Bus Funding

Baroness Pidgeon Excerpts

Tuesday 19th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The raising of the cap from £2 to £3 was entirely necessary because of the fiscal position that this Government inherited. A cap of £3 is actually a pretty good cap in rural areas with long bus journeys compared with the previous fare structures. We know that many fares have gone down by 60%, 70% or 80% for passengers. Of course, there will be some who have to pay more under this system. The subject in question—the distribution of local bus funding for the next year—is designed to make sure that there are services to travel on. It is not just bus fares that matter. What matters equally is that there are buses to travel on. This distribution will ensure that there are buses across the whole of England, in local transport authority areas, to do so.

[Baroness Pidgeon (LD)]

My Lords, I welcome the Statement and the fact that we are talking about buses in the House, but in some parts of our country, including rural areas, bus services have not only been reduced but have vanished completely. What special support will the Government be providing to help rural authorities rebuild their bus services, including an integrated fund to support the switch to zero-emission buses? Can the Minister clarify, following the discussion we have just had, over what period this funding is being provided? As he has already outlined, single-year funding settlements and stop-start pots of funding will not reinvigorate our bus services across the country.

[Lord Hendy of Richmond Hill (Lab)]

The funding provided by what is effectively a £1 billion settlement will allow local transport authorities in all areas to spend this money in the best possible way. I am very sympathetic to rural areas, where services have disappeared in the past, and I have explained some of the reasons why recently that might be the case. There is capital funding in this settlement for zero-emission vehicles, as there should be. It is for one year, but the spending review in the spring will no doubt give direction for future years. The equitable distribution of this through this serviceable formula is much more likely to result in service patterns across both rural and urban areas, which will be sustainable into the future.

Carbon Emissions: Bus Fleets

Baroness Pidgeon Excerpts

Tuesday 12th November 2024 Lords Chamber

Asked by

[Baroness Pidgeon]

To ask His Majesty’s Government what investment they are planning to reduce carbon emissions from bus fleets.

[The Minister of State, Department for Transport (Lord Hendy of Richmond Hill) (Lab)]

The full transition to zero-emission buses is a vital part of the Government’s plan to make buses better for passengers and to realise the benefits of lower running costs, cleaner air and smoother, quieter journeys. The department’s spending envelope for the financial year 2025-26 was announced at the Budget. Careful consideration is being given to how to maximise the benefits of zero-emission buses funding against our departmental objectives.

[Baroness Pidgeon (LD)]

My Lords, many large bus companies have invested significant capital in new electric and hydrogen buses alongside government zero-emission bus funding, but there are currently no dedicated government funding streams post 2025. When can we expect a new detailed funding round to help transform bus fleets across the country?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness will know that bus operations across England are generally managed by operators, and they ensure that depots are configured to accommodate their fleet. It is they who must apply to distribution network operators for grid connections. The Department for Energy Security and Net Zero announced that the newly formed National Energy System Operator has been asked to produce the first strategic spatial plan for energy, and it is also looking at reforming the connection process. Both those actions will help bus operators—it is their investment in their depots that enables electric buses to run.

Newly Qualified Young Drivers

Baroness Pidgeon Excerpts

Monday 11th November 2024 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The Government and their agency are working extremely hard to reduce the backlog of driving test appointments, but it is also quite clear that people should be ready for the test at the time that they present themselves to take it. The department’s THINK! campaign, which is a road safety campaign, is aimed primarily at young men aged 17 to 24. It focuses on a number of priority issues, all of which would help to reduce death and serious injury both to that category and to other road users.

[Baroness Pidgeon (LD)]

My Lords, given the significant increase in low-powered motorcycles and scooters being ridden on L-plates for food deliveries, what plans do the Government have to strengthen the compulsory basic training for motorcyclists to improve road safety?

