Bus Services: Covid-19 Emergency Funding

Debate between Lord Berkeley and Lord Snape

Tuesday 1st March 2022 Lords Chamber

[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.

High Speed Rail (West Midlands-Crewe) Bill

Debate between Lord Berkeley and Lord Snape

Committee stage & Committee: 2nd sitting (Hansard) & Committee: 2nd sitting (Hansard): House of Lords & Committee: 2nd sitting : House of Lords & Committee: 2nd sitting
Thursday 12th November 2020 Grand Committee

[Lord Snape (Lab)]

My Lords, while I support everything that has just been said on this amendment, I do not want to repeat anything. There is a connectivity problem with HS2. If it were decided—wrongly, as has been amply outlined by my noble friend Lord Adonis—to truncate the eastern leg of HS2 somewhere in the east Midlands and, presumably, electrify the existing line so that HS2 trains will join the existing main line at some unspecified point in the east Midlands, there would be an immediate connectivity problem.

In the days when I worked for the railway, on the operating side, the regulation of trains was a fairly simple matter. Trains were broken down into various classifications: A, B, C, et cetera. Class A was an express passenger train, and signallers would normally give priority to such a train, regardless of circumstances —late running, bad weather, et cetera. Since privatisation, of course, things are somewhat different. It never ceases to amaze me sometimes, standing at Birmingham New Street station, to watch a late-running Pendolino train for London Euston being held in the station while a local train booked to leave behind it leaves on time and therefore in front of it, delaying the express passenger train even further. When I ask signallers and people responsible for operating the railway these days why these incidents take place, I am told, “Well, the lawyers will say that that was its booked path and if we delayed it further, there would, of necessity, be compensation payments”.

I raise that technical side for this reason, as far as this amendment is concerned: in Clause 34, “Objectives of Office of Rail and Road”, there are details about railway matters. If we are to have high-speed trains mixed in with existing passenger and freight trains, I just remind noble Lords on both sides that this will happen regardless of the completion of the Y-shaped layout planned for HS2. There will be another regulation problem thrown up by the addition of such trains to the existing traffic. Without going into any great detail, the Select Committee discussed the provision of an altered junction on a short stretch of the west coast main line that would have meant that high-speed trains, instead of joining the “down” fast line on their way to Crewe, actually joined the “down” slow line—again, as the result of the understandable desire to reduce expenditure—cutting over to the “down” fast line some small distance further north. That adds another complication so far as train regulation is concerned, on, as we have already discussed, an already crowded west coast main line. That situation, of course, would be repeated and worsened if the Y-shaped east Midlands leg of HS2 were truncated, as my noble friend Lord Adonis fears.

I have a question for the Minister, going back to Clause 34. I quote from the Explanatory Memorandum:

“The Railways Act 1993 imposes on the Office of Rail and Road (ORR) a duty to address certain objectives in the execution of its non-safety functions. These objectives do not currently contain any explicit requirement for the ORR to facilitate the construction of Phase 2a of High Speed 2. Subsection (1) adds such a requirement and thereby clarifies the ORR’s role for the benefit of the ORR and rail operators.”


My question to the Minister is, what role will the ORR have as far as connectivity and train regulation is concerned? I do not expect her to have the answer off the cuff, and I would be grateful if she would write to me. It is an appropriate matter, I hope she agrees, to raise in connection with this amendment and I hope we can find some way of answering this particular problem concerning the role of the ORR in future.

[Lord Berkeley (Lab)]

My Lords, I shall speak briefly in support of these two amendments. They are vital to getting the best out of HS2. Amendment 11 was moved by the noble Baroness, Lady Randerson, who mentioned 20 trains an hour in and out of Moor Street, and there is a great deal that needs to be done around Birmingham to improve local services there. She and other noble Lords mentioned the problem—or the not very good services—and the tracks that head from Birmingham eastwards towards Nottingham and Derby. I think there is quite a strong argument for either upgrading the existing lines or at least building HS2 section 2b there.

