Bus Services Bill [HL]
Baroness Randerson Excerpts(8 years, 5 months ago)
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Baroness Randerson
Baroness Randerson (LD)
My Lords, the Bill is a welcome recognition of the need for reform in the provision of bus services. The geographical divide that has existed and grown over the past 30 years has shown a pattern of decline outside London, while London buses have flourished—as, of course, have their passengers. That sharp contrast has been made all the sharper by the recent round of cuts to rural services but it is worth remembering that this situation has already defied two previous attempts to reform it. I said at Second Reading that without additional funding to local authorities it would be very difficult for them to make a difference, and I very much regret that since last Thursday it is likely that local authorities will have even less money because there was a significant amount of EU money in the transport budget.The Department for Transport is bound to recast its plans, and I fear that bus services could face reduced allocations.
Improving bus services is about more than improving their frequency or the number of routes. We have to persuade people to use the buses. We believe that the Bill needs to seize the opportunity to improve facilities for disabled people, to make the use of smart ticketing the norm, to reduce emissions, to encourage young people on to the buses and to put passengers at the heart of the service. The Bill makes a start on some of this, and I welcome that, but in our view it does not go nearly far enough in making the consideration of these issues the norm. Our amendments in this group are largely targeted at these issues.
The Bill is a skeleton. It leaves many crucial issues—the things that will decide whether it works or fails—to regulations to be made by the Secretary of State. Our amendments also seek to probe more of the detail. I draw noble Lords’ attention to the report of the Delegated Powers and Regulatory Reform Committee, which is critical of the skeletal nature of the Bill and the lack of a rationale in the Explanatory Notes for some of the powers to be conferred on the Secretary of State by regulation.
I also want to raise the impact assessments. When I picked up the document from the Printed Paper Office this morning, it was literally hot off the press. The Minister will know that I have been inquiring about the impact assessments, as have my noble friends, for some days. It is undermining the serious work of this House to produce impact assessments at this late stage when in practice it is impossible for people who are preparing for the debate this afternoon to take a full look at them. It undermines the purpose of the impact assessments as well.
This Bill has been a long time coming. We have waited over a year since it was first announced in the Queen’s Speech. It seems strangely rushed and uneven in the way in which it has been executed. It reads as if it were drafted by three different people taking on each of the three parallel systems—franchises, advanced quality partnerships and enhanced partnerships—and that those people never quite had the time to get together to make sure that the three parts were consistent. There is inconsistent use of phrases, including references to environmental factors in one part but not another; bus users are specified in one place but referred to everywhere else as “other people”; and in one place bus operators are allowed simply to make an objection to a scheme and in another place they cannot make an unreasonable objection. The purpose behind many of our amendments is therefore to find out more details as to why there are differences from one part to another. As the Delegated Powers and Regulatory Reform Committee points out, the Bill confers powers on the Secretary of State by way of regulations in one case,
“because the policy has not been finalised in time for introduction”.
These are the words of the committee, not my words.
Of the amendments in the first group that refer to advanced quality partnerships, Amendment 1 is symbolic of a number of amendments trying to sharpen up a Bill which generally reads as a rather a vague proposition. By proposing this we are certainly not seeking to dictate solutions to local authorities. It is simply that we believe that they need to consider certain key factors—not that they may consider them, but that they really have to consider them. It does not dictate the solution. There must be a determination to improve and to consider a broad range of aspects that make up a good bus service. In Amendment 3 we specify advance ticketing. That is a good example, because advanced ticketing is not just convenient for passengers, thereby attracting new users, but it also speeds up bus services. Greener Journeys has done research that shows that it speeds up bus journeys by about 10%, a significant improvement. If you are speeding up journeys and buses are not hanging around at bus stops, there is less congestion, which is good for air quality.
Amendment 4 inserts noise pollution as an additional factor of which local authorities should take account. The Bill is very light on noise pollution, which is a serious factor for people who live near main roads in particular. Amendment 2 specifically provides for a duty to consider rural areas. It is essential that this Bill provides mechanisms to address the rural crisis in bus services because there is a real danger that this will become an urban Bill if we are not careful. My noble friend Lord Bradshaw will address this in his remarks.
If the Bill is to achieve its aims, it has to tackle the core issues mentioned in Amendment 5A and to put them at the heart of these partnerships or franchise requirements. As it stands, the aims of the advanced quality partnerships are going to be pretty modest. The outcomes referred to in lines 19 and 20 on page two of the Bill could mean that they simply reduce the rate of decline. That is a very disappointing line to find in a Bill that asserts that it is about improving bus services.
Lord Ahmad of Wimbledon
The noble Lord is correct in his understanding of BSOG, and I note the issue that he raised about rural services. He made a valid point about the impact that the proposal will have. I am conscious of that and will reflect further on it. I am always willing to take the advice and suggestions of the noble Lord, Lord Kennedy, and I will come back to him on any question that I have been unable to answer to noble Lords’ satisfaction.
Baroness Randerson
Will the Minister agree to look again at the document that we received this morning, which has five and a half lines on rural proofing? That is nothing short of an insult to rural people, and it might be a good idea if the department looked again at that particular impact of the Bill. I am sure that we would all be grateful if he was able to bring forward more information and deeper thought on the rural impacts of the Bill, which go far beyond saying simply that it is up to rural local authorities how much they choose to spend on it.
Lord Ahmad of Wimbledon
As an urbanite, I will be pleased to take up the noble Baroness’s suggestion. We will take back how we can provide further detail on the elements and the points that she has raised.
Baroness Randerson
I thank the Minister for his reply. He is right in his assessment that I am not satisfied with all his answers. I appreciate that some of the criticisms that noble Lords have raised this afternoon reflect the fact that the Minister has been put in a difficult position in respect of the impact assessment and the number of amendments. Having stood in his place in my time, I appreciate that one does not choose to be put in that situation. I hope he will look again at the aspects that have been raised this afternoon, particularly in relation to rural issues and to the general tone of the amendments, which as my noble friend pointed out emphasise access, to see whether the Bill can be sharpened up in a number of places to be more specific and more ambitious for bus operators and local authorities working together in whichever of the various forms of agreement. We are not seeking to tie the hands of local authorities; we are seeking to raise their ambition and to draw their attention to these things when they are considering arrangements. With that in mind, I beg leave to withdraw the amendment.
Lord Berkeley (Lab)
My Lords, the noble Lord, Lord Bradshaw, and my noble friend Lord Snape have a very good point when it comes to discussing big operators and little operators, because there are competition and quality issues. In Cornwall, where I live, there has, in recent years, been one major operator and one smaller one. On two occasions in the past five years, the smaller operator’s bus garage was torched. Whether it was deliberate or not I do not know, but the fact remains that something nasty went on there. The small operators ran a very good service—as did the big one—and it was good that they were both there. But somebody had something against them. That is something that we must all be careful about, because at that level it is not something for the competition authorities.
I do not think that the noble Lord, Lord Bradshaw, spoke to Amendments 19 and 68, and I do not quite understand his amendments. He wants to leave out, in the case of Amendment 68, a reference to,
“such other incidental matters in connection with franchising schemes as the Secretary of State thinks fit”.
I agree with him, because I am suspicious of that: it allows the Secretary of State to do whatever he likes, if he does not fancy doing what is in the rest of the legislation. I would support omitting those words—but I wonder whether the noble Lord or one of his colleagues fancies explaining what this is all about.
