Transport: Pedicabs

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 27th April 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend articulated the reasons why regulation is required in this area. Of course, she speaks from great local experience in this respect. As I already said, while this is a matter for a future Government to determine, I and the current Government have said on record that we would look towards the earliest opportunity to legislate in this respect. It remains my personal view that we should seek to regulate this industry for the reasons my noble friend stated.

[Baroness Randerson (LD)]

My Lords, as well as the safety issues involved, there are a number of reported cases where tourists in particular have been charged extortionate amounts of money. Does the Minister accept that this is bad for the reputation of London and of Britain, and can he give us a categorical assurance that, if this Government are returned after the general election, there will be legislation in the coming year—as promised last year but that promise was broken?

[Lord Ahmad of Wimbledon]

It would perhaps be presumptuous of me at the Dispatch Box to say what Government will be returned on 8 June. I have already made my position and that of the current Government clear: we would look to legislate at the earliest opportunity. The noble Baroness raises an important point about the image of London in the view of tourists who are not aware, perhaps, whether they are getting into a regulated vehicle or of the price that will be charged. I am acutely aware of the challenges the noble Baroness poses. As I said, I am certainly keen to see this area regulated at the earliest opportunity, but it is a matter for a future Government.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Ping Pong (Hansard): House of Lords
Tuesday 25th April 2017 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, it will also be convenient at this time to speak to Amendments 2 to 4, Amendment 6, Amendments 12 and 13, Amendments 15 to 19 and Amendments 21 to 23. These amendments cover a range of issues demonstrating the variety of important topics debated during the passage of this Bill through both Houses. I know that all noble Lords will agree that bus passengers should be at the heart of this Bill. Its provisions will enable improvements to bus services where they are needed, and help grow passenger numbers. By working together, local authorities and operators can tackle key transport issues such as pollution and congestion. They can support local businesses and help drive the local economy.

I recognise that congestion in particular can have a major impact on local bus services. This brings me on to Amendment 1, which relates to powers to enforce moving traffic offences. The other place debated the changes made to the Bill by this House, which confer powers to enforce moving traffic offences such as those in yellow box junctions on authorities that have established an advance quality partnership scheme. However, it was recognised that Part 6 of the Traffic Management Act 2004 already provides the Secretary of State with the ability to confer powers to enforce moving traffic offences on authorities. It was also further acknowledged that local authorities already had the ability to address issues of congestion, be that through using new infrastructure measures or technological solutions or by enforcing moving traffic offences in bus lanes. Additionally, through franchising and partnership schemes local authorities and bus operators will be able to further work together to address local congestion in a more targeted way.

A key concern remains that such powers could be misused to generate revenue for local authorities rather than for traffic management purposes. Instead, we shall be encouraging local authorities and bus operators to use the powers in the Bill to develop local solutions to local congestion pinch points.

Amendments 2, 6 and 15 respond to what I know were well-intentioned moves by this House to seek the greater use of low-emission buses. We are all in agreement that we should encourage these sorts of behaviours. Following early discussions in this House, the Government set it out explicitly in the Bill that emissions standards may be included as part of both franchising and partnership schemes. However, I believe that the Bill needs to strike the right balance between giving authorities the right tools for the job and being overly prescriptive about how improvements are to be achieved. There is a real danger that requiring all new buses used to deliver services as part of a partnership or franchising scheme that come into service after 1 April 2019 to be low emission would simply mean that bus schemes could become prohibitively expensive, with the real risk of authorities being unlikely to pursue these schemes at all. This could lead to less bus use and, with that, worse environmental outcomes than would have been achieved without these provisions. I hope that my further explanation as to why we have taken the approach that we have to these subjects will mean that noble Lords can support the current Motion.

I turn now to Amendments 16 to 18 on the open data provisions. There has been a positive welcome to Clause 18, which will facilitate the provision to passengers of information about timetables, fares, routes and tickets, and live information. Since the Bill was last in this place, my officials have held workshops to develop further the practical delivery of these provisions. Stakeholders have stressed the importance of two existing datasets that are currently maintained by local authorities which accurately and uniquely describe and locate all bus stops in a common format. These datasets are vital to the production of meaningful journey-planning information for passengers. However, they are currently maintained by local authorities on a voluntary basis. These amendments simply ensure that if it becomes necessary, regulations could be made that require local transport authorities to provide information other than in the context of franchising, and information about stopping places to be provided by local transport authorities or operators.

I turn now to those who work for local bus companies. In this House we quite rightly had a great deal of debate about the importance of consultation in relation to bus partnership and franchising schemes and who must be consulted. The Government accepted and were happy to include Transport Focus and the national park authorities as statutory consultees. Special thanks must go to the noble Lord, Lord Judd, who is not in his place this afternoon, for his passionate advocacy of the latter’s importance.

We also introduced amendments to require authorities to consult employee representatives about proposed franchising schemes. The noble Lord, Lord Whitty, provided helpful input to our thinking on this matter. I completely understand the need for employee representatives to be consulted on franchising schemes, as those proposals could have a direct impact on bus industry employees in such an area. Following a debate in the other place, it was agreed that some of the potential duplications in the Bill relating to the consultation of employee representatives and trade unions on franchising schemes should be clarified. This is reflected in Amendments 12 and 13. It was also felt that authorities should have greater freedom on who to consult in relation to the advanced quality partnership schemes than had been provided for in the Lords text. This is reflected in Amendments 3 and 4. The Bill, therefore, now provides for an authority to be required to consult employee representatives on franchising schemes, and it may choose to do so for partnership schemes should it consider that appropriate.

Finally, this group contains Amendments 19 and 21 to 23, which address housekeeping matters and remove the privilege amendment. The latter is a procedural technicality. I hope noble Lords feel that I have given the variety of topics justice here and will agree to support the Motion to approve these Commons amendments.

[Baroness Randerson (LD)]

My Lords, throughout its passage, the Liberal Democrats have supported the principles behind the Bill and we believe that it is a long overdue response to a fairly chaotic situation with bus services in many parts of the country outside London. Indeed, while we have been debating the Bill, the number of bus services and miles covered by those services throughout England outside London has reduced significantly as the number of local authorities’ subsidised routes has reduced and some bus companies have ceased to function. There is a desperate need to do something and we agree with the general tenor of the Bill.

We would have wished to make the Bill more radical, as I have made clear on a number of occasions. We would have wanted more devolution and powers to local authorities, more action to assist disabled passengers, more measures to protect the environment and the health of our citizens and more consultation. Indeed, some of our amendments were accepted and have remained in the Bill throughout the Commons process, but not all of them. I am disappointed that so many were removed.

However, we are grateful that in this group there are government amendments to clarify the role and independence of auditors. The first amendment in the group was put forward by my noble friend Lord Bradshaw in relation to giving local authorities powers over moving traffic offences. The Minister said just now that the Government feared that local authorities would use that power simply to make money. That is a fairly flimsy excuse for rejecting the idea because it would be so easy for the Government to produce an amendment that restricted local authorities’ ability to do that. That could have been dealt with within the regulations that will flow from the Bill or within the Bill itself.

In relation to the Minister’s comments on emissions and the speed with which we can replace bus fleets, London is of course well under way with the process, as are several other local authorities and cities. The technology is there. The alternative fuels are there. It is the Government’s role to at least push businesses into operating in the most environmentally friendly way. On bus emissions, of course there is the pressing issue of the health of our citizens. The Government are only too aware, despite their failure yesterday to produce a plan to address this issue, of the need for urgent action on this. Not only am I disappointed that the Government failed to meet the legal timetable for producing a response on air quality in general, I am disappointed that they have taken the view on this particular Bill that there does not need to be a stronger government steer on the issue of emissions from bus services.

I support the Government’s changes on the provision of data. That is very important. Evidence shows that many people are deterred from becoming bus passengers because of a lack of knowledge and information about where the bus stops and how they pay for a ticket. How one pays for a ticket can vary from one local authority area to another. That kind of information can be so easily supplied and the Government have rightly emphasised that in the Bill. We support that.

Having said all that, we are grateful for the hearing the Minister gave us and for the way many organisations involved in bus services across Britain engaged in the process of the Bill so we could use and harness their knowledge and expertise, which has helped. My final point is that we shall not seek to oppose the changes made in the Commons, but we accept them with some sadness.

--- Later in debate ---

[Lord Ahmad of Wimbledon]

My Lords, Amendments 14 and 20 reinstate the original provisions of the Bill which prohibit local authorities establishing companies for the purpose of operating local bus services. The role of municipal bus companies has received a good deal of debate in your Lordships’ House and the other place. There are a few fundamental points worth making. First, we all agree that there are some very good municipal bus companies, such as Reading Buses and Nottingham City Transport. They deliver a high standard of service, and I expect they will continue to do so. Let me assure noble Lords that their ability to operate will not be affected by this provision.

However, very few municipal bus companies remain, with many having been sold to some of our more successful private bus companies—for example, in February, Thamesdown Transport in Swindon was bought by the Go-Ahead Group after many years of making a loss—so I do not think this amendment is likely to impact on the plans of many, if any, local authorities. The Bill is all about improving services for passengers, and authorities should now start thinking about utilising the knowledge and skills of existing bus companies to get the best results. This amendment ensures that we get the balance right between local authority influence and private sector delivery in order to ensure both are incentivised to deliver the best services for the benefit of passengers.

I hope that noble Lords will understand that, because of the importance of this balance to the overall Bill, our view remains that passengers will see most benefit where the commissioning and provision of bus services are kept separate, and we do not think that authorities should be able to set up new bus companies. I hope that noble Lords will agree these amendments will enable the important business of the implementation of the measures contained in this Bill, which we all acknowledge to be important, to begin so benefits to bus services and, more importantly, bus passengers can start to be delivered on the ground. I beg to move.

[Baroness Randerson]

My Lords, although it is not the subject of the Bill, as it operates in Wales, I shall say a word about Cardiff Bus. It is a municipal bus company with a good record. I still do not understand how it is so important to the Government to remove this power, which has been in the local authority armoury for decades. As the Minister has just pointed out, it has not been used as a general issue at all.

I am also confused as to why these examples of really good bus companies run by local authorities at arm’s length are not a template for possible future development. It is blindingly clear at the moment that local authority finances in Britain are so poor that authorities are not going to be using this power in the near future in some kind of aggrandisement. There is not going to be a mass use of this power by local authorities wanting to build up vast transport empires. It is simply not on the cards.

HS2 and CH2M

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 5th April 2017 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government whether they intend to hold an inquiry into the proposed contractual arrangements between HS2 and CH2M.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government will not be holding an inquiry, as this is a matter for HS2 Ltd. HS2 Ltd has undertaken a thorough review in light of the queries raised. Decisions on any further steps are a matter for the board of HS2 Ltd and may include increased scrutiny of compliance by bidders with HS2’s requirements with respect to conflicts of interest, particularly for HS2’s higher-value or higher-risk procurements.

[Baroness Randerson (LD)]

My Lords, I fear that that Answer sounds a touch complacent on the Government’s part. This is a depressing indictment of HS2’s working practices. In view of a number of problems recently at HS2, is the Minister still confident that the first phase of HS2 will be completed within budget and on time? Can he confirm that the Government are still fully committed to phases 2a and 2b?

[Lord Ahmad of Wimbledon]

I cannot agree with the premise of the noble Baroness’s initial comments. When issues came to the fore, HS2’s due processes were followed and CH2M took a decision which I think we all regard as the right one at that time. The Government are absolutely committed to HS2 in all its stages—she referred particularly to stages 2a and 2b. We remain on course also to deliver on the hybrid Bill by 2019.

Diesel Vehicles

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 3rd April 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Lord is right to point out the health issues which arise from emissions, particularly of nitrogen dioxide from diesel vehicles. The noble Lord mentioned the Mayor of London and I acknowledge the efforts that the mayor is making in this respect. However, I am sure that the noble Lord would agree that this requires a partnership across government, within London and with local authorities to ensure that we get the results we all desire.

[Baroness Randerson (LD)]

My Lords, unless you are buying a purely electric car, from 1 April this year, if you buy a new car, you will end up paying more car tax for a low-emission car than under the old car tax system and less for a highly polluting car than under the old system. Can the Minister explain how that will incentivise people to buy low-emission vehicles?

Aviation: Large Electronic Device Ban

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 28th March 2017 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what were the reasons for their decision to ban large electronic devices from aircraft cabins on flights from certain countries.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, the safety and security of the travelling public will always be our primary concern, and this Government will not hesitate in putting in place any measures that we believe are necessary, effective and proportionate. The whole House will recognise that we face a constantly evolving threat from terrorism and we must respond accordingly to ensure the protection of the public against those who would do us harm.

[Baroness Randerson (LD)]

My Lords, I agree wholeheartedly with the Minister that the security and safety of our people must be our priority, so I am concerned about the shortcomings of this decision. As we discovered so tragically here last week, terrorism can emerge from the most unlikely places, so why have only six countries been selected for this ban and how can it work if it does not apply to all flights, wherever their origin? I believe Germany, Spain, Switzerland, Australia and New Zealand have already decided not to implement a ban. How can it work across the world if not every country is co-operating?

[Lord Ahmad of Wimbledon]

My Lords, first, the events of last week were a stark reminder to us all of the nature of the challenge we face. Indeed, there was a Question on this very subject scheduled for that day, which we could not take. On the specifics of the noble Baroness’s question, how our European partners act is very much a matter for their respective Governments. We have acted in accordance with what we believe is the best interests of the United Kingdom, and Her Majesty’s Government will continue to act in that manner.

Great Western Main Line: Electrification

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 14th March 2017 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what is their estimate of the final cost and timetable for completing the electrification of the Great Western Main Line.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, in the recent National Audit Office report, the total estimated cost of the Great Western route modernisation programme was £5.58 billion. The timetable for the remaining elements is due to be part of the planning process for Control Period 6. The Government welcome the Public Accounts Committee’s recommendation to reassess the case for electrification by section and fund schemes only where worthwhile benefits for passengers could not be achieved otherwise at lower cost.

[Baroness Randerson (LD)]

My Lords, I hear the Minister clearly. I believe he is telling us in clear terms that the Government do not intend to complete the electrification of the Great Western Railway to Swansea. If that is the case, please will he confirm that this afternoon?

[Lord Ahmad of Wimbledon]

I thought I was pretty clear, but obviously not clear enough for the noble Baroness. I said that some parts of the electrification have been deferred to Control Period 6, as she is aware. The Government will review the spending on that to ensure the electrification on all remaining parts that have been deferred is in the interests of customers. The Cardiff to Swansea route that the noble Baroness specifically mentioned will be subject to the next control period—CP6.

Cycling: Women

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 21st February 2017 Lords Chamber

[Baroness Randerson]

Thank you. Women cyclists are proportionately more likely to be injured or killed than men. The overwhelming majority of cycling accidents and fatalities involve vehicles, disproportionately lorries. What action are the Government taking to ensure that the latest and most effective safety features are adopted for all lorries on our roads and not just the newest ones?

