Jim McMahon MP: Climate-Related Speeches In Parliament

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Jim McMahon's Speeches In Parliament Related to Climate

We've found 19 Parliamentary debates in which Jim McMahon has spoken about climate-related matters.

Here are the relevant sections of their speeches.

• 26 Feb 2024: Draft West Midlands Combined Authority (Transfer of Police and Crime Commissioner Functions) Order 2...

  16:48

  Labour would push power out of Westminster with a take back control Act that gives communities a direct say in their future. It would start by giving all Mayors the powers and flexibility to turbocharge growth in their areas, including over planning and housing, transport, net zero and adult education and skills.

  [Source]

• 7 Feb 2024: Draft East Midlands Combined County Authority Regulations 2024

  09:32

  Labour would push power out of Westminster with a take back control Act that gives communities a direct say in their future. It will start by giving all mayors the powers and flexibility to turbocharge growth in their areas on matters such as planning, housing, transport, net zero and adult education. We will offer all places the right to negotiate with the Government for powers that have been devolved elsewhere. The principle will be this: no area will be left out, but equally no area will be held back. Areas that can move faster will be supported to do so. Only by doing this can we begin to give Britain its future back.

  [Source]

• 31 Jan 2024: Draft Combined Authorities (Mayoral Elections) Order 2017 (Amendment) Regulations 2024 Draft Combine...

  09:31

  In conclusion, Labour will push power out of Westminster with a take back control Act that gives communities a direct say in their future. We will start by giving all mayors and combined authorities the powers and flexibility to turbocharge growth in their areas, including over planning, housing, transport, net zero and adult education, creating genuine partners in power.

  [Source]

• 12 Dec 2023: Draft York and North Yorkshire Combined Authority Order 2023

  09:33

  As the begging bowl culture and “hunger games” approach continue, we cannot level up from the top down, which is why Labour will set a presumption towards handing power back to our towns, cities and communities. Labour will push power out of Westminster with a “take back control” Act that gives communities a direct say in their future. We will start by giving all our metro Mayors the powers and flexibility to turbocharge growth in their areas, for example, over planning and housing, transport, net zero and adult education.

  [Source]

• 28 Nov 2023: Oral Answers to Questions

  When it comes to national and household energy security, ownership matters, as championed by the Co-op party. The Labour party is committed to 1 million owners of UK-produced renewable energy, with 8 GW that will be cheap, green and owned by the people here in the UK, so why will the Government not meet that ambition?

  [Source]

• 8 Nov 2023: Breaking Down Barriers to Opportunity

  17:11

  As Labour’s sister party for almost a century, co-operators believe in enterprise, grassroots organisation, and that the wealth and value we create together can and should be used to build stronger communities and stronger economies that we can all share in. We believe, too, that ownership matters, because it drives decision making and ultimately determines where the dividend is returned. On energy, for instance, the Labour and Co-operative parties together have a shared commitment to bringing back community energy as a blueprint to safeguarding energy security and investing in cheap, clean renewable energy that is produced and owned right here in the UK. Instead of investing in non-renewables that help only multinational oil and gas giants, the Government should be backing local communities to produce and own their own renewable energy. Labour’s local power plan sets out how to do that, with a bold ambition for 1 million new owners of energy producing 8 GW of energy by 2030.

  [Source]

• 23 Feb 2023: UK Food Shortages

  10:35

  The Secretary of State is absolutely right in pointing to the factors that she has in answering this urgent question. May I push her a little further on the question of energy, and urge her to work more closely with the Secretary of State for Energy Security and Net Zero to see whether we can reclassify what is energy intensive industry within our support schemes? Agriculture and horticulture are incredibly energy intensive, yet they have not had the same support as some manufacturing sectors. That could revolutionise British farming and keep businesses afloat.

  It is very important that consumers have that choice, but we are also committed to trying to reduce the amount of food waste. It is a shame for any food to be wasted. We are also concerned about the carbon emissions that arise from food waste, and we are trying to reduce them on our pathway to net zero.

