Carbon Emissions: Bus Fleets

Baroness Jones of Moulsecoomb Excerpts

Tuesday 12th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

I agree with the noble Lord that actions such as those taken in Harrogate to electrify bus fleets have real benefits. The innovative technology example, which allows charging in the course of a journey, is also to be lauded.

[Baroness Jones of Moulsecoomb (GP)]

My Lords, does the Minister agree with me, and with Green Party policy, that improving our bus services is a crucial part of fighting climate change? It enables people to get out of their cars, and many people do not want to carry on driving as they get older.

[Lord Hendy of Richmond Hill (Lab)]

I do not think that is just Green Party policy, but I agree with the noble Baroness that that principle of encouraging public transport and bus use is absolutely what we need.

Passenger Railway Services (Public Ownership) Bill

Baroness Jones of Moulsecoomb Excerpts

Committee stage
Wednesday 23rd October 2024 Lords Chamber

[Baroness Pidgeon (LD)]

My Lords, I am delighted to speak to Amendment 16, on devolution of the railway, an issue dear to the hearts of the Liberal Democrat Benches. It is clearly an issue of concern to noble Lords on all sides, given the large number of similar amendments before us today and the debate we are having.

In my maiden speech at Second Reading, I said that there is no one model internationally—public, private or both—that is the perfect way to fund and run a railway, but I did refer to the huge success of devolved rail in London, be it the Overground or the Elizabeth line, and of Merseyrail. One of the greatest concerns I have about the Bill is that we are debating it without seeing the more substantial plan legislation and that we are, in effect, closing off options. I do not want to see devolution taken off the table as a result of this legislation, but that is what it will do. There is no room here for further devolution.

Devolution is not simply a duty to consult in order to allow locally and regionally elected members to make a few comments on the service they would like for their residents: box ticked, job done. It is about being able to run services in a way that serves the needs of local areas and communities and integrates them with other public transport, such as buses and trams. It is about empowering our devolved institutions to have some ownership and a genuine stake in delivering quality transport services locally. It is about that local accountability. That is what is so disappointing about this legislation. Instead of enabling greater local service delivery and accountability, it takes everything back to the department—a “Whitehall knows best” approach.

As a new Member of this House, I was concerned that I was missing something. Surely this Bill would not prevent further devolution supporting local and regional authorities, yet it does. The letter sent to Members by the Minister states that

“this single-purpose Bill does not affect the existing arrangements which allow Transport for London and Merseytravel to procure passenger rail services in their area. It will remain for these bodies to decide how best to deliver those services. Nor does this Bill change the existing role of other local authorities”.

The trouble is that the existing role, the status quo, is not good enough, and that is why this amendment has been tabled.

We want genuine consultation as each franchise comes up, to allow proactively for devolved bodies to come forward and say which lines they would like to run locally, and to support this. Further lines were planned to be devolved in London, such as the Great Northern line out of Moorgate, but with a change in Secretary of State, they were blocked. There are many metro rail services that run in London, such as those by South Western Railway or Southern Railway, that could easily be run by TfL and be part of that comprehensive transport offering in London, properly co-ordinated and branded as one coherent service.

In London, devolution has enabled that joined-up thinking not only on wider transport strategies but on housing and economic regeneration, alongside an additional level of accountability and increased responsiveness. In the first four years of the Overground alone, there was an 80% jump in ridership to 190 million passengers; fare evasion fell from 13% to 2%; the number of delayed trains fell by 11%; and the frequency of service increased on some lines. As we know only too well, the London Overground and the Elizabeth line are always at the top end of performance, according to the Office of Rail and Road.

Let us look outside London. Fellow noble Lords have mentioned Manchester today. Greater Manchester is set to play a key role in delivering the Government’s ambitions for economic growth. In recent years, the city region has had the highest rate of productivity growth in any part of the UK. Despite this success, there is potential to deliver more. Having a modern, fit-for-purpose rail network, integrated with other transport modes, is crucial to delivering economic growth, prosperity and opportunities.

By integrating and embedding rail into Manchester’s Bee Network, the Greater Manchester public transport system will be transformed, delivering a step change for the region. Transport for Greater Manchester and the Greater Manchester Combined Authority want to integrate eight core rail lines into the Bee Network by 2028. This is just the start of their plans: enhancing the current customer rail offer, the greater modal integration, accessibility and enhancements in performance. While this will significantly improve Greater Manchester’s transport offer, their longer-term plans for full local rail integration will require significant change. This legislation will remove full devolution of metro lines as an option. This cannot be the Government’s intention.