Baroness Randerson (LD)
My Lords, I think I can probably help the noble Lord by speaking specifically about Amendments 19 and 68. One of the problems with the Bill is its scattergun approach to giving the Secretary of State additional unspecified powers. As the noble Lord has clearly picked out, these are two examples among dozens of broad powers. The Government have made a list, from (a) to (f), and then they say, “In case we’ve forgotten something, we’ll just give the Secretary of State the power to deal with life, the universe and everything”.
By putting these amendments before your Lordships, we hoped to probe exactly what the regulations might look like. To take up the theme of the Delegated Powers Committee report yet again, I say that the powers are too vague. The Secretary of State is being given very broad powers without specifying properly, even in the Explanatory Memorandum, what those powers will be used for.
Ideally, draft regulations should have been available by now, at least on one or two aspects of the Bill. It is hopelessly optimistic to think that they might be coming out any day now, because we have only just had the impact assessment, and we are still awaiting the response to the Delegated Powers Committee. But that is what we should be doing—looking at drafts to find out about the tenor of a Bill as broad and as dependent on regulation as this one is.
The success of advanced quality partnerships, and of enhanced partnerships and franchising, will stand or fall on the quality of the regulations. If the regulations are too onerous, the Bill will fall into the trap of the 2008 Act and prove impossible for local authorities to manage and implement, and will therefore fail. But the regulations have to be sufficiently ambitious and robust to deliver a true improvement in service.
I have spoken to Amendment 19. Amendment 68 is simply a similar example in the case of franchising. One amendment relates to advanced quality partnerships and the other to franchising. I remind noble Lords of the tenor of the criticism in the Delegated Powers Committee’s report.
Lord Kennedy of Southwark
My Lords, Amendment 6, moved by the noble Lord, Lord Bradshaw, seeks to insert a new subsection saying that an operator can provide services only if those services are provided within an advanced quality partnership or another scheme that meets the outcomes set out in subsection (6). I support the amendment, as it seeks to ensure that we get some improvement in bus provision as a result of this legislation, and would leave less to chance.
The noble Lord, Lord Bradshaw, made some important points about congestion, the effect it has on bus services, and the other effects of poor air quality in many areas, including some of our smaller towns, villages and hamlets.
If the Minister is not going to accept the amendment I hope that we shall get a full explanation, because the Bill is driven by the need to improve bus services and save them from further decline outside London, and the amendment would be helpful in that respect.
Amendments 19 and 68, to which the noble Baroness, Lady Randerson, spoke, seek to restrict the power of the Secretary of State to make further provision under regulations about “incidental matters”. We ought to be careful when we give powers to Ministers. I suppose it all depends on who defines “incidental matters” and what the scope of those matters is. I am not against giving sensible and proportionate powers to Ministers, but I also want to see clarity and openness, and these provisions have a feeling of opaqueness about them. So I hope that when the noble Lord, Lord Ahmad, responds, we shall get a much clearer explanation about what is intended here; it will help the House enormously if he can give one.
The noble Baroness, Lady Randerson, was right to raise this issue. It is important that we get these things on the record, so that we can see what the Government intend to do. There may be a number of incidental matters, but if they all come together they could become one quite big matter, so we should be very clear what the Government’s intention is in this respect.
Lord Snape
Before the Minister replies, I hate to prejudge and pre-empt his reply, but I fear that he will say what Ministers in successive Governments have said over the years—that these are purely a matter for the local authority, which is of course free to introduce measures to control the increase in traffic.
Interestingly, as I am sure the noble Lord who moved the amendment will agree, it has just been revealed in published statistics that far from there being a war on motorists—a phrase that the Conservative Party and Ministers in Conservative Governments have used frequently—the cost of motoring in real terms has been getting cheaper over the past 30 years. Is it any surprise that congestion has got worse in those circumstances? I hope the Minister will say that the Government are prepared to take some powers themselves rather than saying, “It’s not a matter for us, it is a matter for elected mayors or anyone else who is a local authority to do something about congestion”.
All of us who take part in these debates know full well that, faced with the problem of sitting in a traffic jam in one’s own car or on a bus, the bus is very much the second choice. Only proper enforced bus priority and a proper congestion charge will make public transport more attractive, and not just in major cities; understandably, some of the Liberal amendments have been about rural transport. Again, if it were possible to travel as quickly and as cheaply—or more cheaply—on public transport than in one’s own car, the bus would become a more attractive proposition in rural as well as urban areas. The fact is that in current circumstances it is not. I hope that the Minister will be able to give us some reassurance that in future, in pursuit of the very noble cause of introducing or increasing bus travel, the Government will be prepared to introduce some powers to bring that happy situation about.
Baroness Randerson
My Lords, my general point is that reducing congestion is a win-win measure. First, it reduces your journey times, and we need that reduction in journey times because they are lengthening at an alarming rate. I will give noble Lords one or two examples of recent research.
Research by London Travelwatch shows there is an “alarming” decline in average bus speeds, which are down to nine miles per hour. That deters people from getting on buses, even in London, which we hold up as a wonderful example of success. In the rest of the country, the situation is also very severe. Greener Journeys research shows a decline in bus speeds in Manchester. Why? In the west of England, between 2012 and 2015, there was an 18% increase in the number of vehicles registered. You cannot have that level of increase in the number of vehicles on the roads without a serious congestion problem, and I make the obvious point that the west of England is not perhaps an area that we think of as congested.
Not only will you reduce your journey times if you deal with congestion, you will also increase bus reliability. Research by bus user groups shows strongly that bus users rate reliability very highly indeed. In other words, they probably do not mind that much whether a journey takes 25 minutes or half an hour, but they need to rely on it being half an hour and not 40 minutes. We need to encourage new users, and they want reliability. At the same time, reducing congestion obviously reduces air and noise pollution. I say to the Minister that you may not have very high levels of air pollution in the countryside, but it is still air pollution and it adds to global warming; it matters to us all. It is important that we do not dismiss air pollution issues in rural areas either.
It is entirely sensible to specify reduction in congestion as one aim of any scheme. It is important that we bear in mind that these things fit together like pieces of a jigsaw, and the Bill will not be a success unless those pieces fit together.
Lord Bradshaw
My Lords, since we are talking about the west of England, I should say that I met the person responsible for providing bus services in the city of Bristol, and a rather ridiculous situation has arisen there. The Bristol omnibus company, whatever it is called now, has introduced lots of new buses. It has been summoned by the traffic commissioner because its services are unreliable. Bristol City Council has agreed to appear on behalf of the bus company against the traffic commissioner, because it has concluded that it is impossible to run a reliable service. It puts that down not only to congestion, but to the near free-for-all which has been allowed by the utilities to dig up the roads for roadworks. This is not because there is a gas leak or a burst water main, but because somebody needs their telephone connected. Perhaps the Minister would address the whole problem.
Baroness Randerson
Baroness Randerson
My Lords, I am very pleased to speak to the amendments in my name and that of my noble friend Lady Bakewell.
Amendment 8 would change a “may” to a “must”. I can almost live with the “may”s scattered liberally throughout the Bill, but two “may”s in one sentence weakens the impact to the point where it is hardly worth having the sentence on the page. I draw noble Lords’ attention to line 45 on page 3 of the Bill, which reads:
“The standard of services which may be specified in a scheme may also include”.
I am simply seeking, in a very modest manner, to say that it “must also include”—that is, if you utilise the first “may” in the sentence, you “must” specify certain things.