Passenger Railway Services (Public Ownership) Bill

Baroness Pidgeon Excerpts

Report stage
Wednesday 6th November 2024 Lords Chamber

Moved by

[Baroness Pidgeon]

7: Clause 2, page 2, line 23, at end insert—
“30ZA Exemption of passenger services: duty to consult(1) Before making a direct award of a public service contract to a public sector company under section 30(1A), the relevant franchising authority must consult with relevant persons on their willingness and ability to make an application to the appropriate designating authority for the grant of an exemption from designation under section 23(1) for the purposes of applying for or being awarded a public service contract under section 30(1A).(2) For the purposes of subsection (1), “relevant persons” include—(a) the Scottish Ministers,(b) the Welsh Ministers, (c) English combined authorities,(d) the Greater London Authority,(e) directly elected mayors, and(f) any other relevant persons or bodies.”Member’s explanatory statement
This amendment requires the Secretary of State to consult appropriately when awarding a public sector contract in order to encourage more services to be operated by devolved authorities like TfL or combined authorities in the future.

[Baroness Pidgeon (LD)]

My Lords, our Amendment 7 is about rail devolution, discussed extensively in Committee from all sides of the Chamber. We believe it is really important that this first piece of rail legislation from the new Government not only meets their manifesto commitment to public ownership of the railways but allows further rail lines to be transferred to metro mayors and local and regional authorities where there is a strong case, and a desire, by the locally elected members. Local accountability is key.

I remind the House that we have discussed in detail the huge success of the Overground and the Elizabeth line in London and of Merseyrail in the Liverpool region, and the desire for metropolitan areas such as Greater Manchester to deliver a truly integrated public transport offer, branded under one logo and accountable to the mayor. These not only improve transport but contribute to housing and economic growth. I hope that the Minister can offer some stronger words today about future devolution, not just the limited existing devolved lines. The Minister started to outline this in response to the previous group, and I hope to hear more.

We on these Benches want our railway to become a reliable, fast, cost-effective and efficient service for everyone, with local services run in a way that serves the needs of local areas and local communities. I sensed in Committee that the Minister was listening very carefully to the points that were made, especially given his direct experience in a former role of running and expanding the Overground service in London.

I thank the Minister for his time, since Committee, meeting with my noble friends to discuss our amendments further and the assurances that we would like to hear at this stage. I hope the Minister can today assure the House that, as franchises end and come into public ownership, there will be genuine consultation and discussion with devolved authorities on how future services should look, and indeed on how best to run them—including the option for locally run and accountable devolved rail services, in addition to those already devolved. We believe that this will help bring about the transformation of the railway that is the aim of this Bill. I look forward to hearing from the Minister real assurances in this area. I beg to move.

[Lord Moylan (Con)]

My Lords, I will speak to the amendments in this group, particularly Amendment 12 standing in my name. I have a great deal of sympathy with the amendment moved by the noble Baroness, Lady Pidgeon. Both amendments are aiming at the same thing.

I said earlier today that there are a number of crucial things missing from this Bill: one is staff, and we will come to that, and another is the passenger, and we have dealt with that. The third is the local authorities, the regions, the metropolitan authorities and devolution as a whole. On this side of the House we have always had great aspirations for the powers of combined metropolitan authorities and regional government, and for their expansion. We are largely responsible for promoting and establishing mayoralties in Manchester and the West Midlands, and in other places as well, such as Teesside and so forth. We have done that with a view to expanding their powers, and part of that was to take on a greater role in transport. We are seeing the beginning of that in Manchester with the buses, and Merseyrail is operated by the combined authority.

In doing that, we are coming from a successful metropolitan model, London, which already has many of these powers. As far as we can make out, these powers, where rail is concerned—not buses—are effectively to be closed down where they do not already exist. They will not be expanded further—the Minister has been quite clear about that—and we will not see the growth of rail on a metropolitan basis.

