Pollution: Vehicle Emissions

Baroness Randerson Excerpts

Monday 15th January 2018 Lords Chamber

[Baroness Sugg]

My Lords, vehicle excise duty was reformed on 1 April 2017 in order to make it fairer to motorists, to strengthen the incentives to buy the cleanest cars and to ensure that those who can afford a premium vehicle pay more. To encourage manufacturers to bring the next generation of diesels to the market quicker, we have introduced a temporary levy on diesel cars.

[Baroness Randerson (LD)]

My Lords, the Government are being sued for the third time over the failure of their plans to tackle the air quality issue as fast as possible. The current plan requires no action in 45 of the local authorities that have identified illegal levels of air pollution. Does the Minister accept that every local authority with air pollution problems should be required to take urgent action to reduce the pollution caused by traffic?

[Baroness Sugg]

I agree that every local authority must do what it can to reduce pollution caused by traffic. The noble Baroness is right that although we meet the vast majority of targets, we are one of 17 EU member states that are not meeting the nitrogen dioxide limits. The main reason for that is the lower than expected reduction in emissions from diesel vehicles. We have a plan for tackling the roadside nitrogen dioxide concentrations, which we published last year, and have issued directives to 28 local authorities outside London. They are already drawing on the £255 million fund which we have made available to try to bring improvements as quickly as possible.

Local Congestion: Investment

Baroness Randerson Excerpts

Wednesday 10th January 2018 Lords Chamber

[Baroness Sugg]

I am sorry: I missed the question. Perhaps my noble friend could repeat it.

[Baroness Randerson (LD)]

My Lords, there is a virtually permanent traffic jam on the A49 in Hereford. This is a vital route between north and south Wales and into the Midlands. Thousands of Hereford residents, as a result of the traffic jam, suffer dangerously poor air quality from the permanent congestion. Hereford Council has a well-worked out plan, which would involve regeneration, for a bypass. Does the Minister agree that this should be a top priority for the funding that the Government have offered for local councils?

[Baroness Sugg]

My Lords, I agree absolutely that the funding we are making available should address exactly the problem raised by the noble Baroness. As I have said, the major road network would fit that requirement.

Laser Misuse (Vehicles) Bill [HL]

Baroness Randerson Excerpts

2nd reading (Hansard): House of Lords
Tuesday 9th January 2018 Lords Chamber

[Baroness Randerson (LD)]

My Lords, like other noble Lords I welcome this Bill and the other announcements made yesterday by the Government. This is another example of an issue created by modern technology and, as is so often the case, the Government have struggled to keep up with the development of that technology. Once again, we certainly will support the Bill as far as it goes, but we believe that the Government need a more comprehensive approach to this problem. My thoughts chime very closely with those of the noble Lord, Lord Kirkhope, on this issue.

This is certainly a substantial problem, and the Minister has outlined that problem in statistical terms and correctly identified that there is underreporting of these incidents—probably greater underreporting in the case of trains than planes because it is not yet an offence to shine a laser at a train. Although this is already an offence in the case of planes, I agree with other noble Lords that the penalties are not adequate, and that these offences are not easily dealt with by the police because of the need to determine intent. The existing fine is not adequate either. When you look at the potential to cause an accident involving hundreds of people, a maximum fine of £2,500 is certainly not adequate.

We welcome the wide meaning of the term “vehicle” in the Bill. It is easy to appreciate that a laser pointed directly at a motorist is just as likely to cause an accident as one pointed at an airplane pilot, although not one involving as many people. As the power of lasers increases and the beams widen, the problem will only get worse. In the case of planes, the standard response that the co-pilot can take over is not necessarily workable. I agree with the comment about control towers and whether they should be included in the Bill: in other words, should “vehicle” also include control towers?

Many thousands of these laser pointers are already on the market and in people’s homes. Many of them are mislabelled with no health and safety warnings and in many cases are owned by people who do not understand the dangers they pose. A friend told me recently that her grandchildren were given laser pens as Christmas stocking-filler gifts. Their immediate reaction was to point them at each other. Fortunately, their parents understood the dangers posed by those pens, and the well-meaning relative who gave them as gifts was gently given the information she needed to avoid making such a mistake again. However, there are over 150 recorded instances of eye damage caused by lasers, most of them to children. Earlier this week, I saw on television a young boy whose eye had been damaged by a laser pen. Lasers pose a danger not just to those in charge of vehicles but to people’s health.

I believe that the potential power of lasers nowadays means that it is time for us to consider treating them as offensive weapons, as BALPA suggests. The noble Lord, Lord Kirkhope, drew an analogy with knives. We all own and use knives. However, we accept that clearly set-out criminal offences apply if they are carried or used for criminal, illegal or threatening purposes. The number of people who legitimately need to use or own a laser is very much smaller than those who need to own a knife—we all do—so the problem should be much easier to deal with. In fact, the number is so small that it is reasonable to suggest that those who need to own a laser should be licensed. This proposal was put forward as a policy option by the Government in their call for evidence last August, but was not included in yesterday’s announcement. Therefore, I ask the Minister: why was it not included, as I believe that licensing is used in some other countries?

I welcome yesterday’s announcement, as I said, as at least a start on a comprehensive approach, but it was a limited start. I say to the Minister that the market simply will not fix this issue. I rather suspect that when the Government say that they will support local authority teams to carry out increased checks at the border, they probably mean that they will provide some advice and not provide a big increase in money or resources, which is what they really need. I am also sceptical that working with manufacturers, as the Government suggest, and with retailers, will deal effectively with the problem end of this market—and it is a market with a very long tail. To detect small, easily shipped and cheaply purchased lasers, many of them bought online, is a complex problem that needs a bold and comprehensive approach.

