Rural Bus Services

Baroness Jones of Moulsecoomb Excerpts

Wednesday 11th November 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

As I mentioned, the Government are working extremely hard on the national bus strategy. The sort of proposals that the noble Baroness outlined are the sort of things that we are looking at. It is very much time for local accountability for local bus services, taking into account the needs of the local community.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, it is good to hear that the Government are doing some planning on the issue of rural bus services, but it is not enough to keep pushing responsibility back to local councils when they simply do not have enough money to take forward anything like the amount of services necessary. In view of the fact that we need a national strategy to reduce all our carbon emissions, encourage people out of their cars and generally become better functioning members globally on the issue of climate change, surely the Government can see that funding councils so that they can do their job properly is the right way forward.

[Baroness Vere of Norbiton (Con)]

It was a little hard to hear the noble Baroness’s question but I believe it was about funding local councils. These considerations are of course being had as we think about the national bus strategy. However, I say to the noble Baroness that it is not just about money; it is also about skills and capacity. We need local authorities to boost their local transport teams so that they have the skills and capacity to plan the sort of improvements that we need in bus services.

High Speed Rail (West Midlands-Crewe) Bill

Baroness Jones of Moulsecoomb Excerpts

Committee stage & Committee: 1st sitting (Hansard) & Committee: 1st sitting (Hansard): House of Lords
Monday 9th November 2020 Grand Committee

[Lord Bradshaw (LD) [V]]

My Lords, it is a great pleasure to follow the noble Lord, Lord Adonis. I was in the House when he introduced the original high-speed rail proposals. I think I appended a plaudit to his name then: I said that he was a sort of second Brunel, because at least he had the vision as to what could happen rather than thinking how difficult it was to do everything. It is extraordinarily difficult. I do not applaud the way in which HS2 has gone about it. It has been slow, it has been extravagant and it could have done the job better, but there remain important things to be done.

I wish to start by talking about the east Midlands, which has the lowest attainment and the lowest social mobility of the whole country. It is low down in the Government’s plans for investing any money anywhere, and it is extremely important that it be brought back into the fold, because much of the area is shamefully neglected. Train journeys from places such as Lincoln, Leicester and Derby into Birmingham average only about 30 miles per hour. That sort of speed would be quite unacceptable to people in other parts of the country.

This morning we saw published an RAC motoring report which somewhat joyfully hailed the death of public transport and the fact that at some point in the future we would have cars that emitted no pollution. It said that people would flock to their cars. In fact, congestion is caused by the vehicles being there, and previous attempts to build our way out of congestion on the roads have generally been an abject failure and have cost the country huge sums of money.

In Birmingham is an organisation called Midlands Engine, which reports up the various channels to a mayor in Birmingham who I believe is an avid Conservative. But go and talk to him about what he thinks about cutting a large part of the east Midlands out of the benefits which come from having a high-speed railway.

The noble Lord, Lord Adonis, mentioned the Welwyn viaduct. It is an impossible obstacle. I have tried many times in my railway career to see how it might be overcome, including by going to New Zealand at my own expense to see how the Japanese had attached wings to Auckland Harbour Bridge to make the road wider. That sort of thing cannot be done on a railway. Nothing but destruction would be wrought over the whole valley for a long time if anybody were to attempt to rebuild that viaduct.

As the noble Lord said, there is an extremely complicated compensation system, designed at privatisation, that perversely means that when you set out to improve a railway, the people you are improving it for get compensation for your efforts. It is a most ridiculous system which I hope might be one of the things addressed in the review of the railway which Keith Williams started—but I do not quite know where that is now.

One good thing to come out of recent developments in HS2 is the concept of a through station at Manchester. When we talk about the north-east, we see the need for a through station at Leeds, because the concept of terminus stations in the middle of high-speed lines is a very stupid one. I strongly support what the noble Lord, Lord Adonis, has said. It is incumbent on the Government to come clean, particularly with the large number of people in the east Midlands, many of whom voted for them at the last election, and to say, “Yes, we are going to build better, a lot better, because, by rebuilding, we can not only restore fast services but free up local services, which are so awful, and bring them up to modern standards”. I hope that the Minister might have some encouragement for us at the end of this debate.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, it would probably be quite difficult to find two people who think more differently about the first leg of HS2 than me and the noble Lord, Lord Adonis. I disagree with a large part of what he said: the first leg is a dinosaur of a project. It is economically and environmentally disastrous. That it has gone ahead in spite of the Treasury and Dominic Cummings being against it staggers me—something has clearly gone wrong there.

