• Timeline
• Votes
• Speeches
• Tweets
• Contact

Richard Holden's Speeches In Parliament Related to Climate

We've found 32 Parliamentary debates in which Richard Holden has spoken about climate-related matters.

Here are the relevant sections of their speeches.

• 16 Jul 2026: Transport Decarbonisation

  10:09

  One of the Government’s flagship policies remains, despite consistent urging from both manufacturers and the Opposition. We have asked the Government to change tack, but the ZEV mandate remains. Despite ploughing in billions of pounds of taxpayers’ cash, last year’s target was met only because manufacturers could rely on compliance credits bought from Tesla and BYD, instead of on consumer demand. Does the Secretary of State seriously believe that year-on-year percentage increases to 80% of zero emission vehicles by 2030 or 100% by 2035 are achievable, or that buying compliance credits from China is a sustainable model for the British car industry?

  [Source]

  British vehicle manufacturers are expressing the view, with increasing urgency, that the ZEV mandate has simply become an ideological shibboleth of the Secretary of State for Energy Security and Net Zero. Will the Secretary of State finally listen to the industry, work across Government to sideline the Energy Secretary, listen to the millions of motorists who simply want the freedom to choose the right van or car for them, adopt the Conservatives’ “plan for drivers” policy, outlined last year by the Leader of the Opposition and me, and scrap the disastrous ZEV mandate before it kills off the British car sector and more than 100,000 good jobs across the UK?

  [Source]

• 18 Mar 2026: Fuel Duty

  12:49

  My right hon. Friend makes an incredibly important point, and he makes it clearly. He is in agreement with the Climate Change Committee, which says that we will have to be using oil and gas well in to the second half of this century. Why on earth should we not drill our own at lower cost and bring in those jobs and taxation, while getting the environmental benefits of doing it on our own doorstep under British regulations? It would not be extracted in other countries with lower regulations and lower environmental standards. The best environmental standards in the world exist in our North sea.

  [Source]

  13:07

  This is very similar to the Government’s pathetic intransigence when it comes to the zero emission vehicle mandate. They remain entirely aloof, soldiering on, whatever the cost is to British companies, British workers and British taxpayers. This is just like the electric car mandate, with its impact on industry. The unions—Labour’s own paymasters, for crying out loud—the Financial Times , and even the renewables sector: everyone knows that we must have a change in the electric vehicle mandate. Everyone on the Opposition side of the House also backs driving ahead with North sea oil and gas exploration, but what do the Labour Government do? They just bury their heads in the sand and turn to taxation instead in order to pay for their policies.

  [Source]

• 22 Oct 2025: Heathrow: National Airports Review

  12:48

  I understand that the Chancellor has claimed a third runway will be operational by 2035—something the Secretary of State has reflected today—and that she wants to see spades in the ground during this Parliament. Of course, we welcome the reforms that will enable this to happen. Those reforms will not have any teeth, however, unless the Government commit to backing our plan to scrap the Climate Change Act 2008. Otherwise, Heathrow expansion will face judicial review after judicial review, bogging down the process, driving up costs and delivering further delay. Even Labour’s Mayor of London has said that he “wouldn’t hesitate” to launch legal challenges against a third runway. Can the Secretary of State commit to ensuring that her own Labour colleagues—including those she worked for previously—and allies will not be the ones who prevent this important project from ever seeing the light of day? Can the Secretary of State also commit to ensuring that the associated road and rail links not just into London but to the south are included, so that the expansion delivers genuine economic growth and connectivity for the whole of the United Kingdom?

  [Source]

• 10 Sep 2025: Bus Services (No. 2) Bill [Lords]

  18:52

  The Bill is the opposite of that. It will drown councils in process, drive up costs and threaten rural connectivity while ignoring what passengers really need. Without significant subsidies, councils will naturally prioritise cities and towns over villages, leaving our rural communities even further behind. Just as we have seen in our courts and our prisons, the Government risk creating yet another two-tier system—this time for buses—where city regions are supported and everyone else is simply forgotten. How else to explain forcing operators towards zero emission bus registration without any plans to help make that transition for them?

  [Source]

• 15 Jul 2025: Clean Power: Jobs

  11:48

  People across Basildon and Billericay, and indeed across the country, want to see more jobs in energy production and to see cheaper energy. What they do not understand is why the Government are backing some but not all forms of energy. Why are the Government insisting on shipping jobs in oil and gas abroad, rather than keeping them here while investing in green energy at the same time?

