Ryanair: Afrikaans Language Test

Lord Berkeley Excerpts

Thursday 9th June 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I will certainly take that idea away and see whether it is a route that will achieve the quickest resolution to this matter.

[Lord Berkeley (Lab)]

My Lords, following on from my noble friend Lord Foulkes’s question, could the Minister have a look at the processes at Prestwick Airport? I am told that passengers can go through without any delay whatsoever. Maybe they have got something to teach the rest of us.

[Baroness Vere of Norbiton (Con)]

If we are talking about specific experiences at specific airports, I landed at Gatwick on Friday afternoon and 30 minutes later, I was standing outside waiting for my minicab. The point is that it is not happening at all airports at all times. There are certainly peaks when things are falling over a little, and that is the thing we really have to tackle. As I say, the Government are well aware of the issues and we are looking to see what we can do.

Electric Vehicles: Supporting Access

Lord Berkeley Excerpts

Monday 6th June 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, the Government are doing an enormous amount to make sure that the take-up of electric vehicles is as swift as possible. We have introduced plug-in grants, we will be spending £1.6 billion in total to support charging infrastructure, and there are favourable tax elements relating to zero-emission vehicles. At the moment, the Government do not have any plans to introduce a specific zero-interest loan scheme for the purchase of electric vehicles, although there are various loan schemes on the market that people may wish to look at. On the zero-emission vehicle mandate, we are currently conducting a technical consultation on the design parameters for the mandate, which is open until 10 June.

[Lord Berkeley (Lab)]

My Lords, the noble Baroness said that it is cheaper to run electric vehicles, but that rather depends on the price that people have to pay for buying the current. Would she agree that those who are in most need of cheaper vehicles will probably be paying the highest price for their electricity, depending on where they get it from? In addition, when will she insist that all the plugs and sockets for the different makes of cars are interchangeable?

[Baroness Vere of Norbiton (Con)]

The noble Lord was quite right to say that it depends on where people get the electricity from. It is the case that, for many people who are able to charge at home using off-peak electricity, prices can be as low as 2p per mile for the running costs of an electric vehicle. However, the Government are very cognisant of the fact that we need to introduce charging infrastructure in more places other than peoples’ driveways, which is why we reformed the Electric Vehicle Homecharge Scheme in April 2022 to provide more help for those in flats and in buildings owned by others.

Queen’s Speech

Lord Berkeley Excerpts

Wednesday 11th May 2022 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, it is a real pleasure to be debating this evening on the three issues which come so well together: levelling up, communities and transport. I welcome the fact that we are to have maybe one or more Bills—I am not quite sure but it does not really matter, as we will have plenty of opportunities for debate. There are many other things, such as maritime EVs, buses and air, which have not been mentioned.

Before I move on to more transport things, I have one question on housing. When the Minister comes to reply, can he say a little about whether the right to buy from leaseholds is to be included? That was something which the Law Commission produced in an excellent report several years ago. It was promised after the first leasehold Bill and I am wondering whether there is to be another, because I have a lot of friends with an interest in that.

The other interesting thing which the Minister, the noble Baroness, Lady Vere, said in her introduction was about low-speed machines—I think she called them something like that—which seemed to be an excellent summary phrase for pedicabs, other e-bikes, scooters and the delivery of freight by bikes, electric or otherwise, some powered and some not. It may even cover what the noble Lord, Lord Cameron of Dillington, said about wheels to work.

The noble Baroness, Lady Neville-Rolfe, mentioned in her speech the connectivity of people. I am pleased to be a member of her Select Committee on the Built Environment. I can understand how both she and the noble Baroness, Lady Stowell, were pretty angry about and critical of pedicabs and e-scooters. The solution is probably some form of education, persuasion and discipline to make people use these things and park them in places which are reasonably attractive, without getting rid of their usefulness. I have been trying out one or two scooters in London—legally, with my driving licence—and I invite the noble Baroness to join me one day on a scooter. My noble friend Lord Snape gave an invite to the Minister too. I can see she is shaking her head, but they are actually very good.