My Amendment 12 is simpler than that advanced by the noble Baroness, Lady Pidgeon. It would require a preliminary report that outlines the proposed framework in which Great British Railways is going to communicate with local authorities and regional authorities about passenger railway services. That it is going to communicate is something that the Government have committed to, as the Labour Party document Getting Britain Moving said so. There is going to be a great deal of consultation and involvement on every possible front, but, again, we are told that we have to take all of this on trust—that none of this will become manifest until we see the great rail Bill that will come in the future, with a bit of consultation but without seeing a proper text in advance for pre-legislative scrutiny.

We are trying to get it established now, as a principle at least, that the Government can initiate these communications before that Bill comes into effect. They can set up structures that allow those communications to take place; this amendment requires the Government effectively to do that.

If the Minister cannot agree to the precise amendment tabled by the noble Baroness, Lady Pidgeon, I very much hope that he will at least be able to agree to my amendment, which asks him to get those structures—which he envisages happening—in place as soon as possible, so that local authorities and the relevant regional authorities can be involved.

--- Later in debate ---

[Lord Hendy of Richmond Hill (Lab)]

My Lords, I would like to clarify a point for the noble Lord, Lord Moylan, on Amendment 13. If I inadvertently implied that the Government would somehow reduce the present freight target of 75% growth by 2050, I did not mean to. We intend that target to remain.

I will speak first to Amendment 7, proposed by the noble Baronesses, Lady Pidgeon and Lady Randerson, and I recognise the passion with which the noble Baroness, Lady Pidgeon, spoke on this. In responding to this group of amendments, let me start by saying very clearly that this Government are absolutely committed to strengthening the role of local leaders and local communities in shaping the provision of rail services in their areas. We are a pro-devolution Government. A stronger local voice is absolutely essential if the railway is to play its full part in this Government’s missions of kick-starting economic growth, breaking down barriers to opportunity and accelerating towards net zero. Our plans for reform in the substantive railways Bill will provide that stronger local voice. I can reaffirm to your Lordships’ House that the railways Bill will include a statutory role for devolved governments and mayoral combined authorities. They will be involved in governing, managing, planning and developing the railways.

Linked to this, we expect GBR to closely collaborate with areas through partnership agreements, which will build on progress made through existing arrangements the department has with the West Midlands Rail Executive and Transport for the North. We are already working with leaders in areas such as Greater Manchester, the West Midlands, the north-east and Liverpool City Region to discuss how these relationships could work, with governance supporting these discussions established. While final agreement of these partnerships will need to wait until GBR is formally established, the Government are committed to working with mayors to explore opportunities for progress ahead of GBR operation.

We are clear that together the statutory role and partnerships must allow genuine and meaningful opportunity to influence service levels and standards, and to drive forward the integration of local rail services with other modes as part of a genuinely joined-up local transport offer to passengers. It must allow for things like common branding, integrated timetabling, integration of fares and ticketing in the manner that Londoners, and people who live and work in London, completely understand. By getting this right in the wider railways Bill, we can offer local leaders the much greater level of influence that they are seeking. Existing options for local authorities to directly procure or operate their own services will remain in place, subject to the Secretary of State’s approval, as is currently the case. Alongside our proposed statutory role, our plans for the design of Great British Railways will make it easier for local leaders to engage with and influence what happens on the railway. I am so pleased that the noble Baroness, Lady Randerson, raised her dislike of a one-size-fits-all approach, and I agree with her.

First, I expect GBR will adopt a route and regional structure, with—importantly—a single leader responsible for train operations, rolling stock, staff and infrastructure within a given geographical area. This is material to the reason for public ownership and will create revenue growth and efficiencies and improve performance. A regional and route approach will ensure that GBR is close enough to local communities to understand and respond to their needs, while also being clear that they are part of a national system that needs to work coherently as a whole. It will also mean that local leaders will need to engage with just one organisation—GBR—rather than an infrastructure owner and, potentially, several different train operators.