  [Source]

• 8 Apr 2025: Topical Questions

  12:40

  T4. Earlier, in response to my hon. Friend the Member for Grantham and Bourne (Gareth Davies), the Chief Secretary rejected Labour’s Climate Change Committee’s advice regarding aviation policy. That also goes directly against what the Energy Secretary had committed to. Who in Government should we believe when it comes to aviation policy?

  [Source]

• 25 Feb 2025: Warm Home Discount

  It was interesting to hear the Minister say how humble we on the Conservative Benches should be. Clearly, the Secretary of State for Energy, Security and Net Zero is so humble that he has not even bothered to turn up for this supposedly important statement. It is no more than a smokescreen, as we are seeing energy bills go up yet again. When will my constituents see the £300 energy cut that was promised by the Government? The Minister talked about international markets. Why on earth are this Government not looking again at drilling in the North sea? It is vital that we do so today; then, rather than just helping out a little bit with means-tested benefits, they could perhaps afford to do more for my constituents who are on £12,000 or £13,000 a year, and for pensioners who are losing their winter fuel payments this very year. Why will they not take a look at that?

  [Source]

• 26 Jul 2024: Making Britain a Clean Energy Superpower

  10:31

  The hon. Gentleman mentions families and energy prices. During the general election campaign, the Labour party and Labour candidates across the country claimed that GB Energy will save the average British household £300 a year. However, the Secretary of State refused to repeat this claim when given the chance last week. There has been quite a lot of confusion in the national media over the past couple of days, with Downing Street saying one thing and the Department for Energy Security and Net Zero saying another. Can the Minister now confirm, on the parliamentary record, how much GB Energy will save or cost British bill payers by the time of the next election? He is absolutely right that all these things are part of Labour’s energy plan for the country, so we need to know how much it will cost or save British taxpayers.

  [Source]

  11:15

  The hon. Lady and I have worked together closely on some of these issues. Does she accept, as I do, that the Climate Change Committee says that in 2050, even when we have reached net zero, 25% of our energy will be met by oil and gas? It is so important for our energy security that we produce that oil and gas here in the UK.

  [Source]

  11:39

  Thank you very much for calling me to speak, Madam Deputy Speaker. I want to touch on a couple of points that have been raised already, and then touch on a few local issues for my constituents, as well as making slight mention of a couple of national issues. The previous Government’s record is clear. We started with 7% of our electricity coming from renewable sources and ended with 50%. That was a good move for the long-term interests of the country. However, as the Committee on Climate Change says, and as I mentioned in an intervention, there will still be a need for oil and gas in the long term in our country. There is a manufacturing base for delivering that, which often works symbiotically with our manufacturing base for new offshore wind. I really hope that the Government think about and recognise that. When it comes to our energy security, I do not want our country at the mercy of foreign powers. I urge them to really think about the impact that not pressing ahead with new oil and gas in the North sea is having on constituencies, particularly in the energy heart of our country, around Aberdeenshire in Scotland. We will require it, so I think that is a mistake. I sort of understand politically why they might have gone for that, but I really urge them to think again in the national interest.

  On the overall costs of the net zero plans, in the run-up to the general election, the Labour party dropped its commitment to spending £28 billion a year on moving towards the 2030 target. I really could do with clarity from the Government on the figures that they are looking at, given that in the months preceding the general election, shadow Ministers talked about it potentially costing hundreds of billions of pounds to get to that target.

  [Source]

  11:40

  I want to be able to back new renewables. That is a sensible thing to do, particularly in the offshore wind sector. That is why we saw, under the last Government, renewable energy go from 7% to 50%. However, we cannot ride roughshod over local communities. I urge the Minister, as he takes this policy forward, to consider the impact across the country.

  [Source]

• 18 Sep 2023: High Speed 2

  There is more to public transport than trains. Over the last 10 months, I have been around the country supporting new road schemes funded by this Government, from the A303 to the Preston western distributor road. Some £500 million has been invested to protect bus services across the country, while we have delivered on our commitment for 4,000 zero-emission buses. Last week, I announced new funding for HGV truck stops; meanwhile, Labour has expanded ULEZ in London and banned road building in Wales, as well as putting a 20-mile-an-hour speed limit right across that place. [ Interruption. ] I am proud that this Government are—

  [Source]

• 18 Jul 2023: Transport Infrastructure: Warrington

  19:26

  I will touch on some of the investment in Warrington that my hon. Friend mentioned. This is one of the largest investments in any town by this Conservative Government. We have committed more than £16 million in the bus service improvement plan to supercharge the local bus network; £21.4 million in zero emission bus regional area funding to transition local operator Warrington’s Own Buses entire bus fleet to zero emission—I was delighted to visit the area in February to highlight some of that investment; and £10 million to develop the full business case for the Warrington western link road scheme—overall, we have made a conditional commitment of up to £142.5 million to deliver that scheme, subject to final approval. There has also been an allocation this financial year of £5.5 million to help Warrington support highways maintenance, pothole repairs and local transport measures; an additional £709,000 was announced this year at the spring Budget for pothole repairs.

