Publicly Funded Infrastructure Projects

Debate between Lord Berkeley and Lord Snape

Tuesday 2nd July 2019 Grand Committee

[Lord Berkeley]

Which great project?

[Lord Snape]

I am referring to the Channel Tunnel.

[Lord Berkeley]

I never said it should be cancelled.

[Lord Snape]

No, I just said that my noble friend did not say it should be cancelled, despite the massive cost overrun—about which I do not remember him complaining at the time, although I might be wrong. Because of the nature of the way that we do business in this country, most of these projects overrun.

The noble Baroness, Lady Randerson, touched on that point during her refreshing and accurate contribution. The fact is that these projects overrun, not just in this country. We have a habit of flogging ourselves and thinking that only we can get things wrong but these great infrastructure projects overrun all over the world. Fly to Berlin and try to land at Brandenburg Airport; building commenced in 2006 and the latest opening date is 2020, although even that is not particularly certain, and it is eight times over budget, yet we are born and brought up on the myth of German efficiency. I do not know whether the German equivalent of the noble Lord, Lord Framlingham, is wandering around Berlin shaking his head sadly at the overrun of that project, although I am sure that there are similar gloomy outlooks.

I am not surprised at the noble Lord being a member of a committee set up by the Taxpayers’ Alliance to look into this project, but I am a bit surprised at my noble friend. I have to say to him that I have never been a fan of the Taxpayers’ Alliance. Right-wing self-appointed guardians of the public purse do not normally attract members of the Labour Party so I am a bit concerned and surprised that my noble friend should have agreed, particularly as the organisation produced a brochure about a better way to spend the billions. The picture on the front is of a motorway junction, so there is a bit of a clue to where the Taxpayers’ Alliance would like money to be spent.

I do not think that the doom and gloom that we are seeing about this project is sustainable long-term. In my view it is a great project that should continue and be implemented and opened as quickly as possible. One thing that I never hear from its critics is any alternative, although I hear ethereal stuff about spending the money on “something else”. Let us look at the west coast main line, the area of railway that will get most relief from the completion of HS2. I picked a random hour of arrivals and departures at Euston station. Excluding the Underground, there were 42 trains in and out of Euston station between 10 and 11 am this morning. Three of them went to Birmingham, one through to Scotland, one direct to Glasgow and three to Manchester.

Where will these trains go? These days, it is impossible to modernise a railway system and run trains at the same time. It did not used to be. In my younger days—I confess that I remember the first electrification of the west coast main line—much of the work was done between trains, although there were lots of alternative routes. The Manchester trains went over to Great Central. The brains that run this country decided to close that line, so the trains went on the Midland main line, now closed between Matlock and further north. There are no alternative routes. The Liverpool trains went on the Great Western from Paddington to Birkenhead. That does not exist any more; indeed, part of it is a tramway through my former constituency.

There is no alternative to HS2, and I hope that the gloom mongers, sincere though some of them may be, will have their arguments refuted and that this great project gets the go-ahead.

Heritage Rail: Young People

Debate between Lord Berkeley and Lord Snape

Wednesday 5th June 2019 Lords Chamber

[Lord Snape (Lab)]

My Lords, it is a pleasure to follow my noble friend Lord Grocott. Like him, I congratulate my noble friend Lord Faulkner on securing this debate and on the work he has done in this field over the years. I also take this opportunity to welcome the right reverend Prelate the Bishop of Leeds. All too often, these debates are fairly exclusive; I find we are apt to be known as the verbal gricers of the railway industry. Bishops and railways go together quite well, of course. Bishop Eric Treacy was a well-known figure during my time in the railway industry. There was only one line of the right reverend Prelate’s speech with which I might disagree at some future stage. He said that young people do not need protection under the 1920 Act. Of course, he is right as far as the railway industry is concerned, but if this House ever gets around to debating the fast-food industry, I might take issue with him on that point. However, I commend his speech and his contribution today.

Looking back at the history of the railways, particularly in the context of this debate, it is a sobering thought that the youngest former cleaner who embarked on his first shift on a locomotive and left the depot on the British Rail standard gauge would now be approaching 70 years of age—an ominous warning to all of us of the passage of time. However, the attraction of the railway industry, particularly the heritage railways and steam locomotives, is one that includes all generations.

The “Flying Scotsman” locomotive is currently on tour. There has been some adverse publicity about the thousands of people who have gone to see it, some of whom got a bit closer to the lineside than they should have done because of the attraction of this particular locomotive. I visited the East Lancashire Railway with my grandson towards the end of last year, when the “Flying Scotsman” was there. My grandson is now 15 and if he remembers his grandfather for anything, I hope it is for getting him on the footplate of the “Flying Scotsman” on the East Lancashire Railway.