Last August, the Government also consulted on banning adverts for high-powered lasers and on the potential for a social media campaign. Can the Minister explain why these options are apparently not being pursued at this moment? What will the Government do to ensure that labelling is accurate and to penalise manufacturers and retailers who sell mislabelled products?

Finally, I take this opportunity to press the Minister again on the issue of drones, which are clearly not tackled by the Bill. There are so many similarities between lasers and drones. They are both modern technology with a legitimate use, which in the wrong hands can become dangerous weapons. They are uncontrolled modern technology at this time, and many hundreds of thousands of drones were sold as presents this Christmas, so the problem will multiply in the coming year. Yet the Government still have not brought forward legislation. They had a golden opportunity to link the control of drones with the control of lasers in the Bill, but unfortunately, that opportunity has been allowed to slip past. Laser control does not have to stand alone. As the Minister told us, originally it was part of the Vehicle Technology and Aviation Bill, so why are drones not included now, and when can we expect to see some government action on them?

--- Later in debate ---

[Baroness Sugg]

I thank the noble Lord for his intervention. Trying to define all the different types of journey which may take place is complicated. As I say, our advice is that “journey” is the best way to describe it, but I will take the noble Lord’s comments away and consider them ahead of the Committee stage.

The noble and gallant Lord, Lord Craig, also mentioned horse-drawn carriages, which I am afraid will not be covered by the Bill. We have not seen any evidence of a problem, so horse-riders will not be covered either. We work closely with the British Horse Society and other organisations but, as I say, they have not raised any safety concerns. However, we will keep the issue under review and perhaps follow it up with them.

We have consulted carefully with the Ministry of Defence on the Bill and indeed with the Military Aviation Authority. The offence will cover both military and civilian vehicles, and the Bill has received support from Ministers in the Ministry of Defence. We will continue to work closely with the MoD and the MAA, some of whose representatives are also members of the UK Laser Working Group, which meets regularly.

On licensing and import controls, as I mentioned in my earlier speech, we have committed to providing additional support for enforcement activities around the import of lasers. We are working to deliver more effective labelling and to promote public awareness. However, after considering the evidence, we do not intend to introduce a licensing regime.

[Baroness Randerson]

What precisely does the Minister mean by “support for local authorities”? That is the key thing. Support can mean providing advice and information or it can be firm, practical help.

[Baroness Sugg]

We are working with local authority ports and borders teams to advise them on prioritising the checking of imports. We have allocated a grant of £100,000, as the noble Lord, Lord Rosser, mentioned, to help them have an immediate and targeted impact. We are also working with online retailers and importers.

Connected and Autonomous Vehicles (Science and Technology Report)

Baroness Randerson Excerpts

Wednesday 20th December 2017 Lords Chamber

[Baroness Randerson (LD)]

My Lords, this is the second time this week that I have taken part in a debate which has concentrated on a historical document, in that this committee report, like the one we debated on Monday, is nine months old—which is ironic in a field such as this where technology is moving so fast. At least in this case we have a government response, and I want to concentrate this evening on that response, because it reveals a slow-moving, bewildered Government, with no clear focus, no clear idea of where they want to go and unwilling to take a real leadership position. Leadership is about a lot more than repeatedly stating that we are world leaders. As the noble Baroness has just pointed out, this is a very competitive field. We are not world leaders in this—not with security—and after Brexit we are much less likely to be, because we will not have those strong European links.

I am unashamedly excited about autonomous vehicles and their huge potential, but so much still has to be decided on the direction in the future. This week, the Secretary of State, Chris Grayling, unveiled his vision of Uber-style CAVs replacing buses—presumably all of us in our individual pods, which we summon up when we need them. I take issue with that image. I agree that in rural areas the concept could be really useful, especially for older or disabled people who are unable to drive, but in urban areas the big issue is congestion. Urbanisation is expected to increase average city density by 30% over the next 15 years. I accept that CAVs will drive much more closely together and will move off much more smartly at traffic lights—there possibly will not even still be traffic lights—but, even so, the Grayling free-market vision could well turn out to be a chaotic, congested nightmare. It is much more likely that we will continue to have buses, but, in more responsive mode. But neither this response nor the Automated and Electric Vehicles Bill tackles the overall vision.

Another issue I want to emphasise is exactly how automation will develop, which has already been tackled by other speakers. It seems to me there are two constraints: consumer acceptance and the readiness of our infrastructure. I can illustrate the issue of consumer acceptance by saying that I have travelled in an autonomous vehicle, and it takes a bit of a leap of faith. Many new cars are currently at level 3, and we will probably evolve towards level 4 and then level 5 step by step, rather than by taking a big leap forward. Indeed, the manufacturers I have talked to have spoken about this. When we get to level 5, there will be great social opportunities, especially in rural areas, but the Bill in the other place at the moment really just deals with the insurance side of things. It does not have the vision. We need social preparation, which we did not have for electric vehicles, for example—people look amazed as a silent vehicle moves towards them. I suggest that a great deal more work is needed, as referred to in the committee’s report, on social preparation for the changes that will take place.

