own city of Bath, there are cars parked bumper to bumper on residential streets. In 10 years, every single parking space should have a charge point, a little bit like the old car parking meters we once had. There should still be some connections there. Let us put in this infrastructure all at the same time, at much better value for the taxpayer, rather than doing it piecemeal.

The final piece of the jigsaw for EV charging is away-from-home charging. How easy could it be to convert the current network of petrol stations to fast-charging hubs? Yes, it takes an hour or even a bit more to charge fast, but combined with a meal or a snack, it could be perfect. Once again, there will be the need for substantial investment in the grid, as fast charging uses a lot of electricity very quickly. I had a meeting with representatives of the Highways Agency a couple of years ago when they were planning for a new highways network. I asked them about planning for the laying of big cables, but they said that that was not the Highways Agency’s responsibility. I could not believe it: if we are planning to build new roads, we should surely bear in mind the fact that the cars on those roads will be electric and will need charging. If everyone knew that they could pull up into what used to be a petrol station and is now a fast EV charging station, the fear of being on the side of the motorway with a dead battery would disappear.

The Transport Committee has already begun scrutiny of the Government’s Project Rapid, their £950 million charging fund for strategic sites. It is clear that the levels of ambition and funding are well below what is needed. To use a driving metaphor, we need to be driving this transition at 70 mph and not going along at a pedestrian pace. The Liberal Democrats pledged a financial investment of £100 billion during this Parliament for the transition to net zero. We are way off that mark.

In conclusion, by 2030 we can become a country where fossil fuels are no longer used for private transport. To do that requires political leadership. That we need alternatives to car use, as my hon. Friend the Member for Richmond Park (Sarah Olney) points out, and to bring in modal shifts and societal change away from our dependency on cars in addition to the EV transition, goes without saying. There is no planet B. Let us speed up and deliver the change.

Transport for the North

Sarah Olney Excerpts

Wednesday 24th November 2021 Commons Chamber

[Madam Deputy Speaker (Dame Eleanor Laing)]

Order. Can I make it clear to those who are gesturing while sitting down that I have called to ask questions several people who were not here at the very beginning of the Minister’s response to the urgent question? I should explain to the Chamber that I have been very lenient today because I am aware that the Annunciator was not changed until several—[Interruption.] No, the right hon. Member for North Durham (Mr Jones) must not dissent from what I am saying. It is a very simple explanation of why I am being kind and considerate to the Chamber.

I could stop and say that the moment the Minister gets to his feet, anyone who is not in the Chamber at that moment is not allowed to utter a word, but in my judgment that would mean that neither the Minister was properly questioned nor the Government held to account on this important matter. On this occasion, the monitor was not changed, this part of business started early and several people were taking part in an important event with Mr Speaker downstairs. I have therefore been lenient, because I think it is more important, when there is a matter of judgment, to come down on the side of giving colleagues the opportunity to ask their questions and to hold the Government to account. That is my judgment and why I have done this, and it ought not to be questioned.

[Sarah Olney (Richmond Park) (LD)]

Both today and last week when Ministers talked about the scrapping of the eastern leg of HS2, they have talked a lot about improving journey times, but we all know that one of the reasons for doing HS2 and Northern Powerhouse Rail was, above all, to improve connectivity and capacity. Can the Minister explain how the new integrated rail plan and today’s announcement about Transport for the North are going to increase capacity and connectivity, and will this reduce fares to encourage more people to stop using their cars and get on to trains?

[Andrew Stephenson]

I thank the hon. Lady for her question. As set out in the integrated rail plan, on many of these key routes we are doubling or trebling capacity. I also want to be clear, on the eastern leg, that we have committed and funded through the integrated rail plan to build a first phase from the west midlands to the east midlands, and there is now £100 million for further work to look at the best way to get HS2 trains from there through to Leeds. For the time being, therefore, the plans to build the full eastern leg remain as they are. No safeguarding has been lifted, and that is something that will be changed only after we have the outcome of the study.