Cambridge South Station: Car Parking

Baroness McIntosh of Hudnall Excerpts

Tuesday 22nd April 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

I completely agree with the noble Lord that access to the station is just as important as railway travel from the station. In respect of existing stations, the Office of Rail and Road has specific powers to protect car parking space. I know a little bit about the situation in York, where the previous long-stay car parking will be replaced by new long-stay car parking. The noble Lord will also know that there is a development outside the station to make all interchange easier at the station for all passengers who want to use trains.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, in his initial response, my noble friend mentioned the relationship between Cambridge South and the local park-and-ride facilities. As somebody who once used those park-and-ride facilities frequently and found them very effective, perhaps I might ask: what are the links between the nearest park-and-ride facility and the new station, and how are they maintained?

[Lord Hendy of Richmond Hill (Lab)]

I clearly should have gone to the site in preparation for this Question. The station will be adjacent to the Cambridgeshire guided busway, which is the one that gives access to two nearby park-and-ride sites, so I think this has been quite carefully thought through by the combined authority, by the City of Cambridge Council and by the Greater Cambridge Partnership.

Bus Services (No. 2) Bill [HL]

Baroness McIntosh of Hudnall Excerpts

Committee stage
Tuesday 28th January 2025 Grand Committee

[Lord Hendy of Richmond Hill (Lab)]

Of course I respect the noble Lord’s view, but the needs of local communities as expressed through local transport authorities are continuous and there are many examples across the country, unfortunately, of private sector operators choosing, for legitimate commercial reasons, to significantly vary the bus network in their area with the minimum statutory notice. They are quite adept at changing their business in accordance with market circumstances, whereas I think it is quite right to afford local communities the chance—through their elected local transport authorities—to choose to take a view about whether the bus service they are being offered is good enough to continue in its present model, or whether to choose to do something different. If there is a degree of jeopardy attached to this, that jeopardy can be expressed by the continuous need for commercial operators in those circumstances to continue serving the local area well. That would therefore make it unnecessary for the local transport authority to pursue franchising, when there are already remedies in the Bill and a mixture of measures offered to local areas to achieve their aims.

The next four amendments are from my noble friend Lord Woodley, and Amendment 17 is the first of these. He has been joined by the noble Lord, Lord Whitty, who also spoke about this. It seeks to place a requirement to establish a joint forum between the franchising authority, bus operators and trade union representatives. However, current legislation states that franchised services must be provided under a local service contract between the bus operator and the franchising authority. It is then for an individual bus operator, as an employer, to discuss and determine staffing and employment standards within the bus company, in consultation with staff and their trade union representatives. It is also for the franchising authority to decide what forums it wants to put in place to support the delivery of its bus services.

It should not be for the Government to dictate how a local transport authority should run its services. I know that noble Lords are concerned about driver welfare standards, and I am pleased to tell them that this issue is covered in the current franchising guidance. I will consider further what is said in the guidance about consultation with the workforce, and workforce planning, as a consequence of this discussion. For the moment, I do not believe that this amendment is necessary and I ask my noble friend not to press it.

Amendments 18, 19 and 20 were also tabled by my noble friend Lord Woodley. They raise the important issue of ensuring that employee rights are protected when a local authority bus company is established or during the transfer to franchising. This country already has robust legislation in place to safeguard employees. As noble Lords know, the transfer of undertakings regulations apply to employees of businesses in the United Kingdom. Should a local transport authority choose to establish a bus company, it would be necessary for it to consider the application of TUPE regulations, which are supported by additional guidance to help employers and employees understand their respective responsibilities.

Similar principles apply to franchising. Section 123X of the Transport Act 2000 already provides for the TUPE regulations to apply to staff transfers resulting from the introduction or transfer of a bus franchise, meaning that proposed Amendment 20 would add little or no value beyond what is already in place.

Furthermore, the franchising statutory guidance offers detailed advice on how to determine whether a member of staff is “principally connected” with a service. In line with existing regulations, this guidance advises franchising authorities to work collaboratively with local operators and employee representatives to agree on criteria for determining which staff are principally connected with affected services. For example, such criteria could include the amount of time that an employee spends working on franchised services or whether the employee is part of a specific group assigned to those services. TUPE would then apply to employees identified as being principally connected.

It is of course worth emphasising that, like some other public service employers, existing local authority bus companies often go beyond basic statutory requirements to support their employees. This is particularly true for individuals from protected groups, with many local authority bus companies offering attractive terms and conditions, such as higher rates of pay, flexible working arrangements, and generous holiday and maternity and paternity provisions. However, as I said in respect of the previous amendment, I will consider further what is said in guidance in this respect beyond what is already there. I therefore ask my noble friend not to press these amendments.