Another huge issue that will come from this is the impact on jobs. There will be job losses, mainly among drivers—from taxis to HGVs, from tractors to ships, from pilots to tank drivers. Your Lordships might think that not having to do some of those jobs would be a huge advantage—no one would voluntarily be a military tank driver, where lives are at risk—but there are of course social changes that would come with that. We also need—the Government need—to prepare for the jobs of the future, and I want to draw out an ancillary issue. The Government’s response refers to apprenticeships, but when I asked the Government in November how they were preparing for this and,

“whether they intend to introduce a licensing and accreditation scheme for technicians working on electric and automated vehicles”,

the Answer came back that,

“it is too early to develop a training, licensing, and accreditation scheme for automated vehicles”.

Given that we are already at level 3 in many places, that is a very complacent reply, and the Government need more vision.

Finally, there is the issue of infrastructure and the road network. The government response does not tackle the hard facts of our outdated, complex and congested infrastructure. I listened carefully this morning to the “Today” programme as the Minister outlined, in very careful wording, his vision that we should all have the right to request access to broadband by 2020. Now, that is very carefully put. I live in Wales, and there are vast swathes of the country with no mobile phone signal and no wi-fi. We have so far to go if the Government’s vision is to be implemented, and time is very short.

The Government have an important role as facilitators of research, for example, as initiators of the structure for skills and as facilitators of the necessary infrastructure and legislative framework. They also have an important role as guardians of our safety and security. The data issues associated with these vehicles are very serious and need to be considered; for example, the interface between the need for public data, to keep us safe, and the need for privacy of data for those aspects of our lives that we have a right to keep private. But that data is valuable, and the Government have a lot of thinking to do on this.

Railways: Fares

Baroness Randerson Excerpts

Tuesday 12th December 2017 Lords Chamber

Asked by

[Baroness Randerson]

To ask Her Majesty’s Government what assessment they have made of the impact of increases in train fares due to be introduced in January 2018.

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

The Government understand the concern about the increase in the cost of rail fares and the impact this can have on people’s budgets. Our railways need substantial investment to ensure they are fit for purpose for the 21st century. Despite record levels of investment, the Government have ensured that, since 2014, regulated rail fares have risen no faster than retail prices. We of course continue to monitor our rail fares policies closely and keep them under review.

[Baroness Randerson (LD)]

My Lords, in January rail fares will go up by 3.4%, at a time when wages are already failing to keep pace with rising inflation because of the impact of the falling pound following the Brexit vote. For instance, an annual season ticket from Swindon to London will increase by £304. For many years now, the Government have frozen fuel duty to help motorists, so will the Minister agree that the Government should now freeze rail fares for the coming year to help rail passengers?

[Baroness Sugg]

The noble Baroness mentions the freezing of fuel duty, which is obviously widely welcomed by motorists, following the Budget. I am afraid that we cannot freeze rail fares because by doing so, we would have to decrease investment in our railways, which is sorely needed.

Railways: Update

Baroness Randerson Excerpts

Wednesday 29th November 2017 Lords Chamber

[Lord Rosser (Lab)]

I thank the Minister for repeating the Statement made in the House of Commons. We welcome and advocate continuing investment in our rail industry and measures to enhance its role and importance in the economy of this country and in the lives of our citizens, including the reopening of some lines closed under the Beeching cuts.

The extent to which the content of the Statement and the associated strategic vision document will deliver those objectives is debatable. We have a Secretary of State who is very good at making grandiose statements about future rail developments—in fact, almost as good at doing that as he is in quietly announcing the abandonment or postponement of schemes that he has previously championed. No Government have cancelled or postponed more railway electrification schemes, or parts of schemes that they have previously espoused, than this one. On the roads, the policy is to reduce diesel mileage; on the railways, it is apparently to increase it above that previously planned. What is the Government’s strategic vision for rail in respect of the further electrification of our railways? I think the Statement was silent on that issue.

The Statement was pretty thin, too, on the issue of fares, as is the associated document called “a strategic vision for rail”. Fares have been deliberately and regularly increased by well above the rate of inflation in order to reduce the percentage of operating costs not covered by fares, and thus the costs to the Government, which they transfer on to the backs of commuters in particular. What is the Government’s strategic vision on fares? What is their objective in relation to the percentage of operating costs that should be covered by fares? How can you have a credible strategic vision without saying what your future intentions are in respect of the level of fares, fare increases in the future and the objectives that you are seeking to achieve and why?

The Statement made reference to the next South Eastern franchise and referred to providing space for additional passengers. However, that is not a strategic vision for addressing overcrowding in our railways. There are many other examples of overcrowding on our rail network, not solely in London and the south-east. Since the Government have chosen to describe their document as “a strategic vision for rail”, what are the objectives in relation to reducing overcrowding? What is the end game in respect of overcrowding and its elimination that the strategic vision is seeking to achieve? Just referring to new schemes, which may or may not be abandoned or postponed at some stage in the future, does not constitute a strategic vision against which success or failure in delivery can be judged.

The Statement set out proposals and intentions for tinkering with the organisational structure of the railways. It referred to a proposed alliance on the east coast main line, running intercity trains and track operation under one management. We had a similar arrangement between Stagecoach and Network Rail in the south-west, which did not seem to prove an unmitigated success. Why do the Government now think this proposed alliance will prove any more successful? What are the specific objectives that it will be expected to deliver under the strategic vision for rail?

As the Government thrash around to find an organisational structure for our railways and the train company franchises that they deem acceptable, they may care to look at the structure of the London Underground, which combines track and trains and has generated—in the public sector—significant increases in the numbers of passengers. It is also a system under which all the revenue goes back into providing and improving services for the travelling public, which cannot be said for our railway network as a whole. Indeed, so concerned was the Secretary of State about the success of Transport for London and London Underground in running services in the public sector, and the revitalisation of the London Overground network since it was taken over by TfL, that he felt it too politically dangerous to agree to the transfer of any further rail services within the GLA area to TfL—not much of a strategic vision there.

