Global Britain: Traffic

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Monday 15th May 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

That is excellent free advertising for the noble Lord, and I am sure that many in your Lordships’ House will join him.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, I think that the Minister in an earlier answer told the House that the Government had set aside £200 million for the repair of potholes. I assume that that is across the whole country. If it is not—and she is shaking her head—could she tell the House what estimate the Government have made of the cost per pothole?

[Baroness Vere of Norbiton (Con)]

I shall write to the noble Baroness with further clarification of my remarks, because the £200 million is in addition to other funding and, unfortunately, I do not have that figure with me today.

Railway Station Ticket Offices

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Tuesday 13th December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I can reassure the noble Lord that we are absolutely focused on making sure that every single passenger, whether they have reduced mobility or not, gets the service that they need at the place they need it. That may not be the ticket office; it may be on the platform. I am really pleased that the Government have worked closely with the Rail Delivery Group on developing the app for passengers with reduced mobility. That has proved very successful. It is but one step and there are many more things that we can do.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, yesterday morning when there was significant snowfall, I stood on the platform at my local station and watched the person who is often behind the glass—as the noble Baroness put it—in the ticket office clearing the snow from the platform and helping people, other than me, who needed help. Why is the noble Baroness making a distinction between people who are behind the glass and people who are helping other people? They are the same people now and we need them all.

[Baroness Vere of Norbiton (Con)]

That is exactly what we want to see. We want people who are multiskilled and able to clear the platform of snow, help passengers with reduced mobility and sell tickets. I am not entirely sure that I understand that there is such a differentiation.

Aviation: Cost of Travel

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Wednesday 7th December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

It is the case that there are 17 PSOs in Scotland, and an agreement was reached between the Scottish Government and the UK Government that they would be administrated and paid for by the Scottish Government. Again, the Government are open to any local authority able to set out a business case for a PSO. We will look at that on a strategic and economic basis, and, if it makes sense and stacks up, we would be able to support it.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, I think that some of us may be struggling to understand the Minister’s definition of “competitive”. My understanding of the term in these circumstances is that it is to do with pushing prices down, not pushing them up. It is very hard to understand how she can describe the evidence that the noble Lord, Lord Forsyth, has just put before her as evidence of a competitive market. Could she explain?

[Baroness Vere of Norbiton (Con)]

Absolutely. In a competitive market, if one chooses to book 24 hours ahead of a particular journey, I should imagine one is going to pay more. However, we also know that costs for the aviation sector are quite high at the moment; fuel costs are particularly high, and they have had to restaff after the pandemic. It is a competitive market because there are many providers operating from many London airports that are able to offer a service.

Global Traffic Scorecard: London

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Wednesday 5th January 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My noble friend raises a really important point. This Government considered very carefully the extent to which we wanted to raise rail fares this year. Of course we will make sure that we take equal care when we look to raise fares, if at all, in future.

[Baroness McIntosh of Hudnall (Lab)]

My Lords, the Minister referred earlier, in an answer to my noble friend Lord Rosser, to the Government’s generosity, both past and in prospect, to public transport. Can she say how much of that generosity is actually being spent on reducing the cost of travel?

[Baroness Vere of Norbiton (Con)]

I could, but I am afraid that I do not have the full briefing with me today in order to go through all the different elements where that is the case. But I can say to the noble Baroness that, for example, the national bus strategy very clearly sets out our ambition to be able to get a fair ticketing system for bus passengers and to enable services to be more frequent, and therefore for the entire system to operate more effectively.

High Speed Rail (West Midlands-Crewe) Bill

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Committee stage & Committee: 1st sitting (Hansard) & Committee: 1st sitting (Hansard): House of Lords
Monday 9th November 2020 Grand Committee

[Baroness Vere of Norbiton (Con)]

My Lords, I thought that the noble Lords, Lord Adonis and Lord Liddle, did a very good job of making many of my points for me. Then, of course, the noble and learned Lord, Lord Hope, came in and did a proper job on the matter in hand. I will play this with a straight bat and read out what I have here, which I thought I understood when I read it through over the weekend. I hope this will be helpful to the noble Lord, Lord Tunnicliffe. It was certainly helpful to me. When I got to the end of it I thought, “Right, I get this,” so here we go.

It is normal practice on major infrastructure projects such as HS2 or Crossrail that, during construction, further planning consent needs to be sought for details of the scheme that were not anticipated when it passed through Parliament. One of the means for doing this in relation to railway works is an order made under the Transport and Works Act 1992, known as a Transport and Works Act order.

During its construction, Crossrail has had three such orders, addressing changes in station design at Whitechapel, stabling arrangements at Plumstead and connections between platforms at Paddington, all of which arose from continuing discussions on the design and operation of the railway after the Crossrail Bill was enacted. Phase 1 of HS2 has had one Transport and Works Act order so far, in that case for new sidings near Calvert Green for use by a waste-to-energy facility. This was to honour an assurance given to the operator of the facility during the passage of the phase 1 Bill. The facility could not be included in the scheme because of the time needed to develop the proposals, which would have unduly delayed progress. As we build phase 1, it may be found that there is a need for more orders.

