Transport: Zero-emission Vehicles, Drivers and HS2

Debate between Baroness Taylor of Stevenage and Baroness Randerson

Tuesday 17th October 2023 Lords Chamber

[Baroness Taylor of Stevenage (Lab)]

My Lords, this government announcement on the scrapping of HS2 was the cancellation of Europe’s largest infrastructure project. The announcement was made outside of Parliament just a few days after we had gone into recess. There is no other way to describe this than that it shows utter contempt for Parliament and for those affected by the decision.

This announcement was made in Manchester about the infrastructure project that was designed to support levelling up for—guess where?—Manchester. That shows contempt for the people of that city. The announcement was made without consultation with the elected mayors and council leaders of any of the areas affected; they too were treated with contempt. The announcement was made in spite of the lives already disrupted by the progress of HS2: the owners of farms, homes and businesses where the hurt and harm had already been done—all of them treated with contempt. The announcement was made in spite of disruption to families and businesses at Euston, who now face the prospect of a black hole where the interchange should have been. They too were treated with contempt.

But the greatest contempt from this Government, in all of this sorry tale, has been their contempt for the British people: a high-speed railway line from London to Manchester that goes to neither central London nor Manchester; a decision taken but denied for days, in spite of the fact that the video recording of the announcement had already been made in Downing Street days before the Prime Minister’s visit to Manchester; a list of alternative schemes on which the funding would be spent, which appear to have been cobbled together on the back of a fag packet, and 85% of which were schemes already delivered, some many years ago, non-existent schemes or jack-in-the-box schemes such as Bradford railway station, which pop up every time a Minister needs to make an announcement only to disappoint communities again when they get pushed back inside the box and re-cancelled.

Then, there is the funding wasted. Seriously, the Government must think the people of this country are stupid. I have some questions for the Minister. Exactly when was this decision taken? When was the recording of the announcement made? Why was this not reported to Parliament before our Conference Recess? Why was there no consultation or discussion about the cancellation of this part of HS2 with the mayors and leaders of the areas affected before the announcement was made? How is it now planned to improve the failing, inefficient and overcrowded services on the west coast main line —of which many of us have had very recent experience—and the east-to-west services in the north of the country? How will we restore the confidence of investors and businesses to deliver major infrastructure projects in this country after this debacle?

The cancellation of HS2 at the same time as the Prime Minister is rowing back on climate change commitments and painting himself as the champion of the fossil-fuel car risks undermining not only this country’s reputation on green issues but the economic growth, innovation and investment that a move to zero- carbon transport would generate.

[Baroness Randerson (LD)]

My Lords, what a shambles. In their frantic search for a few more votes in order to cling on to power, this Government have abandoned their pretence at leadership on decarbonisation. They have abandoned their pretence to modernise our public transport system along with any claim to care about pedestrian safety or clean air, which is so important for our health and particularly the health of our children. It is important to remember that 20 mph zones are not anti-motorist; they are pro-pedestrian. You are five times more likely to die if hit by a car at 30 mph than at 20 mph. I remind noble Lords that fewer than half of us as a percentage of the total population drive cars, yet almost all of us are pedestrians.

By abandoning targets for electric vehicles, the Government have undermined the automotive industry and deterred new investment. The Statement refers to an increase in the number of charge points, but the huge restriction on that expansion in their number, especially at motorway services, is the capacity of the grid. So what plans do the Government have to expand that capacity?

Of course, HS2 has not been well managed—the current Government have been in charge—and it is costing a great deal. It is not good value for money because the Government have turned it from an ambitious high-speed project into a short-distance shuttle. It is a fact that it costs more per mile to build any form of infrastructure in the UK than in almost any other country in Europe. Rail infrastructure costs are generally twice the amount per mile of those in France. Will the Government hold an inquiry, not just to into HS2 and how it came to cost so much and go so badly wrong, but into why we are so bad at building major infrastructure projects that provide value for money?

The Prime Minister announced a list of replacement projects, many of which were just recycled announcements. One of them, the Manchester Metrolink to the airport, has actually been in force for nine years. The Government then said that this was just an illustrative list—“This is a road”; “This is a railway”—but we did not need that sort of illustration. Can the Minister clarify the status of the wishlist? How and when will final decisions be made?

