Simon Lightwood MP: speeches

Speeches

• 26 Mar 2026 · Driving Test Waiting Times · Hansard source

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  It is absolute nonsense from the Opposition. Let me tell the House what this Government have done compared with the complete inaction of the previous Government. We are changing the booking service to allow only learner drivers to book and manage their tests. We are introducing a limit on the number of times that learner drivers can move or swap their test to twice, and are making use of the Ministry of Defence to drive up the number of tests available.

• 26 Mar 2026 · Driving Test Waiting Times · Hansard source

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  The DVSA continues its recruitment campaigns for new driving examiners. Examiner capacity is rising, with 1,556 full-time equivalent examiners in post as of February 2026—that is an increase of 108 when compared with the number of driving examiners in February 2025. DVSA has also had difficulty in retaining experienced driving examiners, some of whom retire or leave the DVSA for other roles. We are encouraging them to stay, with exceptional payments of £5,000 to examiners in eligible roles, divided into two payments over the next 12 months.

• 26 Mar 2026 · Driving Test Waiting Times · Hansard source

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  I continue to be flabbergasted by the comments from the Opposition. Let me just remind the House once again that the National Audit Office reported in December that the Department for Transport had had “limited involvement” in helping the DVSA tackle its waiting time backlog “up to mid-2024” and that “DfT largely left DVSA to try and resolve the issue”. The DVSA conducted more tests in December 2025 than during any December in the last 20 years.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  Under this Government, all councils must publish a statement on their website so that all local people can hold them to account on exactly how they are spending their money. Let me share an interesting fact with the House: Reform came out by far the worst in our recent RAG—red, amber, green—rating exercise, with a massive 25% of Reform-led councils rated “red”.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  By the end of this Parliament, we will have almost doubled the amount of money going to local authorities to tackle the pothole plague that we inherited from the previous Government. Of course, elements of that are incentives, so if local authorities do not follow the prescribed best practice, they will not receive all that incentive funding.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  That is exactly why this Government are putting record funding into tackling potholes—so that we can finally turn the tide on having to refill the same potholes time and again. With that long-term funding, councils can now finally turn the corner and prevent those potholes from forming in the first place.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  We are almost doubling the amount of money going to local highways maintenance to turn the tide. That is why a massive percentage of the road investment strategy—something like £8.5 billion—is going on repairing and renewing our strategic road network.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  I am afraid that I do not recognise the hon. Gentleman’s numbers. Capital funding for highways maintenance has not been cut in Wokingham. Wokingham borough council is eligible to receive £28.9 million over the next four years as part of the £7.3 billion investment. That represents a clear year-on-year increase from 2024-25 to 2025-26, with funding due to continue to increase over the next four years.

• 26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source

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  This Labour Government are providing £7.3 billion for highways maintenance over four years, doubling the funding provided by the previous Government by the end of this Parliament. Our long-term funding approach is already reaping results, with 15% more pothole prevention works carried out in 2025 compared with 2024. Effectiveness is monitored through annual transparency reports, incentive funding requirements and the new traffic light ratings system, ensuring that funding is used to deliver lasting, visible improvements for road users.

• 17 Mar 2026 · Croydon Area Remodelling Scheme · Hansard source

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  It is a pleasure as always to see you in the Chair, Dr Huq. I am grateful to my hon. Friend the Member for Croydon East (Natasha Irons) for securing this important debate, and I recognise her tireless advocacy on behalf of her constituents and rail passengers across the region. I also thank my hon. Friend the Member for Crawley (Peter Lamb) for his contribution. I commend the collaboration among local partners, councils, industry and residents in making the case for improvements on the Brighton main line. The BML is a vital artery that connects the south-east with the heart of London, carrying millions of passengers every year. It is a lifeline for commuters, visitors and businesses, and provides a direct rail connection to Gatwick airport. East Croydon station, in the constituency of my hon. Friend the Member for Croydon East, serves as a major transport hub, linking services across Sussex, Surrey and the London Tramlink network. The line facilitates billions of pounds in economic activity every year, supporting the growth of businesses and helping communities to remain connected. The line’s importance is reflected in the significant investment it has received in recent years. The £7 billion Thameslink programme transformed north-south travel through London, delivering faster, more frequent and more reliable journeys for passengers. It introduced a new fleet of class 700 trains on the Brighton main line, significantly increasing onboard capacity. Given the modern technology used in those trains, there have been improvements in service reliability right across the Brighton main line and the wider Thameslink network. Major stations such as London Blackfriars and London Bridge were completely rebuilt as part of the programme, and a vital interchange with the Elizabeth line was created at Farringdon. Through the major hub of East Croydon station, the Thameslink programme established new direct connections to destinations such as Peterborough and Cambridge. More than £250 million was recently invested in upgrading Gatwick Airport station, delivering a more accessible concourse, doubling the space for passengers and improving the reliability of trains calling at the station. For too many years, Gatwick Airport station had impacted services along the Brighton main line due to the extended time that passengers needed to board and alight trains. Following platform widening and track remodelling, passengers can now board more quickly, which reduces delays and cuts journey times between Brighton and London by up to five minutes, and improves performance and reliability overall. It has also reduced knock-on delays further up and down the line. I hope my hon. Friend and her constituents have started to see the direct benefits of those interventions at Gatwick, be it in the efficiency of the train service or the ease with which they can start their holiday journeys. Before the pandemic, the Croydon area remodelling scheme was rightly identified as a way to address overcrowding, increase capacity and improve the reliability of the Brighton main line. As my hon. Friend outlined, the complex junction at Selhurst—often referred to as the Croydon bottleneck—alongside the challenging operation of East Croydon and Norwood Junction stations, places significant constraints on the capacity and smooth operation of the network. CARS was developed to address those challenges through extensive remodelling of the tracks and rail junctions north of East Croydon station. The programme also included plans for the redevelopment of East Croydon and Norwood Junction stations. At the time, Network Rail estimated that the scheme would take more than 10 years to deliver and would cost about £2.9 billion. Delivery would also require substantial disruption for passengers travelling along the Brighton main line. As we know, the covid-19 pandemic changed travel patterns, created uncertainty about future demand and placed considerable pressures on public finances. In response, the previous Government took the decision to cancel the scheme at the 2021 spending review, although regrettably that decision was never actually formally communicated to stakeholders. No further development work has taken place on CARS since then. On 8 July 2025, the Secretary of State updated Parliament on rail infrastructure scheme progress following the 2025 spending review. As my hon. Friend is aware, CARS was not allocated funding. The Government are committed to delivering infrastructure that offers the greatest benefit to passengers and the wider economy as quickly as possible and within a fully funded, deliverable programme. Given limited funding for rail enhancement projects and the significant recent investment already made on the line, including through Thameslink and Gatwick, the difficult decision was taken not to prioritise CARS at this stage. I recognise that, despite those investments, my hon. Friend and other Members who represent constituencies along the Brighton main line will continue to make the case for investment. The next spending review, due in 2027, will be an important opportunity to make the case for future investment. The Government look forward to working with my hon. Friend and other BML stakeholders in developing that case. I again thank my hon. Friend for securing the debate and for her commitment to championing improvements for rail passengers across her constituency and the wider region. I understand the disappointment that she and other stakeholders expressed following the outcome of the spending review last year. Although difficult decisions have been necessary, the Government recognise the long-term benefits of the Croydon area remodelling scheme. We will continue to work constructively with industry partners, local authorities and stakeholders as we consider future opportunities to improve capacity and performance on this vital route. The case that my hon. Friend has set out today and on many previous occasions will remain an important part of the discussions as we look to the future. I am sure the Rail Minister looks forward to continuing that engagement and ensuring that the Brighton main line remains a reliable, high-performing railway that supports passengers, communities and economic growth for years to come. Question put and agreed to.