Secondly, where local leaders wish to promote service improvements, having track and train under unified leadership will mean GBR can take a whole-system approach to identify the most cost-effective solutions. In the past, Network Rail has been much too quick—because it is an infrastructure provider—to opt for the most expensive solution, which is infrastructure change. A whole-system approach would begin by asking whether a service enhancement can be delivered with additional staff, while making better use of the existing train fleet on the existing railway infrastructure. If the answer is no, the next question should be whether the improvement can be delivered solely through changes to the rolling stock fleet. If, and only if, the answer to that question is also no, it might then be sensible to look at infrastructure change, which is usually the most expensive option and certainly takes the longest time.

The crucial point is that one organisation, GBR, on a route or regional basis, will be able to take a view across all those options with local leaders. I would encourage local leaders who think they might want to take over responsibility for operating or procuring services in their areas to keep an open mind until they have seen our full proposals for wider reform. I also reassure noble Lords that, where local leaders conclude that they wish to take over that responsibility, the current Bill does not stand in the way.

Existing legislation in Section 24 of the Railways Act 1993 allows local authorities and others to apply to the Secretary of State for specific services to be exempted from the franchising regime. Where the Secretary of State grants such an exemption, the exempted services are no longer caught in the surrounding provisions of the 1993 Act. So long as adequate alternatives are being made available, this means that the Secretary of State is no longer obliged to secure the operation of these services and they are not subject to the restriction that says they can be provided only by means of a public sector company. The relevant local authority can then operate or procure the services to its own specification, using its existing powers under other legislation, which, in the case of Transport for London, are conferred by Section 173 of the Greater London Authority Act 1999.

This is the mechanism by which services have been devolved in London and in the Liverpool City Region. The current Bill does not make any changes to the way this mechanism works. Following enactment of this Bill, the railways legislation will still provide the same opportunity as today for the Secretary of State to devolve services where she considers it appropriate and where it supports a well-functioning national service, and if we receive any such requests for the devolution of services, we will consider them openly, fairly and carefully, taking proper account of local, regional and national interests. I hope this reassures the noble Baronesses.

On Amendment 12, from the noble Lord, Lord Moylan, I thank the noble Lord for this amendment, which would require the Secretary of State to publish a report on the proposed communications framework between Great British Railways and local transport authorities across the UK. I can reassure the noble Lord that communicating effectively with local authorities is of critical importance to the Government. I have already explained that the Government are keen to ensure that local communities can influence the design and delivery of passenger rail services in their areas. We expect that GBR will engage with local transport authorities regularly on this and on key strategic matters, such as housing and economic growth.

I have also already mentioned the proposed statutory role, which will enable partnership agreements between mayoral combined authorities and GBR. The Government are already engaging with mayoral authorities to develop a framework for these partnership agreements and the intention is that the framework will enable varying degrees of influence, depending on the ambitions and institutional capability of partners. This will include close collaboration on the delivery of rail elements of local transport plans and greater opportunities for local partners to directly invest in the railway and to influence service provision.

Due to devolved infrastructure funding arrangements, my department currently has a memorandum of understanding with the Scottish Government which outlines interactions regarding the governance of Network Rail. The devolved operator, ScotRail, also has an alliance agreement with Network Rail which sees both organisations working closely together to better integrate the railway. For devolved services in Wales, there are a number of supporting devolution agreements between the department and the Welsh Government which set out the existing relationship. Under GBR, these devolved accountabilities will remain in place. We will therefore work with the devolved Governments to update existing arrangements and ensure that the benefits of establishing GBR are felt across Great Britain.

In conclusion, the report proposed by Amendment 12 is not necessary, given that the Government will be setting out their plans in a consultation which will be published shortly. This will provide not only detail on our proposals but also the opportunity for local authorities, mayoral combined authorities and noble Lords to input their views on these proposals. I hope my explanations in response to these amendments will be sufficient to persuade noble Lords not to press their amendments.

[Baroness Pidgeon (LD)]

One thing that has united this House in our discussions is support for further devolution and acknowledgment of the success of devolved lines in London and elsewhere in the country. I thank the Minister for his detailed response and serious consideration of the points we raised in Committee. I was really pleased to hear the words, “This is a pro-devolution Government”, because we have not heard that in the debates to date. I was also pleased to hear that the Minister will ensure that in the next legislation, the role of local authorities will be strengthened, and that he will include that statutory role to ensure their involvement in the governance, management and provision of rail services.

