Planning and Infrastructure Bill

Lord Berkeley Excerpts

Committee stage
Thursday 24th July 2025 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I am very pleased to support the amendment in the name of the noble Lord, Lord Lucas. My interest in animal welfare and good-quality meat comes from the south-west and talking over many years with the butchers who supply good meat. The two problems which noble Lords have identified are: the distance of travel, which is a very serious animal welfare issue; and the fact that over the last 20 or 30 years the supermarkets have put pressure on government to close as many small abattoirs as possible, so that they can get a greater share of the market. Also, as we have discussed in your Lordships’ House before, you must have a vet to witness the abattoir’s work, yet there is a shortage in the competitive supply of vets. One company appears to have a very large share of the market. I wonder whether Ministers should not go a little further and look at the whole question of competition in this field and, most importantly, the distance of travel.

I live on the Isles of Scilly. We have some very nice farmers there and some very nice cattle—which taste extremely good too—but they have to go to the mainland. On a small ship going up and down in the waves, these animals are pretty unhappy. For years, the farmers there have been lobbying to have an abattoir on the islands. Finally, after years, the new Duke of Cornwall has agreed to provide some land on St Mary’s where an abattoir can be built. It will therefore be a much shorter journey from the off islands to the abattoir. All the issues that the noble Lord, Lord Lucas, has mentioned are still there, but it is a much shorter distance. I hope that that the Government will look at all these things and make sure that we have a competitive market for this which is also very animal friendly.

[Baroness Bennett of Manor Castle (GP)]

My Lords, there are 100 million animals killed for meat in the UK every month, which is quite a statistic. There are 75,000 people who work in abattoirs and associated institutions. The amendment from the noble Lord, Lord, Lucas, raises an important issue. Whether this is the right way to address it I am not quite sure because, as other speakers have said, we are talking about a systemic issue here. I often speak about our broken food system. At the heart of that broken food system is factory farming and the giant chicken and pig institutions which are associated with giant abattoirs, logically enough. We are approaching a land use framework, to be coming from the Government. Many noble Lords think that this does not get mentioned enough. If we think about land use and abattoirs, this all needs to fit together in a systemic way, whatever model you think should apply. Obviously, I have views on that.

I want to cross-reference what I was doing in your Lordships’ House about 12 hours ago. I was talking about the climate emergency and the impact of rising temperatures. I note that in 2022, the Government produced guidance that animals should not be transported except in temperature-controlled environments when the temperature—or the perceived temperature, taking account of humidity—is higher than 30 degrees Celsius. That might not historically have been much of an issue in the UK, but it is only going to continue and become a larger issue if you are moving animals. The longer the distance, the more you are unable to do it in the cool hours of the day.

We need a much more localised food system, which means small independent farmers and small independent abattoirs. Five small abattoirs closed in 2024 alone, and the figure is down to 49 from 64 in 2019. There is a real issue here, but it must be looked at systemically in the round, not just as abattoirs on their own. We have a huge animal welfare issue here. We also need to think about workforce. I found some statistics suggesting that the average age of a slaughterer is 63.

Train Operators’ Revenue Protection Practices Review

Lord Berkeley Excerpts

Thursday 17th July 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The noble Baroness is right to describe it as a mess. We are not waiting for Great British Railways. LNER’s changes to long-distance fares, which have been introduced progressively, have resulted in considerably greater passenger satisfaction with the way in which the fares are arranged now compared with before. I am expecting to see similar arrangements on the west coast main line and on Great Western in due course. I think the noble Baroness knows that we are rolling out pay-as-you-go in urban areas, as well as in London and the south-east. It is a long and complex job, and it is not helped by the fact that, fundamentally, the fares system has not changed since the railways were privatised. We are on it, and we are working hard at it.

[Lord Berkeley (Lab)]

On the west coast main line and on other routes, when Great British Railways actually happens, will it have control over the fares issued by open-access operators, or will they still be able to charge what they like for their own services?

