West Coast Main Line

Lord Bradshaw Excerpts

Monday 29th October 2012 Lords Chamber

[Lord Bradshaw]

My Lords, I am not going to join the chorus of criticism. That is water under the bridge, the situation is going to cost a lot of money, and it may take a long time to resolve.

I have some experience of models, how complex they are, and how very few people actually understand what is inside them. You virtually have to have a degree in econometrics to understand them, and to some extent it is in the interests of the consultants that it should be so, because it keeps them in work. The whole issue of subordinated loans, which is connected with long franchises, means that you are asking the banks to put up a lot of money into the very distant future. We know that the banks are risk-averse and a new method must be found of covering this liability, or else it will bring all long franchises down.

I would like an assurance from the Minister that all the stalled franchises will continue good housekeeping, small investment schemes, support for community rail trusts, and all those things in the time before a new franchise procedure is launched. I warn him that it is going to take a long time, possibly two or three years, to get a viable scheme going.

Is it not better, rather than having very long franchises, to build into the franchise process a reward for delivery of excellent service, whereby each year you get something off the next bid? If you have five good years and then rebid, you may get a 5% advantage over any other bidders. That would underwrite continuity, which is appreciated by the staff and the customers.

I have one final question: will the noble Earl give attention to the large-scale orders that are imminent from rolling-stock companies? I am talking about big money. These will not go ahead unless the department gives some reassurance to the rolling-stock companies that the franchises they let are going to use the rolling stock. That is extremely important, particularly for lots of jobs in Derby and Preston.

[Earl Attlee]

My noble friend Lord Bradshaw made some important points but, of course, for answers to many of them we will have to wait to see what the Brown report says. However, I agree that we need to be careful to keep what is good about the current franchising system. At this stage, in advance of the report, I would not want to comment on how long it will take to get the franchising system running again. Rolling stock is of course a separate issue from the franchising problems, but he makes an important point and I will draw it to the attention of my right honourable friend the Minister of State.

Bus Industry

Lord Bradshaw Excerpts

Thursday 18th October 2012 Lords Chamber

Asked By

[Lord Bradshaw]

To ask Her Majesty’s Government what proposals they have for further developments in the bus industry.

[Lord Bradshaw]

Punctuality and reliability are the main concerns of passengers. The obvious way to resolve this is to implement Part 6 of the Traffic Management Act 2004. It has been on the statute book for eight years and has not been implemented. Yet, if there is any single thing that the Government can do to improve the operation of buses in towns and cities, this is it. The Welsh Government have introduced measures to ensure that the Act is implemented, and they have done all the legal work that may be involved. It can be transcribed into English law quite easily and much less expensively than I have been told before.

The second issue that I want to bring to noble Lords’ attention is the precarious state of rural services and services used in many areas by holidaymakers. It is all very well for people to say, “We are not in the tourism business”, but the buses that the holiday visitors use are in fact the same buses as those that convey, in particular, pensioners with discretionary travel arrangements. No duplicates are likely to be provided next summer because the operators cannot afford to run them, and they receive no proper recompense for them from the Government. Buses will be overcrowded in those areas, and regular fare-paying passengers will be left behind because the seats will have already been taken by people who do not pay fares.

The issue of young people’s fares is extremely important because it is at that age that people consider buying a car. The railways have a national scheme for cheaper travel for young people. I am certainly not asking for a free travel scheme for those people, but there should be a national scheme, and I should like to know whether the Government are doing anything to bring that about.

The Government speak about the need for fuel efficiency and say that that is one of the reasons why they wish to terminate bus service operator grants. There is a much better way—it is to encourage bus operators, through various funding mechanisms, to use a scheme called RIBAS. There is a similar scheme on the market which monitors drivers’ performance, all their driving techniques, their speeds and other things. I urge the Government to give consideration to this as a much more useful means of improving drivers’ behaviour generally and cutting fuel costs. I know of one company that operates the scheme whose fuel costs have reduced by 5%.