I have more of a problem with making decisions now about what should happen to HS2 between Derby and Nottingham towards Leeds and Sheffield. There are various ways of doing it, such as just upgrading the existing routes or improving the east coast main line, which I know my noble friend Lord Adonis is greatly against, as he said on Monday. However, all these things need to be looked at because when we were doing some of the consultation, such as it was, for the Oakervee report, it was quite clear that the demand for services in the Midlands and the north was primarily for shorter distance and to a large extent east-west, and therefore getting across the Pennines somehow is very important. Whether it is HS2, Network Rail or Transport for the North does not really matter as long as there are services there and further south from Birmingham to the Derby area. The key is to have frequent, reliable services going faster, but whether they need to be separate or together with HS2 is something I think the Minister is looking at in her study.

For me, HS2 is, as my noble friend Lord Adonis said, not a network but a line which starts in London, splits in two and goes to Manchester, and perhaps a little further north to connect with the west coast main line, and to Sheffield and Leeds. The network is there to connect with much improved local services, and therefore the amendment tabled by the noble Baroness, Lady Randerson, is very important. It needs to link with, I hope, improved local services.

I also support the amendment tabled by my noble friend Lord Rosser to some extent. It is very important, but we are almost going back to the discussion we had about the Transport and Works Act and hybrid Bills and whether local authorities in the present set up have enough resources and are given enough time in Committee to make their arguments. That is something that I am sure we will continue to discuss over the next few weeks.

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[Lord Snape (Lab)]

My Lords, I agree wholeheartedly with the noble Lord, Lord Haselhurst. As members of the committee, we heard some familiar feelings from many of the petitioners. During my time in Westminster, I have served on committees on four hybrid Bills. Without exception, people affected by works of this kind go through various stages of concern, fear and outrage that their property could be taken, altered or knocked down. It is an inevitable consequence of projects of this size. However, like the noble Lord, Lord Haselhurst, I thought that those who appeared in front of the committee were treated pretty well by HS2 and its representatives. Like him, I saw many of them withdraw those petitions before it was necessary for us to come to a decision.

On all the hybrid Bills that I have served, without exception and across party, Members of both Houses have been aware of the sense of loss that people go through when their property is affected. We buy houses, too; we cherish our own homes and feel terribly strongly when projects such as this affect us.

Dealing with large organisations is never easy; I speak with some feeling here. I spent last night and the best part of about two hours this morning trying to get some sense out of Virgin Media, so I know how people feel and how irritated they become at saying the same thing to different people in the same organisation, but, by and large, it seemed to us on the committee—I think I speak for all of us who were on it—that HS2 did its best.

When Theo Clarke MP appeared before the committee on behalf of her constituents and others affected by this project, the chairman handled the matter in an exemplary way. The committee chairs on all the four hybrid Bills in which I have been involved have been pretty good, but the noble and learned Lord, Lord Hope, given his experience, was excellent in the way he handled both petitioners and HS2. Without knocking any heads together, and in his calm way, he got them to come to some sort of compromise. Therefore, like previous speakers, I do not see any need for this amendment. I just say to the Minister that if she can satisfy the noble Earl’s correspondent on every single one of those complaints, she will not be an Under-Secretary for very long.

[Lord Berkeley (Lab)]

My Lords, I have heard many noble Lords say that there is not a problem because the Select Committee, if it received complaints, dealt with them. I suspect that, if there was a problem and people got as far as petitioning about it, the committee would have made sure as best it could that it was solved, and that is very good.

However, I have also heard many examples of people not being paid, and some landowners who have found that HS2 was trespassing on their land, and maybe doing damage to it, not being paid for months or even years. That has been a common thing—and I suspect that both examples are equally valid. The real issue here is that, if there is no problem, the amendment does no harm to anybody. If there is a problem, it will encourage HS2 to behave, and pay for what it intends to occupy permanently or temporarily.