• 10 Mar 2026 · Draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026 · Hansard source

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  To pick up on the point from the Liberal Democrat spokesman, the hon. Member for Didcot and Wantage, the Government are absolutely committed to greater road safety. I am glad to see my hon. Friend the Member for Nottingham South in her place today; she steered us through the first road safety strategy in more than a decade, and it is well overdue. It was published on 7 January, and sets out our vision for a safer future on the roads for all. As part of the long-term improvements outlined in the strategy, officials are working with industry to publish clearer maintenance standards for light goods vehicles. On the effects of these vehicles on road surfaces, the overall road wear effects caused by electric vans are relatively small, because wear and tear on roads is dominated by heavy goods vehicles and buses, with a much smaller impact from vans and cars of any type. In addition, although EVs can be heavier than equivalent petrol or diesel vehicles, passenger cars have been increasing in weight on average for many years now. That trend has been driven by consumer choice and improving safety features for passengers, and many petrol and diesel cars are as heavy as EVs. On the zero emission vehicle mandate, the Government are committed to decarbonising our road transport and ensuring that the UK successfully transitions to zero emission vehicles, and the ZEV mandate is a crucial part of facilitating that transition. It sets out annual headline targets for the proportion of new zero emission cars and vans sold in the UK, starting at 10% for vans in 2024 and rising steadily to reach 70% of vans by 2030, on a pathway to 100% by 2035. Demand for zero emission vans is growing, making up nearly 10% of the market in 2025, and showing 36% year-on-year growth compared to 2024. However, the Government acknowledge that the van transition requires further support, and we offer generous grants to support up-front purchase of vans, and installations of workplace and residential chargers. On the devolved Administrations and divergence, these regulations apply in Great Britain only, as this policy area is devolved in Northern Ireland. Officials in the Department for Infrastructure in Northern Ireland have been updated on these regulations, and are currently considering the potential impact of introducing this legislation on regulatory divergence between Great Britain and Northern Ireland. They are also considering the impact of the proposals on drivers’ hours and tachograph requirements presented by the EU Commission, which mirror the changes in these regulations. I thank everyone for their time today and for their questions. This common-sense move by the Government will take the burden away from those using internal combustion vans, and ease them into the transition to zero emission vans. I commend the regulations to the Committee. Question put and agreed to.

• 10 Mar 2026 · Draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026 · Hansard source

