Transport System: Failings

Lord Bourne of Aberystwyth Excerpts

Thursday 25th April 2024 Lords Chamber

[Lord Bourne of Aberystwyth (Con)]

My Lords, it is a great pleasure to participate in this debate. I congratulate the noble Lord, Lord Snape, on securing it. Despite the somewhat dismal litany we have heard from him, many of us will recognise the challenges and the points he made. I also congratulate him on the fact that, based on the Labour Party’s announcement of a new transport policy today, which is all over the newspapers, he is obviously still pulling the levers of power in the party.

I declare my interests as set out in the register. It is a truism that an effective transport system is a central part of an industrial strategy and a driver for growth. It allows towns and cities to have ready access to skills and it opens up the possibility of development. It allows the movement of freight effectively and contributes to individual travel and leisure. Properly managed, it should also contribute to net zero and a healthier environment, as well as providing a means of levelling up. That list of desiderata shows how vital an effective transport strategy is. The list also provides criteria for judging how effective the Government have been in delivery. I look forward to hearing from my noble friend the Minister in this regard.

The Institution of Civil Engineers, which the noble Lord has just referred to—I thank it for its helpful briefing—points out that uncertainty is a problem. The delays and the cancellation of a large part of HS2 are a graphic example of that. I was a strong supporter of HS2. Key large-scale infrastructure projects are generally, if not universally, to be encouraged. I do not believe, for example, that there are hordes of people who would reverse the Channel Tunnel project now. Also, a glance at the position in other countries is a valuable exercise and a demonstration of major infrastructure’s success in being a driver for growth, be it France, Japan, Germany or elsewhere.

Fragmentation of responsibility is another key problem that has probably bedevilled successive Governments. Investment in England’s railways and roads is determined on a different cycle by central government. The centre is also responsible for capital for local roads, bus support and a range of smaller funding pots. Then, of course, there is the new array of metro mayors and combined authorities with various transport responsibilities. I pause there to congratulate the Government on metro mayors and combined authorities. It is the right policy and is leading to innovation and acting as a driver for growth. My point is that it is one additional layer that has to be brought in as part of the overarching, powerful national strategy. The same is true of the national policies in Wales, Scotland and Northern Ireland, which present another part of the national UK strategy that has to be adopted. I will be keen to hear what my noble friend the Minister has to say on this.

As I hope we can all agree, we need to speed up national planning decisions. Again, it could act as a driver of a true national transport policy. We need to sharpen our focus on net zero with a push for the use of trams, buses and trains in and between urban areas. This is not, of course, a war on the motorist, but it is a recognition that effective public transport deserves consistent support through funding and policy levers. In this regard, and I declare my interest as a regular rail user—I know my noble friend the Minister is too—the system is creaking badly, as the noble Lord, Lord Snape, has said. We see it every day and it is harming our economy.

I wonder whether I may digress slightly from infrastructure policy to the damaging industrial relations position on Network Rail. I have informed my noble friend the Minister that I would raise this. The noble Lord, Lord Snape, also touched on it. This has gone on for far too long. I wonder what the Government are doing to promote a lasting settlement. Strikes and industrial action not only cause harm to individual journeys and travellers but damage the economy as a whole.

I will share a personal example. I chair a charity—International Students House in London—and every time there is a strike, a plethora of commercial bookings for that charity is cancelled for strike days. This causes dismay and individual disappointment but, above all, it damages the economy of the charity. It is an illustration of what is happening across the nation, with hundreds of thousands of examples up and down the country.

In the time available, I also make a plea for a lasting cap on bus fares. I approve of the cap, which is due to run out in November this year, but what is happening after that? This is another example of the uncertainty in the system. We need to know on a much broader basis what is going to be happening and to know about funding for buses up and down the country.

I know that much rests on my noble friend’s shoulders and that he is well aware of the problems and doing what he can to help. We really need some certainty, an end to the fragmentation and speedier planning. Certainly, looking at the position in rail should be the number one priority for the department but there is also the national bus system and how we can do something on fares. I look forward to listening to my noble friend’s response at the end of the debate.

