Railway Industry Association Report

Baroness McIntosh of Pickering Excerpts

Tuesday 18th May 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The noble Baroness will be well aware that decarbonisation of different modes has to happen at different speeds. For example, the reality on the railway network is that freight is a challenge, because it takes much higher levels of energy to pull freight cars along. Therefore, it is right that we look at each mode and try to decarbonise them as quickly as we can, and that is what we will set out in our transport decarbonisation plan.

[Baroness McIntosh of Pickering (Con)]

Does my noble friend agree that had there been some diesel trains operating on the east coast main line, there would have been a greater number of trains operating, given the recent problems with the cracks? The electric trains can operate from any power source; which power source do the Government intend to use for electric trains?

[Baroness Vere of Norbiton (Con)]

I am not sure that I entirely understand that question. The electric trains will use the power sources available. Decarbonisation of the power network is, of course, very important and a huge amount of work has already been done to decarbonise power generation. Therefore, when we combine decarbonising not only power generation but the transport system as a whole, we will reach our target of net zero by 2050.

Rail Disruption: Social and Economic Impacts

Baroness McIntosh of Pickering Excerpts

Thursday 13th May 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

It is very tricky to make a detailed assessment of the reduction in revenue, given where we are at the moment and the fact that GWR operates a turn-up-and-go service, so numbers are very difficult to estimate. We estimate that, from an LNER perspective, it is probably a reduction of 1,000 passengers a day, but, as noble Lords will know, this is a fast-moving situation, these cracks were found on only Friday night and Saturday morning and, obviously, much more work needs to be done on the impact in the medium term.

[Baroness McIntosh of Pickering (Con)]

I also declare an interest as a regular user of the east coast main line. I press my noble friend—because I understand that the department played a large part in designing the Azuma train—to address the part of the question asked by the noble Baroness, Lady Randerson, about whether Hitachi will make good the damage, which is a very serious structural concern? Can she also assure the House today that the Government will review where the carriages will be sourced for the HS2 project?

[Baroness Vere of Norbiton (Con)]

I am not sure that I can give my noble friend all the assurances that she seeks on this matter. In general, Hitachi has a very strong track record in this area. The Department for Transport is not in the business of designing the details of trains—but if there is more information in this area, I will certainly get back to her. I reassure noble Lords that the removal of all these trains was carried out because safety is our highest priority; we are taking a very cautious approach to getting these units back on the tracks. However, we believe that we can do so safely and that we can undertake a medium-term forward repair plan to return them to 100% health.

E-Scooters

Baroness McIntosh of Pickering Excerpts

Thursday 22nd April 2021 Lords Chamber

Asked by

[Baroness McIntosh of Pickering]

To ask Her Majesty’s Government what assessment they have made of (1) the use of e-scooters, and (2) the number of (a) offences, and (b) casualties, caused by their use.

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

My Lords, e-scooter rental trials are under way in 31 regions across England, with the purpose of assessing their safety, benefits and wider impacts. Trials in London will begin in May. Evidence gathered from all 32 trials will inform a decision about future legal sales of e-scooters. We have made no assessment of their use, or the number of offences or casualties caused by their use, at this stage; these issues will form part of our overall evaluation, later this year.

[Baroness McIntosh of Pickering (Con)]

I understand that e-scooters are illegal in London, so how is it that they are terrorising our streets and pavements, endangering and imperilling other road users and those using pavements, particularly vulnerable older pedestrians, young families and the disabled, as well as the sight-impaired? The most recent statistics that I have seen include pedal bikes, covering e-bikes and e-scooters. In 2019, 379 pedestrians were hit by pedal cyclists; four were killed and 122 were seriously injured. The questions to my noble friend are: what is the current framework for enforcement? Who is monitoring the use of e-scooters to ensure that they are limited to private land outside London and what penalties are imposed for their illegal use?

[Baroness Vere of Norbiton (Con)]

My noble friend highlights the intricacies of the different micromobility interventions that we have, of which e-scooters is but one. She is right that the private use of e-scooters on public highways is illegal. A person can be fined up to £300 or get six points on their licence, and their e-scooter can be impounded, so we have tools at our disposal. Local enforcement activities are operational decisions for local police forces.