  [Source]

• 13 Jul 2023: Low-emission Buses: Local Authorities

  09:55

  Our policy has been to support the introduction of zero-emission buses, which will reduce emissions, support manufacturing and improve the passenger experience. The Government are committed to supporting the introduction of 4,000 zero-emission buses and achieving an all zero-emission bus fleet across the UK. I am pleased to inform the House that since February 2020, an estimated 4,200 zero-emission buses have been funded across the UK, including Scotland, of which 1,600 are on the road.

  [Source]

  If the hon. Gentleman had waited for a response to his written parliamentary question, which is coming later day, he would have noticed that 68 buses from the ZEBRA—zero emission bus regional areas—scheme are now on the road. He seems to have failed to realise that that is out of a total of 1,604 that are on the road, from out of the 4,233 that have been funded across the UK. He might want to ignore previous schemes, but it is very important that we look at schemes right across the country. On top of that, he asked how many had been ordered across the country: 2,464 have been ordered. We are making great progress towards the over 4,000 by the end of the Parliament. If he would like to provide some extra cash or outline a Labour policy that will do anything for bus users in this area, I would really love to hear it.

  [Source]

• 26 Jun 2023: Road User Charging Schemes

  Hon. Members across the House mentioned tackling air pollution—one of the biggest environmental threats that we face. My hon. Friend the Member for Don Valley highlighted Ella’s case. There is evidence of a link between very high, problematic air pollution and high mortality, but those living in our country can see what the Government are trying to do. We have already introduced the phasing in of electric cars and the phasing out of the internal combustion engine. We are doing the same for heavy goods vehicles and for our coach sector. Before the end of this Parliament, it will be very clear what we will do on the phasing out of the internal combustion engine in our bus network. We have invested in more than 3,400 zero-emission buses across the United Kingdom—very close to our target of 4,000 before the end of the Parliament.

  [Source]

  The hon. Member for Sheffield, Brightside and Hillsborough shouted at me from a sedentary position that whatever we are providing for the bus sector is still not enough. I would love her to tell me how much more we should put in. When I speak to Labour politicians at the moment, none of them can tell me. They have no plan. They are just an opportunistic Opposition. This Government have put more than ever before into the bus network. We have capped prices for working people, which is something the Labour party never did when it was in office. Right up and down the country we have put in the new bus service operators grant of 22p per kilometre, which now includes electric buses—something that was not the case just a few years ago. We remain committed to an end date for non-zero emission buses, and that consultation will be reported on soon.

  [Source]

• 20 Jun 2023: Transport Accessibility: Bolton West

  16:59

  However, it is not just electrification. We have put more than £1 billion into Greater Manchester through the city region sustainable transport settlement over five years. Most areas of local government love the prospect of a five-year plan, but we have delivered it. We have delivered it because we need that long-term vision, and we want to back that long-term thinking for Greater Manchester, to ensure that it can properly level up. There are also local public transport and active travel networks. On top of that, we have invested £94.8 million to support the implementation of Greater Manchester’s bus service improvement plan, and another £35.7 million for the zero-emission bus network.

  In the past three years alone, Greater Manchester has received around £135 million from this Government purely in pandemic-related support to keep the buses running. That is in addition to the £95 million to deliver Greater Manchester’s local bus service improvement plan and almost £36 million to support the roll-out of zero-emission buses in Greater Manchester. We have stepped up to support Greater Manchester’s local transport network as it implements the franchising of bus services and delivers the Bee Network. Giving local transport authorities greater control over the provision of bus services in their area, either through an enhanced partnership or through franchising, is a key part of the Government’s levelling-up agenda. For areas that decide to take on franchising, that means they are taking on the farebox risk, so they need to ensure that their plans are right, and they will rightly be held accountable by the public for the decisions they take.

  My hon. Friend also mentioned the Mayor’s plan for a clean air zone. Greater Manchester local authorities provided revised air quality proposals on 1 July last year. We have written requesting further evidence from the Greater Manchester authorities to enable us to consider their plans further. The Government have already allocated nearly £170 million to Greater Manchester to help reduce nitrogen dioxide levels. That is on top of the money we put into the zero-emission bus plan and into the city region sustainable transport settlement. Some of the comments that he made were particularly important. We should be providing that positive choice of a public transport alterative to people and not trying to coerce them into doing things. That is what is most important and that is what the Government have stood behind with more than £1 billion put in through a five-year package. I urge local government across the country, including in Greater Manchester, to think about the message that it is sending to people when it proposes some of these plans.