Automated Vehicles Bill [HL]

Lord Bourne of Aberystwyth Excerpts

2nd reading
Tuesday 28th November 2023 Lords Chamber

[Lord Bourne of Aberystwyth (Con)]

My Lords, it is a great pleasure to follow the noble Baroness and particularly to hear some of her insights on the insurance industry. I congratulate my noble friend on his appointment to the Front Bench in the transport portfolio; we go back a long way, and I am delighted that he is in this role. I declare my interests as set out in the register.

I am very supportive of this legislation. It is excellent and very necessary. AI and automated vehicles present great positive opportunities for our country and for the people who live here, including workers. Properly grabbed, it should mean an increase in the number of jobs in the United Kingdom and this is what the legislation is all about. For the individual, it is the opportunity for people being transported to enhance relaxation in a vehicle or to work in a vehicle while it is being driven. Properly handled, it will improve road safety, with fewer accidents. I know that is something we will want to look at as the legislation passes through your Lordships’ House.

I do not want to go into any detail on particular provisions at Second Reading but just to talk about the general principles of the legislation. It will allow non-drivers, older drivers, partially sighted drivers and blind people the freedom to be driven. It will allow freight to be transported at non-peak hours more easily. Properly handled, it will reduce carbon emissions. It will reduce the need for roadside assistance for accidents. It will lead to lower insurance premiums for vehicle owners who are being driven. This is the golden inheritance we will have if we tackle this legislation in the right way. Of course, I appreciate that the devil will be in the detail, but this legislation is important.

Moving away from the individual, there will be massive possibilities for the UK economy, as well as for other countries which will necessarily be our competitors such as the US, Israel, China and those in Europe. No doubt, there will also be the facility for co-operation, and I wonder whether my noble friend will be able to indicate whether there have been discussions with other countries. I had the opportunity of corresponding with John Aquino of Cruise in Silicon Valley—I think Silicon Valley is where there has been the most progress—to hear about some of the insights there and the possibilities. He has told me of work happening in our own country—Wayve AI in Cambridge and London in particular.

Since 2015, the Government have funded the new Centre for Connected and Autonomous Vehicles and I would be keen to hear from my noble friend what the budget is and what work has been done. Work is being done as we speak on ensuring that we grapple with these opportunities. It is a government body with scientific and technological expertise, and it would be good to hear from my noble friend what precisely it is doing and, as I say, about the budget and what liaison there is with other countries.

The Government deserve enormous credit for this legislation. It is important. We will need a budget and it will be good to hear how that works out. I realise that this is essentially reserved legislation, but it is important that we liaise with Wales and Scotland and, where appropriate, Northern Ireland—I appreciate that it is outside the legislation, but no doubt it would want to know how things could be developed there too. I am also keen to hear about that.

Passenger transport is obviously a particular challenge. My noble friend mentioned what is already happening in Edinburgh, and it would be good to hear about that experience. I appreciate that drones and waterborne vehicles are outside the scope of the legislation, but there is obviously work to be done there as well, so it might be good to hear what the Government propose in the long term in those areas, while noting that they are not subject to this legislation.

Safety must be paramount in the legislation—it goes without saying that that is the most important thing—and no doubt we will be looking at that in detail as it passes through your Lordships’ House. I would also be keen to look at the sanctions, both criminal and civil, and what existing legislation we would want to make use of and how that works in with this.

In concluding, I think the Government deserve credit and I trust that we will all get behind this legislation and improve it as it passes through your Lordships’ House.

Unmanned Aircraft (Amendment) (EU Exit) Regulations 2020

Lord Bourne of Aberystwyth Excerpts

Monday 7th December 2020 Grand Committee

[Lord Bourne of Aberystwyth (Con) [V]]

My Lords, it is a great pleasure to follow the noble Lord, Lord Foulkes of Cumnock, who, as always, displayed great insight and perception in his analysis of the current position. I found myself in agreement with many of his points.

