Domestic Air Travel

Debate between Baroness Vere of Norbiton and Baroness Henig

Tuesday 20th April 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I wish the noble Baroness well in France—and I am sure that I join many in this House in saying that I would quite like to join her. On the premise of this Question, I have outlined that the Government clearly do not support banning domestic flights. That would be absolutely wrong. The noble Baroness also mentioned some other interventions. We have not scrapped electric vehicle grants, as she well knows. The amount of money available is the same, but we want to ensure that it gets to the people who need it most: those who will buy slightly less expensive cars because they probably have a lower income. Therefore, we wanted to make sure that the support that the Government give goes to those cars. Of course, it also encourages the manufacturers to reduce the prices of their cars.

[The Deputy Speaker (Baroness Henig) (Lab)]

My Lords, the time allowed for this Question has elapsed.

National Bus Strategy: England

Debate between Baroness Vere of Norbiton and Baroness Henig

Thursday 18th March 2021 Lords Chamber

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

Oh, my Lords—my officials and I spent a year working really hard on this strategy and it has been welcomed by bus operators, local authorities, passenger groups and groups representing disabled people. I am afraid that the response from the noble Baroness, Lady Randerson, completely took my breath away. I have never heard such a negative response to a strategy that has been so widely welcomed by pretty much everybody else. It may be that she has not fully read it. However, I hope to address some of her concerns, because I am really proud of it and I think it will do a really good job.

To be honest, we know that successive Governments have not prioritised buses. They have put them to one side and focused on more shiny things. That includes Labour, and the Liberal Democrats in coalition. What is different is that this Conservative Government are stepping up and delivering for buses. This is the biggest reform and support package for buses in decades. I am astonished that the noble Baroness, Lady Randerson, does not see that. The strategy will result in improved journeys for millions of passengers. It brings local authorities and operators together to get the best from both worlds to provide for passengers.

The noble Baroness said that we could not provide these services on current funding streams. Of course, “we are not gonna”. We have said that we will put in £3 billion over the course of this Parliament and I am sorry that she does not feel that that is a lot of money. It think it is very significant, and substantially more than bus already gets. So perhaps I can delve into some of the topics that were brought up and I am sure we will have the opportunity to do a bit more.

The noble Baroness, for example, said that there was no expertise in local authorities to develop the plans for buses. However, we have committed £25 million in the coming financial year to ensure that local authorities have access to the skills and capabilities that they need. We will be setting up a bus centre of excellence where people can share their learning on how to set up enhanced partnerships, on how to do franchising and on how to get the most from their bus services improvement plans. All that is in the strategy if she cares to have a look.

An important thing to understand is that we want to break the vicious circle for buses. What has happened in the past has meant that congestion has increased, buses have got slower, journey reliability has gone down and, therefore, passenger numbers have declined. We have to break that. By encouraging these bus service improvement plans, which will set out ambitious plans from local authorities for bus lanes in their area, we are trying to break that vicious circle. Therefore, not only will people know when a bus is going to turn up, they will be able to get on it and know when they are going to arrive. That will lead to a greater number of people using buses and higher demand, which will also result in lower fares.

The noble Lord, Lord Rosser, talked about enhanced partnerships on franchising. It is the case that mayoral combined authorities can currently franchise, and other local transport authorities can ask the Secretary of State whether they can franchise. Given that franchising takes a lot of time, we would ask that an enhanced partnership is put in place in the meantime. However, the strategy is about giving local control over buses to local authorities, and it will be for the local authority to decide, in collaboration with operators, what type of statutory arrangement it wants to pursue. Of course, the decision by the Secretary of State will depend on the case put forward by the local authority.

On the question of marketing, it is important to remember, in the first instance, that we must get people back on to public transport as a whole. Therefore, when it is safe to do so, we will ensure that the messaging includes buses. We do not want a car-led recovery.

A number of questions were raised about zero-emission buses. I am incredibly proud of where we have been able to get to. Some £50 million is available in the current year, which we hope will be invested very soon in an all-electric bus town. Then there is £120 million for next year, which we expect, combined with the £50 million, will support up to 800 zero-emission vehicles. Further details on that will be available extremely soon.