I suspect that the issue may have been something to do with the timing: the Select Committee sat for a certain time and the HS2 Bill has been around for several years. In the intervening period, what do people do if they suffer hardship? There is a lot of evidence, which I think that the Committee has heard before, that the budget that HS2 was given for land purchase by the department, and which the department was given by the Treasury, was woefully inadequate—probably about 50% of what was needed. That is probably one of the reasons, apart from having too much work to do, and maybe incompetence—I do not know—for late payments. HS2 and Ministers will have to do all in their powers to make sure that that it does not happen again for the next phase or two. There may be lessons to learn. In the meantime, I cannot see what is wrong with the amendment, which might incentivise HS2 and other businesses to behave in what is normally thought of as a normal business relationship.

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[Lord Snape (Lab)]

My Lords, I have some sympathy with the amendment moved by my noble friend Lord Rosser. We had a considerable discussion at the Select Committee about this matter; we felt then, and I certainly feel now, that these are matters for the local highway authority rather than a Committee of the House or the Minister herself. If the representations made by the parish council to Shropshire Council as the highways authority are powerful enough, surely they will be acted on. If they are not acted on, obviously the remedy is in the hands of local people at the next council elections. Beyond listening with some degree of sympathy to the petitioners at the time, we felt that, and I certainly feel now, that these matters are best discussed and debated and agreed at local level, and that this is a matter for the local highway authority. From that point of view, I do not see why the Minister should accept an amendment that would delay construction until these discussions have concluded. Given the Covid epidemic, I presume that that will be the reason why things have not progressed as quickly as we might have hoped. Still, I repeat, these matters are best debated and agreed at local level rather than in Parliament.

[Lord Berkeley (Lab)]

My Lords, there is a lot of merit in this amendment. As my noble friend Lord Snape says, it should not be necessary because local authorities should be required to deal with HS2, but clearly, in some cases, this does not happen. There is a similarity between what my noble friend Lord Rosser is trying to achieve with this amendment and what we will probably be discussing under Schedule 23 stand part. That is that, before any work starts, there should be a condition survey of the road and the traffic so that one can see what changes, if any, have been brought about by the construction and then, as necessary, deal with it. It is easy to say that local authorities should deal with it, but there needs to be a fallback that, if that does not work, the Minister’s door is always open so that he can deal with it and, if he thinks it is a reasonable request, he can instruct or advise HS2 to do a little more local engagement and respond to what may be justifiable complaints or concerns from the local authorities or residents.

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[Lord Berkeley (Lab)]

My Lords, the Committee will be very much indebted to the noble Earl, Lord Lytton, for that very full, comprehensive and interesting introduction to the party wall legislation as it applies to HS2. I have been involved in party wall disputes, but on a domestic basis. I assure the Committee that, even at a domestic level, people get very upset about it. It is really important that fairness and transparency is identified all the way along: the result may not be everything that all parties want, but there is definitely a feeling that a fair hearing has been had, that those who caused the problem are having to pay for it and those who suffer are given reasonable but not undue benefits.

I read the article in the Property Journal and I recommend it to all noble Lords, because it is a simple introduction to what I think the Committee must believe is quite a complicated subject. My purpose in speaking now is to try to ensure that a reasonable and fair solution is found to this, because we run the risk, I am told, that if it is not sorted out, there could be some class actions around for people who live adjacent to or above bits of HS2. The example I will quote comes from phase 1, but it is not surprising, because many party wall issues will not appear until the construction is getting close to starting. The text in the legislation is the same in both Bills, so I can give an example to explain what the problem is from my point of view.

I was alerted to this legislation by an eminent engineer, Sam Price, who petitioned against the phase 1 Bill about the approach to Euston, and I helped him a bit with other things, as some noble Lords may remember. One example was a house on the west side of the approach as trains come into Euston, a road called Park Village East. There is a very high brick retaining wall which has stood there for many years, but HS2’s current scheme—I appreciate that it is one of two current schemes—was to excavate down from the footing of that wall, about 10 metres down, and create something that, in cross-section, looked a bit like a birdcage, but of course it was very much bigger than that, with lots of concrete walls, diaphragm walls, concrete structures and everything. There is a fear that this high brick wall, which basically supports the road and the Queen Anne houses behind it, probably does not have any foundations, because it has been there so long.

