Police: Sarah Everard Vigils
Lord Bradshaw Excerpts(3 years, 1 month ago)
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Lord Bradshaw (LD) [V]
My Lords, is it not now the policy of the police, as in my experience it used to be, to meet the organisers of demos or protests to agree how peaceful protest can legitimately take place?
Baroness Williams of Trafford (Con) [V]
My Lords, in ordinary circumstances and indeed even under Covid restrictions, that would be the case. Clearly, what went wrong on Saturday will be a matter for the review by Sir Tom Winsor.
Health Measures at UK Borders
Lord Bradshaw Excerpts(3 years, 2 months ago)
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The Deputy Speaker (Baroness Barker) (LD)
I call the noble Lord, Lord Bradshaw.
Baroness Scott of Bybrook (Con)
Lord Bradshaw, could you please ask your question?
Baroness Scott of Bybrook (Con)
I suggest that we move on to the next speaker.
The Deputy Speaker (Baroness Barker) (LD)
Finally, with any luck, I call the noble Lord, Lord Bradshaw.
Lord Bradshaw (LD) [V]
I wanted to ask the Minister whether the rules apply to general aviation as well as to ordinary civil aviation.
Baroness Williams of Trafford (Con)
I think so. The noble Lord has tried to get in three times now, and he has asked me a question that has slightly flummoxed me. May I write to him?
Baroness Williams of Trafford (Con)
Okay; I will check that out and get back to the noble Lord.
Bus Services Bill [HL]
Lord Bradshaw Excerpts(7 years, 10 months ago)
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Earl Attlee (Con)
My Lords, the noble Lord, Lord Bradley, asked my noble friend whether he is confident that the Bill will pass. I hope that my noble friend can be rather more definitive than I can, but I see no reason why it will not pass, although obviously we will want to look at it closely.
The noble Baroness, Lady Randerson, talked about impact assessments. I find it a little odd in government—I am talking generally here—that one has a gem of a policy idea, one consults internally within government, publishes a Bill, puts it before Parliament and then publishes the impact assessment. Surely you should have a gem of an idea, then make an impact assessment and use that to inform discussion internally in government. Of course, as the policy develops, the impact assessment may need to be revised, but having it turn up at the last moment devalues having one at all. That is very much a general point, not a criticism of my noble friend.
Lord Bradshaw (LD)
My Lords, on reflection, I think that this Bill—and I have now studied it a lot—is really nothing to do with the quality of bus services generally. It is a device which has been drawn up by officials because the Chancellor promised to devolve the operation of bus services in certain areas which elect a mayor so that they can go for franchising. If you read the Bill carefully, I think you will find that it will be very difficult for them to achieve that, because there are a lot of obstacles in the way of any franchised service.
My main concern is for areas outside metropolitan areas. The bus service is in a terrible state. All sectors are now recording declines in services. They will get worse, because cuts are being made all the time. When I spoke at Second Reading, I said that more money must be found from somewhere. I realise that the Government are not willing to spend any money and that therefore this is about redirecting the money which is spent. At Second Reading, the Minister drew my attention to the fact that bus service operators grant was to be devolved to local operators. This is a very particular question: is bus services operators grant to be devolved only to the areas that get franchising? Will rural areas get any share of that money? Will it be ring-fenced if it is devolved? Because if not, if it is added to various block grants, it will be absorbed in meeting the Government’s underfunding of all sorts of other services for which local authorities are responsible.
I, too, received the rural proofing in the impact assessment. It is absolutely pathetic. The document is huge, but the intellectual input into it is minuscule. All it says about rural proofing is, to summarise, that local authorities have to decide for themselves how the resources allocated to them are spent. If they want to spend them on bus services, they have to take that away from another cause.
I suggest that the Minister carefully considers the effects of isolation and loneliness on people living in remote rural areas—and there are a lot of them. I use buses every day. I travel on one some days, and there are a dozen old rural dwellers who I know are lonely. The only time they get out is when they go on a bus. I am sure they all voted for Brexit because they are of that generation, but that rather does not cover the point—I am not sure they would be grateful and would suddenly support the other side if they restored their service. Their service is vital; I honestly believe their lives would be hugely diminished without it.
Lord Kennedy of Southwark
This Bill has a lot of support from around the House, and the Government are making life more difficult for themselves by not getting these things out in advance. We have been waiting for this Bill for well over a year. Why has this stuff arrived literally this morning when the department has had a very long time to get it all ready? The situation is of the Government’s own making. A bit more planning would make things much easier. Although this is not the worst example, it is incumbent on the Government to get things out to Members and to the wider public who are interested.