The final amendment in this group comes from the noble Lord, Lord Hampton, and I note and welcome his interest in safety on the bus network. He will be aware that some of the most important parts of the Bill for passengers are around disability and addressing crime and safety, which includes provisions on training for front-line and wider bus staff. However, this amendment specifically relates to training for officials from franchising authorities on IOSH, which is about providing managers with the tools to maintain a safe environment, and NEBOSH, which is a qualification in health, safety and environmental management— I refuse to say either of those as an acronym.

The effect of this amendment would be an increase in the cost and time it takes to franchise, if staff had to undertake this specific training before starting the franchising process. We all understand that safety is paramount for bus staff, passengers and the wider public but there are only a small proportion of franchising cases and those involved in franchising where having such qualifications would be relevant. It may also be that some of the training for holders of an operator’s licence, the Driver Certificate of Professional Competence, might be equally appropriate.

Part of the reform is to simplify and speed up franchising and drive down costs. This amendment would disproportionately impact authorities in considering franchising, including those in smaller towns and rural areas. This would disenfranchise local authorities, which goes against some of the core tenets of the Bill. Nevertheless, I will consider further what might be said in guidance about these important qualifications for those involved in this process who should hold them. As a result, I hope the noble Lord will feel able not to move this amendment.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

Does the noble Lord, Lord Goddard, have any more to say, or does he wish to withdraw his amendment?

Road Vehicles (Authorised Weight) (Amendment) Regulations 2023

Baroness McIntosh of Hudnall Excerpts

Tuesday 13th June 2023 Grand Committee

Motion agreed.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

My Lords, that concludes the business of the Grand Committee this afternoon. The Committee stands adjourned. If I may say so, it is immaculate timing because I think that we will be needed in the Chamber very shortly.

Committee adjourned at 6.55 pm.

Global Britain: Traffic

Baroness McIntosh of Hudnall Excerpts

Monday 15th May 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

That is excellent free advertising for the noble Lord, and I am sure that many in your Lordships’ House will join him.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, I think that the Minister in an earlier answer told the House that the Government had set aside £200 million for the repair of potholes. I assume that that is across the whole country. If it is not—and she is shaking her head—could she tell the House what estimate the Government have made of the cost per pothole?

[Baroness Vere of Norbiton (Con)]

I shall write to the noble Baroness with further clarification of my remarks, because the £200 million is in addition to other funding and, unfortunately, I do not have that figure with me today.

Railway Station Ticket Offices

Baroness McIntosh of Hudnall Excerpts

Tuesday 13th December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I can reassure the noble Lord that we are absolutely focused on making sure that every single passenger, whether they have reduced mobility or not, gets the service that they need at the place they need it. That may not be the ticket office; it may be on the platform. I am really pleased that the Government have worked closely with the Rail Delivery Group on developing the app for passengers with reduced mobility. That has proved very successful. It is but one step and there are many more things that we can do.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, yesterday morning when there was significant snowfall, I stood on the platform at my local station and watched the person who is often behind the glass—as the noble Baroness put it—in the ticket office clearing the snow from the platform and helping people, other than me, who needed help. Why is the noble Baroness making a distinction between people who are behind the glass and people who are helping other people? They are the same people now and we need them all.

[Baroness Vere of Norbiton (Con)]

That is exactly what we want to see. We want people who are multiskilled and able to clear the platform of snow, help passengers with reduced mobility and sell tickets. I am not entirely sure that I understand that there is such a differentiation.

Aviation: Cost of Travel

Baroness McIntosh of Hudnall Excerpts

Wednesday 7th December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

It is the case that there are 17 PSOs in Scotland, and an agreement was reached between the Scottish Government and the UK Government that they would be administrated and paid for by the Scottish Government. Again, the Government are open to any local authority able to set out a business case for a PSO. We will look at that on a strategic and economic basis, and, if it makes sense and stacks up, we would be able to support it.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, I think that some of us may be struggling to understand the Minister’s definition of “competitive”. My understanding of the term in these circumstances is that it is to do with pushing prices down, not pushing them up. It is very hard to understand how she can describe the evidence that the noble Lord, Lord Forsyth, has just put before her as evidence of a competitive market. Could she explain?

[Baroness Vere of Norbiton (Con)]

Absolutely. In a competitive market, if one chooses to book 24 hours ahead of a particular journey, I should imagine one is going to pay more. However, we also know that costs for the aviation sector are quite high at the moment; fuel costs are particularly high, and they have had to restaff after the pandemic. It is a competitive market because there are many providers operating from many London airports that are able to offer a service.

Rail Dispute: Michael Ford QC

Baroness McIntosh of Hudnall Excerpts

Wednesday 29th June 2022 Lords Chamber

[Baroness Foster of Oxton (Con)]

My Lords—

[Baroness McIntosh of Hudnall (Lab)]

My Lords—

[Lord Ashton of Hyde (Con)]

My Lords, I do not think that two noble Lords can stand up at once. It is the Conservatives’ turn.