Transport for Greater Manchester, which my noble friend Lady Randerson met with recently, will be reassured to hear that, ahead of Great British Railways being established and on the statute book, there are opportunities for it to develop its ambitious plans for the Bee Network. What was said today about branding and being consistent in these metro areas was really reassuring, given that we want to drive a modal shift and get more people using public transport.

I was really pleased to hear the Minister say that the Secretary of State will still be allowed to exempt lines—that if local leaders want to take over a line, their request will be seriously considered and an exemption granted where appropriate to allow lines to be run across the country, as we have seen in London and Liverpool. On the basis of what the Minister has said, I beg leave to withdraw Amendment 7.

Amendment 7 withdrawn.

Passenger Railway Services (Public Ownership) Bill

Baroness Pidgeon Excerpts

Committee stage
Tuesday 29th October 2024 Lords Chamber

So the question I started with, “Where is that the mayor?” is a broader one than simply for London. It really is, “Where are the mayors?” Where does devolution belong in this? What is that the Government’s vision for this? Is it really workable? Why are they trashing something that works to give us something which they claim will work but which evidence does not necessarily support?

[Baroness Pidgeon (LD)]

My Lords, as I said last week when we debated a group of amendments about devolution of the railway, this is an issue that is dear to the heart of the Liberal Democrat Benches. We like nothing more than debating subsidiarity: what level is the most appropriate for different services and different decisions. I was not sure why it was felt that Amendment 47 was so significant that it needed to be debated separately rather than as part of the wider debate on devolution. I am still not 100% clear following the contribution of the noble Lord, Lord Moylan.

Understanding how the public ownership of the railway will fit alongside London’s concessions for the overground, the Elizabeth line and Merseyrail, is something that I hope the Government can expand on as they develop their planning around Great British Railways. It is not ideal having this legislation in isolation from the larger Bill which we expect next year. I hope that the Minister can offer some warmer words today about future devolution, not just the limited existing devolved lines. We absolutely believe that our devolved institutions need to be able to run services in a way that serves the needs of local areas and local communities and integrates them with other public transport, rather than Whitehall taking back control. In London, devolution has enabled joined-up thinking on not only wider transport strategies but housing and economic regeneration, alongside an additional level of accountability and increased responsiveness. As we have already heard, Manchester is on the brink of its own equivalent to the overground, expanding its Bee Network to cover rail services.

I hope that the Minister can assure the House that devolution is part of the future of rail in this country and that this legislation will enhance the current situation rather than detract from it.

[Lord Berkeley (Lab)]

My Lords, I want to add a few words to the speeches of the noble Lord, Lord Moylan, and the noble Baroness. I, too, get confused about what the Government’s long-term objective might be for devolution. There was an attempt a few years ago —I cannot remember whether the noble Lord, Lord Moylan, was in charge of the railways then, or London—to extend the network down to the south or south-east somewhere, and the Department for Transport opposed it for very many reasons that were probably quite good. All these issues will need discussing when we start talking about Manchester, Leeds, Liverpool, Birmingham and other big places.

I hope my noble friend can give some idea of who will be in charge of setting the fares; who will be in charge of running the timetable; what the access charges might be for the trains on the track—assuming that GBR will still be running the track; who controls it, and who can get decisions changed if they do not like it. In other words, who is in charge? It is very difficult to have a debate without knowing some of these basic facts. Whether it is a concession, or a franchise, or run by GBR, I hope that my noble friend can give us some further thoughts on where he thinks this is all going. If he cannot do so tonight, when will we hear a bit more so we can have a proper debate about the regional element with, I hope, lots of consultation?