I thank my noble friend the Minister for setting out clearly the effect of these important regulations. I appreciate that the intention is, broadly speaking, to carry on the existing law from the European Union and European Union Aviation Safety Agency, an approach with which I certainly agree. Too often we seem to be taking back control just for the sake of it, so it is good to see, in these regulations at least, inherent in our approach a degree of honesty, and that we are having consistency from 1 January 2021. I am also pleased to see a transition period provided for in the regulations—another transition period—until 1 January 2023, permitting unmarked, unmanned aircraft, legacy drones, to continue to be placed on the market in the United Kingdom. I am sure that that is a common-sense measure.

I have several questions for the Minister, some of which will echo what the noble Lord, Lord Foulkes, has already touched on. Are there any plans for divergence from the existing EU position? There are none in the immediate future, as we know, but is there any plan in the medium to long term and, if so, from what date and what form will that divergence take? I think we need to know that. Further, I ask for reassurance on whether there is a close working relationship with the EU so we are kept au fait with any future plans that we may wish to incorporate into United Kingdom standards from the EU—or, at least, be aware of what EU developments are in this area.

I appreciate that these regulations deal with reserved matters, as has been stated. However, clearly, as so often, whether matters are reserved or devolved, there is an interface with the devolved Administrations in Wales, Scotland and Northern Ireland. I welcome the fact that that has been reflected in what the Minister said and, indeed, in the regulations themselves. I seek reassurance from the Minister that we are ensuring close liaison with the devolved authorities where appropriate.

One such area would be that there is a desirable nexus in the area of employment. In that regard, I ask my noble friend—and I have given her advance notice of this—about job prospects at the West Wales Airport in Aberporth, Ceredigion; and in Caernarfon, Gwynedd. I have no doubt that my good friend the noble Lord, Lord Wigley, will touch on that as well. In both areas, drones may well be used; I hope they are. There is clearly a key role for drones in maritime search and rescue, which would be reflected in both those areas. But also, as the noble Lord, Lord Foulkes, touched on, they can be used in counterpollution work, defence use and traffic surveillance, as well as having commercial possibilities, for videos of events such as weddings and other gatherings. It would be good to see the United Kingdom in the forefront of this—and, of course, I am particularly keen that Wales should be in general terms, and in both those sites. I hope that the Minister can comment on the feasibility of job prospects and enterprise in the United Kingdom generally, and certainly in relation to Thales and Bristow in the two sites to which I have referred. It would be good to see the UK lead the way in the unmanned sector of aerospace.

I certainly support these regulations, but overall I would like the Minister to give us an undertaking that, at the heart of government policy, there is a drive to ensure that the United Kingdom leads on the unmanned sector of aerospace, providing public facilities on search and rescue, as I have said, as well as in surveying for pollution and traffic surveillance, in defence interests and commercially, and that we seek to protect and enhance high-value jobs in Wales and throughout the United Kingdom in a safe and secure way.

Heavy Commercial Vehicles in Kent (No. 1) (Amendment) Order 2020

Lord Bourne of Aberystwyth Excerpts

Thursday 26th November 2020 Lords Chamber

[Lord Bourne of Aberystwyth (Con) [V]]

My Lords, it is a great pleasure to follow the noble Lord, Lord Pendry, who obviously knows what he is talking about and speaks with great local knowledge.

I thank my noble friend for setting out these orders so clearly, but they raise concerns. In effect, they extend the sunset provisions from the end of this year to the end of October 2021. I have various questions for my noble friend based on the Explanatory Memoranda for the orders. First, the orders refer to a position where in January it seems about 60% of the normal flow will be unimpeded—the memorandum states that that is about 6,500 vehicles—but that rises to 7,000 in February 2021. I wonder why it rises; is that because of increased usage in February?

Nothing is said beyond February 2021, but the sunset provision lasts until October. Is it anticipated that this will continue until October, and is there any assessment of what its impact is likely to be thereafter? Presumably, if it is extending until October 2021, there must be an anticipation of delays throughout that time. The orders talk of a risk of some additional friction at the border, at least initially. I appreciate that, but it seems to be quite some friction if it is going on for nine months plus—10 months, in fact.

I want to ask my noble friend about local involvement. It is to be welcomed that the Kent Resilience Forum is central to the implementation of the orders, but I wonder how it is being engaged. How often does it meet the ministerial team? When was the last time they met so that some of the forum’s local knowledge could be made use of and the ministerial team was made truly aware of the impact that this is going to have in Kent?

