Open Access Rail Services

Baroness Pidgeon Excerpts

Wednesday 22nd October 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

I am surprised that the noble Lord does not know the answer to that, as one of the many former Secretaries of State for Transport in the Chamber. The answer is that there are protected freight paths on all the main lines that are likely to carry freight, in order that freight operators can respond to short-term demand measures—which they do frequently, changing trains on a daily and weekly basis—and have room for expansion. It is important that they are left to do that. Otherwise, there is no chance of freight expansion and the commercial freight businesses would be damaged.

[Baroness Pidgeon (LD)]

My Lords, under the new world of Great British Railways, will the Government allow existing open access operators to continue their current routes beyond the permissions granted by the ORR, even with a new charging regime?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness has a good point. The regulator necessarily needs to give a successful open access application sufficient time to recover the significant costs of rolling stock. Many of these arrangements run for at least 10 years, and it would not be right to curtail those activities. Serious investment has been carried out to allow them. What happens in the future we can debate during the passage of the railways Bill, but for the moment those open access operations that have 10-year or similar periodicity will continue.

Drink-Drive Limit

Baroness Pidgeon Excerpts

Wednesday 22nd October 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The noble Earl is certainly right that the Scottish Government changed the limit. I cannot confirm his analysis of the results. Of course, in determining a new road safety strategy, the Government will not only take evidence but look at what has happened as a consequence of different levels. Whatever he thinks the effect is—and it is a consequence of both penalties and enforcement—the Government will think carefully and act decisively.

[Baroness Pidgeon (LD)]

My Lords, drug-driving, as well as drink-driving, is deadly. What work are the Government carrying out to look at international developments in roadside detection devices to collect evidence on wider drug misuse while driving, such as the inhalation of nitrous oxide?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness makes a strong point. Drug-driving is as lethal as drink-driving. She will know that there has been some recent publicity about that particular method of drug-driving in London. I am confident that the police and enforcement authorities are working their way through that particular episode. The Government are looking carefully at all the methods of enforcement for driving under the influence of a variety of different drugs.

Great British Railways: Rolling Stock

Baroness Pidgeon Excerpts

Tuesday 21st October 2025 Lords Chamber

Asked by

[Baroness Pidgeon]

To ask His Majesty’s Government what work is under way to develop a rolling stock strategy for Great British Railways.

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

My Lords, my department is already working on a long-term rolling stock and infrastructure strategy, which will be the first for over 30 years, both to give certainty to the manufacturing and assembly market and to pursue modern standards of carbon-friendly traction and passenger comfort and accessibility.

[Baroness Pidgeon (LD)]

My Lords, I welcome the work that is under way. Establishing the right industry partnerships is essential to developing a more efficient and cost-effective British railway model. Can the Minister update the House on the current status of discussions with EUROFIMA and indicate when British operators might be able to leverage its financial support in the procurement of public service rolling stock?

[Lord Hendy of Richmond Hill (Lab)]

My Lords, EUROFIMA is a long-established, supranational financial institution, established as a joint stock company by an international treaty, the convention, signed by 25 European member states. It is dedicated to financing public passenger railway rolling stock and related infrastructure, as well as the modernisation and renewing of related equipment. As part of developing the rolling stock and infrastructure strategy, my department is exploring a range of financing structures to support investment in partnership with private finance. This includes active engagement with EUROFIMA to assess how its financing mechanisms could support future investment in the UK rolling stock market. If, following due diligence, EUROFIMA is considered an appropriate avenue to go down, then we would aim to accede by the end of 2026.

National Policy Statement for Ports

Baroness Pidgeon Excerpts

Tuesday 14th October 2025 Grand Committee

[Baroness Pidgeon (LD)]

My Lords, I welcome this debate on the amended national policy statement for ports, the continuation of the presumption in favour of port development and the market-led approach based on demand. Some important points have been raised by noble Lords in this debate. I particularly support the point made by the noble Lord, Lord Moynihan, about grid capacity for ports. It is an important issue.

A lot has happened since the previous statement was produced back in 2012 and designated under the Planning Act 2008. It is absolutely right that the Government are amending it at this time. Perhaps they should go further, as my colleague, my noble friend Lady Scott, mentioned. Overall, the amended national policy statement for ports is welcome. However, there are some clear opportunities to properly address short- comings in a number of areas.

Many in the sector feel strongly that the revised statement should reflect the industrial strategy underlining the role of ports as foundational to the UK economy and, crucially, affording ports critical national priority designation. If low-carbon energy projects and the energy NPS are granted critical national priority status, why not ports or port projects that directly support strategic national priority energy schemes? Perhaps the Minister will be able to explain the Government’s thinking.

One concern that has been expressed to me is that ports are far more than just gateways through which freight volumes travel and that the statement could better support tonnage-light development, which still supports economic growth and jobs, such as renewable energy, cruise and logistics development, as other noble Lords mentioned.

A major concern is around port connectivity, which needs to be strengthened in the statement. Rail and, in some cases, road projects are needed to help move goods to and from ports. A stronger emphasis on transport connectivity would help support such developments, particularly in the link to rail freight, modal shift and the development of Great British Railways. The statement recognises that much of the tonnage is concentrated in a small number of ports, with the top 15 ports accounting for around 80% of the UK’s total traffic. This makes rail highly relevant, yet it does not feature strongly enough, as has already been highlighted by my noble friend Lady Scott.

The statement feels like a missed opportunity to advance decarbonisation and modal shift. Ports seem to be considered in isolation from the rest of the supply chain activity, yet they are among the largest generators of freight traffic. Ports should be used to drive change in the economy and the environment—therefore, I would have liked to have seen a greater focus on transport connectivity and onward rail transport links. Will this area be further reviewed by the Government?

The revised draft restates the position that there is a compelling need for additional port capacity over the next 30 years to respond to forecast growth in volumes for all commodity types, to support offshore energy and ensure competition and indeed resilience—something on which I am sure we all agree.

I must thank a number of organisations, which have briefed me on the key issues in the sector, including Midlands Connect, Associated British Ports and RenewableUK. One issue that came up time and time again is that the amended statement does not provide the greater certainty needed by the sector to meet the demand for floating offshore wind—FLOW. Ports are expected to play a pivotal role in transitioning to net zero and FLOW will need bespoke port facilities, as we have heard from other speakers. More focus is therefore needed on the future of FLOW development, as the UK does not currently have the required port infrastructure to develop industrial-scale FLOW development. The finalised statement should provide clarity to decision-makers in this area.

Can the Minister also update the Committee on what actions are being taken via the Crown Estate’s supply chain accelerator programme? As I have already mentioned, one key anomaly is that the nationally significant infrastructure project threshold for ports does not suit port infrastructure upgrades critical for offshore wind development. I ask the Government again to consider this type of infrastructure as a critical national priority, which would mirror the approach to offshore infrastructure and associated cabling.

I welcome that impact assessments need to be updated to reflect environmental legislation, as well as to introduce the concept of marine net gain. Given this ambition, what support will the Government provide to guide applicants through the range of plans that now exist for marine areas? Although it is outside the direct scope of the document, this policy has a crucial role in supporting regional and local port schemes that fall beneath the thresholds. To that end, and following points raised at the Commons Transport Committee, what will the Government do to ensure that the document is given due consideration by all planning authorities when considering future port schemes?

