Public Transport in Towns and Cities
Baroness Taylor of Stevenage Excerpts(1 year, 1 month ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, I too thank the noble Lord, Lord Moylan, his predecessor, the noble Baroness, Lady Neville-Rolfe, and the members of the Built Environment Committee for their thorough, detailed and evidence-based review of the current context of public transport in our towns and cities. This review comes at a critical time for public transport, as we consider considerable changes to travel patterns as we emerge from the Covid pandemic. I also thank the Institution of Civil Engineers, mentioned by the noble Earl, Lord Lytton, for its helpful briefing, and our Library, which, as ever, provided a succinct and relevant briefing.
I grew up in a planned new town with 45 kilometres of cycleway infrastructure, which I know many towns would give their eye teeth for, and the then council-owned SuperBus service, which disappeared with privatisation. I consider it a very fortunate, good model of transport. In considering this subject, we must always be extremely careful not to underestimate the vital importance of all aspects of public transport. A notable statistic that stood out for me was the National Audit Office’s conclusion that bus services alone affect the performance of two-thirds of government departments. I would go so far as to say that public transport is a key pillar of levelling up, sitting alongside jobs and skills, housing, health, education, community safety and climate change.
The noble Lord, Lord Moylan, referred to the contribution that good bus services have made in London to social mobility and the economy. As he said, nearly two-thirds of all journeys on public transport are by bus. Yet, as the Campaign for Better Transport points out, bus miles have declined by 27% since the pandemic, with over 5,000 routes lost. The Select Committee sets out clearly in its report that when the pandemic support funding ends—I appreciate that the cliff edge has been moved to June; that was greatly appreciated—we could see even further reductions of 20% in bus services. As the poorest 20% of households make three times as many trips by bus as the richest 20%, this could have a further devastating impact on levelling up. If you take a job or college place based on being able to access it by bus, and then that bus service is cut, your access to that opportunity is severed. These points were referred to by the noble Lords, Lord Berkeley and Lord Carrington, and the noble Baroness, Lady Fox, gave another worrying example of their impact.
There can be no doubt that the hollowing out of local government funding over successive years since 2010 has inflicted deep and lasting damage on the provision of effective and efficient public transport for our communities. With un-ringfenced budgets, the pressures on adult care and children’s services are overwhelming local authority budgets, resulting in cuts to areas such as transport subsidies. As has been debated this afternoon, funding for transport is at best contradictory and, at worst, chaotic and wasteful.
My noble friend Lord Grocott referred to issues around “London versus the rest”. I also wanted to mention the importance of differentiating between towns and cities in relation to public transport, not to mention interconnectivity with rural areas. Towns can feel like the Cinderella of public transport systems; they miss out on competitive funding pots because their local authorities do not have the resources to put bids together and, in two-tier areas, they have to compete with surrounding districts for funding. The prospect of London-style public transport—even Manchester-style public transport would be quite good—can seem like a distant dream in our towns, where services are infrequent, unreliable and expensive, or in rural areas, where they are non-existent. Even creative solutions such as demand-responsive transport can flounder because of over-demand and congestion.
It is clear from the report that changing public transport needs post pandemic need radically new thinking and approaches. Our services are geared to nine-to-five weekday commuting, when the whole pattern of working and leisure travel has changed. In truth, this was starting to happen before Covid, but it has accelerated considerably. The Institution of Civil Engineers points out the importance of data gathering and analysis post Covid; these points are examined in detail in the report. I am interested to hear the Minister’s response on how this is being undertaken by the DfT and whether she yet has any sense of how long it will be before a settled, post-pandemic picture of public transport use emerges.
It is impossible to do justice to such a comprehensive report in a few minutes, so I will focus on passenger experience, funding and devolution. With the complex systems and structures around public transport provision in the UK, it is all too easy for the passenger experience to get lost. Although bus service improvement plans are a step in the right direction, what reassurance is there of robust bus user consultation processes? The same applies to train and other public transport modes. Too often, it seems to be left to passengers to form their own pressure groups to drive the changes that they want to see.