As my noble friend Lord Grocott said, people do not volunteer for just the locomotive department. There are various other jobs in the railway industry and he reminded us of some of them. On the mainline railway, there are still many hundreds of signal boxes. Of course, the intention is to concentrate mainline signalling on 10 or 12 regional operating centres in the years to come, but there are still lots of manual signal boxes on the mainline railway. Certainly as far as the heritage railways are concerned, operating those signal boxes will continue for many years to come.

The debate is first and foremost about attracting young people to the railway industry, and not just because of steam locomotives, as I have indicated; there are lots of other valuable jobs that they can do and to which they can contribute. Like previous speakers, I will for a moment be somewhat parochial. Towards the end of last year, I visited the Tyseley Locomotive Works just outside Birmingham. I talked there to some of the people who operate the works and the locomotive department. Subsequently its chairman, Mr Michael Whitehouse, contacted me about attracting young people to what is a working locomotive maintenance and operational depot—possibly one of the few left, certainly alongside British Rail. I quote from his letter:

“We already run an apprentice scheme for three students in conjunction with Bournville and South Birmingham colleges. We intend to introduce further training schemes and are already in dialogue with the Office of Rail and Road to establish a training scheme for railway operational staff”.


He says that they are anxious,

“to expand and upgrade our facilities to meet the significantly increasing demand for repairing heritage steam locomotives”.

I hope the Minister will be able to convince his colleagues in the Department for Transport of the need for a ministerial visit to the Tyseley works so that they can see their operational nature, and that any application made to the ERDF, for example, is sympathetically supported by the Minister’s department as well as the DfT.

I would like to draw your Lordships’ attention to another aspect of heritage railways—the need for connectivity between the heritage railway and the main line. If we are to attract young people and to train perhaps young would-be managers in the mainline system, they would certainly find that connectivity between the heritage railway and the main line attractive. It would be enormously useful.

Network Rail has lots of problems, some of which come in for considerable criticism in your Lordships’ House, as well as in the other place. Without adding to its burden, we should point out that occasionally Network Rail shows itself to be both expensive and uninterested in its connection with the heritage railway system. I will give your Lordships an example. Recently, the Swanage Railway was not a consultee on proposed changes involving its main line connection near Wareham, even though this was re-signalled to rejoin the railway with a grant from Dorset County Council. Network Rail is something of a Goliath as far as the heritage railway sector is concerned, but the voluntary sector faces heavy expenditure for track and signalling alterations. I wonder whether the Minister could take back the message that it would certainly be extremely helpful if heritage railways were made a statutory consultee where this sort of work, which might well affect their own operations, is concerned. At the moment, it is very much a matter of whether Network Rail consults them. In the case of Swanage Railway, it did not.

I referred to the fact that there are many jobs that young people could do in the sector, as did my noble friend Lord Grocott. We have heard about the plea and desire to look again at the regulations and the 1920 Act. Of course, it is all very well for the Office of Rail and Road to say that it does not anticipate taking any action under this statute—I welcome that news—but if a young person is injured I am not sure whether the legal profession would take the same laid-back view of its responsibilities. It would be useful if the legislation was withdrawn.

Referring to some of the other work that takes place in the railway industry, I have mentioned signal boxes previously and bored your Lordships with stories of my own involvement. I will try not to do so again on this occasion.

[Lord Berkeley]

Oh, go on!

[Lord Snape]

Well, all right, just this once I will be led astray.

One of the signal boxes in which I used to work, just outside Stockport, is still there—I will not go into the details of why, but it still operates as a mainline signal box. When it was necessary to modernise it, yet still retain the lever frame installed by the London and North Western Railway in 1888, locking fitters had to be brought in from India to do the work because we have largely lost these skills. If we could retain those skills through the heritage railway sector, that would be invaluable. This is probably an apocryphal story—fake news, as a distinguished visitor to our country might say—but I am told that after six months of modernising the signal boxes in my home town of Stockport, they were delighted to get back to India.

Railway (Licensing of Railway Undertakings) (Amendment etc.) (EU Exit) Regulations 2019

Debate between Lord Berkeley and Lord Snape

Thursday 21st March 2019 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I am grateful to the Minister for bringing these regulations to the attention of the House. We have only got a week to go, and if we do not pass them today there may not be any trains running after 29 March—so well done the Department for Transport for leaving it to the last minute.

I have a couple of questions on both SIs. On the licensing of railway undertakings regulations—this is not clear to me and maybe this is not part of these regulations—I was talking to a train operator, from a UK company which has a licence in this country and also operates railway services in other member states, who explained that the company was having trouble in finding out whether its UK licence, in other words its licence to operate in the UK, would be valid in other member states after Brexit. Such companies try hard, often in competition with other incumbents, and it is a strain on their business and management set-ups if they still do not know whether they will be able to operate, either under a new franchise or in continuation of an existing one, after next week. I note that in paragraph 7.3 of the Explanatory Memorandum, as the Minister said in her introduction, there is a two-year window for these licences to continue. However, I am not sure whether that occurs in the other direction, and I would be grateful if she could respond to that.