This relates to the issues that local authorities should consider when entering into advanced quality partnerships. The list of factors to take into account is fine in itself. It includes providing information to the public and a specification on how bus fares should be paid. There is evidence from across the UK that advanced and smart ticketing encourages people to use public transport because it makes it so much easier. By getting rid of one of the “may”s, I would hope to encourage more use of advanced ticketing. It is vital that there is as much as possible in the Bill to encourage it. It is good for bus operators as well as bus users, because they gain a higher income. What really surprises me is that, despite evidence from across Britain that this type of ticketing creates a higher income for bus operators, some still resist it. Over 90% of buses on our roads have the machinery to accept these sorts of tickets, so I think it is reasonable to ask for them to be used.
Amendment 15 is another attempt to bring some specificity to the Bill. It lists the key factors that need to be at the heart of the standards of service.
However, I now want to spend a little time on Amendment 13A, which would introduce a requirement for advanced quality partnerships to specify a reduced concessionary fare scheme for young people. We on these Benches want the UK Government to fund it because we believe it is time to produce a standard concessionary fare scheme for young people. I realise that we probably cannot demand that at this stage in the Bill, but we believe that there should be an obligation on local authorities, working with bus operators, to provide some sort of scheme.
Noble Lords will know that we have raised this issue before. We believe that it is a simple matter of fairness and equality. Young people are more likely than the rest of us to depend on buses to get around. They need them to access education, employment and training, as well as to stay engaged in society. Rural areas present a specific problem for young people because the bus fares are so much higher. Older people in our society benefit greatly from not just reduced fares but free—
Lord Judd (Lab)
I am very much with the noble Baroness, as she will understand, but at this point will she underline that the National Union of Students has emphasised how vital buses are to students, who are finding it increasingly difficult to cope on their limited incomes?
Baroness Randerson
I am very pleased to take the noble Lord’s point. The NUS has produced some excellent research findings. It has discovered that in many cases students are spending upwards of £20 a week, which on a student income is a considerable amount, just getting to college and back. My noble friend Lady Maddock made a point in a recent debate in the House about young people in rural areas. Buses travel for long distances through more than one local authority area, and young people at college studying the same course can pay very different amounts for their travel.
I was beginning to refer to the concession for older people. It has been hugely popular and hugely successful from a social perspective. There are all sorts of technical reasons in relation to reimbursement to bus operators, which I will not go into here, why there are problems with this concession being free. That is why our proposal is to reduce fares, rather than make them free, for young people.
Baroness Randerson
My Lords, I urge the Minister to look again at the legislation relating to the entitlement of young people to concessionary fares. It is out of date and it ensures that they have concessions only to the age of 16. That is not fair and has not kept pace with the changing educational legislation. I urge him to speak to his colleagues in the Department for Education and discuss this with them, because it is an important issue of fairness.
I take issue with the noble Lord’s response that bus passengers’ needs vary from area to area. I understand that, of course—some areas have far more older people than others, and so on—but there are certain basic tenets, such as reliability, which local authorities, wherever they are in Britain, really should be looking at. I was disappointed in the noble Lord’s answer, because I thought the point of advanced quality partnerships was to raise the level of service above the lowest common denominator. Unless we have more ambition in what we ask local authorities to consider, without forcing them down a particular path in the way they deliver on it, the Bill will not be as successful as it needs to be. I am happy to withdraw the amendment.
Baroness Randerson
“(e) requirements as to the standard and type of vehicles to be used, taking account of emission levels.”
Baroness Randerson
At a time when the key spots in our towns and cities regularly breach EU limits on air pollution, I believe it is essential that the Bill reinforces the need to improve emission levels. Of course, some people in this country this week may be rejoicing at the idea that we will no longer have to worry about EU emission levels in a couple of years, but the fact that we have emission levels that we have to adhere to is a wonderful example of the advantages and huge benefits that being part of the EU has brought us. Whatever emission levels we choose to adopt in future years, bad and polluted air will still kill you. Therefore, it is important that we have stringent levels.
Many operators are doing an excellent job of reducing emission levels from buses. They are investing heavily in fleets which have very low, sometimes zero, emissions at the point when they are actually being driven. I have in recent weeks been on two electric buses and they were very impressive. However, this does not apply to all operators; some are lagging behind. The technology exists and it does not necessarily involve investing heavily in new buses. TfL has retrofitted buses with scrubbers in order to reduce emission levels—exhaust scrubbers have taken out many of the emissions from diesel vehicles.
I want to deal briefly with the other amendments in this group. I support the other amendments but I re-emphasise my point about retrofitting. The other amendments are very specific about new vehicles, but there is potential for dealing positively with older vehicles and I believe that the general tenor of the amendment in my name means that those operators which may have small fleets and less access to large amounts of capital could still manage to improve the quality of the emissions from their vehicles.
Lord Whitty
My Lords, I have two amendments in this group which go in broadly the same direction as that of the noble Baroness and were intended to apply to existing as well as new vehicles. It seems extraordinary to me that the Bill as first drafted does not contain a need to have regard to environmental standards—even through the word “may”. Over recent months there has been increased attention to air quality in our cities and sometimes in our countryside as well; quite rightly, because the health effect and the environmental effect of air quality deterioration, plus the Volkswagen scandal, and so forth, have underlined the need to move more rapidly on all sources of air pollution, in particular in relation to vehicles.
I should declare that I am the current president of Environmental Protection UK, the successor organisation to the National Society for Clean Air; it was the leader of the successful lobby that led to the Clean Air Act 50 years ago this year, which seriously cleaned up visible forms of air pollution and, indeed, many invisible forms as well. We need now to finish the job and we have the technology, both in retrofit, as the noble Baroness has said, and in new standards. Buses may not be a huge component of air pollution but, per person and per trip, they are large contributors if they are not treated or the standards are not met.
I hope that the Minister will take away, if not the wording of any of these amendments, a need to write into the Bill, both in this section and the subsequent section on franchising which my second amendment deals with, that some of the requirements must relate to the environmental standards of the vehicles and the total environmental impact of the fleets of franchisees or contract holders. If it does not, it is a serious omission and a serious lack of joined-up government between the Department for Transport, DECC and Defra when we are trying to tackle both climate change and air pollution. Whatever final form of words we come up with before the Bill leaves this House, this ought to be reflected in both sections of the Bill.
Lord Ahmad of Wimbledon
My Lords, I align myself with much of the sentiment that has been expressed. The noble Lord, Lord Whitty, said that we should be clear in the Bill about reducing emissions and I think that that is a general sentiment we can all share. He referred in a previous discussion to innovation and how we look at technologies and, indeed, the Oyster card. I am sure if it was called the Whitty card we would feel a lot happier travelling on public transport. Perhaps that is a thought for the London mayor to contemplate. He was talked about just now as the next Prime Minister. We are certainly going to have one Prime Minister before that, if not more, from the Conservative side. Let us bear that in mind as the factual reality we have to face.
Coming back to the Bus Services Bill, I understand the aims behind these amendments and I agree totally that buses have a huge part to play in solving some of the country’s air quality problems and, indeed, combating global warming. I further agree that it would be beneficial to local people and our local environments if low-emission technologies were adopted more widely.
Starting with Amendments 9 and 11, the advanced quality partnership scheme allows the local authority to take a judgment on the vehicle specification that is most appropriate on individual corridors. These could be vehicles of no more than a certain age, a type of vehicle that best suits local road conditions or passenger needs, or vehicles that meet certain emissions standards. Provision for local authorities to continue fully to specify the type and standard of vehicle used under the advanced quality partnership scheme is already provided for in new Section 113E(4). This provision would also allow the local authority to specify the emissions standards of the vehicles concerned.