Road and Rail Projects

Lord Berkeley Excerpts

Monday 14th July 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

I am sure the noble Baroness will know the answer to that. As I said at Questions, taxation is a matter for His Majesty’s Treasury. The Chancellor will determine taxation policy from time to time.

[Lord Berkeley (Lab)]

My Lords, I congratulate the Secretary of State and my noble friend on producing a comprehensive list of railway and road schemes they intend to go ahead with. This is the first time that we have seen such a list for years. In her introduction, the Secretary of State says that she is green-lighting over 50 rail and road projects. I am not sure whether green-lighting is all right, because occasionally greens go to orange and red, but I hope that is wrong. Within the text, there is quite a lot of uncertainty about which schemes are going ahead and which are what Ministers call “paused”. Pausing could happen for just a week or for a year. It would be useful, the next time Ministers do this, to spell out what pausing means.

One of the schemes paused is the Dawlish scheme mentioned by the noble Baroness, Lady Pidgeon. I have an interest as I live down the other end. I am not suggesting the work should start now but, as my noble friend said, monitoring should continue because, if the cliff does come down—it could happen quite quickly if it does—it will put the south-west in a very difficult position.

Could my noble friend, over the next week or two, publish a short paper giving the criteria used for going ahead with or pausing different schemes? It can apply to roads as well as to rail. We have had so much stop-start over the last few years, for reasons we need not go into. It would be nice to know what the reasons are. What are the criteria? Is it that there is a good business case, is it because the local MP knows the Minister very well, or is there some other good reason? I am sure there are good reasons for the decisions, but it would be helpful if Ministers could come up with that in the next few weeks. Otherwise, I congratulate the Minister on a good, comprehensive document.

[Lord Hendy of Richmond Hill (Lab)]

I am grateful to my noble friend for his compliments. Of course, the real significance of this list is that it is a funded list, rather than one that is not funded—a list of aspiration and hope. I am not too sure about the phrase “green-lighting”; I am not too that it is in the dictionary and, if it is, it is a shame. What it means is that these are funded schemes to go ahead. One or two still need development consent orders, which is a process that has to be taken to a conclusion. Therefore, the start dates will be different across the huge list, but many are ready and have been waiting for funding for quite a long time.

On the pausing at Dawlish that I referred to in the discussion with the noble Baroness, Lady Pidgeon, monitoring will take place. It is not that it “should” take place. The monitoring of those cliffs needs to continue. My understanding of the situation, which I have to say is from the last job I did rather than this one, is that monitoring those cliffs is essential. The work needed to remedy all this is, at least partially, about what we see in the monitoring process, so it is sensible to look now and do something when agreed.

Will we publish a paper on the criteria that have been used? There are two things here. One is that the Government have decided to do these schemes and have taken a view, from the wreckage they inherited, to prioritise things that need to be done that will contribute to a better local economy. We will get on with doing that first. In the longer term, there is an intention to have both a 10-year infrastructure strategy and a long-term railway plan. In conjunction with the revision of the Green Book that the Chancellor talked about in the spending review—to look at aspects that allow projects in parts of the country with lower rates of economic activity to benefit—I think there will be a case to publish a long-term railway plan and talk about the criteria used. For now, we will get on with what has been announced.

European Union Entry/Exit System

Lord Berkeley Excerpts

Wednesday 9th July 2025 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, will the Government still require incoming freight vehicles to call at a place called Ashford Sevington to be checked, or will that be removed? At the moment, all incoming vehicles are supposed to be checked at Sevington but, of course, half of them just drive by up the motorway and are never seen again.

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend. I will have to take some advice on how that works; it is not immediately apparent that it is connected with the EES, but I will go away and answer his question in writing.

HS2 Reset

Lord Berkeley Excerpts

Thursday 19th June 2025 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I welcome the Government’s Statement on HS2 yesterday. It has good detail and a lot of the plans that the Government intend to do. I was also pleased that the latest cost estimate of about £100 billion to get it to Birmingham, is much closer to the one that Michael Byng and I have been peddling for some years. I also welcome the new chief executive and chair of HS2 and, of course, the Ministers, who are both relatively new.