In my local community people tell me that, although they would like very frequent services, they would much rather have a sharp focus on reliability and travel information that they can rely on and—as the noble Lord, Lord Carrington, referred to—affordable and stable fares, transport systems that connect with each other and with walking and cycling routes, and to feel safe. I have some experience of this, having just finished the production of a bus interchange that links in with cycling. The railway station has covered waiting accommodation, Changing Places-type toilets and other facilities linking with mobility scooters to get people around once they get to the bus station. Can the Minister comment on how close we are to an integrated transport strategy? Could that help enable the data sharing needed to provide good passenger travel information?
I was particularly pleased to see the issue of safety being taken very seriously by the Select Committee, a point highlighted by the noble Baroness, Lady Eaton. Changing work and leisure patterns mean that public transport is often needed in the evenings, and the combination of unreliable services, stations, stops and interchanges that do not feel safe and the fact that many local authorities have decided for budget reasons to turn off street lights at night all mitigate against women and other vulnerable users feeling safe to use public transport.
The ambition to bring local transport systems
“significantly closer to the standards of London”
is laudable if somewhat incomprehensible to those who live in rural areas that may have scarce or non-existent public transport. Nevertheless, let us be optimistic. If improvements are to be made, it will require a herculean effort of disentangling the complexities of funding and the disparities mentioned by the noble Lord, Lord Grocott.
The Select Committee is right to set out the key challenges. They include evaluation of the investment in capital schemes, on which the committee had some very interesting evidence from Professor Preston, who discussed the issues of social cost benefits of transport schemes relating to public health, environment, access to jobs and skills, and quoted a KPMG study showing a 3:1 social benefit over cost. There is the further cliff edge for support for bus services funding, now extended to June 2023, but can the Minister elaborate further on what will happen after that? Then there is the competitive bidding process for funding, which disadvantages those areas most in need of stable, sustainable public transport.
There is also the failure to deliver less than half of the £3 billion that local authorities were expecting for bus service improvement plans. I have seen the table setting out the combined total, but that does not help the local authorities that wanted to be ambitious with their improvement plans or those that got no funding at all. Encouraging local authorities to bid for levelling-up funds for public transport just exchanges one competitive funding pot with another. Can the Minister comment on how the DfT will respond to the Select Committee’s recommendation that it should switch from funding pots—or bidding bingo, as I prefer to call it—to provision in block grants, mentioned by the noble Lord, Lord Shipley, and others? I note that we are told that we may see a paper on this later this year, but it is pretty urgent that we get on with that.
On the point about concessionary fares, which was raised by noble Lords this afternoon, I am afraid that I disagree with the noble Lord, Lord Moylan. The fantastic contribution that concessionary fares make to well-being for those who benefit is remarkable. I hope that the Minister will confirm that it is not the intention of the Government to use this method to fill the funding gap.
Lastly, on devolution—for which I am a passionate advocate, as many noble Lords will know—the Levelling-up and Regeneration Bill going through your Lordships’ House has the opportunity and the potential to ensure that the Select Committee’s key recommendation on effective integration of land use and transport planning can be realised. In fact, we will be discussing some of these issues tomorrow in Committee. As Manchester has been able to go further with this than other local authorities, it was interesting to read Andy Burnham’s evidence to the Select Committee. In advocating franchising, he pointed out that his case was strengthened
“because large subsidies are being paid at the moment to various operators in the deregulated model”,
which, in his view,
“delivers very limited returns for the public”.
He also asked whether public operators would be allowed to take part in the franchising schemes as well. I am interested in the Minister’s view on that.