The great thing is that when you get off a train at a station or off a bus somewhere and you want to go a couple of hundred yards very quickly, you can just jump on these things and off you go. Of course, I do it on the road; I pretend I am a cyclist most of the time. I think the idea of having something like that for personal transport and connectivity is terribly important and I look forward to the debate on this and the Bill when it comes out.

The next thing that the noble Baroness mentioned in her introduction was the commitment to net-zero carbon. Well, they are good words but, to me, the Government’s actions to date have, frankly, been the opposite. They seem to have reduced the need for road vehicles—cars and trucks—to comply with some reduction of carbon that should happen. Fuel duty has stayed the same for many years and rail fares keep shooting up with very little comment about the relative contribution to net zero.

On Great British Railways, the noble Baroness said that we are going to have a world-class transport network. Those are fine words but there may be some way to go yet. I need convincing of the benefits of Great British Railways. This all started with the Williams review in 2018, which is four years ago now. He produced a very useful demand analysis which is still missing. Perhaps we will have a new one when the Government publish the Bill alongside it.

I go back to what must be 20 years ago when the Government created the Strategic Rail Authority. Ministers were fed up with making decisions on very small details on the railways so they created the authority that was going to run the railways, the track and the operations—ticket sales, buying, maintaining and operating rolling stock, et cetera—so that the rail sector was in charge and not subject to the then Department for Transport mismanagement. They created it but then a few years later, not very long after, the Strategic Rail Authority did something that the Ministers did not like. What did they do? They abolished it and went back to micromanagement.

I was involved in rail freight at that time. There were two or three years at the start and finish of the SRA where nothing happened at all. There was no investment and no changes. I hope that is not the intention this time. The whole problem at the moment is money, and because of that the Treasury is running every detail. I would like to know—I probably will not hear it this evening—where will this change?

Most people agree now that investment in the railways is primarily needed for local and regional services. This is why it is so sad that very little electrification has been announced in the last five years. I know there was a problem with the Great Western line but I think that has all been solved by the industry. Electrification is where we are going to get much greater quality of service and better frequency, et cetera, but we do not have it.

I hope that when we get some legislation—if we do—on what I suppose is called localism in the regions, they will be able to drive investment in the railways. Will local leaders be able to do this? At the moment, it is the opposite. I support the Mayor of Greater Manchester in suggesting that a station should be an underground station for HS2 at Manchester. However, whether I am right or wrong, the mayor and a lot of the other mayors around there want that underground station while the Government want a surface station. Nobody has produced any costs as to which is better. Certainly internationally, through-stations at capital cities are much more efficient and much less land hungry and probably cause much less disruption. That is happening at Stuttgart in Germany at the moment. My question, really, is: why are the Government insisting, against the wishes of so many people in the region, on having something that the people apparently do not want, although of course they would probably rather have it than nothing?

The other problem is that the integrated railway project has allocated £96 billion for the regional projects, but that will all be taken by HS2, so there is no more money for electrification. That is not good for the regions.

On the Minister’s statement that this new structure of the railways will avoid spiralling costs, the only spiralling costs in the railways at the moment are for HS2, which the Government control. There is no electrification and we have nothing on fares; they keep on going up, but we do not have any new ideas on that. We have to encourage a system where people use the railways, and I suspect that the people who run the railways, including from the commercial sector, are better at deciding that than civil servants.

When we finally get the new Bill, I hope we will see some evidence of demand and of the changes that have happened, and that we will have a little more transparency. At the moment, the only forecasts that I know of are connected with rail freight. There is a forecast of how much rail freight is needed north of Crewe on the way to Cumberland and beyond, compared with the HS2 and west coast main line. That forecast is commercially confidential. I hope that Ministers will publish that—it is only two years old—along with a lot of other information to support the view that Great British Railways will actually be worth the hassle.