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  I beg to move, That the Committee has considered the draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026. It is a pleasure to serve with you in the Chair, Sir Alec. We both know a thing or two about changing weight categories— [Laughter.] I could not resist. Might I say you are looking very well for it? The draft regulations will be made under powers in the Road Traffic Act 1998 and the Retained EU Law (Revocation and Reform) Act 2023. They will alter in three ways the rules that apply to zero emission vans weighing over 3.5 tonnes, up to and including 4.25 tonnes, which I will hereafter refer to as 3.5 to 4.25 tonne zero emission vans. First, 3.5 to 4.25 tonne zero emission vans will be moved from the heavy vehicle testing system into the class 7 MOT testing system. Secondly, the date of the first test will change from one year after initial registration to three years after initial registration, with annual testing thereafter. Thirdly, the regulations will move 3.5 to 4.25 tonne zero emission vans from the scope of the assimilated drivers’ hours rules into the scope of the Great Britain drivers’ hours rules. The GB drivers’ hours rules do not require the driving time to be measured using a tachograph, meaning that vans will not be required to be fitted with one. The aim of the changes is to ensure that 3.5 to 4.25 tonne zero emission vans are regulated in the same way as internal combustion engine vans that weigh over 3 tonnes, up to and including 3.5 tonnes. Domestic transport is the highest greenhouse gas-emitting sector of the economy, accounting for something like 30% of emissions in 2024. There is therefore an imperative to shift towards zero emission vehicles, particularly in the road freight sector, where the number of vans has been consistently increasing, rising by 9.5% between 2019 and 2024. At present, 3.5 to 4.25 tonne zero emission vans fall into the scope of some heavy vehicle regulations because their maximum authorised mass is over 3.5 tonnes. However, 3.5 to 4.25 tonne zero emission vans are often like-for-like replacements for internal combustion engine vans weighing under 3.5 tonnes. They may be used for the same purposes and are often visually indistinguishable. Two areas where there are currently different rules for 3.5 to 4.25 tonne zero emission vans are roadworthiness testing and drivers’ hours. These vans are required to undergo a heavy vehicle test, with a first test one year after initial registration and then annually. They are also required to follow the assimilated drivers’ hours rules. The different regulatory requirements for 3.5 to 4.25 tonne zero emission vans act as a disincentive for businesses looking to make the switch to a zero emission van. Any 3.5 to 4.25 tonne zero emission vans will be moved from within the scope of the Goods Vehicles (Plating and Testing) Regulations 1988 into the scope of the Motor Vehicles (Tests) Regulations 1981. The practical effect is to move these vans from the heavy vehicle testing system into the class 7 MOT system, and to alter the date of the first test, as already described. That will benefit operators of 3.5 to 4.25 tonne zero emission vans by allowing them to be tested at the larger network of class 7 MOT testing stations, providing greater choice for operators. The class 7 MOT is also cheaper, which, combined with the later first test, will reduce costs for businesses with 3.5 to 4.25 tonne zero emission vans. The regulations will increase the minimum tyre tread depth requirement for 3.5 to 4.25 tonne zero emission vans by amending the Road Vehicles (Construction and Use) Regulations 1986. That will ensure that they have the same requirement as other vans that undergo class 7 MOT testing. These vans will also be removed entirely from the scope of the assimilated drivers’ hours rules and will therefore fall under the GB drivers’ hours rules instead. Some 3.5 to 4.25 tonne zero emission vans may already be in scope of a limited exemption from the assimilated drivers’ hours rules, which is contained in paragraph 6 of the schedule to the Community Drivers’ Hours and Recording Equipment Regulations 2007. However, that exemption applies only to vehicles operating within a 100 km radius of their base. The regulations before us will remove that distance limit for those vans but retain it for other vehicle types currently covered by the exemption. The change in drivers’ hours rules applicable to these vans will provide greater regulatory consistency for van operators, as internal combustion engine vans weighing under 3.5 tonnes are already in scope of the GB drivers’ hours rules. The GB hours rules do not require that tachographs are used to monitor driving time, removing an additional cost currently experienced by zero emission van operators. The extra administrative burden for fleets where drivers regularly switch between different types of vans, and therefore different sets of drivers’ hours rules, is also removed by the regulations. The Government have introduced other regulatory changes to support operators of 3.5 to 4.25 tonne zero emission vans. In June 2025, regulations were introduced allowing holders of category B driving licences to drive zero emission vans up to 4.25 tonnes without any additional training. The same regulations also provided 3.5 to 4.25 tonne zero emission vans with towing allowances equivalent to those available to their lower-weight internal combustion engine counterparts. In addition, there is already an exemption from operator licensing for alternatively fuelled vans weighing up to 4.25 tonnes. Alongside measures specific to this weight class, the Government are promoting the use of zero emission vans via the zero emission vehicle mandate. The ZEV mandate sets sales targets for manufacturers of cars and vans, with a headline target for vans in 2026 of 24%, on a pathway to 100% by 2035. Greater flexibilities were added to the mandate in October 2025 to support manufacturers in reaching those targets. The Government also provide grant funding for zero emission vehicles and the installation of charge points. Vans weighing up to 4.25 tonnes are eligible for the plug-in van grant, with a maximum discount of £5,000. Ensuring that road safety is maintained after the introduction of these changes has, of course, been a key consideration during the development of the regulations. Class 7 MOT testing is already used for vans with similar dimensions to 3.5 to 4.25 tonne zero emission vans. Although these vans are heavier, they may be equipped with features, such as regenerative braking, that can support safer driving. Under the GB drivers’ hours rules, the maximum daily amount of driving is only one hour longer than the limit used under the assimilated rules. In addition, the daily duty limit of 11 hours will restrict drivers from working on other, non-driving tasks, such as loading and unloading, for excessive periods. Following the implementation of the regulations, road safety data will be closely monitored, and the number and severity of collisions will be analysed to understand the regulations’ impact on road safety, if any. The Joint Committee on Statutory Instruments did not report on the regulations or draw any issues to the attention of the House. The Secondary Legislation Scrutiny Committee did publish a report on the regulations, drawing the House’s attention to the fact that when the powers available in the Retained EU Law (Revocation and Reform) Act 2023 expire after 23 June 2026, the Government will not have powers to amend the limited drivers’ hours rules. The Government are actively looking at solutions to close or mitigate that gap in powers at the earliest opportunity to maintain a functioning statute book. That includes introducing primary legislation, where needed, as soon as parliamentary time allows. The SLSC also raised the issue of divergence between Great Britain and Northern Ireland created by the regulations, which apply only in Great Britain. The Department for Infrastructure in Northern Ireland has said that it will monitor the implementation of the changes in Great Britain. However, any decision to make similar changes in Northern Ireland will rest with the DFI Minister. Officials in the Department for Transport and the DFI are working together to manage the changes for operators of 3.5 to 4.25 tonne zero emission vans travelling between Great Britain and Northern Ireland. This area is devolved to Northern Ireland, so it is for the Northern Ireland Executive to legislate on, should they wish to do so. This is not a type approval issue, and regulations concerning drivers’ hours and tachographs are not included in the Windsor framework. In summary, the regulations will remove barriers to businesses making the switch to using a 3.5 to 4.25 tonne zero emission van. They introduce regulatory alignment with the equivalent internal combustion engine vans, helping to support the transition to a net zero transport system. I commend them to the Committee.