I look forward to the Minister’s responses to all the points made this afternoon. It is absolutely right that we should link transport planning with local plans. There are some difficulties with that, particularly in two-tier areas, but we work together and co-operate well on issues like that. We may need to articulate that in debates on the Levelling Up and Regeneration Bill. I am grateful to the noble Earl, Lord Lytton, and the noble Lords, Lord Haselhurst and Lord Shipley, the noble Baroness, Lady Eaton, and the noble Lords, Lord Best and Lord Faulkner, for their very strong advocacy of that system.
We cannot all live in Paris, which we heard about earlier, although some of us might not be averse to that—I certainly would not, but it is important that we have accessible, reliable and safe transport networks, which are essential to help us to achieve our long-term strategic objectives. Decarbonising the economy is not the least of those, but there are also the sustainable development goals. If the recommendations of this report are implemented, they will take us some way towards that, and I look forward to hearing the responses from the Minister.
Bus Services
Baroness Taylor of Stevenage Excerpts(1 year, 1 month ago)
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Baroness Taylor of Stevenage
To ask His Majesty’s Government what assessment they have made of trends in the provision of bus services in England since 2019.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, Covid-19 resulted in significant reductions to passenger numbers and bus service levels. To mitigate that, the Government have provided over £2 billion in emergency and recovery funding to keep vital bus services running. On 9 February we announced a further extension of that support until 30 June. As a result, bus service provision in England outside London remained at over 85% of pre-Covid levels in 2021-22.
Baroness Taylor of Stevenage (Lab)
My Lords, last week two separate zero-emission buses projects, in Milton Keynes and Stevenage, collapsed when the private sector partner, Arriva, pulled out, saying it was because passenger numbers had not recovered after the pandemic. What specific assessment have the Government done of the reasons for the 18% drop in passenger numbers since the pandemic? What more can be done to encourage the private sector to participate in these zero-emission pilots?
Baroness Vere of Norbiton (Con)
My Lords, it is very disappointing that Arriva decided it was no longer willing to take part in those projects. Other bus operators are taking part in projects elsewhere in the country, and indeed Arriva itself is still participating in other separate zero-emission buses projects. Essentially, we very much hope that it will come back to the table once, and if, passenger numbers increase.
The reduction in passenger numbers is related to changes to concessionary travel and to people going to work and working from home. We believe that we have stabilised at this point, and now we look forward to bussing back better.
Avanti West Coast
Baroness Taylor of Stevenage Excerpts(1 year, 1 month ago)
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Baroness Vere of Norbiton (Con)
The current contract for TransPennine Express comes to an end on 28 May. It too is under a recovery plan, but TransPennine Express and Avanti have one thing in common that no other train operating company shares: they have suffered the immediate and simultaneous withdrawal of rest-day working by the trade unions. That has had an enormous impact on their services. It is worth bearing in mind that no other train operating company has had that.
Baroness Taylor of Stevenage (Lab)
My Lords, it is disappointing to hear the Minister again blaming the workforce for the problems of Avanti. Rail passengers in the north-west and Wales will have greeted the six-month extension to Avanti’s contract with incredulity. Over the past six months it has broken records for delays and cancellations yet, astonishingly, earlier this week the Times reported that the Government could offer Avanti a further 10-year extension at the end of this six-month extension. Can the Minister please now rule this out?
Baroness Vere of Norbiton (Con)
I am absolutely not blaming the workforce here. I have never said that I was, but the noble Baroness will be unsurprised to hear that I am putting a little blame at the door of the trade unions. On the process for the next round of contracts for the west coast—because there will have to be a contract—the publication of the 10-year period was a statutory notice. Should it go to Avanti, the six-month contracts would be taken off it. Should it go to another operator, it might be for up to 10 years. The noble Baroness should not read too much into it; it could be any period up to 10 years.
Rail Services
Baroness Taylor of Stevenage Excerpts(1 year, 2 months ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, I will start on a positive note—I like to do that—by saying that we welcome the successful negotiations with Network Rail, although all those who regularly travel by train, as I do every day, will wish that this had happened 10 months ago to avoid all the misery inflicted on both the staff involved and the passengers.