What consideration has been given to strengthening the monitoring measures, with a requirement for either annual parliamentary reporting or monitoring conducted by an independent body such as the OEP? One final question that remains is how this reads across to the Planning and Infrastructure Bill currently making its way through Parliament, in particular in areas such as environmental delivery plans and the nature restoration levy. Will this statement need updating again shortly? I await the Minister’s response to my questions with interest.

Bus Services (No. 2) Bill [HL]

Baroness Pidgeon Excerpts

Consideration of Commons amendments and / or reasons
Monday 13th October 2025 Lords Chamber

[Baroness Pidgeon (LD)]

My Lords, I thank the Minister for his work on this Bill and for meeting me to discuss any concerns that may remain. We on these Benches are pleased to hear from the Government a commitment to a comprehensive review that will cover many of the issues that we discussed at earlier stages of this Bill and were the subject of many amendments to the Bill earlier in the year. These, we hope, will include the impact on SEN bus services, the £3 bus fare cap and the impact on villages and rural areas. The Government have already mentioned their published review of the £2 bus fare cap.

Within this group, for our Benches, the one key area remains the affordability of bus fares. We think the overall package of legislation in this Bill will help to transform bus services across the country and equip local transport authorities with a wide range of powers to deliver the right services to their local communities in the right way, but this needs to go hand in hand with affordable bus fares. The increase in the bus fare cap from £2 to £3 has created real barriers for passengers, particularly those on low incomes who rely on buses to go about their everyday lives. Budgets are tight for many families, forcing difficult choices between transport and other essentials. Bus fares outside cities such as London are very expensive. Without addressing fares, we think the Bill risks deepening existing inequalities and leaving many people isolated. This legislation is about improving bus services and enabling local authorities to have a choice about how local services are provided, but unless there are affordable bus fares, we think there is a hole in the plan.

The amendment that passed in this House on Report was about a review. It was not about providing a £2 bus fare scheme to support bus routes, particularly socially necessary routes, which are a lifeline for many villages and rural areas. The Motion in my name that we will get to would insert Amendment 8C into the Bill and ensure that the legislation contains a statutory commitment to the £2 bus fare scheme for socially necessary routes. It would require the Secretary of State to take all necessary steps to ensure that the £2 bus fare cap is maintained for passengers using socially necessary local services. We believe this is a far clearer amendment to the legislation, putting into action what we are committed to and ensuring a focus on the £2 bus fare cap by the Secretary of State. I hope Members on all sides of the House will see the merit in this provision to enhance further this bus legislation. I look forward to hearing the Minister’s response and look forward to testing the opinion of the House on this later.

[Lord Harper (Con)]

My Lords, I want to say a few words on this issue as the introducer of the £2 bus fare cap and the person who wrote the relevant sections of our manifesto, which committed to keep it for the duration of the Parliament and fund it, importantly, from savings that we were going to make in rail services. We do not spend enough time in this country talking about buses. Two and a half times more journeys are made by bus than by the national rail network. You would not know that from the national press, which is very London-centric on this subject, but in most parts of the country buses are critical, so I welcome the opportunity to contribute to this debate.

I shall say a word or two about my noble friend Lord Moylan’s purpose clause and his remarks on that. He talked about the Government trying to help their friends in local authorities. What is interesting about this legislation is that, if you look at what has happened to bus services, the real challenge, and one of the problems, is that what happened during the pandemic is that a significant number of people stopped using buses for rather obvious reasons and never returned. That caused a huge financial problem for the bus network and has caused lots of routes that were previously profitable not to be profitable. The thing that is missing in the legislation is that you can offer local authorities the powers to franchise services all you like, but unless the Treasury is going to give local authorities the money to pay for those bus services, all you do is take loss-making services that are being reduced by private sector operators or by local authorities that cannot pay for them, and the local authority ends up having to take them away because it has no ability to pay for them.

When this legislation gets on to the statute book, I will be interested to see whether the Government fund the powers to the level that you would have to in order to deliver an improvement to bus services. I suspect, given the dog’s breakfast the Chancellor is making of the economy and the fact that there is less rather than more money available for public services, that that is not going to happen, but we will see how that develops in the future. I think my noble friend Lord Moylan does not have to worry in one sense, because I do not think this cunning plan that the Government have implemented to help local authorities is going to help them at all.

Specifically on the cap, the Minister talked about the review of the £2 bus fare and said that it was not good value for money. What he missed out was that the Government decided, without having concluded the review of the £2 bus fare cap, to have a £3 bus fare cap, which suggests that they like the principle, but introduced it and picked a number without having done the review on the £2 bus fare cap in the first place. That demonstrates not sensible, evidence-based policy-making but a Treasury-driven “Let’s just reduce the cost of the policy and not look at the impact it was having”.

When I talked to bus companies, I found there were two issues relating to the bus fare cap that were important in driving up bus ridership. One was the obvious one, which is that it reduced the cost. Particularly in rural areas—as has been mentioned by a number of noble Lords—where you often have to take a number of parts of a journey with a number of fares, it drove down the cost of those journeys. That is really important for people going to work or accessing education, so that had a big impact.

The other thing was the clarity and the consistency that it provided in communicating the level of bus fare to people, which had, I have to confess, a rather surprising impact. When talking to bus companies, I asked the question, “If we were to take this away, what would you do to your pricing structure?” What was interesting was that they all said having a round-number bus fare had a surprisingly powerful effect on their ability to market services to consumers, rather than people not knowing what a bus fare was going to be and a whole range of complexity. I think it needed a bit more time to bed in, and that is why I support a proper review having been carried out.

To go back to the point I made about funding, what we suggested—to take savings from the reforms that we were going to put in place for rail services and use some of that to fund the bus services—would have rebalanced where people chose to take their journeys. More people depend on bus services for important local journeys. Whether to access education, to access the health service or to access employment, far more people across the whole of the country use bus services to do that than use the rail network.

The Government have done the reverse. The first thing they did was come in and give railway drivers—some of the best-paid public servants—a pay rise and ask for nothing in return; they got no productivity improvements for the rail user. That money could have been spent on improving the quality of bus services across the country. That would have been the right decision, and it is the decision that we were going to make. When we do not see increases to funding for bus services—when we simply give local authorities the powers to franchise but with no money to deliver that—then people on all sides of your Lordships’ House will think that making savings in the rail network and putting the money into buses would have been the right decision. I am sorry the Government chose not to do so.

--- Later in debate ---

Moved by

[Baroness Pidgeon]

At end insert “, and do propose Amendment 8C instead of the words so left out of the Bill—

8C: Clause 14, page 10, line 26, at end insert—
“(5) The Secretary of State must take all necessary steps to ensure that the £2 bus fare cap is maintained for passengers using services that have been identified as socially necessary local services in accordance with section 138A of the Transport Act 2000.””

[Baroness Pidgeon (LD)]

I beg to move.

--- Later in debate ---

[Baroness Owen of Alderley Edge (Con)]

My Lords, I rise briefly to firmly support my noble friend’s Motion 31A. I will not repeat the arguments made so forcefully by noble friends Lord Moynihan and Lady Morgan of Cotes on Report, but I would like to draw the House’s attention to the findings of the 2025 Girlguiding Girls’ Attitudes Survey, released since Report. It found that 56% of girls and young women surveyed between the ages of 11 and 21 felt unsafe taking public transport by themselves, and 31% avoided it altogether. It is totally unacceptable that women and girls do not feel safe on our public transport network, and it is vital that operators monitor assaults on buses. We need action, we need it urgently, and I will support my noble friend should he choose to divide the House tonight.