The owner of one of the houses discovered that HS2 was planning to support this wall, before it started the excavation, by drilling horizontal soil anchors underneath the house, from the wall towards the back of the house, over the length of about 10 houses, and they are big houses. These holes, which might have been two levels of holes at about 1 metre centres, were designed to hold the house up and stop it settling. We can have views about whether that would be suitable, but that does not really matter. My friend Sam Price asked where under the party wall Act is the obligation for the residents of those houses to be given notice that HS2 wishes to do this work. The answer is that they have not been given notice. They hear about the work on the gossip, but not much else.

We looked at this a bit more with the noble Earl, Lord Lytton, who is a real expert, as I am sure the Committee has understood. It seems that the legislation in the HS2 Act has been developed from the Crossrail legislation—of course, much of Crossrail was underground —which itself was developed from the party wall legislation that the noble Earl, Lord Lytton, mentioned. From a quick reading of some of the issues that went on with Crossrail, it appears that there was a major problem near Hanover Square with party wall legislation. I suspect that has something to do with the two or three-year delay to Crossrail and Bond Street station because that has not been resolved. I may be wrong, but I have a feeling that that is it. The problem is that this legislation on HS2 removes the obligation of an adjacent developer to serve advance notice on an owner whose property might be affected and removes the need for a joint condition survey undertaken by a professional surveyor. That is the first nub of it.

The noble Earl, Lord Lytton, commented that when it comes to being the final arbiter engineers are splendid people, but—. I speak as an engineer, and I think he is absolutely right. Engineers are very good at engineering but they are not surveyors and they are not party wall surveyors. That is an error in the Bill, because the final arbiter should be from the RICS, as in the 1996 legislation. I do not know whether the drafters consulted the RICS but I doubt it.

As it stands, this legislation is very unfair on residents. They will have no alternative but to go down the legal route. They should not be trying to stop HS2, and I do not think they will, but they deserve to be treated fairly. I am afraid I compare it to this. If we think about phase 1—just the section between Euston and Old Oak Common, although there are many other tunnel sections near Birmingham in phase 1 and further up the line—under this legislation the only remedy these people have is a class action, if they can afford it, against HS2. That will be a horrible delay. I am not trying to delay it, but I am trying to get fairness. I refer to our debates over the past few years on the postmasters scandal, which ended up as a class action. It was finally decided that the Post Office had acted illegally and £60 million was awarded against the Post Office, but the lawyers took £58 million of it so the poor old postmasters got nothing. We really do not want that.

The noble Earl, Lord Lytton, has described the problems very well. I have met some of the experts he has read and I commend them. They are really looking for a solution to this that will not delay the project but will stop people trying to go to court because they feel badly treated. I think there is a solution, but I echo noble Lords’ requests for an urgent meeting with the Minister and whoever so that we can take this forward.

[Lord Snape (Lab)]

My Lords, my noble friend Lord Berkeley persuaded me to add my name to this amendment. Having listened to the debate so far, I do not owe him any favours. I suppose that we should congratulate the noble Earl, Lord Lytton, on his comprehensive knowledge of these matters. He mentioned the Crossrail Bill, which I served on. Fortunately, we did not get involved in the realms of the Party Wall etc. Act at the time, which is perhaps surprising. It also enabled my noble friend Lord Berkeley to return to another of the many other bees in his bonnet, which is the early part of HS1 between Old Oak Common and Euston. I do not think that that has taken the Committee any further forward as far as the debate is concerned.