[Lord Ahmad of Wimbledon]

The noble Baroness is right to raise the issue of such fatalities, of which there were 100 in 2015. The figures show that lorries account for some 5% of transport on British roads, but they account for about 19% of fatalities. She will be pleased to hear that the Government have encouraged the use of all the latest technology. From 1 July last year, new lorries now incorporate the new safety mirrors which give an extended rear view of any cyclist approaching from either side.

Autonomous Road Vehicles

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 25th January 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend is quite right to suggest that. He mentioned roads and I agree. As a Government, we are already trialling connected and autonomous vehicles. To digress for a moment, it is quite a strange sensation when you sit in an autonomous car for the first time, knowing that you are no longer directly in control. My noble friend talks about other uses. In my own area of transport—aviation—the autopilot has been used extensively. There is a need to see how we can embrace technology in an innovative way across all transport modes, while recognising that in certain circumstances controlled interaction is also important.

[Baroness Randerson (LD)]

My Lords, yesterday Transport Focus announced its latest survey results, which showed the satisfaction level with the way in which Southern trains deals with delays to be down to 12%. It also referred to the timetable for London and the south-east of England as, in many cases, a work of fiction. Therefore, I have some sympathy with the imagination that the noble Lord, Lord Lucas, has applied to this Question. However, if autonomous vehicles develop as promised—and as the Government wish them to, as indicated by the Minister—they will be on our roads by 2025. What are the Government doing to prepare our legal structures and road system for this revolution?

[Lord Ahmad of Wimbledon]

The noble Baroness referred to Southern rail. I am sure that across the House we welcome the fact that one of the two unions is now sitting down to talk. That will be welcomed not just by those who use the network and who have particularly suffered over a long period but by us all. We hope that the result of those discussions will be positive. She talked about the importance of innovation and autonomous vehicles coming on line. Of course, she is right to raise insurance and other areas related to the use of such technology. The DfT is investing a great deal of time in research and development and in talking to the industry in exactly the way that she has suggested.

High Speed Rail (London-West Midlands) Bill

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Report stage (Hansard): House of Lords
Tuesday 24th January 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, I thank all noble Lords who have taken part in this debate. I do not think there is a difference of opinion over the intent here, whether in the amendment that the noble Baroness has tabled, in the comments of the noble Lord, Lord Rosser, with which I find it very hard to disagree, or the findings and recommendations of the Select Committee. As I noted in Committee, I agree with the ambition to maximise the use of rail for the transportation of material in relation to HS2. The Government absolutely share the concerns about the impact of HS2 construction on the road network, and have already made commitments with similar intentions. I assure the noble Baroness that we have also committed to maximise the volume of excavated and construction material to be brought in and removed by rail. This will need to be done while balancing the wider environmental impacts on the local community and on passenger services.

In moving the amendment, the noble Baroness talked about specific infrastructure projects; indeed, she mentioned Crossrail. Firm targets on this issue are not the manner by which previous infrastructure projects, which she mentioned, were managed, and that includes Crossrail. The amendment as tabled suggests those particular targets. It is not that we are shying away from targets but, as I have said—perhaps I can reassure her again—we are already committed to work with local traffic management authorities in developing plans in liaison with the relevant highway and traffic authorities, which will be the means by which we agree, manage and monitor lorry traffic flows. Ultimately, and I emphasise this point to the noble Baroness, it is also the local authority that must approve the local routes used in connection with HS2.

The noble Lord, Lord Rosser, asked about the Government’s position. A commitment is an assurance to Parliament, and all assurances will be passed to the contractors in the contracts that are negotiated.

To come back to Crossrail, what worked so well was the fact that the agreements were locally negotiated. I totally concur with the conclusions of the Select Committee, which the noble Lord, Lord Rosser, alluded to in his comments; he mentioned quite specifically that setting targets now would mean plucking figures out of the air. This does not take away from the importance of HS2; indeed, the noble Lord, Lord Berkeley, talked in his contribution about the intent that has already been shown in the response to the Select Committee by HS2 regarding the important issue of moving material as much as possible by means other than roads. I come back to the key point that those local plans must be agreed by the local authority.

I hope the noble Baroness is not just assured but reassured by the commitments that I have given. I have listened very carefully to her contributions and those from the noble Lords, Lord Berkeley and Lord Rosser, and I do not think there is a difference of opinion about material—excuse the pun—or the substance of what is being proposed and the way forward. This is about ensuring that HS2 works hand-in-glove with the local authorities to ensure that, whatever local targets are set, it maximises the use of alternatives to roads, and that any roads that lorries may use in removing such soil is approved by the local authority and the local traffic management authority. I hope that, with the assurances I have given, the noble Baroness will be minded to withdraw her amendment.

[Baroness Randerson]

My Lords, there is a certain irony in building a railway but not using rail to transport materials because it is too difficult. That idea has been suggested by some noble Lords in this debate.

[Lord Ahmad of Wimbledon]

The noble Baroness has made a point, and I would like to provide clarification. As I think that the noble Lord, Lord Berkeley, mentioned, HS2 is very much committed to using alternative sources. We need to put any other suggestion to rest. In no way are either the Government or HS2 suggesting that we look towards the roads. Indeed, I emphasise again that we shall maximise alternatives to roads and ensure that spoil can be removed accordingly. I hope that the noble Baroness accepts that point.

[Baroness Randerson]

I accept that point, but the noble Baroness who was a member of the committee talked about the complexities of carrying materials by rail in this case, and the committee’s report refers to this. I accept that Crossrail and other sites that I mentioned are not the same. Of course they are not, but Crossrail achieved 80%. Therefore in terms of percentages, our amendment is relatively modest.

The Government face a huge problem with air quality in central London. They need to do everything in their power to encourage every construction site to transport as much as possible by rail or to use environmentally friendly methods. I say to the noble Lord, Lord Rosser, that the experience of other sites shows that the type of measure to which I referred in my speech, including transport by rail, reduces overall costs. However, to the Minister I make the fundamental point that the idea of targets has been accepted. HS2 has targets. It is simply that these need to be more ambitious. Locally agreed targets and arrangements were of course appropriate for Crossrail because Crossrail affected diverse areas across London. Our amendment refers only to Euston. Therefore I am disappointed that the Minister has not come up with definite arrangements to improve the plans that have been put forward so far by HS2. On that basis, I seek to test the opinion of the House.

High Speed Rail (London–West Midlands) Bill

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Committee: 2nd sitting (Hansard): House of Lords
Thursday 12th January 2017 Grand Committee

[Baroness Randerson (LD)]

My Lords, I start by referring to the excellent committee report which refers to this issue in detail, and I am delighted to support the amendment. The committee notes that some areas of Camden, along with other urban areas, suffer levels of air pollution that are in serious breach of EU limits. It calls the haulage by road of materials to and from the construction sites,

“one of the gravest problems of the project”.

As the project has developed, the Government have made a commitment over time to more and more tunnelling in order to alleviate the problems of noise for residents in other areas, but that in itself creates another environmental problem because the excavated soil will have to be moved over long distances. Add to that the cement, aggregates and steel for tunnels and bridges and so on, plus building materials for several new stations, and we are talking about very significant amounts.

The committee’s comments on Euston concentrate on the level of disruption over a period of more than a decade which involves the demolition of a large office block as well as other homes. It is critical—I urge noble Lords to read paragraph 178—of the impact on local people and is particularly critical about the idea of rebuilding Euston station in two stages. I am using this opportunity to urge the Minister to press his colleagues in government and HS2 to ensure that a co-ordinated approach is taken, and I also urge the Government to bring forward the funding so that planning and rebuilding can be done together to limit the problems for local residents. Both Camden Council and the Regent’s Park Estate tenants gave evidence to the committee, as did the noble Lord, Lord Berkeley. It is noted that the shortest journey by road from Euston to the nearest landfill is 26 miles one way. In contrast, one train can move as much material as 124 HGVs, so to my mind there is absolutely no argument about the need to transport more materials by train—or indeed by river. Given the strong words of the committee, I was very disappointed that no clear recommendation was made about transporting the soil and that the committee simply resorted to exhorting HS2 to do better than the 28% of excavated soil and 17% of construction materials it guarantees to move by rail. Euston may, as has been stated, be a congested site, so I would argue that there is all the more reason to apply the highest standards.

It is also important to learn the lessons of the past. For both the Olympics and Crossrail, which in many respects were similarly congested sites, a political decision was taken to minimise transport by road and to set targets. As a result, some riverside wharves that would otherwise have been sold off for housing were retained to enable transport by river.

We need the Government to aim high. I believe that exhorting HS2 to do better will not maximise the use of rail for transport in this regard or, indeed, encourage it to consider river transport either. We need to set targets and there needs to be a political decision on this. This is all the more important because of the protracted nature of the plans for Euston. I take this opportunity to ask whether the Minister can confirm the rumours circulating in the Euston area that HS2 is considering moving the portals of the tunnel from which the proposed new HS2 line will emerge to the west of Euston station about one kilometre nearer to the station. Local residents would be very supportive of that because they believe that it would reduce the disruption caused by the removal of materials. Therefore, if that rumour is accurate, we will be pleased.

As regards whether it is appropriate to set targets for this issue, obviously some sites will be more difficult than others in terms of removing spoil by road. It is not practical to address this on a completely comprehensive basis but it is entirely reasonable to tell HS2 that it should have overall targets so that it achieves an overall picture.

As I said, from time to time the Government have acceded to requests for tunnelling and increased compensation, particularly in rural areas. That is laudable and we appreciate that responsiveness. However, the committee itself suggests that some aspects of the compensation schemes are unbalanced, favour rural areas and do not pay sufficient attention to the disruption caused by the construction process. Therefore, as well as addressing the issue of fairness in the compensation arrangements, I urge the Government to take a much more fundamental approach by reducing the disruption altogether. Transporting as much material as possible by rail would reduce that disruption.

In conclusion, although I have emphasised Camden and Euston, this issue applies throughout the length of the project, particularly in other urban areas as well.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, first, I thank the noble Lord, Lord Berkeley, and the noble Baroness, Lady Randerson, for their contributions. I say at the outset that I fully appreciate the intent behind their amendment in terms of maximising the use of rail for the transportation of material in relation to HS2. Both the noble Lord and the noble Baroness rightly focused on the concerns that have been raised, particularly in the London Borough of Camden and in Euston. However, the majority of construction sites for HS2 phase 1 are in rural areas and, practically speaking, do not have ready access to an existing rail network. Put simply, imposing the limits proposed in the amendment would mean that it would not be possible to construct HS2. However, it is important to take on board some of the points that have been made and answer them directly.

I of course share the concerns about the impacts of HS2 construction on the road network, as do the Government. As noble Lords may be aware, the Government have already made commitments with similar intentions. We have committed to maximise the volume of excavated and construction material to be brought in and removed by rail. This will need to be done while balancing the wider environmental impacts on the local community and on passenger services.

Specifically on the point of spoil by rail, the noble Lord and the noble Baroness talked about targets, and the Lords Select Committee was mentioned in the noble Baroness’s remarks. I am sure that noble Lords have also reflected on the committee’s note. Again, I thank the committee once again for its exhaustive work in this respect. Paragraph 411 of its report says:

“We are satisfied that HS2 is taking this responsibility seriously”,

and the report goes on to say that it saw,

“no useful purpose to be served by attempting to set fixed targets. It would be little more than plucking aspirational figures out of the air”.

Southern Rail

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 10th January 2017 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what measures they have taken to deal with strikes affecting services by Southern Rail.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, although the current dispute is a matter for the unions and the train operator to resolve, the Secretary of State has been doing everything he can to try to resolve the dispute and limit the impact of the strikes on passengers. Additional measures have been put in place to help people get to work and there is still a huge amount of work taking place behind the scenes to try to get this long-standing dispute resolved for the benefit of all passengers.

[Baroness Randerson (LD)]

My Lords, there is chaos on our railways. It is estimated that the Southern dispute alone has cost the Government £65 million and counting, with huge costs, of course, to the economy as a whole. But it is the passengers who are taking the real pain on this, with their daily struggle to get to work. Does the Minister accept that this simply cannot be allowed to go on, and that things are now so bad that it would be very difficult indeed to restore trust between Southern and its workforce? Does he therefore agree that Southern should be relieved of its franchise—which, I suggest, should be passed to Transport for London, which has a very good, proven track record?

[Noble Lords]

Oh!

Rail Devolution: London

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 20th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

This session of Lords Questions seems to be a revelation of ages. Nevertheless, it is in the interests of us all to look towards cycling. Indeed, it was lately suggested that I should also take it up. An efficient, working and effective transport system across all modes is to the benefit of all Londoners, irrespective of age.

[Baroness Randerson (LD)]

My Lords, in making the decision referred to in the Question, what account was taken of TfL’s record of delivery? I notice that the ORR’s latest figures show a 95.3% customer satisfaction with London Overground. What timescale does the Minister now predict for the rollout of Oyster and contactless to non-London parts of the south-east? People have waited, for example, in Epsom—the Secretary of State’s own constituency—for years expecting this important development.

[Lord Ahmad of Wimbledon]

On the second part of the noble Baroness’s question, we saw recently other parts of the wider network benefit from Oyster. The rollout of Oyster to Gatwick is a good example of that. On the earlier part of the question, the business case also surrounded long-term investment in the infrastructure required. Certainly there, the business case fell quite short. On the issue of London Overground, yes it is run well but let us not forget that the Government still provide £27 million of funding to that particular service.

Railways: East Coast Main Line

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 8th December 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what are their plans for investment in the East Coast Main Line.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government are investing in the east coast main line. The east coast connectivity fund, totalling £247 million over control periods 5 and 6, is delivering projects that specifically increase capacity and reduce journey times through better segregation of freight and passenger services.

[Baroness Randerson (LD)]

My Lords, despite that level of investment, in the ORR’s league table Virgin Trains East Coast lies at 19th out of 20 among the train operating companies. Problems are undoubtedly exacerbated by the fragile state of the overhead lines, but the Government have delayed and reduced the amount of money to be invested in improving the situation on the line. Can the Minister assure us that, following this week’s announcement by the Secretary of State, there might be some improvement and more realistic funding for the line?

[Lord Ahmad of Wimbledon]

As I have already outlined, there is funding, and ensuring the prioritisation of the funding was part of the Hendy review. As I am sure the noble Baroness is also aware, customer experience—she has rightly alluded to the importance of what customers feel about the line—will be enhanced through the introduction of new rolling stock across the routes. There is a big investment in IEPs, as I am sure she is aware, while the east coast route study, which will detail the longer-term investment options from 2019, is currently in development by Network Rail.

Train Operating Companies

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 6th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend speaks with great expertise and knowledge of this area, and he is right to point out the importance of seeing progression through careers across the transport network—rail is no exception. Certainly, skills will be an important part of the rail strategy that, as we have announced, will be brought forward next year. As I am sure my noble friend knows as a former skills Minister and Secretary of State for Transport, we are acutely aware that we need to ensure that a proper career and training structure is provided in all areas of transport, so that those who start their career on the bottom rung of the ladder and who have the aspiration and ambition are offered a practical route to the very top.