National Bus Strategy: England

Baroness McIntosh of Pickering Excerpts

Thursday 18th March 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The noble Lord is right, and in the middle of his contribution he basically set out what is in the strategy: giving control and accountability to local authorities. He made some important points about services and how different areas will have different needs. One of the bits buried in the bus strategy is how local authorities will be expected to set up something like a bus advisory board or equivalent, which will take into account the views of local people, services and businesses—everyone who has an interest in making the network run as well as it can. Even though all those people will put in their contributions, it will be up to the local authority to have the skills and capabilities to meet those needs and devise the sort of network that will be required. That bit is probably quite challenging, which is why we have put quite a lot of money into it.

Alongside listening to people and putting the network into place, it will depend on the situation; the strategy is not focused on rural and urban—it is focused on everywhere, as we recognise that every single place will be different. In some areas, turn-up-and-go on bus corridors will be perfectly acceptable and we will be able to put in more services in the evenings and at weekends. The other area that concerns me, to be honest, is cross-border services: how we make sure that longer services between two local transport authorities continue to function in an effective fashion. I recognise there is a lot to do. The Government stand ready to provide guidance, advice and support to local authorities as they take this challenge and run with it.

[Baroness McIntosh of Pickering (Con)]

I warmly welcome the bus strategy and congratulate the department and my noble friend on the document they have brought forward. I particularly welcome the rural mobility fund and place on record that it will be a huge help in rural areas, for much the same reason that the noble Lord, Lord Greaves, gave. It will ease parking in market towns such as Thirsk and Northallerton if people can access a bus.

I also welcome the concessionary fares funding. The document states on the very last page:

“While the bus market is recovering, we will still look to Local Authorities to contribute to the operation of their bus markets, though to a decreasing extent.”


It refers in an earlier passage to the national concessionary travel scheme. I want to place on record that, while the Labour Government came forward with the scheme, which was very welcome in rural areas, neither for the initial scheme when it was local nor for the extended scheme when it became national were sufficient funds made available to the local transport authorities. From which budget, in these times when local authority budgets have been particularly stretched, does my noble friend think the money for concessionary fares will come?

[Baroness Vere of Norbiton (Con)]

The noble Baroness raises an important point which is directly relevant to the support we are providing to the bus sector at the moment. Noble Lords will be aware that we have asked local authorities to continue funding bus operators in terms of their concessionary fares contributions at the same level as they did previously, even though the demand is significantly reduced. The vast majority are still doing that, and it is very welcome—indeed, essential —for their local areas. That funding comes from MHCLG; it is within the budgets that local authorities set and the funding streams they receive.

Drivers’ Hours and Tachographs (Temporary Exceptions) Regulations 2021

Baroness McIntosh of Pickering Excerpts

Thursday 18th March 2021 Lords Chamber

[Baroness McIntosh of Pickering (Con)]

My Lords, I am delighted to follow my noble friend. I will be supporting the regulations before us, but I have a number of questions for the Minister.

The regulations expire at the end of March but, as we learned when the Minister summed up the debate called by my noble friend Lord Taylor of Holbeach on 4 March, controls are to be introduced at UK ports for the first time in April and again in July. Does it not seem simple sensible to keep these extensions on the table until the new controls have had the chance to bed down, so that we can see whether they cause any serious delays at ports?

The exceptions are marginal; it is an extension of six hours in every fortnight, so I imagine the Minister will say the impact is quite low. I note the dismay that was expressed by the Secondary Legislation Scrutiny Committee on a number of issues in looking at the this instrument, not least, I understand from paragraph 6 of the report, that Parliament was not one of the bodies notified of the exception. Could the Minister confirm whether the Health and Safety Executive and the Royal Society for the Prevention of Accidents have been involved in the drafting and reviewing of the measures before us?

Like the noble Lord, Lord Rosser, I have a number of concerns, which he has eloquently addressed, about the level to which the measures are deemed to be necessary and about why the legislation is all framed in relation to the driver, putting a lot of emphasis regarding enforcement and the understanding of what is necessary on the driver. The Minister will be aware that there is a severe shortage of drivers of heavy goods vehicles in this regard. I note in passing that a number of these drivers, based in North Yorkshire, come from Poland and other parts of the European Union, meaning that, at least initially, they are not used to driving on the left-hand side of the road. I do not know whether that is a factor that the Minister has taken into consideration.