The worry I put to my noble friend is that the four new people at the top, excellent though they will be, have an incredibly difficult job ahead of them. One of the biggest problems is to unpick or change the mouthwatering contracts that most of the contractors have been given by the previous Administration, which means it will be very difficult to know what the future output costs will be and how they will be monitored. So, can one or two people—very good people, with two Ministers in charge—plan this without a much greater root-and-branch change in the Department of Transport and HS2? I hope I am wrong, but I think there is a lot of work to be done there as well.

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend for that. There is no latest cost estimate. One of the things we are absolutely resolved to do is not to have such a cost estimate until Mark Wild and the people he is bringing in have been through this project in such detail that an estimate can be reliable. It is not at all satisfactory to have contractors working on such huge contracts without a full understanding by a decent sponsor of what they have delivered as they deliver it, how much it has cost, and what the remaining work is. That is also a feature, because the contracts were let too early and the design was not certain, so all that work needs to be done.

My noble friend is right that four new people by themselves cannot do all this—not by a long chalk. But noble Lords will, I hope, have read Mark Wild’s letter in detail, in which he sets out that, fundamentally, HS2 is unfit for purpose and he will have to restructure that company, alongside getting proper estimates of cost and timescale. He will need some help doing it and much of my and the Secretary of State’s discussion with him in the last weeks and months has been about how many people he needs to do that, who they are, whether we can trust them and how quickly we can get them in. Those elements are all important.

One of the really important things in this is that, I think for the first time for a long time, we will have a chair and a chief executive of HS2 who are communicative, collaborative, straight and honest, and we can have a discussion with them about where this is going and what it is doing. One of the characteristics of this company so far and of the Crossrail company for most of its life is that they were both arrogant enough to believe that they knew what they were doing without any supervision and without telling anybody what was really going on. In both cases, it went badly wrong. Mark knows that he has to change the culture of the company. There clearly are some good people there, but they need to be led and directed properly.

European Geostationary Navigation Overlay Service

Lord Berkeley Excerpts

Thursday 12th June 2025 Grand Committee

Asked by

[Lord Berkeley]

To ask His Majesty’s Government whether they intend to apply to reinstate the United Kingdom’s membership of the European Geostationary Navigation Overlay Service.

[Lord Berkeley (Lab)]

My Lords, it gives me great pleasure to introduce this short debate. I have an interest to declare in that I live in the Isles of Scilly much of the time, to which the only passenger access in the winter is by air. There are a few problems there, which I shall come on to. In my short speech, I shall cover the many safety benefits of EGNOS, the benefits for pilots, the history of it and what happened before and after Brexit. I still see the cancellation of EGNOS at the time of Brexit as a very unwise and, frankly, stupid decision, but I shall come on to that.

I will first introduce what EGNOS is, because it may be that not all noble Lords understand what it is. It is a geostationary navigation overlay service, which enhances the standard GPS signal and provides accuracy, integrity and other improvements. In simple terms, it is a way of being able to land your plane at and take off from a small airport without all the very expensive, but very good, equipment that major airports have around the country and the world. If you do not have EGNOS, you cannot fly. It is not unique; it is used all the way across Europe. I think there are 700 airports using EGNOS-enabled LPV, and in the United States there is a great deal more of it.

Just before Brexit, the UK introduced EGNOS at a handful of airports, including Guernsey, Alderney, Cambridge and others, and many airlines had installed the equipment in planes that would enable it to work. The estimated cost for installation then and, I think, now is about £35 million a year to cover the whole country.

In my many discussions with Ministers—including with some colleagues here—we have always been told that the Civil Aviation Authority was dead against this. It was unsafe, it would not work and it would like to see something else. Last week, I had a very useful meeting with the CAA to hear from the horse’s mouth, if one can call it that, what its view was, which I shall try to summarise. It is a technical necessity, not a political concession. All it needs, I am told, for us to rejoin is a service agreement with the European Commission.