[Baroness Randerson (LD)]

My Lords, there are elements of these announcements today that we welcome —for example, devolution and the introduction of an Oyster-style card. However, is the Minister aware—I am sure he is—that in London Oyster is being rapidly overtaken by modern technology? Are the Government taking that further development into account in their plans? Will the fare structure be simpler, as it needs to be, as a result of this announcement?

The Oxford and Cambridge line is clearly being used as a test case for further privatisation. Can the Minister explain how, in their overall plans, the Government will prevent the cherry picking of routes, with the private sector taking on the easier routes and leaving Network Rail to continue to cope in the traditional manner with the current, most complex routes? Finally, have the safety issues been taken into account?

[Lord Ahmad of Wimbledon]

On the noble Baroness’s final point, safety remains very important, irrespective of the model that operates on our railways. Notwithstanding the challenges that we know exist in certain areas, our railways are still among the safest in Europe and indeed the world.

The noble Baroness is right to point out that although the Oyster card was a revolutionary idea when it was introduced, technology impacts on all industries across the transport sector. Of course, we continue to look at whether more innovative smart ticketing and seamless smart ticketing can be introduced. She makes an important point about ensuring that passengers are well versed in using such systems.

The noble Baroness referred to the Oxford to Cambridge line being a precursor to privatisation of Network Rail. That is not the case. As I have iterated and now re-emphasise, this is about operational deliverability on the ground. This proposal will ensure that teams’ common principles and objectives can be aligned for the effective delivery of services and engineering works across the network.

Southern Rail Services

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 5th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

I always seek to respond to all. The noble Lord obviously speaks from personal experience of the industry, which is always respected in this House. He raised the issue of the dispute. I remind noble Lords that 230 of the 232 who are concerned or involved with this dispute have already signed new contracts for the DOO system. The noble Lord raises, and is right to raise, important issues of health and safety. I assure him that, as I mentioned in the Statement I repeated, Ian Prosser of the ORR specifically wrote to my honourable friend in the other place, the Member for Bexhill and Battle, having looked at all the issues, including those raised by the noble Lord on health and safety, and after all the checks had been conducted he concluded that this service is safe and continues to be safe. In response to the noble Lord’s specific questions, I am happy to share the details of that letter with him. The health and safety issues that he has rightly raised in this House have been addressed by the Government and we have also had discussions about them with the ORR.

[Baroness Randerson (LD)]

My Lords, it seems that the regular Christmas rail chaos will be even worse on Southern. We have already had more than 18 months of rail chaos, and in many cases passengers in that area have no alternative but to travel on those trains. Some of them have lost their jobs and some have certainly missed vital appointments. There seems to be stalemate in this dispute, with the economy of the south-east being very seriously damaged by it. The Government appear to be determined to beat the union and the union is equally determined to beat the Government. The Secretary of State said that it was his priority when he came into post, and I ask the Minister whether that remains the case. If so, I dread to think what happens to the things further down his list. He seems to have made no progress on this.

Will the Government consider cancelling the fare rise due to come in at the beginning of next year? It seems greatly unfair for passengers on this line to face higher fares for a lower and lower standard of service. Finally, has the Minister made any progress on the issue that I raised with him earlier—that is, accepting claims for compensation via apps?

[Lord Ahmad of Wimbledon]

The noble Baroness raises some important points. On the fares increase, the Government have recently announced a substantial compensation package, which reflects the priority that the Secretary of State is giving this issue. The compensation will reflect the challenges—the delays and cancellations—that have impacted on the people using the service.

I have taken back to the department the noble Baroness’s point about the apps. We are looking at what measures can be put in place to ensure that claims for compensation are dealt with effectively and efficiently.

On the question of prioritising this issue, the Secretary of State and my honourable friend the Rail Minister, whose Statement I have repeated, are both dealing directly with this matter. The noble Baroness will be aware that the Rail Minister meets Network Rail and GTR weekly and that I recently held a briefing session for all Peers on this important issue. During that meeting I gave an assurance that the Rail Minister and I will continue to have formal quarterly updates to ensure that the challenges facing commuters, including Members of your Lordships’ House, are prioritised appropriately and that the relevant issues are brought to bear on the railway operator.

Aviation: International Trade

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 1st November 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what assessment they have made of the importance of aviation to Britain’s international trade.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, aviation contributes to international trade by facilitating the movement of services and goods. In 2015, goods worth £155 billion were shipped by air between the UK and non-EU countries—that is over 40% of the UK’s extra-EU trade by value. This demonstrates how crucial Britain’s international trade is to aviation. Connectivity alone is insufficient to create trade, as other factors are important. However, without it, new trade opportunities would not materialise.

[Baroness Randerson (LD)]

My Lords, as the Minister says, aviation makes a huge contribution to the economy. However, after the Brexit vote, this is under threat. Leaving the EU will affect rights to travel, not only between the EU and the UK, but also with the US. Priority must be given to reaching new agreements to maintain market access. Can the Minister give us details of the steps the Government have already taken to prioritise negotiations on continued membership of the European Aviation Safety Agency and of the open skies agreement? Since Heathrow will not be completed until the 2030s, will the Government introduce a strategy for the whole of UK aviation?

Road Safety: Eye Tests

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 31st October 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

It is always useful to hear personal anecdotes. I actually had my eyes tested on Saturday, and I passed. Turning to my noble friend’s question, the UK has one of the greatest road safety records. People aged 70 are required to sit the test to renew their licence for another three years, and we provide other services through DVLA. Pilots are also being taken up, including with GP practices in Birmingham, to raise awareness of eye tests, particularly for those over 70.

[Baroness Randerson (LD)]

My Lords, I want to ask about people who have perfectly good eyesight but who choose to use it to look at their mobile phones while driving. In 2014, mobile phone use was a contributory factor in 492 accidents, 21 of which were fatal, and an RAC survey has shown a steep increase in mobile phone use at the wheel since then. Do the Government intend to increase the penalties for these drivers, and to provide funding to deal with the 27% drop in dedicated roads policing officers since 2010?

[Lord Ahmad of Wimbledon]

As the noble Baroness may be aware, the Government have already taken action in this respect and increased the penalties for mobile phone use while driving. I am sure the whole House will be aware of the news today of the sentencing of the driver who caused the tragic death of a mother and three young children. Our thoughts are of course with the family. The noble Baroness raises an important point and the Government continue to look at how we can work across the board with all industry players to underline the importance of educating people. Yes, mobile phones have a role to play, but not while people are driving.

Airport Capacity

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 25th October 2016 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I predict that the decision made today will solve nothing because it will be locked in legal challenge for years to come. It is a decision that answers the questions of decades ago, not today’s questions. It is bad for the environment and it is bad for the UK as a whole because still more investment will be poured into the south-east, ignoring the potential of regional airports such as Birmingham and Manchester. It is bad for passengers because they will pick up the tab in the end. The eye-watering cost of this project, which the BA chief executive has called “outrageous”, will, in the end, fall on passengers. The interesting thing is that the Statement hardly had a pound sign in it, and the figures that were quoted were largely speculative about possible benefits to the economy.

What estimates have the Government made of the cost to the public purse of this whole development? How much of the massive cost of infrastructure improvements, which are essential if the Government are to meet their promises on air quality, will the Government pay? We know that Heathrow is expecting airlines to contribute up front and that BA is refusing to do so, so are the Government confident that Heathrow can finance its portion of the costs?

This will inevitably lead to additional charges for airlines. What work has been done to ensure that airlines are prepared to accept those additional costs and will not simply move elsewhere? Are the Government convinced—because I am not—that passengers are willing to pay more to fly from Heathrow, because airlines will pass the cost on to them? Heathrow promises six more domestic routes by 2030 and in the Statement the Government promise to hold it to account. How do they plan to do that?

This will be seen as a decision for the south-east, but faced with the huge challenges of Brexit, we need to engage the whole of the UK, so what additional investment will the Government now allocate to the Midlands and the north to allow regional airports to develop and grow?

On air quality, the Statement makes bold claims, but there is not one tiny detail on how this pollution revolution is to be achieved. Can the Minister give us more information? I note that the Statement is much more downbeat on noise; it simply accepts the concept that it will be a noisy procedure.

Finally, I want to address an issue that was not covered in the Statement: the ownership of Heathrow, which is only 10% British-owned. Although the consortium that owns it has distributed £2 billion in dividends to shareholders in the past four years, it has paid only £24 million in corporation tax in the last 10 years. Will the Minister assure us that this airport, which will be favoured with so much public investment, will at least pay its dues in taxation?

Obscene amounts of money have been spent on persuading us and the Government that Heathrow is the right decision. We know the Conservatives are hopelessly split on this issue and have broken their promises on it and that the Labour leadership has flip-flopped backwards and forwards on it, but we on these Benches have remained steadfast for two decades.

[Lord Ahmad of Wimbledon]

My Lords, I will come to that final point at the end. Bearing in mind that the decision that has been taken is one that has been put off for generations, I was expecting a slightly more positive response from both the Opposition and the Liberal Democrats, but I will take those questions on.

The noble Lord, Lord Rosser, asked about the 2009 proposal. I have said repeatedly from this Dispatch Box that this proposal is markedly different. I highlighted in the Statement I made earlier that a major part of that is the mitigation measures, both in addressing issues of noise pollution and in the compensation package that has now been presented. Some £2.6 billion has been put forward as the overall compensation package, while £700 million has been allocated for specific issues relating to noise. Ensuring ventilation and specifically double glazing for schools and residences is a practical measure that is reflective of the concerns that local communities were raising.

The noble Lord raised the issues on the process of consultation. Again, as I alluded to in the Statement, the Planning Act 2008, in terms of the NPS process that was created from it, was set up to deal with precisely this kind of infrastructure project to ensure that there are no further delays. The process that the Government are now following and are committed to is reflective of the provisions of that Act. What will happen hereafter, again in response to the noble Lord’s questions, is to ensure that there is an effective airing, an opportunity for concerns to be raised and, yes, scrutiny of the decision.

The noble Lord asked about other options on the table. As I said a week or so ago to my noble friend Lord Spicer—perhaps it was a tad longer—the Government are focused on ensuring that, as the Davies commission concluded, an additional runway should be delivered by 2030 in the south-east. That is where the focus is. Based on that, the Government have decided, after careful consideration of three viable options, that the new runway, the north-west runway at Heathrow Airport, is the Government’s preferred option, and the NPS will be based on that option.

The period of time involved is very much part and parcel of the legislative process. One thing concerned me about the noble Lord’s contribution: he himself acknowledged that Her Majesty’s Opposition had declared that they accepted the Davies commission findings. So do we; I have said so repeatedly from the Dispatch Box. However, the important issue was on additional environmental mitigation measures. He asked about that, and I am pleased to tell him that if he goes on to the website he should find those additional reports and conclusions within the reports that we have now also made available through the GOV.UK website. If he has additional questions, I ask him to take them up with me in writing, or we can have a discussion. However, these discussions are being answered.

I believe that Labour’s four tests that he articulated are met. He mentioned the statutory noise authority; I assure him that we will consult on that as part of this process. He mentioned the importance of regional connectivity; again, I stated in the Statement that regional connectivity is a key consideration, with six additional routes from Scotland to Northern Ireland and to the south-west. New routes will be created, and we will ensure that provisions are sustained to ensure local slots from the additional capacity that is created. Those are all parts of the Government’s growing commitment to ensure that this is a decision that benefits not just the south-east but the whole country.

With regard to other airports, HS2 as a practical example will make the travel time from London Euston to Birmingham International circa 30 minutes. That is about increasing connectivity. Crossrail provides an additional level of connectivity across London through the Heathrow hub to ensure that through those extra slots our other regions are also better connected. Scotland has today welcomed the decision by the Government. The proposal for London Gatwick was very reasonable, practical, sensible, and, as I said, viable. Naturally, it is disappointed, but Gatwick remains part of the UK plc offering within the aviation sector.

There will be a specific six and a half hour ban on night flights which will be part of the planning process as we move forward. In terms of apprenticeships and local jobs, 77,000 jobs will be created as a result of the new runway. Over 5,000 apprenticeships will be created. These are much, if not all of what the noble Lord raised. It is not just a question of what is in this Statement, but the information that I have provided.

The contribution of the noble Baroness very briefly confused me. She said that it was bad for the UK. We are increasing capacity. If we do not increase capacity in the south-east for the benefit of the whole country, we are standing to lose a minimum of £21 billion. What is the Lib Dem solution? This is privately financed. Heathrow Airport has already committed to ensuring that those transport surface requirements are fulfilled as part of its equation. There is not a cost to the public purse.

I have already covered regional airports. I have already stated quite specifically that pollution targets will be met under the national air quality plan. In terms of British ownership, there are companies in the private sector that are owned differently. It is not for me to respond, but Heathrow airport has demonstrably shown its commitment to ensuring that south-east capacity—in this case, London—based on regional connectivity will be of benefit not just to the south-east, not just to London, but to the whole of the United Kingdom.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Report: 2nd sitting (Hansard - part two): House of Lords
Monday 24th October 2016 Lords Chamber

[Baroness Randerson]

My Lords, my noble friend has devised a very neat way of assisting bus services in rural areas. The problem that rural bus operators face is the demography of those areas, as they almost always have a very much older profile of bus passenger, which means that those routes rarely carry large numbers of fare-paying passengers. The concessionary recompense given to bus operators is cumbersome and inadequate, and that makes it very difficult for rural operators to make a profit. There is a long record of rural operators going out of business. We are suggesting a weighting towards rural areas that would hardly be felt by operators in urban areas because the actual number of rural passengers is very low as a percentage of the total. For rural operators this scheme could be the difference between survival and going out of business. I urge the Minister to respond positively to the efforts made by my noble friend Lord Bradshaw to suggest a mechanism to support bus services in rural areas.

[Lord Ahmad of Wimbledon]

I thank noble Lords for their brief contributions to this short debate. The noble Lord, Lord Bradshaw, has tabled an amendment on rural bus services and concessionary travel. As I have said before during the progress of this Bill, rural bus services play a vital role in helping people to get to work and school and in ensuring that they can access a wide range of services and leisure opportunities. Indeed, this issue has been raised in the House before. I believe that the noble Baroness, Lady Scott—who is not in her place at the moment—raised it on Second Reading.

I think we all accept that the loss of a local bus service, particularly in rural areas, can leave people isolated or dependent on friends and family to help them travel. However, commercial services in rural areas can be the most difficult to provide because of the need to achieve the critical mass of passengers required for a regular service. As I have said before, we are confident that the Bill provides significant opportunities for rural areas, and I again draw the noble Lord’s attention to the specific guidance which the Government have now published in which those opportunities are set out.