It is our belief that all devolved institutions should have a statutory role in specifying and directing rail outcomes and outputs, both services and infrastructure, including being able to run local services as they wish. This needs to be set out clearly in the legislation, and ensuring this strength locally and in our regions will counteract the risk of a centrally controlled service, isolated in Whitehall, not responsive or reactive to local need. We really want the Government to think again on this point. I hope the Minister can assure us in his response today.

[Baroness Jones of Moulsecoomb (GP)]

These are my first amendments in this new Parliament. It is a real pleasure to be speaking on transport, which is something I have always enjoyed. I am absolutely thrilled because this is the first time ever in 11 years that the opposition spokesman has signed an amendment of mine. I have four amendments signed, and I am just over the moon about that. I am so pleased that now the Conservatives are in opposition, they see the good sense in what I am saying.

The Green Party has long supported the public ownership of rail, along with other natural monopolies such as the NHS and water. We therefore support the Bill.

I have been told to say that the purpose of my amendments is to probe the Government’s plans on devolving control of the railways, but I do not really want to probe. I would just like the Minister to tell me whether or not he is going to accept my amendments. If he possibly could, I would be so pleased. It would be a highlight of my already very exciting day.

Greens are very keen on subsidiarity: making sure that ownership and power are devolved to the lowest possible and most practical level. This point seems especially important given the emerging devolution agenda. Can the Minister tell me whether rail will be involved in the devolution plans or remain the property of the UK Government, as the Bill currently sets out? My light-touch amendments would at least keep the door open to councils and combined authorities working together to run or oversee the railways within their areas.

There is hope for a public transport revolution under this Government, but the only way we will get people out of their cars and on to public transport is if it is integrated and easy for them to get from where they are to where they want to go—and then back again, perhaps much later at night.

Can the Minister please reassure me that the publicly owned rail companies will work in tandem with transport authorities all over the system to make sure that bus timetables are integrated into train timetables? How is the system being designed to ensure co-operation between different parts of the network; for example, so that buses and trains can run on linked timetables? In a conversation we had some time ago, the Minister said to me that the train line I use on a weekly basis, South Western Railway, is the worst in Britain. Could he expand on that, please? I would be interested to know how it is going to be improved.

As a Green, I would be thrilled to work with the Government on this exciting public transport agenda, and my honourable friend Siân Berry MP raised these points in the other place. I look forward to this particular Minister taking an incredibly practical view of the whole thing and making sure that he is not corralled by the Labour Government into doing things that he knows are wrong.

--- Later in debate ---

[Lord Ranger of Northwood (Con)]

My Lords, I too welcome the Minister and the whole debate on the Bill, including notably those Members who have had a previous role in London’s transport. There is obviously the Minister but also the noble Baroness, Lady Pidgeon, and—

[Baroness Jones of Moulsecoomb (GP)]

Me?

Pedal Cycles

Baroness Jones of Moulsecoomb Excerpts

Thursday 12th September 2024 Lords Chamber

[Baroness Jones of Moulsecoomb (GP)]

My Lords, I declare an interest as president of the Road Danger Reduction Forum, as per my registered interests. Of course we have lawless roads, which has been a concern of mine for two and a half decades or so. Some of that is cyclists, and I would not for a moment defend cyclists who break the law; in fact, I shout at cyclists whom I see breaking the law, and I hope that every noble Lord here does the same. Some of the crime is from cyclists, but the majority of the problem is car drivers.

When I was on the Metropolitan Police Authority from 2000 to 2012—before Boris Johnson scrapped it—I kept asking how our roads had got so lawless and why it had not been a priority for the senior officers running the organisation. As the Mayor of London’s road safety ambassador, I spent a lot of my time resisting proposed cuts to the traffic police and pressing for them to get more resources.

It is painfully obvious that many drivers ignore the rules, and the people who pay the price for that are often children, older people, pedestrians and cyclists. As has been said already, in 2017 there were 28,010 recorded hit and runs. That is around 77 hit and runs a day and, of those, more than two people a day were killed or left with a life-changing injury. This is not acceptable. It is a national scandal, and the way that the last Government dealt with it was to stop publishing the figures. I really hope that the new Government will end the cover-up and recognise the scale of the problem.

We have a national registration scheme for cars, but large numbers of car drivers just ignore their responsibility and the rules. Many go further and actively destroy cameras that enforce speed or air pollution rules. The noble Lord, Lord Hogan-Howe, said that the risk of being caught is the best way to stop this sort of lawlessness. When I was an assembly member, I used to cycle a lot and I was very careful not to get caught, because I could not have borne the publicity; I was very law-abiding. I see time and again that the best way of dealing with lawless drivers and lawless cyclists is to stop our overreliance on electronic enforcement and registration plates. We need more police out on the roads stopping people breaking the rules of the road. Let us remember that traffic police have always had a much higher arrest rate—seven times higher—than those on the beat.