  [Source]

• 23 May 2023: Draft Road Vehicles (Authorised Weight) (Amendment) Regulations 2023

  14:30

  It is a pleasure to serve under your chairmanship, Mr Dowd. The draft regulations will be made under the powers conferred by sections 41(1), (2)(d), (3) and (5) of the Road Traffic Act 1988. They implement increases in weight limits by up to a maximum of 1 tonne for certain alternatively fuelled heavy goods vehicles and by a flat 2 tonnes for certain zero-emission vehicles. In all cases, the maximum weight limits for individual axles will remain unchanged.

  No additional weight allowance for zero-emission or alternatively fuelled vehicles will apply to the heaviest articulated lorry and road train combinations, of 44 tonnes, or to four-axle motor vehicles of 32 tonnes. The extra weight allowances do apply to articulated lorries and roadtrain combinations with five or six axles, normally limited to 40 tonnes. They also apply to four-axle combinations, normally limited to 36 or 38 tonnes, and to certain smaller zero-emission lorries with two or three axles. In addition, they apply to zero-emission three-axle articulated buses. Two or three-axle alternatively fuelled versions of these types can already operate at up to 1 tonne above the normal limits.

  [Source]

  14:33

  The agreement applies to vehicles used on international journeys and to EU vehicles operating in the UK on cabotage. The allowances are to accommodate the additional weight of alternative fuel technology up to a maximum of 1 tonne and, for a zero-emission technology, 2 extra tonnes.

  To put the regulations in context, transport is the biggest greenhouse gas-emitting sector of our economy, and road freight is a significant contributor to that. In 2021, HGVs produced around 20% of greenhouse gas emissions from our domestic transport network. Utilising zero-emission and alternatively fuelled freight vehicles can contribute positively to freight decarbonisation and help with achieving the UK’s commitment to reach net zero by 2050.

  A vehicle’s powertrain consists of the components that generate power and then transmit it to the road to move the vehicle. Currently, alternatively fuelled and zero-emission heavy goods vehicles may have a heavier powertrain technology than traditionally fuelled internal combustion engine heavy goods vehicles. For example, a pressurised fuel tank in an alternatively fuelled vehicle, or batteries in a zero-emission vehicle, can be significantly heavier than a conventional petrol or diesel fuel tank—I saw some examples recently on a visit to DHL in the midlands.

  The typically heavier powertrains of these vehicles mean that, under current regulations, alternatively fuelled and zero-emission HGVs may have to carry a reduced amount of cargo than comparable fossil fuel vehicles. This places them at a competitive disadvantage. The higher weight of the empty vehicles acts as a payload penalty, which then decreases the commercial viability of zero or lower-emission vehicles.

  The regulations would afford zero-emission vehicles a weight increase of 2 tonnes, as opposed to the maximum 1 tonne increase offered to alternatively fuelled vehicles, as the features that make them zero emission—particularly the batteries—are likely to be heavier, although I think we all hope that these provisions will be needed less as the technology continues to improve over time. This approach further incentivises the uptake of zero-emission vehicles, bringing potential benefits via emission reductions.

  A public consultation asking whether to permit alternatively fuelled or zero-emission vehicles to have that slightly higher weight limit was carried out between 14 July and 3 September 2021 as part of a wider consultation on the phase-out dates for sales of new non-zero-emission heavy goods vehicles. Of the responses received, 59% were in favour of the increase in weight limits, with only 6% opposed and the remainder being “Don’t know”. A Government response confirming our intention to introduce these changes was published on 12 May 2022.

  Let me turn to the contents of the statutory instrument. Amendments will be made to the Road Vehicles (Authorised Weight) Regulations 1998 by making provision to increase the maximum authorised weight for certain alternatively fuelled and zero-emission vehicles. Amendments will also be made to add a definition of “zero-emission vehicle”. The regulations provide for the Secretary of State to undertake a review of the regulatory provision contained in these regulations on a five-yearly basis. That is to account for the rapid deployment of technology and to ensure that increased weight limits remain suitable.