Can the Minister tell me what is considered to be a reasonable level of profit for an operator who is trying to keep his fleet of buses up to date and his staff properly trained? It is all very well for people to talk about bus barons as if they had gold flowing out of their pockets but, in fact, a number of reputable small operators simply cannot afford to keep up with the business and are actually thinking of selling up. In my own area of Oxfordshire, one independent operator went out of business last week.

Making bids for various funds costs a lot of money. The better bus area fund provision excludes population centres under 100,000, which directly discriminates against out-of-centre bus operations. The rural or inter-urban bus operator is desperately waiting for the Government to come forward with a comprehensive and reasonable scheme to suit them.

The Competition Commission and the competition authorities have had an extensive inquiry into the bus industry. I should like to know how much money the Government estimate that has cost the taxpayer and the bus industry, which has had to provide information for the inquiry. The results are, frankly, pathetic. Just one or two small extensions to the powers of traffic commissioners could have done more than was achieved by the Competition Commission at a much lower cost. I urge the Minister to go back and tell his honourable friends that their—I am not sure how to describe it—reluctance to give the traffic commissioners power is really rather silly. I think that it probably smacks more of interdepartmental in-fighting than it does of a concern for a competitive and healthy industry.

We are also very concerned about the compensation culture, which is costing bus companies a lot of money. I am fairly certain that many insurance companies are complicit in the knock-for-knock arrangements, whereby they settle a claim even though one of the parties is innocent and that party then calls on his insurance company to make good the loss.

At the last estimate, anti-social behaviour—for example, damaging buses—cost the industry about £574 million. Most of the cost of crime related to crimes against the individual—either a passenger or a member of staff—with the remaining 39% being costs to the operator resulting from damage to vehicles. Although they may be repaired very quickly, such damage inevitably means that a bus will not be in service for a day or two, and that is extremely expensive for the operator.

I should like to know—if anybody does know—how many members of the Cabinet or, for that matter, heads of county councils ever travel on a bus outside London. I accept that they might get on a bus in London because it is convenient to do so. However, the people who run bus services and send money to the bus companies to subsidise passengers have very little experience of what life is like, even though the bus is by far the most popular means of public transport in the country.

I know of an excellent operator who has invested in many new buses, but this year his fuel prices are 58% higher than they were last year due to the reduction in the bus service operator grant. He has already had to raise fares three times this year in a poorer area of the country, and that is a serious matter that needs to be addressed.

The industry is short of skilled staff to deal with both modern diagnostics, which relate to the engine and the fuel system, and the very complicated ticket machines which are being introduced. There is simply not the skilled staff available to deal with these matters. I would like to hear whether the Government have any proposals on this.

Some local authorities—I believe that Cornwall was one of them—have decided to specify the bus services through the procurement department rather than through their transport staff. The procurers will not accept non-compliant bids. That works against the grain as the specification needs to be in the hands of people who understand bus services. Much of the consultation that the Government have put out on the bus industry—a new one came out last month—never seems to make the case for the proposed changes. The consultation is about implementation but the decision has already been made about what will be done. That needs to be changed so that people understand what the Government are trying to achieve.

Lastly, and this summarises the whole thing in a way, in local authorities transport is a discretionary duty. Local authorities face a 28% cut in grant and they have to have higher regard for their statutory duties. Libraries and, particularly, bus services are two areas that are being starved of money. Again, I would like to know what the Government propose because if any more money is delegated to local authorities from national funds, it is likely to find its way out of the bus industry into other services.

[Lord Snape]

My Lords, it is always a pleasure to follow the noble Lord, Lord Bradshaw. I do not have any financial interests to declare in these matters. I should point out that I chair the Bus Appeals Board, which is a purely voluntary post and I have over the years worked for both the National Express Group and First Group on the bus side.