  Declining self-sufficiency over the past 30 years has left the UK increasingly exposed to shocks to global supply chains. Brexit trade barriers hinder attempts at sourcing alternative supplies and the Government’s own food security report identified that climate change is likely to have a significant impact on production in the countries from which we import a lot of our fruit and veg at present. What are the Government going to do to support and incentivise greater domestic production to avoid a repeat of these shortages?

  [Source]

• 12 Jan 2023: Food Security

  Is it not the truth that we have a Secretary of State overseeing a sewage scandal who did not believe that meeting water bosses was a priority; a Secretary of State responsible for food security in a cost of living crisis who does not think it is the Government’s job to make sure people have access to food; and a Secretary of State who has a lead role in climate change who, frankly, is clocking up more air miles than Father Christmas? Even when she is here, she is missing in action. Can she prove that she is finally getting a grip of this? It seems to the public that this Government have given up, have run out of ideas and have no plan, and in the end it is the people of this country who are paying the price. Is not now the time to just stand aside and let Labour get on with cleaning up their mess?

  [Source]

• 17 Nov 2022: Oral Answers to Questions

  Moving on, in a stunning turn of events, ahead of COP27, the Secretary of State announced that the Government will breach their own self-imposed legal obligations to publish targets on air quality, clean water and biodiversity. How does she expect other countries to take us seriously at COP15 when we cannot even get our own house in order?

  [Source]

• 13 Jun 2022: Government Food Strategy

  16:50

  Given the recommendations of the independent review, the White Paper is not bold enough, but I am pleased that the junk food cycle is being addressed with a goal on healthy ingredients sold and reporting with the Office for Environmental Protection, Food Standards Agency and Climate Change Committee. I am pleased with the innovation package, particularly research into diet, as well as with the visa scheme review, mandatory procurement and the target of a 50% reduction in child obesity by 2030. Does my right hon. Friend agree that these policies should be enshrined in law through a good food Bill?

  [Source]

• 18 Nov 2021: Integrated Rail Plan: North and Midlands

  11:15

  This is a once-in-a-generation chance to transform opportunity across the whole country, to rebalance the economy and make it work for working people, but that opportunity now looks set to be lost. They are the very same working people who will likely face a record increase when rail fares go up next year. They will be paying 50% more to get to work than they did a decade ago, relying on a crumbling, unreliable and overcrowded system that prioritises profit above passengers. It is the same with buses, with fares up 70%, use down and not a single one of the 4,000 zero-emission buses promised by the Prime Minister three years ago having been delivered.

  Can I ask the Secretary of State what implications this will have for Barnett consequentials for both Wales and Scotland? Will Wales now receive its fair share of funding if HS2 money is being redeployed elsewhere? Can he confirm that Barnett will also apply to Scotland’s funding? Given that the Scottish Government are miles ahead of the UK on decarbonisation, electrification and active travel, at least we know something useful will be done with that cash.

  The announcement scraps much-needed plans to improve rail capacity and connections in communities in the midlands and the north, where economic prosperity should have been boosted. Just a few weeks ago, the Chancellor announced plans to make it cheaper to take domestic flights. Can the Secretary of State explain how those plans together deliver against either of the Government’s stated objectives of levelling up and tackling climate change?

  [Source]

• 4 Nov 2021: Topical Questions

  The British people are looking for leadership on climate change. The Budget was the clearest indication yet that the Government lack ambition, urgency and commitment after a wearying 11 years in power. The Government saw cuts to domestic aviation taxes, yet baked in inflation-busting rail fare increases and did nothing to reverse the rapid decline in bus use. Of the 4,000 new zero-carbon buses promised by the Prime Minister two years ago, not a single one is yet on the road. The roll-out of electric charging points is sluggish, and, today, there are 1 million more diesel vans on the road than when the Government came to power. So, next week, when Transport Day meets at COP26, what will change?

  [Source]

  With respect, our position on aviation and decarbonisation is absolutely clear. I want to stop the Transport Secretary not from flying, but perhaps from flying his own private plane.

  [Source]

• 14 Jul 2021: Transport Decarbonisation

  14:52

  We are, I hope, coming through the covid-19 pandemic, but we cannot forget that we are still in this climate emergency, and nor can we miss the opportunity to kick-start a new green economy built on decent, well-paid, highly skilled jobs. With transport now the largest contributor to UK emissions, this should have been the chance for Ministers to set out an ambitious plan that would really lead the way, ahead of COP26—not warm words or reannouncements but a real plan to support aviation, maritime, rail, freight and local public transport alongside active travel.

