Localism Bill

Earl Attlee Excerpts

Monday 12th September 2011 Lords Chamber

[Lord McKenzie of Luton]

My Lords, I should explain that our official Front Bench position is that we support the amendment, which means that, should it be put to a vote, I, at least, will be obliged to vote in favour. I am not sure how many of my colleagues behind me would follow me into the same Lobby. Our position was formulated because of strong support from the GLA, but I take it as implicit in my mandate that supporting the amendment would be conditional on the Government being able to answer a lot of the very robust challenges that have come, particularly, from this side of the House during this debate.

My noble friend Lord Whitty spoke about the importance of preserving a strong consumer interest. Points were also made by my noble friend Lord Faulkner about whether this will benefit passengers, some of whom do not live in London and are not London voters. Indeed, it covers rail travel from such places as Luton. If we were to separate rail from other modes of travel, how would that work? I understand the thrust of the movers of the amendment, but these are questions that need to be satisfied before it could proceed. Perhaps in responding the Government can confirm that there was overwhelming support for the proposition among transport operators and rail user groups. Will the Government let us know, for the record, whether any alternatives to transfer to the GLA have been considered and on what basis they were rejected?

The Government have acknowledged the considerable amount of casework undertaken by London TravelWatch and are presumably satisfied that this could be handled under the proposed new arrangements. The London Assembly review of TravelWatch, to which the noble Lord, Lord Jenkin, spoke, recommended that the reorganisation be folded into the assembly but with rail functions distributed between the assembly and the national independent passenger watchdog Passenger Focus. Have the Government undertaken an analysis and will they support that as an appropriate way forward?

I look forward to the Minister's reply and hope that he can dig me out of my dilemma on this issue. Powerful issues have been raised that need to be answered before the proposition can and should proceed, much as we love the thrust of it. In particular, there is a mood that the status quo should not necessarily be accepted. There may be ways in which it can be improved and cost savings may be generated. I would be interested in the Minister's views on that as well.

[Earl Attlee]

My Lords, Amendment 108 would abolish the London Transport Users’ Committee and transfer its functions to the London Assembly. My officials assured me that this would be an easy amendment to deal with—even I would be able to deal with it. The reality is that I find myself in the middle of a pretty vigorous debate. On the other hand, the noble Lord, Lord McKenzie of Luton, also finds himself in an interesting position.

I regret we did not have time to discuss this amendment in Committee when it was tabled by the noble Lords. As my noble friend Lady Hanham indicated in her subsequent letter, the Government believe that it is inappropriate—at this stage through this Bill—for the London Transport Users’ Committee, which is the independent transport users watchdog for London, to be transferred to the London Assembly.

Among other things, the committee undertakes an important and impartial complaints ombudsman role on behalf of London transport users in and around London, and it is vital that any change to the current arrangements ensures that complaints continue to be dealt with in a genuinely independent manner. In particular, there is an EU requirement which mandates the designation of an independent body for complaints for rail transport users. So there is an important question that needs to be resolved about how far the assembly can be sufficiently independent for the purposes of this EU legislation, given its party-political membership, its role in scrutinising the work of the mayor and TfL and its influence over the strategic direction of transport policy in London—especially when this Bill will allow it to reject the mayor’s transport strategy.

Indeed, if the Government had proposed such an amendment, there would have been concerns from many noble Lords about the lack of independent safeguards in the legislation. Therefore, as we have heard from our debate this evening, there are still some important questions that need to be resolved before we can consider legislating for any new arrangements. The noble Lord, Lord McKenzie of Luton, asked me a few more and I do not know the answers, which is why we cannot support the amendments.

However, as I am sure that noble Lords will agree, it is entirely right during a time of fiscal constraint for the London Assembly to consider ways to achieve best value for taxpayers’ money from the London Travel Users’ Committee that it oversees. The Department for Transport has already undertaken a review of Passenger Focus, the national rail passenger watchdog, which will deliver significant savings, and DfT will work with the committee, the assembly and other partners to explore ways to deliver an efficient and effective ombudsman function for London transport users.