This Statement does not represent a strategic vision. It is silent on too many issues, including future fares policy, and silent about too many overall objectives to be such a strategic vision. It is, frankly, more a hotchpotch of separate announcements, some of them regurgitated, since they have been made previously and do not represent anything new. While I reiterate what I said earlier about welcoming new investment in our railways if it materialises, tinkering with the structure, which seems to be the Government’s modus operandi at present, will not address rail’s urgent organisational and ownership problems. Indeed, to the extent that making the structural changes proposed deflects the attentions of managers and staff from the objective of running reliable and efficient services, tinkering with the structure is more likely, in fact, simply to add to the problems.

[Baroness Randerson (LD)]

My Lords, one thing on which we agree with the Government is that the answer to improving the railways does not lie in renationalisation. I am disappointed in this strategic vision. It is largely a restatement of existing announcements, some of which I recognise from the days of the coalition.

However, on these Benches, we welcome the commitment to assess transport projects on the basis of their potential for unlocking future growth, rather than on a simplistic assessment of current overcrowding and journey time saved. I want to ask the Minister about the announcement on reopening old lines, which had a lot of publicity this morning—but it is obvious that no new money is involved, as otherwise we would have been told. The reference in the Statement is to partnership with metro mayors. That is usually a code for saying that local government will foot the bill. What are the terms on which these proposals are made? Where will the money come from and how advanced are the plans, with specific examples in mind?

This week, the Minister replied to a Written Question from the noble Lord, Lord Berkeley, setting out total transport expenditure across each region of England. I am grateful to the noble Lord for asking the Question. The Answer, which I recommend to your Lordships, makes extraordinary reading. Capital expenditure in the last year is a total of £16 billion across the whole of England, £6 billion of which was spent in London. Only £520 million was spent in the north-east, and £666 million in the east Midlands. This entrenches the inequality and the divide in our society, and I am disappointed that this Statement does not provide new announcements on projects for the north and the Midlands that are desperately needed. What are the Government going to do to change that balance of spending within the country?

Finally, there is no reference here to electrification projects. The stalling of electrification and the abandonment of those plans was a huge blow to those poorer parts of the UK, including south Wales—west of Cardiff being an example. It is important that they are given the renewed investment that electrification with provide. That will also improve the quality of our air.

[Baroness Sugg]

My Lords, the noble Lord, Lord Rosser, asked how we will deliver these schemes. As the Statement announced, we have already provided up to £34.7 billion directly in government grant, we expect significant amounts of that to be spent on enhancement during the period, and the funding is provided within that grant to support that. We are also making funding available for early-stage development of the new enhancement schemes.

Both the noble Lord and the noble Baroness, Lady Randerson, brought up electrification. We understand that passengers expect high-quality rail services and, of course, we are committed to electrification where it delivers clear passenger benefits. We are also taking advantage of state-of-the-art new technology to improve journeys. The decision to cancel some of the electrification was made to deliver the benefits to passengers sooner than would otherwise have been possible. We are focused on using the best technologies to improve each part of the network, and will continue to do so.

On fares reform, of course we carefully monitor rail fares and changes in average earnings, and will keep them under review in calculating rail fares. The regulated rail fares are capped in line with inflation each year and for the next year. In the five years to 2019, Network Rail is spending more than £40 billion to improve the network. On average, 97% of every pound of the passenger’s fare goes back into the railway. We recognise that the fare system can be complicated, and the Rail Minister is working with the industry to consider what can be done quickly to help passengers find and choose the best ticket.

On overcrowding, obviously the expansion we are talking about today will help. HS2, once it is up and running, will take huge amounts of people off the overcrowded rail network. As I said in the Statement, the South Eastern franchise is a good example. We are hoping that it will provide space for at least 40,000 additional passengers in the morning rush hour.

The noble Baroness, Lady Randerson, asked how we will decide on the new rail lines and when they will be delivered. We of course want to work with partners in industry to develop the proposals for the next generation of those lines. We are developing guidance for investors and developers to ensure that the process for taking the proposals forward is as clear and transparent as possible. We cannot today commit to specific amounts or the timescale when the proposals are still in such early stages of development. The strategy refers to some of the potential ones, so we are aiming to take a sensible and measured approach, helping our partners to develop those proposals. As I said, we are funding schemes to help develop business cases.

The noble Baroness mentioned the north. We are investing huge amounts of money into rail in the north. For example, there is the £1 billion in the Great North Rail project to 2020, the train operators of Northern and TransPennine Express will invest over £1 billion in buying new trains and there will be more than 500 new carriages. The Great North Rail project has seen the journey times between Manchester and Liverpool improved by 15 minutes. In addition, we are working with Network Rail in the regions to develop options for major upgrades between Manchester, Leeds and York to provide more seats and faster journeys.

Brexit: Border Crossings

Baroness Randerson Excerpts

Wednesday 22nd November 2017 Lords Chamber

[Baroness Sugg]

I agree with my noble friend that it is absolutely key to ensure a close relationship between Northern Ireland and Ireland after exit. As we have made clear, we must aim to avoid any physical infrastructure on the land border. We recognise the economic, social and cultural context of the border. Of course, we are working together to find a creative solution.