High Speed Rail (Crewe–Manchester) Bill

Lord Berkeley Excerpts

Wednesday 27th April 2022 Lords Chamber

[Baroness Vere of Norbiton]

That if a High Speed Rail (Crewe–Manchester) Bill is brought from the House of Commons in the next session of Parliament the Standing Orders of the House applicable to the bill, so far as complied with or dispensed with in this session, shall be deemed to have been complied with or (as the case may be) dispensed with in the next session.

[Lord Berkeley (Lab)]

My Lords, I would like to speak very briefly to this Motion. I emphasise that I am not suggesting that I oppose it; it is a normal procedure Motion, and it should in my view carry over. However, I want to raise two issues of some concern about the progress of a Bill that will start in the other place and eventually come here.

First, I detected serious disagreements between different authorities in the Midlands and the north about what is in the integrated rail plan and the present Bill, which concerns Crewe to Manchester. There were quite public disagreements, and I am not sure how they can be resolved, but they clearly do need resolving to meet the objective—which the Government have rightly followed —of prioritising east-west improvements in the Midlands and the north. I am hoping that the noble Lord, Lord McLoughlin, who has just been appointed chair of Transport for the North, will be able to help with this.

My other concern is over budgets. The integrated rail plan budget of £96 billion was designed to set out the rail improvements that need doing as well as HS2, but it includes the HS2 budget. If you deduct from that £96 billion what is already going to be spent on HS2 from London to Crewe, there is actually no money left at all for other projects. That is really serious from the point of view of the people in the north and Midlands who want improved east-west connections. One of the main questions is whether the Manchester terminal for HS2 should be a surface station or underground so that you can carry on through to other places. I think the second option is more important and modern. But that is not the point; it needs agreement between all the parties.

One of the problems with a hybrid Bill is that once Second Reading has been agreed in the other place, it is very difficult—in fact, almost impossible—to make any changes. I know that some colleagues from all parts of the House of Commons would like to kill the Bill. This would be a very great shame. I am not saying I support what they are doing. It would be a shame to kill it, because so much work has gone into it.

I think it would be useful if the progress of the Bill were paused until there were proper agreement between all these authorities and the Department for Transport about what is really wanted. Is there a sufficient budget to achieve it? If that were to delay things by a few months, so much the better. It is difficult to start a Bill in the other place at this stage when one, if not more, of the major mayors in the area is highly critical of what is being done. I hope that this can be resolved. I am sure the Minister will have some views on this and I look forward to her comments.

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

My Lords, I simply do not recognise many of the noble Lord’s concerns, particularly around things such as budgets. I am well aware of his feelings about the HS2 project. We have had many conversations and debates, both in your Lordships’ House and beyond, about it. His views are well known. I am not surprised that the noble Lord has raised these issues in the manner in which he has done, and I am sure that he would like to see the Bill paused—but it is not going to be.

This hybrid Bill will probably take three to four years to complete its parliamentary passage, which is perfectly normal for a hybrid Bill. The noble Lord raised important issues about getting people to agree and understand. The petitioning process is part of that process, to ensure that we make people as happy as we possibly can in the context of building a very substantial transport infrastructure project. So, no, the Bill will not be paused and I beg to move.

Motion agreed.

West Coast Main Line

Lord Berkeley Excerpts

Wednesday 27th April 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, had I turned up late to the Dispatch Box, obviously I might have had to resign—but not today. It should be remembered that we understand that there have been various issues relating to services. We work extremely closely with all the train operating companies, as the customers come back to the railways, to make sure that they run on time. There has been an issue around cancellations regarding staff-related absence, but we are working through that and things are improving. Of course, part of having these contracts in place means that we will be able to get better service for customers.

