16:22 Bill Esterson (Labour)

The UK committed to reach net zero by 2050 when we signed the Paris agreement in 2015. It is not good enough that it took nine years for net zero to finally be integrated into the NNNPS. Since 2015, we have moved backwards on net zero. Just look at the Prime Minister’s delaying of the end of the sale of new petrol and diesel cars and vans. This rowing back on net zero is not just a disaster for the planet; it will worsen the cost of living crisis for drivers, with an estimated cost to consumers of an eye-watering £13 billion in higher fuel costs as a direct result of the Prime Minister’s decision.

Then there is the mess he made of HS2. The irony and symbolism of where he made the announcement is lost on no one: a disused railway station at the end of the proposed line. Everyone recognises the impact of the decision on net zero. Even the writers of “The Thick of It” would have dismissed such a plotline as far too implausible.

Is it any wonder that the Transport Committee has warned us that there is still a lot of catching up to do when it comes to our climate change commitments and to ensuring that we deliver major infrastructure projects on time and to budget? The Transport Committee’s members made their concerns crystal clear when they said that

“the Government should have been proactive and reviewed the NPS upon the introduction of Net Zero targets, and should do when any changes are made to net zero target policies”.

There is a further lack of clarity over what “residual carbon emissions” means in practice, and the policy statement does not offer a process to distinguish between acceptable residual emissions and emissions that would mean carbon targets would not be met. The Transport Planning Society has even warned that the contradiction between the NNNPS and the transport decarbonisation plans is “potentially incredibly dangerous”.

Labour is serious about learning the lessons from the staggering failure of the last 14 years. We accept that this national policy statement improves on what came before in some areas, which is why we will not oppose it today, but the Minister really should set out why he believes that the policy statement’s lack of clarity on crucial points, particularly on climate change commitments, will not worsen the delays that are already slowing our planning system to a crawl.

If the Minister cannot or will not provide those answers today, Labour will look again at the provisions when we embark on our own review of the national policy statements. As we seek to ensure that we both respect our climate change commitments and deliver on our mission to get Britain building again, Labour does not accept the managed decline of our vital infrastructure. We will not accept barriers and blockages to the upgrades we need for smoother, greener transport and to enable everyone to benefit from the enhanced economic opportunities that will follow from better transport connections.

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16:34 Iain Stewart (Milton Keynes South) (Con)

I just want to caveat that welcome with a suggestion that we also need to look more widely at the strategic decision-making process for transport and related infrastructure. The NNNPS and the two reviews I mentioned look at the “how” of transport infrastructure project delivery but less at the “why” and the “should”. One recommendation we made, which the Government rejected, was that they should be more transparent in the decision-making process on potential alternatives to nationally significant infrastructure project choices. The rejection of that recommendation raises a concern with me, as transport projects are not just put in place for the sake of it; we do not build a new railway, road, port extension and so on just because it is good in itself. These projects are there for a purpose; they are there to support wider policy objectives. Be it in supporting trade, housing and economic regeneration, decarbonisation or many other things, transport does not sit in glorious isolation from other policy objectives.

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16:41 Matt Rodda (Labour)

I understand that the Government have not achieved their target of about six charging points in each service area—that seems a low bar—and that we may have something like four per service area on average at the moment. Even if six were achieved, that would be way below the potential needed for vehicles if they are truly to be electrified quickly and effectively so that we can hit our targets for tackling the climate emergency and boost British production of electric cars, which is a success story in our motor industry.

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16:51 Caroline Lucas (Brighton, Pavilion) (Green)

There are many concerns, in my view, about this particular statement, but I wish to focus in my brief intervention on the climate and nature consequences. As the Minister is well aware, when the review of the NPS was announced in July 2021, it was explained by the then Secretary of State on the basis that the 2014 NPS predated the UK’s commitment to net zero by 2050, the sixth carbon budget and the transport decarbonisation plan.

Aligning the NPS with our climate targets is, of course, absolutely essential, not least because about 10% of the UK’s CO 2 emissions come from driving on the strategic road network and, according to the National Audit Office, transport-related emissions between 1990 and 2022 were reduced by just 11%—the lowest of any sector. There is a real problem here and, frankly, this policy statement fundamentally fails to rise to the occasion and to the challenge that that poses.

In its 2023 progress report to Parliament, the Committee on Climate Change recommended what it called

“meaningfully support cost-effective delivery of Net Zero and climate adaptation”

to be taken forward. Perhaps the Minister can explain to me why his Department has refused to undertake any assessment, and why the NPS essentially reverts to the current pre-net zero carbon test. In the absence of such a review, can he explain how he plans to close the gaping delivery gap when it comes to cutting transport emissions?

Just last week, the Green Alliance think-tank published the latest update of its net zero policy tracker, which revealed that transport accounts for 70%—yes, 70%—of the overall policy gap for delivering the fifth carbon budget, so this is a huge issue, with 37% of the required emission cuts having absolutely no policy set out for them. Crucially, Green Alliance suggests that measures such as reviewing road building and redirecting funding into public transport would help to close the policy gap, so why is it not in this plan?

Rather than making our constituents ever more dependent on private cars, this NPS should have set out the need for bold rail and urban transport upgrades. It should have been about levelling up public transport outside London and improving cross-country rail. The first priority of the transport decarbonisation plan is modal shift, yet the NPS has no target for that. In fact, seven of the eight Department for Transport scenarios on which it is based assume exactly the wrong kind of modal shift—in other words, a shift to cars. Will the Minister explain why the statement does not reference the 2030 target for 50% of urban journeys to be made by active travel?

but it fundamentally fails to set out a new direction of travel to ensure the delivery of our climate and environmental targets. In the age of climate crisis, we need more than passing references to net zero and muddled attempts to justify the roads programme. We need urgent and bold action to decarbonise the transport system. This statement clearly does not provide that.

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16:56 Guy Opperman (Anthony Browne)

The types of announcements that the Government have made also outline their direction of travel in relation to this issue. With respect, I will outline five things that the Government have done in the past 10 days alone. I was proud to announce the safer roads fund, which is spending a further £35 million in multiple locations across the country to try to enhance their road safety. Last Friday, the Secretary of State announced the ZEBRA scheme—for those who do not know, that is the zero-emission bus regional areas. There are dozens of locations up and down the country with hundreds of zero-emission buses funded and supported by this Government.

There was further criticism in relation to the issue of climate change. I would gently push back: clearly, there has been a lot of change in Government policy since the national networks national policy statement was designated in 2015, particularly the Government’s commitment to achieving net zero by 2050. The transport decarbonisation plan, published in 2021, set out how transport’s contribution to net zero will be delivered, and the Environment Act 2021 introduced a more stringent approach to environmental protection and opportunities for enhancement of the natural environment. We have also seen the publication of road investment strategy 2 and the integrated rail plan, as well as support for rail freight, including the announcement of the rail freight growth target in December 2023. The NNNPS has been reviewed to reflect those changes in Government policy and to remain a robust framework for decision making on nationally significant infrastructure project schemes. Clearly, there are ongoing challenges in certain courts to the development of roads, and we await the decisions of those courts.

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