During those discussions, we had many chats about alternatives. Ministers in the previous Government said that we ought to go for something else: a sovereign UK satellite-based augmentation system, or SBAS. We went to see it, and the only problem was that it would require a £1 billion investment over 10 years—assuming that the Government would commit to 10 years’ funding, which is probably rather unlikely—and the operational costs would be even higher than EGNOS. Many people have asked why we should introduce a new system when we can get the whole EGNOS system for £30 million, which is one-third or more of the price of the other one. It is a complete waste of taxpayers’ money. Maybe the Chancellor of the Exchequer will be interested in that after her announcements yesterday.

To summarise the benefits, it is not just a “nice to have”; it is an essential safety and commercial add-on to safe flying. I fly as a passenger to the Isles of Scilly. Other noble Lords have much more experience in this. It is quite clear from talking to many pilots that they cannot fly in unpredictable weather because they cannot navigate properly. There are regional airports on coasts in many places, but if you cannot land and take off safely, your businesses are not going to enjoy it very much. Then we have to think about local communities. We have air ambulances around many parts of the country, including Cornwall and the Isles of Scilly, and I know of many cases where they have not been able to fly because there has been no EGNOS. All in all, there are really good reasons for reinstating it.

I shall try to summarise where I think the CAA has got to, which was extremely helpful. It said that it is working closely with the Department for Transport and the UK Space Agency on the operational benefits, airspace modernisation, resilience and future readiness. Basically, from a regulatory point of view, it ticks all the boxes. We all know how good the CAA is at organising safe flights and everything.

It really surprised me that, although it had done all this work in the last two or three years—the reports are available on the website—at the end of 2024 it will hand over responsibility for the next phase of the SBAS initiative, which is EGNOS, from the Department for Transport to the Department for Science, Innovation and Technology and the UK Space Agency. It is jolly nice to have the Minister from the Department for Transport here answering questions, but is that the right department?

I have put down several Written Questions in the last few months, and they were all answered by my noble friend Lord Vallance of Balham. It is worth reading one out: what is the cost of reinstating our membership of EGNOS? The response from my noble friend was:

“The Government is considering options for UK access to a satellite-based augmentation system, following our withdrawal from the EU’s European Geostationary Navigation Overlay (EGNOS) system. This work is ongoing and no decision has yet been made. The Government engages with the European Commission and European Space Agency on space programmes but has not specifically discussed access to EGNOS”.


My question to the Minister is: why have they not discussed this and when will they? People are just sitting there while businesses and transport are suffering. We just seem to be getting nowhere.

A very interesting comment came from one of my colleagues in the other place, the Labour MP Stella Creasy. She said that it made no sense to separate the EU and the UK from an aviation perspective. She is right because, if you look at a map of the different aviation systems around the world—there are all kinds—one for just the UK would very much be the smallest.

Are we prepared to sign agreements of 12 years for fish and four years for produce, just taking EU rules without any challenge? Why do not we not sign one for aviation? I do not know whether it would be for four years or 10, but I suspect that it would be much longer, because once people have got used to having EGNOS again, they would struggle to change it.

I hope that, when my noble friend responds, he will say that we are about to start proper negotiations on EGNOS with the European Commission and other agencies in order to produce a service agreement. A service agreement is not a political agreement; it would get us back into the fold and help a large number of people who rely on short-haul or small planes to get around their business in a very sensible way, with minimal delays. I look forward to my noble friend’s response.

--- Later in debate ---

[Lord Hendy of Richmond Hill (Lab)]

I thank the noble Lord for his question. Rather than filibustering for a few minutes while I refer to the knowledgeable officials behind me, I think I had better write to him about that. I can see an answer coming: it says, “Not sure. We’d need to check”. That is very wise.

I turn to the constant developments in technologies, particularly in drones and uncrewed aircraft. This is an important, evolving area, and the full range of requirements are still being mapped out. There may well be applications where SBAS and EGNOS could be useful. As the Government have ambitious plans for the UK to be a global leader in creating a future-of-flight ecosystem fit for the future, ensuring that we can fully realise the social and economic benefits of new and emerging aviation technologies, we must continue to think about this work. It could be said that I am saying that we are just not doing anything, but we are doing something. These rapid developments, particularly in drones used beyond the line of sight, may well provide an increasing case for this technology and for EGNOS in future.