[Lord Berkeley (Lab)]

My Lords, I have heard the same stories as my noble friend about the pretty appalling customer service from Avanti, and I reflect on the fact that the present structure seems to require the Treasury to micromanage everything—even if Network Rail wants to paint the railings on a station, it has to get Treasury approval. This is probably not a very efficient way of working. Can the Minister assure the House that, when we hear details of the Great British Railways, which is going to save us all from appalling services, that will be taken into account and somehow there will be some delegation and authority for the railways to run on their own with incentives and not too much bureaucracy?

[Baroness Vere of Norbiton (Con)]

I absolutely agree with what the noble Lord has just said. Of course, the Great British Railways transition team is already focused on delivering improved services for customers and driving revenue recovery. At the moment we know that passenger demand is about two-thirds of what it was pre-pandemic. It is looking very closely at boosting strategic freight again which is really important and developing this whole 30-year vision for how we want our railways to operate in the longer term.

P&O Ferries

Lord Berkeley Excerpts

Tuesday 29th March 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I reassure the noble Baroness that we are reviewing all of our relationships and contracts with both P&O Ferries and DP World.

[Lord Berkeley (Lab)]

My Lords, following on from the questions from my noble friend Lord Snape and the noble Baroness, Lady Randerson, can the Minister explain the difference in employment rights and arrangements between the various ships operating in UK waters? What are UK waters? Do they include Dover to Calais, Northern Ireland to Scotland or England, and—I think probably not—Dublin to Holyhead? How do these arrangements vary or differ from the contracts for ships which may be registered in the UK but are longer distance and still international, carrying containers or oil? There seems to be a lot of confusion, which I suspect P&O directors are trying to take advantage of by various devious means.

[Baroness Vere of Norbiton (Con)]

The noble Lord has highlighted the complexity of employment law in the maritime sector. The International Labour Organization has the Maritime Labour Convention, which sets out the minimum standards for some key employment and working conditions policy areas. However, it does not go nearly as far as we are able to go from a UK perspective for seafarers who are UK residents, work on a UK-registered vessel and are ordinarily working in the UK. We are able to offer them the same levels of protections as they would get if they were working onshore.

Payments to Train Operating Companies

Lord Berkeley Excerpts

Tuesday 15th March 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, I am always thinking about Yorkshire. The noble Baroness raises an important point. There is an amount of money that will be going into the system, which will be used to service what is at the moment a lower number of passengers. That is where we must get the balance right. We must work with industry to support it on the initiatives and boost demand, also ensuring that the services are there when they are needed. The increase of 3.8%, compared with what inflation is currently, is not significant, given that we could have had a more significant increase had we used an RPI from a later month.

[Lord Berkeley (Lab)]

My Lords, I press the Minister a little more on the question asked by my noble friend Lord Rosser about Network Rail’s costs. I understand from many in the industry that Network Rail has been told to cut its costs by 40% in the coming year. That seems an enormous amount, compared with what it is doing at the moment and the need for safety. Can she confirm whether that is true or completely wrong?

Bus Services: Covid-19 Emergency Funding

Lord Berkeley Excerpts

Tuesday 1st March 2022 Lords Chamber

Tabled by

[Lord Berkeley]

To ask Her Majesty’s Government what plans they have, if any, to extend the COVID-19 emergency funding for local bus services beyond the end of March.

[Lord Snape (Lab)]

My Lords, on behalf of my noble friend Lord Berkeley, and at his request, I beg leave to ask the Question standing in his name on the Order Paper.

Electric Vehicle Charge Points

Lord Berkeley Excerpts

Wednesday 26th January 2022 Lords Chamber

Asked by

[Lord Berkeley]

To ask Her Majesty’s Government why they have removed the requirement for there to be an electric vehicle charge point in all existing non-residential properties with more than 20 parking spaces; and what assessment they have made of the implications of this change for their net zero target.

