Transport: Zero-emission Vehicles, Drivers and HS2

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Tuesday 17th October 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I would certainly like to give more information. My notes say “east coast main line”, but they do not exactly say what that means. It is our intention to continue the work we had planned there, as it is with many of the wider schemes in that area.

The focus of the announcement was very much on the savings from the cancellation of the route to Manchester, because that is much further developed. The Manchester line would have been open by 2041, so we were looking at savings over that period. Looking even further into the distance would really stretch noble Lords’ credulity—but over that period up to 2041 we can see the projects coming through. I shall write with further information on the east coast main line.

[Baroness Pinnock (LD)]

My Lords, having just last week travelled by high-speed rail from London to Switzerland, it is shameful to me that the country does not seem able to be part of the great European high-speed rail transit system, especially for those of us who live in the north of the country—although that now includes the south-west and the Midlands. That brings me to the great cities of the north of England: Liverpool, Manchester, Bradford, Leeds, York, Newcastle and Hull. Currently, they are served by the worst performing of all the rail network companies, and the routes are not electrified. Can the Minister give us an absolute guarantee that the trans-Pennine route from Liverpool to Hull and all those other cities will be fully electrified, using capital that has been reallocated to northern transit systems? By fully electrified, I mean including under the Pennine section.

[Baroness Vere of Norbiton (Con)]

What I can say to the noble Baroness is that our plans for the trans-Pennine route upgrade continue, and all the cities she mentioned are ones on which we have a laser-like focus. She mentioned Bradford, which got left out of the IRP. We had to make difficult decisions in the IRP, and we have been able to put that back. We will be looking at routes to Hull and Sheffield. I have already talked about the Manchester to Liverpool investment of £12 billion. As a Government, we recognise that east-west across the north is very poorly served at the moment, and I am very pleased that we are able to make such an investment.

Levelling-up and Regeneration Bill

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Committee stage
Thursday 20th April 2023 Lords Chamber

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

My Lords, I am very pleased to make my debut on the LURB. I am sorry that it has taken so long, but I may be back again in due course, should there be more transport amendments. Today, it is my job to address this group of amendments, which relate to transport; there are four, and I shall address each in turn.

I start with Amendment 240, in the name of the noble Lord, Lord Berkeley, which relates to cycling and walking and to the role of active travel in local development. I think that all noble Lords agree that the Government recognise the importance of walking and cycling and the role that the planning system plays in enabling development in sustainable locations, supported by active travel infrastructure. It is already the case that national planning policies must be considered by local authorities when preparing a local plan and are a material consideration in all planning decisions. The Bill does not alter this principle and will strengthen the importance of those national policies which relate to decision-making.

The existing National Planning Policy Framework is clear that transport issues, including opportunities to promote walking and cycling, should be considered from the earliest stages of plan-making and when considering development proposals. The NPPF also states that policies in local plans should provide for attractive and well-designed walking and cycling networks with supporting facilities, such as secure cycle parking, drawing on local cycling and walking infrastructure plans. The NPPF also places environmental objectives at the heart of the planning system, making it clear that planning should protect and enhance our natural environment, mitigate and adapt to climate change, and support the transition to a low-carbon future. The Government have recently concluded a consultation on changes to the NPPF to ensure that it contributes to climate change mitigation and adaptation as fully as possible.

I always react with some trepidation when my noble friend Lord Young of Cookham shares his thoughts with your Lordships’ House. He has an enormous amount of experience in this area—and, it would seem, in most areas of government. He challenged me to explain why we think the guidance will achieve our aims. I believe that it is more than just guidance; the NPPF and the new national development management policy set out the Government’s planning policies for England and how they should be applied. These are material considerations in planning decisions. The power in securing positive change for communities is substantial and should not be referred to as just “guidance”.

There is another step forward—perhaps slightly towards where my noble friend would like us to be—with Active Travel England. Many noble Lords will know that Active Travel England was set up relatively recently, and its role will expand over time. It will become a statutory consultee on certain major planning applications from June this year. That means that local planning authorities will be required to consult ATE on planning applications, where developments meet one of the following minimum thresholds: where it has 150 residential units; where it is 7,500 square metres of commercial area; or where it is a site with an area of 5 hectares or more. Furthermore, ATE will also take an active role in supporting the preparation of local plans and design codes.

It is also worth reflecting that local plans must be put in place quickly, and so we must avoid imposing a plethora of additional statutory requirements which local authorities must have regard to, especially when clear expectations are already set through national policy. There is one other—

[Baroness Pinnock (LD)]

I apologise to the Minister, but could she explain to the House where the balance lies between commercial interests and their development, and the policies that she has rightly described as very positive and as needing to be put into place? In my experience, the balance is currently in the hands of the commercial interests.