However, I support the amendment, because it is important that there is a shape to the future. At the moment, I know that people in the north are extremely worried that HS2 will be seen by the Government as something that serves London, with the north forgotten. The Government have said that a Bill for the northern part of HS2 will not be brought forward until they have developed their overall strategy for rail transport in the north. That means that they could abandon that part of HS2 as well as the east-west railway, which Boris Johnson specifically promised as part of the Conservative manifesto and probably helped him win the election and the seats in the north. Without extending to the north, HS2 has zero hope of delivering on the already questionable value-for-money assessment conducted by the Government. Quite honestly, the north will judge the Government on whether its railways go ahead.

[Lord Liddle (Lab) [V]]

My Lords, I want to say how much I agree with the sentiment expressed by the noble Lord, Lord Adonis, in his comprehensive speech. I was on the committee and, of course, I want this Bill to go ahead, but it is pretty pointless unless we see it as part of a much bigger project, which is to close the gaps between the north of England, the Midlands and London. I strongly support the argument that the eastern arm must go ahead, but I also support the idea that massive rail improvements must be attached to HS2. There must be an HS3-style cross-Pennine route; there must be a lot of investment in the provincial services that would link the towns of the north to the cities with HS2 links. This is a very grand project for Britain, but we have to face the fact that in terms of regional inequality we are one of the worst cases, if not the worst case, in western Europe. We have to do something to address that.

The Government have made a lot of their commitment to the levelling-up agenda. My view is that that agenda is not scattering around odd tens of millions in trying to brighten up town centres in the north of England; it should be a comprehensive plan for improving connectivity across the whole country, of which HS2 is a fundamental part.

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[Lord Liddle (Lab) [V]]

My Lords, I will be brief. I have enormous sympathy for what the noble Baroness, Lady Randerson, is saying, as a sort of historian myself, who appreciates wanting to understand our past and to conserve it as best we can. However, I sat on the committee that heard the petitions and, to my recollection, we did not have any requests or complaints of this kind. I would have thought that this would have come up in our deliberations if there were serious issues of this kind on this section of the line.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, I would like to see huge, wholescale changes made to the high-speed rail programme but in the meantime, reporting and reviewing its impact is important so that Parliament and the public can properly scrutinise HS2. The burial and disposition of the dead has a deeply symbolic and important status in every culture. I might be alone in those contributing to this debate in, as a new archaeologist, having dug up a skeleton—a Roman skeleton that was nearly 2,000 years old. However, the skeleton was still treated with respect and dignity. I imagine that most of us would accept that that is normal when dealing with the remains of the buried. I would say also, as an archaeologist, that the information you can get from bones is fantastically useful.

There is an inherent aversion to disturbing the dead. Amendment 2 seeks to improve the excavation of burial sites by HS2 through a process of reporting and evaluation, which is utterly sensible. I hope that the Government will pick up this amendment and use it as an indication of respect for the remains that are being disturbed.

[Lord Hope of Craighead (CB) [V]]

My Lords, I should like, first, to thank the noble Lord, Lord Adonis, and the noble Baroness, Lady Vere of Norbiton, for their kind words about the work of the committee which I had the honour of chairing. This allows me the opportunity to thank the members of the committee who served with me through the various stages of our protracted proceedings. They were all a pleasure to work with, and I owe a great deal to their experience and the thoughtful contributions they made to our debates as we listened to the various petitioners whose concerns we had to deal with. It is also right to thank the broadcasting team, who had a very difficult job not only in dealing with us when we were sitting virtually, but when we came back to the Committee Room and sat in a hybrid fashion. They were with us in the room and I had first-hand experience of their difficulties in trying to set up those communications. I offer them my sincere thanks, as well as to the members of the committee.