[Baroness Randerson (LD)]

My Lords, the Government promised a lorry park on the M20 to relieve pressure on the police, the motorway and the people of Kent when Operation Stack needs to be implemented in future but, two years later, they are still struggling with that very modest plan. If the Government cannot manage a planning application, how can we have any confidence that they will be able to cope with the complex processes that they need to introduce to customs systems in the time that we have until their proposed Brexit?

[Baroness Sugg]

My Lords, we are fully committed to finding a permanent solution to Operation Stack. Ahead of exiting the EU, we have commissioned Highways England to deliver an interim solution that will store HGVs on the M20 and allow two lanes of traffic in both directions. We are also extending the arrangement with Manston airfield so that, if capacity is exceeded, HGVs can divert to Manston. We are confident that that will be in place in March 2019. That will mean that the M20 will remain open to traffic in both directions and, if Operation Stack is required, the disruption to local traffic will be much lower. Our focus is on engineering a frictionless border.

Drones

Baroness Randerson Excerpts

Tuesday 21st November 2017 Lords Chamber

Asked by

[Baroness Randerson]

To ask Her Majesty’s Government whether they intend to bring forward legislation to control the use of drones; and if so, when.

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

My Lords, following the public consultation on this in July, I can confirm that the Government intend to bring forward legislation with regard to drones. As set out by my predecessor, we hope to bring legislation forward as soon as possible next year, including an amendment to the Air Navigation Order 2016. I will be setting out further details on the content and timing of that legislation in the coming weeks.

[Baroness Randerson (LD)]

My Lords, hundreds and thousands of drones are now in operation, and over 50 near misses involving aircraft were reported this year alone. Is the Minister aware of research by the British Airline Pilots Association showing the risks and dangers of a serious accident as a result of a drone strike? Does she accept that the Government need to develop a much greater sense of urgency in dealing with this serious problem, which will lead to an accident if it is not controlled?

[Baroness Sugg]

My Lords, I am indeed aware of the evidence put forward by BALPA on the danger that drones can pose to aircraft and helicopters. I understand the need to move on this and we are taking action. Since the consultation response, we have been assessing the best way to implement the legislation, which will include the registration of drones and leisure pilot tests. We are engaging internationally on developing the best practice for drone rules, and we are reviewing and exploring the other possible policies that we set out for further consideration.

Space Industry Bill [HL]

Baroness Randerson Excerpts

Report stage (Hansard): House of Lords
Tuesday 14th November 2017 Lords Chamber

[Lord Rosser]

Amendment 2 is another amendment that we discussed in Committee. Currently, the Bill provides that the regulator must take into account,

“any environmental objectives set by the Secretary of State”,

when exercising the powers given to it under the Bill. Our amendment adds a wider environmental duty; namely, that the regulator must take into account,

“the effect on the environment and on local communities of activities connected with the operation of spaceflight activities or the operation of a spaceport as licensed under this Act”.

In other words, this consideration would not be solely dependent on what the Secretary of State of the day decided should or should not be laid down as environmental objectives for the regulator to take into account.

The Government were not enthusiastic about our amendment in Committee, arguing that environmental and local community considerations were already covered by the provisions of Clause 2(2)(c) and (e) and local planning processes. However, the Government appeared to accept that a person with exemption from an operator licence would not be covered by some of the provisions of Clause 2(2) since the regulator would not be involved in issuing a licence.

The importance of taking into account the effect of spaceflight activities and the operation of a spaceport on the environment and local communities needs to be made much clearer in the Bill. It is too important an issue to be left open to potentially different interpretations of the less than precise wording currently in the Bill or to the whim of Secretaries of State as to what environmental objectives they decide to set or not to set. I expressed the hope in Committee that the Government might feel able to be more positive on this issue during the Bill’s later stages. In moving my amendment, I hope that the Minister will be able to indicate some movement on this point when she responds.

[Baroness Randerson (LD)]

My Lords, I was pleased to be able to add my name to Amendment 2. Before I speak to it, I welcome the Government’s Amendment 9, because it adds to Schedule 1 both noise and emissions as factors that should be taken into account when granting a licence. That is a step forward. However, it is still a narrow interpretation of the problems that I anticipate local communities and the slightly wider area might encounter. If these spaceports are a success—across the House we very much hope that they will be—they will have an impact on local communities and on the environment that those communities currently enjoy. These are by definition remote and peaceful places at this moment, and they will be significantly less remote and less peaceful after the development of a spaceport.

Other potential issues include the following. First, there is the issue of visual amenity in what could well be beautiful areas. These will be large installations and will not easily blend into the landscape. Secondly, there is the impact on local roads. I do not know the situation in Scotland, but I know that the roads in Wales are hardly even small motorways in that area. We are talking about moving large, wide loads across the country and along roads, often moving them slowly on to the site, and that will be disruptive. I remember how the noble Lord, Lord Tunnicliffe, in a memorable phrase, described a rocket as a controlled explosion. There is also potentially air pollution, as well as noise pollution.

Finally, I point to the basics of many of the issues and problems arising from planning applications for large or even small developments. Clearing a site to establish a spaceport could well impact on existing wildlife, and the ongoing use of the spaceport could, for example, disturb nesting birds.

I do not want to be a doom-monger but we need to be realistic. The enthusiasm of the Welsh and Scottish Governments may not be shared by local people. Any of us here who have been local councillors— I was a councillor for 17 years, albeit a long time ago—know that what I have outlined are routine planning issues that, appropriately, get in the way of wholesale development that does not take into consideration the amenities of local people and the environment beyond. Spaceports should not be exempt from the rules, and that needs to be flagged in this Bill.