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

My Lords, we believe that a more ambitious and tailored approach is needed for existing non-residential car parks. We have already progressed this policy and are currently analysing feedback from a further consultation on the future of transport regulatory review. The noble Lord asks why proposals have been removed. I am unclear as to where he feels they have been removed from.

[Lord Berkeley (Lab)]

My Lords, I got this information from the Government’s Consultation Response: EV Charge Points in Residential and Non-residential Buildings, dated November 2021. The executive summary says:

“The Government will not introduce the proposed requirement for one charge point in all existing non-residential properties with more than 20 parking spaces.”


To me, that means that they have cancelled the need to put charging points in existing car parks. Maybe they do not think charging points are necessary; maybe we do not need electric cars. It is a bit of a confusing policy.

[Baroness Vere of Norbiton (Con)]

I understand why the noble Lord might have been a little confused by that sentence. It is not the case that we are not going to do it at all; rather, we are not going to do that specific proposal. The feedback we received from our original consultation back in 2019 suggested that the proposals were not ambitious enough and that details on the implementation and the impact were unclear. We agreed that perhaps we could be more ambitious. That is why we consulted again on the future of transport regulatory review, which closed on 22 November. It sought further views on this topic. Proposals in this area are absolutely still under consideration; we just want them to be as ambitious as possible.

Transport Act 2000 (Air Traffic Services Licence Modification Appeals) (Prescribed Aerodromes) Regulations 2022

Lord Berkeley Excerpts

Tuesday 25th January 2022 Grand Committee

[Lord Berkeley (Lab)]

My Lords, I am grateful for the opportunity to take part in yet another short debate on navigation systems. I was very grateful to the Minister for writing to noble Lords to clarify things after the last debate, but I was sorry that I did not get a letter saying that she had arranged a meeting with the Minister for Aviation. I hope that she may tell us more about that today.

I wanted to update noble Lords on what has happened on EGNOS since the last debate. I have been given a copy of a letter from Robert Courts MP, the Parliamentary Under-Secretary of State for Air, to Jim McMahon MP, a Labour shadow Secretary of State, dated 22 June. The letter explains why the Government are not going ahead with EGNOS, and basically says that, in discussions with the European Commission, the Government decided that it was not considered to offer good value for the taxpayer.

I have been reflecting on what that means. Having talked to people in the Highlands and Islands, and Loganair, and having been in the Isles of Scilly last weekend, I discovered that the issue of safety of life, which the noble Baroness, Lady Foster, mentioned, is actually quite serious. In Scilly, there is no ferry in the winter, so people rely on air. There was a time between Christmas and new year this year when some people got delayed and had to spend five days in a hotel with their family, which does not come cheap.

More importantly, the Isles of Scilly and many of the Scottish islands rely on air help for medical emergencies—either a helicopter or a fixed-wing plane, depending on the circumstances. If people cannot fly due to bad navigation, usually fog, their health is at risk. I am not sure how the Minister for Aviation can say that that is not good value for money. I do not know how much he puts on a life that is lost because you cannot fly, when there is an alternative.

The Minister may not have the answers today, so perhaps she could write, but what is the actual cost of reinstalling EGNOS? There must be a cost from the European Union, even as a temporary measure. If there is an alternative, what is it, and when will it be ready? We need answers to those questions, because at the moment a lot of money is being spent on abortive attempts to keep EGNOS going, or not even start it. Maybe some of those who spent the money will look to have compensation, but it is more important that we find a solution that can be done and, I hope, worked with the European Union, even as a temporary measure.

I conclude by noting that the Channel Islands, which are not part of the UK air traffic system, have EGNOS. They have confirmed to me that they are continuing to use it, and as far as I can gather it does not cost them very much, if anything at all. I look forward to the Minister’s response, and I hope that she can soon give us a date for meeting the Air Minister.