[Baroness Pidgeon (LD)]

My Lords, the amendment in the name of the noble Lord, Lord Hampton, on Vision Zero, rightly put safety on buses at the heart of this Bill. Who can argue with the aim of zero fatalities on our roads and a culture in the bus industry of safety throughout? The Government’s clear response in taking this forward, including best practice internationally and the new road safety strategy—I think the Minister said it is the first since 2011—really does show action is taking place in this safety space. It is a great assurance to our Benches.

On collecting data on violence on the bus network, we are in absolutely no doubt about the Government’s commitment to this, especially given the awaited VAWG strategy. Given the clear acknowledgement that this data is already collected by the police across the country, and that this new strategy is due, we are satisfied that this concern is being properly addressed, so the amendment is not needed. What is needed is more resources for our police, but that is a debate for another day.

As this Bill seeks to improve bus services across the country, safety in every aspect will be key. We are pleased to hear the way forward to address safety outlined by the Minister.

[Lord Moylan (Con)]

My Lords, I was depressed by the remarks of the Minister, but I have been depressed further into almost silence by the astonishing remarks of the noble Baroness, Lady Pidgeon. The complacency they both show on these two really important issues is staggering.

Since we last debated this, there has been an appalling crash at Victoria bus station, and what is going to change? Nothing. We will have a road safety strategy that will encompass all modes of transport by road, including foot, bicycle and whatever. That is a good thing, and we should have it, but for buses changes are needed in operator mentality and practice. We see no sign of those happening. They will not emerge from a strategy, but only if the Government say, “This is our objective and we will make this happen”. That is what the Minister is not saying. I am sorry that the noble Baroness, Lady Pidgeon, did not hear him not saying it clearly enough.

As for my noble friend Lord Moynihan and all this nonsense about what was discussed when, none of that matters. What matters is what my noble friend Lady Owen said—the actual experience of women and girls travelling on buses. They do not feel safe. The Government again come forward with astonishing complacency about this, saying that it is already being done and there is nothing to be added. It really is not good enough. If the noble Lord, Lord Hampton, and my noble friend Lord Moynihan choose to divide the House on these matters—I make the point clearly to the noble Lord, Lord Snape, that that is their choice; I have known my noble friend for what must be nearly 50 years now, and he has never been my glove puppet during all that time—then we will support them, because we think these issues are very important.

Finally, as far as dark influence within the Labour Party is concerned, it is astonishing that the noble Lord, Lord Snape, should make his naive remarks on the day on which Mr Paul Holden’s book The Fraud is published, a tract dedicated to exposing the conspiracy behind the Starmer Government, the undeclared funding and the actions of Mr Morgan McSweeney in destroying Jeremy Corbyn and inserting Sir Keir Starmer as his substitute as leader of the Labour Party. I realise that the noble Lord, Lord Snape, is a byword for naive credulity among his colleagues, but I suggest that he should get hold of a copy of the book published today and sit down, perhaps this evening, with a stiff whisky by his hand so that he can prepare to anaesthetise himself against the shocks that will be revealed to him. Then he will realise what nonsense he has just said about my noble friend’s amendment.

Rail Fares

Baroness Pidgeon Excerpts

Thursday 18th September 2025 Lords Chamber

Asked by

[Baroness Pidgeon]

To ask His Majesty’s Government what steps they are taking to simplify rail fares for passengers.

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

My Lords, the fragmented railway we inherited has a fares system that passengers neither understand nor trust. We are addressing this through delivering pay-as-you-go, with simpler fares in London and the south-east, Greater Manchester and the West Midlands, and trialling digital pay-as-you-go in the east Midlands and Yorkshire. On long-distance routes, we are learning from the LNER trial to make long-distance fares easier to understand.

[Baroness Pidgeon (LD)]

I thank the Minister for his Answer. While it is good to hear about initiatives in some parts of the country, passengers have faced rail fare increases year after year for an unreliable service. I therefore ask the Minister, when will passengers have simplified rail fares so they can be confident they are not being ripped off every time they catch a train?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness is right that people are very uncertain about buying tickets and do not trust that they are getting the best value. The fares system has grown like Topsy over the last 30-odd years. There are 50 million fares in the British railway system and, in order to eat the elephant, we have to do it in pieces. We are starting; nobody has previously started. The noble Lord, Lord McLoughlin, once said to me that he had tried to do it as Secretary of State and the system had not allowed him to make the progress he had hoped for. We are making progress, but it will take time. Meanwhile, the Passenger Railway Services (Public Ownership) Act has enabled train operations to come back into public ownership. The noble Baroness will know, because she met the managing director of South Western Railway, that he inherited a fleet of 90 trains, 84 of which were in sidings. Today, 21 of them are in service. I think that that is progress.

Planning and Infrastructure Bill

Baroness Pidgeon Excerpts

Committee stage
Thursday 24th July 2025 Lords Chamber

[Baroness Bennett of Manor Castle (GP)]

My Lords, I share those concerns. The noble Lord, Lord Lansley, and others have forensically dissected this clause and demonstrated that it is, to use a technical term, a right mess.

Manor Castle is in Sheffield, for those who do not know. Sheffield is a city which has suffered enormously from the destruction of heritage, both industrial and earlier heritage. On this last day, I take your Lordships to August 1644, when there was a 10-day siege of Sheffield Castle. The castle fell. Having been held by the Royalists, it was besieged by the Parliamentarians, and Parliament—this place—ordered the castle to be destroyed. To add insult to injury, in the intervening period the castle market was built on top of the site. That has now been demolished and archaeology is being done on the site. The end point of this is a story from the last few months, when the archaeologists uncovered abatises—a word that I have just learned—which are sharpened branches that were put around the ditch by the defenders in an attempt to hold off the Parliamentarians.

This is not just a history story. This is a city that is uncovering an important, exciting piece of its past which has survived miraculously and against all odds. This is a story of how important discoveries such as this are to cities’ identities and local heritage is to the identity of a place. As the noble Baroness, Lady Pinnock, set out, we cannot allow centralisation and the taking away of local control, which might see us lose stories such as this.

[Baroness Pidgeon (LD)]

My Lords, as we have heard, the Bill stands to disapply heritage regimes for transport infrastructure developments. There is, therefore, a risk that this could harm heritage assets without proper scrutiny and probably go further than the stated ambition of the Bill. I am therefore delighted to support Amendment 54 in the name of my noble friend Lady Pinnock, who has outlined the technical issues, as has the noble Lord, Lord Lansley, in talking about his amendment.

We all understand that building transport infrastructure is important to our economic growth. In particular, new public transport is important to support people moving away from cars where possible. However, we have got to make sure that, in building faster and more efficiently, we do not lose critical heritage. This amendment and debate are important because they flag the importance of recognising our architectural heritage and conserving the historic environment alongside the need for new infrastructure. It is a practical approach, and I urge the Government to support this small but, in some ways, significant change.

As we have already heard, in Committee in the Commons, the Minister acknowledged that these changes could have unintended consequences and committed to respond to concerns raised by my colleague Gideon Amos MP by Report—yet nothing has been forthcoming. No further comments were made by the Minister on Clause 41 during that debate. I await the response from the noble Lord the Minister to this important topic of our heritage assets and the answers to the many important questions that have been raised.