It would not be legally possible for the scheme to set standards for vehicles that are not used on routes covered by the scheme. The environmental performance of vehicles, beyond mandatory requirements, in the deregulated bus market outside partnership or franchising scheme areas or low-emission zones is very much a matter for individual bus operators. In view of this, the amendments submitted by the noble Baroness, Lady Randerson, supported by the noble Lord, Lord Bradshaw, would simply duplicate this existing provision. I hope that with the explanation I have given she will feel able to withdraw and not move her amendments.
Amendments 12, 23 and 88, in the name of the noble Baroness, Lady Jones, would require advanced quality partnership schemes, franchising schemes and enhanced partnership schemes to prescribe the specifications of the low-emission bus scheme. I stress again that the Bill is about devolution—giving local areas a broader suite of tools to enable them to improve local services in a way that suits them. I am concerned that the amendment as drafted may unnecessarily tie the hands of authorities looking to implement franchising, advanced quality partnerships or enhanced partnerships, requiring them to specify higher standards for vehicles than in other parts of the country.
Of course, it is important to note that these higher standards will bring extra costs. In franchising in particular, the authority must, among other things, describe the effects that the proposed scheme is likely to produce and consider whether the scheme is affordable. Requiring a higher standard for vehicles may well bring extra cost to the authority, which may lead it to decide that the scheme is not viable. There would also be a cost implication for operators. Where those standards are necessary, the legislation already allows local authorities to bring them forward. Where they are not necessary, they could end up being provided instead of other benefits for passengers that may be more important to local passengers and politicians.
Amendment 36 would require franchising authorities, as part of their assessment of their proposed franchising scheme, to consider the effects of the proposed scheme on air quality and carbon emissions. I am very sympathetic to the aims of this amendment and hope I can reassure the noble Lord that the Bill as drafted will already require authorities to consider how their proposed franchising scheme will impact on air quality and carbon emissions.
Franchising authorities have to conduct a thorough assessment of their proposed scheme, and then consult. I agree entirely with the sentiment expressed by several noble Lords that air quality and carbon emissions should be two of the areas that are considered by authorities when they are conducting their assessments. I assure noble Lords that we are in the process of developing statutory guidance to complement the provisions in the Bill and to which franchising authorities must have regard, and we will be looking to use that guidance to provide further explanation of how franchising authorities should conduct their assessments of their proposed franchising scheme. That guidance will of course mention the need to assess the impact of the proposed scheme on the air quality of the local area and on the levels of carbon emissions.
There are many ways in which we can encourage authorities and bus operators to utilise lower-emission vehicles. Under the green bus fund, government funding has helped put more than 1,200 low-emission buses on our roads since 2009. Building on that success, the current £30 million low-emission bus scheme should deliver hundreds more such buses over the next three years.
I hope this discussion has persuaded noble Lords that I agree about the importance of encouraging the take-up of low-emission vehicles, but I think there are more effective ways to achieve these aims across the country. On the point that the noble Baroness, Lady Jones, made, I am happy to discuss with her how we could look at drafting amendments—perhaps not to look at things retrospectively but, as we have discussed in meetings outside the Chamber, for future vehicles—to ensure the kinds of standards she asks for. Perhaps we could take some time to discuss how we can move forward on that front. But with those explanations of where we are currently, I hope noble Lords will be minded to withdraw and not move their amendments. I hope my final comment may have at least brought a smile—which it has—to the noble Baroness’s face that we are in listening mode. I agree with the sentiment expressed by many noble Lords that this is an opportunity. We have waited a long time to bring this forward. The legislation is now in front of us and it is up to us to improve it to provide the kinds of services we need around the country.
Baroness Randerson
I am pleased that the Minister is willing to review at least one of the amendments in this group. This is part of future-proofing this Bill. The technology on low-emission vehicles is moving on so fast that if such a requirement is not in the Bill, the Act as it will become will look anachronistic in four or five years’ time. I remind noble Lords that we are seeking to put right problems caused by a transport Act from 1985. Such Acts last a long time and we have to make them fit for the future. I was disappointed that when I read the Bill through I could find only one reference to emissions levels. I might have missed one but I would not have missed many. They were hard to find. That is simply not good enough in 2016. We have to do all that we can to re-emphasise to the industry and to local authorities that we are talking about particularly the health of young children but also the health of the population as a whole. On this occasion I am prepared to withdraw the amendment.
Bus Services Bill [HL]
Baroness Randerson Excerpts(8 years, 6 months ago)
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Baroness Randerson (LD)
My Lords, this has been a comprehensive debate, reflecting the comprehensive briefings we have received from a large number of organisations. I take this opportunity to thank the Minister for the briefing he organised for us.
The debate has reflected the situation in two different worlds: that in London, which has frequent, efficient, affordable services and increasing usage; and that in the rest of the UK, where there is a picture of overall decline over many years, with too often infrequent, unreliable and expensive services, and a confusing picture because people do not know when the bus is likely to turn up. Despite that, there are some islands of good practice to which several noble Lords have referred. Reading and Brighton are examples of places where the services are very good. However, in contrast to that, most areas outside London suffer from poor and declining services. The difference between these two worlds is due to not just deregulation but also the amount of money spent on the services, because London passengers enjoy generous subsidy. Therefore, there is an urgent need for action.
We agree with the general principles of the Bill. The Minister told us that it was an enabling Bill. However, it is enabling only in the legislative sense. Franchising and enhanced partnerships are no magic formula. We agree that local authorities and local transport authorities need more powers, but recent funding cuts mean that in many cases the other essential tool that they need—the money—is missing. The Government need to remember that there is no guarantee of success. There have been two previous attempts to undo the damage of the 1985 Act, by Labour Governments, and neither worked.
We on these Benches welcome the three main areas covered by the Bill. I start with franchising and partnerships. It has been Liberal Democrat policy for many years to campaign for and encourage franchising outside London. We strongly support the devolution of more powers to local authorities, because it is obvious that local authorities are best placed to make decisions on issues such as bus service provision. On open data, it has seemed to me for a long time to be completely anachronistic that you can get virtually no information on buses unless you want buses in London—that information is of course widely available. Outside London, bus information is not available, but you can get very comprehensive information on trains.
In practice, buses outside London are overwhelmingly provided by the big five companies. They rarely compete with each other, and exercise a great deal of power in the market. As my noble friend Lord Shipley said, there is in reality very little competition in most places. It is going to be difficult to deal with that domination and to ensure that it is used constructively. There are many good examples of good companies operating to the best of their ability, but we have to harness that power in the market to the benefit of everyone.
As far as this Bill goes, it is fine and we support it. But in my view and the view of many who have spoken here today, it does not go far enough on key issues. It needs to entrench minimum standards on, for example, issues relating to disability. People have talked not just about wheelchair access but also AV. I ought to declare an interest as someone who has severe hearing loss—the audio announcements are no use to me at all; I need visual announcements if I am going on a new route. The Minister in his opening speech quoted the percentage of provision of facilities such as this, but what about the percentage of those facilities that are actually being used? They are often there on the bus but are not switched on. There is wheelchair access on the vehicle but the driver does not drive into the parking space adequately in order to allow access to the bus. This is where training comes in. Without provisions on driver training, the Bill will not be as effective as it should be. I remind noble Lords that we are well into the 21st century and we should be dealing with this problem effectively.