The consultation for the end of the sale of diesel vehicles is already out there—in the wild—and the end date is 11 April. The noble Baroness said that that would eat into preparation time. We are talking about five, eight, 10 or 15 years hence—I do not think that will eat into the preparation time.

The noble Baroness also mentioned reform of BSOG. It is currently a fossil fuel-driven subsidy and clearly not fit for purpose. We will reform it and consult this year on how we can incentivise the outcomes that we particularly want to see, such as environmental ones.

There is an awful lot in the bus strategy on the needs of disabled passengers. We will roll out the audiovisual announcements, backed by £1.5 million of funding for small operators. We will require every local authority to have a bus passenger charter, to ensure that disabled passengers get the services that they need. We will review the public service vehicle accessibility regulations by the end of 2023 to ensure that they meet the requirements of disabled passengers, and we will consult on improving access for wheelchair users and on priority seating.

I have much more to say about the national bus strategy, but unfortunately I am out of time.

[The Deputy Speaker (Baroness Henig) (Lab)]

We now come to the 20 minutes allocated to Back-Bench questions. I ask that questions and answers be brief so that I can call the maximum number of speakers. I start with the noble Lord, Lord Lucas.

--- Later in debate ---

[Baroness Vere of Norbiton (Con)]

The noble Baroness raises an important point which is directly relevant to the support we are providing to the bus sector at the moment. Noble Lords will be aware that we have asked local authorities to continue funding bus operators in terms of their concessionary fares contributions at the same level as they did previously, even though the demand is significantly reduced. The vast majority are still doing that, and it is very welcome—indeed, essential —for their local areas. That funding comes from MHCLG; it is within the budgets that local authorities set and the funding streams they receive.

[The Deputy Speaker (Baroness Henig) (Lab)]

My Lords, all questions have now been asked.

High Speed Rail (West Midlands-Crewe) Bill

Debate between Baroness Vere of Norbiton and Baroness Henig

Committee stage & Committee: 2nd sitting (Hansard) & Committee: 2nd sitting (Hansard): House of Lords & Committee: 2nd sitting : House of Lords & Committee: 2nd sitting
Thursday 12th November 2020 Grand Committee

[Baroness Vere of Norbiton (Con)]

My Lords, the impact of the works on local communities is of critical importance to the Government, and I thank the noble Lord, Lord Rosser, for tabling his amendment to allow us to have this discussion.

The environmental statement for phase 2a runs to some 17,000 pages and, within it, there is set out in great detail the impact of the proposed scheme on local traffic levels. To manage traffic flow, the phase 2a Bill includes powers for the control of construction traffic, requiring qualifying authorities to approve the local roads to be used by large goods vehicles—and this was noted by the noble Baroness, Lady Randerson—where the number of large goods vehicles exceeds 24 trips per day, to or from a site. That is in total, yes, 48 trips, which over a 12-hour period is one every 15 minutes. The noble Baroness asked whether that was a standard provision in contracts. I shall have to write to her on that matter.

In addition, in the Bill there is a statutory duty on the nominated undertaker to have regard to the potential traffic disruption that may be caused and seek to minimise such disruption so far as reasonably practicable. I suspect that local communities will use that to make sure that action is taken, if there are measures that could be taken but which have not been taken.

As the project progresses and construction plans are finalised—and at the moment we should remember that this railway is not being built; there is no construction at all, so plans are still in development—local traffic management plans will be developed alongside these plans with local authorities, agreeing approaches to highways and public rights of way so that the impact on local communities is minimised.

Members of the public were able to petition the Bill Select Committees of both Houses. Further local mitigation measures have been introduced to the scheme to remove or reduce traffic and transport impacts on the basis of recommendations made by those Select Committees. In some cases, that included restricting and reducing construction traffic, maximising the use of rail and haul roads, and undertaking further traffic surveys.