I have two questions for the Minister. First, why was this particular schedule added to the Bill, bearing in mind the rural nature of the line that we are supposedly discussing, phase 2a of HS2? I repeat that no mention was made of any party wall difficulties during the passage of the Bill through the Select Committee. Perhaps the noble Earl can tell us how many properties he thinks will be affected by Schedule 23 if it is included in the Bill. However, it seems to me that we could be discussing the vagaries of the property world for some considerable time without taking forward the Bill that we should be discussing, which covers phase 2a of HS2.

Pension Schemes Bill [HL]

Debate between Lord Berkeley and Lord Snape

Report stage & Report stage (Hansard) & Report stage (Hansard): House of Lords
Tuesday 30th June 2020 Lords Chamber

[Lord Berkeley (Lab) [V]]

My Lords, I too congratulate the noble Baroness, Lady Bowles, on bringing forward this amendment. It is vitally important that the many contributors to these open schemes have comfort that these schemes will continue and will provide them with a reasonable level of benefit when they retire. I am grateful to the Railways Pension Scheme for a very useful briefing, which other noble Lords have seen. I myself am not a member of that pension scheme, but I have a large number of friends who are among its 350,000 members. I think it is relevant that 100,000 of them are still active, and that number will probably continue. That will happen, as the noble Baroness said, in the schemes for local authorities, nuclear decommissioning and many other sectors.

The real point is that many of the people contributing to these funds are comparatively low paid. Perhaps the Minister when she comes to respond can explain why the Government think it is a good idea to allow the schemes to require a greater contribution from the members and from the employers for no particular benefit. It seems absolutely clear that open and closed schemes must be treated separately. In ending, I ask the Minister to explain to me and other noble Lords why Ministers are not going along with this amendment. It seems so simple and well thought through, and I will certainly support it if the noble Baroness decides to divide the House.

[Lord Snape (Lab) [V]]

My Lords, I will confine my remarks to the impact of this amendment on the Railways Pension Scheme, and I join other noble Lords who expressed support for the amendment. As a former railwayman I was a member of the RPS in my younger days, although I was sensible enough—if that is the right term—to transfer to the parliamentary pension scheme when I was elected to the other place many years ago. However, I remain in contact with many of my former colleagues within the railway industry, and certainly they and the trustees of the Railways Pension Scheme have expressed their concern about the impact of this legislation on their future policy.

I remind the Minister that the RPS is a final salary defined benefit scheme that replaced the British Rail Pension Scheme after privatisation in 1993. Successive Ministers since then—among them those as distinguished as the noble Lord, Lord Young of Cookham—have assured the Railways Pension Scheme that matters will continue pretty much as before, and phrases such as “mirror image” and “the continuation of the present scheme” have been used. To find ourselves in the position that we will be in if this amendment is rejected is, to say the least, something of a surprise.

I have to tell noble Lords that the future of the Railways Pension Scheme is of massive concern among the railway unions, one of which, the National Union of Rail, Maritime and Transport Workers—I used to be a member of its predecessor, the National Union of Railwaymen—has already balloted or threatened to ballot its members about the future of the scheme. The acceptance of this amendment would go some way to ease the fears that many members of the scheme feel about the future.

However, the trustees of the RPS themselves have expressed concern about the future. Without this amendment being written into the Bill, they feel that the regulations which will follow will force trustees to take short-term investment decisions rather than the long-term and ethical decisions that the RPS takes at the present time. Indeed, one of them passed a comment to me that “We will be forced in the end to buy nothing else but government gilts”—which is probably not an investment path that most advisers would recommend in the current circumstances.

To ensure that the RPS is traditionally able to make long-term and ethical investments, I make this plea to the Minister to write this amendment into the Bill. It may well be that the noble Earl, Lord Howe, says to us, “We hear what you say. We are conscious that there is concern; we will look at this. Of course, many of your fears are groundless, and Ministers will bear all these fears in mind”. However, over the years that I have been a Member of the other place and your Lordships’ House, Ministers have come and gone. The other day I counted that 27 Ministers for Transport have been around in my time in one House or the other. Ministerial pledges are all very well, but times change—not quite as often as Ministers.