I turn specifically to the amendment. It would perhaps be useful to remind noble Lords that reimbursement by local authorities to operators is made on a no-better, no-worse-off basis. That means that operators are already fairly compensated for the cost of providing concessionary travel in both urban and rural areas. I believe that the reimbursement mechanism that is now in place is fit for purpose, as evidenced by the large decrease in reimbursement appeals that we have seen over the last few years since the new reimbursement guidance came into force.

If the noble Lord is seeking greater reimbursement for operators for their rural as opposed to urban services, we would be concerned that the amendment would lead to a distortion in the concessionary travel scheme because it is reimbursed on the principle of “no better, no worse off” to which I alluded a few moments ago. It is for that reason that we cannot support this amendment.

I finish by saying that the Government provide, as I indicated previously, significant funding for local bus services. We have talked before about BSOG and the £300 million to local authorities. The Department for Communities and Local Government intends to increase support for more sparsely populated rural areas by more than quadrupling the rural services delivery grant from £15.5 million to £65 million by 2019-20. That again underlines the importance of rural services—a sentiment which I know we all share. On the basis of my explanation, I hope the noble Lord will withdraw his amendment.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Report: 1st sitting: House of Lords
Wednesday 12th October 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, I turn, if I may, to the amendments tabled by the Government, beginning with Amendment 2, tabled in my name. A number of noble Lords tabled amendments in Committee on the theme of passenger representation. Those amendments aimed to involve passengers in the ongoing monitoring and review of franchising and partnership schemes. In Committee, I expressed my sympathy with the aims of the amendments and promised to consider how best the Bill could be amended to help achieve those objectives. I am now tabling a number of amendments that aim to incorporate ongoing passenger consultation as a core component of franchising schemes and partnership plans and schemes.

The amendments require authorities to set out, as part of their plan or scheme, arrangements for consulting organisations that are representative of users of local services. As I said in my opening remarks on the previous amendment, one of the core principles of this Bill is local devolution, and it should be for individual authorities to determine exactly what form that consultation should take. It could be that one authority chooses to set up a dedicated board and consult with it regularly, while another may choose a more light-touch approach, more in line with the scale of the proposals they are considering. I trust noble Lords will agree that these amendments are useful and will help ensure that authorities implementing partnerships or franchising thoroughly consider how best to capture the views of passengers throughout the life of their scheme.

I turn now to Amendments 9, 30, 40 and 68 in this group. These amendments, tabled by the noble Baroness, Lady Randerson, would explicitly name bus users as statutory consultees when franchising or partnership schemes are proposed. I would certainly encourage authorities to consult bus passengers when major changes are proposed to the local bus network. However, creating a statutory obligation to consult bus users would, in my view, create practical difficulties for local authorities. It would be impossible for authorities to identify who falls within that category of people to ensure that they comply with any such obligation.

I appreciate the importance of engaging with bus users and propose to address the issue specifically in guidance. For this reason, the Government have included organisations appearing to the authority to represent bus users as statutory consultees when a franchising or partnership scheme is being made. I hope that the noble Baroness, Lady Randerson, is reassured by my explanation and feels able not to press her amendments. I beg to move Amendment 2.

[Baroness Randerson (LD)]

My Lords, I rise to speak to the amendments in my name in this group. I believe that the Bill is improved by the numerous amendments that the Government have put down. I want to make it clear that, on these Benches, we appreciate the fact that the Minister has responded to concerns on a range of issues. It is indeed a much better Bill than it was. It is no longer, as I described it at one point, the buses Bill that does not refer to passengers. We have gone beyond that point.

The purpose of my amendment is to ensure that bus users are consulted at every stage in a variety of ways, and to bring a more consistent approach in the Bill to consultation generally, because there were huge inconsistencies and variabilities between the way consultation was referred to on enhanced quality partnerships, for example, versus franchising. No matter what the arrangement on buses, bus users deserve to be consulted.

Amendment 68, supported by the noble Lord, Lord Whitty, refers to not just bus users but the organisations that represent them. I wanted to be clear that consultation should be routinely undertaken at both levels: organisations representing users, both large and small, local and national, and local consultation of individual users—the old-fashioned notices on the bus stop when the service will change.

I appreciate very much that the Minister has brought forward amendments that take on board amendments we put forward in Committee. We now have a much clearer view of the guidance and what it will contain. Because of that, I will not push these amendments to the vote, but I would like the Minister to give us some further information when he sums up. Passengers need to be at the heart of the whole thing. Therefore, the guidance needs to ensure that local publicity to passengers is good enough and comprehensive. It is no good advertising in some London-based newspaper; it has to be at an appropriate level.

I draw the noble Lord’s attention to the comments from Transport Focus. In its guise as the passengers’ council—that being its official, statutory name—it has emphasised that passengers need to be consulted in the design of the service, and that there needs to be a clear statement of promises for passengers and continuous assessment and feedback from passengers via, for example, research or feedback about cleanliness, punctuality and so on. It must be both qualitative and quantitative research. Transport Focus says that there is no substitute for asking passengers themselves. Those are very wise words. It also emphasises that changes to the service, whether it is timetables, fares or ticketing, and an effective complaints process are essential if you are to get proper consultation.

Please can the Minister reassure us that the guidance, when it is completed, will address those issues?

--- Later in debate ---

[Lord Ahmad of Wimbledon]

My Lords, I shall now speak to Amendments 4 to 6, 15, 19, 21, 63, 64 and 66 in this group, which all deal with emissions from buses.

As I recognised during our debates in Committee, buses have a huge part to play in solving some of the country’s air quality problems and challenges and combating global warming. I share the desire of many noble Lords for low-emission buses to be adopted more widely, and I thank those noble Lords with whom I have had the opportunity to discuss the issue in more detail. I undertook in Committee to consider how the Bill could best achieve this outcome.

Amendments 4, 15 and 64 in my name make it explicit that emission standards can be specified as standards in partnership schemes or included in local service contracts in the context of franchising. Emission standards can be included in the schemes, thus giving local transport authorities flexibility to determine an approach that best suits their area.

I also wish to ensure—as the noble Baroness, Lady Randerson, urged me to do in Committee—that all local transport authorities that use the new powers properly consider the potential to achieve better environmental outcomes. The draft guidance, which was circulated last week, achieves this and provides important information about how the tools in the Bill link up with other government initiatives in this area.

I turn to the other amendments in the group. The noble Baroness, Lady Randerson, tabled Amendments 5, 21 and 63, which have a similar effect to my amendments. I therefore hope that, on reflecting on the government amendments, she will be minded not to press hers.

Amendments 6, 19 and 66, tabled by the noble Lord, Lord Kennedy, would require all advanced quality partnership, franchising and enhanced partnership schemes to prescribe specifications previously used for the department’s low-emission bus scheme. These amendments sit somewhat uneasily with the devolutionary nature of the Bill. They would in part tie the hands of authorities looking to implement franchising, advanced quality partnerships or enhanced partnerships, requiring them to specify higher standards for vehicles than in other parts of the country—whether they have an air quality issue to address or not.

It is our view that this centralist approach would bring unnecessary additional costs that could make the difference between schemes being economically viable or not. The likely consequence is that many local transport authorities will simply not pursue the schemes at all.

I believe that this is an important issue—I know that that sentiment is shared across the House—but the Bill needs to strike the right balance between giving authorities the right tools for the job and not being overly prescriptive about how improvements are to be achieved. That is the objective of Amendments 4, 15 and 64, and I beg to move.

[Baroness Randerson]

My Lords, we are pleased that the Minister has responded to our concerns and that the Bill now steers both local authorities and bus companies in the direction of less-polluting buses. That is very much to be welcomed, because we must bear in mind that technology is moving very swiftly. Electric buses are developing very fast. For example, I recently travelled on London’s first double-decker all-electric bus. There are biofuels—methane and so on. All sorts of opportunities are opening up very fast.

We must also bear in mind that this will become an Act that will probably last for decades—the previous one has lasted for more than 30 years—so we need to look to the future. It is essential that we make sure that new buses are non-polluting and encompass the best of technology at the time. Of course, as the noble Lord implies, there will be a cascading down of old buses but there are other ways in which local authorities and bus companies can manage to provide a less-polluting service. For local authorities, low-emission and ultra-low-emission zones must surely become more popular and common in the future.

I am sorry to disappoint the noble Lord that, as a devolutionary party, we on the Liberal Democrat Benches are also an environmental party. Therefore, there are times when we have to balance one principle against another and say that for the sake of the environment, which I remind noble Lords means for the sake of the health of our children as well as the natural world, we have to go with the best possible option. I believe that the Labour amendment has more detail because it refers to a very specific scheme so it is seriously worth supporting. We will not push our amendments to the vote but we will support the Labour Party on this occasion.

--- Later in debate ---

[Lord Ahmad of Wimbledon]

My Lords, I thank the noble Baroness for tabling the amendments. We return to an issue that I know we have discussed before. As the noble Baroness is fully aware, I have sympathy with the intention behind Amendments 7 and 16. I accept that affordable, accessible local transport is important for many young people’s lives—to ensure greater social integration, for education and for those young people embarking on careers.

As noble Lords will recognise, many local councils already have their own schemes and use their existing legal powers to provide discounted fares for those living in the area. Bus companies also know that helping young people to use bus services by offering concessions of their own may make them customers for years to come. I would certainly encourage councils and operators to continue to build upon the offers they have already put in place. Let me assure noble Lords—I am sure that all those who have participated thus far realise this—that the Bill provides exactly those new opportunities to do so, not least through the ability to standardise eligibility for concessions across operators through an enhanced partnership scheme.

However, the Government do not support a mandatory youth concession being a requirement relating to either advanced partnership schemes or franchising schemes, which is what these amendments seek to achieve. It may be that a local authority would seek to deliver a youth scheme through either a partnership or a franchising scheme. Such a concession would be costly to both the local authority and bus operators. Therefore it is right that any such decision to implement a youth concession for a particular area should be taken locally. That, after all, is what the Bill is about: enabling local authorities to work with bus operators to improve their bus services in ways that address local needs.

I have already said that if you build a relationship with young people, as many local authorities and bus operators do through such concessionary schemes, they will become customers for the long term. However, we do not wish to tie the hands of local authorities when it comes to taking decisions about concessionary youth fares. There are good reasons for this. If we look across the country, only a handful of local authorities have no council co-operator youth concession schemes. If we were to impose a national scheme there would be winners, but there would be losers as well. The precise cost of such a scheme will vary. Depending on its nature, it could run into hundreds of millions of pounds.

Therefore, while the noble Baroness knows that I sympathise and empathise with the need to encourage greater participation of young people using our buses, we feel—I believe it is the right way forward—that it is for councils and local bus operators to take that decision locally in the best interests of their communities.

[Baroness Randerson]

My Lords, I am disappointed that the Minister is not more enthusiastic about this. I argue that the Bill as amended by the Government gives some opportunities, but we feel that local authorities need to be nudged a lot more firmly in the right direction on this issue. We are respecting devolution with this because the amendment simply specifies reduced fares, not the level of reduction. It gives flexibility to local authorities, within an obligation, to deliver in the way they wish. It allows them a great deal of freedom in how they do this, but it would ensure that young people receive a message that they are welcome in our society and that they should be enthusiastic about their education and training. I therefore wish to test the opinion of the House.

Southern Rail

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 6th September 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government, following the granting of additional funds, what further steps they will take to ensure a better service for all customers of Southern Rail.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, Network Rail has committed £20 million for improvements to the Southern network. This fund will be focused on track and infrastructure works and additional staff to ensure that performance improves. The Secretary of State for Transport has also announced the appointment of Chris Gibb to head up a project board, whose remit is to deliver service improvements and closer working relationships between Govia Thameslink Railway and Network Rail.

[Baroness Randerson (LD)]

My Lords, the £20 million extra funding to assist Southern, despite its 27% increase in profits announced last week, surely gives the Government a stronger hand to insist that long-suffering passengers get a better deal. Can the Minister explain to us why Southern has been allowed to reject applications for compensation for train delays, which have been made using a special app, and when will the Government introduce the entitlement to compensation for delays of 15 minutes, which was promised last year by David Cameron?

[Lord Ahmad of Wimbledon]

On the noble Baroness’s second point, I know that my right honourable friend the Secretary of State is looking at the whole issue of compensation, including making it available for delays of 15 minutes; noble Lords will know that it is currently available for delays of 30 minutes. On the specific app, GTR has specific processes for delay and compensation, and an online form is available. One thing it does not entertain is third-party applications. If there are specific examples of compensation applications being directly made via the online application that have then not been paid out, I would be happy if she wrote to me with the detail so that I can take it up directly.

Airports: London

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 5th September 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Lord is right in that over the summer there have been a few changes in the Government and in the position of the United Kingdom. A new Government, Prime Minister and Secretary of State are in place, but I assure the noble Lord—indeed, all noble Lords—that the Government are giving this decision a high priority. It is paramount in our mind. The other element to bear in mind is that it will be in line with the Davies commission to ensure that we have this extra capacity operational by 2030.

[Baroness Randerson (LD)]

My Lords, this decision concentrates on the south-east. It will have an adverse impact on airports elsewhere, not least because if we have more flights in the south-east we will have to have fewer in the rest of the UK to reach our carbon reduction targets. Will the Minister seek to persuade the new Prime Minister that she needs to make this decision with the interests of every part of the UK in mind?

[Lord Ahmad of Wimbledon]

I assure the noble Baroness that, knowing the new Prime Minister well, the right honourable lady will make all decisions, whether on airport expansion or on the economy and our position on the international stage, focusing on what is of benefit to the United Kingdom as a whole. The noble Baroness raises an important issue about regional airport capacity and regional connectivity. I assure her and the whole House again that the decision taken on expansion of south-east capacity will reflect the importance of the aviation industry and airport connectivity, in particular to our international positioning.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 20th July 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, it was all going so well. I am of course deeply hurt that the noble Baroness suggested that this was nasty and vindictive. I am sure the noble Baroness was referring to the—

[Baroness Randerson]

I am sure the Minister accepts that I applied those adjectives to the clause, not to him.

[Lord Ahmad of Wimbledon]

Of course—I was only teasing. I understand and appreciate that. During the course of Committee thus far—I hope and am sure that noble Lords will recognise this—it has always been my intention to listen very carefully to contributions by all noble Lords regarding all elements of the Bill.

I will briefly outline where the Government stand on Clause 21. Again, I am sure we agree that private sector innovation has achieved a great deal for the bus sector. Across the country, operators are introducing smart cards, installing wi-fi and co-ordinating timetables, and some 89% of buses now comply with accessibility standards. But, as we have said previously, there is a requirement to ensure 100% compliance. All this progress is down to operators taking decisions that benefit passengers. Again, that sentiment is shared by all noble Lords. It shows that deregulation of the industry has achieved a great deal for passengers.

I am sure that many recognise that private bus companies, with some exceptions, which I acknowledge and which the noble Lord, Lord Kennedy, pointed out, such as Reading Buses and Nottingham City Transport to name but a few existing municipal bus companies, have continued to deliver local bus services for more than 30 years. We want to see them continue to thrive.