Global Traffic Scorecard: London

Baroness McIntosh of Hudnall Excerpts

Wednesday 5th January 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My noble friend raises a really important point. This Government considered very carefully the extent to which we wanted to raise rail fares this year. Of course we will make sure that we take equal care when we look to raise fares, if at all, in future.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, the Minister referred earlier, in an answer to my noble friend Lord Rosser, to the Government’s generosity, both past and in prospect, to public transport. Can she say how much of that generosity is actually being spent on reducing the cost of travel?

[Baroness Vere of Norbiton (Con)]

I could, but I am afraid that I do not have the full briefing with me today in order to go through all the different elements where that is the case. But I can say to the noble Baroness that, for example, the national bus strategy very clearly sets out our ambition to be able to get a fair ticketing system for bus passengers and to enable services to be more frequent, and therefore for the entire system to operate more effectively.

High Speed Rail (West Midlands-Crewe) Bill

Baroness McIntosh of Hudnall Excerpts

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

I trust that I have reassured the noble Baroness, Lady Randerson, and that she feels able to withdraw her amendment.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

My Lords, I have received no request to speak after the Minister, so I call the noble Baroness, Lady Randerson.

[Baroness Randerson (LD) [V]]

I very much thank noble Lords who have spoken in this debate. I was particularly pleased that the noble and learned Lord, Lord Hope, and the noble Lord, Lord Liddle, spoke with such assurance about this issue because of the importance of their committee. I have looked at their excellent report to see whether there was reference to this, and of course the reason it did not deal with something that was consuming me was because it had not concerned anyone else in this specific case. As far as I am concerned, that is very good news.

However, I accept entirely what other noble Lords have said, which is that there could well be an unexpected find of this nature. As a teenager, I spent a very interesting and productive summer chipping away at the ground and sweeping with a small brush at the Fishbourne Roman villa, which many noble Lords will recall was in itself a very unexpected find at the time. Unlike the noble Baroness, Lady Jones, I did not find any skeletons, but I found a very small piece of pottery, which made the whole summer worth while.

I emphasise the point made by the noble Lord, Lord Adonis, who pointed out the impact and importance of Crossrail, and the archaeological finds and burials, for example, that have been found as part of the Crossrail construction. It has been a treasure trove of additional historical knowledge about that route through London, so it is very important historically indeed.

The Minister has been very helpful, and I thank her for her assistance in her letter and for her reassurance today. My intention was exactly as has transpired this afternoon. I have now on the record in Hansard clear points about the process, where you can find information on it, and an assurance that it will not just be left to HS2 or any other undertaker to decide what is or is not of historical value. I am therefore happy to withdraw my amendment.

Clauses 23 to 48 agreed.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

We now come to the group consisting of Amendment 3. I remind noble Lords that anyone wishing to speak after the Minister should email the clerk during the debate.

Clause 49: Power to apply Act to further high speed rail works

Amendment 3

Moved by

--- Later in debate ---

[Baroness Vere of Norbiton (Con)]

My Lords, I thought that the noble Lords, Lord Adonis and Lord Liddle, did a very good job of making many of my points for me. Then, of course, the noble and learned Lord, Lord Hope, came in and did a proper job on the matter in hand. I will play this with a straight bat and read out what I have here, which I thought I understood when I read it through over the weekend. I hope this will be helpful to the noble Lord, Lord Tunnicliffe. It was certainly helpful to me. When I got to the end of it I thought, “Right, I get this,” so here we go.

It is normal practice on major infrastructure projects such as HS2 or Crossrail that, during construction, further planning consent needs to be sought for details of the scheme that were not anticipated when it passed through Parliament. One of the means for doing this in relation to railway works is an order made under the Transport and Works Act 1992, known as a Transport and Works Act order.

During its construction, Crossrail has had three such orders, addressing changes in station design at Whitechapel, stabling arrangements at Plumstead and connections between platforms at Paddington, all of which arose from continuing discussions on the design and operation of the railway after the Crossrail Bill was enacted. Phase 1 of HS2 has had one Transport and Works Act order so far, in that case for new sidings near Calvert Green for use by a waste-to-energy facility. This was to honour an assurance given to the operator of the facility during the passage of the phase 1 Bill. The facility could not be included in the scheme because of the time needed to develop the proposals, which would have unduly delayed progress. As we build phase 1, it may be found that there is a need for more orders.

I will mention briefly the process that such a Transport and Works Act order goes through. The application for the order is submitted to the relevant Secretary of State—in England that would be the Transport Secretary and in Wales it would be the Welsh Government. The applicant must then make the application public by publishing notices in local newspapers, by writing to people directly affected, by posting notices near the works and by notifying specified organisations. If the scheme is large, the applicant may be required to hold public information events. It is clear that such orders go through a large amount of consultation.