The noble Lord started his speech by referring to the two important factors in running bus services being punctuality and reliability. Unlike him, I am not sure which piece of legislation he was referring to but I am sure that he would agree with me that these matters are largely the responsibility of highways authorities, outside passenger transport executive areas or passenger transport executives—the integrated transport authorities as we are now to know them—within our major cities. I hope that when the Minister replies, he will agree with me that punctuality and reliability do not depend on ownership of bus companies.

I find it depressing that people in my own party, in particular, continually call for reregulation although it is more than 25 years since buses were deregulated. Since then, we have had the back end of a Conservative Government, 13 years of a Labour Government and now two and a half years of a coalition Government, and the 1986 Act has not been repealed. We should make the best of what we have. In many parts of the country, not only are bus services thriving, there are lots of successes to point to without getting into arguments of ownership and reregulation.

I spent most of my working life in the bus industry, although that is a rather flattering description of someone who was chairman of a bus company. Many people who drove buses would not have regarded the chairman as being part of their working lives. But I did mix with them and held a PSV, as it was known at the time. In the West Midlands there has been a considerable number of successes in bus operations that have continued in recent years. Within the past year Centro and a passenger transport authority, or the ITA as it now is, and National Express, the predominant operator in the area, signed a ground-breaking agreement that commits the two organisations to working closely together to drive forward about £25 million worth of improvements for bus passengers across the West Midlands within two years. These commitments from both sides—certainly as far as National Express is concerned— include the introduction of more than 300 new, greener buses, improved onboard cleanliness, a smart card system similar to London’s Oyster card and upgrades to bus shelters and other waiting facilities. They also include more real-time information screening, which will be a great boon to anyone waiting for a bus, specially designed shelters and infrastructures, new passenger information systems, onboard announcements —on which I am not madly keen but they are obviously the thing of the future—improvements to the safety and security arrangements for passengers and the introduction of 40 hybrid electric buses to the region.

However, there is a lack of enforcement of the existing legislation, particularly in regard to bus lane provision. In London we are fortunate: there are lots of buses and most motorists know—they soon find out if they do not—that straying into a bus lane will be immediately followed by a minimum £60 fine. Why do we not have that level of enforcement throughout the country? I presume that is the part of the Act to which the noble Lord, Lord Bradshaw, referred.

[Lord Bradshaw]

Perhaps I may extend that. I am particularly concerned about yellow-box junctions and right turns, which are clogging the roads. Local authorities need to have the power to deal with moving traffic offences. They can film the offence but they cannot do anything about it.

[Lord Snape]

I am grateful for that clarification. I agree entirely with the noble Lord. Why are not the benefits that bus operators and passengers enjoy in London extended to the rest of the country? I hope that when the noble Earl, Lord Attlee, replies he will be able to give us some comfort on this matter. The greenest, most modern buses are not doing the job for which they are designed if they are stuck in traffic. We are not going to persuade people to get out of their cars and on to public transport if that bus is stuck in the same traffic jam as their own cars.

However, it is not all bad news. I hope the noble Earl and my noble friend on the Front Bench will acknowledge that one rarely hears mention of bus passengers in these debates. The noble Lord, Lord Bradshaw, hazarded a guess that not many Ministers travel by bus. I suggest that many Members of your Lordships’ House do so, if only because most of us have reached the age where we get a financial benefit out of doing so.

If one were to ask bus passengers about the standard of service, one might be pleasantly surprised by the reaction. Passenger Focus recently commissioned a nationwide survey of various companies and sought the opinion of bus passengers. I will cite the Go Ahead group survey. I do not think it operates in my part of the world and I have never worked for it, so I cannot be accused of bias. Among more than 3,000 Go Ahead passengers consulted in the survey, there was an 86% satisfaction level. Would any Government of the day receive such satisfaction levels from the populace at large?

Go North-East, a subsidiary of Go Ahead, had an 88% satisfaction level. I mention this because Nexus, the ITA in the north-east, is, I understand, most anxious to introduce a quality contract. Under the terms of the quality contract the ITA will set both fares and standards of service. I do not know whether Nexus or anyone else has asked passengers in the north-east what they think, but if 88% are satisfied with the service currently provided, it is difficult to imagine that local authority involvement would lead to any greater satisfaction. I will be interested to hear the views of both Front Benches on that matter.