With regard to the implementation locally of Operation Brock, how many staff have been recruited, what training has been put in place for them and, importantly, who is paying for those staff? Like the noble Lord, Lord Whitty, and others, I am concerned about the lavatory and washing facilities that are going to be made available. It is so important that we have proper hygiene facilities. As can be appreciated at the moment, this is something that everyone is rightly going to be concerned about. Could my noble friend expand on what proper facilities are being provided for the 6,500 vehicle drivers anticipated in January and the 7,000 anticipated in February?

It is not just washing and lavatory facilities that are important, important though they are; what about food outlets and so on? I also wonder, given the importance of having the appropriate paperwork, if there is going to be internet access, whether at Manston airfield or anywhere else. If my noble friend could say something about that, it would be appreciated because that point is central.

Are there any special considerations in the Covid pandemic period that have been brought to bear? Obviously, when this was first considered in terms of an earlier possible delay to a Brexit agreement, there was no pandemic. There has been a pandemic since. How has that been factored in? Is the prospect of all those people in close proximity presenting particular problems? How are we addressing that?

Like the noble Lord, Lord Whitty, I am concerned about the position regarding Holyhead and Fishguard. I appreciate that is not directly an issue here but I wonder whether my noble friend can say something by way of reassurance that we are on top of that issue. I know this point came up yesterday at Oral Questions, at least with regard to Holyhead, and it appears that there are some difficulties there too, although perhaps not of the same magnitude. Perhaps she can say something about that.

These orders appear to be specific to Kent. I understand that, but given the impact that all this is having, are we sure that it will not have an impact on the surrounding counties of Essex, Sussex and Surrey, and the capital, London, as well? If not, what are we doing about the position in the adjoining counties and areas? Are we ensuring that there is proper publicity in the surrounding areas—indeed, throughout the country—so that people travelling to Kent will be aware of the problems involved in doing so, particularly close to Dover, Ashford and so on? There are many considerations, and I appreciate that my noble friend might not have answers to all the questions. If she does not, I shall be happy to receive a letter from her, with a copy placed in the Library.

Brexit: Road, Rail and Maritime Transport (EUC Report)

Lord Bourne of Aberystwyth Excerpts

Monday 21st September 2020 Grand Committee

[Lord Bourne of Aberystwyth (Con) [V]]

My Lords, it is a pleasure to follow the noble Baroness, Lady Donaghy, who always speaks with great authority. I also thank the noble Lord, Lord Whitty, and his sub-committee for such a well-considered and wide-ranging report. Despite being of some vintage, it is still very relevant, in that the issues that it raises have largely not been addressed so far, for reasons that may be in part understandable.

The various aspects of transport considered in depth are of central importance in the life of the United Kingdom as a great trading nation—and indeed as a great travelling nation, as we no doubt will become again as we succeed in negotiating the challenges of Covid. I hope that the Minister will be able to set out the general context of our discussions with our European neighbours, in relation not just to transport issues but to progress in negotiations overall because this clearly has an effect on the nation’s mood and on all the issues that we are looking at today and many others. I hope that she will also be able to say something specifically about health protection in Europe. While that is not a transport issue as such, it clearly affects our haulage drivers and travellers. The GOV.UK website says, quite correctly, that the European health insurance card is valid until the end of this calendar year but goes on to say about travelling to Europe from 1 January 2021:

“Your EHIC might not be valid ... Buy travel insurance that comes with healthcare cover before you travel.”


I wonder what the latest is. It is important for UK hauliers and travellers that we know the position, and in plenty of time for those who will travel in 2021.

The same applies, perhaps without the same urgency in that very obvious sense, in relation to roaming charges, which are also important for context setting. I know that there is no change in the transition period, but is the Minister able to give us an update on roaming charges? Will they return after the transition period? I appreciate that some phone companies have said that they will not for them, but are we succeeding in negotiating a position on this across all the countries of the EU? She may be able to set out the current scenario with precision. If not, I hope that she will write to me, copy that to other Members who contribute to the debate and place a copy in the Library. Those issues are backdrops to transport; they are not directly transport issues but of course are vital for travellers.