[Lord Berkeley (Lab)]

My Lords, my noble friend has given us a very interesting progress report on any discussions taking place with the European Union, the CAA and others, but no decisions have been made. Can he give us any estimate about when the next decision might be achieved?

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend for that question. It is a good question because developments in drones, particularly drones beyond line of sight, uncrewed aircraft and flying taxis have been much in the news recently. There are many applications way beyond traditional air applications. There is activity for drones beyond line of sight not only on the railway but in better policing. Those things would affect a judgment about an investment in this and whether the continuing cost of it is worth investing in. I urge my noble friend not to ask us to be too peremptory in making a once-and-for-all decision when technology is changing as, because of that, the justification for doing this might increase and we might get to the answer that my noble friend wants.

I am grateful to all noble Lords for their thoughtful and constructive contributions, which reflect the strong interest in maintaining the UK’s continued leadership in aviation safety and innovation. We remain committed to ensuring safety and efficiency. We recognise the real value of systems such as EGNOS, but we must also consider the financial implications and seek solutions that offer the best value for money.

On the contributions of noble Lords about the cost of it, or the cost when it was around £35 million—I cannot confirm whether that might be the current cost or not—if the previous Government could not justify it, in these difficult financial circumstances we have a duty to justify public expenditure. However, noble Lords will have heard me say that we are considering it not only for the benefits from EGNOS for the purposes described in the discussion today but because the future of drone and uncrewed aircraft technology is rapidly developing. I hope noble Lords will appreciate that we are strongly considering it. I am grateful for all that they have said.

Bus Services (No. 2) Bill [HL]

Lord Berkeley Excerpts

3rd reading
Tuesday 29th April 2025 Lords Chamber

[Lord Moylan (Con)]

My Lords, I thank the Minister’s private office, the Bill team and the other civil servants involved in the Bill, who have dealt with the Official Opposition with promptness, courtesy and responsiveness in an exemplary way. I also thank the Minister for his openness and engagement with the Opposition during the Bill. That contributed greatly to its swift and efficient passage through Committee. The Minister sets an example that many of his colleagues on the Front Bench could follow in relation to transparency, engagement and so forth, which could help with the dispatch of our business in your Lordships’ House. I thank the Opposition Whips team, in particular Abid Hussain and Henry Mitson. I express particular thanks to my Whip throughout all this, my noble friend Lord Effingham.

I am trying to be positive when I say that this is not the worst Bill introduced by the Government so far, but none the less it remains a pretty poor Bill. It does damage and removes private entrepreneurialism from the bus sector, where, as we know, private enterprise and the spirit of private enterprise are the only keys to economic growth. It is here primarily to gratify the unions and certain local authorities and not to do very much indeed for passengers. Most importantly, it gives powers to local authorities that they are neither equipped nor funded to exercise. To that extent it is, as I have said earlier, a somewhat bogus Bill.

We have improved the Bill in your Lordships’ House. We have added a purpose clause so that we know what it is meant to be about and what standard we can hold the Government to. We have ventilated further the £2 bus cap and what the consequences are of removing it, which is a further amendment that passed. We have also brought into the Bill the very sensitive issue of special educational needs transport and the effects that the reduction in the threshold for national insurance contributions has on that sector and its survival—which is so important. As I say, that is now part of the Bill as it goes to the other place.

We have removed unnecessary language—dangerous language—about what was expected from bus drivers in dealing with crime. As the noble Baroness, Lady Jones of Moulsecoomb, has said, we have also seen amendments to review services to villages, which we were glad to support. The noble Lord, Lord Hampton, has introduced an amendment which focuses on improving the overall safety of buses and the way in which bus services operate. The amendment from the noble Lord, Lord Woodley, sadly not in his place—as indeed he was not when the amendment was moved on his behalf by my noble friend Lord Moynihan—has added important protections to the Bill in relation to violence against women and girls.