I wonder whether the Secretary of State and the Minister have any idea of the incredulity with which yesterday’s announcement of the extension of the Avanti contract for a further six months was greeted by residents, businesses and community leaders all along the route of Avanti West Coast. This is a company that has flouted all attempts to improve services, has treated its passengers with contempt and has left those working tirelessly to improve the economy in those parts of our country despairing of ever having the public transport system they need.
Last chances are all well and good when applied to a naughty toddler who has crayoned on the bathroom wall or a teenager who has stayed out too late. When they are given to a company that has done its best to wreck the economy of large swathes of our country and disrupt the lives and livelihoods of millions of passengers, it is intolerable.
To hear the Minister speak yesterday of improvements in the service would, I am sure, have been excruciating for those who have to use Avanti services regularly. Even under the intense focus and scrutiny of a government improvement plan, those trying to get to work, school or college and to carry out their businesses are still faced with a barrage of late trains and cancellations. Avanti West Coast has had the highest number of trains more than 15 minutes late and the worst single month of cancellations ever—worse even than in August, at the height of the chaos, and worse than during the pandemic. And we still see the number of trains arriving on time falling, with only one-third meeting their scheduled arrival time. So I ask the Minister why this incompetence has been rewarded with a further six-month contract and how much worse services have to get before the Government act.
Just what message does this send to people and businesses, let alone potential investors, about the Government’s commitment to levelling up? Your Lordships have spent many hours discussing the levelling-up Bill in this House in recent weeks, but for people out there, actions speak so much louder than words, and the Government’s complacency about the long-term and chronic failure of railway services to the north, the north-west and Wales does nothing to convince them that there is any real commitment to levelling up at all.
Because it is not just Avanti that is failing. Consider the consistent deficiencies that passengers of TransPennine have had to endure. These go back at least to when my son was at university in Preston over 20 years ago, when a weekend visit to him would become an endurance test. Yesterday, for example, more than 35 services were cancelled on TransPennine. There really are no adequate excuses for this continuing debacle. Will the Minister press her colleagues in the department to end this indefensible shambles for good in May by not extending the TransPennine contract?
All we hear from the rail companies are attempts to blame the trade unions and the workforce for issues that quite clearly sit right at the top, with management and with Ministers. There were 4,100 cancelled services last month, on top of 17,800 fewer services altogether. Surely, the Minister can understand that rail passengers of Avanti and TransPennine have had enough. Why would she and the Government want to put them through another six months of chaos by extending this contract? Why, in spite of Avanti having the most complaints of any operator in 2021-22, did the Government sanction a £12 million dividend for Avanti shareholders and £4 million of taxpayers’ money being paid in bonuses to company executives? Surely it is the passengers, who are being failed so badly, that need compensation.
Even when the trains do run, the service for passengers is woeful. My noble friend Lady Hayman of Ullock travels here from Cumbria every week and often finds there are no catering facilities at all on trains for a journey of some six hours. We hear other reports of mouldy food and locked toilets on these lines. The provision and support for passengers with disabilities is often woeful. The passengers really do seem to be the very last consideration of these failing companies.
To turbocharge our economy and to encourage the use of public transport, which could then transform our ambition to achieve net-zero emissions, we need railways that are efficient, trusted, reliable and affordable. Not one of those adjectives applies to Avanti West Coast or TransPennine, yet the Government shrug their shoulders and push decisions back into the railway sidings for another day. They hold on to this broken railway system for their own ideological reasons, presumably believing that competition will always serve passengers best and deliver lower fares: neither of these is the case. In some circumstances, it is cheaper to buy a return air ticket to Berlin than to travel to Wales on the train from London.
If the Government cannot or will not make the vital decisions on public transport that we need for passengers, for our economy, for the environment and for levelling up, then they should step aside. Labour will end the fractured, fragmented system which is failing passengers, communities and businesses, and put them back at the heart of a public transport system that works for everyone. At the moment, it is very clear that while this Government are in charge, the railways will stay broken.