Lord Bradshaw
To add to what the noble Lord has just said, the Bill is full of econometric analysis, which is extraordinarily time consuming and also almost incomprehensible to anybody who has not had training in it.
Lord Ahmad of Wimbledon
I will take the noble Lord’s intervention—it sounds like a bit of a school report: “Has improved, but needs improvement”. I take that on board. As I have said, I am very cognisant of the need to ensure effective analysis of the Bill. We may not agree on every element of it but it is important that information is provided. I have certainly sought in the early discussions that we have had with noble Lords to stress—it is something that I will stress again—that it is a priority for me to ensure that we not only share relevant information but do so in a timely fashion. If I were sitting on the other Benches—long may that not happen—I would be making an equally valid case, as noble Lords have.
New Section 113C in Clause 1 stipulates that the local transport authority cannot make an advanced quality partnership scheme unless it is satisfied that the scheme is likely to achieve one or more of the following: improve the quality of local services; reduce or limit traffic congestion, noise or air pollution; increase the use of local services or indeed end or reduce the decline in the use of local services. Amendment 1 in the name of the noble Baroness, Lady Randerson, would require the local authority to be absolutely sure that any proposed quality partnership would have the anticipated effect. I believe that, in terms of its practicality, this amendment would make it almost impossible for local authorities to say in totality or with absolute certainty what impact a particular scheme would have before it is introduced. I believe that this more stringent requirement would make the local transport authorities more risk-averse when introducing advanced quality partnership schemes. As a result, authorities may well choose to introduce schemes that fall short of fulfilling their full potential or not bring them forward at all.
Amendments 2, 3, 4, 5 and 5A deal with the content of the tests that I have mentioned. Under the Bill, local authorities may not make an advanced quality partnership unless they are likely to achieve an improvement in the quality of local services, a reduction or limitation of traffic congestion, noise or air pollution, or an increase in the use of local services. It is then for local authorities to decide what package of standards to introduce under an advanced quality partnership scheme to achieve one or more of these outcomes. These standards will depend on local need and may or may not include requirements relating to ticketing, rural bus services and pollution. The circumstances of individual areas vary and I think that it is right that the advanced quality partnership schemes should be able to reflect this.
I agree, however, with several noble Lords who have spoken this afternoon that these are important issues. Local authorities need to think very carefully about whether they should include standards in each of these areas in the advanced quality partnership scheme. We intend to recognise this in statutory guidance on these new partnership schemes, which will be issued under new Section 113O of the Transport Act 2000.
Lord Kennedy of Southwark
I return to my previous intervention and that of the noble Lord, Lord Bradshaw. The Minister expressed concern and disappointment, and hoped to do better, but he did not answer the question that either of us raised. I have seen no notes coming over from the Box, and perhaps he cannot answer today, which I would fully understand. However, I hope that he wants to answer the points that we raised and will agree to write to us.
Lord Bradshaw
I want it to be absolutely clear that when the bus service operators grant is devolved to the metropolitan authorities, no more money will be available anywhere, other than that which is devolved, and that the bus service operators grant will remain to be paid to operators outside the franchised area. The balance of that money needs to be looked at, because a smaller subsidy within an urban area as a result of a cut in the bus operators grant may make the service vary in quality and run less frequently, but the same amount of money in a rural area is the difference between having a bus service and none at all. The Minister should reflect on this. I would also like to know when the working party set up in April is expected to report and whether it will take any independent advice or whether there will be some internal arrangement to which no one will have access.
Lord Ahmad of Wimbledon
The noble Lord is correct in his understanding of BSOG, and I note the issue that he raised about rural services. He made a valid point about the impact that the proposal will have. I am conscious of that and will reflect further on it. I am always willing to take the advice and suggestions of the noble Lord, Lord Kennedy, and I will come back to him on any question that I have been unable to answer to noble Lords’ satisfaction.
Lord Bradshaw
“(6A) n operator of local services may only provide local services if the scheme under which it provides services—(a) is an advanced quality partnership; or(b) is not an advanced quality partnership, but meets the outcomes in subsection (6).”
Lord Bradshaw
Subsection (6) of new Section 113C refers to:
“The outcomes mentioned in subsection (5)”.
I am concerned about two or three things. It refers to,
“an improvement in the quality of local services that benefits persons using those services”,
and begs the question, in rural areas, of whether there are any services for them to use. It also refers to,
“a reduction or limitation of traffic congestion, noise or air pollution”.