The Bill introduces a number of new tools that will enable local authorities to take more control over the bus services that are provided in their area. I assure noble Lords that we want to get the balance right between the local authority influence and the role that the private sector bus operators can play, and ensure both are incentivised to deliver the best services for passengers.

--- Later in debate ---

[Lord Ahmad of Wimbledon]

My Lords, as a Minister, one gets used to looking in front of one and not behind. I apologise to my noble friend for not realising that he wished to speak and for attempting to speak before he did. I thank the noble Baroness for her contribution. Her proposed new clause seeks to devolve the bus service operators grant, or BSOG as it is known, to local authorities, and would require authorities to consider joint funding of subsidised local bus services in partnership with specialist and community operators.

I know that the issue of funding for bus services was raised by many noble Lords during earlier debates on the Bill, and I agree that it is a key issue that we need to tackle. BSOG is a payment made to bus operators by my department to help support local bus services outside London. Since 2013-14, some £40 million a year of BSOG has been devolved to local authorities outside London, rather than paid to the bus operators. This money is for the services that local authorities subsidise themselves through the tendering system. However, the remaining BSOG funding is paid to bus operators for commercial rather than tendered services, reflecting the fact that in the current model of bus-service delivery bus operators are responsible for providing our local bus services and deciding which services to run.

I agree that where an authority takes on the financial risk associated with providing bus services through establishing a system of franchising they should have access to the BSOG funding that would have been paid to bus companies in the area. So BSOG funding will be devolved to local authorities where franchising is established. However, it is important to remember that where franchising is not established the deregulated market remains, with bus operators responsible for devising and running local bus services.

For many bus operators, BSOG can be the difference that ensures a local bus service is viable, and this can be especially true in rural areas—a concern expressed by several noble Lords. Such commercial services, which operate with no contractual relationship with local authorities, often run across local government boundaries. So decisions taken by one local authority, if BSOG funding was devolved to it, could very easily have a significant adverse impact on services in another area. Devolving BSOG to all authorities as a matter of course could therefore have significant implications. I should explain that we are already reviewing the BSOG system with the aim of ensuring that funding is targeted where it is most needed. I envisage that we will launch a consultation later this year on how the system could be reformed.

The noble Baroness made a couple of points about BSOG being a poor incentive for fuel efficiency. A number of existing top-ups to BSOG incentivise particular improvements, including environmental improvements. I agree that a fuel-based system sends unhelpful signals. That is an issue we will be looking at in our review and the consultation to which I referred.

I hope this reassures the noble Baroness that we are thinking about the BSOG system with the aim of ensuring that we get the best out of the funding available. However, I would not want to pre-empt that exercise by setting out changes on the face of the Bill. However, I agree that resources can be used more effectively where services are planned together, and where specialist and community operators are involved. This is something we are exploring through our total transport pilots as we want to ensure we make the funding available go as far as possible.

I reassure the noble Baroness that we will continue to look further at the extent to which this policy can be pursued and championed, and whether it is something that can be considered further in the Bill. Given that reassurance and explanation, I hope that she is minded to withdraw her amendment.

[Baroness Randerson]

I thank the Minister for his comments. I say to the noble Earl, Lord Attlee, that I acknowledge that the bus service operators grant would be at risk in the light of very tight financial circumstances in local authorities, which is why I suggested that it should be ring-fenced. However, it was not appropriate to include that measure in the amendment because it related to local government funding rather than the issue of transport. I agree with the noble Earl about the danger there but I do not think that is reason not to do it; you have to structure it right.

I welcome and look forward to the consultation this autumn that the Minister referred to, but the bus service operators grant is out of date. It needs to be modernised to reflect modern criteria and priorities, especially environmental issues and the particular needs of rural areas, which suffer badly despite the grant. I welcome the Minister’s words on the total transport pilot. I hope it is successful. On that basis, I am happy to withdraw the amendment.

Rail Franchises

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 11th July 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what is their policy for determining when a rail franchise has failed to provide the service required and should therefore be terminated.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Secretary of State for Transport has statutory powers under the Railways Act 1993 and contractual powers under the franchise agreement to penalise train operators for contravention of obligations. These powers are more fully set out in the Department for Transport’s published enforcement policy.

[Baroness Randerson (LD)]

I am sure the Minister will not be surprised to hear that I wish to ask about Southern trains, which has failed to provide anything approaching the service stipulated in its franchise. Now it has cut services by 15%, and quite understandably the passengers are on strike today, yet the best the Government can muster is today’s long overdue but very limp statement by Claire Perry. Enough is enough. When will the Government finally step up to their responsibilities and take over this franchise? Will the Government consider devolving power over commuter services such as this one, in a structure similar to the successful London Overground?

[Lord Ahmad of Wimbledon]

My Lords, it does not surprise me that the noble Baroness has raised this issue, which has come up in this House recently and I have responded from the Dispatch Box. I agree with the sentiments expressed by the noble Baroness and other noble Lords: the current operation is unsatisfactory. As many noble Lords will know, the new timetable started operating this morning, reflecting a target of getting 85% of services running. As I said only last week, part of the issue is that the force majeure clause has been invoked, which does not mean that the franchise can be put on the premise that the noble Baroness suggests.

Southern Rail: Service Cuts

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 6th July 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, as I have already said on the franchise, yes, the noble Baroness is quite right to say that the service is unacceptable. I agree with her about the current service levels. I know many people who use that service, I assure the noble Baroness, and find it unacceptable; we all know it is. This is about ensuring, first and foremost, that the operator gets together with the union to address the current dispute. The dispute can be resolved, but it requires both parties to get back to the table and negotiate a resolution.

[Baroness Randerson (LD)]

My Lords, the beleaguered passengers are being used as hostages in the power struggle between Govia and the RMT. Whatever the Government say at this point, the situation developed because Govia tried to run the franchise with an inadequate number of trained drivers from the start. Do the Government accept that they need to take a much more rigorous approach to franchise arrangements at an earlier stage in order to prevent crises such as this occurring in future?

[Lord Ahmad of Wimbledon]

With any experience, everyone is there to learn, and Governments are no exception, but on the issue of driver shortages, I assure the noble Baroness that GTR is taking action. She may be aware that it has recruited 500 extra drivers, of whom 211 are already on the network—but clearly, as she says, more needs to be done.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 4th July 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, I thank both noble Lords for their contributions. As noble Lords have heard me say many times, this is an enabling Bill. It will make powers available that local authorities may adopt to improve bus services in their area. Noble Lords will know that this Bill also forms part of our approach to devolution, giving local authorities the tools for local decision-making on these important issues. I believe and, indeed, expect that local authorities will give full consideration to these new powers and adopt them where they can show that they will make a clear improvement to bus services.

Based on these contributions, I do not think it is necessary to amend the Bill as proposed. As it stands, the Bill provides the carrot in the form of practical powers while local interests provide the stick. I would argue that this is the right balance for local decision-making. I am also confident that local authorities will implement advanced ticketing schemes where they conclude that such schemes would both be in the interests of the public and contribute to the implementation of their local transport policies. I assure all noble Lords that we have taken ticketing seriously across the whole of the Bill, not just by making changes to the existing ticketing provisions but also through the powers available under two new types of partnership and franchising schemes. I fully expect to see some significant developments across the country in the next few years, in part enabled by this Bill.

Ultimately, however, I believe that decisions about new local ticketing arrangements should be taken locally. On that basis, and given the undertaking I have given, I hope the noble Baroness is minded to withdraw her amendment.

I thank the noble Lord, Lord Berkeley, for tabling Amendment 78. I know he has a close personal connection to Cornwall, where community transport delivered under Section 22 of the Transport Act has done much to improve connectivity for rural communities. I understand that the aim of this amendment is to extend the proposed powers to make advanced ticketing schemes, so that such schemes may also cover tickets for journeys on services operated by educational and other bodies, and on vehicles used under a community bus permit, where operators of such services agree to be part of such a scheme. This is an issue I would like to consider further. I can see some merit in bringing community bus services operated under Section 22 of the Transport Act 1985 into advanced ticketing schemes. It could generate additional income for operators of such services and help integrate community transport into the wider network. Noble Lords will note, however, that services operated under Sections 19 and 22 of the Transport Act are not classified as local services and, as such, are exempt from the franchising and partnership provisions of the Bill. It is right that these services remain outside the scope of franchises and partnerships, as they are particularly focused on the needs of the local community.

Services operated under Section 19 of the Transport Act 1985 are those operated by bodies concerned with education, religion, social welfare and other activities of benefit to the community. Therefore, apart from the issue of extending the scope of ticketing schemes, the noble Lord’s amendment would require a change to existing legislation, given that vehicles used under a Section 19 permit cannot carry members of the general public. Any change to the way services are provided under Section 19 would require consultation and careful consideration.

The amendment of the noble Lord, Lord Berkeley, has some merit in enabling community transport to be part of a ticketing scheme; it raises important issues regarding services operated by educational and other bodies; and edges towards the area of total transport, in which the Government have a growing interest. As such I would like to consider it further.

I turn briefly to government Amendments 79 to 82 and Clause 7. These amendments concern the procedures for varying or revoking an advanced ticketing scheme, so that the consultation requirements for variation and revocation mirror those for making a scheme. This corrects the drafting of the Bill—I hope that the noble Lord, Lord Kennedy will not suddenly rush to his feet and ask me to give way at this late hour—but I assure the noble Lord that it does not change the policy intention. It was always the Government’s intention that variation and revocation of an advanced ticketing scheme should be subject to these procedures, and as such I beg to move the amendments in my name.

[Baroness Randerson]

My Lords, as ever, I appreciate the understanding of the Minister, but I hope that he will give serious consideration to a more even approach towards advanced ticketing throughout the Bill. On that basis I beg leave to withdraw the amendment.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 4th July 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, there are a number of amendments in this group, all related to the audit function required as part of the franchising provisions. The noble Baroness, Lady Scott, proposes an amendment to state explicitly that the auditor, whose role is to issue a report to the franchising authority on certain aspects of the assessment of the proposed franchising scheme, must be independent. The noble Lord, Lord Snape, proposes an amendment that would require the auditor to be appointed by a traffic commissioner. The noble Lord, Lord Bradley, proposes an amendment that would require the auditor to consider matters relating to an authority’s consideration of affordability and value for money. I thank all noble Lords for their amendments, and will turn to each one.

Before I go into those details, the noble Baroness rightly talked about the Public Accounts Committee’s report on local scrutiny, and I thank her for bringing that to the Committee’s deliberations. We are of course ensuring that we consider its recommendations very carefully as the Bill moves through Parliament, and we will respond during the course of the Bill.

Turning to the amendments, I recognise the importance of ensuring that decisions to move to a model of franchising are taken on the back of quality information and robust analysis. As I have explained previously, in developing this Bill we have been keen to move away from the quality contract scheme processes set out in the Transport Act 2000, which, in particular, included the need for independent scrutiny by a “Quality Contract Scheme Board”. While I agree entirely that there is a need for a level of independent assurance, I do not think that devolved decisions should be second-guessed by an independent panel. We introduced the role of the auditor to ensure that an independent third party provides assurance that certain information used in the assessment is of sufficient quality, that the analysis of that information is robust and that relevant guidance has been followed. It is not the auditor’s role to take a view on the decisions taken by the franchising authority. As I am sure that noble Lords agree, its role is to provide a quality check.

The Bill requires any auditor to have a “recognised professional qualification” and to be eligible to act as the local auditor of the authority’s accounts. As such, we would expect any auditor to be suitably qualified and able to provide independent assurance.

[Baroness Randerson]

Does the noble Lord accept that it is not just a case of qualifications but of perceptions? It is only too easy for a situation to arise within a public body where an auditor’s assurance has been given but is not seen as good enough or independent enough by critics of the scheme. Therefore, the arm’s-length rule is the safe way of going forward.

[Lord Ahmad of Wimbledon]

I agree with the noble Baroness inasmuch as it is important that it is not just the process, but the perception—and the perception in the mind of the public, too—that there is scrutiny, and effective independence in the auditor role. However, I believe that any auditor, on the basis of what we have suggested of having professional capacity, would be able to show that level of competence and, indeed, address the issues of perception. As such, it would be reasonable for the franchising authority to appoint such an auditor. That applies as much to the suggestion by the noble Lord, Lord Snape, that it should be the auditor rather than the traffic commissioner, particularly as it would be the franchising authority that paid for the services of the auditor.

Coming back to the point raised by the noble Baroness and also by the noble Lord, Lord Shipley, I do understand that an auditor could be perceived as more independent if they are appointed by a third party—indeed, the noble Lord, Lord Snape, used the example of a traffic commissioner—or if the Bill specifically stated that they must be independent. However, I would argue, again, that any auditor with an established reputation would be mindful to protect their own role and independence in any report they provided.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 4th July 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My Lords, I thank the noble Lord for moving Amendment 33. My noble friend Lord Attlee behind me referred to summary sheets that may or may not exist on the Front Bench. I am becoming increasingly conscious that telepathy is at work.

Moving on to the amendments, as I have said before—and I agree with all noble Lords who have spoken in this short debate—improving bus services for passengers is one of the key aims of the Bill. The amendment in the name of the noble Lord, Lord Kennedy, relates to increasing passenger representation through the life of franchising and enhanced partnership schemes. I sympathise with his aims and agree that one of the issues that authorities and bus operators should be considering is how passenger representation can be increased. Hearing from passengers helps authorities and operators understand the needs of their local communities and encourages meaningful engagement in the future.

Many noble Lords—the noble Baroness, Lady Randerson, in particular—spoke about passenger representation at Second Reading and in earlier Committee debates, particularly the need for passenger groups and representatives to be fully consulted on any proposed changes to bus services in their area. I too would like greater passenger representation across the board—I share the intent behind the amendment—particularly in areas where partnerships are established or where the status quo remains, as well as where franchising is implemented. I encourage bus operators and authorities to work with local people and community groups to design services that are attractive to users.

However, the amendment as drafted—and I am sure this was not the intent of the noble Lord when he tabled it—may not fully address those aims in particular circumstances. It addresses the issue of considering passenger representation in the context of franchising and enhanced partnerships, rather than where other partnership proposals are put in place or where the status quo is felt to be the most sensible way to deliver local bus services. It also refers to operators increasing passenger representation during the life of the franchise or the enhanced partnership plan, rather than the authority involved engaging with passenger groups directly as the schemes and plans are developed.

I assure noble Lords, especially the noble Baroness, Lady Randerson, that the Government are committed to ensuring that passengers have a say as plans for bus services are developed, and we welcome further debate and thought on this matter as we consider how we can best deliver this through the Bill.

[Baroness Randerson]

Is the Minister willing to give a commitment that the Government will consider bringing forward amendments that actually place the phrases “bus users” or “passenger groups” within the Bill, to counteract the balance of power whereby it mentions operators and local authorities but not passengers?