Like the noble Lord, Lord Bradshaw, I believe that we should express concern about the price of bus travel, particularly for young people and those seeking employment. All too often Ministers in the present Government—the Chancellor of the Exchequer immediately comes to mind—refer to the unemployed as though somehow it is their fault. When you talk to people who are unemployed—most of us who were in the other place have served the unemployed—the passion, commitment and desire for regular work inspires many of them. However, it is an expensive business to travel to interviews. Only last week a woman told me about going to two interviews here in this city, both of which were held early in the day. That meant she had to pay £10.77 to travel around London because she had to leave during the morning rush hour. Had the interviews been scheduled slightly later in the day, the cost would have been £7-something. For many in your Lordships’ House that £3 would not make much difference, but the unemployed have to decide how best to spend their benefits and it can make a considerable difference.

The Minister will tell me if I am wrong, but I understand that it is possible for people to claim the cost of travel to job interviews. I am told that it is an enormously bureaucratic matter to do so and that it is necessary to jump through all sorts of hoops. Surely the Department for Transport and the department for employment, whatever it is called these days, could sit down and provide some sort of travel voucher for the unemployed to use when they are seeking work. I realise that getting two departments under any Government to discuss financial allocations is the equivalent of the Korean peace talks at Pyongyang, which have lasted for over 50 years, but it ought to be possible to find a less bureaucratic and more humane system than what we have at present.

Unaccountably we have 90 minutes for this debate, but we have been told that we are limited to 10 minutes. Perhaps someone better versed in the rules of your Lordships’ House could explain that, since only four of us are participating. The noble Lord touched on other matters, particularly the distribution of the bus service operators grant. I do not think the Government are aware of the difference between running rural and urban services. The rural bus network is in grave danger of being decimated over the next few years if the changes to BSOG continue. It is an open secret that the Treasury has always regarded BSOG as a subsidy well worth cutting, and having reduced it in the 2011 Budget, there is an intention to actually abolish it before 2015. Such an abolition will lead to the complete decimation of bus services both urban and rural, but particularly in rural areas. It strikes me that the Government will be committing electoral suicide in many areas that are regarded as traditionally Conservative if BSOG is cut further.

I have now exhausted my time. There is some good news about bus service provision, and I hope that my noble friend on the Front Bench will avoid the view—not expressed by passengers—that the simple answer to any problems are quality contracts and reregulation. That is not the view of those who use the bus to get from A to B.

--- Later in debate ---

[Lord Rosser]

As I understand it, there were no quality contracts. The legislation was amended in 2008 because the previous legislation has made it an enormous mountain to climb to implement quality contracts. The noble Lord himself made reference to the local transport authorities that are currently seeking to pursue quality contracts in accordance with the legislation.

At Second Reading in the House of Commons of what became the Local Transport Act 2008, the Liberal Democrats said:

“The concept of having partnerships and contracts is right”.—[Official Report, Commons, 26/3/08; col. 220.]

[Lord Bradshaw]

Having twice been baited on the subject, I will say that I agree entirely with the noble Lord, Lord Snape, that quality contracts are quite unnecessary if co-operation between the local authority and the bus operator is good. That is why I started with the business about implementing Part 6 of the Traffic Management Act 2004, which was passed by his Government.

[Lord Rosser]

I note what the noble Lord said, but I am quoting from what his party said in the House of Commons—that the concept of having partnerships and contracts was right. If he is now saying that he does not agree with the statement made by his own party in opposition, of course he is welcome to do so. It is clear that on the issue of contracts, the Conservative Party view has prevailed and the Liberal Democrats have shifted their ground, even though the Minister responsible for the bus industry is a Liberal Democrat.