• 25 Feb 2026 · Diesel Vehicles: Defeat Devices · Hansard source

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  It is a pleasure to see you, Ms Lewell—my favourite sand dancer—chairing the debate this morning. I congratulate my hon. Friend the Member for Ealing Central and Acton (Dr Huq) on securing this debate on defeat devices in diesel vehicles. This is an important subject that rightly attracts scrutiny from Parliament, the public and campaigners. I acknowledge the concerns that my hon. Friend set out in her parliamentary questions and recent public commentary, which reflect the strength of feeling about this issue and the need for transparency and accountability from both manufacturers and regulators. Those concerns are entirely legitimate, and I welcome the opportunity to set out clearly how they align with the Government’s determination to uphold emissions standards and to ensure that the public can have full confidence in the environmental performance of vehicles on our roads. I begin by reaffirming this Government’s commitment to delivering greener, cleaner transport and to reducing harmful emissions that affect communities across the country. Road transport emissions have significant implications for public health. We continue to take firm, evidence-based action wherever practices risk undermining public trust or air quality. Alongside our compliance and enforcement work, we are delivering wider measures to cut harmful emissions, including by supporting the transition to zero-emission vehicles, as my hon. Friend referenced. We have consistently said that prohibited defeat devices are illegal, are misleading for drivers and can have negative impacts on the public. My Department has considerably strengthened its oversight of vehicle emissions in recent years. Since 2016, the Driver and Vehicle Standards Agency’s vehicle market surveillance unit has carried out increasingly rigorous emissions testing programmes using both laboratory and real-world methods to identify suspicious performance. The DVSA actively investigates potential non-compliance, and where its assessments identify issues, manufacturers are required to take corrective action in line with DVSA’s published enforcement policy. This Government are undertaking a targeted and comprehensive programme of assessments, which formally commenced in early 2025, to assess a range of Euro 5 and Euro 6 diesel cars and vans produced between 2010 and 2018. As my hon. Friend would probably expect, we are focusing on vehicles with the greatest potential to cause harm, and our remediation actions are designed to reduce real-world emissions as quickly and effectively as possible. Although those models are no longer entering the market, they remain on our roads and the public quite rightly expect them to meet the standards set out at approval. I think, at present, there are 110 individual vehicle models that are under active investigation. That reflects the scale and complexity of the challenge. To be absolutely clear, every vehicle model within scope will undergo a full assessment, and manufacturers are now working to firm, defined deadlines. The DVSA has completed assessments on a number of models and is now reviewing detailed submissions from manufacturers, with further assessments underway. We will conclude the process as soon as evidence allows, to ensure that any findings are robust, fair and accountable. Where non-compliance is identified, manufacturers will be required to take corrective action and enforcement will escalate where deadlines are not met. That approach is intended to achieve real-world improvements in air quality swiftly and fairly. The Government have also strengthened the enforcement framework available to regulators. Since 2018, it has been an offence to place vehicles containing prohibited defeat systems on the market. My Department is equipped to require swift corrective action to address non-compliance. We are also considering whether we need to go further and build on our existing powers under assimilated EU law to require compulsory environmental recalls to deliver the intended outcomes. Let me be clear: if non-compliance is confirmed, the DVSA will require manufacturers to take whatever remedial action is necessary, at no cost to consumers. Where any serious risk is evidenced, that remedial action must be taken without delay. On transparency, I fully recognise the public interest in understanding the outcomes of this work, and manufacturer-specific findings will be published once investigations are complete and decisions are final. That approach is entirely consistent with other market surveillance activity. Waiting until that point is important to ensure that due process is followed, to avoid prejudicing live investigations and to maintain the integrity of any future enforcement action.

• 25 Feb 2026 · Diesel Vehicles: Defeat Devices · Hansard source

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  How could I refuse? Of course I will meet my hon. Friend. Publishing incomplete or provisional findings would risk misleading consumers and compromising the quality of the technical assessments underway, as my hon. Friend will appreciate. To support transparency, I am pleased to say that the Department will shortly publish its dedicated gov.uk landing page. That will bring together all the emissions compliance publications, and once investigations are concluded, the final outcomes of the programme will be added to that page for full public access. The programme has been developed in close collaboration with the Department for Business and Trade, the Department for Environment, Food and Rural Affairs and the UK Health Security Agency. That ensures that our approach draws on the full breadth of Government expertise. That collective effort means that our response is co-ordinated and informed by those who play a direct role in delivering cleaner, safer vehicles. We are closely following the Pan-NOx group litigation concerning alleged defeat devices. Once the court hands down its judgment, we will consider carefully any implications, including whether changes are needed to our policy framework or enforcement approach. Internationally, we continue to work closely with regulators in EU member states, which helps us to anticipate emerging issues, align on best practice and ensure that manufacturers face a coherent regulatory environment across markets. It reinforces our ability to act decisively where cross-border issues arise, recognising that emissions compliance is a global challenge. To conclude, a great deal has been achieved, and more is underway. The Government are delivering a thorough and proportionate programme designed to address potential non-compliance swiftly, transparently and in line with our legal duties. Our shared objective is clear: deliver cleaner air, protect public health, uphold public confidence and ensure that the vehicles on our roads meet the standards that the public expect and deserve. Question put and agreed to .