Baroness Randerson (LD)
My Lords, this Statement sums up the mess our infrastructure has become under a succession of Conservative Governments. I agree with the Government on a couple of points: I welcome progress in resolving strike action, so far as it has occurred. That has been allowed to drift on for far too long and was indeed stoked by the previous Secretary of State. It has badly damaged trust in railway services just when recovery from the impact of the pandemic should have been crucial. I also agree that discussions on who owns the railways is irrelevant, because the Government have effectively nationalised them and taken responsibility. That is the important thing: the Government have taken responsibility for how the railways are run.
However, turning to the rest of the Statement, I have some major points of difference. First, awarding Avanti a six-month extension is an extraordinary decision, and I mean that in the proper sense of that term. FirstGroup has failed in this franchise and continues to fail with TransPennine Express. Other train operating companies have faced exactly the same pressures—Covid, weather, strikes—but by better management and decision-making, they have more effectively minimised the impact on customers. So my first question is: how badly does FirstGroup have to do to lose either of these franchises? Because they are truly being rewarded for failure.
The improvements that the Government cite at Avanti seem very recent and very insubstantial. My question is: there have been months of past poor service; will Avanti or its shareholders face any financial penalties for poor service, repeated cancellations, late running and systematically misleading the public and the Government about cancellation rates by cancelling late on the night before? Another question refers to the 100 extra drivers that the Government cite. Can the Minister give us a view as to whether that is enough in the Government’s eyes? How long will it take to train those drivers?
Reference is also made to a new discounted ticket scheme on some routes. What proportion of routes will have this new discounted scheme? I remind the Minister that what passengers want is to be able to book ahead, because advance fares are cheaper, and they want to be able to book ahead on all routes. When will they be able to do this? Have the Government just handed Avanti another golden cheque, or are there some useful conditions to this funding? I recall that Transport for London has very stringent conditions attached to its funding. What are the stringent conditions attached to the funding of Avanti for the next few months? While we are talking about railways, is it true, as is reported in the Daily Telegraph today, that the Government are about to announce a reduction in passenger rights to delay repay compensation? If that is true, it really is adding insult to injury.
Finally, the Statement looks vaguely at the issue of reform, which is, of course, long overdue. There is a great deal of consensus on the issue of reform, so when can we expect legislation on it? The Government have repeatedly told us that simplification of ticketing is just around the corner and that it does not need legislation, so I ask the Minister when we can expect to see it happen.
Baroness Vere of Norbiton (Con)
I am very happy to discuss what I know about it. Obviously, bonus payments are a matter for the companies themselves. They are not authorised by DfT or anything like that; it is a matter for the companies. There is often this thing about—and I think the noble Baroness referred to it—dividends, and I think it was £12 million. I cannot attest as to whether that £12 million is right or not, but I know that dividends that were agreed quite some time ago relate to a period from pre-Covid. Noble Lords may or may not be aware that the independent evaluation of the different rail contracts has been published only up to September 2021. There is still some more information to come; there is always a lag. Sometimes people say, “You are rewarding for failure.” No, that would be for a period that is not the current period; it would be for a period that was quite some time ago, because we, quite rightly given the complexities of the railway system, take the time for independent people to evaluate by the different criteria that are clearly set out, the different reasons why delays happen, why cancellations happen or why a company may or may not be performing as it should. Of course, we publish those things, but there is always a delay. Therefore, the money might not match up with the period that we are currently in. That is always important to remember.
Baroness Taylor of Stevenage (Lab)
Can the Minister kindly clarify the bonus situation? If she cannot clarify it now, then I will be happy to receive her response in writing. Which period do those bonusses cover? I am sorry, I have given my speech to Hansard, but more than £4 million in bonuses was given to senior managers. I am sure that the Minister will understand that, in these very difficult times for rail passengers, for them to see senior executives in that company rewarded with very significant financial bonuses really goes against the grain. Therefore, I would be most grateful to know what period those bonuses cover.