People who wish to object then have six weeks to notify the relevant decision-maker of their objections. If there are many objections or if there are statutory objectors—those who are considered directly affected because their land is being bought compulsorily, for example—there may be a public inquiry. A recommendation on the application for the order will then be made to the Secretary of State, who will ultimately make the decision as to whether it should be approved. There may also be a need for the applicant to apply separately for planning permission, but that is another process.

If an application for a Transport and Works Act order were to be made in relation to phase 2a of the railway, Clause 49 would allow such an order to adopt, as necessary, any provision of the Bill so that the works were constructed within the same legal and planning framework as the rest of the scheme. Further, Schedule 1 to the Bill allows any engineering work shown on the plans and sections that were submitted alongside the Bill to be substituted by a work not so shown. Any such work would still be bound by the environmental minimum requirements of the scheme. What this amendment seeks is already addressed in the Bill.

However, we know that the amendment is not entirely about that. I know that the hybrid Bill process in this House can be a little frustrating. As I said to the noble Lord when discussing his amendment with him last week and as I will repeat now, it is accepted practice on the basis of fairness that, as the second House to consider the Bill, it cannot make amendments that would extend the powers in it; for example, to acquire new rights over land to change the route. This practice was confirmed by the noble and learned Lord, Lord Hope, as chair of the Select Committee that considered this Bill and by the noble and learned Lord, Lord Walker, who chaired the Select Committee that considered the phase 1 Bill in 2016. The Select Committee chaired by the noble and learned Lord, Lord Hope, also considered the suggestion that instructing the promoter to make an amendment to the scheme through a Transport and Works Act order would provide a valid alternative to taking powers in the Bill. The committee did not take this view.

I agree that this is the right approach. Such a committee directing the outcome of an application for a Transport and Works Act order without the formal application being made and therefore without any such change going through the process I described would be unfair. It would take away the opportunity for those who wished to object to have their concerns heard.

I agree with the conclusions of both committee chairs. It is right that if a Transport and Works Act order was necessary, any such order should be entirely outside the scope of the Bill, but I would add that any such order, being associated with phase 2a of HS2, should attract the environmental protections that this scheme offers. The amendment would do nothing to change the ability of the nominated undertaker to use a Transport and Works Act order to amend the scheme; nor would its use in a future HS2 Bill allow the Select Committee in the second House to adopt a different approach. The Bill makes sure this is the case. I trust that this fully explains the stance that the Government take on this matter.

However, I am given to understand that the House authorities are considering a further consultation on the hybrid Bill process in the near future. If the noble Lord, Lord Berkeley, has an issue with that process, he may wish to participate in those discussions—I am sure that his input would be welcome. As such, I wonder whether he might withdraw his amendment.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

My Lords, I have had no requests to speak after the Minister, so I call the noble Lord, Lord Berkeley.

[Lord Berkeley (Lab)]

My Lords, I am grateful to all noble Lords who have spoken. This was a probing amendment. I shall never convince my noble friend Lord Adonis that I am not trying to stop HS2; I think we will carry on debating that for many years. My probe—

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

My Lords, I am very sorry to interrupt the noble Lord, but I am sure that he can hear that a Division is under way. The Committee will adjourn for five minutes to allow noble Lords to register their vote.

--- Later in debate ---

Clauses 50 to 58 agreed.

[The Deputy Speaker (Baroness McIntosh of Hudnall) (Lab)]

My Lords, we come now to the group beginning with Amendment 4. I inform the Committee that it is intended to propose a short break in proceedings for 15 minutes after the speech of the noble Lord, Lord Blencathra. I remind noble Lords that anyone wishing to speak after the Minister should email the clerk during the debate.

Amendment 4

Moved by

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

Baroness McIntosh of Hudnall Excerpts

Wednesday 8th July 2020 Lords Chamber

[Baroness McIntosh of Hudnall (Lab) [V]]

I have a couple of short questions for the Minister, of which I have given her notice. The first concerns children and to some extent relates to what the noble Baroness, Lady Watkins, said. What is the rationale for exempting under-11s? Under-fives I could understand. Most children under 11 do not travel alone, so Regulations 5(5) and 5(6) could and should apply. Many, if not most, children over 11 do travel alone on public transport—for example, to and from school. I also ask the Minister about Regulation 7(1)(b), under which under-18s cannot be fined. How will enforcement work for them?

How is “reasonable excuse” to be monitored? In her answer during my PNQ on 25 June, the Minister hinted at lanyards or other types of proof. Does she have any further information on this?

Finally, can she explain why private hire vehicles are excluded, particularly in view of the higher than average Covid-19 mortality rate among drivers of these vehicles?