Is it the Minister’s intention that, when the Driver and Vehicle Standards Agency looks at the operator records, including tachographs, following on from this extension, the checks will be reported to Parliament so that we in both Houses can form a view as to whether the system has been abused in any way? That would enable both her department and this House in particular to come forward with simpler, clearer legislation without the need for so much administration, as called for in paragraph 16 of the committee report.

The normal restrictions on drivers’ hours are based on accident statistics for safety reasons. So why will they be lifted? On what basis? Have there been fewer accidents?

Does the Minister stand by the remarks that she made on 4 March that the measures taken regarding the Northern Ireland protocol are temporary, technical steps? Were they perhaps ill advised, given that we have now been taken to court by the European Union in this regard?

I will add two further questions. Is the Minister in a position to address the issue of a potential shortage of drivers? There is also a particular problem of trucks returning empty from the European Union. Are these issues that the Government are likely to address?

I welcome the fact that the Minister is committed to communicating, as she put it on 4 March, with the interested parties in the UK and with our European Union counterparts. It would be helpful to know what communications she is having in connection with the further controls in April and July.

This is quite a nostalgic journey for me, as I started my days in politics as a staffer for the European Conservatives in the European Parliament, working with eminent spokesmen such as the late James Moorhouse and, latterly, Bill Newton Dunn. I take a close and continuing interest in these matters before the House this afternoon.

Hauliers

Baroness McIntosh of Pickering Excerpts

Thursday 4th March 2021 Grand Committee

[Baroness McIntosh of Pickering (Con)]

My Lords, I entirely support the comments of my noble friend Lord Taylor of Holbeach and I refer to the fact that I am an honorary president of the United Kingdom Warehousing Association.

There remains great confusion in the paperwork required before a lorry leaves the UK for EU ports, and sometimes Northern Ireland too. The Government must give clearer advice. Can my noble friend the Minister say when digitalised forms will be available? As regards the issue that my noble friend Lord Taylor set out concerning groupage, it is unacceptable that even the smallest mistake involving only one item in the consignment means that the whole consignment will be lost. This must be addressed urgently.

I received a letter today from my noble friend Lady Scott of Bybrook. She says:

“We recognise the need to provide as much support for the haulage sector as possible.”


I ask the Minister: what is that support?

Rail Freight: Channel Tunnel

Baroness McIntosh of Pickering Excerpts

Wednesday 24th February 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I think the noble Baroness is referring to our Mode Shift Revenue Support scheme, which is indeed already in place. It supports rail services where they may be slightly less commercial, to try to get freight off the road and on to rail. During the Covid pandemic we made sure that part loads would also be supported. The noble Baroness will also be pleased to hear that we have increased funding to this scheme by 28% in 2021 and it now amounts to £20 million.

[Baroness McIntosh of Pickering (Con) [V]]

My Lords, does my noble friend share my concern that rail freight was down 37% in January this year over last year and that passenger traffic through the tunnel was down 71% in January over last year? What support might they be eligible for, for problems that are not of their making but are largely a result of the bureaucratic and administrative change of rules because of Brexit and the situation with Covid? Will she join with me in paying tribute to the noble Lord, Lord Berkeley, without whose good offices we may not have had a tunnel at all?

[Baroness Vere of Norbiton (Con)]

I will certainly join my noble friend for the latter comment. The tunnel is a great thing. The noble Baroness asked what support is available. We are working very closely with Eurotunnel to help it access the Government’s support schemes. Some of the Eurotunnel revenues remain in place, because of course haulage continues to go through on the shuttle system. The noble Baroness mentioned that freight was down 37% year-on-year in January. That was because, I think, people were expecting some changes and some impact of Covid. She will be relieved to hear that in February there was a 34% increase over January, and therefore I feel that things are heading in the right direction.

UK Logistics Industry

Baroness McIntosh of Pickering Excerpts

Monday 1st February 2021 Lords Chamber

[The Deputy Speaker (Lord Lexden) (Con)]

Lord Taylor of Warwick? No? Then I call the noble Baroness, Lady McIntosh of Pickering.

[Baroness McIntosh of Pickering (Con) [V]]

My Lords, does my noble friend share my concern that the reason there are no queues at ports in relation to farm goods and fish products is because many of them are stuck on the continental port side? We have 100,000 pigs still stuck on farms, poultry is down by 20%, and the fish scenario will be familiar to her. What efforts can the Government make to ensure that these products can reach the ports, whether they are northern, east coast or southern coast ports, so that they can access the European market as quickly as possible?