The bus industry, certainly outside London, is facing a difficult time. The cut in local transport funding of some 28% has led to local authorities cutting back on support for local bus services, and subsidies paid direct to bus companies have also been cut by the Government by one-fifth. In some rural areas, council-supported services make up nearly all the network, yet many of those who use buses have no other means of transport. Cutting a bus route or bus services can cut an opportunity to take up employment or to stay on in education and go to college. That hardly seems consistent with the Government’s declared policy of making it easier to gain skills and take up employment.

We have already set out the significant tranche of cuts to the Department for Transport’s budget that we would have accepted to meet our own commitment to halve the deficit in this Parliament. However, unlike this Government, we would have protected support for local bus services. While the level of financial support from government is very important, it is not the only factor that affects the availability and affordability of local bus services. The ability of local transport authorities to play a role on behalf of passengers, and potential passengers, matters as well.

In government, we legislated to enable transport authorities to, in effect, reregulate buses through the use of quality partnerships, which have led to very successful agreements in some areas, or quality contracts. But the experience of some of the ITAs that have begun to use these powers, particularly in relation to quality contracts, suggests that we did not go far enough. Efforts to introduce quality contracts by integrated transport authorities have been met with specific threats by one of our major national bus companies to close bus depots and sack drivers.

We need measures, which are not currently available, that would provide some protection to enable transport authorities that want to go down the road of quality contracts to do so without facing a long drawn-out and potentially costly process, and even then still face the prospect of being frustrated for no good reason. It should be for the transport authorities, which have a rather wider role and responsibility for the provision of transport within their areas than the bus companies, to decide whether a quality partnership or a quality contract will best deliver their goals and policy objectives on behalf of those whom they represent, and they should not be impeded in achieving either the quality partnership or a quality contract by actions designed to frustrate by either bus companies or indeed government—which I will come on to.

As the recent House of Commons Transport Select Committee report said, in a fairly lengthy but important quote:

“The Quality Contract option is a legitimate one for a local authority to choose. It must also be seen as credible in order to enable the local authorities to apply pressure in cases where competition or partnerships are not working satisfactorily. Local bus operators should not seek to frustrate moves towards a Quality Contract. That no local authority has implemented a Quality Contract more than a decade after the provisions were introduced suggests that there are significant hurdles to overcome, particularly for the first local authority to go down this route. The legislation itself, as amended by the Local Transport Act 2008, seems satisfactory but the process is still lengthy and risky”.

The Select Committee went on to say:

“We recommend that the Government makes the Better Bus Areas funding available, in principle, to support Quality Contracts as well as partnership schemes”.

However, that is precisely what the Government are not doing. The Minister responsible for buses has decided to exclude transport authorities that pursue quality contracts from accessing the Government’s better bus areas fund, to which the Government are implementing the commitment to devolve bus subsidies. The various strands of bus funding should be brought together in a single pot, which could then come under the democratic control of transport authorities.

However, the Government’s decision on access to the better bus areas fund is obviously designed to make it financially difficult, if not impossible, for local transport authorities that wish to go down the road of quality contracts to do so. How can the Government say that they are in favour of devolving powers and yet be prepared to penalise those authorities that decide they wish to pursue tendering, which they are entitled to do under the law? Tendering as an option is not such a radical idea. It is commonplace in much of Europe as well as in London, where a Conservative mayor has not shown any enthusiasm for dismantling the system. In fact, some of the operators opposed to quality contracts in this country are subsidiaries of wider groups that regularly bid for and secure contracts in Europe.

--- Later in debate ---

[Earl Attlee]

That is a rather wider question, and I would be delighted to write to the noble Lord on that.

My noble friend Lord Bradshaw talked about ring-fencing BSOG. It is vital that local authorities have flexibility to use funds to best effect. However, it is also important not to get turbulence in the bus market when changes take place as we reform the BSOG, so we will ring-fence BSOG for tendered buses for a transitional period.