[Baroness Sugg]

My Lords, I recognise noble Lords’ concerns that there are currently no specific provisions in the Bill regarding the environmental impacts of spaceports and spaceflight activities on local communities, particularly in relation to noise and emissions. However, Clause 2 requires the regulator to take into account the environmental objectives set by the Government. I know that some noble Lords have raised concerns that future objectives cannot be predicted—indeed, the noble Lord, Lord Rosser, raised that again today—but the inclusion of that requirement was intended to promote environmental protection, as the regulator will have to take account of existing guidance, such as Defra’s air quality plan.

As noble Lords will be aware, there already exists a comprehensive body of environmental and planning legislation that spaceports and spaceflight operators will need to comply with independently of the requirements under the Bill. For example, an environmental impact assessment may be required for airport-related development under Schedule 2 to the environmental impact assessment regulations where it is,

“likely to have significant effects on the environment by virtue of factors such as its nature, size or location”.

In such cases, the local planning authority will be obliged to scrutinise the environmental impact, taking into account the concerns of local communities such as the noble Baroness, Lady Randerson, has just raised. An environmental assessment will be required as part of any airspace changes.

However, there might be circumstances where a particular activity could be carried out without the need for an environmental impact assessment under planning and airspace rules. The purpose of Amendment 9 is to put on the face of the Bill a licence condition that the regulator could impose—for example, where an environmental impact or other assessment has not already been undertaken.

I appreciate that this amendment does not impose a mandatory requirement for the spaceport or spaceflight operator to make an environmental assessment; nor does it require the regulator to take into account environmental and local impacts, as Amendment 2 seeks to do. However, it makes very clear the Government’s intention that some form of assessment of noise and emissions should take place, and it does this without creating requirements in the Bill that may duplicate existing requirements to carry out environmental assessments under other enactments.

I hope that I have reassured noble Lords of the Government’s intention of ensuring that environmental impacts are assessed, either as part of the planning process or as a condition of a licence under the Bill. However, I am aware that your Lordships do not think that this goes far enough, as they have made clear today—the noble Baroness, Lady Randerson, made a very fair point about roads and road access. Therefore, I assure the House that the Government are considering introducing in the other place a further amendment that will require spaceport and spaceflight applicants to submit a noise and emissions assessment, and that regulators take this into account when deciding the licence application. I therefore ask the noble Lord to withdraw his amendment.

--- Later in debate ---

Moved by

[Baroness Randerson]

11: Clause 15, page 11, line 18, at end insert—
“( ) Before any regulations that confer onto the CAA any additional functions are made under this section, the Secretary of State must lay before Parliament a report outlining—(a) whether the CAA has sufficient resources to undertake the additional proposed functions; and(b) whether additional funds would be made available to ensure that the CAA is able to undertake the proposed additional functions, or any other changes to its remit.”

[Baroness Randerson]

My Lords, the amendment relates to the position of the CAA. We tabled a similar amendment in Committee. As promised, I went away and read Hansard carefully, because at the end of the debate I was still not clear about resources. The then Minister addressed a charging regime for assessing and issuing licences for monitoring and so on. Clause 61 gives the CAA and the space agency the powers to charge for their services. We can safely assume that they will charge the commercial rate to cover their costs, but my reservations were also about the development and expansion of the CAA to take on its new role prior to it becoming commercially viable. That aspect was not addressed in the Government’s response in Committee.

I was very pleased to receive a letter from the chief executive of the CAA setting out its viewpoint. As well as referring to the CAA’s power to set charges, it addresses the preparation issue. It says:

“Until the Space Flight legislation is in force the DfT is funding the CAA team that has been established to focus solely on supporting the Government with the development of the Bill and the regulatory framework, so the CAA will be ready to regulate this UK industry once the statutory powers are in place”.


I am very grateful for that additional information and I am glad to hear that the Department for Transport is funding that team, but I press the Minister for a little more detail. I find it quite difficult to get a handle on how big this team is. Perhaps she could quantify the funding that is in place to assist the CAA. Can she provide some detail on training? In working towards such a regulation, the CAA would undoubtedly look at parallels; for example, the regulation of normal aviation. However, it is surely looking across the world at how other countries regulate the space industry. I assume that there is an element of seeking information from other countries across the world, if not of sending employees to train there. I would be grateful for a bit more information to flesh out the assurances that I received from the CAA. I beg to move.

[Lord Tunnicliffe]

My Lords, I support the general spirit and direction of the amendment. The task that the CAA and the space agency will face will be very difficult. I hope that the Government will be able to give us further assurances that resources will be made available to power this learning curve. I hope that there will be enough time for the skills to be in place before real applications come before the regulator. It is easy to underestimate just how difficult this task will be for the CAA and the space agency.

[Baroness Sugg]

My Lords, I thank the noble Baroness, Lady Randerson, for her comments on Clause 15 and the role of the CAA. As we know, the aviation sector is facing many challenges at the moment, particularly with the introduction of new technologies such as drones and spaceflight, but I can reassure noble Lords that the CAA is in strong position to deal with those challenges.

As the noble Baroness has told us, the chief executive of the CAA has written to her confirming this and, as he explained in the letter, the CAA already has already established a dedicated space team. That team started in 2012 and since then has grown in size and experience, and has worked closely to develop the Space Industry Bill. The team is building on its aviation expertise in areas such as airports and airspace to develop the capability to regulate spaceports and suborbital activities.