Passenger Railway Services (Public Ownership) Bill

Baroness Pidgeon Excerpts

Committee stage
Wednesday 23rd October 2024 Lords Chamber

I am grateful that the noble Lord opposite did not put his name to my amendment, but I confess that it is not dissimilar to the one to which he spoke. I hope my noble friends who added their name to it will contribute along similar lines.

[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.

Passenger Railway Services (Public Ownership) Bill

Baroness Pidgeon Excerpts

Committee stage
Monday 21st October 2024 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, in moving Amendment 6 in my name and that of the noble Lord, Lord Moylan, I will speak to two other amendments in this group, including Amendment 41, to which the noble Lord, Lord Bradshaw, has added his name. It is so good to see him in his place again as one of our real rail experts in this House, and I look forward to his remarks.

This amendment is about rail freight, largely. As noble Lords may know, I was chairman of the Rail Freight Group for some years. It is designed to put a requirement on the Government to report on the rail network capacity used by rail freight and to confirm a target of at least 75% growth in freight carried by rail by 2050 compared with 2019.

I am grateful to my noble friend the Minister for his quite long letter, which we received over the weekend, explaining different parts of this Bill. I welcome the letter; there are some good points in it and he answered my question, as he has not done so far today, about open access passenger services. The letter is there, so I do not need his answer again, and I am grateful to him.

However, what we have here is a Government who, as the Minister states in his letter, are clear on open access passenger services and want to encourage rail freight. The letter says that

“to enable the growth of rail freight … the Secretary of State will set an overall freight growth target to ensure that it remains a key priority”.

That is good. My question is how this will be achieved. Within the Great British Railways envelope, we have GBR itself, freight operators and the freight sectors. We also have the Office of Rail and Road, with “rail” apparently to be defined in the next Bill, and we have open access operators. All these groups will be vying to get capacity on lines or tracks that, as many noble Lords have said, are congested at the moment.

It is not just a question of how we get capacity on the track. I am told that, on the east coast main line, the current LNER service apparently wants to have five trains an hour running more-or-less non-stop from Edinburgh to London—I hope they find the passengers from somewhere. That is going to cause serious problems to the regional services which might want to cross that line at York or Doncaster or somewhere else. It puts into question the Government’s priorities: getting to Edinburgh every 10 minutes, or so, or getting across the main line from the Humber to Leeds, or similar places, on a service which may only run once an hour because there is no capacity.

The capacity divide between the long-distance passenger services and local services is something that we will need to explore in the future, but capacity also affects freight. One of the issues with freight which we have heard for many months, if not years, is that it needs a different speed of train because it cannot accelerate that quickly, and therefore needs electrification—which I am not going to go into. Something that has come up in your Lordships’ House so often is the improvement of the railway at Ely on the route between Felixstowe and Nuneaton or the north. Improvements there would enable many more freight trains to use that route, saving them from trundling along the North London line and places like that. Such improvements would also enable the capacity for freight; it just needs electrification.

Great British Railways will be in charge of the budget for railway investment and infrastructure, as well as the budget for keeping the passenger trains going. It will therefore effectively be in competition with the private sector operators and freight companies, and very careful work will be needed to ensure the allocation of capacity is fair and transparent. In my book, it is pretty unfair if one of the major operators, which will be GBR, in line with the infrastructure manager, which it will also own, will have control over how much capacity is available for freight—which is in the private sector—or open-access operators.

I am making this point because, while I think that producing a report after the first year—which my amendment would mandate—and looking for targets is a good start, we will need from the Minister, now or in the future, much firmer commitments on how much capacity will be needed on the main intercity or congested routes, and how the Government will allocate it. I look forward to further discussions with the Minister on this at some stage, but for the moment I beg to move.

[Baroness Pidgeon (LD)]

My Lords, I rise to speak to Amendment 40, which is focused on the issue of policing and safety on the railways. I welcome the Minister to his new role; I look forward to working with him, asking him many questions and debating the issues, as we have done elsewhere over the last 16 years.