  This climate emergency required urgent action many years ago, but after a decade in office, I am afraid this Government have been found wanting. In the time they have been in office, the number of petrol and diesel vans has rocketed by 1 million. That means more polluting vans on our roads, and much of that increase can be attributed to last-mile courier delivery vehicles. The Government have been silent on an approach to dealing with that. Under these plans, the Government will treat the likes of Amazon, which has boomed during the pandemic, no differently from the self-employed builder who will take their van at the start of the job and often leave it parked outside the house until the job is finished. There will be no differentiation at all between those different uses.

  The Secretary of State knows that smart electric vehicle charging points are important, but he also knows that there is a woeful lack of them across the country. The Government must be ambitious, but they must also genuinely make sure that the investment reaches all parts of the country. Westminster has 390 charging points per 100,000 population, compared with just 5.1 per 100,000 for people in Wigan. There are more charging points in London than in the whole of the north of England and the whole of the midlands combined, so the investment is not being levelled out in an equal way. Where is the plan to accelerate that and to make sure that every part of the country gets its fair share? Although the Secretary of State mentions the zero-emission vehicle mandate, it is only nodded to. There is no strong commitment and no firm plan in place to achieve that.

  Moving on to aviation, the Secretary of State wants to get to net zero international aviation emissions by 2050 and 2040 for domestic flights. Why, then, is his Department planning to cut air passenger duty on those same flights rather than having a targeted sectoral deal to have very firm commitments to decarbonisation built in? As usual, we will get more Jet Zero Council consultations and more meetings will come through the pipeline, but where is the action?

  We were promised an ambitious plan to lead the world ahead of COP26. If that was the test, I am afraid the Government have failed.

  The hon. Gentleman mentioned zero emission vehicle mandates; I am pleased that it sounds as though there is some agreement on them. The decarbonisation plan discusses mandates and we have launched a consultation today. I hope the hon. Gentleman will agree that we cannot simply spring something as important as a zero emission mandate on the entire sector; we have to consult the sector first, so that consultation is being launched today.

  Lastly—I know that a lot of Members wish to speak—we are very proud of the transport decarbonisation plan, and I have mentioned the nine or 10 documents that back it up. An incredible level of detail has gone into that work. I ask: where is Labour’s plan? Where are its detailed plans? Where is the technical analysis? Labour has not read our plan and does not have one of its own, but all I ever hear is that Labour is still up for criticising ours.

  When I was told that the Secretary of State had sent the final draft plan back because it was not ambitious enough, I harboured hopes that it might well be a serious plan to match the seriousness of our times. It would certainly require investment on a scale to which the Chancellor would not naturally be disposed. Sadly, though, from zero emission cars and buses to rail, maritime, active travel and aviation, the lack of ambition—certainly relative to Scotland—stands out.

  Scotland aims to cut car use by 20% by 2030, and we will spend 10% of the transport capital budget on active travel. For the cars that remain, we have twice as many rapid charging points per head, with 60% of them free to use—a proportion three times higher than England’s 20%. Meanwhile, the UK Government have halved the plug-in car grant. Why will the Secretary of State not match Scotland’s ambition on car use? How does he think he will meet his EV targets with poor charging infrastructure and by reducing incentives, and without a scrappage scheme, while a substantial price gap between petrol and diesel cars and zero emission cars remains?

  The pledge for 4,000 new buses represents only a 10th of the English fleet. Even now that the ZEBRA—zero emission buses regional area—scheme is finally in place, progress is glacial. By contrast, Scotland plans to remove half its diesel fleet by 2023 and has the equivalent of more than 2,700 buses already on order. Will the Secretary of State confirm when the 4,000 buses will actually be delivered under the current scheme and when the next scheme will begin?

  The Secretary of State aims to decarbonise rail in England by 2050, which is 15 years after Scotland aims to do that. Scotland has legged away in a programme of rolling electrification. The Transport Committee recommended a similar programme for England, so will the right hon. Gentleman commit to such a programme matching Scotland’s pace? If so, when will the first schemes be announced?