The noble Baroness asked what international conversations the CAA might have had. It has established good working relationships with other countries. The UK Space Agency has been building on its relationship with the United States Federal Aviation Administration, drawing on the United States’ vast experience in overseeing flight operations.

The department provides sufficient resource to ensure sufficient delivery in this area. The moneys will vary depending on the nature of the work at different times— for example, on air space consideration or international comparisons—so I am not able to give a figure today. The noble Baroness asked about funding. The Civil Aviation Authority will eventually be able to recover its costs directly from industry. Until that point, the Department for Transport will continue to provide funding.

We are confident that the CAA will have the necessary resources and the appropriate expertise to regulate the new sector. I hope that the letter and my words give the noble Baroness the necessary reassurance regarding the capacity of the CAA to regulate the activities alongside its existing aviation functions. I ask the noble Baroness to withdraw Amendment 11.

[Baroness Randerson]

My Lords, on the basis that the CAA appears to be satisfied with its situation, I will, of course, not pursue this any further at this stage, but I would be grateful if the Minister looked again at the very specific questions I asked and, one way or another, passed those small details to me. I am interested in understanding a little better the process that will be involved. With that, I am happy to withdraw the amendment.

Amendment 11 withdrawn.

--- Later in debate ---

The Bill also sets out in Schedule 7 an objection process for applying to the court to quash an order, which provides an opportunity for the devolved Administrations to challenge specific orders. I hope that the noble Lord and the noble Baroness will feel able not to press their amendment. I beg to move Amendment 19.

[Baroness Randerson]

My Lords, I am grateful for the detailed exposition from the Minister this afternoon, which has clarified a number of things. Amendment 21, in my name and that of my noble friend, would require the consent of the relevant Minister in the Scotland, Wales or Northern Ireland Governments before a land power could be created under Clauses 38 or 40. The Government have, on other issues, made many welcome concessions in relation to these sections. I am very grateful for the detailed letter from the Minister, which set out the Government’s response to questions I raised in Committee. I was reassured by the fact that the Government are looking at existing practice in the USA and New Zealand.

In our last debate, I asked what the Government meant by a “small area of land” and by the “vicinity” of the space launch site. It appears that in the US, regulations give the power to temporarily restrict access over a 2.2 kilometre radius from the launch point. In New Zealand, temporary restrictions on road use exist for six hours prior to a launch. Similar restrictions apply over areas of sea. On a densely populated island such as ours, such restrictions have a greater impact than in an area as extensive as the USA. We refer to potential spaceport sites as being in remote locations, but our definition of remote is certainly not that which would apply in the USA. Therefore, we are pleased indeed to see the increased precision provided by the Government’s amendments—for example, Amendment 20.

However, in our view, Amendment 21 deals with one important aspect that the Government’s amendments have not tackled. We have been told several times—indeed the Minister has repeated it just now—that the Welsh and Scottish Governments are supportive of the Bill. But that is rather different from their being content with the lack of specific reference to the need for the UK Government to gain the consent of Welsh and Scottish Ministers, or Northern Ireland Ministers when they exist. Support from the Welsh and Scottish Governments for the principle of the Bill does not mean their slavish support, for ever and a day, to its detailed outcomes.

In her response to me last time, the Minister referred to the example of the amendments made to the Equality Act 2010 as a result of the Bus Services Act. The Minister said that the Government thought it was appropriate to include reference to Welsh and Scottish Ministers in that Act, but,

“not strictly necessary, because the new regulation-making power was at the intersection of devolved and reserved matters”.—[Official Report, 23/10/17; col. 783.]

To take that forward, surely that argument applies equally here, where we have a Bill that refers to planning powers which are devolved and to a licensing process which is reserved.

I refer briefly again to the concerns of the House of Lords Constitution Committee on this issue. I gently suggest to the Minister, who has been gracious enough so far to deal with a number of concerns that have been raised in debate, that it might be tactful or sensitive to include reference to it here. A little good will at this stage might stave off problems in the other place and I urge her to look at this issue again.

[Lord Deben]

I am sure the House will accept that the Minister wishes to be less precise than the noble Baroness would like her to be, although her spirit suggests that she might move a little towards what is proposed here.

I wish to say two things. I welcome these amendments. They show the care that we all have to take at the extension of ministerial power. Even the small difference between expediency and appropriateness is a big gulf when it comes to attitudes. Expediency is a subjective statement whereas appropriateness can properly be tested in an objective way. I welcome the changes that have taken place.

In the course of the debate it was suggested that other legislation was the same as this. I have looked at the other legislation—I am boring like that—and, having been a Minister, I know that people occasionally put before one a phrase which is perhaps ill advised. The other legislation is not the same—it is rather different. One of the things your Lordships’ House is here to do is to deal with tiny differences which, when they get on to the statute book, become serious. As I take more and more time to deal with questions of climate change and the like, I find that there are institutional barriers to things that are obviously sensible to do because, at some time at some place, no one looked at the wording properly to ensure it did not create circumstances which made decisions more difficult.

As I said earlier, my thanks for the amendments will be accompanied by a warning that it is important to use this House in the way in which it has properly been used on this Bill. My noble friend may feel that a little more in the direction of the devolved Governments would be helpful. Certainly I would like to know more about their willingness to support the legislation as it is. That is the centrepiece of this disagreement and, as we have so few disagreements now, it would be nice to get rid of this one.