[Baroness Vere of Norbiton (Con)]

We recognise the need to continue working closely with businesses and certifiers as they adapt to the new requirements. It is vital that traders ensure that UK hauliers have the correct paperwork for new animal and animal product checks when they cross the EU border. There is extensive advice and support available. There has been relatively little disruption at the border so far, but we are seeing regulations interpreted in different ways by member states. The Government are working incredibly hard to address these differentials with those member states.

Operation of Air Services (Amendment) (EU Exit) Regulations 2020

Baroness McIntosh of Pickering Excerpts

Tuesday 26th January 2021 Grand Committee

[Baroness McIntosh of Pickering (Con) [V]]

My Lords, I thank my noble friend the Minister for bringing forward these regulations today—they go to the heart of the sustainability and resilience of the industry. At its height, the aviation sector enjoyed a turnover of over £60 billion, contributed over £22 billion a year to the UK economy and employed almost 1 million people either directly or indirectly. My thoughts are with all those who have been involved and who may have lost their jobs in the airline sector and the aviation industry at this time.

I particularly welcome the fact that this statutory instrument allows air carriers to retain licences in the event of passenger numbers falling, subject to the conditions that my noble friend set out, and allows, in the circumstances of a ground handler ceasing to trade before the end of the contract, airports to choose a new provider directly for a limited period to enable them to continue without a tender process at that time.

My noble friend set out the conditions which have to be met in the event of an operating carrier experiencing financial difficulties. If the airline operator cannot meet those criteria at this time and until December this year, what happens to the licences which are released and what procedure is to be followed in those circumstances? It would be very helpful for us and those affected to know.

I also echo the thanks given by the noble Lord, Lord Bilimoria, for the support enjoyed by the airline sector and other industries. But does my noble friend agree that airlines need further economic support at this time, over and above the support they have already enjoyed? Of course, most of the loans have to be paid back, and it may be some time before we enjoy the level of activity that we saw between 2016 and 2018 to enable the airlines to repay those loans. Will my noble friend look at my request to end the current air passenger duty anomaly, which is effectively subjecting UK domestic flights to double taxation?

Those are my two specific questions, in addition to what happens to the licences: what further support might be extended, and can the vexed question of air passenger duty and double jeopardy be tackled?

Airports Slot Allocation (Amendment) (EU Exit) Regulations 2021

Baroness McIntosh of Pickering Excerpts

Tuesday 19th January 2021 Grand Committee

[Baroness McIntosh of Pickering (Con) [V]]

My Lords, I thank my noble friend for so conscientiously bringing forward and explaining the contents of the regulations before us. I note how hard she works for the airline industry and the aviation sector, which I know they greatly appreciate. Can she explain what the response and reaction has been to these regulations, and the extension from the EU Commission to the waiver? I note that IATA has also been active in this field and that among the low-cost carriers—in which we in the United Kingdom seem to excel in normal times, outside of Covid—unhappiness has been expressed about the potential lack of competition and impact in higher fares. I am thinking particularly of Ryanair and Wizz Air, which have expressed their reservations. I do not know whether she has had the opportunity to put their minds at rest, if that is the case.

Can my noble friend please also explain to us what the situation will be if slots have been freed up, particularly the international transatlantic slots which are obviously not operating at the moment? One hopes that by the summer they will be. If it is true that Norwegian airlines is releasing some of these slots, potentially at Heathrow or other international airports in the UK, that will be of interest to other carriers. What procedure will take place at that time?

If, as I understand it, this is the legal basis—which I welcome—for the Secretary of State to be empowered to extend the waiver from the 80:20 or “Use it or lose it” rule beyond the end of March into the busy summer season, I presume that there will be no further opportunities to discuss that decision. Does my noble friend have any indication when that decision might be made? I realise that this is a stab in the dark because we do not yet know what the position will be and how reluctant the travelling public might be. I include myself in that, as I hope to visit my family in Denmark this summer.

Finally, I ask my noble friend about another position, as the airlines would not forgive me if I did not. I thank the Government for the measures they have announced to help airports, particularly the major international airports in the UK, which will be very welcome. Will she look favourably on bringing forward a review of air passenger duty, particularly to remove the double taxation anomaly? That would be a most welcome boost when we are able to fly reasonably again.