  For decarbonising the maritime sector there is only lip service, but I will try to end with consensus on aviation—something we agree is difficult, and in which hydrogen, alongside sustainable aviation fuels, will play a leading role. Again, Scotland leads the way, with Government investment in decarbonisation programmes and plans for electric and hydrogen test flights, working with partners such as ZeroAvia and Loganair. That is part of our ambition to make the highlands and islands the world’s first zero emission aviation region by 2040. We have a leading position in hydrogen aviation technology, but we must increase investment to ensure we stay that way.

  I looked for a copy of the plan online this morning, but alas I was unable to find it. I see it now, but it is tantalisingly out of reach. I do not know whether to believe what I saw in the press release this morning about the Government’s commitment to achieve net zero aviation in this country by 2040. I saw no mention of that in the statement, but if that is the Government’s commitment—as I say, I do not know—it is not clear that developments in aviation will help us to reach a net zero aviation industry by 2040. I have been speaking to businesses that are doing incredible work on hydrogen aviation, and I am excited about the possibilities. However, if we are aiming for 2040 net zero aviation, there must be a combination of technological development and flight reduction; otherwise, it will not be possible. On that basis, will the right hon. Gentleman confirm that reducing flights will form part of the plan—if it is a plan—to get the country to net zero aviation emissions by 2040, and will he therefore act decisively to stop expansion at Heathrow?

  These are good questions. I just point out that the written statement was circulated to the House at 7 am this morning. It does indeed confirm that the plan is for domestic aviation to reach net zero by 2040. The hon. Lady rightly asks a list of questions about whether that is possible. I point out to the House that, with transport itself accounting for perhaps 27% to 30% of total CO 2 emissions, roads account for 90% of that 27% and the aviation sector 1.2%, which is a small sliver, but a very difficult bit to decarbonise. Therefore, the answer to her question is emphatically yes, because I have been working with the Jet Zero Council over these recent months. We will, for example, have planes for VIPs returning from COP26 with the offer of sustainable aviation fuel to take them home. That is in 2021. We have until 2040 to develop some of the other great plans, including hydrogen and battery technology. So, yes, I am confident that we can get there and it is very much included in the plan.

  I welcome the Secretary of State’s shiny new plan. I, too, hold a shiny new plan from the midlands engine: a 10-point plan for green growth released this month. Point 2 is about net zero transport. I am proud that, as a midlands MP, the midlands has an automotive industry that employs 293,000 people and 16 of the world’s top 20 automotive suppliers. Will he meet me and people from the midlands engine to discuss how Bosworth, Leicestershire and, indeed, the country could benefit from both our plans?

  I hesitate to mention this, because I do not want to embarrass the hon. Lady, but she talks about our reading from Labour’s manifesto, and I can assure her that that is not the case. It was, of course, an “utterly unachievable” manifesto when it came to net zero. Those are not my words, but the words of the GMB union at the time.

  I pay tribute to my hon. Friend for his work as the UK’s net zero business champion, promoting all these causes. He is absolutely right—I have not been to Goodwin, but yesterday I went to Bedford to see a Formula E car, which is an electric racing car. The technology is moving in about 18 months from the cars to, for example, the Nissan Leaf that I stood next to. It really is a tremendous transfer of technology from one to the other. I think that all his work in encouraging us along, working hard to push for the jet zero, the net zero, the car zero, is doing a fantastic job and holding us on the road to zero.

  As the Secretary of State outlined in his statement, electric vehicles will be key to decarbonisation. What steps is he taking to address concerns about the vulnerability of charging networks to attacks by hackers?

  I, too, warmly welcome the statement and I look forward to digging in to the plan later. May I pick up on a point around HGVs, because they are incredibly polluting? I have many constituents who live alongside the M25 and the M3, where that is an issue, and they warmly welcome the consultation process in terms of trying to decarbonise HGVs and buses and stop that pollution.