• 24 Feb 2026 · Local Transport: Planning Developments · Hansard source

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  It is a pleasure to see you in the Chair, as always, Sir Desmond. I thank the hon. Member for Harpenden and Berkhamsted (Victoria Collins) for securing this debate and thank Members for all their comments and contributions. I am grateful for the opportunity to discuss how planning developments impact on local transport, a subject of great importance and a priority in the context of our housing ambitions. An awful lot has been said today; Members will forgive my aversion to taking many interventions, as I think it is important that I respond to many of the comments made. Aligning housing and transport is essential for delivering homes that are connected and sustainable and that provide genuine choices for people. To that end, we have prioritised making changes to the planning system in support of growth and place-making. That includes providing the tools that local planning authorities need to ensure that developments are supported by the right transport infrastructure for the local context. The Ministry of Housing, Communities and Local Government is currently consulting on revisions to the national planning policy framework. If progressed, these revisions will deliver better located development with more sustainable travel choices, supported by robust guidance. We have already made changes through the Planning and Infrastructure Act 2025 to streamline the planning process for nationally significant infrastructure projects, which will speed up the pace of decision making on critical projects. The Act also places a duty on combined authorities, combined county authorities, upper tier county councils and unitary authorities to prepare spatial development strategies, which is an important opportunity to set the context for local plans, which will have to be in general conformity with the strategy once it has been adopted. Taken together, these changes will make a real difference to the people we all serve, delivering more housing, greater transport choices and better designed, healthier places. The Government believe that an integrated, affordable and sustainable transport network is vital to unlocking homes with good access to jobs, education and public services. That includes improving bus services, boosting passenger numbers and giving local leaders greater control. To support that work, last year my Department launched the connectivity tool, which brings together transport and land use data to show how well locations are connected to jobs and key services, helping communities to identify infrastructure gaps and plan development sustainably. The tool is already being used across the country to ensure that new housing aligns with existing and planned infrastructure. I believe the tool will empower local government, developers and planners to make better decisions about where development should happen, and to plan for the infrastructure needed to support it. In parallel, the Railways Bill will establish Great British Railways as a directing mind. One of its objectives is to facilitate homebuilding and place-making. Great British Railways will be outward-facing and will work in partnership with mayoral strategic authorities, enabling a greater focus on local priorities such as housing and regeneration. We have already taken action. Platform4, a company launched in November 2025, is already working to develop disused brownfield land—real land—with an ambition to deliver 40,000 homes over the coming decade. That will support our housing, regeneration and growth ambitions by creating new places to live, work, learn and play, putting the railway at the heart of our neighbourhoods. The hon. Member for Harpenden and Berkhamsted also mentioned green-belt policy and its implications for villages such as Redbourn. As I understand it, the proposed changes to the definition of grey belt seek to better enable the identification of grey-belt land when ensuring protection of the green belt. Alongside that, the introduction of the spatial development strategies will identify broad locations for housing growth across larger geographies than the district level, while at the same time co-ordinating the provision of strategic infrastructure and improving the environment and climate resilience. That will help to better distribute developments and identify their appropriate scale in places like Hertfordshire. In reference to major developments in the surrounding areas, all planning decisions are taken on a case-by-case basis, based on national and local planning policies and other material considerations. The Government approved the special development order for the Universal Studios site in December 2025, noting the project’s national significance. Extensive transport works to support the surrounding network are to be delivered, including the expansion of Wixams railway station to enable public transport journeys to the site. Given the ongoing legal proceedings, there is not much I can say about Luton airport. However, the Secretary of State for Transport’s decision letter on the case sets out her reasoning for that consent. Regarding the cumulative impacts of developments, the Government are operationalising a new approach to transport planning through changes to the national planning policy framework. By taking a vision-led approach to transport planning that sets clear outcomes from the outset of the planning process, we can deliver well-connected communities that are served by sustainable transport and co-located with key services, breaking the cycle that has left people with a lack of transport choice and ever more congested road networks. I believe that will make it easier for new developments to deliver the transport options that people need and want and will help decision makers to better manage the cumulative impacts of significant developments affecting places such as Redbourn. To respond to the specific concerns about congestion, National Highways is a statutory consultee on planning applications and will assess the impact of new developments on the strategic road network. National Highways expects developers to explore all options to reduce dependence on the strategic road network for local journeys. National Highways is empowered to recommend refusal of planning applications that would cause substantial impact on the road network, including issuing holding responses to enable more evidence to be provided, or to provide conditions for mitigating the impact of development. To pick up on a few other points that Members raised, I understand that the local plan in St Albans is currently being replaced. It is one of the oldest and most out-of-date plans. I recognise that it has been inherited—it dates back to 1994. It is expected that a new plan will be adopted in March. The Government’s proposed national policy framework outlines that all development proposals should be capable of proceeding without having a severe adverse impact on transport networks in terms of capacity and congestion, including the cumulative impact. Local decision makers should consider the cumulative impact on transport when deciding their planning applications. On rail or rail operators that are required to plan services based on demand and value for money, Great British Railways will have a significant impact, as I have mentioned. Govia Thameslink Railway has shared demand modelling with the Department, which does include projections for planned development along the Thameslink network. The Department requires all operators to plan future timetables that reflect expected demand and provide value for money for the taxpayer. We will continue to work with Govia Thameslink Railway as it develops its proposals for development along that route. On bus funding, I am sure all Members will welcome the £3 billion of multi-year funding that is going to support bus services across the country. Hertfordshire county council will be allocated £34.1 million under the local authority bus grant from 2026-27 to 2028-29. That is in addition to the £12.2 million already allocated. For the first time, the formula includes a rurality aspect to make sure that rural areas receive their fair share. Moving on to the Opposition spokesman, the hon. Member for Broadland and Fakenham (Jerome Mayhew), I find it hard to accept some of his comments. We inherited a housing crisis caused by the Conservatives that has seen house building plummet. The Government will not shy away from taking the decisive action needed to fix that for good. This Government are turning the tide on the Tories’ housing crisis, which has seen 1.3 million families stuck on housing waiting lists and over 165,000 children growing up in temporary accommodation. On affordable housing, our new £39 billion social and affordable housing programme will build around 300,000 new homes over 10 years, including at least 60% for social rent—around 180,000 homes. That is six times the number of social and affordable homes built in the last decade. Today’s debate has demonstrated the importance of integrating transport and housing and seeing them not as separate systems, but as one. I trust that the hon. Member for Harpenden and Berkhamsted can see how, taken together, those reforms represent the meaningful re-gearing of the transport and spatial planning systems to fix the housing crisis while delivering the transport that our communities need.