The Bill also needs to entrench minimum standards on emissions and a number of other environmental issues. Great progress has been made—the big operators especially are investing in a range of green technologies, but their old buses get passed down the line and some of the less good operators are not doing well enough. There needs to be a stimulus to do better. The appalling air quality in some parts of our towns and cities makes step change in this area an imperative for the health of our nation. The buses might be green but the important thing is to ensure that cars are taken off the road, because they are not yet green enough. We therefore need to have good bus services as a viable alternative to the car, to encourage people out of their cars. Local authorities need more powers, for example, to deal with workplace parking levies as an option.
I would also have liked to see—and we will undoubtedly come back to this at later stages—a provision to ensure a standard, England-wide concessionary fare scheme for young people. I have raised this issue in the House on a number of occasions. Young people face a postcode lottery. They now have to stay in school until they are 18 but are not entitled to concessionary fares after they are 16. Therefore, in some areas they are paying full fare. We need to look at this in a long-term way. Young people are the bus passengers of the future. Bus operators are very often aware of this but the Government need to enshrine it in the Bill.
I welcome the provisions on smart ticketing. I am glad to see that LTAs will get greater power. I am very pleased to see the efforts to future-proof the Bill in this regard because technological change is so fast. But I will be keen to test out how these powers will work in practice because I do not believe they are strong enough or that there is sufficient obligation on operators to work together and ensure that smart ticketing will always be available. Smart ticketing is essential to speeding up bus services and therefore encouraging new users. Greener Journeys believes that it can improve journey times by 10%, which is important.
I am disappointed that the Bill does not give local authorities more power to enforce moving traffic regulations. Those powers exist in London. They exist in Cardiff because of the devolution settlement. But there is little incentive for local authorities to invest in improved traffic and bus facilities on their roads. These cost a lot of money, and what is the incentive to spend that money if other drivers are able to flout the regulations and clog up the roads?
Rural bus services face a bleak future. Although there are measures in the Bill to encourage imaginative new solutions such as shared services, without any obligation on local authorities to consider such schemes, these may not have the impact that is vitally needed.
I am disappointed that there are no provisions to strengthen the role of traffic commissioners, who have a very variable record across the country. I am also very concerned that the Bill removes the right of councils to form municipal bus companies. Some of the best bus services in Britain are provided by bus companies still owned at arm’s length by their councils. We should be encouraging the best.
The Bill is skeletal, to put it mildly. We need to see draft regulations. When is the Minister going to be able to show us draft regulations, so that we can see how this will work?
Finally, I have a few quick questions. This is an England-only Bill. What about the cross-border services with Wales? Have there been discussions with the Welsh Government? Are they happy with this? I notice that the borderlands between England and Wales seem to be left in some kind of time warp. Where will the passenger voice fit in? With the powers on franchising initially applying only to mayoral authorities, the devil will be in the detail. What hurdles will other authorities have to jump through to gain those additional powers? I hope that those other authorities will not be forced to move to the mayoral model in order to gain them.
I also have serious concerns about the blocking power the Bill gives in relation to enhanced partnerships and advanced quality partnerships. The Bill says that plans must be supported by a majority of bus operators in the area but I would like to know what the process will be. How will it be measured? For example, in Bedford there is effectively only one operator so if that operator objects, they are by definition the majority. Is it therefore done on size or on the number of companies? How will it work?
We support the principles in the Bill and believe that it could be a much better Bill if it went further and worked harder at entrenching minimum standards.
Bus Services
Baroness Randerson Excerpts(8 years, 7 months ago)
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Baroness Randerson
To ask Her Majesty’s Government what assessment they have made of trends in the provision of bus services in England and the environmental impact of those trends.
Baroness Randerson (LD)
My Lords, it is just over 30 years since the passing of the Transport Act 1985 which deregulated bus services outside London. Since then, local bus passenger journeys outside London have declined by 37%, while in London, where more than half of all bus passenger journeys in England are made, there has been a 105% increase. Sitting here in the centre of our capital city, served by frequent and popular services well funded by Transport for London, it is easy to forget the crisis elsewhere. As we eagerly await the long overdue buses Bill, it is useful to take a look across the country to see what works and what does not, and to evaluate the importance of buses to our economy, our society and our environment. We need also to look ahead, in this time of rapid technological change, to see how we can maximise the benefits that buses can bring, particularly to air quality.
Despite the decline in usage outside London, every day almost 2.5 million people go to work by bus. Bus users make 1.4 billion shopping trips a year. Buses are most important to the vulnerable in society—the poorest, the young, the disabled and the elderly. About half of those in the lowest income group and three-quarters of job seekers have no access to a car. More than half of students are frequent bus users. Concessionary travel for older people has proved that cost is an important factor too, because free travel is immensely popular and has great social benefits. There are problems with the rate of reimbursement to bus companies, but that does not undermine the usefulness of the policy. Indeed, I have recently pressed in this House the need for a similar policy for young people: a standardised system of reduced fares across the country enabling young people to access education and employment, with the added advantage of attracting a new generation on to buses and using them for life. There are compelling environmental reasons for encouraging bus use. Some 15% of global CO2 emissions come from the transport sector. The environmental benefits are greatest in urban areas where the number of passengers per bus is likely to be higher.
Yet despite their importance, bus services face severe cuts. Some 63% of councils in England and Wales have cut bus funding this year and 44% have withdrawn services. Research by the Campaign for Better Transport indicates that subsidies have been reduced by £78 million since 2010 with another £27 million under threat. It likens the situation to the Beeching cuts of the 1960s. The worst hit areas, which make up a long list, include Lincolnshire, Derbyshire, Leicestershire, Somerset, Dorset, West Berkshire, Wiltshire, Hertfordshire, North Yorkshire and Lancashire—I could go on. In Oxfordshire, for instance, the council has said that it is looking to save £4 million by cutting subsidies to more than 100 routes. Some councils have no subsidy left to cut. Luton, Southend, Cardiff, Blackpool and others now spend nothing on supported bus services. Some rural areas have become public transport deserts.
It does not have to be like this. Faced with the same government funding cuts, some local authorities have found imaginative solutions. Others have prioritised buses in their spending, sensibly seeing the huge knock-on problems if services are cut. The Government, too, need to face up to the same issues, and the test of the buses Bill will be whether they take a comprehensive approach to creating bus services fit for the 21st century. The need has never been greater to maintain and expand services and indeed to attract new customers. Severely congested roads, air quality so poor that it breaches EU pollution limits in some places, rural economies struggling to survive, and an ageing population are just a few of the compelling reasons why we need our buses.
Speculation on the contents of the buses Bill has concentrated on devolution of more powers to local authorities and on franchising. I support the idea that local authorities need more powers. However, these are simply mechanisms to encourage the provision of better bus services. Good local authorities, such as Bedford council, already work closely with partners, but there is huge scope for more to be done. I am impressed by local community transport schemes that are inspired and harness local support, for example, in Ealing and Hackney.
In rural areas the number of potential passengers is sometimes too small to justify a full-size bus. Council transport departments should be under an obligation to work with other services, such as hospitals or education services, to make sure that vehicles are used flexibly and do not sit idle for most of the day. We used to have post buses, and I believe there is still one operating in Scotland. Bring back the post bus.
In Wales we have Dial-a-Ride in some areas. Nowadays this needs to be adapted so we can summon up a vehicle with an app. There is a lot we can learn from Uber style of business. There is nothing sacred about the bus as a style of vehicle, as long as the service is safe, reliable, has disabled access, is low cost and has low emissions.