  Sustainability has to be sustainable, so I can see why there is a need for consultation to ensure that it works and that we do this properly, but as a result of the consultation, will my right hon. Friend really try to push forward as quickly as possible in getting diesel, getting HGVs, off the roads, decarbonising them and making a huge difference to my constituents, for whom that cannot come soon enough?

  Poor air quality caused by congestion causes health problems and costs lives. This is a particular problem for my constituents in the village of Galgate, which has the A6 running down the middle of it. Will the Secretary of State look favourably on plans to reconfigure junction 33 of the M6 to create a bypass for the village? Regardless of that, there will still be buses running through the village. I note that the Secretary of State said that some zero-emission buses were in production, but does he admit that his target of 4,000 is unambitious, when that represents only about one tenth of the English fleet?

  I welcome my right hon. Friend’s statement. Decarbonising our roads will be greatly assisted if we transfer more freight to rail. What progress is being made on delivering an east-west rail freight corridor from the Humber ports across to Liverpool and the west coast ports? As well as being a boost to the economy of my constituency, that would result in a massive reduction in HGV movements on the M62, resulting in less congestion and the accompanying pollution.

  Key to the successful decarbonisation of transportation will, of course, be the availability of sustainable fuels. In that regard, in Aberdeen the Scottish Government and the local authority have put their money where their mouth is and backed Scotland’s first commercial at-scale hydrogen production and distribution facility. Sadly, the UK Government have not committed a single penny towards the Aberdeen hydrogen hub. In that regard and in good faith, can I ask the Secretary of State whether he will review that decision—with a view, of course, to opening the cheque book and backing Aberdeen’s renewable future?

  I am pleased to say that we have in many senses backed this, because we are of course ensuring that the consequentials from all our decisions, including decisions on the decarbonisation of transport, are made in such a way that the Government in Scotland are able to benefit from them. As I mentioned earlier, it is very good to work closely together on these things. Perhaps in that spirit, I can ask the hon. Gentleman to press the Scottish Government to ensure that they reach their statutory requirements to deliver carbon cuts over the next few years as well.

  Does the Secretary of State agree that to tackle climate change, we need to decarbonise—not demonise—cars, vans and taxis? With that in mind, will he talk to the Mayor of London about dismantling some of the schemes that have unjustifiably removed access to those vehicles to so many of the streets of central London?

  I welcome the hon. Gentleman’s enthusiasm for this agenda and his work on logistics and clean air. As far as I am aware, this is already the world’s most ambitious plan to decarbonise the transport economy. He will be pleased to hear that I will say more about experimentation with things like hydrogen trucks and electrifying trucks, not just with internal batteries but potentially with overhead wires.

  “confidence and clarity on the steps…on the pathway to net zero”.

  The hon. Lady is also right that as we decarbonise, we will have engines that are not necessarily jet engines, which are notoriously noisy. New technologies are leading to much quieter aircraft. I look forward to working with her and her constituents on the issue. I am very happy to set up a meeting for her with the aviation Minister—the Under-Secretary of State, my hon. Friend the Member for Witney (Robert Courts), who is an expert in the area—to discuss the matter further.

  I strongly welcome the range of measures being taken to decarbonise transport. However, in the highly rural areas of my constituency, in some cases there is simply no practical alternative to car use. While the cost of electric vehicles remains prohibitive for many, and as yet there is no infrastructure for charging points locally, many constituents are concerned that they may end up being financially penalised despite having no alternative. What assurances can my right hon. Friend provide that my constituents’ needs and finances have been fully taken into account as we work towards finding solutions for the decarbonisation of transport?

  [Source]

• 15 Jun 2021: Covid-Secure Borders

  18:26

  Finally, we need an aviation sector deal to ensure that that critical industry can build back from a point of strength, not weakness. We must ensure that we are a world leader in aviation and, critically, that we meet our climate change objectives by supporting it to grow from a point of strength, leading the world in clean aviation technology and supporting new jobs and new industry. That is what we are offering. Rather than looking back in six months’ time with hindsight, I suggest that the Government listen today.