• 27 Jan 2026 · UK Bus Manufacturing · Hansard source

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  It is a pleasure to serve with you in the Chair, Dr Murrison. I thank my hon. Friend the Member for Falkirk (Euan Stainbank) and the hon. and learned Member for North Antrim (Jim Allister) for securing this debate, and Members on both sides of the House for their passionate contributions. I wish my hon. Friend the Member for Falkirk a wheely good birthday— [ Interruption. ] I was particularly proud of that. Look on the bright side: he is one year closer to his bus pass. It is clear from this debate that the UK bus manufacturing sector matters to our communities, our workers, our supply chains and our shared ambitions for cleaner, more inclusive transport across the country. I want to say at the outset that the Government share hon. Members’ commitment to ensuring that the UK remains a world leader in bus design and manufacturing. We have heard today about the proud heritage and continued innovation of two major UK manufacturers: Wrightbus in Ballymena, which I was very pleased to visit, and Alexander Dennis in Falkirk, Larbert and Scarborough. Their names are woven into the fabric of our industrial story. They produce buses that serve communities the length and breadth of the UK and increasingly showcase British engineering abroad. I pay tribute to the workforce across the UK—the engineers, apprentices, designers and technicians—whose skills sustain the sector. It is precisely because we recognise the importance of that workforce that the Government are taking decisive, practical action to support the long-term health of the industry. Last March, we established the UK Bus Manufacturing Expert Panel because we are clear that we need a new kind of partnership—one that brings together manufacturers, operators, local leaders and central Government. Over the past year, it has worked tirelessly, focusing on three central objectives: supporting the growth of UK bus manufacturing, developing a clear pipeline of future orders to give manufacturers confidence to invest, and prioritising passenger-centric bus design to ensure that the future bus is fit for the people who rely on it. As that work draws to a close, I can already see the tangible difference it has made. For years, manufacturers have told us that the biggest barrier to growth is lack of visibility of future demand. There are too many peaks and troughs and too much uncertainty to justify investment in new production lines, skills and research and development. The bus order pipeline is well advanced in development, aggregating likely industry demand for the next decade. I understand Members’ desire for it to focus on UK bus manufacturing. I intend to publish the pipeline shortly. It will offer for the first time a national forward look at the buses that we expect local authorities and operators to need. That degree of certainty can be transformational, giving our domestic manufacturers the confidence to hire, innovate and compete globally. Members have also raised the essential role of zero emission buses in supporting UK manufacturing. Let me be clear: we are committed to the transition to a zero emission bus fleet. Zero emission buses bring real, lasting benefits: cleaner air, quieter journeys, lower running costs and more reliable services for passengers. Through ZEBRA 1 and ZEBRA 2, the Department has supported the roll-out of 2,500 zero emission buses and the infrastructure that they need. That real investment is already translating into orders, the majority of which have been won by UK manufacturers. In April 2025, we provided a further £38 million to fund an additional 319 zero emission buses, again providing real opportunities for UK manufacturers. Alongside that, we have announced £15.6 billion over five years to improve local transport across some of the biggest city regions, and given local leaders the ability to allocate funding to upgrade and decarbonise their fleets. That is a long-term commitment to cleaner bus travel and, crucially, the domestic jobs and skills that go with it. We introduced the Bus Services Act to deliver on our commitment to better buses up and down the country. Encouraging bus operators to upgrade, modernise and decarbonise their bus fleets is a huge part of that work. The Act will introduce a requirement that new diesel buses cannot be used on local bus routes in England, which will come into force not before 2030. We will confirm the precise date in due course, but of course we will consult manufacturers and other stakeholders. Right now, that measure is sending an unambiguous signal to the entire sector that the future is zero emission. It gives manufacturers time to plan the shift, it gives operators breathing room to prepare, and it supports the longer-term case for investment in the UK. Understandably, Members want to see UK taxpayers’ money supporting UK jobs, and I note their ask for a target for UK-built buses purchased using taxpayer funding in this Parliament. Although I cannot mandate the purchase of British-built buses due to the Subsidy Control Act and our international trade commitments, we can do more to help UK-based suppliers compete. When I launched the expert panel last March, social value was a key theme that emerged—how we could get best support for jobs, skills and local economic growth. UK manufacturers reported that bus procurements typically had just a 5% weighting for social value criteria and that the procurement design did not sufficiently secure social and economic value in the way we would expect. I took two actions in response to their concerns. First, in an extraordinary meeting of the expert panel in July, I secured broad agreement from mayoral authorities that they would make social value criteria at least 10% of weighting—so far. I am pleased to say that that is now happening. Secondly, I challenged the expert panel to focus on meaningful social value, ensuring that procurement is designed in a way that best delivers real social and economic value that supports the Government’s missions. A report is due to be delivered in February at the next expert panel meeting, which I will chair, detailing best practice and recommendations. I will strongly encourage mayoral authorities to apply that best practice consistently. Although I cannot legally require authorities to buy British, we absolutely can and are helping them take into account the full value that British manufacturers offer. I assure Members that we are working with Cabinet Office colleagues to ensure that the views of the UK bus manufacturing sector are represented as they consider changes to public procurement. We want that work to help deliver the Government’s industrial strategy and foster a resilient economy that supports British businesses and creates good jobs in communities across the country. I also want to address the concerns raised today about the potential remote deactivation of Chinese-made electric buses. As the Prime Minister said in his Guildhall speech in December 2025, we will never compromise the UK’s national security. We will take tough steps to keep the UK secure while also pursuing secure economic opportunities when they are in the UK’s interest. The use of terms such as “kill switches” is alarmist. It is a fact of life that modern vehicles, regardless of where they are from, are increasingly using software to support safer driving, improve diagnostics and provide a host of other services. Updating that software remotely is effective and efficient, as well as a key mechanism for rectifying security vulnerabilities. But we are not complacent. The UK has already implemented two new UN cyber-security regulations, requiring manufacturers to strengthen cyber protections, rigorously oversee software updates, and maintain real-time incident monitoring. We will continue to lead internationally on cyber standards, ensuring that wherever buses, British-built or otherwise, are running on the roads, passenger safety, data security and operational integrity remain paramount. Parliamentarians will understand that some of our response is sensitive and that it would not be wise for us to broadcast details. Rest assured that we will act to manage any risks. I turn to other hon. Members’ comments. We talked about repowering, which I absolutely support. I was privileged to officially open the Wrightbus bus repowering plant, NewPower, in Ballymena. I see the potential of that as a stepping stone to decarbonising our fleets. A few hon. Members raised the issue of bus procurement in London. My understanding is that more than 50% of ZEBs that entered service in London in 2025 were manufactured or assembled in the UK. To be very clear, TfL does not purchase buses—the operators purchase buses, and TfL sets the specification for them. However, TfL has absolutely committed, as did other mayors at the UK Bus Manufacturing Expert Panel, to explore the social value commitments that I mentioned. Other items will include price, reliability, the quality of build, delivery times and, crucially, after-sales service. Today’s debate has shown what Parliament does at its best: coming together across parties to stand up for British industry, British workers and British ingenuity. Let me close with this message: this Government are absolutely committed to ensuring the long-term success of the UK bus manufacturing sector. We know how important the sector is to communities, from Falkirk to Ballymena and far beyond, and the pride that British manufacturers feel when they see their buses on our roads. With the right support, the UK can remain at the forefront of bus manufacturing for decades to come. I thank all hon. Members for their contributions today. Above all, I thank the thousands of skilled workers who keep this industry moving. I look forward to continuing this work together in the months ahead.