  To conclude, the regulations are essential for supporting the commercial viability of zero-emission and alternatively fuelled commercial heavy goods vehicles. They do not involve any regulatory burden on domestic road freight operators. Instead, they aim to give flexibility to those using zero-emission or alternatively fuelled HGVs. The de minimis assessment identifies a best-estimate monetised net present value over the years of £18.2 million, which relates to the greater business efficiency as a result of these measures. There are also unmonetised costs, such as infrastructure costs, and unmonetised benefits, such as a reduction in greenhouse gas emissions. The regulations will also ensure parity of regulation, meaning that domestic operators will not be placed at a disadvantage to their European counterparts. I hope Members will join me in supporting the regulations, and I commend them to the Committee.

  [Source]

  14:42

  The hon. Lady talked more broadly about our road network. It is important to reflect on the fact that the UK Government are still investing in our road network and making substantial improvements. I was up in the north-west recently and saw a road being built to better connect Blackpool to the M6. It is a shame that some of the devolved Administrations across the country, and particularly Wales, are rejecting any form of new road building, especially when we are now seeing this major shift, in terms of our road network capacity, to low-emission and zero-emission vehicles. The road network has an important role to play in decarbonising our economy, while ensuring that opportunity for people is spread right across the country and that they can remain as connected as possible.

  To conclude, I hope the Committee has found the debate informative and that it will join me in supporting the regulations, which will amend legislation to allow weight increases by up to 1 tonne for alternatively fuelled vehicles and by 2 tonnes for zero-emission vehicles. These changes are to support the commercial viability of those vehicles and to ensure regulatory harmony with our international competitors. Adaptation of these vehicle types will help reduce emissions from what has to date been a hard-to-abate part of the transport system, moving us closer to our 2050 net zero target.

  [Source]

• 2 Mar 2023: Bus Services

  The hon. Member has clearly missed our announcement this morning of extra buses across the country—an extra £25 million going into York, Norfolk, Portsmouth, and the West Yorkshire Combined Authority and delivering 3,452 zero-emission buses, to date, on that 4,000 target, so we will definitely get there before the end of the Parliament.

  [Source]

• 30 Jan 2023: Maritime and Coastguard Agency Annual Report and Accounts 2021-22

  MCA continued to raise the profile of the UK ship register during the last reporting year, with the launch of the concierge service. MCA also played a major role in supporting the decarbonisation of shipping.

  [Source]

• 25 Jan 2023: Silsden and Steeton Bridge

  16:11

  CRSTS represents an unprecedented investment in West Yorkshire’s transport, and it will play a key role in supporting growth and productivity, levelling up and decarbonisation. The settlement will see West Yorkshire specifically receive £830 million from central Government funding for investment in public transport infrastructure and many important projects. Hon. Members, such as my hon. Friend the Member for Keighley, can be very proud of the role that they have played in helping to ensure that West Yorkshire gets the money for those local schemes.

  [Source]

• 24 Jan 2023: MOTs: Increased Particulate Matter Testing

  16:13

  In the long term, we are committed to moving from vehicles based on internal combustion engines to zero-emission vehicles. The sale of new petrol and diesel cars will end by 2030. However, that does not mean that petrol and diesel cars will be off our roads immediately. In fact, they will still be on our roads for a considerable period, so we need to tackle pollution from such vehicles.

  [Source]

• 23 Jan 2023: Draft Road Vehicles (Authorised Weight) (Amendment) Regulations 2023

  The use of zero-emission vehicles (ZEVs) and alternatively fuelled vehicles (AFVs) can contribute to transport decarbonisation, as well as reduce emissions of air quality-related pollutants. Currently, alternatively fuelled and zero-emission heavy goods vehicles (HGVs) may have heavier powertrain technology than traditionally fuelled internal combustion engine (ICE) HGVs. There are particular components in AFVs or ZEVs which are likely to be heavier than their equivalents in an ICE vehicle, most notably batteries, which are significantly heavier than a petrol or diesel fuel tank providing an equivalent vehicle range. Fuel tanks for pressurised gaseous fuels such as biomethane or hydrogen are also likely to be heavier than ICE equivalents, due to the need to reinforce these to cope with high pressure.

  The Department consulted on these proposals between July and September 2021 as part of a wider consultation on phase-out dates for new non-zero emission HGVs, “Heavy goods vehicles: ending the sale of new non-zero emission models.” A response confirming our intention to introduce these changes was published on 12 May 2022.

  [Source]

• 19 Jan 2023: Draft South Yorkshire Passenger Transport Executive (Transfer of Functions) Order 2023

  11:33

  The Government recognise that a single entity may better support alignment of transport priorities with economic growth and decarbonisation objectives. However, provided that there are clear lines of accountability and sound governance in place, it is right that the combined authorities themselves determine which arrangements are best for their area. In this case, South Yorkshire has also identified scope for significant efficiency savings, which it is hoping to reinvest in the local bus network, away from administration.