Traffic congestion is almost killing the bus industry in many areas. As congestion occurs, more buses are used to maintain a service, more staff are needed, the service gets slower and slower and becomes less attractive, and you enter a spiral of decline. The Minister needs to address this issue because we are at the top of a spiral and I confidently predict that if nothing is done it will continue and get worse. Many people are now looking to what the Government intend to do to tackle congestion.
I have a number of suggestions. In his letter to me following Second Reading, the Minister pointedly said that Part 6 of the Traffic Management Act 2004 gave sufficient powers. Part 6 of that Act deals with moving traffic offences. Buses become clogged down by congestion and by people abusing traffic regulations. There are virtually no police looking at this. If people park in bus stops or anywhere else, the bus cannot get through, and nobody does anything about it. This cycle of decline is getting worse. I am also concerned about air quality, even in small market towns like the one in which I live. Air pollution is now well in excess of the limits, and that is a serious problem.
I have moved the amendment for the following reason. When there is an advanced quality partnership and an operator of those services agrees to meet the standards, will it be possible for another operator which does not meet those standards to undermine the standards in any way? In many places people using old buses have tried to benefit from a respectable operator investing a lot of money, with the respectable operator being subject almost to attack by the low-quality operator whose standards barely meet the minimum required or, throughout most of the year, do not meet it at all. I beg to move.
Lord Ahmad of Wimbledon
I will of course do so and will write to other noble Lords in that respect.
Lord Bradshaw
The Minister made reference to the quality partnership schemes. Any operator not in the partnership would not be able to use the facilities of the quality partnership—the bus lanes and any other traffic management measures that were put in. What about the vehicles? Does what he said apply also to the fact that vehicles must comply with the standards set down in the quality partnership, so if your vehicles do not comply, you cannot come into a quality partnership area?
Lord Ahmad of Wimbledon
Again, that is my understanding, but I will clarify that for the noble Lord.
The noble Lord, Lord Kennedy, among other noble Lords, raised the issue of standards in the deregulated market. I can give further clarification on partnerships operated in the deregulated market: that operators will plan routes, set prices and determine, as they do, the standard of services. They also take the commercial risk, so it is our view it would not be appropriate for authorities to set standards in the deregulated market without operators having a buy-in. For example, if a council wanted to set standards, it would have to take the commercial risk and go down the franchising route. On the other issues, about “incidental” and what lies within it, I shall of course write to the noble Lord. I hope he will withdraw his amendment.
Lord Bradshaw
Lord Bradshaw
My Lords, we have touched on this matter before, but I will be most interested to know what measures the Government propose to take to deal with traffic congestion. So much of the power lies in the hands of Ministers. The Minister referred on Second Reading to the fact that local authorities have certain powers, but he knows as well as I do that many local authorities want more effective powers to deal with congestion. Certainly, if those steps are not taken, with traffic levels rising as more people have cars and with more vans in particular delivering parcels all over the place and obstructing the high streets in towns with narrow roads, we need effective measures to deal with this problem. I beg to move.
Lord Snape
Before the Minister replies, I hate to prejudge and pre-empt his reply, but I fear that he will say what Ministers in successive Governments have said over the years—that these are purely a matter for the local authority, which is of course free to introduce measures to control the increase in traffic.
Interestingly, as I am sure the noble Lord who moved the amendment will agree, it has just been revealed in published statistics that far from there being a war on motorists—a phrase that the Conservative Party and Ministers in Conservative Governments have used frequently—the cost of motoring in real terms has been getting cheaper over the past 30 years. Is it any surprise that congestion has got worse in those circumstances? I hope the Minister will say that the Government are prepared to take some powers themselves rather than saying, “It’s not a matter for us, it is a matter for elected mayors or anyone else who is a local authority to do something about congestion”.
All of us who take part in these debates know full well that, faced with the problem of sitting in a traffic jam in one’s own car or on a bus, the bus is very much the second choice. Only proper enforced bus priority and a proper congestion charge will make public transport more attractive, and not just in major cities; understandably, some of the Liberal amendments have been about rural transport. Again, if it were possible to travel as quickly and as cheaply—or more cheaply—on public transport than in one’s own car, the bus would become a more attractive proposition in rural as well as urban areas. The fact is that in current circumstances it is not. I hope that the Minister will be able to give us some reassurance that in future, in pursuit of the very noble cause of introducing or increasing bus travel, the Government will be prepared to introduce some powers to bring that happy situation about.