[Lord Moylan (Con)]

My Lords, I shall be brief, after this very valuable debate. I make it clear that the Opposition Front Bench is fully behind the amendments in the name of the noble Baroness, Lady Pinnock, and my noble friend Lord Lansley. I seek to add nothing to the detail of their amendments, which were so eloquently argued by both of them.

I just add one reflection of my own. It is very easy to imagine that listed building consents and planning applications are much the same thing, because they are usually dealt with by the same officers in the same local authority. But they are not; they are two very distinct legal regimes, which have two very distinct bases. Planning is essentially about mitigating and shaping the externalities of development so as to minimise public harm and perhaps achieve some public good—it is to do with utility—whereas listed building legislation is about a test of absolute value. Either a building is listed and therefore is to be preserved, implicitly for ever, or it is not. Of course, there are grades of listing and it is possible to delist a building, so there is a little movement around the edges. However, in essence, it is a test not of utility—of whether something is useful to us—but of value. For the Government to mix up these two, to mash them together, is to ignore that very important distinction.

The listed building regime is not part of a trade-off as a consequence of that. You do not say that, because we can achieve something useful on the one hand—a faster railway, shorter route or whatever it might be—there is a calculus by which we can demolish so many listed buildings to achieve that. They are not commensurate regimes. The Government would do very well to withdraw this clause altogether and rely on the flexibility in existing arrangements. I look forward to hearing what the noble Lord has to say, but I suspect that we will be debating this again in due course.

--- Later in debate ---

Moved by

[Baroness Pidgeon]

57: Clause 47, page 59, line 25, at end insert—
“(5A) After subsection (5), insert—“(6) References in this Part to public charge points are to be taken as including cross-pavement charging solutions.””Member’s explanatory statement
This amendment clarifies that cross-pavement charging solutions are to be considered public charge points for the purposes of the legislation. It ensures such infrastructure falls within the scope of relevant regulatory provisions governing public electric vehicle charging.

[Baroness Pidgeon (LD)]

My Lords, a lot of the discussion this afternoon has been very technical, as it would be around planning, but this group of amendments is much more practical. They are about electric vehicle infrastructure, making sure that we can easily support the next generation of electric vehicles and make it easy for people to transition to domestic electric vehicles at home, as well as in the commercial sectors. I thank the noble Lord, Lord Lansley, and the noble Baroness, Lady Jones of Moulsecoomb, for putting their names to my amendments in this group.

Amendment 57 would allow for cross-pavement solutions to be considered as public charge points in this legislation to ensure that such infrastructure fell within the scope of regulatory provisions governing public electric vehicle charging, to make it easier, quicker and cheaper for people to move to electric vehicles at home. Currently, EVs can be a more affordable and convenient alternative to petrol or diesel cars and they can save households up to £1,000 a year, but only if you have a driveway. Up to 40% of households in the UK do not have access to off-street parking, so they rely on public charge points, which can cost up to 10 times more than charging at home. For millions of households that is unaffordable, and it is unacceptable to expect only certain consumers to pay the price for the transition to electric.

Cross-pavement solutions have real potential to tackle that challenge, and they have been proven to be a workable solution in 38 local authority areas to date, but the current process for applying for one is lengthy and costly. Drivers report that you have to pay up to about £3,000 for the planning application, the permitting and charge point installation costs, and waiting up to 12 to 15 months simply for a decision from their local authority on whether permission to install one has been granted. So many residents have given up trying to secure cross-pavement solutions and electric vehicles because of these delays and costs.

This amendment seeks to make the transition to electric fair. It asks that cross-pavement solutions are treated in the same way that public charge points are being treated, simplifying the process for applying for these solutions by allowing them to be treated under street works permitting. This would make it quicker, easier and less costly for residents. Crucially, local authorities would still have some control over the decision on whether the cross-pavement solution is appropriate and safe for that location, and whether it can go ahead.

Amendment 58 would extend permitted development relating to electric vehicle charging points where there is an agreed cross-pavement charging solution and the charger does not overhang the footway by more than 15 centimetres. The Government have extended permitted development rights to households wishing to install charge points where the houses are close to the street and they have off-street parking. This amendment seeks to extend these rights to households without off-street parking that wish to install a charge point so that they can get a cross-pavement solution. It does not conflate the charge point with the cross-pavement solution; they are still two separate entities. It would simply ensure that those residents who are applying for a cross-pavement solution can then install a proper charge point that allows them access to the cheaper charging rates that residents with driveways are already able to use.

Electric Vehicle Association England provided me with this quote from its recent survey. One respondent commented how the council refused to consider installing a charger gully, saying, “We got a free charger and installation along with our car purchase, but we haven’t been able to make use of it, as our local council refuses to consider charging gully solutions”. Another hybrid car owner, when asked why they did not choose an EV, said it was due to the difficulty of installing a charger. They said: “Our council has no policy or provision for pavement gulleys to make it easier. There are no on-street public chargers either”.

Another quote is:

“You shouldn’t need a driveway to own an electric car. My Plan for Change is boosting funding for infrastructure to allow cables to run safely beneath pavements. That’s cheaper, at home charging”.


Those are not my words but the Prime Minister’s a week and a half ago. There is a need to make it easier for everyone to be able to move to electric vehicles through simplifying the system and allowing people without driveways to be able to move to EVs. I hope the Minister will work with me to make this vision a reality through this legislation.

Amendments 64 and 67, which are in my name, cover HGV electric charging points. Amendment 66 covers EV charging infrastructure plans. As we transition to cleaner vehicles and technology allows for HGVs to run on electric batteries, there is a need to support charging infrastructure in the planning system. The lack of adequate charging infrastructure remains one of the major obstacles to greater e-HGV adoption. According to a report by National Grid, 70% to 90% of HGVs will be charged or refuelled overnight in their depot or at their destinations, but the remaining 10% to 30% will rely on public charge stations. e-HGVs are very much a reality—in fact, we had one outside the House only a few weeks ago. There are a number of announced plans for charging stations right across the country from a variety of companies, but I know from my inbox that, where a company might want to move to e-HGVs, they find that the local authority will not grant planning permission for the necessary infrastructure at a depot, stopping the decarbonisation of this industry.

These amendments are about a clear installation programme for HGV electric charging points at key transport points, and the provision of EV charging infrastructure at freight depots and HGV facilities when they are new or substantially renovated. This amendment would future-proof the logistics infrastructure by embedding EV readiness into the design and permitting process. This supports depots and warehouses to be ready for the transition. Depot charging, as I said, is the preferred option where possible for operators as it allows trucks to charge while at a natural stopping point, not requiring additional stops to recharge in transit, which can also leave cargo vulnerable to theft. It also reduces future retrofitting costs and planning delays by integrating charging requirements from the outset.

Amendment 67 is about the prioritisation of electricity grid connections for EV infrastructure. It tackles a major barrier to infrastructure rollout: delays in grid connection approvals. Some fleet operators may face up to a 15-year wait for a grid connection to meet their need for electric infrastructure, severely hampering a willingness to invest. This amendment recognises the strategic importance of logistics infrastructure for national supply chain security and decarbonisation.

Finally, Amendment 66 is about placing a duty on local authorities to produce a local EV charging infrastructure plan to assess the demand and need for EV charging infrastructure in their area, including both private and commercial vehicles. This will ensure a comprehensive understanding of need to focus efforts. Local authorities are critical to the rollout of EV infrastructure, but often lack a co-ordinated or strategic plan. This duty empowers them to take a proactive role while ensuring consistency across regions.