  [Source]

• 20 May 2021: Britain’s Railways

  11:49

  On freight, can the Secretary of State say a little more about how the reforms will impact on the track access regime and about the governance arrangements that will exist for freight when Network Rail takes control of the passenger railways and freight together, albeit under a different name? Decarbonising transport will require a much greater shift if we are to move more from road to rail. How will the reforms help rail freight grow as part of decarbonising freight transport? Importantly, what targets will the Secretary of State set in that regard?

  The hon. Gentleman asked about freight. I refer him to page 78 of the White Paper, which talks about freight and our desire to make sure that those freight paths are available within our railway. The advantage of Great British Railways looking after all this is that we will be able to accommodate freight paths. He asked about the decarbonisation that freight will help to bring, and he is absolutely right to focus on that. I am pleased to tell him that a transport decarbonisation plan will be published before the summer that will focus very much on how we already use the best form of transport when it comes to decarbonisation in order to shift more freight around.

  The hon. Gentleman mentioned numerous different issues. For example, he said that, on the international side of things, Eurostar was in trouble. He may not have spotted it, but Eurostar was refinanced just last week. He asked about the transport decarbonisation element of it. He may have missed the answer that I gave to the hon. Member for Oldham West and Royton (Jim McMahon) a moment ago, but the transport decarbonisation plan is referenced in the White Paper, because it is due out very shortly and will tackle those issues in a great deal of additional detail.

  [Source]

• 15 Mar 2021: National Bus Strategy: England

  17:15

  This strategy should have been used to revolutionise the bus industry, but I am afraid it lacks ambition and does not even touch the sides of the cuts and rocketing prices that passengers have witnessed over the past decade. It should have been used to ensure that funds were properly directed to deliver a radical transition to a zero-emission fleet—something that the Prime Minister promised more than a year ago—and to create new green jobs in the bus and coach sector, to give operators and manufacturers the boost that they so badly need.

  The final test is for transport to be greener. It is more than a year since the Government promised 4,000 zero-emission buses, but they have not even started yet. That is nowhere near ambitious enough when we consider that there are 32,000 buses in England alone. Even with a one-to-one replacement, that could leave more than 28,000 buses that are not zero-emission. Incidentally, many of them will be serving areas that are being considered for clean air zones because of deadly levels of pollution.

  It is clear that we drastically need a bus service that is fit for the future, yet until we see those measures on the ground we cannot even begin to claim to be ambitious and to have a green bus strategy that meets the demands of local people and the immediate post-pandemic needs of the industry, or that addresses the huge challenge of stopping climate change and meeting our objectives. The real legacy of this Government is laid bare for all to see: the loss of key routes; rocketing ticket prices; and just 2% of the bus fleet zero-emission vehicles. It is on that record that the Government will be judged.

  I hear what the hon. Gentleman said about greening up the bus network. I am as enthusiastic as him; he knows that I am—I drive an electric car and I want to see our transport system decarbonised. He mentioned that we announced a year ago our ambition to have 4,000 electric buses. He is absolutely right that that is what we wrote in our manifesto. As he would expect, we are delivering on that. The £120 million mentioned in the bus strategy today will go towards the first 800 of those buses. That comes on top of money that has already been invested by the industry in creating more electric buses. We are starting to see those buses on the road, including—I think I am right in saying—a couple of thousand in London, as well as elsewhere in the country. It is starting to happen and we are going to ensure that we meet our manifesto commitment of delivering 4,000 by the end of this Parliament.

  Bus services are, of course, devolved, but as I have said many times in this place, the bus manufacturing sector is on its knees—hundreds of jobs have already gone. We are lucky to have three world-class bus manufacturing companies in Switch, Wrightbus and, in particular, Alexander Dennis, but we have yet to see a penny of the £3 billion committed last spring, and in the past 12 months almost no zero-emission buses have been delivered outside London or Scotland. Very shortly, there will be more zero-emission buses in the town of Kilmarnock than anywhere outside London. The Scottish Government have gone on with the job, with their Scottish ultra-low emission bus schemes, which are extremely popular with both operators and manufacturers. With those schemes having shown just how quickly domestic demand for new, green, British-built vehicles can be stimulated in the about six-month lead time for manufacturing, how will the Government ensure that their commitment to 4,000 green buses actually results in new vehicles being delivered this calendar year, not next year or the year after?