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  I am going to make progress. This Government are backing Wales, the midlands and all our regions with long-term investment, local autonomy and an integrated approach across buses, rail, roads and active travel. We are building not an isolated scheme but a coherent, people-focused system that strengthens growth, opportunity and pride in place. Together, the midlands and Wales have long shaped the nation’s transport history and, with this programme, they will continue to drive national connectivity for decades to come.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  It is a pleasure to see you in the Chair, Ms Furniss. I thank the right hon. Member for Aldridge-Brownhills (Wendy Morton) for securing this important debate, and for her continued advocacy for her constituents in the wider west midlands. Transport connectivity is not just an abstract policy issue; it shapes people’s daily lives. It is how they get to work, education and healthcare, and stay connected to their loved ones and communities. Connectivity sits at the heart of this Government’s mission to drive economic growth, unlock housing and tackle regional inequality. We are moving away from fragmented, short-term decision making, and towards an integrated, people-focused system. Our ambition is clear: a transport network that works for everyone, wherever they live. The midlands has long been a national transport heartland, from historical canals and industrial-era railways, to engineering leadership in Birmingham, Derby, Coventry, Solihull and beyond. The region has always known that connectivity drives prosperity. That legacy continues today, with metro expansion, HS2 and innovations such as Coventry Very Light Rail, which I was very lucky to see myself, cementing the midlands as a historical engine of growth and a test bed for the next generation of connectivity. In supporting new public transport connectivity across the West Midlands combined authority, we confirmed £15.6 billion for transport for city region settlements, including nearly £2.4 billion for the region up to 2032. That complements the £5.7 billion already allocated through the city region sustainable transport settlement. That long-term funding will deliver integrated transport at scale and end fragmented uncertainty.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  I have a lot to get through, and I would really like to respond to the right hon. Member’s points in due course. Exciting progress is already visible because this Government is backing Mayor Richard Parker’s plans. Metro extensions, new rail stations, the Dudley Interchange and a new active travel corridor are transforming connectivity for millions across the region. Connectivity, however, does not stop at mayoral boundaries. Through the consolidated transport fund, all local transport authorities will benefit from more predictable, flexible and aligned funding. More than £1.3 billion will be delivered across the west midlands by 2029-30 to strengthen the links between our towns, cities and rural areas. To embed this investment, we will soon set out the integrated national transport strategy, mentioned by the shadow Minister, the hon. Member for Mid Buckinghamshire (Greg Smith). It is a people-centred approach that recognises that different regions face different challenges. It will focus on reliability, safety and accessibility, and closer alignment between transport, housing, healthcare and public services, ensuring that connectivity supports equality and opportunity for everyone. We are the country that created the railways, and they are an iconic part of the heritage of the west midlands. Through Great British Railways, we are building a simpler, more unified railway that delivers reliable, safe and better-value journeys for local people, putting local priorities front and centre to deliver what communities actually need. In that context, the midlands rail hub is a clear example of how targeted rail investment underpins economic growth and housing delivery.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  I am going to stay consistent. Members have made a lot of points, and I would like to respond to them. I have a lot to cover. In July 2025, the Chancellor committed to progressing to the next stage of the midlands rail hub. Once delivered, it will enable up to 300 additional trains each day to travel in and out of central Birmingham, as well as improving services at 50 stations, transforming regional connectivity and providing the capacity needed to unlock sustainable growth. The right hon. Member for Aldridge-Brownhills will know the difficult decision this Government inherited on HS2. Past mismanagement had led to significant cost increases and delays. Nevertheless, this Government have taken decisive action to reset the programme and progress delivery at the lowest reasonable cost. Recognising the importance of strengthening connectivity between the west midlands and the north-west, on 14 January, as part of our plans for Northern Powerhouse Rail, we set out our long-term intention to deliver a full, new rail line between Birmingham and Manchester. I appreciate that taking this responsible, long-term decision on future capacity needs on the west coast main line will prolong the uncertainty for residents and businesses along the route. We will listen to the concerns of businesses, residents and hon. Members when making decisions about land powers, and we will work with them, and with HS2, to ensure that we minimise the disruption to people’s lives as far as possible. I understand that a number of affected hon. Members are meeting the Secretary of State and the Rail Minister next week to discuss this issue, and I thank them for raising some of those concerns today. We also recognise that railways in Wales have seen lower levels of enhancement spending in recent years, and we are taking action to put that right. The 2025 spending review and infrastructure strategy recognised Wales’s long-term infrastructure needs and committed to delivering at least £445 million of rail enhancements to realise them. That funding will invest in both north and south Wales, fixing level crossings, building new stations and upgrading existing lines. The plans for future rail investment in Wales are being made in close consultation with the Welsh Government, who will be consulted ahead of the next spending review so that Wales’s long-term infrastructure needs continue to be recognised. We also recognise the interest of the right hon. Member for Aldridge-Brownhills in open-access applications for Wrexham, Shropshire & Midlands Railway. Open access will continue to have a role in the reformed rail sector, and we understand the potential connectivity benefits that the Wrexham, Shropshire & Midlands Railway proposals could deliver. We have provided conditional support for that application, subject to the ORR and Network Rail being satisfied that services can be accommodated without compromising network performance or adversely affecting the rights of other operators. Buses remain the backbone of public transport, and they are the everyday lifelines that keep our communities connected. The Bus Services Act puts passengers firmly in control, driving better services and stronger local accountability. From ’26-27, over £3 billion in funding will boost local services nationwide, including £700 million in local authority bus grants. The west midlands alone will receive £264 million to improve reliability, coverage and affordability. For the first time, our funding formula recognises rurality, ensuring that isolated and underserved communities get the support they need. Cars are, of course, the most common and dependable way for people to get around. Well-maintained road networks keep our economy moving and daily life running smoothly. By ’29-30, we will be investing over £2 billion every year in local road maintenance, which is double what we inherited. That will give councils four-year certainty over their funding, so that they can shift from patching up potholes to making sure—