[Lord Ahmad of Wimbledon]

I have already said that I am open to discussing how we move this matter forward. I hope that I am indicating that I believe we should proceed in a collaborative way on the passage of the Bill through Committee and Report. I am happy to discuss with the noble Baroness and the noble Lord, Lord Kennedy, how we can develop this amendment to reflect the intent behind it, which I share and which I am sure she shares, and also incorporate the issues raised by the noble Baroness. On that basis, I hope that the noble Lord is minded to withdraw his amendment.

Bus Services Bill [HL]

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 29th June 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Lord is correct in his understanding of BSOG, and I note the issue that he raised about rural services. He made a valid point about the impact that the proposal will have. I am conscious of that and will reflect further on it. I am always willing to take the advice and suggestions of the noble Lord, Lord Kennedy, and I will come back to him on any question that I have been unable to answer to noble Lords’ satisfaction.

[Baroness Randerson]

Will the Minister agree to look again at the document that we received this morning, which has five and a half lines on rural proofing? That is nothing short of an insult to rural people, and it might be a good idea if the department looked again at that particular impact of the Bill. I am sure that we would all be grateful if he was able to bring forward more information and deeper thought on the rural impacts of the Bill, which go far beyond saying simply that it is up to rural local authorities how much they choose to spend on it.

--- Later in debate ---

[Lord Ahmad of Wimbledon]

As an urbanite, I will be pleased to take up the noble Baroness’s suggestion. We will take back how we can provide further detail on the elements and the points that she has raised.

[Baroness Randerson]

I thank the Minister for his reply. He is right in his assessment that I am not satisfied with all his answers. I appreciate that some of the criticisms that noble Lords have raised this afternoon reflect the fact that the Minister has been put in a difficult position in respect of the impact assessment and the number of amendments. Having stood in his place in my time, I appreciate that one does not choose to be put in that situation. I hope he will look again at the aspects that have been raised this afternoon, particularly in relation to rural issues and to the general tone of the amendments, which as my noble friend pointed out emphasise access, to see whether the Bill can be sharpened up in a number of places to be more specific and more ambitious for bus operators and local authorities working together in whichever of the various forms of agreement. We are not seeking to tie the hands of local authorities; we are seeking to raise their ambition and to draw their attention to these things when they are considering arrangements. With that in mind, I beg leave to withdraw the amendment.

--- Later in debate ---

[Lord Ahmad of Wimbledon]

My Lords, I align myself with much of the sentiment that has been expressed. The noble Lord, Lord Whitty, said that we should be clear in the Bill about reducing emissions and I think that that is a general sentiment we can all share. He referred in a previous discussion to innovation and how we look at technologies and, indeed, the Oyster card. I am sure if it was called the Whitty card we would feel a lot happier travelling on public transport. Perhaps that is a thought for the London mayor to contemplate. He was talked about just now as the next Prime Minister. We are certainly going to have one Prime Minister before that, if not more, from the Conservative side. Let us bear that in mind as the factual reality we have to face.

Coming back to the Bus Services Bill, I understand the aims behind these amendments and I agree totally that buses have a huge part to play in solving some of the country’s air quality problems and, indeed, combating global warming. I further agree that it would be beneficial to local people and our local environments if low-emission technologies were adopted more widely.

Starting with Amendments 9 and 11, the advanced quality partnership scheme allows the local authority to take a judgment on the vehicle specification that is most appropriate on individual corridors. These could be vehicles of no more than a certain age, a type of vehicle that best suits local road conditions or passenger needs, or vehicles that meet certain emissions standards. Provision for local authorities to continue fully to specify the type and standard of vehicle used under the advanced quality partnership scheme is already provided for in new Section 113E(4). This provision would also allow the local authority to specify the emissions standards of the vehicles concerned.

It would not be legally possible for the scheme to set standards for vehicles that are not used on routes covered by the scheme. The environmental performance of vehicles, beyond mandatory requirements, in the deregulated bus market outside partnership or franchising scheme areas or low-emission zones is very much a matter for individual bus operators. In view of this, the amendments submitted by the noble Baroness, Lady Randerson, supported by the noble Lord, Lord Bradshaw, would simply duplicate this existing provision. I hope that with the explanation I have given she will feel able to withdraw and not move her amendments.

Amendments 12, 23 and 88, in the name of the noble Baroness, Lady Jones, would require advanced quality partnership schemes, franchising schemes and enhanced partnership schemes to prescribe the specifications of the low-emission bus scheme. I stress again that the Bill is about devolution—giving local areas a broader suite of tools to enable them to improve local services in a way that suits them. I am concerned that the amendment as drafted may unnecessarily tie the hands of authorities looking to implement franchising, advanced quality partnerships or enhanced partnerships, requiring them to specify higher standards for vehicles than in other parts of the country.

Of course, it is important to note that these higher standards will bring extra costs. In franchising in particular, the authority must, among other things, describe the effects that the proposed scheme is likely to produce and consider whether the scheme is affordable. Requiring a higher standard for vehicles may well bring extra cost to the authority, which may lead it to decide that the scheme is not viable. There would also be a cost implication for operators. Where those standards are necessary, the legislation already allows local authorities to bring them forward. Where they are not necessary, they could end up being provided instead of other benefits for passengers that may be more important to local passengers and politicians.

Amendment 36 would require franchising authorities, as part of their assessment of their proposed franchising scheme, to consider the effects of the proposed scheme on air quality and carbon emissions. I am very sympathetic to the aims of this amendment and hope I can reassure the noble Lord that the Bill as drafted will already require authorities to consider how their proposed franchising scheme will impact on air quality and carbon emissions.

Franchising authorities have to conduct a thorough assessment of their proposed scheme, and then consult. I agree entirely with the sentiment expressed by several noble Lords that air quality and carbon emissions should be two of the areas that are considered by authorities when they are conducting their assessments. I assure noble Lords that we are in the process of developing statutory guidance to complement the provisions in the Bill and to which franchising authorities must have regard, and we will be looking to use that guidance to provide further explanation of how franchising authorities should conduct their assessments of their proposed franchising scheme. That guidance will of course mention the need to assess the impact of the proposed scheme on the air quality of the local area and on the levels of carbon emissions.

There are many ways in which we can encourage authorities and bus operators to utilise lower-emission vehicles. Under the green bus fund, government funding has helped put more than 1,200 low-emission buses on our roads since 2009. Building on that success, the current £30 million low-emission bus scheme should deliver hundreds more such buses over the next three years.

I hope this discussion has persuaded noble Lords that I agree about the importance of encouraging the take-up of low-emission vehicles, but I think there are more effective ways to achieve these aims across the country. On the point that the noble Baroness, Lady Jones, made, I am happy to discuss with her how we could look at drafting amendments—perhaps not to look at things retrospectively but, as we have discussed in meetings outside the Chamber, for future vehicles—to ensure the kinds of standards she asks for. Perhaps we could take some time to discuss how we can move forward on that front. But with those explanations of where we are currently, I hope noble Lords will be minded to withdraw and not move their amendments. I hope my final comment may have at least brought a smile—which it has—to the noble Baroness’s face that we are in listening mode. I agree with the sentiment expressed by many noble Lords that this is an opportunity. We have waited a long time to bring this forward. The legislation is now in front of us and it is up to us to improve it to provide the kinds of services we need around the country.

[Baroness Randerson]

I am pleased that the Minister is willing to review at least one of the amendments in this group. This is part of future-proofing this Bill. The technology on low-emission vehicles is moving on so fast that if such a requirement is not in the Bill, the Act as it will become will look anachronistic in four or five years’ time. I remind noble Lords that we are seeking to put right problems caused by a transport Act from 1985. Such Acts last a long time and we have to make them fit for the future. I was disappointed that when I read the Bill through I could find only one reference to emissions levels. I might have missed one but I would not have missed many. They were hard to find. That is simply not good enough in 2016. We have to do all that we can to re-emphasise to the industry and to local authorities that we are talking about particularly the health of young children but also the health of the population as a whole. On this occasion I am prepared to withdraw the amendment.

Bus Services

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 11th May 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

I thank the noble Lord for his support; I serve, of course, at the Prime Minister’s pleasure.

Returning to the important issue before us, I assure all noble Lords that the Government recognise the importance of buses and the role of public transport more generally for both the sustainability and the independence of communities. Let me say from the outset that we understand the importance of affordable, accessible transport for constituents across England and beyond in Wales and Scotland, through devolved Administrations. We recognise the extra pressures placed on local authorities throughout the country to provide services—particularly, as we heard from the noble Lord, Lord Greaves, in more isolated, rural and remote areas.

Transport is not just about levels of public funding, it is about how and where that funding is used. The Government believe that local authorities are best placed to decide what support to provide in response to the needs of their local communities. For example, where commercial operations are not feasible, local authorities have a vital role in supporting bus services. Indeed, around one-fifth of bus mileage in predominately rural authorities is operated under contract to them. That is why the Government devolved £40 million of the £250 million paid in the BSOG bus subsidy to councils outside London last year to support bus services in England, so they can decide for themselves how it is spent. But it is vital that those authorities maximise the return on every penny of the funding they provide. While there is a lot of innovation and hard work done by councils across the country, there is scope to look into more innovative ways.

I congratulate the noble Lord, Lord Greaves, on his re-election and his journey for all of us to the hill town of Colne. The route 95 is now very much part of the Hansard record. He also highlighted the importance of using other available sources of funding, such as Section 106 money to ensure that important routes are retained.

On the issue of public funding more generally, at present £2 billion per annum of public funding for transport services is provided by a number of agencies. For example, there is the bus service operators grant, or BSOG, of £250 million currently, paid by the DfT to bus operators, local authorities and community transport organisations on the basis of fuel burnt. Then there is the local bus services support of £317 million per annum, provided by the DCLG for local authority support of socially necessary bus services. There is home-to-school transport of £1 billion per annum, also provided to local authorities by the DCLG, and the non-emergency patient transport of £150 million per annum, provided by the NHS to individual local clinical commissioning groups.

[Baroness Randerson]

Would the Minister accept therefore that the statistics that he has given provide a compelling case for a connectivity fund, which involves getting together across government to ensure that that money is used as effectively as possible?

[Lord Ahmad of Wimbledon]

The noble Baroness may have had sight of my speech in that regard. That is exactly why the Government have launched £7.6 million for the total transport pilot scheme across England, to explore how councils, the NHS and other agencies can work together to commission transport services more effectively, not just to reduce costs but to improve services and avoid duplication of specific commissioned services. Noble Lords may be aware that there are 37 pilot schemes currently halfway through their two-year run, and it is heartening to hear of the enthusiasm with which the participating authorities have taken up that initiative.

I turn to a few of the other sources of transport provision. Community transport in rural areas also requires effective use of all available options, whether it be traditional fixed-route bus services, community buses, dial-a-ride or other types of demand-responsive transport such as taxis. I fully appreciate the role played by community transport operators, which is vital in linking individuals and communities to existing transport networks, work, education, shops and services. With approximately 8 million passenger trips taking place in rural areas, their services both encourage growth and, importantly, reduce isolation. In recognition of the important role that they play, the Government launched a £25 million community minibus fund to help to buy new vehicles for local community transport organisations, with a strong focus on rural areas. This funding will help elderly residents, people with learning and physical disabilities and those who do not have access to a commercial bus service. The noble Baroness raised that concern. I am delighted to say that more than 300 local charities and community groups across England will receive new minibuses through the fund. To date, over £1.3 million of grant funding has been paid to organisations for them to buy their vehicles. I am pleased with the outcome of this fund so far, but we are keen to explore further ways to continue to support the sector.

Noble Lords also, rightly, raised the issue of concessionary travel. The Government are fully aware of the importance of affordable, accessible transport, particularly for older and disabled people. Therefore, I assure the noble Lord, Lord Greaves, that that is why the Government are committed to protecting the national bus travel concession in England, spending over £900 million a year doing so. I know there have been calls for the scheme to be amended in order to mitigate costs. However, the bus pass provides much-needed help for around 10 million of the most vulnerable people in society by providing them with greater freedom and independence and is often a lifeline to their local community. It also brings benefits to the wider economy.

All noble Lords raised the buses Bill. I remember answering a Question about buses in which the buses Bill came up. At that time, I said “watch this space”. All I will say to noble Lords is: watch this space for a shorter period now. I am sure it is just over the horizon. Local decision-making is key, and the Government are committed to devolution and the decentralisation of decision-making. I am therefore pleased to announce that we are currently preparing to introduce our bus services Bill during the next parliamentary Session. The prime focus of the Bill is delivering powers to local authorities for them to make decisions over their local bus services in line with local priorities.

The noble Lord, Lord Rosser, asked about specific provisions. The Bill will be published, and we will have discussions about it. It will introduce new franchising powers and contain stronger arrangements to allow local government to work in partnership with bus operators and local stakeholders. We believe that it will allow bus services to meet the challenges of the 21st century, as the noble Baroness said. We are committed to legislating to provide powers for local authorities to franchise their bus network, subject to agreement from government, but we want to develop a package of measures to ensure that local authorities which do not wish to pursue franchising have the tools to improve their local services.

The noble Lord, Lord Rosser, spoke about smart ticketing outside London. I understand that 93% of all bus journeys outside London are made on vehicles that can accept smart tickets. He made an important point about new rolling stock across the board, which is a valid issue to raise. I raised it in preparation not only for this debate but for the imminent buses Bill. The rolling stock that is made available must be appropriate for use on all networks and must reflect the needs of the 21st century for ticketing, announcements and visual aids, which were mentioned by other noble Lords. They are important contributions to improve the use of buses, their accessibility and smart ticketing.

The environment was rightly raised. Where cleaner, greener buses have operated, we have all recognised the benefits. The technology is still evolving, but I welcome the advances already made, particularly for the future provision of environmentally friendly public transport. The Government are committed to improving the environmental performance of buses. Building on the success of the £88 million green bus fund under the previous coalition Government, the Government are providing £30 million of funding for low-emission buses from 2016. The emissions and air-quality eligibility thresholds of this scheme are even more demanding than those for previous green bus fund rounds. We are also encouraging the take-up of low-carbon buses by paying 6p for every kilometre operated by those buses through the bus service operators grant.

We had some valuable contributions based on a range of experiences. During the passage of the buses Bill in the next Session, I look forward to discussing with noble Lords the importance of improving bus services across our country, but I recognise that there is no single solution that will work everywhere. However, I am confident that our commitment to local transport, as demonstrated by some of the initiatives I have outlined, will continue to encourage local authorities, operators and communities to work in partnership to decide how best to provide access to services for residents.

Transport for London was mentioned. I am sure we acknowledge the efforts made by the previous mayor to improve bus services and all modes of transport in London. I congratulate the new Mayor of London on his successful election. I have already been in discussion with him to see how we can work together for the benefit of Londoners, which is an important part of government and the mayoralty in London. If other mayors come into place under the devolution agenda, central government can work well with them and local authorities to ensure that we provide the best access to services for residents.