There was an announcement of £8.3 billion for potholes. We have plenty of potholes, I will give the Government that, but I am suspicious of the amount because it sounds to me like a difficult figure to account for. We might find it difficult to track whether that money has gone fairly across the whole country to the areas that need it most. Can the Minister explain the mechanisms the Government intend to use for the disbursal and spending of that significant amount of money?

Road Vehicles (Authorised Weight) (Amendment) Regulations 2023

Debate between Baroness Taylor of Stevenage and Baroness Randerson

Tuesday 13th June 2023 Grand Committee

[Baroness Randerson (LD)]

My Lords, I thank the Minister for her explanation. I understand the need for these changes for practical reasons, to develop and enable the rollout of the new generation of HGVs. I also realise that, as the Minister referred to just now, this measure is part of our international obligation derived from the TCA, if we want our goods vehicles to be able to operate abroad. But the Minister would be very surprised if I did not have some questions and comments.

She mentioned articulated buses, but what about non-articulated buses? I remember, about seven or eight years ago, having a ride on a prototype electric bus in the Westminster area, where it was made clear to us that there was a special dispensation for this bus. It was a two-level bus, not a single-storey bus. They made it clear that, because the battery was so heavy, there was a special dispensation to allow this bus to operate in the London area because of weight limits. Technology moves on and batteries may not be as heavy now, but it would be interesting to know where we are, because an awful lot of electric buses are being ordered at this moment.

That leads me on to an obvious question—to ask the Minister what we are talking about in terms of the number of goods vehicles, at which this is largely aimed, on our roads at the moment. Several paragraphs in the Explanatory Memorandum talk about this being the early stages of development, but we hope that this development is going to roll out very quickly, and it would be a good thing to have some kind of measure of what is happening at the moment. There will be—and this is severely underplayed in the Explanatory Memorandum —a cumulative impact on road structures, which are bad enough already in Britain. People are always complaining about the potholes and road surfaces, and there will be an impact on them.

Were the views of National Highways sought? Obviously, this will have an impact on its finances. Despite its name, National Highways is not in charge of motorways in Scotland and Wales, so were the views of the devolved Administrations sought? Looking at paragraph 10.4 of the Explanatory Memorandum, I think they probably were not asked. Of course, local authorities are in charge of local roads, and I am also interested in their responses about the impact of vehicles such as this on their road surfaces. The roads in the local area around a heavy goods vehicle depot are going to get quite a pasting over time.

I note that the consultation was two years ago. Why has there been a delay this long? Bits of the Explanatory Memorandum sound a bit out of date. It talks about the technology being in an “early stage”, but things have moved on a lot since then. However, in paragraph 12.3, the EM mentions

“potential changes in accident severity”.

This is a very serious issue, because heavier vehicles are more likely to kill when involved in an accident. The EM suggests, obliquely, the potential need for additional training and familiarisation, which could have a financial impact for businesses. Has any thought been given to formalising the need for additional training for the drivers of these bigger vehicles?

Before I move to my final point, I will mention the issue of road surfaces. I am stretching this a little, but I am sure the Minister saw coverage of the collapse of a multi-storey car park in America. That story led to a debate in the press about the impact of heavier vehicles—in that case, it was obviously cars and small vans. There will be a case for looking at and reinforcing our infrastructure. The Minister is clearly aware of it because she referred to the impact on bridges. Has the department looked at the impact on multi-storey car parks? Is there a programme to ensure that, before this technology is rolled out to a large percentage of people, the safety of car parks is reassessed?

My final point is that the impact on road surfaces and the possible training implications of this measure mean that there should have been an impact assessment and consultation with the devolved Administrations.

[Baroness Taylor of Stevenage (Lab)]

I, too, thank the Minister for setting out the basis of these important regulations, which are fairly straightforward on the face of it. As she said, transport is our economy’s biggest greenhouse gas-emitting sector and a huge amount of those emissions come from HGVs. The issues around commercial viability and making sure that there is no commercial disadvantage to those vehicles because they have an inherent weight disadvantage built in are also really important.



We have no objection to these regulations in principle. We also understand that the extensive consultation with the industry took place in 2021, with 59% of respondents in favour. However, to add to the comments of the noble Baroness, Lady Randerson, this consultation was carried out over two years ago. In view of the urgency of tackling the climate emergency, can the Minister shed any light on why the regulations are only now being introduced? Was National Highways consulted on the regulations and on the long-term impact on the national roads infrastructure, which may be considerable?