The noble Lord, Lord Snape, asked about BSOG in rural areas. There are no plans to cut BSOG total. BSOG for tendered services will be devolved to local transport authorities. There are lots of them in rural areas, and therefore more flexibility for local authorities best to support bus services as they see fit. Commercial BSOG outside BBAs will remain the same for now, but how we apply it will be reviewed later.

My noble friend Lord Bradshaw asked how much the Competition Commission inquiry cost the taxpayer. I do not have the figure to hand, but I will write to him. He also asked about better bus area bids excluding population areas under 100,000. We have yet to issue guidance on the criteria for designating BBAs for devolved BSOG. However, we will be looking for proposals that can help to grow the economy and reduce carbon emissions. BBA 2012 was mainly aimed at large urban areas as being more able to meet the criteria.

The final point that I can address is whether there is any incentive for better bus speeds to take driver management systems, such as RIBAS, into account when bus systems are assessed. The criteria against which better bus area bids were judged included reduction in carbon emissions, which indirectly would offer a potential incentive for operators to use driver management systems such as RIBAS, given their positive impact on fuel efficiency and carbon emissions. The long-term goal of decoupling bus subsidy from fuel consumption will incentivise greater fuel efficiency within bus service operator fleets, which, in turn, should incentivise the use of driver management systems.

[Lord Bradshaw]

The Minister has several times referred to subsidy to bus operators in respect of things such as concessionary fares. That is a subsidy to the passenger; it is not a subsidy to the bus industry.

[Earl Attlee]

My Lords, I accept my noble friend’s point.

The Government believe in buses. The vision is for a better bus with more of the attributes passengers want: more punctual, interconnected services, an even greener and more fully wheelchair-accessible fleet and the wide availability of smart ticketing. A more attractive, more competitive, greener bus network will encourage more people on to buses, create growth and cut carbon.

Railways: Franchises

Lord Bradshaw Excerpts

Wednesday 10th October 2012 Lords Chamber

[Earl Attlee]

My Lords, the noble Lord asked how Sam Laidlaw and Richard Brown can perform their duties. The answer is that they will do so with integrity, and I am sure that the noble Lord is not suggesting that they are unable to do that. He also suggested that officials have acted in bad faith. I can assure the House that there is no evidence whatever of officials having acted in bad faith. It is a serious mistake but there is no evidence of bad faith.

[Lord Bradshaw]

Will the noble Earl think about the fact that the franchise process is probably irretrievably broken? Will he ask his right honourable friend the Secretary of State to make a bid for room in the legislative programme in the next Session of Parliament, as I believe it is inevitable that this Act and its successors will have to be reviewed?

[Earl Attlee]

My Lords, I do not believe that the franchise process is inevitably broken, but that is a matter for Richard Brown to review. Professor David Begg has been reported in the Financial Times as saying:

“Because of this procurement failure we risk becoming far too negative and throwing the baby out with the bathwater. We can fix this, we’ve done it before”.

Wise words indeed, and the first and correct step is these two fairly quick inquiries.

Railways: Franchises

Lord Bradshaw Excerpts

Tuesday 9th October 2012 Lords Chamber

[Earl Attlee]

My Lords, some noble Lords express disappointment that a full Statement has not been made. Nobody asked for a full Statement. I was very willing to answer a PNQ yesterday afternoon but there was not one because we have the topical question today. As for ministerial responsibility, noble Lords know perfectly well that this was a highly regrettable mistake by officials, not by Ministers.

[Lord Bradshaw]

Will the noble Earl send word to his colleagues elsewhere that no new franchises should be let for any railway until full consideration is made of the high level of risk which the Government are seeking to transfer to the private sector? I believe that the private sector is unable to bear that risk because predicting revenues 15 years hence is nearly impossible. I commend him to the Mayor of London who is running the London Overground railway on an entirely different basis where the revenue risk lies with the GLC and the people running the franchise are paid to operate the railway efficiently but are not expected to take these unbearable risks.

[Earl Attlee]

My noble friend asks extremely good questions and that is the purpose of the Brown review which will look into the franchising system and report back to us by the end of the year.