On this basis, I hope that the noble Lord will withdraw his amendment.

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[Lord Faulkner of Worcester]

The noble Baroness, Lady Kramer, is quite correct. As I said, I have a great deal of sympathy with the point she makes but my concern is that the introduction of a new franchising authority, which the amendment proposes, would be in danger of creating greater fragmentation of the railway than we have at present. I agree with her that there are probably too many train operating companies. It is the Government’s intention that franchises should be longer than they have been in the past, and I strongly support that. However, to introduce a new franchising operator could lead to confusion and fragmentation. My noble friend Lord Berkeley refers to services that serve London but go well beyond. The classic example of that is the Thameslink line, which starts in Bedford, goes through Luton and St Albans—none of which is covered by Transport for London or the GLA—and then goes south from Croydon to Brighton.

Services like that need to be looked at in a regional context, and I am not certain that looking at them in a London context would make a great deal of sense. However, I pay tribute to what Transport for London has done in the development of its Overground service. The opening up of the East London line is an extraordinarily successful venture. The trains are very popular and they provide new journey opportunities for people who probably did not make those journeys, or tried to do it by car, or struggled on buses. It deserves to be commended for that.

I agree with my noble friend that it is helpful to have this debate, but this amendment is not quite the way that we should go.

[Earl Attlee]

My Lords, I understand the intention behind my noble friend’s amendment; namely, that the mayor and TfL should have greater control over London’s commuter rail franchises, given their wider transport responsibilities. As my noble friend Lady Hanham said in her letter following the Committee stage, TfL already plays an important role in relation to London’s commuter rail services. It already has, as pointed out by my noble friend, effectively full franchising powers over the London Underground concession, covering a number of key routes across London. It works closely with the Department for Transport in the development of other rail franchises affecting London, with the mayor having the ability to pay for outputs over and above those that the DfT specifies. By the way, I undertake to look up in the dictionary the definition of “decrement”.

The devolution of other London commuter rail franchises to the mayor and TfL is not a straightforward matter. The geography of London’s commuter rail network does not sit well with London’s administrative boundaries, with many lines extending well into neighbouring counties, as pointed out by many noble Lords. Furthermore, capacity on much of the London commuter network is limited, and there are inherent conflicts between London-area and non-London services that need to be balanced in the best interests of all users, and to keep overall costs down.

I am afraid my noble friend did not satisfy me in how the balance would be struck between the needs of commuters who live in London, and who elect the mayor and the Assembly, and those living in Luton, Brighton and Woking, who do not. There is a real question of a democratic accountability deficit if other London commuter rail services are devolved to the mayor, as many commuters do not live in London so do not have the opportunity to participate in the elections.

Nevertheless, the Department for Transport is happy to engage TfL further about the devolution of local rail services, in the context of Sir Roy McNulty’s independent study on rail value for money earlier this year. This study suggested that more local control of rail services could contribute to the development of lower-cost regional railways and, in line with the Government’s localism agenda, we are considering options for more local control of some rail services in other parts of England. We will also continue to encourage operators to work more closely with TfL. The new working arrangements, put in place for the South Central franchise which was let in 2009, appear to be working well.

On this basis, I urge my noble friend to withdraw her amendment.

[Baroness Kramer]

My Lords, I am delighted that I have been able to stir up some debate on this issue and see it get some attention—rather than slip to its usual place at the bottom of everybody’s priority list—because there are some genuine issues here.

I say to those who are concerned about passengers outside the London area that most people have London as their destination and are therefore intensely important to TfL; they are not marginal. Also, most people who come in contribute in some way to London’s economic viability, either through business or entertainment, and so are very much a concern to Transport for London even though they do not actually live within the area. Again, we can also bring in other board members.

I am delighted to have sparked off some of this debate. Given that, I beg leave to withdraw the amendment.