Turning to the amendment, I am very much in sympathy with what lies behind the request of the noble Baroness for great care to be taken in dealing with artefacts of this kind, in particular historical monuments and remains. Like the noble Lord, Lord Liddle, I have to say that our attention was not drawn to any burial sites or monuments at any stage during the proceedings. I would have expected the relevant parish council to have done that if there were any burial sites of substantial size, and certainly monuments. One thinks of war memorial monuments, for example. I am pretty sure that we would have been told if any were on the line of the route or within the trace—the areas to either side of the route that will be used for construction purposes. There was no suggestion that problems of that kind were likely to occur.

I think the noble Baroness would wish me to say that there is always the unexpected. As soon as you start digging up ground, you find out what is beneath it. One has to be alive to the fact that in the course of the works, things may be discovered that no one knew were there before, but which turn out to be of historical interest. So, like the noble Baroness, I expect an assurance from the Minister that great care will be taken if, by any chance, something of this kind is discovered. The works should be stopped so that an assessment can be made by qualified persons of how the remains, monuments or historical artefacts, if there be any, can be best preserved before they proceed any further. I do not imagine that that would cause a great deal of delay; it is important that we do not lose these historical records before they are gone for ever.

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[Baroness Young of Old Scone (Lab) [V]]

My Lords, I declare an interest as the chairman of the Woodland Trust, as previous noble Lords have indicated. Like other noble Lords, I thank the Select Committee, chaired so admirably by the noble and learned Lord, Lord Hope, for its work. It made some valuable recommendations on behalf of ancient woodland protection.

I speak in modified support of Amendment 4, in the name of my noble friend Lord Berkeley, and Amendment 9, in the name of my noble friend Lord Tunnicliffe. I will focus on the impact of HS2 on irreplaceable ancient woodland. I also pay tribute to the noble Lord, Lord Blencathra; I support everything that he said on Amendment 9. His defence of the importance of biodiversity and ancient woodland were quite lyrical and based on his huge in-depth knowledge of the policy framework for these areas and the practice on the ground. It would behove us all to listen to the noble Lord, Lord Blencathra, especially when he is offering us large drinks afterwards.

Phase 2a of HS2 is, in terms of ancient woodland, a bit like

“Just when you thought it was safe to go back in the water”,

that inimitable phrase from “Jaws 2”, because phase 1 is working out badly enough in its impact on ancient woodland—those natural cathedrals of biodiversity and trees. Phase 1 of HS2 directly affects 34 ancient woodlands and indirectly impacts 27. Phase 2a, which is covered by this Bill, is one-quarter of the length of phase 1; it directly impacts 10 ancient woodlands and has a number of indirect impacts. The rate of damage has increased per kilometre of track in phase 2a, compared pro rata to phase 1. There will be further loss and damage to ancient woodland caused by the subsequent phase 2b. This is strange, in my view, when seen against the current policy background.

Only last year, the Government increased the protection for ancient woodland in planning guidance. As the noble Lord, Lord Blencathra, said, there is now a policy steer from government about net biodiversity gain from all developments, apart from major infrastructure schemes. HS2 Ltd assured Parliament at the beginning that the project would deliver no net loss of biodiversity. But it has acknowledged that ancient woodland is irreplaceable and therefore cannot be damaged without there being a net loss of biodiversity. I would support the call of the noble Lord, Lord Blencathra, for the Government to commit to net gain in all their sponsored projects, including major infrastructure schemes.

If it were not so serious, it would be almost laughable to see HS2 Ltd digging up ancient woodlands in phase 1, carting them across the country and dropping them off elsewhere, in the pious hope that something might survive and re-establish. For the record, I assure the Committee that there is no evidence at all that this translocation of ancient woodland works. Let us not kid ourselves that these activities, which are quite expensive, do anything more than act as a fig leaf. The Minister has heard me bang on about this so many times that I am sure she is bored. She will no doubt tell me yet again that there are 52,000 fragments of ancient woodland still left in Britain, so losing a few is just regrettable. That is like saying, “If Salisbury Cathedral or York Minster bit the dust, let’s not worry—after all, there are lots more cathedrals”.