For buses to thrive and not just survive, new passengers have to be attracted. Cost is one of their top priorities. Bus fares in England increased by 61% between 2005 and 2015, while the RPI rose by only 35%. Deregulation has made it more difficult to co-ordinate bus services and fares, but the Government must take the opportunity to impose an obligation on the industry to introduce smart and contactless ticketing to make sure that it is easy to hop from one bus to another, and to ensure that that can be done without paying extra for the privilege. The technology is there and Transport for London has proved it this week. If Liverpool, Yorkshire and south Hampshire can do it, surely it can be done elsewhere. It reduces boarding times, too, which has knock-on benefits to efficiency, congestion and reducing fuel consumption—and hence pollution.
Confused people do not make willing bus passengers. Route branding, which is basically colour coding buses to distinguish different routes—as used in Reading and now in Bristol—makes a big difference. Real-time information on apps and at stops as well as integrated timetabling all make it much easier for passengers, and would be easier to ensure if local authorities get more control. All of them will encourage new passengers. When you get on the bus you have to know where to get off, so both visual and audio announcements are essential, as is proper driver training.
Cold and wet people do not make willing passengers either, so more has to be done to improve facilities at bus stops. There is so much debate about the need to improve facilities at train stations, yet facilities at bus stops are hardly mentioned. At the same time, two-thirds of passenger journeys are made by bus, so there is a crucial need there.
I have great hopes that the buses Bill will tackle the bus service operators grant, which simply subsidises fuel. In 2016 that is a scandal. There must be incentives for operators to reduce fuel consumption and emissions, so the operators grant must be radically rethought. The Green Bus fund, which was introduced under the coalition, has been crucial in getting investment in the latest technology. Lothian Buses and Reading Buses are leading the way. I am off next week to Transport for London to look at electric buses. Hybrid buses are on the cusp of real popularity. Battery technology is advancing fast.
It is essential that the forthcoming Bill places bold environmental obligations on bus operators to invest in ultra low-emission vehicles and to operate as environmentally efficiently as possible. The Government need to follow that up by incentivising them to reduce fuel consumption and hence emissions. The concept of a cross-government connectivity fund has great attraction and I hope the Government will look at that. This is a wide topic. I look forward to the response of the Minister. There are huge issues here in relation to our environment and air pollution, as well as to society and our economy.
Lord Ahmad of Wimbledon
I thank the noble Lord for his support; I serve, of course, at the Prime Minister’s pleasure.
Returning to the important issue before us, I assure all noble Lords that the Government recognise the importance of buses and the role of public transport more generally for both the sustainability and the independence of communities. Let me say from the outset that we understand the importance of affordable, accessible transport for constituents across England and beyond in Wales and Scotland, through devolved Administrations. We recognise the extra pressures placed on local authorities throughout the country to provide services—particularly, as we heard from the noble Lord, Lord Greaves, in more isolated, rural and remote areas.
Transport is not just about levels of public funding, it is about how and where that funding is used. The Government believe that local authorities are best placed to decide what support to provide in response to the needs of their local communities. For example, where commercial operations are not feasible, local authorities have a vital role in supporting bus services. Indeed, around one-fifth of bus mileage in predominately rural authorities is operated under contract to them. That is why the Government devolved £40 million of the £250 million paid in the BSOG bus subsidy to councils outside London last year to support bus services in England, so they can decide for themselves how it is spent. But it is vital that those authorities maximise the return on every penny of the funding they provide. While there is a lot of innovation and hard work done by councils across the country, there is scope to look into more innovative ways.
I congratulate the noble Lord, Lord Greaves, on his re-election and his journey for all of us to the hill town of Colne. The route 95 is now very much part of the Hansard record. He also highlighted the importance of using other available sources of funding, such as Section 106 money to ensure that important routes are retained.
On the issue of public funding more generally, at present £2 billion per annum of public funding for transport services is provided by a number of agencies. For example, there is the bus service operators grant, or BSOG, of £250 million currently, paid by the DfT to bus operators, local authorities and community transport organisations on the basis of fuel burnt. Then there is the local bus services support of £317 million per annum, provided by the DCLG for local authority support of socially necessary bus services. There is home-to-school transport of £1 billion per annum, also provided to local authorities by the DCLG, and the non-emergency patient transport of £150 million per annum, provided by the NHS to individual local clinical commissioning groups.
Baroness Randerson
Would the Minister accept therefore that the statistics that he has given provide a compelling case for a connectivity fund, which involves getting together across government to ensure that that money is used as effectively as possible?
Lord Ahmad of Wimbledon
The noble Baroness may have had sight of my speech in that regard. That is exactly why the Government have launched £7.6 million for the total transport pilot scheme across England, to explore how councils, the NHS and other agencies can work together to commission transport services more effectively, not just to reduce costs but to improve services and avoid duplication of specific commissioned services. Noble Lords may be aware that there are 37 pilot schemes currently halfway through their two-year run, and it is heartening to hear of the enthusiasm with which the participating authorities have taken up that initiative.
I turn to a few of the other sources of transport provision. Community transport in rural areas also requires effective use of all available options, whether it be traditional fixed-route bus services, community buses, dial-a-ride or other types of demand-responsive transport such as taxis. I fully appreciate the role played by community transport operators, which is vital in linking individuals and communities to existing transport networks, work, education, shops and services. With approximately 8 million passenger trips taking place in rural areas, their services both encourage growth and, importantly, reduce isolation. In recognition of the important role that they play, the Government launched a £25 million community minibus fund to help to buy new vehicles for local community transport organisations, with a strong focus on rural areas. This funding will help elderly residents, people with learning and physical disabilities and those who do not have access to a commercial bus service. The noble Baroness raised that concern. I am delighted to say that more than 300 local charities and community groups across England will receive new minibuses through the fund. To date, over £1.3 million of grant funding has been paid to organisations for them to buy their vehicles. I am pleased with the outcome of this fund so far, but we are keen to explore further ways to continue to support the sector.
Noble Lords also, rightly, raised the issue of concessionary travel. The Government are fully aware of the importance of affordable, accessible transport, particularly for older and disabled people. Therefore, I assure the noble Lord, Lord Greaves, that that is why the Government are committed to protecting the national bus travel concession in England, spending over £900 million a year doing so. I know there have been calls for the scheme to be amended in order to mitigate costs. However, the bus pass provides much-needed help for around 10 million of the most vulnerable people in society by providing them with greater freedom and independence and is often a lifeline to their local community. It also brings benefits to the wider economy.
All noble Lords raised the buses Bill. I remember answering a Question about buses in which the buses Bill came up. At that time, I said “watch this space”. All I will say to noble Lords is: watch this space for a shorter period now. I am sure it is just over the horizon. Local decision-making is key, and the Government are committed to devolution and the decentralisation of decision-making. I am therefore pleased to announce that we are currently preparing to introduce our bus services Bill during the next parliamentary Session. The prime focus of the Bill is delivering powers to local authorities for them to make decisions over their local bus services in line with local priorities.
The noble Lord, Lord Rosser, asked about specific provisions. The Bill will be published, and we will have discussions about it. It will introduce new franchising powers and contain stronger arrangements to allow local government to work in partnership with bus operators and local stakeholders. We believe that it will allow bus services to meet the challenges of the 21st century, as the noble Baroness said. We are committed to legislating to provide powers for local authorities to franchise their bus network, subject to agreement from government, but we want to develop a package of measures to ensure that local authorities which do not wish to pursue franchising have the tools to improve their local services.