[Lord Davies of Gower (Con)]

My Lords, I am very grateful to the noble Lord, Lord Berkeley, for raising this aspect of air traffic services, and it is a pleasure to follow him. I should perhaps draw attention to my role as co-chair of the All-Party Parliamentary Group on General Aviation and as an aviator who is often confronted with inclement weather conditions, when the provision of satellite-assisted navigation is of enormous help.

At the conclusion of the Brexit negotiations, a number of reasons were put forward from various sources as an explanation for the loss of the high-accuracy guidance provided by the European Geostationary Navigation Overlay Service, EGNOS, ranging from running out of negotiating time to the EU demanding an excessive amount of money to remain within the Galileo system. Seeking clarification in a Written Question to the Department for Business, Energy and Industrial Strategy on 20 April last year, I asked

“what financial contribution the EU requested for the UK to continue to access the European Geostationary Navigation Overlay Service Safety of Life service; how the request compared with the UK’s previous contributions; how they assessed value for money in view of its impact on aviation; and what plans they have to renegotiate access to this service.”

It was a disappointing response. I was told:

“The UK sought to negotiate a service access agreement on


EGNOS

“with the EU. However, the EU required participation in the programme along with the full associated costs of participation, as per previous years, for continued access to the EGNOS Safety of Life service. For all programmes under consideration, the Government was clear it would only participate where the terms were in the UK’s interests, and in this case, it was not considered value for money.”

The question of financial contribution was not answered.

I am bound to say that I find that quite astonishing. The whole purpose of EGNOS, which provides localiser performance with vertical guidance, commonly known as LPV accuracy, is the safe operation of aircraft. The clue is in the title: Safety of Life service. Surely this should be in the UK’s interest, and everyone else’s.

The loss of this service has had enormous financial implications for airfields, many of them small training establishments, which have assisted in EGNOS-assisted approaches. What is more, student pilots training for commercial licences have lost the opportunity to undertake the necessary practical training for those airfield approaches within the UK, with the prospect of moving to European training schools and consequent loss of revenue to UK training establishments.

Above all, it is the safety access which the EGNOS service provides and which has now been lost due to the Government putting value for money before the Safety of Life service. My question is simple: how much would it cost to retain that facility, or is it still the Government’s position that finances override the safety aspect of EGNOS?

In answer to a further Written Question of mine a year ago, I was informed:

“The Government continues to explore options for mitigating the loss of the LPV capability.”


Perhaps the Minister can update the House on exactly how much further forward we are on those much needed options and what the timescale is.

This is an extremely important issue on which the aviation community feels sorely let down, so I ask the Minister to do whatever she can to reinstate this important service, which, on the face of it, appears to have gone completely off the radar. I look forward to my noble friend’s response.

As we are considering aviation licensing issues, perhaps I can ask my noble friend’s indulgence for a moment longer on the issue of a recently adopted regulation resulting in pilots now being prevented from flying in UK airspace using US FAA flight crew licences. This is having a particular effect on helicopter operations. As the Minister will know, many pilots in the UK have FAA licences due to the costs involved with the UK’s authority, the CAA, which is one of the most expensive authorities in the developed world. I believe that Article 2(1)(b)(ii) of UK regulation 2018/1139 is the element causing problems for owners. The legislation applies to all third-country licence holders, including FAA licence holders resident in the UK, and all third-country aircraft registered in the UK.

The pressing issue is residence within the UK. If it was a case of the aircraft residing elsewhere, it would not be an issue. The legislation does not consider aircraft on the FAA register separately, as they are on a third-country register. Pilots and engineers who work on aircraft hold a multitude of different licences, not just FAA ones. Rather puzzlingly, the FAA instructor who conducts checkrides is invariably also a UK CAA examiner. Therefore, it is difficult for operators to understand why they should now be stopped from flying. We have a frustrated section of the aviation community unable to fly for business, with multimillion-pound helicopters and experienced private and commercial pilots having been made redundant through the legislation. I would be grateful if the Minister could outline how the DfT plans to address the issue.