I have two issues on the train driving licences and certificates regulations. Will UK drivers operating in France, the Channel Tunnel or other member states need to take driving tests in France and, if so, when? Is there a two-year window or when will it happen? This concerns not only Eurostar because in the future there might be other companies operating services through the tunnel, as well as rail freight. I declare an interest as having been chairman of the Rail Freight Group. These regulations add a great deal of bureaucracy, and I would be glad to hear what arrangements will be required for drivers with licences from other member states to come here. Is there a two-year window there?

My second comment relates to paragraph 7.8 of the Explanatory Memorandum. This SI removes the duty to inform the Commission on licences and safety matters and, presumably, vice versa. The statement that we do not need to tell the Commission anymore and it does not need to tell us is putting our head in the sand about anything to do with railway safety. Railways are rule-based operations and the more common rules we have the easier it goes. The transfer of information on safety, accidents, driver qualifications and so on, in the widest possible sense, is surely good for the safe operation of our railways. The text of paragraph 7.8 and elsewhere is drafted in a very negative way. Even if there is not a requirement—I think there should be—to exchange data, I hope the Minister will say that the ORR and the European Railway Agency should be encouraged to exchange data and participate in putting it together in common, European co-ordinated, long-term information about the safety performance of railways over the years. I look forward to the Minister’s response.

[Lord Snape (Lab)]

My Lords, the House will be grateful to my noble friend for tabling this Motion to Regret—

Haulage Permits and Trailer Registration Bill [HL]

Debate between Lord Berkeley and Lord Snape

Committee: 1st sitting (Hansard): House of Lords
Tuesday 13th March 2018 Grand Committee

[Lord Snape (Lab)]

My Lords, I support the noble Lord and the noble Baroness in their amendment. Noble Lords will have to forgive me if I sound even less coherent than usual today. I am suffering from what everybody else would call a cold, but, being a man, I believe it is something far more serious. Nevertheless, I am still here.

I would have thought, as my noble friend implied, that the Government would be in favour of the proposed new clause. As the noble Baroness said, this is rather last-minute legislation. In a way, it is understandable, because we still do not know how far negotiations have gone where these matters are concerned. I promised myself not to make a Second Reading speech and will not, but I found it surprising during the Brexit discussion to find so many road hauliers in favour of Brexit because they were not happy with the status quo as it then was. Now, of course, they are a lot less happy at the prospect of a status quo no longer existing. The main concern, at least of those whom I spoke to, was about cabotage; there is little mention—in fact, I do not think there is any—of cabotage in the Bill, and it would be interesting to hear from the Minister whether any discussions which have taken place with the rest of the EU have concentrated on this aspect of the road haulage industry.

My noble friend and the noble Baroness mentioned the number of lorry movements from the United Kingdom to the rest of the EU; there are a hell of a lot coming the other way—I understand about three times as many. We have expressed concern about the likelihood of Kent being a lorry park if no arrangements are made in light of this amendment, but if three times as many lorries are coming into the United Kingdom as leaving, it would be possible to imagine northern France also becoming a lorry park. That is not to say that I share the optimism of those who say that there will be an agreement because these matters cause even more dislocation to our European partners than they do the United Kingdom. Again, it is difficult to tease from the Government where exactly we are in the negotiations. We await the Minister’s response to this amendment. My view is that it might be something that the Government are happy to support. If she says that, at least we will have started the Committee off on a happy note, even if it is not repeated—although I hope it will be—during our deliberations. I support my noble friend and the noble Baroness and hope that the Minister can give a sympathetic response.

[Lord Berkeley (Lab)]

My Lords, I, too, support all the amendments in the group, and am grateful for the kind words said about me by my noble friend Lord Bassam of Brighton and our debate last night.

The noble Baroness may be right that there are many things wrong with this Bill, but it is a great deal better than nothing. It affects only drivers’ permits and trailers. Last night in the discussion on Amendment 104, we discussed many other issues relating to cross-channel and cross-frontier freight and all the customs issues that went with them. As I think I said last night, it would be good if we had had a separate Bill for that so that we might have gone into the detail, but here we are. We had a very good Second Reading debate. My worry, which is contained in Amendment 7 in my name, is that when we discussed at Second Reading Clause 2, which is to do with the number and allocation of permits, it seemed to become quite confusing. One noble Lord—I cannot remember who—warned against the “random selection” in Clause 2(2) because it was greatly open to abuse. Perhaps that should be removed.