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  My hon. Friend jumps ahead of my next comment. The Department is providing all local transport authorities with a multi-year consolidated funding settlement, delivering on our commitments in the English Devolution White Paper to simplify funding. Leicestershire county council will be allocated £22.5 million in local authority bus grants over the next few years, in addition to the £8.2 million it received in 2025-26. It is then for her local authority, which I appreciate is a Reform council, to use that funding to the best effect. She touched on bus services. What I would politely say to her local authority is that it has the funding and the powers—it should get on with the job. I thank the right hon. Member for Aldridge-Brownhills for her comments on Aldridge station. She is a former Minister of State in the Department for Transport. Mayor Andy Street failed to use the £1.05 billion allocated to him in 2022 to fully develop designs for Aldridge station when he had the chance. This Government have allocated a record £2.4 billion in transport for city regions funding for the West Midlands combined authority.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  My hon. Friend is right to recognise the historic levels of funding going into local areas, which are almost doubling by the end of this Parliament. We increased funding this year from £1.1 billion to £1.6 billion, which came with conditions about publishing transparency reports on their websites. The multi-year funding that we have announced will also come with some conditions and incentives, to make sure that we turn the attention of local authorities from just patching those potholes—going back to fill them again and again is not a good use of taxpayers’ money—to preventing them from forming in the first place and ensuring that we fully resurface roads. That accountability will be there for all our constituents to see where the council is or is not doing its job. If it does not spend the money, we will pass it on to a local authority that will. To come back to a point raised by my hon. Friend the Member for Derby North (Catherine Atkinson), we are providing the East Midlands combined county authority with £2 billion through the transport for city regions fund, with the east midlands receiving £450 million from the local transport block. That means the east midlands will receive significantly more local transport funding per head than the England average in the coming years—£561 per person against an average of £391.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  Mayor Andy Street failed to deliver a fully developed design for Aldridge station. When we promise to deliver something here, we will do it with a sound business case. [ Interruption. ] He did not have the designs, and he failed to deliver. There was £1.05 billion to deliver it, and he did not do that. There is now £3.6 million, which this mayor has invested sensibly and pragmatically for a development report to do this properly, to make sure that we have value for taxpayers’ money and that we deliver the best possible solution. That report is due later this year.

• 22 Jan 2026 · Transport Connectivity: Midlands and North Wales · Hansard source

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  I will finish my point. Mayor Richard Parker is delivering on local priorities and taking forward schemes that are good value for taxpayers and will deliver real improvements. Perhaps the right hon. Lady would like to explain, when she intervenes, why the previous mayor did not use the money allocated to complete the design work on Aldridge station. There is £3.6 million allocated from the city region sustainable transport settlement funding for development from this mayor, with a report due later this year.

• 8 Jan 2026 · Topical Questions · Hansard source

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  Once again we see the brass neck of the right hon. Gentleman. The National Audit Office, in a report published in December, was very clear that “DfT had limited involvement in helping DVSA tackle driving test waiting times up to mid-2024”— I wonder what happened in 2024. Prior to that, the Department for Transport largely left the Driver and Vehicle Standards Agency to try to resolve the matter itself—