The noble Lord, Lord Rosser, spoke about smart ticketing outside London. I understand that 93% of all bus journeys outside London are made on vehicles that can accept smart tickets. He made an important point about new rolling stock across the board, which is a valid issue to raise. I raised it in preparation not only for this debate but for the imminent buses Bill. The rolling stock that is made available must be appropriate for use on all networks and must reflect the needs of the 21st century for ticketing, announcements and visual aids, which were mentioned by other noble Lords. They are important contributions to improve the use of buses, their accessibility and smart ticketing.
The environment was rightly raised. Where cleaner, greener buses have operated, we have all recognised the benefits. The technology is still evolving, but I welcome the advances already made, particularly for the future provision of environmentally friendly public transport. The Government are committed to improving the environmental performance of buses. Building on the success of the £88 million green bus fund under the previous coalition Government, the Government are providing £30 million of funding for low-emission buses from 2016. The emissions and air-quality eligibility thresholds of this scheme are even more demanding than those for previous green bus fund rounds. We are also encouraging the take-up of low-carbon buses by paying 6p for every kilometre operated by those buses through the bus service operators grant.
We had some valuable contributions based on a range of experiences. During the passage of the buses Bill in the next Session, I look forward to discussing with noble Lords the importance of improving bus services across our country, but I recognise that there is no single solution that will work everywhere. However, I am confident that our commitment to local transport, as demonstrated by some of the initiatives I have outlined, will continue to encourage local authorities, operators and communities to work in partnership to decide how best to provide access to services for residents.
Transport for London was mentioned. I am sure we acknowledge the efforts made by the previous mayor to improve bus services and all modes of transport in London. I congratulate the new Mayor of London on his successful election. I have already been in discussion with him to see how we can work together for the benefit of Londoners, which is an important part of government and the mayoralty in London. If other mayors come into place under the devolution agenda, central government can work well with them and local authorities to ensure that we provide the best access to services for residents.
I hope I have been able to demonstrate that this Government are committed to maintaining and improving local public transport in all areas. I thank all noble Lords for their contributions to ensuring that we have bus services and networks that work well not only in our cites but for rural villages throughout our country.
Railways: Open Access Applications
Baroness Randerson Excerpts(8 years, 7 months ago)
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Lord Ahmad of Wimbledon
I think we do talk—certainly, the Government are talking—about the success of the railways in terms of where we are now and their future operation. That is why the Government have committed to £38 billion of investment in the rail network, which is the greatest investment since the Victorian age.
Baroness Randerson (LD)
My Lords, under the terms of the east coast franchise, Virgin has agreed to reinstate services to Lincoln. Does the Minister agree that Virgin will be unable to do that if the proposed new open access services are granted and agreed, because they will fill all the spare capacity—all the spare slots available—that Virgin intends to use for the Lincoln services?
Lord Ahmad of Wimbledon
The noble Baroness is quite right to raise open access. That is why my right honourable friend the Secretary of State has written to the ORR to say that we wish to see the recommended changes to the current open access charging structure before the granting of any new open access agreements.
Airport Expansion: Road and Rail Upgrades
Baroness Randerson Excerpts(8 years, 7 months ago)
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Baroness Randerson
To ask Her Majesty’s Government whether, as part of their decision on expansion of airports in the South East, they are considering the figures from Transport for London that upgrades to rail and roads will cost £16 billion more than estimated by Heathrow.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Airports Commission assessed the surface access requirements of each shortlisted scheme as part of its work published in July 2015. Transport for London’s views were considered by the commission as part of this work. The Government have been clear that we expect the promoter of any airport expansion scheme to meet the full cost of any surface access proposals that are required to enable the expansion and from which they will directly benefit.
Baroness Randerson (LD)
My Lords, does the Minister accept that there is a balance to be struck between responsibility for general improvements to London’s transport and those improvements required specifically for Heathrow Airport, if it were decided to expand it? But the striking thing is the dramatic difference between the figures given by Transport for London and the price put on the improvements by the Airports Commission. Do the Government accept that they need to bottom out these figures and the difference between them, and who will be responsible for building new infrastructure, and that they need to do so before they make their decision on airport expansion?
Lord Ahmad of Wimbledon
My Lords, the noble Baroness is right to point out the difference between the figures from TfL and from the commission itself—and indeed the figures that Heathrow Airport itself presented. One thing I would say is that the figures refer to the different content in each proposal, and different timelines.
On her second, more substantive point about who is responsible, the Government’s 2013 aviation policy framework makes it very clear that developers should pay for the costs of upgrading, and that where the scheme has a wider impact and benefit the Government will look at it on a case by case basis.
Airports: London
Baroness Randerson Excerpts(8 years, 8 months ago)
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Lord Ahmad of Wimbledon
My noble friend is quite right to raise the issue of drones. Indeed, there was an incident only yesterday at Heathrow, which has been fully investigated. The pilots have given their full reports, and the details have been reported by the media. Let me assure my noble friend that there already are stringent procedures regarding the use of drones, but the Government are also working very closely with international and domestic partners, including the CAA and BALPA. We are also working closely with our European partners—including leading on EASA’s work in this regard—as to what more can be done in what clearly is an area of expansion.
Baroness Randerson (LD)
My Lords, the Airports Commission recommended establishing an independent aviation noise authority to participate in planning and monitoring airport expansion in the south-east. Can the Minister explain to us what steps the Government have taken towards establishing that authority and, if none have been, why not?
Lord Ahmad of Wimbledon
The noble Baroness is right to point out that one of the findings of the Davies commission was the importance of full community engagement, and that remains part and parcel of government thinking and is very much in the mix. However, the final call on that can be made only once we make the final call on the location of expansion in the south-east.
High Speed Rail (London-West Midlands) Bill
Baroness Randerson Excerpts(8 years, 8 months ago)
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Baroness Randerson (LD)
My Lords, I firmly support HS2. From these Benches, we are supporters of the railways because they are environmentally preferable to the roads, which, as the noble Lord, Lord Liddle, has just pointed out, can be remarkably inefficient. Railways are also very much more environmentally friendly than air travel. It is clear that the existing railway line is at virtually maximum capacity. Squeezing the occasional extra train into the train slots available or adding a few extra seats will not create the extra capacity needed. Some argue that the capacity problem lies with the commuter routes rather than with the long-distance services. However, this argument ignores the fact that a new, long-distance rail line will free up capacity on the existing line, which can then supplement existing commuter services.
There are others who believe that the problem can be solved by upgrades to the existing line, or with double-decker trains. I live in Cardiff and travel on the Great Western line. We are delighted that it is being subject to electrification, but anyone who has suffered the prolonged disruption of that process, with signals being changed, bridges being raised and so on, will realise that it is very disruptive, not just to passengers, but to the communities through which the line travels. I can recommend to your Lordships the alternative route that we are always sent on via Gloucester; it is very beautiful, but I know it far too well.
Forecasts of passenger numbers on the existing line have repeatedly underestimated demand in the case of the potential HS2 route, so we accept the need for a new line. If we are to build a new one we should build it to the highest specifications. I believe we should build to the standards of the future, not the past. As several noble Lords have pointed out, high-speed rail is now the norm. We are lagging internationally and we need to catch up.