Baroness Vere of Norbiton (Con)
I will put that in writing. I have some data here on executive bonuses. The total amount for the executive team for the financial year to 31 March 2021—a little while ago, which obviously covers a prior period—was £279,059. For the executive team, the Virgin Trains bit, it was more, at £2.5 million, but that of course related to a period a long time previously. The following year, total bonuses were £461,000.
I want to put on record that 20% of train drivers earn over £70,000 a year. I am not necessarily comparing the two, but this focus on bonuses for senior executives sometimes means that we do not look at what has happened to train drivers’ pay, which has gone up by more than the average over 10 years. As I say, 20% of them earn over £70,000 a year.
Baroness Vere of Norbiton (Con)
I dispute that it appears to the public that not much is happening. I believe that the travelling public will have noticed the significant improvement in the train services. On the point made by the noble Baroness, there are milestones in the recovery plan that need to be hit relating to driver training, recruitment and cancellations. All these things will be set out in great detail in the recovery plan, which will be scrutinised by the Rail Minister and his officials.
It should also be remembered that this is a private company and it will be managing its recovery plan from the operational side without the dead hand of government fiddling with it, because we should not—that is not our job. We are just there to provide the oversight and scrutiny to ensure that the recovery plan is going to plan.
Baroness Taylor of Stevenage (Lab)
I respectfully ask the Minister, rather than waiting until October when we might be back here having another discussion about this issue, if we could have some kind of interim update before then. Presumably, the issue of TPE will come up in May, just before the contract expires, but it would be helpful to know at some point how the improvement plan for Avanti is going, rather than waiting until October.
I agree with my noble friend Lord Kennedy that, although we heard about improvements yesterday from the Minister, when you listen to passengers—whether that is noble Lords or people outside—or look on social media, their constant concern is that lives and businesses continue to be disrupted. I am interested to know if we could have an interim update, so that we can at least know that the improvement plan is going in the right direction and that the phasing of the employment, training and so on of the 100 drivers the noble Baroness, Lady Randerson, referred to is going to plan, because presumably, that would greatly assist the situation. If we could have some kind of interim update before we are back here October, with the Government telling us whether they have decided that the contract can be awarded, that would be extremely helpful.
Baroness Vere of Norbiton (Con)
The noble Baroness is of course in an extremely privileged position in that she can table Oral Questions or ask me Parliamentary Written Questions whenever she likes. I would be happy to answer those. I am sure that over the period, we will be back in your Lordships’ House to discuss Avanti; indeed, I believe there is a topical Oral Question on Thursday. I am not expecting that I will have anything at all different to say by then, but perhaps we can have a rehash of where we are.
Every now and again I have a little look at Avanti on social media, and things are much quieter than they used to be. What I see much more of now is the disruption caused by the strikes.
Seafarers’ Wages Bill [HL]
Baroness Taylor of Stevenage Excerpts(1 year, 2 months ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, I am very pleased to support the Motion before the House today in the name of the Minister. The action taken by P&O Ferries was a national scandal which should have marked a line in the sand, and any attempt to prevent a repeat of such events will always be welcome. On that basis, we have supported the limited measures in the Bill, but given the limited scope of this legislation, my noble friend Lord Tunnicliffe and others also called for broader measures beyond wages.
The wider issues, including roster patterns, wages and pensions, have yet to be addressed, and I hope the House will soon see further legislation to deliver these. It would also be helpful to know how those responsible for such exploitative practices can be brought to justice, and there are still serious health and safety concerns regarding the working conditions of seafarers. We also have to consider the much wider problem of fire and rehire—another favourite of exploitative employers—but I am sure that is for another Bill on another day.