Doncaster Sheffield Airport

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Tuesday 25th October 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

As I said at the outset, it is not unusual for the devolved Administrations or local authorities to take stakes in or have interests in airports, and some of them have been incredibly successful. It is pleasing to see that Prestwick is now successful; there was a time when it was not. Certainly, Manchester and Luton have recovered from the pandemic particularly well. As I said previously, the Government do not own or operate airports and will not be stepping in with UK taxpayers’ money in these circumstances.

[Baroness Pinnock (LD)]

My Lords, can the Minister explain how the closure of Doncaster Sheffield Airport, in an area that desperately needs investment, contributes to the Government’s growth plan?

[Baroness Vere of Norbiton (Con)]

The question is more relevant to regional connectivity, which is absolutely key for growth. As we set out in our 10-year strategic framework for aviation, we are very much focused on regional connectivity. Anybody who knows the geography of the area around Doncaster Sheffield Airport knows that it is not the only airport in the area. Other airports are easily accessible from many of the places around there, so it has quite a limited, unique catchment area, which may have contributed to Peel’s decision that it was not viable in the medium term. I understand that other consultants have looked at it, potentially, for the local authorities and reached the same conclusion.

Payments to Train Operating Companies

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Tuesday 15th March 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My noble friend makes a very important point. All noble Lords will have seen that there is a level of unrest among the unions that represent those working on the railways. Sometimes I feel that their behaviour might be potentially counterproductive in the long term. For example, we have strikes at the moment on the London Underground where, because of the pay deal that was reached a couple of years ago, the staff will be getting a pay increase of 8%.

[Baroness Pinnock (LD)]

Can the Minister explain how raising fares and cutting subsidies to the train operating companies contributes to one of the key aims of levelling up, which is to improve public transport? I ask her to think about Yorkshire especially in this context.

[Baroness Vere of Norbiton (Con)]

My Lords, I am always thinking about Yorkshire. The noble Baroness raises an important point. There is an amount of money that will be going into the system, which will be used to service what is at the moment a lower number of passengers. That is where we must get the balance right. We must work with industry to support it on the initiatives and boost demand, also ensuring that the services are there when they are needed. The increase of 3.8%, compared with what inflation is currently, is not significant, given that we could have had a more significant increase had we used an RPI from a later month.

Railway Timetables: Disruption

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Thursday 13th January 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I completely accept my noble friend’s point. It is the case that we want all passengers to be able to travel with confidence. At the moment, we are advising passengers to check first, but that is why the process that we put in place because of the Omicron intervention was two-phased. There was a reactive phase over Christmas, which necessitated some short-term cancellations. We knew that employee absences would possibly rise, so that is why we were proactive and put in place this planned timetable just for six to eight weeks until 26 February. That will provide some certainty until then. Then, of course, I would have to ask my noble friend to look at the timetable again.

[Baroness Pinnock (LD)]

Earlier, the Minister said that the Government were very keen for passengers to return to the use of rail. What would she say to rail travellers in Yorkshire, who are facing the insult of increases in rail fares totalling nearly 50% over the last 10 years or so, yet are also facing services in relative decline? There will be no HS2, no HS3 and no full electrification. Yorkshire folk like value for money and they are not getting it. What does the Minister have to say to them?

[Baroness Vere of Norbiton (Con)]

I just point the noble Baroness to the Williams-Shapps plan for rail. There is an enormous amount in there that will be beneficial to passengers in Yorkshire and beyond. We will be looking at ticketing, which is insanely complicated. Sometimes multi-leg ticketing is cheaper than a single leg and it is all slightly mad. Obviously, we will be very passenger-focused to make sure that the right services exist for people in Yorkshire and beyond.

Integrated Rail Plan: North and Midlands

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Monday 22nd November 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I just reiterate that we have absolutely not ruled out getting HS2 to Leeds. It is part of the wider pipeline of work that we are considering; obviously, the station is critical to that as well; as is the mass transit. Among the key things that I need to reassure noble Lords of in this are the capacity and track improvements, along with the digital signalling and all the things that we hope to do on the east coast main line. As I said earlier, it is not as needful of extra capacity as the west coast main line. We believe that by making the improvements, we will see faster journey times to Leeds, Darlington, Newcastle and Edinburgh. We will also see those journey times reduce far sooner than we would have done with the old plans.