Finally, it is worth noting the flanking action by my noble friend Lord Holmes of Richmond and the noble Lord, Lord Blunkett, which saw improvements made to the Bill in relation to floating bus stops, the back of which I think we would all like to see. So, it leaves your Lordships’ House a better Bill.

The Minister said something about the Bill coming back. I see no reason for it to come back. All those amendments are very worth while, and I hope that the Government will embrace them in the other place and simply move on.

[Lord Berkeley (Lab)]

My Lords, I add my voice to the many noble Lords who have thanked my noble friend the Minister. It is his first Bill. He is a real expert on buses and transport generally, and the House owes him a debt of gratitude for the way he has dealt with the Bill. We have made changes, as other noble Lords have said. It has been a very friendly and useful debate. The key thing is for us all to try to encourage more people to use the buses, whether that is in the countryside or in towns. That is the key; the Bill will go a long way to encouraging people to do that.

[Lord Hendy of Richmond Hill (Lab)]

My Lords, I shall of course be far more enthusiastic than the noble Lord, Lord Moylan, on this excellent Bill. I expect it will be back, but this is the briefest of replies. In answer to the noble Lord, Lord Holmes, on the floating bus stop issue, my honourable friend the Minister for Local Transport is, in colloquial terms, “on it”, and I will write to the noble Lord about how far he has got following this session.

Bus Services (No. 2) Bill [HL]

Lord Berkeley Excerpts

Report stage
Wednesday 2nd April 2025 Lords Chamber

[Lord Hampton (CB)]

My noble friend has pointed out the correct figure. I am not sure what the European and Commonwealth speed record for bike-mounted corporate lawyers in Lycra is, but I am sure it is well over 30 miles per hour. When bus passengers are trying to catch a bus—perhaps at night or when it is raining—we are expecting them to cross a cycle path without incident.

As the noble Lord, Lord Holmes, suggested, there is a solution. I catch a bus from London Bridge daily. There is a cycle lane across the bridge which ends to allow buses to pull into the pavement to pick up passengers and drop them off. Cyclists know to go round the bus, bus drivers know how to pull in gently and passengers do not have to cross traffic or a cycle lane. I have seen no incidents or near-misses in my nearly three years of travel from there.

Floating bus stops are a laudable attempt to make life for cyclists safer—but, in fact, they put everyone in danger. They are a huge mistake and legislation to remove them must be in the Bill.

[Lord Berkeley (Lab)]

My Lords, I will speak as a cyclist—one of the first to do so in this debate. I cycle regularly to your Lordships’ House and many other places. I agree that some of the floating bus stops that noble Lords have described, especially around here, are awful—but others are quite good. The problem is that the danger for cyclists going round the back of a floating bus stop has to be measured against the danger of overtaking a bus that is trying to pull in in front of you, because you do not know how many other cars, lorries or buses will overtake you on the outside. I do not have any figures for how many people have been killed or injured by overtaking buses as they pull into bus stops, but it is significant. We need to look at this in a balanced way rather than just saying, “Get rid of floating bus stops by all accounts”.

As noble Lords have said, the floating bus stops on Westminster Bridge are awful, but, leaving the design aside, it does not help that the cyclists cannot go in the cycle lanes there because there are too many tourists. We are talking about too many people wanting to use too much road space, but it does not always work. Coming back the other way by St Thomas’, as the noble Baroness, Lady Jones, mentioned, it is much easier.

For me, crossing from a pavement to a floating bus stop—with a ramp, I hope, as opposed to a step—is not very different from crossing any other road with a cycle lane and finding that the cyclists are not stopping or obeying the light. We need a proper design that works, rather than rushing into a series of different ones that may or may not work.

I have cycled quite often on the continent and I have given examples of what happens in Berlin, which is the most wonderful place to cycle. First, there is a pavement—the footpath—then there is a cycle lane, and then there are one or two traffic lanes. What happens if there is an obstruction on the cycle lane due to a building site or something? The traffic lanes are reduced from two to one to allow the cyclists to travel and overtake safely—ditto with the pedestrians.