As noble Lords have interrogated this legislation, safety has been a feature of our deliberations. However, safety is not just about the infrastructure and rolling stock; it is about the safety of passengers and staff on our railways. This amendment would require the Secretary of State to report to Parliament on the impact of this Act on the British Transport Police. The British Transport Police provides a policing service to Network Rail, rail and freight operators and their passengers and staff throughout England, Wales and Scotland. It is also responsible for policing other parts of our transport network including the London Underground, the Glasgow Subway, the Tyne and Wear Metro, the West Midlands Metro, the Docklands Light Railway, London trams and even the cable car in London.

What is different about the British Transport Police is that it is primarily funded by the railway industry, not the public purse, and it sits within the Department for Transport, not the Home Office. The train operating companies, Network Rail, other operators and Transport for London, through either police service agreements or different funding agreements, pay for the British Transport Police—its latest budget shows annual funding of around £416 million.

On these Benches, we are concerned about two specific areas. First, we are worried about the impact on policing the network, and the safety of staff and passengers as they use and work on our railways, as these changes to franchising take place. Secondly, we are deeply concerned about the potential significant funding gap, which had not previously been identified, as a result of taking public ownership of the railways. I hope the Minister will be able to provide assurance in this area and explain the Government’s thinking about the future funding of the British Transport Police.

Furthermore, there is the issue of the British Transport Police Authority itself and how it is structured. It consists of 15 members, often with railway expertise from the train operating companies, who ensure value for money for the policing service they provide across the network. It is not clear how this will be structured going forward to ensure the right level of challenge and independence from the Department for Transport, given the department will now be effectively running the railway in public ownership. I hope the Minister can reassure noble Lords that the funding and oversight of the British Transport Police has been considered as part of this legislation, and that he will respond to our specific points.

My noble friends will speak to our Amendments 41 and 6 regarding freight operators and the impact of this legislation on their operation.

[Lord Bradshaw (LD)]

My Lords, on the issue of freight, the intention should be that the freight service is given dedicated paths in the timetable. The timetable is the key to the whole issue. For freight to have a dedicated path, we need to use the paths that are available, or potentially available, to the best advantage.

To take the east coast main line as an example, it is possible to run quite a lot more trains along that line if the open-access operations are run by 10-coach trains which are divided en route. If the investment in the east coast main line is carried through, and if, for example, the Newark flat crossing is removed, I am sure we can get at least three, possibly four, more paths in every hour. The removal of the Newark flat crossing would greatly enhance the ability of freight to run inland from Immingham.

The Government have proposals before them to undertake very small pieces of electrification which would better connect freight services to the electrified network. They also have proposals, which the noble Lord, Lord Berkeley, has mentioned, to get the route between Felixstowe and Nuneaton working properly. That is an appalling railway—I have ridden across it on a locomotive—and it inflicts enormous delays on freight trains. If there is any money to spend, a good deal of virtue would come from spending on enhancing the freight network and creating more paths on the east coast main line, because they are scarce and very valuable.

Passenger Railway Services (Public Ownership) Bill

Baroness Pidgeon Excerpts

Committee stage
Monday 21st October 2024 Lords Chamber

[Lord Snape (Lab)]

My Lords, I express some degree of surprise that my noble friend Lord Berkeley has tabled this amendment. If you make rest-day working in the railway industry mandatory, it ceases to be rest-day working, does it not? The whole purpose of rest-day working is to see that people take a break from their work. While my noble friend outlined the difficulties that have arisen in various parts of the railway system because people have declined to work their rest days, that is not really the fault of the people themselves or their much-maligned trade unions.

The fact is that, particularly since privatisation—although it happened under British Rail as well—railway staffing has been reduced as much as possible. The first thing that Stagecoach did when it took over South West Trains was to make lots of train drivers redundant. Not surprisingly, the ones who were left declined to work their rest days; they declined to work overtime. The number of cancellations in the first two years of Stagecoach’s operation of South West Trains rose accordingly.