  [Source]

  11:40

  On top of that, when it comes to long-term funding going forwards, one of the most crucial things—not just for South Yorkshire, but for other combined authorities—has been trying to decarbonise their bus fleets. To date, South Yorkshire has received over £8.3 million towards that end, so we are providing some significant long-term funding for South Yorkshire. That is in addition to its £570 million city region sustainable transport settlement, which is part of a £5.7 billion deal for combined authorities that will run over a significant number of years. That will hopefully provide some of the long-term funding that the hon. Member for Wakefield mentioned.

  [Source]

• 17 Jan 2023: Seafarers' Wages Bill [ Lords ] (First sitting)

  09:49

  For the reasons I have set out, we cannot accept amendment 67, but I do understand the concern about the national minimum wage entitlement for workers on energy platforms in the EEZ. Offshore wind farms and the renewables sector are critical to meeting our net zero target. The Department for Business, Energy and Industrial Strategy regularly reviews the national minimum wage legislation to ensure that it is fit for the current workforce and businesses. We hope that this national minimum wage equivalence legislation will also reflect those changes over time as well.

  [Source]

• 20 Dec 2022: Bus Routes: Local Consultation

  19:22

  I was fortunate enough to be able to visit Hertfordshire a couple of weeks ago, when I met Councillor Phil Bibby, the executive member for highways and transport, and experienced at first hand some of the great work that is going on within the county to improve bus services. I was delighted to see Arriva’s new depot in Stevenage, which will house its new zero-emission bus fleet just up the road, and to learn more about the HertsLynx demand-responsive transport service, providing vital connectivity for rural villages in the north of the county, although those are admittedly not so close to my hon. Friend’s constituency. These are things that could make a huge and positive difference in Hertfordshire and elsewhere.

  [Source]

• 7 Dec 2022: Free Bus Travel: Care Leavers

  16:15

  The Government are committed to bus services, and we provided £2 billion during the pandemic to keep them going. We have continued to provide support for the sector, which is helping to maintain services. It is not just about maintaining our existing network of bus services, but expanding it in scope and quality, through the city region sustainable transport settlements, the zero emission bus regional areas fund and, crucially, the bus service improvement plans. We aim to transform the quality of bus services across the country.

  [Source]

• 30 Nov 2022: Draft Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022

  09:32

  I thank the hon. Member for Wythenshawe and Sale East for his comments. It was a bit of a whistle-stop tour of some of the highlights of the IMO. Unfortunately, Wikipedia does not include my fabulous speech to many of the countries that were there last week. We touched on many of the points that he talked about, particularly how we, alongside France and Costa Rica, are leading the way in decarbonisation and green highways across our seas. I hope that we can build that international coalition to ensure that it becomes the norm over the next few years.

  It is important that we implement the amendments to the convention into UK law, and make important improvements to the regime for the training of seafarers. That is necessary and desirable, especially given the responsibility that seafarers have for the safety of themselves and others and the protection of the marine environment, and the Government’s commitment to leading internationally on the safety and decarbonisation of the seas. It is right to implement the draft regulations as soon as is practical.

  [Source]

• 24 Nov 2022: Ultra Low Emission Zones

  The Government are committed to decarbonising transport across the piece, whether it is in rail, road or my own section of buses. We have already seen hundreds of zero-emission buses delivered in London and thousands across the country.

  [Source]

• 23 Nov 2022: Draft Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment and Transitional Provisions) (EU Exit) Regulations 2022 Draft Road Vehicle Carbon Dioxide Emission Performance standards (Cars, Vans and Heavy Duty Vehicles) (Amendment...

  The draft Road Vehicle Carbon Dioxide Emission Performance Standards (Cars, Vans and Heavy Duty Vehicles) (Amendment) Regulations 2022 amend various retained EU new car, van and heavy duty vehicle carbon dioxide emission regulations to ensure that they can continue to function appropriately.

  The new car and van carbon dioxide emission regulations were retained following EU exit and establish mandatory average carbon dioxide emission targets for manufacturers of new cars and vans across the UK. The regulations set out how the carbon dioxide emission scheme is to be monitored, reported on and enforced. They also include provisions to help manufacturers to meet their carbon dioxide targets, including derogations for smaller volume manufacturers, the awarding of more credits for producing low emission vehicles, and allowing manufacturers to join together to be considered as one entity to meet carbon dioxide targets, inter alia.

  The HDV carbon dioxide emission regulations were also retained following EU exit; however, they do not set mandatory carbon dioxide emission targets on HDV manufacturers until 2025. Until that time, manufacturers are legally required to report specific data points on their vehicles annually to the enforcement body, the VCA.