Bus Funding

Debate between Baroness Taylor of Stevenage and Baroness Randerson

Wednesday 17th May 2023 Lords Chamber

[Baroness Taylor of Stevenage (Lab)]

My Lords, I thank the Minister for bringing this Statement about bus services to us. I am afraid it will leave too many bus users around the country wondering whether the Minister in the other place lives in a parallel universe to the rest of us. Their experience of the bus services that are essential to their everyday lives to access work, school, college, hospital appointments or for their leisure activities is so different from what we have just heard and what passengers were promised by the Government in their Bus Back Better strategy. Our bus services are in crisis, and this funding will not even maintain them as they are, never mind deliver much-needed improvement.

It is passengers who feel the everyday pain of the 7,000 buses that have been axed and the fact that fewer buses are on the road than at any time ever. They are the ones standing at the bus stops, enduring the long waits for services that have been cancelled at short notice or delayed. When buses are cancelled at short notice, the elderly residents in my ward who shiver while they wait for more than an hour may find it quite a long stretch to blame this on a war in Ukraine—especially as it was happening way before 2022. Our businesses suffer too, as these lost connections hold back our economy and worsen productivity, as well as impacting on our retail, leisure and tourism industries.

Today’s announcement is yet another enormous cut to funding, dressed up as funding to support services. In fact, it is 23% less than previous rounds of recovery funding. Every promise on buses has been broken: there are fewer services and there is less funding. This is very far from the Government’s promise, in Bus Back Better, of bus services that

“run so often that you don’t need a timetable”.

Many areas of the country still have no bus services at all, and many more have services so infrequent or unreliable that they are of little use.

The promise of more electric buses has been broken too. A promise of 4,000 zero-emission buses has resulted, to date, in just six in operational use. In my area, the project to replace all the buses with a zero-emission fleet was scuppered because the private operator refused to take part. Can the Minister say why we are the only country in the world that gives operators unfettered power to slash routes, raise fares and decide whether we will reduce the emissions of our bus fleets, with the people who use their services left out of the decision-making completely?

The Confederation of Passenger Transport said that £390 million would be needed over 18 months to keep services at current levels. What assessment have the Government made of the number of bus services put at risk by falling short of that figure? Will this reduction in funding not just escalate the spiral of decline in bus services? It is time that communities and businesses were given back a say in the bus services for their areas. Evidence shows that areas with local control and public ownership deliver better services for passengers. The Labour Party has clear plans to deliver this bold reform, so, if the Government cannot or will not, perhaps it is time they listened to the clear message they got from the electorate on 4 May.

[Baroness Randerson (LD)]

My Lords, I thank the Minister for her Statement. She puts on a brave face, but it is a very sad picture on buses. Anyone who was out campaigning in the recent local elections will know that the poor state of bus services was at the top of people’s complaints about local things. When you explain to people that local authorities actually have little power over the buses in their area—of course, this should be put right—they are surprised by that lack of influence, but it does not stop them being worried about this.

I am pleased to see that the Government are looking beyond the end of the next month, at a longer-term funding plan. I am pleased to see that amounts of money are specified here, so we will be able to hold the Government accountable on how, where and how effectively this money is spent. But it is a lot less than we hoped— I remember the sentence in Bus Back Better about the aim that you would not need a bus timetable.

I have some specific questions about this, because it is important that it is used as well as possible. How much of the money specified in this announcement will be targeted at the rollout of zero-emission vehicles? The figures I looked at recently showed that, although there had been some progress in developing a zero-emission fleet, it was very variable from one part of the country to another and it was still a tiny fraction of the total fleet.

Also, I am pleased to see that the money in the new funding will be focused on communities that did not previously benefit from BSIP allocations. One of the criticisms we made was that those areas with the most vestigial—if I can put it that way—and smallest bus services were not in a position to apply for the funding, so the funding went to areas with better bus services. I would be grateful if the Minister could explain how the Government will ensure that the funding goes to those most disadvantaged communities. I use the word “disadvantaged” in relation to bus services.

I am very pleased to see that local authorities will be consulted as well as bus operators. The previous criticism I mentioned was that the new funding was going to be impossible to access for areas with very little in the way of bus services. If the Government are to spread it out more fairly, what will they do to enable those areas that no longer have the expertise in their local authorities to make the applications?