The amendment proposed by my noble friend Lord Berkeley would require the Secretary of State to publish quarterly reports on the environmental impact of the scheduled works. I very much support the concept of regular reports and I will explain why in my comments on the environmental performance of the scheme, although quarterly is perhaps a bit too frequent. The amendment tabled by my noble friend Lord Tunnicliffe would require the Secretary of State to publish an annual report detailing the impact specifically on ancient woodlands.

Such reports are important because it has not been at all easy to get reliable and up-to-date data on the HS2 project’s impact on ancient woodlands from either the Government or HS2 Ltd. However, although these reports would be valuable, they would do the job only if there is a process for the Government to review them, learn lessons and lay out the alterations they will require to reduce the impacts of forthcoming works, and how HS2 Ltd will be held to account for existing impacts which were sometimes in excess of those permitted, and reduce or avoid those yet to come. I hope that a toughening up of these amendments might be considered at Report.

Allan Cook, chairman of HS2 Ltd, is very proud of the engineering innovation and ingenuity this project is delivering. Regular reporting on ancient woodland impacts by HS2 would enable him to demonstrate that engineering and ecological innovation and ingenuity would be increasingly deployed to reduce and, I hope, eliminate adverse impact on ancient woodlands. I do not believe that this is impossible—where there’s a will, there’s a way—but it is about not just HS2 Ltd but the Department for Transport taking ancient woodland seriously and showing some leadership in bringing forward actions that put flesh on government policy commitments to better protection for ancient woodland.

This is a deeply unpopular scheme. I was amazed to hear that the vast majority of complaints received about it have been based on its biodiversity, ancient woodland and natural site-based impacts. There must be more we can do to address the distress of many people at what the scheme is doing to our natural habitats. If the Government do not favour these requirements to report, what changes to the process would the Minister propose to ensure that the lessons from previous destruction are taken on board openly and transparently and reduce the destruction of and damage to ancient woodland, rather than simply barrelling on, doing the same thing we have unsuccessfully and damagingly done in the past?

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, I am in awe of all the previous speakers. I acknowledge their huge experience in and knowledge of this issue. I particularly liked the noble Lords, Lord Blencathra and Lord Randall, shaking out their Green petticoats. It was absolutely amazing; respect for that.

I support both amendments very strongly. Amendment 4 from the noble Lord, Lord Berkeley, is almost the root of the Green Party’s opposition to HS2—the first part, in any case. Amendment 9 is also important, highlighting HS2’s detrimental impact on ancient woodland. We have heard an awful lot of guff about how ancient woodland can be replaced—that they will take the soil so that we will have the same biodiversity. It is all complete nonsense. Ancient woodland is irreplaceable. I particularly liked the comment from the noble Baroness, Lady Young, about Salisbury Cathedral. It is exactly that. These places are special. They are not all the same; they are all unique. They need to be cared for and protected in a way HS2 seems absolutely incapable of doing.

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[Lord Haselhurst (Con) [V]]

The last thing I would want to argue against is a fairness regime for dealing with compensation. I can only base my impressions of this on the time I spent as a member of the Select Committee. From the moment we were appointed to when, because of the obvious delays caused by the disruption of the pandemic, we actually got down to work, the number of petitions that had been raised by dissatisfied persons or groups had diminished because there had been a settlement. During the course of our proceedings, by the time some of those who had an outstanding petition were due to appear they did not do so because their claim had been settled. So at that stage we heard only what proved to be the difficult cases, and one has to assume that many other people, whether they did so with regret or willingly, had withdrawn their petitions because they had reached a satisfactory conclusion. Of course, while one thinks in a most concerned way about the individual or small community, or the person with a small business who would seem to be in a very difficult situation, generally speaking, most of the claimants were people who had themselves been able to take professional advice. They were not exactly innocents battling against hard-headed professionals in the shape of HS2.

Other members of the Select Committee will speak now or on a future occasion before the legislation has passed through your Lordships’ House, but I do not think that we had the impression that there were so many difficult cases where the levels of compensation were not adequate. Clearly there are the statutory schemes, along with many others that statute has added over the years, to which different categories of claimant could turn. Again, we felt that, through further negotiation, an accommodation could be achieved between the understandably very different points of view—the promoter on the one side and the person facing a diminution of their enjoyment of the place where they live or work on the other.