[Baroness Pinnock (LD)]

My Lords, I too live in Yorkshire and am proud to do so. I can confirm that there is an extraordinary sense of anger and betrayal as regards the plan for rail infrastructure in the county. I want to address the issue of rail freight, which has one page in the document—one page. There is a line in the document which says that the aim is to take road haulage off the M62 and transfer it to rail. I hope the Minister can answer on this, because within the plan there are no specific aims for the volume of haulage that it is intended to get off road and on to rail. There are no specific proposals for hubs and terminals where the exchange can take place. There is nothing about logistics, which are essential, and no specifics for rail infrastructure other than a possibility—I think that is the word in the plan—of a third track on the part of the trans-Pennine route from Huddersfield to Marsden. Of course, following Marsden is the Standedge tunnel, which has already been raised.

Can the Minister provide details as to how this modal shift from road to rail is going to occur, in what volume and to what timescale? While I am at it, she mentioned that £200 million has been allocated for mass transit in Leeds so I quickly ask her: since £100 million of that has already been allocated to a discussion about how to get HS2 to Leeds, and there is only £100 million for the Leeds transit, what will that buy?

[Baroness Vere of Norbiton (Con)]

The work on Leeds mass transit will be driven by West Yorkshire Combined Authority. It will be its plan, but we will support it on that and ensure that we can get the best possible outcome for the people of Leeds in terms of getting mass transit in place. As the noble Baroness knows, West Yorkshire Combined Authority received a very good settlement from the CRSTS. As that extends for only five years and this will need longer development than that, we commit to continue working with the authority on the mass transit system.

The noble Baroness mentioned rail freight. She is right that this does not leap out of the pages of the IRP, but it is not really supposed to. Rail freight is absolutely a feature of the Williams-Shapps rail review and the work we are doing there. As we put in place Great British Railways, we will focus on national co-ordination of rail freight, again looking for projects to make sure that this can happen as easily as possible.

As I have mentioned numerous times, this is not the end and there are other projects that could be added to this to improve it. We will introduce a new, rules-based track access regime with a statutory underpinning for freight and open-access operators. Essentially, we want to maximise the usage of a very extensive and expensive national asset. Rail freight is at the core of much of what we are doing on the railways, as well as many of our wider discussions on freight.

Rail Infrastructure: North of England

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Thursday 18th November 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, it is very difficult to have a sensible discussion on this topic on the basis of front pages of the media. It is impossible that the noble Viscount has been able have a look at the documents which, as we know are being published, possibly as we speak. However, I can assure him that we are well aware that Leeds is an incredibly important station. It is the fourth busiest in the country outside London. Passenger demand has increased by 30% over the last 10 years and the Government are committing to £100 million to look at the options for how to run HS2 services to Leeds, to build capacity and also to finally develop and deliver a mass transit system for Leeds.

[Baroness Pinnock (LD)]

I have a little quiz for the Minister. I am sure she will be able to come up with the right answer, but here goes. Which city has half a million people, considerable deprivation, a train service that takes over 20 minutes at just over 30 miles an hour to go nine miles to take people to jobs and connect them to the rest of the country and where 74% of jobseekers give poor transport links as a major barrier to getting on in life? Having named the city—and I am sure the Minister will be able to—perhaps she will, since she is so excited about the integrated rail plan, be able to confirm that that city is going to have its brand- new railway station which will give it the connectivity it needs and deserves.

Business and Planning Bill

Debate between Baroness Pinnock and Baroness Vere of Norbiton

Committee stage & Committee: 1st sitting (Hansard) & Committee: 1st sitting (Hansard): House of Lords
Monday 13th July 2020 Lords Chamber

[Baroness Pinnock [V]]

My noble friend Lady Randerson is unable to speak on this group as she has caring commitments that she is unable to change. She has been in contact with the Freight Transport Association, which provided her with an extensive briefing. I know that she has also spoken with the noble Baroness, Lady Vere.

My noble friend asked me to highlight one of the issues in the Freight Transport Association’s briefing: certificates of temporary exemption. These may now result in the required test falling within the busiest period for many operators. The FTA is confident that this is not what the Government are seeking to achieve. It has therefore asked for the certificates of temporary exemption to be issued for a full 12 months so that HGV licences are not subject to change at a time when the vehicle needs to be on the road to catch up with transport issues that have fallen by the wayside due to the coronavirus changes.

With that rather inept briefing—I am sure that my noble friend would have done so much better—I hope that the Minister will be able to give some answers to the questions that have been asked.

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

My Lords, this group concerns Clauses 13 and 14, which seek to manage road safety risks as we move into recovery from the pandemic. I am very grateful for the discussions that I have had with the noble Lord, Lord Tunnicliffe, and the noble Baroness, Lady Randerson, who is unable to be in her place. I will put on record further details to address the concerns that have been raised.