The Statement goes on to the issue of the £2 bus fare cap, which is good news. However, one of the problems with it is that, although one welcomes the take-up, it was very uneven from one area to another—some bus companies did not bother to take it up as an offer. What are the Government doing to learn from their experience so far? The Government are obviously keen to develop and use this further—that is laudable—but what are they doing to ensure that there is wider adoption, with more bus companies using it and more local authorities adopting it?

What analysis have the Government made about the people using the buses in the areas where the £2 bus fare was applied? There is anecdotal evidence about the numbers of people using it who were already using the buses anyway and are now getting cheaper fares. That is great for them, but one of the Government’s aims was to attract more people on to the buses. It would be useful to learn whether the Government have done any analysis to see what type of passenger this approach is attracting.

Finally, the beginning of the Statement says that the Government will come back to the issue of concessionary fares. There is no deep analysis in the Statement of how they will get more older people back on to the buses. They clearly left during the pandemic and have not returned in sufficient numbers. Personally, I find it very worrying that they are still not getting out and about.

Rail Services

Debate between Baroness Taylor of Stevenage and Baroness Randerson

Wednesday 17th May 2023 Lords Chamber

[Baroness Taylor of Stevenage (Lab)]

My Lords, it would be churlish not to welcome a sensible, if very belated, decision from the Government to remove the TransPennine Express route from FirstGroup. The appalling service suffered by people and businesses in the north, at the hands of TransPennine Express and other rail networks, has finally been acknowledged by the Government, and their decision indicates that they can no longer go on defending the indefensible, at least in the case of this railway.

TransPennine’s appalling record of cancellations—almost one in five trains cancelled and fewer than half the services on time—begs the question just why it took so long for the Government to provide at last some light at the end the tunnel for passengers and take the service back into public ownership. East coast services, Northern Trains, London and Southeastern, and now TPE, have all had to be nationalised since the Tories came into office. Will the Minister now admit that the rigid model of privatisation so keenly promoted by her Government has comprehensively failed? We now need to reassure passengers and businesses that services will improve. What steps are the Government taking to bring about the rapid improvement in service on TPE that we all want to see?

When I challenged the Minister recently about the profits of rail operators—profits which seem quite extraordinary to passengers in the face of such failure—she said that they related to a time before the delays and cancellations were a problem. In fact, the issues with TransPennine go back at least seven years. In August and December last year, shareholders cashed in a £15 million bonanza, paid out at the same time as passengers were facing more than half of trains running late. How can the Government continue to justify this profiteering when they now agree that this operator has behaved so poorly that its contract must be removed?

What is being done under the operator of last resort to address the issues of poor management which have led to this horrible failure of service to the travelling public? Will the Government now do their job and get round the table to resolve the industrial relations issues which have exacerbated the problem?

What plans are there to ensure that the right levels of investment are made in TPE to ensure that it delivers the reliable, excellent service that the region deserves, and to ensure that passengers do not have to endure the dangerous overcrowding which has characterised TPE for so many years?

We all know that these problems are not limited to TPE. Surely it is time for the Government to legislate for reform of our whole railway system to create Great British Railways, which will also drive contractual and fare reform. This will deliver much-needed improvements to the railways for passengers and freight customers, and for the taxpayer, who will then be investing in the success of our railways—not picking up the tab for their failure.

[Baroness Randerson (LD)]

My Lords, I thank the Government for this Statement, and I welcome the decision. It really was the only one possible, because TransPennine Express not only was hopelessly failing to improve and to deliver an acceptable service but was guilty of wilfully attempting to deceive customers—and indeed the Government—by using P cancellations as routine. P cancellations are of fundamental inconvenience to passengers; they were going to bed in the evening thinking that they could get their early-morning train and waking up to find that it had been cancelled.

All areas of the country suffered from Covid, but not all train operating companies made such a hash of staff relations. I have said in this House before that I travel every week on Great Western Railway, and its recovery has been much smoother. It has relatively few cancellations, and the staff are pleasant, helpful and very well trained. Every week, I am very pleased that I am travelling on Great Western and not TransPennine. This Statement is long on anti-union rhetoric, but it fails to recognise or to say with any grace that good management in the rail industry is fundamental. It is important that good management in those train operators that have managed the situation well is recognised.