Railways: Reliability

Baroness Randerson Excerpts

Tuesday 31st October 2017 Lords Chamber

Asked by

[Baroness Randerson]

To ask Her Majesty’s Government what measures they intend to take to improve the reliability of railway services.

[Baroness Randerson (LD)]

My Lords, with perfect timing, the Rail Delivery Group published a report yesterday that seeks to address all the key issues that I had in mind when tabling this topic for debate. Our railways are under severe pressure but I do not support the renationalisation of the railways. They say that if you can remember the 1960s, then you were not there. Well, if you think the answer to the problems of our rail system is to bring back British Rail, you probably did not use it when it existed.

There has been enormous change in our rail system in the years since the introduction of franchises in the mid-1990s, when passenger numbers and revenue were falling. The number of people travelling by rail has effectively doubled. We have the most rapidly expanding railways in the world, while elsewhere in Europe railways are in decline. Anyway, we already own most of the rail system via Network Rail. The Government also set the terms and conditions for franchise operators and regulate the fare structure.

However,passenger satisfaction is falling—down to 81% last autumn, especially among commuters. Poor perceptions deter people from using the railways despite intense congestion on the roads. Recently passenger numbers have fallen back slightly, which is possibly a sign of a crisis of trust among passengers, too many of whom are plain angry. A network built in the 19th century, and neglected and partially dismantled in the latter half of the 20th, is now creaking at the seams. It needs modernisation, much better maintenance and expansion. All these problems affect reliability and punctuality, which is down from 91% to 89% in the last four years, and the Government are not proving good at tackling any of these factors.

Even the easy bits to modernise within the current system, such as the franchise model, the ticketing system and the complaints system, have not been energetically tackled. The headline measures of passenger satisfaction and performance used by the rail industry do not reflect real-life experience and underestimate punctuality and reliability problems. For instance, a long-distance train can arrive almost 10 minutes late and still not be considered to be delayed, so definitions of “on time” are, at the least, generous. I was pleased to see that yesterday’s report attempted to tackle that in future plans, but currently the system positively encourages train operators to skip stations in order to make up time and avoid a late arrival at the final destination.

Then there is the process of applying for compensation. The system remains too complex. In the last two weeks I have made eight separate railway journeys and, sadly, only two of them have been without delay, disruption or cancellation. Okay, I have hit a bad patch, but it took me an hour and five phone calls to make one compensation claim—and I think I understand the system. Why is it that six out of 17 railway companies will accept compensation claims via third-party apps but the rest refuse to do so? This would make it simpler for passengers wishing to claim. We need a single standardised form, leaflets available at the gate on arrival and on the train, and announcements on the train to make all passengers aware of their rights. Is it any wonder that at the moment, only one-third of eligible passengers claim compensation, and £100 million a year goes unclaimed?

The ticketing system needs modernising and simplifying. When I put my usual journey into the website each week it comes up with nine options, and that is at one point in time and for a specific timetable slot. Factor in advance-tickets and those people savvy enough to artificially divide their journey by buying two tickets for a single trip, and you have an unfriendly and, frankly, ridiculous system—all the more unacceptable because it is the most expensive in Europe.

I read yesterday’s report very carefully. Although the rail industry says it can create a simpler structure, it puts the ball very firmly in the Government’s court. Next January, passengers who are already under strain because wages have not kept pace with rising inflation will face above-inflation fare rises. The Government should step in, as they have done year after year with the fuel duty escalator, and freeze rail fares this year while the system is reformed. The modernisation of the ticketing system was promised a long time ago, but very little progress has been made so far with electronic and smart ticketing. I welcome the commitment in yesterday’s report to tackle this issue, but we are still talking about limited improvement.

Too frequently trains are desperately overcrowded, a victim of their own success. This discourages passengers and reduces punctuality. Add to this the fact that many of our existing lines are full and there are simply no more slots available. We need more consumer-friendly franchises and more emphasis on things that passengers value most highly, such as flexibility. Devolution seems to be popular with DfT and Network Rail. I strongly support that but, for the concept to be meaningful, local authorities should be able to bid for franchises designed around the needs of their citizens and the local economy.

Yesterday, the rail industry pledged major improvements to the network, with extra services and new carriages. But there is a big gap between the investment needed—on the east coast main line and the trans-Pennine routes, for example—and what the Government have committed to.

We on these Benches support HS2 because existing lines are full, but it will not be ready until the mid-2030s, so what about the upgrades and repairs needed now to the existing lines serving those cities? They are desperately in need of maintenance and repair.

The Government’s approach to electrification is confused and incoherent. Cardiff to Swansea, Oxenholme to Windermere and midland main line are all cancelled. I agree that Network Rail has to improve its performance, but instead of taking action to deal with that, the Government simply seem to have given it less to do. I fear that we will end up with a patchwork approach of bi-mode trains switching mid-journey from electric to diesel. They cost more to buy, and it is obviously less fuel efficient to carry a spare diesel engine around. It will soon be unacceptable to run diesel engines on city centre roads, so why is it okay to be planning to have diesel trains in the future?

Despite recent promises of increased government funds and private investment, there is still a shortfall at the end of this control period. The industry needs an end to the feast-and-famine approach to investment cycles, with more certainty and a longer term view. Without this, our overstretched rail infrastructure will fail increasingly frequently.

In the economic uncertainty we now face as a country, the railways are a core part of joining up our country once again. So we need ambitious investment, particularly in the parts of the country that have been neglected for too long. Are the Government far-sighted enough to do it? So far, we have seen little sign of it. I welcome this evening the Minister to her new role and I look forward to her response.