Energy: Biofuels

Lord Bradshaw Excerpts

Monday 8th October 2012 Lords Chamber

[Lord Bradshaw]

Let us bear in mind that the people who recycle the food waste to which the noble Lord opposite referred are almost all very small businesses. They are not large corporations. They go round and collect fish-and-chip oil and similar things from shops, and of course they are doing a service in that this stuff is not going to landfill. Will the Minister refocus, please, on the plight of small businesses that are being very adversely affected? The RTFO certificates to which he referred are not compensating for the reduction from the previous scheme.

[Earl Attlee]

My Lords, although I agree with my noble friend’s analysis, he needs to understand that these fuels are also traded internationally in large quantities.

Aviation: Policy

Lord Bradshaw Excerpts

Monday 23rd July 2012 Lords Chamber

[Earl Attlee]

My Lords, it is not quite right to say that we have done nothing about Heathrow. First, we introduced the operational freedoms that will make it easier for Heathrow to recover from any disruption during the day without having any more unscheduled night flights. In addition, we have just announced the western rail access to Heathrow, so the argument that we have done nothing is not a good one.

[Lord Bradshaw]

My Lords, will the noble Earl tell his right honourable friend that there are a lot of capacity issues to discuss? There is a lot of capacity at Stansted, Birmingham, Gatwick, Manchester and Luton that is underused. Will she also make sure that, as well as taking the environment and regional growth outside London into account, what the passenger wants is also taken fully into account?

[Earl Attlee]

My Lords, I am very grateful to my noble friend for putting the other side of the argument to the House. My right honourable friend the Secretary of State is well seized of these points.

Railways: Electrification

Lord Bradshaw Excerpts

Wednesday 18th July 2012 Lords Chamber

[Earl Attlee]

My Lords, the CP5 is not the end of the electrification process. We have announced what we will do in terms of electrification for CP5, but the process will go on.

[Lord Bradshaw]

The announcement this week means that more than 800 miles of electrification are now likely. That is good news for consultants, good news for planners and good news for those seeking apprenticeships. Would the Minister care to speculate on what would have been done by the party opposite?

[Earl Attlee]

My Lords, I would hope that the party opposite, if in power, would have carried on with the process of giving us a railway system that is fit for the people of the United Kingdom

Railways: High Speed 2

Lord Bradshaw Excerpts

Wednesday 11th July 2012 Lords Chamber

[Lord Bradshaw]

The noble Lord, Lord Adonis, will remember when I came over with his noble friend, Lord Berkeley, to contest the use of COBA, the system for cost-benefit analysis which is used. This was invented in 1960—at least it entered transport in 1960—and it was used to create a case for the Treasury about the building of the Victoria line. It is based on the theory that one can add up all the small time savings of everybody, multiply them, and then end up with a big sum of money. However, it is not real money, it is imaginary money. I ask the Minister to go back to the department again and challenge the use of COBA, because it is wrong. It is a great industry among the consultants and the department, but it does not lay a single piece of track and it does not properly justify itself.

There is a very strong case that the noble Lord, Lord Adonis, has just referred to, for providing more capacity. However, in the figures he has quoted, the noble Viscount has ignored the fact that the freight industry will double or treble its demand in the timescale of the building of HS2. In so doing, it will wipe out any extra capacity, together with the better train services which will be available at most of the intermediate stations on the west coast main line. I was talking to a newly elected MP from Kent. I asked him how many complaints he received about the HS1 which runs through his constituency, and he said, “None”. He said that people have accepted it, that it is quiet and efficient, and that it does not have any of the things that clutter up motorways like lights and places for people to rest. The noble Viscount, Lord Astor, should take some of his friends to Kent and see the actual effect, because many people are talking up the effects in the hope of compensation.

Lastly, there are huge cost reductions available for HS2. I believe that it should run from Old Oak Common through to HS1 and probably connect at Ebbsfleet. Old Oak Common should be developed in a way in which it becomes the main terminus. We should try not to inflict more people on Euston, which is already full.