The noble Lord, Lord Rosser, raised the village of Woore. I took some time to look at my phone and see on Google Maps where Woore is, and it is at the junction of the A51 and the A525. While I have every sympathy for those who will be impacted, because there will be an increase in traffic and construction traffic, it is not the case that at the moment they do not have any traffic going through their village, which is at the confluence of two A roads. We need to make sure that they get the sort of measures that they are expecting. My understanding is that there has been no failure of engagement with Woore and that traffic-calming measures have been offered. Perhaps there has been a mismanagement of expectation here. As construction plans are developed, traffic management plans can be developed; without them, we can have all the engagement in the world, but that will not actually achieve anything until there are construction plans to put into play.

I am sure that Minister Stephenson, when we meet him next week, will have something to say about his ongoing commitment to community engagement and how he intends to be involved with it, since it is a very important part of his work. In the meantime, I hope that the noble Lord feels able to withdraw his amendment.

[The Deputy Chairman of Committees (Baroness Henig) (Lab)]

There are no questions to the Minister, so I call the noble Lord, Lord Rosser.

[Lord Rosser (Lab) [V]]

I first thank the Minister for her reply and all noble Lords who participated in the debate. I just comment that I made it clear when I made my contribution that it was at the junction of the A51 and the A525 in the centre of the village. I also said that what would be entailed was widening of those roads and other works at certain points and that that junction was right at the centre of the village.

I have perhaps made some progress. It was after all the Select Committee that said that there needed to be further discussion as soon as possible—because safety issues were involved—between HS2, Shropshire Council and the parish council. I was not asking the Minister—nor do I think she took it this way—to immediately intervene. I asked that, now we have a dedicated Minister for HS2 and a cross-government ministerial group, what would be their involvement in ensuring that HS2 engages properly.

This is not the first occasion that we have had local communities saying to us that in their view—rightly or wrongly—they do not feel that HS2 engages as well as it should. I also asked whether, if the discussion with the parish council was either delayed or not being entered into in the spirit and intent that the Select Committee envisaged, it could take its concern to the direct dedicated Minister for HS2. I think that, in her closing comments, the Minister referred to the role of the Minister for HS2 in making sure that there was community engagement. I appreciate that that was on a general basis—she was not talking specifically about this case—but I hope that this is one where, if the parish council still believes that the discussion is not being entered into with the right spirit and with the necessary intent, it would not be dismissed by the dedicated Minister for HS2 if it made an approach to him with its concerns. It is then obviously up to the Minister what he would or would not do in the light of that approach.

Having made those comments, I again thank the Minister for her reply and beg leave to withdraw my amendment.

--- Later in debate ---

[Baroness Vere of Norbiton (Con)]

My Lords, I knew there was a reason why I was looking forward to this one. I would be very grateful if the noble Earl, Lord Lytton, could send me the article about party walls; I am sure that all noble Lords would very much appreciate reading it.

On the Motion to remove Schedule 23, rather than address each of the noble Earl’s points in detail, as I do not feel properly qualified to do that, I shall put forward the Government’s reasons why the schedule should stand part of the Bill. We agree with him that the Party Wall etc. Act 1996 works in most circumstances. However, for major railway projects authorised by Parliament, it is appropriate to modify its provisions to streamline its processes, but also retain its protections for neighbouring owners. This was the approach taken by Parliament for the phase 1 Act and the Crossrail Act 2008, and it is the approach being taken here.

The modifications to the party walls Act in Schedule 23 have developed from those included in the Crossrail Act. The experience from the construction of Crossrail was that compliance with the party walls Act process, even as modified, raised risks to the project programme. It is therefore appropriate to alter the process for the HS2 project, as agreed to for phase 1, to avoid construction delays and associated cost implications.

The provisions in Schedule 23 are identical to those already agreed in the phase 1 Act, so this Bill ensures consistency across the HS2 project. Before I outline the proposed modifications in Schedule 23, I wish to make something clear. The regime I will outline does not apply where the underpinning works to adjoining buildings are due to HS2 excavations. Given the more intrusive nature of such works, a different regime is required. This regime is set out in Schedule 2 to the Bill and provides for the giving of notice; the right for adjoining owners to serve counter notices; for disputes to be referred to arbitration; and for payment of compensation. Similar provisions as regards the underpinning of buildings were made in the phase 1 and Crossrail Acts. I hope that goes some way to reassuring noble Lords that the protections for adjoining owners, where major excavation works are needed, are comprehensive.