However, as much as I am disappointed that many of these problems remain, I am pleased that the Government have now introduced amendments, as set out in detail by the Minister, on issues which required clarification. These new amendments, including in relation to tariffs, fines, surcharges, the information that a harbour authority can request from an operator and the introduction of relevant offences, each have our support. It is important as well that it is not the harbour authority that sets the charge, as this raised a number of issues. We agree that spending money on seafarers is appropriate and right, and I am interested in the Minister’s answer to the question from the noble Baroness, Lady Scott.
I will finish by expressing how grateful I am that the noble Baroness, Lady Vere of Norbiton, has engaged with the House throughout the passage of the Bill. I thank her for her time in a meeting to explain progress on the Bill on my second day as transport spokesperson, and for her patience in answering all my questions. I thank the noble Baroness, Lady Scott, for her involvement and contribution to the Bill. I thank the trade unions for continuing to champion the cause of seafarers and my noble friends on the Front Bench, particularly my noble friend Lord Tunnicliffe for his personal support and for bringing his encyclopaedic knowledge to bear during the passage of the Bill. I hope the House will share our support for the Bill.
Bus Industry Support
Baroness Taylor of Stevenage Excerpts(1 year, 2 months ago)
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Baroness Vere of Norbiton (Con)
I can absolutely say that the bus service operators grant will be reformed; reforms will be laid out later this year for consultation. On supporting services, we absolutely accept that we need to do what we can to provide a sustainable network which is fit for the future. That is why we have extended the funding and why we have the £2 bus fare cap. We need to evaluate that funding and the fare support to see what they have done to patronage.
Baroness Taylor of Stevenage (Lab)
My Lords, plans for a fantastic new zero-emission bus fleet in Stevenage and Milton Keynes, known as the ZEBRA project, came crashing down last week when private sector partner Arriva pulled out. Twice as many people use buses than trains, but buses need to be reliable to increase use, otherwise a vicious circle is created where passengers will not use them and operators will not run them. A new system giving communities a say on routes and fares is desperately needed. Will the Minister therefore produce the much-delayed bus strategy without any further delay and bring forward legislation, as my noble friend Lord Berkeley said, to devolve these powers across England?
Baroness Vere of Norbiton (Con)
I am not entirely aware of the strategy that the noble Baroness is talking about. We have a bus strategy and we absolutely stand by that strategy. We think that the elements within it work, but what we are dealing with at the moment—as indeed are many other transport modes—is a significant reduction in patronage. We therefore need to think about how we get the best value for money with the support that we can give, while also encouraging local transport operators to play their part.
Northern Ireland and Great Britain: Regional Connectivity
Baroness Taylor of Stevenage Excerpts(1 year, 2 months ago)
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Baroness Vere of Norbiton (Con)
Any expansion at Heathrow is of course a matter for the airport itself; it is a private company and will be making the decision as to whether to expand. However, there are many London airports. I was at Luton only last week, where a brand new train service operates directly into the airport, which means that Luton will be 30 minutes away from central London. There is a lot of opportunity around London and, of course, we would like regional airlines to make the most of it.
Baroness Taylor of Stevenage (Lab)
My Lords, I am very pleased to see the Minister in her place today, and after the HS2 Question on Friday, I expect the noble Lord, Lord Davies, is too. The collapse of Flybe in January was devastating news for staff as well as the wider supply chain and those employed in industries reliant on its transport links. What steps are the Government taking to encourage further investment in Northern Ireland? Are they working with other operators to unlock new opportunities? What further work has been done to reduce the inequalities that domestic airlines face when paying double air passenger duty?
Baroness Vere of Norbiton (Con)
As the noble Baroness will be aware, the Government announced a reduction in domestic air passenger duty. That comes into force from April 2023—next month—and will be a 50% cut in domestic air passenger duty. As I explained, we work with many of the regional airlines to consider regional connectivity. We will be looking at what we can do around slots but, as I said, services to Northern Ireland in particular are pretty much back to where they were in 2019.