  This draft instrument primarily amends references to EU type approval in the regulations to EU, GB or UK (NI) type approval, where appropriate, to reflect the creation of the GB type approval scheme. As the car, van and HDV carbon dioxide emission regulations apply UK-wide, it is appropriate to reference all three type approval schemes; due to the protocol, vehicles registered in Northern Ireland will continue to receive EU type approval or, now, UK (NI) type approval.

  [Source]

  09:35

  References to type approval are fundamental to the regulations as they determine which vehicles are in scope of either scheme, as well as defining who will receive a carbon dioxide emissions target, including a fine for any non-compliance. A number of minor EU exit-related deficiencies, and a simple typo made in a previous statutory instrument, are also corrected by this instrument.

  [Source]

• 14 Nov 2022: Low Traffic Neighbourhoods: Latchford

  21:10

  Streets and roads make up three quarters of all of our public space and, as my hon. Friend outlined in making his case, how they are designed has a really significant impact on people’s lives. The Department has for a long time encouraged local authorities to design their streets in a way that creates a sense of place and puts consideration of the needs of local people first. The “Manual for Streets”, published by the Department for Transport in 2007, provides guidance on that. The design of streets can deliver on a wide range of objectives such as high street regeneration and economic growth, contributing towards net zero, decarbonising transport, and air pollution, which my hon. Friend talked about. We are currently revising the “Manual for Streets” and aim to publish a revised version in early 2023.

  There are many good and popular traffic management schemes across the country, many of which are designed to enable local economic growth. Examples include the Waterfront in Ipswich and the centre of Welwyn Garden City. However, others do not seem to have met those high standards. The challenge now is to learn from experience and ensure that all local authorities develop schemes in a way that fully involves their communities and leads to high quality outcomes. Only then will we see the step change in design that we need to help deliver the commitments from “Gear Change” and the overall goal of net zero.

  [Source]

• 2 Nov 2022: Bus Services: Blaydon

  19:34

  The hon. Lady also mentioned zero-emission buses and levelling up, which are important, particularly in towns that have had diesel buses causing air pollution for too long. The Government are clear that buses have an essential role to play in achieving net zero, driving the green transformation and creating cleaner and healthier places to live. We have supported bus companies in the north-east to introduce net zero buses.

  Between 2019 and 2021, Go North East was awarded just under £3 million through the ultra low emission bus scheme for 18 net zero buses and associated charging infrastructure to operate within the Tyne and Wear region. The national bus strategy further committed to introduce 4,000 zero-emission buses and achieve an all-zero-emission bus fleet. That will support our climate ambitions, improve transport for local communities and deliver higher air quality and green jobs in places such as Falkirk and Scarborough. My right hon. Friend the Member for Scarborough and Whitby (Sir Robert Goodwill), who is chair of the all-party parliamentary group for the bus and coach industry, has already been banging on my door about delivering those jobs in the UK. On my first visit today, to the Euro Bus expo in Birmingham, I saw that there are great opportunities for the UK.

  We are making good progress. Since February 2020, we have provided funding to support 2,400 zero-emission buses in England. Our zero-emission bus regional areas scheme has given local authorities nearly £270 million in funding for zero-emission buses and infrastructure. Several buses funded by ZEBRA have already been ordered, including 193 by First Bus, which is the largest single order for electric buses in the UK outside London. I also saw some of the ones that Liverpool has ordered for its metro system today.

  I am aware, however, that although 4,000 buses is a good starting point—some of those are still to come—it is only a starting point. We need to go further and faster to decarbonise the whole bus fleet across the whole country. That is why in March, the Government launched a consultation to help to set the legal end date for the sale of new non-zero-emission buses at some point between 2025 and 2032. We will confirm that exact date in due course. We have also launched calls for evidence to decarbonise coaches and minibuses—minibuses are actually one of the big issues.

  [Source]

  19:43

  To return to my previous point about phasing out and how we will deliver things more generally, agreeing a phase-out date will not just boost the transition to clean buses, but create new skilled jobs as operators and manufactures will have greater certainty to invest. The hon. Lady will know from Nissan, which is just down the road and where many of our constituents work, how transformational the end date for car manufacturers has been. Hopefully, we will have the same when bus manufacturers move in that direction. A further £205 million of dedicated zero-emission bus funding is available this Parliament, which will keep up the momentum. The Department will provide more information on how that funding will be allocated in due course.