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Moved by

[Earl Attlee]

119A: After Clause 10, insert the following new Clause—
“CHAPTER 2AOther authoritiesIntegrated Transport Authorities
In Part 5 of the Local Transport Act 2008 (integrated transport authorities etc) after section 102A insert—“CHAPTER 4General powers102B Powers of Integrated Transport Authorities
(1) An ITA may do—
(a) anything the ITA considers appropriate for the purposes of the carrying-out of any of the ITA’s functions (the ITA’s “functional purposes”),(b) anything the ITA considers appropriate for purposes incidental to the ITA’s functional purposes,(c) anything the ITA considers appropriate for purposes indirectly incidental to the ITA’s functional purposes through any number of removes,(d) anything the ITA considers to be connected with—(i) any of the ITA’s functions, or(ii) anything the ITA may do under paragraph (a), (b) or (c), and(e) for a commercial purpose anything which the ITA may do under any of paragraphs (a) to (d) otherwise than for a commercial purpose.(2) Where subsection (1) confers power on an ITA to do something, it confers power (subject to section 102C) to do it anywhere in the United Kingdom or elsewhere.
(3) An ITA’s power under subsection (1) is in addition to, and is not limited by, the other powers of the ITA.
(4) Subsection (5) applies if there is, in relation to an ITA—
(a) a Passenger Transport Executive established under section 9 of the TA 1968 for the integrated transport area of the ITA, or(b) an executive body established by virtue of section 79(1)(a) or 84(2)(d).(5) The ITA may delegate to the Executive or body the ITA’s function of taking action under subsection (1) (but not the function of determining what action to take).
102C Boundaries of power under section 102B
(1) Section 102B(1) does not enable an ITA to do—
(a) anything which the ITA is unable to do by virtue of a pre-commencement limitation, or (b) anything which the ITA is unable to do by virtue of a post-commencement limitation which is expressed to apply—(i) to the ITA’s power under section 102B(1),(ii) to all of the ITA’s powers, or(iii) to all of the ITA’s powers but with exceptions that do not include the ITA’s power under section 102B(1).(2) If exercise of a pre-commencement power of an ITA is subject to restrictions, those restrictions apply also to exercise of the power conferred on the ITA by section 102B(1) so far as it is overlapped by the pre-commencement power.
(3) Section 102B(1) does not authorise an ITA to borrow money.
(4) Section 102B(1)(a) to (d) do not authorise an ITA to charge a person for anything done by the ITA otherwise than for a commercial purpose (but see section 93 of the Local Government Act 2003 (power of ITAs and other best value authorities to charge for discretionary services)).
(5) Section 102B(1)(e) does not authorise an ITA to do things for a commercial purpose in relation to a person if a statutory provision requires the ITA to do those things in relation to the person.
(6) Where under section 102B(1)(e) an ITA does things for a commercial purpose, it must do them through—
(a) a company within the meaning given by section 1(1) of the Companies Act 2006, or(b) a society registered or deemed to be registered under the Co-operative and Community Benefit Societies and Credit Unions Act 1965 or the Industrial and Provident Societies Act (Northern Ireland) 1969.(7) In this section—
“post-commencement limitation” means a prohibition, restriction or other limitation imposed by a statutory provision that—
(a) is contained in an Act passed after the end of the Session in which the Localism Act 2011 is passed, or(b) is contained in an instrument made under an Act and comes into force on or after the commencement of section (Integrated Transport Authorities)(1) of that Act;“pre-commencement limitation” means a prohibition, restriction or other limitation imposed by a statutory provision that—
(a) is contained in an Act passed no later than the end of the Session in which the Localism Act 2011 is passed, or(b) is contained in an instrument made under an Act and comes into force before the commencement of section (Integrated Transport Authorities)(1) of that Act;“pre-commencement power” means power conferred by a statutory provision that—
(a) is contained in an Act passed no later than the end of the Session in which the Localism Act 2011 is passed, or(b) is contained in an instrument made under an Act and comes into force before the commencement of section (Integrated Transport Authorities)(1) of that Act;“statutory provision” means a provision of an Act or of an instrument made under an Act.
102D Power to make provision supplemental to section 102B
(1) The Secretary of State may by order made by statutory instrument make provision preventing ITAs from doing under section 102B(1) anything which is specified, or is of a description specified, in the order.
(2) The Secretary of State may by order made by statutory instrument provide for the exercise by ITAs of power conferred by section 102B(1) to be subject to conditions, whether generally or in relation to doing anything specified, or of a description specified, in the order.
(3) The power under subsection (1) or (2) may be exercised in relation to—
(a) all ITAs,(b) particular ITAs, or(c) particular descriptions of ITAs.(4) Before making an order under subsection (1) or (2) the Secretary of State must consult—
(a) such representatives of ITAs,(b) such representatives of local government, and(c) such other persons (if any),as the Secretary of State considers appropriate.(5) Subsection (4) does not apply to an order under subsection (1) or (2) which is made only for the purpose of amending an earlier such order—
(a) so as to extend the earlier order, or any provision of the earlier order, to a particular ITA or to ITAs of a particular description, or(b) so that the earlier order, or any provision of the earlier order, ceases to apply to a particular ITA or to ITAs of a particular description.(6) Power to make an order under this section includes—
(a) power to make different provision for different cases, circumstances or areas, and(b) power to make incidental, supplementary, consequential, transitional or transitory provision or savings.(7) The Secretary of State may not make an order to which subsection (8) applies unless a draft of the statutory instrument containing the order (whether alone or with other provisions) has been laid before, and approved by a resolution of, each House of Parliament.
(8) This subsection applies to—
(a) an order under subsection (1), other than one that is made only for the purpose mentioned in subsection (5)(b);(b) an order under subsection (2), other than one that is made only for that purpose or for imposing conditions on the doing of things for a commercial purpose.(9) A statutory instrument that—
(a) contains an order made under this section, and(b) is not subject to any requirement that a draft of the instrument be laid before, and approved by a resolution of, each House of Parliament,is subject to annulment in pursuance of a resolution of either House of Parliament.””