It is obviously difficult to create a scheme that covers every nook and cranny. We saw a wide range of cases in the petitions that reached us. Some were down to individuals with, in some respects, a heartbreaking tale to tell, but it was hard to see how legislation could have been crafted in a way that would have eliminated that sense of grievance without setting compensation rates at a very high level. It is the case that HS2 has been accused of splashing the cash irresponsibly in many other ways, but still, given the levels of reserves accorded to it, it has to be careful about the level of compensation that it pays. It has that responsibility.

The safeguard in many cases has been the fact that one can petition Parliament. If you are not satisfied with what you get appearing before the House of Commons, you have another chance, for the most part, with the House of Lords. I like to think that all those with grievances who brought petitions were helped by the deliberations of the committee and the lubrication that we may have added to the process of further discussion between the two sides in order to come out with a satisfactory solution.

Simply on the evidence that we have, those who had complaints felt that quite considerable progress was achieved between the two sides. I cannot be satisfied that a whole new range of conditions has to be created, as covered by some of these amendments. Yes, we have to ensure that the basic principles on which compensation operates are fair, but I certainly do not have the impression that they are grossly unfair in a large number of cases. I dare say that further discussions will take place on whether there can be a responsible tightening-up to ensure that we are not leaving out protection for people who really are hit badly by the construction of the railway and are not getting a fair outcome. I am sympathetic to the purposes of the amendments, but I wonder whether they are a sledgehammer to crack what might not be a very large nut.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, I congratulate the noble Earl, Lord Lytton, on his 14-and-a-half-minute masterclass on how to pull apart inadequate government legislation. It was absolutely brilliant, and I cannot see that it leaves much for the rest of us to say—however, I am going to try.

I am delighted that noble Lord, Lord Framlingham, got in on the last debate, because his was a valuable contribution with which I largely agree. I read the Select Committee report, but what has come over strongly during these debates is just how much the members of that committee swallowed the HS2 line. It is almost as if they did not use any judgment and, as was said by others, perhaps did not listen to anything that reduced HS2 in any way. They perhaps put too much trust in the HS2 organisation and should have listened to the personal testimonies of those who have come up against it; for example, the noble Lord, Lord Randall. Perhaps they should swallow a more sceptical pill next time, if there is a next time.

I take issue with the noble Lord, Lord Adonis, who grouped everyone together in the same box, as the noble Baroness, Lady Young, suggested, and impugned their integrity—that is quite offensive. In my case, it is absolutely right that I wanted to stop the original plan, because I read the briefs which said what a terrible waste of money it was going to be and how it would devastate a lot of the countryside. All those things have come to pass; they were all true. The noble Earl, Lord Lytton, has laid out that the HS2 organisation did not have a very good business case; it did not think ahead; it did not assess the situation as well as it might have done. It is now in a mess, having to pay compensation to people whom it has not treated very well.

Covid-19: Transport for London

Baroness Jones of Moulsecoomb Excerpts

Thursday 29th October 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I agree with my noble friend that negotiations between the Government and the Mayor of London—indeed, all mayors—should be based on mutual respect and professionalism. I am pleased to report that, for example, our conversations with the mayor and his team yesterday were very cordial and constructive. The details of the current settlement are still under discussion and we are making good progress. I am pleased to confirm that the Government are committed to the principle that any government funding must be fair to UK taxpayers.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, it is obvious that TfL needs some immediate investment, along the lines of the sort that the Government have given to the train operating companies, but also needs time to work out some long-term resilience. An 18-month deal is probably best for it. One way of financing it would be to put in smart road pricing. This idea has been around for decades, but have the Government thought about it or even worked up an idea for it?

[Baroness Vere of Norbiton (Con)]

The noble Baroness will know that transport in London is devolved to the Mayor of London. Therefore, any considerations of smart road pricing would be for him to take forward.