Civil Aviation Bill

Lord Bradshaw Excerpts

Wednesday 4th July 2012 Grand Committee

[Lord Rotherwick]

I congratulate the noble Lord, Lord Rosser, on his amendment. We all have friends who have encountered this problem. When they think they have secured low-cost tickets, they suddenly come across these hideous charges. My wife uses low-cost airlines and constantly comes across these problems. The matter needs to be addressed.

[Lord Bradshaw]

Perhaps I may add my congratulations to the noble Lord, Lord Rosser, on what he has said. I do not know whether the amendment is acceptable in this form, but I look forward to seeing something at Report stage that will safeguard the interests of consumers.

[Earl Attlee]

My Lords, the amendment addresses two concerns, both of which I share. I can recall very well the debate initiated by the noble Lord, Lord Mitchell, on precisely these issues, and I hope that I gave a positive response at the time. One of the issues is the ability of the CAA to publish comparable information on air transport service pricing, and the other is that of showing the full costs of travel and surcharges. In responding, I will show that the first is already provided for in the Bill and that the second is being addressed in other ways.

The noble Lord, Lord Rosser, is right to say that the CAA should have a role. Clause 83 is widely drawn and thus gives the CAA a new and important statutory role in promoting better public information about the aviation industry’s performance. It imposes a duty on the authority either to publish, or to arrange for the aviation sector to publish, consumer information and advice that it considers appropriate to help people compare aviation prices and services. The judgment of what is appropriate will be a matter for the regulator, which is required to prepare and consult on a statement of its policy with regard to the use of these functions. The information that Clause 83 requires the CAA to publish, if it considers that appropriate, is defined in a way that includes price comparison data, and the proposed amendment will not therefore add anything to what the CAA will be able to do. For that reason, the amendment is not necessary, and the Government oppose it.

In the debate on Second Reading, the noble Lord, Lord Rosser, expressed his concerns about the full costs of travel and surcharges. I will therefore set out what the Government are doing to address the issue. On the full cost of travel, consumers are already protected throughout the EU by Article 23 of EU Regulation 1008/2008, which is sometimes referred to as the ticket transparency regulation. It requires airlines to display at all times their prices inclusive of all unavoidable and foreseeable taxes, fees and charges. It also requires any optional services such as checked baggage or priority boarding to be offered on an opt-in basis only, and that the prices for these optional extras are clearly and unambiguously displayed at the start of the booking process. In addition to displaying fully inclusive prices, the regulation requires a breakdown of the price into the fare and any taxes, charges, surcharges and fees where these are added. These services should be displayed clearly and unambiguously at the start of the booking process. These requirements are designed to ensure that consumers are able to compare the price of flights across a number of airlines and to ensure that they select only the optional extras they require.

Transport: Road Traffic

Lord Bradshaw Excerpts

Monday 2nd July 2012 Lords Chamber

[Earl Attlee]

My Lords, I am confident about the accuracy of this brief, but regret that during our discussions last Monday I stated that the return fare on the “Scillonian III” for Scilly Isles residents was £20.50. However, this is in fact the single fare and there may be other qualifications. I am very sorry about this, since it made my position appear stronger than it really was, to the detriment of the noble Lord’s.

The noble Lord asked me detailed questions about the management of traffic in London. He will appreciate that that is a matter for the mayor. It is disappointing that overall fatalities have increased slightly, the reasons for which we have not yet examined fully.

[Lord Bradshaw]

Part 6 of the Traffic Management Act 2004, to which the Minister has referred, gives local authorities powers to manage traffic—for example, yellow box junctions and right turns—which they can enforce through their own staff. However, is the Minister aware that the regulations have never been extended outside London? He should take it from me that bus services would be immeasurably improved if local authorities could discipline people who block the highway.

[Earl Attlee]

My Lords, I shall draw my noble friend’s point to the attention of Mr Norman Baker, the Minister responsible.