The biggest problem—this came up in the Question from the noble Baroness yesterday—is that people do not comply with the law and there is no enforcement, whether that is enforcement for cyclists and scooters, electric or otherwise, or for freight cyclists. I find that cyclists with freight on the back have a particular habit of rushing around and not obeying red lights. I do not know why; most of us obey red lights, but these freight cyclists make a habit of going diagonally across and hoping for the best. One of these days people are going to get killed.

I love the London cycle routes that have been put in over the last 10 years—most of them are very good. However, you can go out the A10 towards Stratford and see the different designs of bus stops, cycle islands and other types of arrangements for the bus to pull over in front of you, and each one is as dangerous as the other—you have got to be very careful.

I cannot support any of these amendments, but I urge the Minister to agree to commission a proper study of how best to align the needs of pedestrians, disabled and blind people, tourists—who do not, I think, understand what “stop” means—cyclists and other road users, and combine it with enforcement. Until we get some enforcement, such as that in Germany, Belgium, Holland and even Paris now, we are going to get more of these debates, which, while very interesting, are not solving the problem.

With the very large increase in the number of cyclists using the road network now—noble Lords may have seen the cycle route along the Thames from here, going eastwards—I feel quite frightened on that lane in rush hour, because there are so many of them going along and they are going quite fast. We can debate whether it is good for a cyclist to be frightened of other cyclists. Things will change, but we have got to be very careful before we start moving infrastructure without being quite clear as to the benefits to each class—if we can call it a class—of user, to make sure that we get it right and that we do not get, as the noble Baroness, Lady Jones, said, the conflict from safety. Safety is the be-all and end-all, and it must start there, but enforcement is one of the most important things.

[Lord Burns (CB)]

My Lords, I support the intention behind the amendments tabled by the noble Lord, Lord Blunkett, and I agree very much with the broad thrust of the comments of the noble Lord, Lord Berkeley, particularly about enforcement. I have cycled many miles on the bicycle paths in central London, and indeed I experienced a serious injury when a runner ran into me on the Embankment, at the very point that the noble Lord, Lord Berkeley, was talking about, going from here to Waterloo Bridge.

I accept that floating bus stops are frightening to pedestrians, but, as was pointed out, they are also extremely frightening to cyclists. As many people have commented, the one on the far side of Westminster Bridge is particularly awkward. Cyclists confront people getting on and off buses, who have no knowledge about the complicated configuration of the footpaths, bicycle paths and islands; this is particularly the case for visitors, who often seem to be completely confused. On the other hand, a decision to force cyclists to ride around a bus carries different but extremely serious risks.

--- Later in debate ---

[Lord Snape (Lab)]

My Lords, I will intervene briefly, if I may. One group of people involved in these discussions has not been heard from so far, and that is the bus drivers themselves. I have no financial interest to declare these days in these matters, but over the years I have worked either as a consultant, director or chairman for three different bus companies. When you talk to bus drivers about their daily problems, you find that their views about cycle lanes are well worth listening to. Many of them say that they do not open the doors sometimes until they have checked the cycle lane to their nearside mirror.

Although it is not very popular to say so—I do not wish to fall out with my noble friend Lord Berkeley—it is about time someone acknowledged the fact that a substantial number of cyclists on our roads are, quite frankly, maniacs.

[Lord Berkeley (Lab)]

I agree.

[Lord Snape (Lab)]

I made an exception for my noble friend straight away, because I knew he might react.

Stand on the corner of Parliament Square and watch them. There are cycle lanes and traffic lights, and a substantial number of cyclists ignore the traffic lights—because in their view nothing is coming—and set off around Parliament Square. I congratulate my noble friend Lord Blunkett and the noble Lord, Lord Holmes, on the amendment that we are discussing. We ought to acknowledge the fact that, unless there is some sort of enforcement, as my noble friend suggested, the minority of cyclists who behave in that way will continue to behave like that.