  The Prime Minister spoke of getting young people on to buses, an aspiration shared by the Scottish Government, who have just committed to providing free bus transport to all under-22s as part of a plan to encourage lifelong public transport habits—that is action, not words. Will the Minister commit to a similar policy in England? Scotland has led the way in transport decarbonisation in the UK, but we must do more, so will he confirm that 100% of the funding provided for the strategy will be Barnettised? Will he put a precise figure and timescale on it?

  As the Member of Parliament whose constituency includes the Wrightbus factory, which has carried out pioneering work—it was the first to produce the hydrogen bus for the UK and the battery diesel bus—I have been pushing the Prime Minister on this for some time. I welcome the statement and the plans to buy British-made buses, but there are many shovel-ready projects available for zero-emission buses across the UK. Under the current plans, the roll-out will not be until 2022? What are we waiting for? Why cannot we get on with it? I hope that the Secretary of State will tell his officials that they have a mission to get this money out the door, to get it into shovel-ready projects, and to buy British buses without any further delay.

  [Source]

• 3 Dec 2020: Transport Decarbonisation

  The pandemic has understandably dominated the headlines, but we cannot forget that we are still in a climate emergency and that green, efficient transport must be the future. Transport is now the largest contributing sector to UK emissions, and air pollution contributes to upwards of 36,000 deaths a year. How we move goods in and around the country—from international incoming freight moving around our national network, to local deliveries—is important, particularly as last mile deliveries have boomed during the pandemic. But even before the pandemic hit, the number of diesel vans had doubled over two decades. What is the Government’s plan, above what has already been announced, to get air pollution down and to address the growing impact of last mile deliveries?

  [Source]

  In a written parliamentary question to me, the Government admitted that the comprehensive spending review cut Network Rail’s enhancement budget by £1 billion—10%. At the same time, the order books for new greener aircraft have stalled. This all adds up to a very dismal approach as we get towards COP26 in Glasgow next year. Before that embarrassment comes, will the Secretary of State come forward with a comprehensive plan to decarbonise freight, which starts with reversing the cuts to Network Rail?

  [Source]

• 7 Sep 2020: International Travel

  15:45

  Labour’s position is clear. We have set out a plan for a sectoral deal, with six key conditions, supporting jobs, tackling climate change and providing fair play on tax. It is important that the Government now come forward with a proper sectoral deal. We will absolutely work in partnership, in the national interest, but the Government cannot continue to go from one crisis to another, because key to beating the virus is maintaining public support. I have to tell the Transport Secretary that we are in real danger of losing that support.

  [Source]

• 15 Jan 2020: A Green Industrial Revolution

  14:56

  This debate, which is both timely and long overdue, is about how our country can address the climate emergency while realising the economic benefits of developing a new settlement for communities that feel frustrated with the current offer. I do not claim to be any kind of climate expert—I have read the briefings, as other hon. Members have—but I can see the difference. There is a spectrum of views on the climate emergency in this House. I do not claim to have had the ability of the hon. Member for Brighton, Pavilion (Caroline Lucas) to foresee it, but I can see what is in front of my eyes. I worry that some hon. Members are blind to what is staring us right in the face.

  We all need to learn, to be educated and to form solutions together to address the climate emergency and to build a shared future. None of us can escape the extreme weather conditions or the impact of flooding and coastal change. Parts of the planet are burning today. There is a financial cost, but the human and wildlife cost is significant and the suffering is evident. We are seeing water shortages, we are seeing the effect on natural ecosystems, biodiversity and coral reefs, and we are seeing the impact on crop production. And we all know it is always the poorest in society who pay the price when crops fail or when water runs short.

  I am proud to say that in Oldham the council is doing that; this week, it announced plans for a project called “Northern Roots”, whereby we would have an eco-park of 160 acres right in Oldham town centre and beyond, into the countryside. Another suggestion was for worldwide twinning. After the second world war, we made a massive effort to ensure that towns and cities in this country were connected to our counterparts in Europe. Why not do the same today for climate, so that children in Oldham can be connected with children in Bangladesh, and see the human impact of climate change and what it means for children of their age going to school?

  [Source]

See all Parliamentary Speeches Mentioning Climate