The amendment would ensure local accountability and planning for EV infrastructure deployment, aligning with national decarbonisation targets. Importantly, it establishes a recurring review cycle every three years to ensure that plans are responsive to evolving demand and technology. So this package of amendments would make a huge difference to supporting the transition to electric vehicles. I look forward to the Minister’s response to these issues and all the amendments. I beg to move.

[Lord Lansley (Con)]

My Lords, I support the noble Baroness, Lady Pidgeon, who I thought admirably set out the importance of the case. Frankly, we are only a decade away from the point where we intend that all the new cars that are to be bought are to be electric vehicles. As she rightly said, something approaching 40% of the people who we expect in future to buy cars are in premises that do not have charging facilities, and we want to enable that to happen. It is all part of the green energy transition that we want to support. So I very much support everything that she said and I hope that we can find a solution.

As far as I can see, the clause to which this amendment refers intends to support the process of adding public charge points to the road architecture but does not necessarily allow individual householders to be able to find the appropriate cross-pavement charging solutions for this. My noble friend Lord Lucas has an amendment in this group the purpose of which is to give permitted development rights for this. I know that the Government will say, “Well, permitted development rights relate to the curtilage of one’s own premises, they do not extend out into the pavement for this purpose”. But I hope the spirit of this debate might be that we all agree on what we want to achieve—the question is what the best way is to achieve it.

I suggest to the Minister that one way we might look at this is to look at Section 50 of the New Roads and Street Works Act, which is about the process of applying for a street works licence. This clause is intended to enable those who have a street works licence to access the necessary works in the street. As the noble Baroness said, that is an expensive solution for an individual householder and not likely to be an easy route. The question to the Minister is whether we might actually find, as he is in the business today of streamlining applications, whether we can streamline applications for street works licences for individual householders, or groups of householders, in order for them to get a street works licence by what is effectively a deemed consent, rather than having to make individual applications. It is a bit like an assumption that the licence will be granted, save if there are particular exceptions or objections. That might get us to the point where householders or groups of householders can get the cross-pavement charging solutions that they require—and I think that it is urgent that we make that happen. So I hope that it is something that we can progress during the course of this Bill.

I will raise just one other point, which is about the green energy transition and the amendments relating to HGVs. I ask that we not only look at electric charging points for HGVs but recognise that HGVs—mentioned by my noble friend Lord Naseby earlier—can, very readily and unlike many other road vehicles, use hydrogen cost-effectively as a solution. But they need a network. My Japanese friends have told me that Japan is creating a network of hydrogen refuelling points for its HGV fleet. The Japanese are orders of magnitude ahead of us on this.

--- Later in debate ---

I ask the noble Baroness to withdraw her amendment.

[Baroness Pidgeon (LD)]

I thank the Minister for his detailed response and thank all Members who have spoken on this group. All but one of us agree on what we want to achieve. Although we understand that it can be complex, there must be a way to streamline things to make it easier, cheaper and quicker for cross-pavement solutions to help people transition to electric vehicles. I still believe that simplifying the process can be achieved through this planning Bill.

We see what happens today: either people are not able move to electric vehicles, or we have cables draped out of windows, across pavements—maybe with a mat over the cable if you are lucky so that it is not a trip hazard. We need to find a way forward. The Prime Minister committed to it in the last couple of weeks. I hope that we can continue to have dialogue on this before Report. On that basis, I beg leave to withdraw the amendment.

Amendment 57 withdrawn.

--- Later in debate ---

Moved by

[Baroness Pidgeon]

63: After Clause 47, insert the following new Clause—
“Provision of solar panels in new transport infrastructure(1) The Secretary of State must, by regulations, require that all new transport infrastructure projects requiring approval under any enactment make provision for the installation of solar panels where reasonably practicable.(2) The regulations must include—(a) criteria for determining when installation is reasonably practicable, including structural, environmental, and safety considerations;(b) minimum surface area requirements for solar panel coverage where practicable;(c) the types of transport infrastructure to which the requirement applies.(3) “Transport infrastructure” includes but is not limited to—(a) new or refurbished rail stations and rail lines,(b) new or refurbished bus stations and depots,(c) major road-building or upgrading projects, and(d) other public transport hubs.(4) Regulations under this section must be made by statutory instrument.(5) A statutory instrument containing regulations under this section is subject to annulment in pursuance of a resolution of either House of Parliament.”Member’s explanatory statement
This new clause would require the Secretary of State to mandate the installation of solar panels in the construction of new transport infrastructure where reasonably practicable, through regulations made by statutory instrument.

[Baroness Pidgeon (LD)]

I will speak briefly to the three amendments I have in this group.

Amendment 63 is about increasing solar panels on new transport infrastructure. This could include new or refurbished railway stations or rail lines, bus and tram stations and depots, major road building or upgrade projects, and other public transport hubs. As a country, we have so much to learn from others. For example, Switzerland has just started a new scheme of installing solar panels on the actual railways; PV panels will be rolled out like carpet between the tracks in one of their western cantons. Germany plans to install solar panels along motorways, tapping into 250,000 potential sites to boost renewable energy. France is trialling solar panels on its railway estate.

The European Commission, in a 2024 report, looked at the potential for the large-scale deployment of vertical solar panels on Europe’s major roads and railways. It concluded that the electricity generated from such PV installations would not only be cost-effective in electricity markets but serve as a viable alternative to fossil fuels in transportation. Tapping into solar PV energy along transport infrastructure can therefore significantly contribute to the EU’s energy transition, and we should do the same here in the UK. There are examples of good practice—at Second Reading, I mentioned Blackfriars and Denmark Hill railway stations—but we must do more, and that is why I tabled the amendment.

Amendment 106 is a requirement for all new car parks to include solar panels. As I highlighted at Second Reading, across the country there are vast expanses of roof space that sit idle, while exposed to sunlight. Installing solar panels on car parks could generate clean energy, reduce grid pressure and power local EV chargers directly. France has already mandated solar panels on large car parks. The Government’s recent consultation on solar panels feels like we are trying to catch up; this amendment will make that a reality, and I hope that the Minister will be able to support it.

Finally, Amendment 68 is about the prioritisation of electricity grid connections for EV charging infrastructure. This includes, as I discussed in an earlier group, the need for a focus on commercial as well as private vehicles. I thank the noble Baroness, Lady Jones of Moulsecoomb, although she is not in her place, for putting her name to this amendment. I look forward to the Minister’s response. I beg to move.

[Baroness Bennett of Manor Castle (GP)]

My Lords, I will again speak extremely briefly. As the noble Baroness, Lady Pidgeon, said, my noble friend Lady Jones of Moulsecoomb signed Amendments 68 and 106.

I already referred to Amendment 68 when discussing the need for the Government to ensure that the electricity network providers prioritise grid connections for electric vehicle charging infrastructure, particularly for freight. As I said in an earlier group, that is particularly important. It will potentially have a large draw on the grid, so this has to be planned from an early stage to make sure there is enough there to cater for HGVs.

If we were going to have a contest for the most popular amendment tabled to the Planning and Infrastructure Bill, I think Amendment 106 might be it. I have heard a number of people saying, “Don’t put solar panels on farmland, put them on car parks instead”. It is a pity we are doing this before the holidays, because, when we come back, many people will have undoubtably been in continental Europe. France, for example, has a rule that all new and existing car parks with more than 80 places must install solar panels. So, this is a very modest amendment, when you compare it to what France has legislated; this is only talking about new car parks. It is absolutely common sense about where we should be putting those solar panels, for all the practical reasons, in terms of the extra shade they provide, protection for cars and to meet the Government’s energy targets.