First, noble Lords will be aware that draft regulations referred to in Clause 13 are now available, but the essence of this clause is as follows: at this time, the Driver & Vehicle Standards Agency can issue certificates of temporary exemption from roadworthiness testing on a blanket basis for vehicles during exceptional circumstances. It has issued such exemptions to all heavy vehicles that are due a test in the period from March to August 2020. Clause 13 allows the DVSA to exempt vehicles from testing based on road safety risk factors rather than on a blanket basis. These powers are not intended to manage business as usual and will not be used to manage normal test demand unconnected to exceptional circumstances.

When determining whether a CTE should be issued for a particular vehicle, the new regulations will allow the following relevant safety factors to be considered: the age of the vehicle and its technical characteristics; the findings of any examination or inspection of a vehicle; enforcement action against the vehicle’s operator or against the driver of a vehicle used under that operator’s licence; the operator’s membership of the DVSA’s earned recognition scheme; and any action, direction or order in relation to an operator’s licence, held by the operator, taken or made by a traffic commissioner within the previous five years under specific relevant provisions.

Where exceptional circumstances necessitate, the new power will be used to prioritise older vehicles for testing—most likely those over two years old—and take into consideration membership of the DVSA-run earned recognition scheme and operator compliance risk scores calculated by the DVSA, based on historic evidence of compliance. The regulations will permit the issue of CTEs during, prior to, or subsequent to disruption attributable in whole or in part to an exceptional event which falls within the existing definition. This is in recognition of the fact that disruption to test availability may extend beyond the boundaries of an event. An exceptional event such as accident, fire or epidemic is included in this definition. The regulations will also set out the duration for which these CTEs can be issued. Given that these revisions reduce the road safety risk inherent in the existing powers and are to be used only infrequently and in exceptional circumstances, we do not propose to add a sunset clause.

I turn now to Amendment 49, tabled by my noble friend Lord Attlee, which seeks to permit the Secretary of State to qualify any individual to undertake road-worthiness tests of heavy goods vehicles. At present, heavy vehicle testing is undertaken by the DVSA, typically with staff working from a third-party site. This amendment would open the door to the private sector undertaking such testing; this is often referred to as delegated testing. I understand my noble friend’s views on this point and recognise his expertise in the area, as so ably demonstrated in his contribution. I express my gratitude to him for his constructive approach, particularly in discussions with departmental officials.

However, allowing delegated testing of heavy goods vehicles would represent a fundamental change in our long-standing approach. This amendment would require us to conduct that change during a time of immense pressure on the testing system, on stakeholders and on the DVSA. Establishing a new system of testing without carrying out careful consideration and extensive consultation would be unwise and would create risks to all road users. However, I am extremely willing to continue constructive discussions with the noble Earl, and indeed with industry, particularly as to how we can improve the current system. For these reasons, I hope that my noble friend will feel able to support the Government’s approach.

I turn finally to Clause 14. I am grateful to the noble Lord, Lord Tunnicliffe, for giving me an opportunity to provide further details. Lorry and bus drivers must apply to renew their driving licence every five years and annually from the age of 65. From the age of 45, a medical report signed by a doctor must be provided with the renewal application. Under an existing power in secondary legislation, the Secretary of State for Transport can waive the requirement for a medical report. However, the Secretary of State for Transport currently cannot mitigate the associated risk by issuing shorter licences.

As a result of the pandemic, NHS GPs have not been available to meet the demand for medical reports. To help keep drivers on the road, we announced a temporary scheme to waive the medical report requirement and issue one-year licences back in April 2020. The provision in this Bill is retrospective. It limits to one year the duration of licences already issued under that scheme without a medical report, as well as those that will be issued in the future. Even though the medical report will not be required at renewal, the driver must still fill out the standard DVLA medical questionnaire, and confirm whether or not they suffer from one of the medical conditions relevant to fitness to drive. If a medical condition is declared, the DVLA will investigate the condition, and decide whether it is appropriate to issue a licence. The provision for one-year licences to be issued where there is no medical report will last for the duration of the Bill. However, this scheme does not have to be used. The DVLA is keeping the scheme under review, and in consultation with NHS authorities will reinstate the requirement for a medical report, and return to issuing five-year licences, as soon as medical resources are available to meet demand.

I thank the noble Baroness, Lady Kramer, for her questions on the issuance of other licences and their renewal, and I will write to her. On the basis of these explanations and clarifications, I hope that the noble Lord, Lord Tunnicliffe, will feel able to withdraw his intention to oppose the Motion that the clause stand part.