I will mention briefly the process that such a Transport and Works Act order goes through. The application for the order is submitted to the relevant Secretary of State—in England that would be the Transport Secretary and in Wales it would be the Welsh Government. The applicant must then make the application public by publishing notices in local newspapers, by writing to people directly affected, by posting notices near the works and by notifying specified organisations. If the scheme is large, the applicant may be required to hold public information events. It is clear that such orders go through a large amount of consultation.

People who wish to object then have six weeks to notify the relevant decision-maker of their objections. If there are many objections or if there are statutory objectors—those who are considered directly affected because their land is being bought compulsorily, for example—there may be a public inquiry. A recommendation on the application for the order will then be made to the Secretary of State, who will ultimately make the decision as to whether it should be approved. There may also be a need for the applicant to apply separately for planning permission, but that is another process.

If an application for a Transport and Works Act order were to be made in relation to phase 2a of the railway, Clause 49 would allow such an order to adopt, as necessary, any provision of the Bill so that the works were constructed within the same legal and planning framework as the rest of the scheme. Further, Schedule 1 to the Bill allows any engineering work shown on the plans and sections that were submitted alongside the Bill to be substituted by a work not so shown. Any such work would still be bound by the environmental minimum requirements of the scheme. What this amendment seeks is already addressed in the Bill.

However, we know that the amendment is not entirely about that. I know that the hybrid Bill process in this House can be a little frustrating. As I said to the noble Lord when discussing his amendment with him last week and as I will repeat now, it is accepted practice on the basis of fairness that, as the second House to consider the Bill, it cannot make amendments that would extend the powers in it; for example, to acquire new rights over land to change the route. This practice was confirmed by the noble and learned Lord, Lord Hope, as chair of the Select Committee that considered this Bill and by the noble and learned Lord, Lord Walker, who chaired the Select Committee that considered the phase 1 Bill in 2016. The Select Committee chaired by the noble and learned Lord, Lord Hope, also considered the suggestion that instructing the promoter to make an amendment to the scheme through a Transport and Works Act order would provide a valid alternative to taking powers in the Bill. The committee did not take this view.

I agree that this is the right approach. Such a committee directing the outcome of an application for a Transport and Works Act order without the formal application being made and therefore without any such change going through the process I described would be unfair. It would take away the opportunity for those who wished to object to have their concerns heard.

I agree with the conclusions of both committee chairs. It is right that if a Transport and Works Act order was necessary, any such order should be entirely outside the scope of the Bill, but I would add that any such order, being associated with phase 2a of HS2, should attract the environmental protections that this scheme offers. The amendment would do nothing to change the ability of the nominated undertaker to use a Transport and Works Act order to amend the scheme; nor would its use in a future HS2 Bill allow the Select Committee in the second House to adopt a different approach. The Bill makes sure this is the case. I trust that this fully explains the stance that the Government take on this matter.

However, I am given to understand that the House authorities are considering a further consultation on the hybrid Bill process in the near future. If the noble Lord, Lord Berkeley, has an issue with that process, he may wish to participate in those discussions—I am sure that his input would be welcome. As such, I wonder whether he might withdraw his amendment.

[The Deputy Chairman of Committees (Baroness McIntosh of Hudnall) (Lab)]

My Lords, I have had no requests to speak after the Minister, so I call the noble Lord, Lord Berkeley.

Public Transport: Face Coverings

Debate between Baroness Vere of Norbiton and Baroness McIntosh of Hudnall

Thursday 25th June 2020 Lords Chamber

[Baroness McIntosh of Hudnall]

To ask Her Majesty’s Government, further to the requirement for passengers to wear face coverings on public transport, what assessment they have made of compliance with that requirement; and how that requirement is being enforced.

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

My Lords, we are working closely with transport operators and the British Transport Police to monitor compliance. As we expected, initial reports from operators suggest a high level of compliance, and there is strong public support for the measure. More data will be available in the coming weeks. We expect to see a gradual ramping up of enforcement, supported by a significant communications campaign, over the coming months.

[Baroness McIntosh of Hudnall (Lab) [V]]

My Lords, I hear what the Minister says. I am surprised that she points to that level of compliance. There is growing evidence, admittedly anecdotal, that not everybody is complying. This week, the BMA, among others, urged the wider use of face coverings as an important mitigation measure once social distancing rules are relaxed. The Government made face coverings on public transport mandatory from 15 June, with the potential of fines for non-compliance, yet, as I say, there is growing anecdotal evidence that many people are not complying. Can the Minister say a little more about what the Government will do to ensure that a strong, unambiguous message gets through to everyone? Can she say what support and training are being offered to front-line staff, such as bus drivers and ticket inspectors, to help them deal with non-compliance?