I recommend to my noble friend a book called Red for Danger, written by a man called Tom Rolt—LTC Rolt—who sets out railway accidents since the 19th century, many of which were caused by tiredness because of the number of hours worked by drivers and signalmen. I will give one example. In 1892, the Thirsk accident, which killed some 35 people, was caused by a signalman falling asleep. He fell asleep because his infant daughter had been ill, and he had spent two days trying to find a doctor for her, but she had died. He tried to get time off after her death—he was on nights at the time—but the stationmaster refused permission. He had been awake for 46 hours. Two express trains crashed as a result.

Following that tragic accident, in 1906 the House of Commons at least debated the question of railway hours and the fact that many railway workers worked excessively. Perhaps noble Lords will not be surprised to learn that the debate did not spread to this end of the Corridor—obviously, noble Lords at that time had other things on their minds. Coming reasonably up to date, my noble friend Lord Berkeley will remember the Clapham Junction accident in 1988, where a considerable number of people were killed. That was caused by an error by a signal lineman who had worked every single day for the previous three weeks.

Arising from accidents like those, rest days were introduced by the railway industry around the time of the First World War. If train services cannot be maintained at a particular depot without rest-day working, then that depot is undermanned—it is as simple as that. Whether my noble friend the Minister can promise that such circumstances will not happen under Great British Railways is something I will leave with him.

I hope I have made it quite plain that I am not one of those people who thinks that everything about privatisation was wicked, but one of the downsides of privatisation was at least the tendency to run railway operations with a minimum number of people. I hope my noble friend Lord Berkeley will reflect on, understand and accept the fact that rest days are there for a particular purpose, and that he will withdraw his amendment.

[Baroness Pidgeon (LD)]

My Lords, as Liberal Democrats, we recognise that ultimately passengers do not really care who runs the railways. What they care about, as we have been discussing today, is that the trains run on time and at a fair price. We believe that the railways can offer that reliable, affordable, convenient and clean form of transport. It is very clear from today’s debate that the trains are not currently working properly. The system is a mess and people out there feel they are paying more and more money for an increasingly poor service.

While we support the Government’s desire to reform and improve passenger rail services, we do not think that renationalising passenger railway services will automatically deliver cheaper fares or a better passenger experience. As we have heard in the discussion on this group of amendments this evening, there is a fear that this reorganisation will create uncertainty for the workforce—the noble Lord, Lord Berkeley, has already outlined some serious issues.

We want to ensure that the entirety of the rail industry is focused on improving its performance, bringing down the rates of cancelled trains and improving the experience for the passenger. To achieve this, we need staff who are motivated and feel valued for the role they are playing in people’s lives. It is not clear how staff will feel going through lots of change and TUPE processes, and what this will mean for the services to passengers. I hope the Minister can assure us that there is a workforce plan, and that thought has gone into this important area.

Research by the National Skills Academy for Rail shows that 35% of the UK’s current 17,000 train drivers will leave the sector within the next five years as a result of retirement and the sector’s ageing workforce profile. Given that it takes at least 12 months to train a driver, from recruitment to driving in the roster, how are the Government going to attract new entrants into the railways at a time of change and potentially huge uncertainty? How can we be assured that passengers will not face cancelled trains as a result of fewer drivers in the rail workforce? That was an issue passengers experienced only a few years ago when Govia Thameslink Railway took over the Thameslink, Southern and Great Northern franchise and did not have enough drivers who could fulfil the timetable—we need to make sure that passengers are not going to be affected by this.

As mentioned in the earlier discussion by my noble friend Lady Randerson and the noble Lord, Lord Young, terms and conditions differ so significantly that it will take a long time to regularise them, and at huge cost. That will have an impact on not only the workforce but passengers. We do not want good people to leave the industry at all levels—train crews and staff, maintenance and management. On the contrary, we want good people to stay and be proud of the part they are playing in keeping Britain moving and in being a part of our new railway service. I look forward to reassurance from the Minister on these points to ensure that the workforce and passengers are at the heart of these proposals.