I am very pleased to see recognition in the Statement of the potential positive role of regional transport authorities. I was delighted to see that, and I hope it is fully followed through. However, the Statement says

“we are building unstoppable momentum towards rail reform”,—[Official Report, Commons, 11/5/23; col. 488.]

but there is no sign of the Great British Railways legislation which is fundamentally needed to sustain and boost that process. The Government will say that it is possible to create a lot of that structure without the actual legislation. However, in reality, you need the controlled, guiding mind to drive through all the other changes beyond those that can be done without the legislation. The uncertainty that currently exists has a crippling effect.

In practice, since Covid, we have, in effect, a nationalised rail industry, because the Government in the shape of the Department for Transport takes day-by-day, detailed decisions and does day-by-day, detailed funding. Therefore, despite the anti-nationalisation rhetoric in the Statement, without the legal creation of the mixed public-private vision of GBR as a concept—with which I agree—this Tory Government will bequeath a nationalised rail industry to their successor at the general election. We need a refreshed, cleaned-up service based on a contractual system that replaces the current failed train operating company franchise system, and we need a simplified, cheaper fare system. I would be very grateful if the Minister could address in her response what government plans there are for GBR legislation, whether that is definitely now kicked into the long grass beyond the general election, and, specifically, what, if any, government plans there are to introduce a wholesale, simplified fare system.

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

I am grateful to both noble Baronesses for their contributions and I will endeavour to answer as many questions as possible. I will start with the noble Baroness, Lady Taylor, who asked, “Why now?” Of course, it is very simple: it is because the contract is coming to an end. It is coming to an end on 28 May, so that is why we made the announcement on 11 May that the contract would come to an end and indeed it would then be handed over to OLR. Obviously, the decision was taken after much consideration. It was important to work in accordance with the policy statement that we had already published. We considered carefully whether to extend or award a new contract, and, after very careful consideration and with regret, we decided not to do so.

However, the Government are clear that we want to hold train operating companies accountable for those things that are within their control, and it is also clear that at TPE there were many things that were not in the management’s control and which will have impacted the services that were delivered to passengers. That included a very high level of absence, obviously the complete lack of rest-day working, and some very interesting shenanigans from the noble Baroness’s friends at ASLEF. In April 2023 they were offered literally the same deal for rest-day working that they had in December 2021 but they managed to say that that was not good enough. I do not know—I do not understand it any more. Clearly, we are in a situation where nothing is ever going to be enough, but of course it is the passengers who are suffering at the hands of the Labour Party’s friends.

Other issues have impacted TPE. It has had a much higher level of driver departures than would normally happen: 56 versus 25 in a normal year, and each one takes 18 months to replace. It is with regret that we felt that, despite an encouraging recovery plan, it was not going to reach a good conclusion. The reason why we felt that OLR was the right course of action is because it is an opportunity to reset and review. I say “reset” because there certainly needs to be a resetting of the relationship between TPE and all its stakeholders, whether that be government, the trade unions or indeed, quite frankly, their very poorly served passengers. Everybody within the industry wants TPE to succeed—except, potentially, the trade unions, which are not behaving as they should. I encourage all stakeholders involved in this, which includes the northern mayors and lots of council leaders, to work together to try to reach a good solution.

The Secretary of State has asked for an official review of services across the north to look at their effectiveness and delivery. It is worth recalling, and it seems rarely to get mentioned, that the TPE contract is the joint responsibility of the Department for Transport and Transport for the North, on which many Labour politicians sit. It is important to understand that chucking blame around about how ghastly the department is, is not really very helpful. We all have to work together to improve TPE’s services, and I hope we will be working closely, hand in hand, with Transport for the North to do that.

The noble Baroness once again brought up the issue of profits and dividends. I cannot give her a finance 101 class, because it would be wrong and potentially a bit rude. However, dividends are of course not the same as profits, as I am sure the noble Baroness understands. I cannot address that any further: I have tried before and it probably did not work, so I will just have to leave it.

As the noble Baroness will know, there are a number of reforms that we can do now. The key to that is work- force reform. The transition team is doing the long-term strategic plan. Workforce reform is key, but that has stalled. Why has it stalled? I think the noble Baroness knows the answer without me telling her.

Turning to the comments of the noble Baroness, Lady Randerson—

Rail Services

Debate between Baroness Taylor of Stevenage and Baroness Randerson

Tuesday 21st March 2023 Lords Chamber

[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.