So the concept of HS2 has our support and we believe that the economic case for it has underestimated the situation, rather than exaggerated it. But that does not mean that we should be uncritical; we on these Benches are definitely not uncritical cheerleaders for the project. We have serious concerns, shared across the House today, about some aspects of the scheme. My noble friend Lord Bradshaw outlined our doubts about existing plans for Euston, which we believe threaten to disrupt the lives of Camden residents, travellers to Euston station and visitors to that area for almost two decades—a whole generation. As my noble friend explained, we do not think that this level of disruption is necessary. The footprint of Euston station is very generous and there is space that can be utilised there that is not planned to be.
We are also concerned that attention should be paid now to a swift, convenient and weatherproof link between Euston and King’s Cross St Pancras from HS2 to HS1. Only this week the noble Lord, Lord Adonis, and his commission raised the issue of the length of time the Crossrail interchanges with existing infrastructure will take. That sort of problem needs to be avoided when possible in the plans for HS2. That is just one of a number of unanswered questions about HS2 plans. I urge that these problem are resolved now, because, taken together, they could undermine the success of the scheme.
I move on to connectivity, which is a key concern. HS2 and future phases must link well with enhanced services on existing lines, connecting the cities and towns of the Midlands and the north. The Chancellor has made much of the northern powerhouse project, but it will not succeed on the basis of HS2 alone. The bread-and-butter, daily commuting from one town or city to another is essential. It has to be easier and quicker than it is now in the Midlands and the north. The Government must commit to that additional investment and get on with it, as my noble friend Lord Glasgow said. HS2 cannot be allowed to suck in all capital investment. There must instead be a stimulation of additional investment as a result of HS2. To have good connectivity, we must have compatibility. The trains must be classic-compatible, as my noble friend Lord Bradshaw said.
I turn to finance. The figures are eye-wateringly large. That does not deter our support; they are to be taken over decades rather than years, and the process of building the new line and stations will create jobs, skills and regeneration, and be of lasting benefit to the economy. Our country’s economy has for many decades been held back by inadequate infrastructure and Governments lacking the foresight or political courage to commit to long-term investment on an ambitious scale. However, there has been cross-party support for this project. Labour, Liberal Democrat and Conservative Ministers have consecutively supported and endorsed this project. Yet we still need to ensure that the money is well spent and that the project delivers on the promises made. Good cost control and project management will be fundamental. How do the Government intend to sharpen up HS2’s approach so that it performs as well as Crossrail in this regard?
It is inevitable with any major infrastructure project such as this that there will be objections to the detail. The line will run near someone’s home—or indeed it will not—or stations will not be nearby, or it will intrude on areas of great beauty or environmental value. It is important that those arguments are heard and that we take them seriously. I hope that some of the fears expressed in the petitions prove unfounded or can be dealt with by HS2 Ltd. The Select Committee in the other place dealt with these aspects in detail and addressed the concerns of many but there is more to be done. I remain concerned that some areas will be disrupted by construction for years but may not be properly compensated for that.
A number of major issues were not resolved in the Select Committee report from the other place. For instance, there is Euston, which the Select Committee dealt with at the end of its deliberations. I support the sentiments behind the Motion of the noble Lord, Lord Berkeley, stipulating that the Lords Select Committee should start with Euston to redress the balance of attention, if we can put it that way. I am told that there would be a problem with that from the point of view of Camden Council because it will be waiting for a report from the Government. However, the Select Committee must find a way to address the issue of ensuring that enough attention is given to the Euston area.
A scheme as technically complex as HS2 also requires expert advice to be available to the Select Committee. I am told that there is no precedent for this. While our procedures have existed for a long time, as the noble Lord, Lord Young, pointed out, they need perhaps to adapt. This is a very modern and technically complex Bill. The Select Committee needs to find a way to get expert advice on this complex set of issues.
We will soon appoint the Select Committee. I wish its members well. They will have a very onerous but absolutely vital task if this project is to be successful. The sooner HS2 is built the better. From these Benches, we remain firm but critical friends of the scheme, which I hope marks a step change in our country’s approach to major and ambitious infrastructure projects.
Buses: Concessionary Fares
Baroness Randerson Excerpts(8 years, 8 months ago)
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Baroness Randerson
To ask Her Majesty’s Government whether they plan to introduce a standard system of concessionary fares for young people travelling by bus in England.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Government have no current plans to introduce a standard system of concessionary fares for young people travelling by bus in England. However, I take this opportunity to reiterate the Government’s continued commitment to protect the free bus pass.
Baroness Randerson (LD)
My Lords, young people are twice as likely as the rest of us to rely on buses. They use them to access education and work. Some councils and bus companies provide concessions, but the situation is very patchy. Does the Minister agree that we should provide all young people with a standard entitlement to reduced fares, along the lines used in Wales as a result of Liberal Democrat influence? Given that concessions to older people have proved very popular, as the Minister will know, is it not time that we played fair by young people by giving them a similar scheme?
Lord Ahmad of Wimbledon
First, I am fully aware of the scheme in Wales. For the record—I am sure the noble Baroness acknowledges this—it is both a Liberal Democrat and a Labour initiative in Wales. We are always magnanimous from the Dispatch Box.
Coming to the more central point, the noble Baroness is quite right to raise the issue of young people’s travel. I appreciate the challenges that she has put into context. Across England, there are about 89 concessionary travel programmes outside London, of which about 22 currently practise young people’s schemes. We look to ensure that good practice is shared; at the moment, as I said, no plans are being made for statutory provision across the country.
Severn Crossings: Tolls
Baroness Randerson Excerpts(8 years, 9 months ago)
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Lord Ahmad of Wimbledon
This is not a tax on Wales. As the noble Lord is well aware, it goes towards the running and maintenance of the bridge. As I have already indicated, at the end of the concessionary period the Government will review their position to ensure that, as the noble Lord rightly points out, this is a gateway to Wales. My right honourable friend the Chancellor indicated at last year’s Budget that, at the end of the concessionary period, for example, VAT will no longer apply and vans helping small and medium-sized enterprises will be charged the same toll as cars. That is an indication of the Government’s belief in encouraging the gateway to Wales.
Baroness Randerson (LD)
My Lords, Owens Logistics is a distribution business and a major employer in Llanelli. It spends £380,000 a year on tolls at £20 a time just for crossing the Severn Bridge. Can the Minister tell us what message this sends to similar businesses looking to do business in Wales?
Lord Ahmad of Wimbledon
My Lords, I have just said—I am sure that the noble Baroness heard my previous answer—that the Government are looking to assist small and medium-sized enterprises in that regard. When the concessionary period comes to end, we will review the tolling procedure and will work hand in glove with the Welsh Government to ensure that an effective tolling regime applies on the bridge. However, I remind noble Lords that, even at the end of the concessionary period, £63 million will still be owing to the UK taxpayer, and it is therefore right that we look to ensure that we recover that cost.
Airports: Expansion
Baroness Randerson Excerpts(8 years, 9 months ago)
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Lord Ahmad of Wimbledon
My noble friend makes a very valid point. This Government have been very clear that we have accepted the principle of expansion in the south-east, and we are committed to that. In summer this year we will report back on the important environmental considerations, which must be considered as part of this important decision.
Baroness Randerson (LD)
Is the Minister aware that 69% of pre-orders for new planes are for so-called hub-busting models? In the light of this, does he still think that Britain needs a new hub airport, or is the hub model rapidly becoming yesterday’s plan?
Lord Ahmad of Wimbledon
Not only does Britain need a hub airport, Britain has hub airports and they play an important part in aviation capacity around the world. In terms of orders for planes, it is really for airlines themselves to decide on a commercial basis what type of aircraft they require.