I shall now continue briefly to summarise the effect of the proposed modifications in Schedule 23, and their purposes. First, the nominated undertaker, HS2 Ltd, would not have to serve notices under the party walls Act to carry out works to which the Act relates. Therefore, the adjoining owner does not have the opportunity to serve a counter notice. This simplifies the process and time taken for agreeing the works. However, the works would still have to be carried out in accordance with the plans and sections agreed with the adjoining owner, as is the process under the current party walls Act. If they are not agreed, the matter would be referred to a single arbitrator for determination, which I will refer to later.

Secondly, a neighbouring owner carrying out works under the party walls Act would not have an automatic right to place footings or foundations on HS2 land or to carry out works required to safeguard HS2 buildings and structures. The nominated undertaker could elect to carry out any such agreed safeguarding works instead of the neighbouring owner at the neighbouring owner’s expense. These modifications are necessary to protect the railway.

Thirdly, any disputes would be determined by a single arbitrator appointed in default of agreement by the president, at the time, of the Institution of Civil Engineers. This would replace the more cumbersome disputes determination process provided by the party walls Act. The purpose of this modification is to provide a speedier and simpler process for dispute resolution. It would ensure that, in a case involving complex railway works, the dispute was determined by a civil engineer with relevant skills, while leaving flexibility for a surveyor to be appointed where that was appropriate. In other respects, the provisions relating to the dispute process, including costs and appeals to the county court, would be the same as under the party walls Act.

The modifications would still provide safeguards for the adjoining owner including the right to compensation and for expenses to be paid in accordance with the party walls Act; the requirement to be given at least 14 days’ notice of the nominated undertaker’s entry on to land to carry out works, except in the case of emergency; that works are to be executed in accordance with such plans, sections and particulars as may be agreed between the nominated undertaker and the neighbouring owner or, in the event of a dispute, are settled by arbitration; and for disputes to be determined by a single arbitrator under the dispute resolution provided by Schedule 23.

These safeguards protect adjoining owners appropriately. To be clear, under the provisions of the Party Wall etc. Act 1996, which still apply, any works required to a party wall would be undertaken at the project’s expense, and compensation would be payable for any damage to the adjoining owner’s property caused by the works to the wall. These safeguards also go alongside the other protections for adjoining owners inside and outside of the Bill. The environmental minimum requirements, through the code of construction practice, provide for the necessary protections to manage and control any potential impacts on people, businesses and the natural and historic environment that may arise from the construction of the works authorised by the Bill.

Finally, we come to the point raised with great insight by the noble Lord, Lord Snape. Are there any party walls on the phase 2a route? The route is rural in nature. It is therefore not expected that many, if any, disputes requiring arbitration under the modified procedure will occur due to the works authorised by this Bill. Where necessary, the modified process would provide a safe and speedy resolution for both the project and the adjoining owner, if indeed there are any party walls on the route.

I shall write in response to the issues raised by the noble Earl, Lord Lytton. I would be grateful if the noble Earl could give some consideration to, and perhaps clarify, exactly what he would wish to change and why. It is very difficult to deal with a long list of, “I don’t like this, I don’t like that”, rather than understanding, given where we are in the process, what would make the difference to this Bill if it were to be changed.

Following all that, I hope that the noble Earl will feel able to withdraw his objection to the schedule being agreed.

[The Deputy Chairman of Committees (Baroness Henig) (Lab)]

There are no questions to the Minister, so perhaps the noble Earl, Lord Lytton, might want to comment briefly on what has been said.

Trains: East Midlands

Debate between Baroness Vere of Norbiton and Baroness Henig

Monday 19th October 2020 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The noble Lord will not be surprised to know that I do not have the average speed figures to hand, but one look at that line tells you that there are quite a number of stations, and they bring down the overall average speed. For example, on the Newark to Nottingham section, the new signalling system will allow speeds of up to 90 mph. It is key to get the trains moving much faster between the stations, although I accept that the average speed will be significantly below that.

[The Deputy Speaker (Baroness Henig) (Lab)]

My Lords, all supplementary questions have been asked.