[Earl Attlee]

My Lords, in moving Amendment 119A, I shall also speak to Amendments 119B, 119D, 119DA and 119BA, in the name of the noble Lord, Lord McKenzie of Luton. The amendments will allow integrated transport authorities and their executive bodies, passenger transport executives, to properly undertake activities that benefit or contribute to their purposes. The enabling power goes beyond the existing incidental powers and can extend outside their geographical boundaries and immediate hinterland. These bodies are not local authorities and will therefore not have the benefit of the general power of competence that is already contained in the Bill.

The matter was debated in another place and in this House on 20 June. In response to an amendment tabled by the noble Lord, Lord McKenzie, the Secretary of State for Transport sought agreement to include suitable provisions in the Localism Bill, and this was given. The amendment provides an appropriate broader general power for integrated transport authorities and their passenger transport executives. For consistency, the power will also be provided to combined authorities and economic prosperity boards.

The main reason why these bodies need such a power is that local authorities using similar powers to the ITA’s existing incidental and well-being powers have been the subject of successful legal challenge. Integrated transport authorities and their passenger transport executives have therefore been unwilling to undertake activities and enterprises that are not expressly prescribed in law. The view that they could be successfully challenged has been supported by legal opinion obtained by the Passenger Transport Executives Group. An example provided by PTEG of the activities that they are seeking to use the new powers for is the provision of back-office functions for transport smart cards, similar to Oyster cards in London, to local authorities not in an ITA area or in another integrated transport authority area. Because providing and charging for such an activity is not expressly permitted by existing legislation, they fear legal challenge.

The potential benefits of integrated transport authorities being able to let their passenger transport executives undertake such operations for others is that they will be able to realise the economies of scale from providing similar services to a number of bodies. The bodies wishing to use these services will also benefit from obtaining the service more cost-effectively from an organisation that is already doing something very similar. The cost savings realised by both provider and client can be passed on to council tax payers. In the case of the service provider, this will be the metropolitan district councils in the area concerned. In the case of the client organisations, this will be either local authorities outside an ITA area or the metropolitan district councils within another ITA area.