--- Later in debate ---

[Lord Khan of Burnley (Lab)]

My Lords, before I speak to these amendments, I declare my registered interests, including shareholdings in companies involved in renewable energy. These interests are not directly affected by the amendments under discussion. I thank the noble Baroness, Lady Pidgeon, for tabling and speaking to these amendments so eloquently and passionately, and for her ongoing commitment to the UK’s decarbonisation ambitions in the transport sector.

Amendments 63 and 106 seek to mandate the installation of solar panels in the construction of new transport infrastructure and require solar panels to be provided as part of the construction of all new above-ground car parks. The Government are committed to achieving clean power by 2030, and it is clear that solar energy will be crucial to achieving our mission. The clean power action plan calls for the rapid acceleration of solar deployment, from around 18 gigawatts as of April 2025 to 45 to 47 gigawatts by 2030. This is an ambitious mission, which has enormous potential to create good jobs, protect bill payers, ensure energy security and reduce our exposure to volatile fossil fuel markets. The recently published Solar Roadmap includes over 70 actions for government and industry to take forward to help deliver this ambition by removing barriers to deployment of all types of solar.

We recognise that solar canopies on car parks have the potential to provide significant renewable electricity generation, shelter for cars and drivers, and localised power for EV charging points. This year, the Government published a call for evidence to assess the potential to drive the construction of solar canopies on new outdoor car parks over a certain size.

We are currently analysing the evidence that has been provided by the sector, and are conducting the essential cost-benefit analysis needed to understand the impact of any policy to mandate the provision of solar on new car parks. Having not yet concluded this process, it would not be appropriate at this stage to include this amendment in the Bill. However, the Government are considering this proposal very carefully and will explore ways to achieve its intention, including through future legislation, if the evidence supports this conclusion.

It is also the case that we do not currently have the evidence base to support requiring all transport infrastructure to include solar panel installation. We have not yet engaged with industry to fully understand the potential impact of this amendment, or conducted the necessary cost-benefit analysis to determine whether it would be appropriate to install solar on all the different types of transport infrastructure set out in the amendment.

The Government are committed to achieving their mission through significant solar deployment across the country. Following the publication of the road map, the solar council will be established to bring together the solar industry, the UK Government and other relevant parties. The council will work to secure, enable and accelerate the deployment of solar at all scales and identify emerging opportunities, realigning priorities and action as needed.

I hope that the noble Baroness, Lady Pidgeon, notes the ongoing work the Government are doing in this area, which must conclude before any consideration of a legislative intervention takes place. I therefore kindly ask her to withdraw her amendment.

On Amendment 68, also tabled by the noble Baroness, Lady Pidgeon, the Government recognise the importance of accelerating grid connections for electricity demand projects, including electric vehicle charging, as well as for generation projects. This recognition lies at the heart of the reforms we announced in the industrial strategy, which include using the powers in the Bill to amend regulatory processes and accelerate connections for strategically important projects.

Although the Government fully acknowledge the critical role of freight and logistics in national supply chain security and decarbonisation targets, it would not be prudent to enshrine in legislation a preference for one sector, as this would inevitably mean deprioritising equally important sectors listed in the industrial strategy, such as advanced manufacturing, the wider supply chain for clean energy projects, data centres, and more.

That is why we have also announced the connections accelerator service, which will support strategically important projects across all priority sectors to accelerate their connection dates. The Department for Transport will play a key role in helping to shape the framework for identifying these vital projects.

I also take this opportunity to highlight the suite of initiatives the Government are pursuing in support of the electrification of freight, logistics and the broader transport sector. This includes our ongoing efforts in national and regional strategic energy planning. We are working to support infrastructure investment ahead of need, ensuring that we not merely react to but anticipate demand. By planning strategically, we can deliver robust, future-proofed infrastructure, and support our broader decarbonisation and economic ambitions.

Furthermore, the Department for Transport is actively encouraging stakeholders in the transport sector to look ahead, to consider their future electricity needs and to feed this information directly into our strategic planning processes. By doing so, we will create a more comprehensive and responsive energy network that is able to meet the evolving requirements of our nation’s transport system.

I also highlight the work of the Freight Energy Forum. Led by the Department for Transport, this forum brings together transport and energy stakeholders from across the country, providing a platform for knowledge-sharing and collaboration. By working closely together, we can inform future action and ensure that the sector remains agile and well-equipped for an electrified future.

I trust that the Committee will appreciate the rationale for our approach and recognise the Government’s determination to deliver balanced, strategic and forward-looking energy infrastructure for the nation. The noble Baroness, Lady Pidgeon, mentioned a number of countries, as did the noble Baroness, Lady Bennett. The noble Baroness cited the French Government in particular. The potential for solar canopies on car parks is significant, and we are looking carefully at international best practice, including what France has introduced. Before committing to any prospective policy, including mandating, we believe it right to properly engage with industry and stakeholders to better understand the impacts and see whether government intervention is needed.

Noble Lords alluded to a couple of points about deploying solar on rail lines and roads. Rail track solar could be a feasible solution, particularly in urban areas where the track is electrified, as there will already be a good connection. However, there are some current obstacles that may inhibit the deployment of the technology in all areas, such as the challenge of grid connections in rural areas and additional kit required to convert electricity from solar to usable electricity for trains, which may be expensive.

Finally, the noble Baroness, Lady Bennett, talked about car parks and agricultural land. This Government are committed to a solar revolution that enhances energy security while protecting the UK’s biodiversity and agricultural spaces. Car parks indeed offer an opportunity to utilise vast spaces for solar generation, but we must engage with industry and gather a broader evidence base to overcome the potential structural and financial barriers to widespread use of solar canopies. For the reasons outlined previously, I kindly ask the noble Baroness to withdraw her amendment.

[Baroness Pidgeon (LD)]

I thank Members who have spoken on this group and the Minister for his detailed answer. He talked about a solar road map. Alongside that, we want a solar rail, tram and bus map. We want to see this across transport infrastructure, and we hope to start to see some progress in due course, particularly looking internationally. With that, I beg leave to withdraw my amendment.

Amendment 63 withdrawn.

Train Operators’ Revenue Protection Practices Review

Baroness Pidgeon Excerpts

Thursday 17th July 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The new east coast main line timetable includes several big improvements, such as knocking over a quarter of an hour off the direct journey to Edinburgh and a service to Newcastle of three trains an hour, which is considerably in excess of the service on the Metropolitan line to Amersham. That is the objective of a railway timetable which is to serve the biggest flows with the best train service. In respect of Darlington and Northallerton, the noble Baroness knows that, in fact, Darlington will have more through-trains to London in December than it does now, as will Northallerton. Some of the other journeys will need a change, and the timetable is arranged to make the best of all those journeys while producing the benefits that I described.