For those suggesting a registration scheme for cyclists, I say that experience has shown that it would soon become impossible to enforce and the main impact would be to put another big barrier in the way of people who want a cheap, convenient, environmentally friendly and healthy way of getting around.

I very much enjoyed the comments of the noble Lord, Lord Young. It is always a pleasure to agree with a Conservative Member of your Lordships’ House—and so rare. If we want a culture of safe and law-abiding cyclists, making cycling easy, safe and segregated from cars is the way to do it. We need to get more women and children on bikes in cities. That might start to embarrass any Lycra-clad men into slowing down and perhaps obeying the rules of the road.

--- Later in debate ---

[Lord Robathan (Con)]

My Lords, I too thank the noble Lord, Lord Hogan-Howe, for initiating the debate. He made a very balanced speech, much of which I agree with, although I profoundly disagree with his recommendations. I too will give him a word of advice: he should ditch the electric bike and get a proper bicycle, because it is much better for his cardiac health.

I have followed the noble Lord, Lord Young of Cookham, closely. Some 18 years after he made his speech on cycling, I proposed the cycling safety Bill in 1993, which I am sure everybody is familiar with—perhaps not. I have been bicycling since I bicycled to school, but the Bill came after a cousin of mine was squashed by a lorry on Clapham Common. Cycling safety is what I am more interested in than much of what has been mentioned today. I cycled in today, so I am quite current in what I have to say. Like the noble Lord, Lord Young of Cookham, I was chairman of the All-Party Group for Cycling and Walking in the House of Commons, so I have pursued this for a number of years.

Cyclists used to be termed “vulnerable” road users, like pedestrians and horse riders. I see now that some cyclists, far from being vulnerable, are rather terrifying. As an old man on a bicycle, I too get scared by some of these people whizzing past. But they are still vulnerable. If you ride a bicycle—everybody here so far has said that they do—what you are terrified of is falling over or being knocked off because you will fall. If you are walking along the road you are less likely to fall a long distance, whereas a cyclist is bound to fall because he cannot regain his balance if he is knocked off.

We have heard a lot about the responsibility of cyclists, and I agree with what has been said. People need to show more care and to have more consideration. Certainly, they should not steal mobile telephones. But what about the responsibility of pedestrians? We have all talked about cars knocking people down, but the responsibility of pedestrians also needs to be considered. The number of pedestrians who step out in front of you without looking is legion.

Indeed, the noble Baroness, Lady McIntosh, and I had a small altercation a few months ago, when, in my opinion—she will dispute this—she stepped straight out in front of me just as I was turning into a road. This happens all the time—I do not wish to criticise her in particular. Only this week, some girl with ear pods in stepped out straight in front of me. I was going quite slowly so it did not matter, but she is the person who would have caused the accident and who, if hit by a car, would have been damaged. So we must consider the responsibility of pedestrians.

I have a few questions for the Minister. How many motorists have been prosecuted for drawing into what I think are called cycle stop lanes? I do not think that any have been—I have asked these questions in the past. A cycle stop lane has traffic lights so that cyclists can go in front and not be endangered by cars knocking them off as they pull away. The danger to cyclists is enormous, so this debate should not be about prosecuting cyclists; it should be about considering whether pedestrians—as well as motorists, but pedestrians in particular—have responsibilities.

If you want to deter healthy cycling, you will overregulate it. We have heard how cycling has increased, so surely we all want to increase the number of people cycling, because it is good for their health and for traffic congestion. If we have insurance, extra regulations, the registration of vehicles and licensing, all that will deter people from bicycling—it makes it more difficult. I was interested in what the noble Lord, Lord Hastings, said about an easy registration system—that might be a way forward—but if you overregulate, you will yet again deter people. So let us enforce the rules that are being broken by motorists and let us ensure that, if necessary, pedestrians are prosecuted as well as cyclists—I agree on the speed limits and making it easier to prosecute a cyclist for killing somebody, of course—but let us not deter cycling.

How nice it is to agree with the noble Baroness, Lady Jones, for once.

[Baroness Jones of Moulsecoomb (GP)]

It is rare.

[Lord Robathan (Con)]

It is always good to do so. All vulnerable road users should take more care and show greater consideration, but we do not need lots more laws to enforce that.