I hope I have been able to demonstrate that this Government are committed to maintaining and improving local public transport in all areas. I thank all noble Lords for their contributions to ensuring that we have bus services and networks that work well not only in our cites but for rural villages throughout our country.

Railways: Open Access Applications

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 4th May 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

I think we do talk—certainly, the Government are talking—about the success of the railways in terms of where we are now and their future operation. That is why the Government have committed to £38 billion of investment in the rail network, which is the greatest investment since the Victorian age.

[Baroness Randerson (LD)]

My Lords, under the terms of the east coast franchise, Virgin has agreed to reinstate services to Lincoln. Does the Minister agree that Virgin will be unable to do that if the proposed new open access services are granted and agreed, because they will fill all the spare capacity—all the spare slots available—that Virgin intends to use for the Lincoln services?

[Lord Ahmad of Wimbledon]

The noble Baroness is quite right to raise open access. That is why my right honourable friend the Secretary of State has written to the ORR to say that we wish to see the recommended changes to the current open access charging structure before the granting of any new open access agreements.

Airport Expansion: Road and Rail Upgrades

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 27th April 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government whether, as part of their decision on expansion of airports in the South East, they are considering the figures from Transport for London that upgrades to rail and roads will cost £16 billion more than estimated by Heathrow.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Airports Commission assessed the surface access requirements of each shortlisted scheme as part of its work published in July 2015. Transport for London’s views were considered by the commission as part of this work. The Government have been clear that we expect the promoter of any airport expansion scheme to meet the full cost of any surface access proposals that are required to enable the expansion and from which they will directly benefit.

[Baroness Randerson (LD)]

My Lords, does the Minister accept that there is a balance to be struck between responsibility for general improvements to London’s transport and those improvements required specifically for Heathrow Airport, if it were decided to expand it? But the striking thing is the dramatic difference between the figures given by Transport for London and the price put on the improvements by the Airports Commission. Do the Government accept that they need to bottom out these figures and the difference between them, and who will be responsible for building new infrastructure, and that they need to do so before they make their decision on airport expansion?

[Lord Ahmad of Wimbledon]

My Lords, the noble Baroness is right to point out the difference between the figures from TfL and from the commission itself—and indeed the figures that Heathrow Airport itself presented. One thing I would say is that the figures refer to the different content in each proposal, and different timelines.

On her second, more substantive point about who is responsible, the Government’s 2013 aviation policy framework makes it very clear that developers should pay for the costs of upgrading, and that where the scheme has a wider impact and benefit the Government will look at it on a case by case basis.

Airports: London

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 18th April 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend is quite right to raise the issue of drones. Indeed, there was an incident only yesterday at Heathrow, which has been fully investigated. The pilots have given their full reports, and the details have been reported by the media. Let me assure my noble friend that there already are stringent procedures regarding the use of drones, but the Government are also working very closely with international and domestic partners, including the CAA and BALPA. We are also working closely with our European partners—including leading on EASA’s work in this regard—as to what more can be done in what clearly is an area of expansion.

[Baroness Randerson (LD)]

My Lords, the Airports Commission recommended establishing an independent aviation noise authority to participate in planning and monitoring airport expansion in the south-east. Can the Minister explain to us what steps the Government have taken towards establishing that authority and, if none have been, why not?

[Lord Ahmad of Wimbledon]

The noble Baroness is right to point out that one of the findings of the Davies commission was the importance of full community engagement, and that remains part and parcel of government thinking and is very much in the mix. However, the final call on that can be made only once we make the final call on the location of expansion in the south-east.

Buses: Concessionary Fares

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 13th April 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government whether they plan to introduce a standard system of concessionary fares for young people travelling by bus in England.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government have no current plans to introduce a standard system of concessionary fares for young people travelling by bus in England. However, I take this opportunity to reiterate the Government’s continued commitment to protect the free bus pass.

[Baroness Randerson (LD)]

My Lords, young people are twice as likely as the rest of us to rely on buses. They use them to access education and work. Some councils and bus companies provide concessions, but the situation is very patchy. Does the Minister agree that we should provide all young people with a standard entitlement to reduced fares, along the lines used in Wales as a result of Liberal Democrat influence? Given that concessions to older people have proved very popular, as the Minister will know, is it not time that we played fair by young people by giving them a similar scheme?

[Lord Ahmad of Wimbledon]

First, I am fully aware of the scheme in Wales. For the record—I am sure the noble Baroness acknowledges this—it is both a Liberal Democrat and a Labour initiative in Wales. We are always magnanimous from the Dispatch Box.

Coming to the more central point, the noble Baroness is quite right to raise the issue of young people’s travel. I appreciate the challenges that she has put into context. Across England, there are about 89 concessionary travel programmes outside London, of which about 22 currently practise young people’s schemes. We look to ensure that good practice is shared; at the moment, as I said, no plans are being made for statutory provision across the country.

Severn Crossings: Tolls

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 14th March 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

This is not a tax on Wales. As the noble Lord is well aware, it goes towards the running and maintenance of the bridge. As I have already indicated, at the end of the concessionary period the Government will review their position to ensure that, as the noble Lord rightly points out, this is a gateway to Wales. My right honourable friend the Chancellor indicated at last year’s Budget that, at the end of the concessionary period, for example, VAT will no longer apply and vans helping small and medium-sized enterprises will be charged the same toll as cars. That is an indication of the Government’s belief in encouraging the gateway to Wales.

[Baroness Randerson (LD)]

My Lords, Owens Logistics is a distribution business and a major employer in Llanelli. It spends £380,000 a year on tolls at £20 a time just for crossing the Severn Bridge. Can the Minister tell us what message this sends to similar businesses looking to do business in Wales?

[Lord Ahmad of Wimbledon]

My Lords, I have just said—I am sure that the noble Baroness heard my previous answer—that the Government are looking to assist small and medium-sized enterprises in that regard. When the concessionary period comes to end, we will review the tolling procedure and will work hand in glove with the Welsh Government to ensure that an effective tolling regime applies on the bridge. However, I remind noble Lords that, even at the end of the concessionary period, £63 million will still be owing to the UK taxpayer, and it is therefore right that we look to ensure that we recover that cost.

Airports: Expansion

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 10th March 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend makes a very valid point. This Government have been very clear that we have accepted the principle of expansion in the south-east, and we are committed to that. In summer this year we will report back on the important environmental considerations, which must be considered as part of this important decision.

[Baroness Randerson (LD)]

Is the Minister aware that 69% of pre-orders for new planes are for so-called hub-busting models? In the light of this, does he still think that Britain needs a new hub airport, or is the hub model rapidly becoming yesterday’s plan?

[Lord Ahmad of Wimbledon]

Not only does Britain need a hub airport, Britain has hub airports and they play an important part in aviation capacity around the world. In terms of orders for planes, it is really for airlines themselves to decide on a commercial basis what type of aircraft they require.

Railways: Southern, Southeastern and Thameslink Franchises

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 2nd March 2016 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what assessment they have made of the performance of the Southern, Southeastern and Thameslink rail franchises, and what steps they intend to take to ensure that passengers on those routes receive an improved service.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, customers on these parts of the rail network need to see improved services. There are problems that are being fixed. However, Govia Thameslink Railway—GTR—Southeastern and Network Rail still have to do much better when it comes to fixing faults and communicating with their passengers. The Government are determined to reduce crowding and improve the passenger experience, which is why we are investing in the multibillion-pound Thameslink programme that is due to complete in 2018.

[Baroness Randerson (LD)]

My Lords, I am glad the Minister agrees that customers are not getting the service they deserve. Thameslink and Southeastern have commuter satisfaction down at 68% and Southern at 70%. The disruption at London Bridge has not helped but it is only part of the problem. As the Minister says, the operators need to do better. Do the Government intend to terminate franchises early if there is no significant improvement in performance? Does the Minister agree that punctuality and reliability are more likely to improve if train companies are penalised financially and automatically required to compensate all affected passengers, based on a more generous compensation scheme?

[Lord Ahmad of Wimbledon]

My Lords, I acknowledge the challenges and issues that have arisen, particularly with these two franchises. I assure the noble Baroness that the Government are determined to hold those operating the franchises to account. That is why my honourable friend in the other place, the Minister for Rail, Claire Perry, meets the operators, together with the ORR, on a monthly basis to ensure that the requirements of the franchise are being met.

Railways: New Lines

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 29th February 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend is quite right. We have seen very encouraging signs from opening up the rail market to the private sector. Underlining that, the Government are also committed to ensuring that they play their full part, and that is why they have committed to a further £38 billion of investment in the rail network over the next five years.

[Baroness Randerson (LD)]

My Lords, there has been a vigorous campaign to reinstate the rail link between Uckfield and Lewes, which would provide better access to employment in Brighton from the Weald and an additional, badly needed route between the Sussex coast and London. The coalition funded some studies into this but the current Government have not given any firm commitment. Can the Minister tell us whether the Government have plans for action on this and does he accept that the regeneration is needed now, not some time in the future, as indicated, possibly 2030 and beyond?

[Lord Ahmad of Wimbledon]

The Government are committed to ensuring the regeneration of all railways. I will write to the noble Baroness on the details of that particular line. I reiterate that we are looking at ensuring that there is effective and resilient investment in our railways to ensure that they meet the needs of the 21st century.

Walking and Cycling

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 9th February 2016 Lords Chamber

[Baroness Randerson (LD)]

My Lords, the Minister referred to safety training for children, but they also need safe walking and cycling routes to schools, because that is a key way of encouraging them not just to walk or to cycle but to scoot to school. Do the Government intend to introduce safe routes for walking and cycling to all schools, rather than having them just as a desirable optional extra?

[Lord Ahmad of Wimbledon]

We already see very good examples of our local authorities and schools adopting excellent schemes. As a father of three children, I can assure noble Lords that local schools are very diligent in supporting both walking and cycling; that practice is widespread across the country.

Airports: Expansion

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 4th February 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

My noble friend raises an important point. On the first element, the commercial decisions on air slots are very much for the airlines to make. As for the competitiveness of London vis-à-vis competitors in Europe, that is one reason why the Government are committed to further expansion of air capacity in the south-east.

[Baroness Randerson (LD)]

My Lords, has anyone actually asked passengers what they want? Has there been a recent independent survey of the views of passengers in the north and the Midlands? There is considerable resentment among both business and leisure passengers about the problems they face in travelling so far to reach a hub airport in the south of England.

[Lord Ahmad of Wimbledon]

On the subject of specific surveys, I will write to the noble Baroness about those two areas. However, as she is no doubt aware, Manchester, for example, will also benefit from £1 billion of investment over the next 10 years—and there are other regional airports. Indeed, I was looking forward to a question from the noble Lord, Lord McKenzie of Luton—but I may pre-empt that if I add that Luton, too, has benefited. Further to the noble Lord’s previous question, I am glad to say that my right honourable friend the Secretary of State recently visited Luton and saw the excellent facilities there.

Railways: South East Flexible Ticketing Scheme

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 2nd February 2016 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, we are completely committed to the introduction of smart ticketing as set out in our manifesto. The South East Flexible Ticketing programme is proceeding with its existing contractual obligations and I fully expect these to be delivered by the end of 2016. We want to accelerate progress, support programmes where necessary and challenge operators to do more.

[Baroness Randerson (LD)]

My Lords, £37 million has been spent on the scheme so far but now it appears that the Government have abandoned completing it. Last November they were blaming train operating companies for delays, but now they say that they will leave the rest of the scheme to those same companies to complete as part of their franchise requirements. This will slow down implementation, affecting all passengers but particularly part-time workers, 75% of whom are women. When do the Government think smart ticketing will now be fully introduced across all lines? Will future franchises require full integration of ticketing with other train operators, not simply a paperless system?

[Lord Ahmad of Wimbledon]

I remind the noble Baroness of the Answer I just gave: we are looking to complete that by 2016. The five operators that have already signed cover 73% of the network. With regard to part-time season tickets, through the franchise competitions we are ensuring that operators develop appropriate proposals for pricings within that.

Railways: South-West Network

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 28th January 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The picture that the noble Lord paints is not factually correct. As he knows, we are putting £38 billion just into the rail sector—the biggest investment since the Victorian age. The fact that my right honourable friends the Prime Minister and the Chancellor have visited the sites, including Dawlish, where we have restored what was damaged with an investment of £40 million, underlines the Government’s commitment. The top people in government are visiting those sites and putting money into ensuring that resilience measures are in place.

[Baroness Randerson (LD)]

My Lords, does the Minister agree that the opening up of the Okehampton-Tavistock-Plymouth line, with the middle bit replaced, would serve north Devon very well? It is an area that suffers from very poor public transport links, exacerbated by planned further cuts to bus services.

Bus Services: Local Government Funding

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 13th January 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

As the noble Lord will be aware, one of the legislative proposals coming forward is the buses Bill, which will ensure again that local authorities are empowered—through the purposes of franchising, for example—to ensure better, sustainable fares and the sustaining of essential bus services. That will form part and parcel of the Bill.

[Baroness Randerson (LD)]

My Lords, Conservative councillors in Wiltshire, Dorset and Somerset are all among those proposing swingeing cuts to bus services across the country. Indeed, Somerset plans to cut community transport schemes which are usually the last refuge for rural services. The Government proposed after the election the reform of the bus service operators grant. That is clearly now delayed. Can the Minister tell the House when announcements will be made on this? Can he assure us that any reform of this grant will include an element for mileage which would protect rural bus services?

[Lord Ahmad of Wimbledon]

I am sure the noble Baroness is aware that the grant she talks about is being protected. Indeed, in the last spending round that is exactly the commitment given by my right honourable friend. The announcements are imminent and will be made quite shortly. I also draw the noble Baroness’s attention to the total transport pilot fund we are currently allocating to 37 local authorities which are looking at an integrated form and retention of transport funding, which includes the bus services operators grant, local bus services support through DCLG, home-to-school transport provided through DfE and DCLG, and non-emergency patient transport. We need an integrated approach to long-term solutions and sustainability at a local level.

Railways: Suicides

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 21st December 2015 Lords Chamber

[Baroness Randerson (LD)]

My Lords, the role of the British Transport Police is crucial in dealing with these very sad events, and there are other events that cause disruption to the railway that the British Transport Police is also very closely concerned with. I was therefore very sad to read last week stories about potential cuts to the British Transport Police budget next year. Are those stories true? Will funding to British Transport Police be cut next year? If so, by how much?

[Lord Ahmad of Wimbledon]

We work very closely across the board with the British Transport Police on this issue. The noble Baroness may well be aware that initiatives are being taken—right here in the capital, for example—to increase police patrolling to ensure that we minimise not just suicide prevention, as she points out, but also hate crime that takes place on our networks. We seek to minimise that and we work together with the police on ensuring this.

Airport Security

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 17th December 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Lord raises an important point about the details of the checks. I assure him that we work very closely with all sovereign authorities on security and security arrangements across the board. He raised the question of culture and people, and that is an important element of our reviews of those countries. We work very closely with the authorities concerned because we are dealing with sovereign nations, which are primarily responsible for the security of their airports.