[Baroness Pidgeon (LD)]

My Lords, passengers are fed up with the complexity of rail fares and of the terms and conditions of tickets. When will passengers see a simpler, transparent new range of tickets ahead of Great British Railways coming into operation?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness is right to describe it as a mess. We are not waiting for Great British Railways. LNER’s changes to long-distance fares, which have been introduced progressively, have resulted in considerably greater passenger satisfaction with the way in which the fares are arranged now compared with before. I am expecting to see similar arrangements on the west coast main line and on Great Western in due course. I think the noble Baroness knows that we are rolling out pay-as-you-go in urban areas, as well as in London and the south-east. It is a long and complex job, and it is not helped by the fact that, fundamentally, the fares system has not changed since the railways were privatised. We are on it, and we are working hard at it.

Rail Freight

Baroness Pidgeon Excerpts

Monday 14th July 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

Taxation, as my noble friend well knows, is a matter for His Majesty’s Treasury, so I will not comment further on that. Access charges paid by freight for utilising the network do not currently cover the full fixed cost of operations, maintenance and renewal required. The capping arrangements which will be in place until March 2029 will save freight operators an estimated £33 million over this five-year control period. There are already schemes to discount access charges for new traffic, such as the mode shift revenue support scheme and Network Rail’s access charge discount policy. In the future, GBR will have greater flexibility to offer discounted charges.

[Baroness Pidgeon (LD)]

My Lords, as part of the Government’s work, will they assess the role that lorry trailers on rail between key points in the UK and Europe could play in increasing rail freight and reducing the wear and tear on our major highways from heavy axle weights?

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness may know that, actually, that is not a new scheme. In respect of rail freight to Europe, the Government clearly have an interest in promoting it. The Channel Tunnel has plenty of spare capacity, as does HS1. In respect of carrying lorries by rail in the UK, that has been tried before. I think it is up to the private sector freight market to develop its own flows, but the Government are there to help with access and access charges in order to get that traffic on the railway.

Road and Rail Projects

Baroness Pidgeon Excerpts

Monday 14th July 2025 Lords Chamber

[Lord Moylan (Con)]

My Lords, in the light of that last vote on the Bill, I will have to be very careful about what I say to ensure that it does not offend staff.

It must be tough being the Secretary of State for Transport, because every time the Government are in difficulty with their Back-Benchers she is sent out to make another announcement about some great, distant spending plans. Of course, all the rail announcements made in this Statement were in fact announced by the previous Government. Before the Minister says, “Where was the money?”—and when he does say that, it displays a certain frailty of constitutional grasp—the fact is that, had the previous Government been re-elected, there would have been a spending review, just as this Government have had a spending review, and the schemes that this Government have announced would be in that spending review. That was the pledge; that is how our constitution works.

Part of this Statement is not about announcing new rail schemes but about cancelling road schemes. We are not going to get the widening of the A12 or the A47 scheme from Wansford to Sutton. They are gone for the foreseeable future. However, I will turn back to the rail schemes, as my few remaining remarks will be about them.

We find ourselves in the extraordinary position of being asked to celebrate rail expansion when the Government have still failed to lay the Great British Railways Bill before Parliament. Great British Railways, optimistically suggested for late 2026 at the earliest, now appears increasingly likely to slip to 2027 or beyond, with the legislation yet to appear before either House of Parliament. Perhaps the Government have finally realised that centralising control of our railways is not the simple solution that they once claimed it would be. The complexities of their grand nationalisation project appear to have caught them rather off guard.

So my first question to the Minister is: where is the Bill? Where is Great British Railways? More pertinently, where is shadow Great British Railways—which already has a remunerated chair—in these announcements? The relevance of that is that, under the Government’s scheme and their plans for rail, proposals such as this—the expansion of the rail network—are meant to be proposed, worked up and delivered by Great British Railways, subject to government funding, not the other way round. We are not even sure that all these schemes will necessarily be carried out, because what guarantee is there that they will be a priority for Great British Railways when that body comes into existence? Is it, in fact, merely a puppet for the department after all, as we suspect might be the case?

When we were debating the Passenger Railway Services (Public Ownership) Bill, which began the process of nationalising the train operating companies, I warned that the Government were moving not from one state to another but from one state to a huge transition period. That is what we are in at the moment: a transition period where we have no idea who is in charge of the railways and no real accountability. It is a governance mess. The Department for Transport continues its iron grip on the rail operators, which it now owns through subsidiary companies, with civil servants in effect running train services while the promised arm’s-length body remains a distant aspiration. This raises fundamental questions about whether their calls for rail growth are genuine or merely a smokescreen for increased state control.

The Government’s actions speak louder than their words. The Office of Rail and Road, under instruction from the Secretary of State, has already rejected eight open access operator contracts, despite compelling evidence that competition drives service improvements and passenger growth. That ideological opposition to open access operations flies in the face of economic evidence and passenger benefits. Consider the transformative impact of operators such as Grand Central and Hull Trains, which have brought direct services to previously underserved communities in Sunderland, Scarborough, Bradford and Hull. These are not abstract policy successes but tangible improvements to people’s lives, connecting communities that had previously lacked such direct rail links.

Independent research by Arup and Frontier Economics provides unequivocal evidence of competition’s benefits. On corridors with open access competition, service frequency rose by up to 60% and total passenger numbers increased by approximately 40%. Those are not marginal gains; they represent the kind of transformational improvements the Government claim to seek through their infrastructure spending. Yet instead of embracing this proven model for growth, they actively suppress it.

If this Government were truly committed to rail growth, they would be encouraging, not stifling, the competition that demonstrably delivers increased services and passenger numbers. The fact that they do the opposite suggests that their rail policy is driven more by ideology than economic efficiencies.

The delays to Great British Railways reveal a Government who perhaps underestimated the complexity of their grand nationalisation project. What was once promised as a streamlined solution now appears mired in the very bureaucratic inefficiencies they claimed to oppose. The latest date we have for the Great British Railways Bill to appear is the autumn. Will the Minister confirm that date or will he have to say, as is now widely believed in the industry, that he will not make that deadline and that the Bill will be coming much closer to Christmas at the earliest?

This House has a duty to scrutinise not just the Government’s spending commitments but the coherence of their overall transport strategy. We cannot properly fulfil that duty when key legislation remains unpublished and when policy appears to contradict evidence. The Government must explain why they continue to reject open access applications when the evidence so clearly demonstrates their value. They must clarify when Parliament will finally see the Great British Railways Bill and they must reconcile their rhetoric about rail growth with their actions that constrain it. Until then, I fear we are being asked to applaud announcements while the fundamental questions about rail policy direction remain unanswered. The British public deserve better than this policy vacuum masquerading as progress.

[Baroness Pidgeon (LD)]

My Lords, I will focus on the Statement and the rail and road projects contained within it and, perhaps, those not within it. Across the country, communities have been let down by a transport system that is creaking, crying out for investment and improvement, and was neglected by the last Conservative Government. Constant announcements and reannouncements of transport projects were made, with what appeared to be fictional budgets that never materialised, while our roads and railways deteriorated. The public have been let down.

A safe and reliable transport system is vital for economic growth, and therefore this capital investment is welcome news for the communities that will benefit. In particular, I welcome the Midlands rail hub, the east coast main line being upgraded with digital signalling, new stations at Wellington in Somerset and at Cullompton in Devon, the east-west railway line to Cambridge, and over £2 billion for Transport for London to continue with the purchase of new Piccadilly, Bakerloo and Docklands Light Railway trains. We await the detail of Northern Powerhouse Rail—the Statement says “soon”, whatever that might mean.