The suggested amendment to government Amendment 119B in the name of the noble Lord, Lord McKenzie of Luton, is unnecessary because we are satisfied that where it serves some purpose in relation to a body’s function, collective action is already covered in the drafting of the new broader general power to be found in proposed new Clause 102B(1). Noble Lords will be aware that the parliamentary draftsmen undertake their work with great care. We are at one with what powers we want to grant and we should trust the parliamentary draftsmen to get it right on our behalf.

On government Amendment 119D, I have just explained to your Lordships our argument for providing integrated transport authorities and PTEs with wider general powers. This amendment seeks to do the same for combined authorities and economic prosperity boards, which are intended to provide stable governance mechanisms for long-term strategic decision-making on economic issues. In bringing groups of relevant authorities together, both are expected to be based upon meaningful economic geography. Where a combined authority is established for an area, it will be responsible for the transport functions in place of an ITA as well as having economic development and regeneration powers. Currently, one combined authority has been established in Greater Manchester. Economic prosperity boards are similar to combined authorities but without the transport functions. There are presently no economic prosperity boards.

Given that broader powers are being given to integrated transport authorities, it is essential that these powers are also made available to combined authorities and economic prosperity boards to ensure that they can effectively discharge their economic objectives. Indeed, given the close interrelationship between economic development and transport, it would be unreasonable not to confer these broader powers upon both bodies and would undermine their ability to deliver sustainable economic growth. I beg to move.

[Lord Berkeley]

My Lords, this is an interesting group of amendments. The Minister explained their purpose very well, but it seems to me that the pendulum is swinging from local authorities, PTEs and ITAs et cetera getting a bit frightened of what they are allowed to do to something that is beginning to look like a Henry VIII clause in the transport field. That is probably quite a good thing, actually. It seems that they are going to be given powers to do anything. Perhaps the noble Earl could explain whether this could include, in respect of the integrated transport authorities or the passenger transport executives, things such as operating rail franchises if they felt like it. Could they take a bigger role in sponsoring and deciding how the franchises were run, and what would be the extent of their financial commitment to it?

Could those authorities go as far as was recently planned in Merseyside: for Merseytravel to run a vertically integrated railway and take over the infrastructure from Network Rail? It was interesting that that authority had been lobbying to do this for at least five years, if not 10, but then just as the McNulty report, which might have encouraged them to do it, came out it decided that it was not going to do it because it was too risky. However, it is an interesting option that may be open to other authorities. What will they do in running trams and operating buses? The prospect of even better integration between different types of services would be good, if it happened.

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[Lord McKenzie of Luton]

My Lords, I shall speak briefly in support of these amendments, subject to any issues that come out of the very forensic questioning of my noble friends. Amendment 119BA seeks simply to ensure that the powers conferred can be pursued either alone or collectively with one or more ITA. I accept entirely the Minister’s confirmation that it can and that this amendment is not necessary. I am pleased that that is on the record. As the noble Earl said, we moved amendments in Committee to achieve a general power of competence for ITAs similar to that given to fire and rescue authorities in the Bill. These replicated amendments moved by my honourable friend Barbara Keeley in another place. The Minister there explained that these were matters for the Department for Transport and were under consideration. That, indeed, was the response when we debated the amendments in Committee here, but the Government committed to take matters further, which they have done. They have fulfilled their obligation to the House and we are happy to support these amendments.

[Earl Attlee]

My Lords, I am grateful for the welcome to these amendments. The noble Lord, Lord Berkeley, asked about extension of powers possibly covering rail franchising and Henry VIII powers in this amendment. Primary legislation would be required to allow the ITAs to be involved in franchising outside their area. If such changes are required, the Government will look for a legislative opportunity.

The noble Lord, Lord Beecham, mentioned the Highways Agency. He will understand that the Highways Agency is concerned with the strategic road network, but I am confident that it will work closely with local authorities. The noble Lord also asked about powers relating to local bus services in ITA areas. ITAs set a broad strategy for public transport, including buses. Most bus services in an ITA area are run on a commercial basis. ITAs are responsible, where they see fit, for topping up—in other words, adding extra services. There are some detailed questions and I will ensure that we get a full answer to all the questions. A copy will of course be placed in the Library. I beg to move.

Amendment 119A agreed.