Mention has been made of the cycle lanes and the two bus stops at the other side of Westminster Bridge. Only last week, I happened to be crossing the bridge in the direction of travel towards the House, on the left-hand side, where the cycle lane and the bus stop is, in the opinion of earlier speakers, supposedly the safer of the two. There are Belisha beacons and a zebra crossing by the bus stop—a very small one that crosses the cycle lane. As I crossed one day last week, I had to dodge a cyclist—in fact, there were two of them, pretty close together—who ignored the Belisha beacons and the zebra crossing. I said something to the first one as he passed—I presume the second one was associated with him. He responded, and I do not know exactly what he said, but the second word was “off”. That sort of behaviour is all too predictable for a certain minority of cyclists.

I hope that, when he comes to respond, my noble friend the Minister will acknowledge the very real fears, particularly of those who are partially sighted or blind, and that these problems are real and that it is long past time that we tackle them.

E-scooters: Trials

Lord Berkeley Excerpts

Tuesday 1st April 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

Your Lordships’ House will know that there have been several Questions on this subject in recent weeks, and certainly in one of them I referred the noble Baroness, Lady Pidgeon, to the regulatory regimes of 21 European countries, which, sadly, have huge variation between them with regard to minimum ages, whether you have to wear a helmet, and so forth. So the Government need up-to-date evidence. Evidence raised in 2021 could have informed legislation in 2023 and 2024, for example, but that did not happen, but now we have to inform ourselves. In the meantime, it is quite clear that hazards are involved as the noble Baroness describes—although, of course, enforcement is a matter for local police chiefs.

[Lord Berkeley (Lab)]

My Lords, does my noble friend agree that half the trouble with e-scooter and e-bike rentals, and with buying them, is the batteries, which catch fire for no particular reason when they are not linked to the equipment concerned? Is not it more important to have some proper standards for quality and for the way in which batteries are fixed to cycles and scooters so that they do not cause the trouble that they have done; for example, causing TfL to ban non-folding electric bikes from its trains—and why non-folding? I hope that the Government will be able to look into this soon.

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend for that question. On batteries, last October, the Department for Business and Trade launched the “Buy Safe, Be Safe” campaign to raise awareness of the dangers of buying faulty and unsafe e-bikes, e-scooters and components such as batteries, for the very reason he suggests. Noble Lords who have seen the recent film of the spontaneous e-bike fire at Rayners Lane station will understand perfectly well why Transport for London has taken that view, because anybody standing remotely near that incident would have been severely injured, if not killed, by the spontaneous explosion and subsequent fire.

Commercial Vehicles: Safety

Lord Berkeley Excerpts

Wednesday 19th March 2025 Lords Chamber

[Lord Hendy of Richmond Hill (Lab)]

The standards of professional vocational drivers in Britain are very high. The tests that you have to pass and the continuous professional development, which is broadly similar to the continuous professional development applied in European countries, are also very strong. Enforcement activities are run by the Vehicle Inspectorate, which is part of the Driver & Vehicle Standards Agency. It is much more sophisticated in targeting enforcement than perhaps it once was, including making sure that those who drive commercial vehicles from other countries on our roads are consistently to the same standard of safety as our own vehicles and drivers are. I will leave the detail of how it enforces what it does to it, but it appears to be very successful enforcement activity.

[Lord Berkeley (Lab)]

My Lords, can the Minister confirm that the safety rules apply to all cars and heavy goods vehicles? Do they also include vintage Army vehicles, to which the noble Earl, Lord Attlee, referred?

[Lord Hendy of Richmond Hill (Lab)]

The safety requirements that the noble Baroness, Lady Pidgeon, asked me about are those applicable to new vehicles. The standards of safety that apply to all vehicles on the UK’s roads are the latest standards that applied at the time at which they were manufactured, of course, improved by the regular testing system. There are reasons why historic vehicles cannot always comply with modern standards. There is a silver lining in that, which is that most very ancient vehicles cannot go very fast. My experience of the vehicle testing regime is that it is rigorous but respectful of the age of vehicles and their original manufacturing condition.