It would be helpful, given the hopes raised in the past, for the Government to provide details of the timescale and how the money will be spent to deliver the projects outlined in the Statement. The Statement also confirms that many other schemes will now need to be reviewed. These are projects that are paused or effectively scrapped. I am particularly concerned about the pause to the electrification of the Midland main line from London to Sheffield. Given the removal of the High Speed 2 leg to Sheffield, it feels as if Labour is letting down Sheffield and South Yorkshire by once again cutting major investment in its railway, leaving Sheffield as the largest city in Britain without an electrified railway. When can we see this important project back on track?

I am also deeply concerned that stage 5 of the resilience programme in Dawlish has not been funded. It would take only one large storm to close the railway to the south-west once again. Monitoring is not enough, and I hope the Minister, as the former chair of Network Rail, will assure the House about the future of this project. Then there is the busiest interchange station in the entire country, without step-free access to platforms or accessible facilities for passengers. Its platforms and corridors are far too narrow for a station with around 6 million entries and exits a year. Planning permission has been granted and it is ready to start construction next year, but the project has been put on hold. What am I talking about? Peckham Rye in south-east London. This is such a busy and important interchange. When can we expect funding for this vital project?

Finally, away from the specific projects that I have outlined, can the Minister give a firm assurance that the Government have learned from the overruns of High Speed 2 and Crossrail, and that all these projects will be delivered on time, on budget and using technology such as digital twins, where appropriate, to ensure value for money for the taxpayer?

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

My Lords, I am pleased that the noble Lord, Lord Moylan, said so much about other things. He did not have much to say about the list of funded schemes, so I am concluding that, by and large, he is happy with what he has read in the Secretary of State’s Statement in the other place. He makes a lot of noise about the fact that they would have been in some spending review had his Government been re-elected. They were not. Before that, however, they had published documents with endless numbers of schemes that were, frankly, never likely to be funded. There were promises everywhere but funding nowhere. The best example of that is the notorious Network North document. Incidentally, it included Tavistock and a number of other places not in the north of England at all, but the characteristic of all the entries in that document was that none of them was ever funded.

He does not have to listen to me about this, although it is a pleasure to speak to the House now. My predecessor, Huw Merriman, was in front of the Transport Select Committee a few days ago and said:

“A lot of promises were made to MPs and others as to the ambition, but it did not match the amount that was actually being set down. By the time I came into post I ended up with a list that was much longer than could be funded”.


That is true: around the country, all sorts of communities were promised transport schemes by the previous Government that were never likely to be funded and were not funded. Somebody has to sort that out and announce a programme that will bring long-term economic prosperity around Britain, get schemes built and stop a lot of money being spent on endless scheme development without the schemes being delivered. This is such a list, and this list will be delivered. The funding is in place through the spending review to do it, even though there is less than we would like because of the lamentable state of the economy at the time this Government took over.

The noble Lord, Lord Moylan, has a lot to say pejoratively about the Government’s rail reform and he continues to ask where the Bill is, but he knows perfectly well that progress can be made without the Bill. Indeed, the purpose of the Passenger Railway Services (Public Ownership) Act 2024 was to start the process of bringing passenger operations back into public ownership. The consequence is that we already have two parts of the railway controlled by one person, both the infrastructure and operations. That will allow better reliability, increased revenue and reduced costs. Things are happening today that were not going to happen under the previous regime, and which will produce a better railway. That is important.

The noble Lord says that civil servants are running train services. Actually, I note that Steve White at Southeastern Railway and Lawrence Bowman at South Western Railway are good railway people. They are not civil servants; they are public servants, and they intend to run those businesses for the benefit of the travelling public and the British economy.

The noble Lord talked a bit about open access. What he failed to say about the applications that the Office of Rail and Road recently rejected is that it did not reject them on any competitive grounds; it simply rejected them, most recently, because of a lack of capacity in the railway system. Those train services could not run, and if they had then they would have disturbed further—or, rather, reduced—the reliability of the system.

One point about the list of schemes—lamentably, he did not go into it in detail, but I could—is that many of those schemes will help the railway to run by improving its capacity, such as the digital signalling on the southern end of the east coast main line, which the noble Baroness referred to. The list is starting to look at improving railway capacity and reliability, which was not a feature of many of the Network North schemes—even though they were not funded—but is a feature of these schemes. This is part of the Government’s intention for a long-term investment strategy, and the schemes announced by the Secretary of State last week are an important part of that. I absolutely contend that the Government are on track to deliver what the economy needs in terms of local transport, particularly in the Midlands and the north; to deliver on road schemes without having a horrifically long list of schemes that were encouraged but never likely to be funded; and to start to do things on the railway that will make a real difference.

The noble Baroness, Lady Pidgeon, was much more focused on the announcement itself, for which I am sure both I and the House are grateful. She enumerated a number of the schemes in the announcement; I am pleased that she welcomes those, as the rest of us will. There will be an announcement on Northern Powerhouse Rail shortly. I will not define “shortly” today; it needs to be worked out with the combined authority mayors in the north of England, which is the reason for some delay. On the road schemes, details of the timescales will emerge as road investment scheme 3 is put together and announced in the early part of next year. On the railway, we will now move forward with the schemes that have been announced.

The noble Baroness is of course right that there are well-known projects and schemes that have not made this list, particularly railway schemes, principally because the other thing that the Government did, as the Chancellor announced as part of the spending review, was to fund HS2 to continue to be delivered alongside the wholesale revision of its governance and management, which will make spending that money more successful.

That does not mean that everything that one would have wanted to have been done is capable of being done for the moment. In particular, the noble Baroness referred to the electrification of the Midland main line, which has got to Syston, near Leicester, but will not go forward, at least in this spending review programme. What will go forward, however, are the bi-mode trains that take advantage of the wires, where they are up, as well as the improvement of the power supply and resilience of the existing wiring south of Bedford, which is quite old. Sheffield, Derby, Nottingham, Leicester and other major places on the Midland main line will see a betterment of service due to the introduction of the new trains in the autumn. I think we all want to regard future electrification as a deferral rather than an abandonment.

The noble Baroness referred to phase 5 of the scheme at Dawlish in Devon on the resilience of the Great Western main line. Phases 1 to 4 were principally about repairing the sea wall and the damage created 10 years ago by an exceptional storm, whereas phase 5 is looking at the stability of the cliffs behind the railway, which indeed should be the subject of future work. The remediation, and indeed the speed of movement, of those cliffs is worth monitoring now, whereas the work that has been done up to now has been on the basic resilience of the sea wall in order to keep the railway running.

The noble Baroness is right about Peckham Rye; it is the largest interchange station, but the scheme is, at least at present, unaffordable. Although, again, I would expect that to form part of a longer-term enhancement pipeline. It is regrettable that there are things across the railway that everybody would have wanted to see, but there is simply not enough money for them.

The noble Baroness is right about the lessons from recent projects. We have talked in this Chamber about HS2 and the need for new management, governance and a focus on understanding what is being delivered at the time the money is spent. The Government, frankly, should be commended for their commitment to continue HS2, which will produce large-scale economic benefit in the Midlands while that process takes place. Not everything is bad in the railway project firmament. Indeed, the trans-Pennine upgrade and east-west rail are so far on time and on budget. Learning from those is as important as learning from HS2, which, sadly, is neither.

Finally, the noble Baroness referred to digital twins. My noble friend Lord Vallance has a lot to say about digital twins for the whole of the Oxford to Cambridge arc, of which east-west rail will form part. Its use in project management is only in the foothills but it needs to be increased. I agree with her on that, too.