Network Rail’s Enhancements Pipeline

Baroness Jones of Moulsecoomb Excerpts

Wednesday 21st October 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The project to which my noble friend refers will be considered as part of the integrated rail plan. That will look at the delivery of high-speed rail alongside all other rail investments in the north and the Midlands.

[Baroness Jones of Moulsecoomb (GP) [V]]

The Minister mentioned the assessment that happened for HS2, but in Jones Hill Wood there is a protected species of bat; the HS2 organisation does not have a licence and is threatening to cut down the trees anyway. I am sure that the Minister is extremely worried about this breaking of the law. Did all the law-breaking that HS2 is currently doing come into the assessment?

[Baroness Vere of Norbiton (Con)]

I was not aware of this particular species of bat that lives in this tree. If the noble Baroness could forward information to me, I will make sure that the HS2 Minister receives it.

Railways

Baroness Jones of Moulsecoomb Excerpts

Wednesday 9th September 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The noble Lord, Lord Bradshaw, is absolutely right that fares and ticketing must be at the heart of the reforms that the Government carry out. We recognise the challenges that the Covid-19 pandemic has caused in the short term, and this could also have longer-term effects on commuter behaviours. In response to that, we proactively sought proposals from the rail industry to ensure better value and convenience, particularly, for example, for part-time workers and flexible commuters. We are considering all of the proposals that we have received, and we will make an announcement in due course.

[Baroness Jones of Moulsecoomb (GP)]

My Lords, on 12 August this year, in Carmont, in the east of Scotland, there was a train crash. The train went into a landslip, and three people were sadly killed. Even Grant Shapps accepts that the landslide was a result of climate change. Do the Government’s plans include talking to Network Rail and the Office of Rail Regulation to put in place further measures to mitigate climate change impacts?

[Baroness Vere of Norbiton (Con)]

My Lords, Network Rail is of course extremely conscious of the changes to our climate and the impact that that might have on infrastructure. The dreadful event that happened at Stonehaven is an ongoing incident and it is being investigated by the RAIB, the ORR and the BTP. We cannot make further detailed comment or speculate at this time, but those investigations continue, and the causes of the accident will be investigated fully.

Stonehenge

Baroness Jones of Moulsecoomb Excerpts

Thursday 23rd July 2020 Lords Chamber

[Baroness Vere of Norbiton [V]]

I hope that the noble Baroness will appreciate more good walks if and when this tunnel is actually built. As she will know, the project is currently at the outline business case. When we get to the final business case, if the DCO is approved, further information will be available at that stage about start-of-works and open-for-traffic dates.

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, as an ex-archaeologist, I am absolutely horrified by this whole project. There is absolutely no way of knowing whether there are more potential finds on the current route. It is not a good idea to say that there is nothing more to find. However, as a climate campaigner, I am much more horrified by the fact that the Government are still subsidising road building. We are now in a climate crisis and the Government should be living up to some of their magnificent green claims and trying to cut road traffic. Does the Minister agree?

[Baroness Vere of Norbiton [V]]

The noble Baroness has asked me similar questions in the past. Of course, the Government have a huge commitment to electric vehicles. We want to see fewer petrol and diesel cars and other vehicles on our roads and we have a huge commitment to electric buses, but I say again that these vehicles need a road to travel on—they do not fly.

Health Protection (Coronavirus, Wearing of Face Coverings on Public Transport) (England) Regulations 2020

Baroness Jones of Moulsecoomb Excerpts

Wednesday 8th July 2020 Lords Chamber

[Baroness Jones of Moulsecoomb (GP) [V]]

My Lords, I am just as annoyed as some other noble Lords about the way that we are being governed by ministerial diktat, but I would like to be helpful on this particular issue, so I have three quick points. Is the Minister convinced that enough has been done to explain the change in advice on the public wearing masks? Is anything being done to tackle the misinformation going around online that wearing masks is dangerous and you can suffer from carbon dioxide poisoning or lack of oxygen? Finally, can Ministers—and the Prime Minister—be seen wearing masks so that this behaviour becomes more normal? The more of us there are wearing masks, the more others will do it.