  I acknowledge that a bid for round two of the levelling-up fund has been received from Transport North East to support zero-emission buses in the region. However, as I hope hon. Members will appreciate, given that the fund is a UK-wide competition and is currently in the assessment stage led by officials, it would not be appropriate for me to comment or express a view on bids at this stage. I wish all areas great luck in realising their local visions.

  [Source]

• 8 Mar 2022: Consett Energy from Waste Plant

  19:00

  The Government have also done a great job in recent years in highlighting the environmental agenda. We led COP26 in Glasgow by really driving through—not just for Britain but internationally—a desire to see emissions reduced and to help protect the environment. Over 100 countries have now committed to ending deforestation. We have seen a big shift from carbon-intensive power generation and an end to new coal financing. Two hundred countries agreed to the pact to keep 1.5° alive, along with cutting methane emissions by 30%.

  [Source]

• 1 Feb 2022: Environmental Land Management Scheme: Food Production

  09:55

  Does the hon. Gentleman agree that there is absolutely no point trying to do some of those things if all we are doing is offshoring our carbon emissions elsewhere? All that potential benefit is then eaten up in transportation costs, especially in sectors such as shipping and aviation, at the back end of decarbonisation at the moment.

  [Source]

• 3 Dec 2020: Future of Coal in the UK

  00:03

  Britain has been a world leader in decarbonising our electricity sector. Emissions are down by over 70% since 1990, despite usage being up. Renewables have transformed the mix, and I am proud to be part of a Government who are pressing forward with a real environmental agenda. We are going to end coal-powered electricity by the mid-2020s and are playing a leading role, alongside Canada, in that effort globally.

  That brings me to my second point about the present, on strategy. The mine had outline contracts with Port Talbot—because this is UK-wide—which would have taken coal for steelmaking. Instead, that coal will be imported from across the world. Of our net imports, approximately 40% of our coal comes from Russia and 20% from Colombia. The blast furnaces at Port Talbot could have been burning with British coal, but now they will be burning with Russian coal. We are literally forcing one of our key strategic industries to send pounds to Putin rather than supporting good jobs as we bridge to future technologies that will see our strategic heavy industry decarbonised further.

  It would be remiss of me not to mention some of the major issues raised with me by the president of the National Union of Mineworkers, whom I spoke to recently. We have been working on these issues together, and I have asked some questions about them. The first is the concessionary fuel fund, which is very important. As we look to decarbonise that, I would like to speak to Ministers to ensure that any money saved goes back to the miners, not to the Government. The second issue is miners’ pensions. I know that there are massive ongoing conversations with Conservative Members and the Government, and we look forward very much to taking part in those.

  [Source]

  I thank all Members on both sides of the House for their contributions to what has been a very good debate, and I thank the Backbench Business Committee for allowing it to go ahead. I also thank the Minister for his words. He is right that we need to be ambitious for a decarbonised future, but for us to get there, coal still has a role to play in the interim.

  [Source]

• 4 Feb 2020: Net Zero Targets and Decarbonising Transport

  10:05

  I am proud that the Government have set the net zero target for 2050, and glad that today we saw two further moves in that direction: the 2035 target to stop new diesel and petrol vehicles, and the aviation sector moving towards net zero by 2050. Over the past couple of decades, it has been wonderful to see the UK at the forefront of the major developed economies of the world in slashing its carbon emissions, and I hope that that continues.

  I will pick up on a few things, the first local to North West Durham. We are without any form of rail network at all. In order for my constituents to move towards decarbonised travel, we need better bus networks for our rural communities and in particular for Consett and the conurbations around it in the north of my constituency—one of the largest conurbations in the country without any form of rail access. I am campaigning for the Government to look at rail in the area there as part of their scheme to reopen lines.

  [Source]

  10:08

  My right hon. Friend the Member for East Hampshire also made an important point about walking and cycling. The Derwent Walk replaced our rail line—as many Members know, when rail lines were dug up, they were often replaced by walking and cycling lanes. I am keen for those to be kept in place, so that the rail line has walking and cycling alongside it. That is important, because the car parks at stations are already clogged and overcrowded, as other hon. Members know if like me they commute from far away. As much as possible, I want people to walk and cycle to stations, to help move towards net zero, in particular as regards transport emissions.

  I urge the Minister to push his Treasury colleagues to look at these changes to vehicle excise duty, which came through last year from European Union regulation 2018/1832. VED has hit domestic manufacturing. The production of ever-cleaner motor homes creates 600 jobs in my constituency. It is incredibly important that we support the motor industry where we can, as well as our domestic tourism, to reduce international flights. That will contribute to exactly what we want to see: the decarbonisation of our transport economy.

  [Source]

See all Parliamentary Speeches Mentioning Climate