[Baroness Randerson (LD)]

My Lords, Monarch Airlines and Thomson Airways have recently extended the cancellation of their flights until towards the end of January. Can the Minister give us an outline of the discussions that the Government are having with the UK airlines that would normally fly to Sharm el-Sheikh? Do the Government have any knowledge of when it is likely that flights of this nature will resume?

[Lord Ahmad of Wimbledon]

I assure the noble Baroness that we are working very closely with UK airlines. Indeed, I pay tribute to them for the extent to which they co-operated to ensure that more than 16,600 UK citizens left Sharm el-Sheikh efficiently and effectively over a small period of time. We continue to work with them. We are also ensuring in all respects that we work closely with the Egyptian authorities to resolve the security issues at Sharm el-Sheikh as soon as possible.

Airport Capacity in London

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 16th December 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

The Government have made it very clear that we will expand south-east airport capacity. The noble Lord is right to point out that failing to address this will result in a loss of £30 billion to £45 billion to the wider economy. The Government are committed to expansion in the south-east: that decision was made clear on 10 December and we will be reporting back in the summer of next year on the final decision that will be taken on this issue.

[Baroness Randerson (LD)]

My Lords, the south-east of England has one-third of the UK population and two-thirds of the flights, and expanding Heathrow would exacerbate that issue. Some 28% of the people in Europe who suffer from aircraft noise are under Heathrow flight paths. Does the Minister still believe that this is a suitable location for airport expansion? Given that successive Governments have agonised over this for generations, does the Minister believe that they are still answering the right question?

[Lord Ahmad of Wimbledon]

The Davies commission made clear three viable options, and the Government have also been clear that they are committed to expansion in the south-east. The noble Baroness raises environmental issues—noise and carbon. They are the very reasons that the Government are examining all three viable options against those criteria and the finalised air quality strategy.

Airport Capacity

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 14th December 2015 Lords Chamber

[Baroness Randerson (LD)]

The Minister has my sympathy this evening because this delay is clearly all about Zac and Boris and has nothing to do with the need to look at air quality in greater detail. However, it gives us an opportunity to push the Government on the issues mentioned in the Statement and to test them. Surface transport access to Heathrow and Gatwick airports is an essential part of solving this problem, yet there is no reference to issues relating to it in the Statement. Will the Minister say whether there will be public investment in the surface transport infrastructure that is badly needed, or only private investment by Heathrow and Gatwick airports? Heathrow seems to believe that public investment will be needed; Gatwick seems to believe that it will not. I will be grateful for the Government’s take on this issue.

Given the further delay to which the noble Lord, Lord Rosser, just referred and the pressure it will cause, will the Government agree to look again at the increased use of regional airports alongside the work they are doing on the Davies solutions to airport capacity? Hub airports have moved on. We are in danger of answering yesterday’s question today; indeed, in the case of Heathrow, we are in danger of answering the day before yesterday’s question today, because this saga has gone on for so long. Dubai and Schiphol are now well established as the world’s hub airports, and a new generation of planes makes certain aspects of this issue redundant, so this question could be overtaken by events.

The Liberal Democrats have always believed that there needs to be much better use of existing spare capacity, which will need better surface connection before we expand Heathrow or Gatwick in the near future. However, if there is to be another air quality report, who will do it, to whom will it report and will that report be published in full? Any additional work on air quality must have greater public confidence than the work the Davies commission was able to produce.

[Lord Ahmad of Wimbledon]

My Lords, I thank the noble Lord and the noble Baroness for their contributions. The noble Lord, Lord Rosser, asked a series of questions about the responses given in November and subsequently, and what factors have been considered. As I have said, we are emphasising the importance of environmental considerations regarding both air quality and other pollution, such as noise pollution.

One significant development, which I am sure the noble Lord is aware of, is that on 26 November a decision was taken by the Environmental Audit Committee specifically on outlining the need to ensure that, whatever decision is taken:

“On air quality, the Government will need to re-examine the Commission’s findings in the light of its finalised air quality strategy”.

I pick up the question from the noble Baroness, Lady Randerson, on the specific issue of air quality. The commission published a large amount of analysis on air quality and greenhouse gas emissions. We will therefore accept the committee’s recommendation to test the commission’s work against the Government’s new air quality plan, which I am sure she is aware will be published very shortly. We will develop measures to mitigate impacts on local people and the environment.

The noble Baroness rightly raised the important issue of surface access to airports. The Government have a plan for investment in road and rail transport networks to promote growth. The Government’s road strategy for 2015-20, which I am sure she is aware of, includes investments that will improve strategic road access to Gatwick, Manchester, East Midlands, Birmingham, Heathrow and Stansted airports. I know that she has mentioned, and is a strong advocate for, regional airports, which I also support. I have always said that they are part of the overall offering of UK plc when it comes to airport capacity.

The noble Baroness may well also be aware that, as part of the Thameslink programme, we will deliver new state-of-the-art trains on the line between Brighton, Gatwick Airport and London by 2016. By 2018 these trains will start operating on two direct services connecting Gatwick to Peterborough and Cambridge, following the completion of the Thameslink programme. Turning briefly to Heathrow, I am sure noble Lords will be aware that in 2019 Crossrail will start running to Heathrow Airport and improve access to London City Airport from the west. Most recently, there have been improvements to the station at Gatwick as well. I am sure that noble Lords acknowledge that surface transport is an important part of whatever final decision is taken.

The noble Lord, Lord Rosser, asked various questions, such as what additional steps may be taken with regard to the final decision that we will be moving to. I mentioned in my Statement that we are looking to move forward on this and come to our conclusions by summer 2016. In terms of reviewing the position on all three options, we will be giving further policy consideration and prioritisation to the commission’s package in respect of both Heathrow and Gatwick. We want the best deal for all affected communities, as I said, particularly on the areas of noise mitigation, including respite; air-quality mitigation strategies related to that; offers to local communities, which I mentioned in the Statement, specifically relating to compensation and job opportunities in terms of apprenticeships and employment; wider housing issues and infrastructure considerations; and of course the importance of carbon impact mitigation and sustainability, particularly during the construction phase. We will also be considering how to engage with and take account of community and wider aviation views. There will of course be further engagement with scheme promoters on expansion, specific mitigations, public commitments and the potential to maintain some competitiveness between the different options.

As I have said, the Government have moved forward on this. We have agreed with the Davies commission conclusions, which did not rule out any of the three options. We sustain these and continue to work on ensuring that the important issues of noise mitigation and wider environmental impacts are duly considered as part of the Government’s decision.

Northern Powerhouse: Airports

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 23rd November 2015 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what is their assessment of the potential impact of additional capacity at either Heathrow or Gatwick airports on the Northern Powerhouse project.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government are currently considering all the work of the independent Airports Commission before making any decisions about additional airport capacity. The northern powerhouse initiative aims to harness investment and drive economic growth in the north. Any activity under the Government’s plan for the economy will be complementary in order to provide the best conditions for a successful economy across the United Kingdom.

[Baroness Randerson (LD)]

My Lords, the south-east of England has one-third of the population of the UK and two-thirds of the flights, yet airports such as Birmingham and Manchester have significant spare capacity. Does the Minister accept concerns about the distorting effect of further airport expansion in the south-east? Is he worried that, when the chief executive of Heathrow appeared before a committee in the other place, he failed to provide any detailed strategy for reducing air pollution at Heathrow, which already breaches legal limits?

Drones: Risks to Passenger Aircraft

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 19th November 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

Again, I can say to the noble Lord that this is an important issue. It is on the Government’s radar—to use an aviation analogy—and, for example, Sussex Police is carrying out a specific pilot around Gatwick Airport, addressing the very points raised by the noble Lord.

[Baroness Randerson (LD)]

My Lords, the Government’s response to the EU Committee’s report on drones referred to ongoing discussions on the wider use of geofencing. The Committee recommended that the Government should look at mandatory geofencing. Have they considered this and what conclusion have they come to?

[Lord Ahmad of Wimbledon]

The noble Baroness refers to a very positive debate we had in this House. As I have already outlined, the Government will be introducing a public dialogue very shortly on this issue, which will be across the country, including in Scotland and Wales. In addition, there will be a full public consultation in which the point she raises will also feature. We hope to conclude that public consultation by the middle to end of next year.

Airport Security

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Tuesday 10th November 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

I agree with the noble Lord, but I add that it is appropriate that we look at increasing security when necessary on all passengers. Underlying the points that he has raised, there is also the importance ensuring that those who carry out the screening of passengers and baggage are fully and effectively trained.

[Baroness Randerson (LD)]

My Lords, can the Minister explain or give us information on the specific situation at Sharm el-Sheikh Airport? Much anecdotal evidence is now emerging of long-standing security concerns there. Can the Minister explain whether the British Government have been involved at this airport previously, or whether their involvement is occurring only now?

[Lord Ahmad of Wimbledon]

I think I have already answered the question. The British Government have been, continue to be and will in future be engaged with countries and airports across the world to ensure that we address safety concerns. The noble Baroness asked about the situation on the ground in Sharm el-Sheikh, but I am sure she has also been following the fact that the British Government, working together with airlines—I commend their actions in this respect—has already resulted in more than 7,700 UK citizens returning to the UK over the last few days. We continue to work with the Egyptian authorities on the ground and with the airlines, so that all other remaining passengers who wish to return are returned to the UK as soon as possible.

HS2

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Thursday 22nd October 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

I think the economic case for HS2 is well made.

[Baroness Randerson (LD)]

My Lords, undoubtedly the work on Euston station will be disruptive for existing passengers and, in my view, unnecessarily expensive. Will the Minister agree at least to investigate the alternative proposals put forward by the Euston Express group and to look at a more intensive use of Old Oak Common, which would act as a useful route into London, on a large scale, once Crossrail has links with it?

[Lord Ahmad of Wimbledon]

The noble Baroness raises the issue of Old Oak Common, which has been part of the consideration for HS2. Let me assure her, and indeed the whole House, that once we have completed the works for HS2 at Euston its capacity, as I am sure she is aware, will go from 18 platforms to 22. These enhancements will help not only with access into London but also across London.

Freight Industry: Operation Stack

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 9th September 2015 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government have not completed an assessment of the economic impact of the implementation of Operation Stack, either on the freight industry or the British economy. The main cost to hauliers is the disruption to cross-channel services rather than Operation Stack itself, but we are acutely aware of the impact it has on both local communities and businesses in Kent in particular, and are rapidly exploring longer-term solutions.

[Baroness Randerson (LD)]

I am very pleased to hear that Answer from the Minister. The migrant crisis and the ferry dispute combined have had a major impact on the UK, and the economic and social impact on the freight industry, its drivers, the Port of Dover, Eurotunnel, Kent Police, holidaymakers and, not least, the people of Kent, has been massive. Can the Minister assure us that the Government are looking positively at alternative solutions for the future, and possibly looking at a contraflow solution as used in 2005, with those problems firmly in mind?

[Lord Ahmad of Wimbledon]

I assure the noble Baroness that I was directly involved in many of the COBRA meetings over the summer that dealt with Operation Stack and the alternatives. As the noble Baroness may be aware, the Government put in place a temporary measure at Manston Airport in Kent to relieve those pressures. Thankfully, since 31 July we have not had to invoke Operation Stack. Nevertheless, I assure the noble Baroness that we are working with local partners, including Kent Police, Kent County Council and other key local stakeholders to ensure exactly what she says: a long-term solution that works for the benefit of the British economy and the people of Kent.

Airports Commission

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Monday 7th September 2015 Lords Chamber

[Lord Ahmad of Wimbledon]

My right honourable friend the Prime Minister has made clear to the Leader of the Opposition in the other place that the decision will be made and will be made by the end of the year.

[Baroness Randerson (LD)]

My Lords, is it the Government’s view that the Davies commission’s remit gives sufficient consideration to the impact of a third runway on the Government’s plans for a northern powerhouse? Are the Government convinced that the development of Heathrow will not have an adverse impact on, for instance, Birmingham and Manchester Airports?

[Lord Ahmad of Wimbledon]

The Government believe very strongly in the regional airport network. As I am sure the noble Baroness is aware, Manchester announced earlier this year—at the beginning of the summer in June—a £1 billion investment over the next 10 years. Indeed, we have seen further investment in, for example, road surface improvements around Birmingham, Bristol and Doncaster Airports, so various investments are being made which will reinforce the northern powerhouse.

Railways: Swansea to Paddington

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 22nd July 2015 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what reasons they have been given by Network Rail for likely delays to the electrification of the Swansea to Paddington rail line, which they had previously indicated had priority status.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, the Government are committed to delivering electrification from Paddington to Swansea, which is a priority and part of the largest enhancements programme since the Victorians. Challenges have arisen from electrification, and construction and planning consents have taken longer than expected. That is why my right honourable friend the Secretary of State has asked Sir Peter Hendy to look into issues of both deliverability and affordability, and he is due to report in the autumn.

[Baroness Randerson (LD)]

My Lords, the Minister referred to this being a top priority. Can he explain why this is being delayed? Is it due to the inability of the Government to provide sufficient funding, or is it because they have encountered fundamental technical problems? I am aware that initially, in answers here and in the other place, Ministers said that there would not be a delay. The reference to a delay came last Sunday, from the Secretary of State for Wales.

[Lord Ahmad of Wimbledon]

I reiterate that this programme of electrification is a priority. It is not an issue of funding alone. We are spending £38 billion during the next four to five years. That is the largest investment that has been made since the Victorian age. Challenges have arisen over electrification, to which I alluded in my initial response, but other schemes have been put on pause to ensure that we give this particular scheme the priority that we have emphasised before.

Severn Bridge: Tolls

Debate between Lord Ahmad of Wimbledon and Baroness Randerson

Wednesday 24th June 2015 Lords Chamber

[Baroness Randerson]

To ask Her Majesty’s Government what analysis they have conducted of the economic impact of the Severn Bridge tolls.

[The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)]

My Lords, this Government and the previous Government have not made any assessment of the economic impact of the tolls on the Severn River crossings. However, the existence of the bridges, as funded by tolls, has provided significant economic benefits. The Government have announced that they will consider the future of tolls, working with stakeholders involved.

--- Later in debate ---

[Baroness Randerson (LD)]

My Lords, tolls are rare in the UK, and the Severn Bridge tolls are by far the most expensive in the country. It costs commuters £1,500-plus per year to use the bridges. Surely that is an unfair tax on employment in the area. Does the Minister agree that these tolls should be scrapped, and does he agree with the Welsh Government report stating that the economy of Wales would benefit by £107 million a year if they were?

[Lord Ahmad of Wimbledon]

We have of course noted the Welsh Government report but I do not agree with the noble Baroness. When the crossings were put together, particularly the second one, the financing necessitated operating the tolls to recover not only the maintenance costs but the ongoing costs. The concessions agreed at that time still need to be applied. Tolls need to be applied until the end of that concessionary period.