Public Service Vehicles (Open Data) (England) Regulations 2020

Baroness Jones of Moulsecoomb Excerpts

Thursday 2nd July 2020 Lords Chamber

[Baroness Jones of Moulsecoomb (GP) [V]]

A happy moment is when I can say that the Government are moving in the right direction towards a cleaner, greener and much healthier future. It is true that Transport for London has led the way on a lot of this innovation. It has been able to make travelling in London much easier, and during this period of coronavirus it is again moving forward on that front in London.

We definitely want people to use public transport more, and we want to reduce car use, simply because it clogs up our towns and city centres. Therefore, this is a very good move. It is a little late, coming many years after Transport for London did it, but at least it is happening. However, I have two questions for the Minister.

First, when will the Government insist that bus crash data is also part of the information that potential passengers can look up? In places where this is freely and readily available—not just by digging into the STATS19 of police forces and so on—and people can see on which bus routes and with which bus companies there are regular crashes, brake failures or even driver failures, they can make decisions, and the companies become safer, because they become aware of the problem.

Secondly, going cash-free is another big move that has made Transport for London bus services much more regular and reliable. Therefore, I am curious about when the Government will help the rest of the country become cashless, as it would help people to make greater use of public transport. In these days of coronavirus, we have become used to not using cash, so this would be a sensible next step.

Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2020

Baroness Jones of Moulsecoomb Excerpts

Wednesday 17th June 2020 Lords Chamber

[Baroness Jones of Moulsecoomb (GP) [V]]

As with most other EU withdrawal Act statutory instruments, I cannot see any significant changes other than minor textual amendments. There is an exception, which is that in a few places the Government are seeking to change the word “shall”, which obviously makes it a requirement, to the words “shall endeavour to”, which makes it rather optional. For example, this happens in Regulation 27(3), Regulation 30(3) and multiple times in Regulation 48. What is the reasoning behind this change in wording? It appears to be not simply fitting retained EU law into UK law but changing the nature of the responsibility to a weaker requirement. The appropriate authority will now need only to try, rather than actually achieve, the stated outcomes. Can the Minister explain that dilution?

Slightly at a tangent, the last time the Minister and I exchanged words about aviation she asked me—perhaps rhetorically, because I was not able to answer since it was an Oral Question—whether, if all planes were net zero I would still be against flying. My answer is probably not. Assuming these magic planes do not cause excessive noise over residential areas, or any other harmful environmental effects, can I ask the Minister when these zero-carbon planes will be arriving, when we can phase out the climate-destroying planes and whether we can amend these regulations to help that along?

Covid-19: Transport

Baroness Jones of Moulsecoomb Excerpts

Thursday 14th May 2020 Lords Chamber

[Baroness Vere of Norbiton]

The noble Lord raises a very important point. The published guidance specifically refers to making sure that public transport remains accessible. It refers to those with protected characteristics, including, of course, disabled passengers. On specific translation of the guidance on social distancing requirements for disabled passengers, I too am interested to see how that has developed, but I have not looked into it in great detail. So, I will write to the noble Lord to give him examples of how transport operators are putting this guidance into practice.

[Baroness Jones of Moulsecoomb (GP)]

Something that makes our roads much less safe and will deter people from walking and cycling is extreme speeding, which has been happening increasingly during lockdown. The police in London have enforced more than 5,000 instances of speeding, and some of those speeds—in areas with 20 or 30 mph limits—are incredible. This will deter people. Will the Minister undertake to speak to the traffic police and find out if there is anything the Government can do to ensure stronger enforcement of this offence?

[Baroness Vere of Norbiton]

The noble Baroness is right, in that there have been some really unpleasant examples of people speeding—sometimes vastly over the speed limit—and it is entirely and utterly unacceptable. However, I am pleased that the police have been continuing to do their speeding enforcement; a number of those people have been caught and have received some pretty severe fines and other penalties. Making cyclists feel safe is extremely important, and this money—the £250 million—is a very good start in ensuring that there are dedicated lanes for cyclists, such that they can be protected from cars. Even cars travelling at normal speeds can sometimes feel very fast to a cyclist. Having that enforcement is really important, as is towns and cities thinking more about the needs of the cyclist alongside those of the car driver.