I will move to transport issues, and specifically those relating to road transport: road haulage, bus and coach and private motoring. As was noted by the noble Lord, Lord Whitty, there is lack of clarity on road haulage, which is the dominant form of freight transport in the United Kingdom. The vital nature of arrangements to preserve EU-UK market access for hauliers is undoubted, so where are we on this? The community licence system looks as though it will be lost, but is some suitable alternative being pursued and what is the likelihood of that being successful? As has been noted, the European Conference of Ministers of Transport permits are limited and unlikely to meet demand. Can the Minister confirm that that is not our preferred option and that we are focusing on some new licence system across the EU rather than the specific number of permits, which seems very much against British interests? Bilateral agreements may be an alternative, but clearly they are more clunky and clumsy than the previous more streamlined system.

Like others, including the noble Baroness, Lady Donaghy, and the noble Lord, Lord Whitty, I express concern about potential delays for immigration and customs controls and the consequences that that might have for Dover and Kent and, indeed, for Holyhead. I wonder what arrangements are in place and what are our best estimates of likely delays, lorry parks and the consequences if we have no agreement. News on that and on the position of the Government in preparation for that would also be welcome from the Minister.

On bus and coach travel, I note that we are proceeding on the basis of seeking to maintain UK-EU services, which would clearly be of great benefit. The difficulty with the Interbus arrangement is that it currently applies in relation to occasional services only, not regular or special regular services. Can the Minister confirm that we are seeking to extend the Interbus application with the EU states and the other states, largely in eastern Europe, which are also signatories and what is the likelihood of that to at least make things somewhat more palatable if we are unable to get a wider arrangement? Of course, it would still not apply to third-party countries, including countries such as Switzerland, so it is very much second best, but some update on that would be useful.

Turning finally to private motoring, again, it would be good to have an update from the Minister on whether we are able to escape to a more pervasive, mutual system from the international driving permit and green card insurance systems because they involve a visit to the post office, which is not always convenient, particularly for people who are not necessarily resident in the UK. What about the possibility of an online system to substitute for the post office system? Once again, it is clearly not the most desirable system.

Overall, confining my remarks to the road side of things, I wonder whether the Minister can give us an update and some indication of the likelihood of agreements to prevent what clearly is not desirable. A no-deal position is not what the Government want, I know, and is not what the country needs, particularly at present. If she were able to give us some reassurance and some indication of what arrangements are being made if that should happen—which we do not want—I would be most grateful.

Civil Aviation (Insurance) (Amendment) (EU Exit) Regulations 2020

Lord Bourne of Aberystwyth Excerpts

Thursday 18th June 2020 Lords Chamber

[Lord Bourne of Aberystwyth (Con) [V]]

My Lords, I extend my sympathies to my noble friend the Minister. It must be very difficult when the connection goes: I think we have all been there.

My basic question on the regulations is whether there is any intention ever to move away from the EU limits. That needs to be clarified by the Minister. I would also like to pick up the point made by my noble friend Lord Naseby about UK citizens overseas. If the Minister is unable to give specific details, I am sure that she could write to all those participating in the debate to let us know what the position is in respect of any UK citizens overseas who are currently unable to get back into the country.

I have given advance notice to my noble friend the Minister about my intention to raise something that is somewhat off-piste but very relevant to the continued viability of air carriers and airlines, which is, of course, in some doubt at the moment; that is, the issue of quarantine and the related issue of testing at airports. It seems to me that quarantine has difficulties, particularly with the dangers related to the unsupervised journey from the airport to home. There is testing, for example, at Iceland’s international airport for people flying in. They are tested there and contacted later if the test is positive, and that gives some assurance to people. There is also testing in Hong Kong on a slightly different basis, but it is obviously a much larger airport with much greater throughput. Is this something that the Minister could say something about? Are the Government giving consideration to this? The context of these regulations means that it is really only if we are able to instil some confidence in the airline sector and provide proper testing facilities for people coming into the country that we will be able to ensure that these regulations have any real lasting relevance. I would be grateful if my noble friend the Minister could deal with that in her reply.