Baroness Randerson
My Lords, my general point is that reducing congestion is a win-win measure. First, it reduces your journey times, and we need that reduction in journey times because they are lengthening at an alarming rate. I will give noble Lords one or two examples of recent research.
Research by London Travelwatch shows there is an “alarming” decline in average bus speeds, which are down to nine miles per hour. That deters people from getting on buses, even in London, which we hold up as a wonderful example of success. In the rest of the country, the situation is also very severe. Greener Journeys research shows a decline in bus speeds in Manchester. Why? In the west of England, between 2012 and 2015, there was an 18% increase in the number of vehicles registered. You cannot have that level of increase in the number of vehicles on the roads without a serious congestion problem, and I make the obvious point that the west of England is not perhaps an area that we think of as congested.
Not only will you reduce your journey times if you deal with congestion, you will also increase bus reliability. Research by bus user groups shows strongly that bus users rate reliability very highly indeed. In other words, they probably do not mind that much whether a journey takes 25 minutes or half an hour, but they need to rely on it being half an hour and not 40 minutes. We need to encourage new users, and they want reliability. At the same time, reducing congestion obviously reduces air and noise pollution. I say to the Minister that you may not have very high levels of air pollution in the countryside, but it is still air pollution and it adds to global warming; it matters to us all. It is important that we do not dismiss air pollution issues in rural areas either.
It is entirely sensible to specify reduction in congestion as one aim of any scheme. It is important that we bear in mind that these things fit together like pieces of a jigsaw, and the Bill will not be a success unless those pieces fit together.
Lord Bradshaw
My Lords, since we are talking about the west of England, I should say that I met the person responsible for providing bus services in the city of Bristol, and a rather ridiculous situation has arisen there. The Bristol omnibus company, whatever it is called now, has introduced lots of new buses. It has been summoned by the traffic commissioner because its services are unreliable. Bristol City Council has agreed to appear on behalf of the bus company against the traffic commissioner, because it has concluded that it is impossible to run a reliable service. It puts that down not only to congestion, but to the near free-for-all which has been allowed by the utilities to dig up the roads for roadworks. This is not because there is a gas leak or a burst water main, but because somebody needs their telephone connected. Perhaps the Minister would address the whole problem.
Lord Berkeley
My Lords, if the Minister does not accept the amendment to include the need to reduce congestion—bearing in mind what colleagues on these Benches have been saying—it may be that he wants to use it as an excuse not to do anything about congestion. I am sure that is not the case, but we would understand, because congestion in London, as we have heard, is so bad that the buses go slower and slower. The motorist will say this it is because there are too many buses; the bus passengers do not like it, because they could probably walk quicker. But what we really need are measures to allow buses to operate more on time, whether it is bus lanes, traffic lights that give them priority or many other measures that can be used. These all cost a little bit of money, but they are essential. It will be slightly odd if the Minister does not accept the amendment on the basis that it might cost local authorities money to provide the bus lanes that they should have provided anyway. This is terribly important; it applies to London, to other cities and to some places in the countryside. It is quite a serious problem and I think “congestion” needs to appear in this clause somewhere.
Lord Ahmad of Wimbledon
Those reports certainly advise decisions. No Government could claim that, with every report they have ever commissioned, chapter and verse is subsequently implemented. Perhaps the noble Lord could correct me, but I think I am on reasonably stable ground in saying what I have said.
I come back to the amendment. The Bill does not define what these measures are. For example, they could be measures that do not directly affect local bus services themselves, but instead make using buses more attractive. One way of using this power might be a measure to reduce the number of car parking spaces in the scheme area or to increase the cost of using them. While not directly improving bus services, this would make using cars less attractive and therefore encourage car drivers to use the bus instead. It could also have the knock-on effect of reducing congestion.
The current wording in the Bill leaves it to local authorities to decide the intention of the measures they include in the scheme. New Section 113E(2) requires only that they should, in some way, make buses better, either by improving their quality or by encouraging more passengers to use them. The amendment suggests that the “measures” introduced by a local authority must also reduce congestion on the bus routes included in the scheme. I say to all noble Lords that I sympathise with the objectives of the amendment but, on balance, it puts a restriction on the use of measures by a local authority. The general aim of the amendment is also already covered by new Section 113C(6)(b). This introduces a general requirement that advanced quality partnership schemes should, among other things, look to reduce congestion. It allows local authorities to decide how their schemes should meet this requirement, without it being imposed on particular elements of the scheme.
I have been listening very carefully to what noble Lords have said and there is one area that I will certainly take back. I am conscious that we will be revising existing guidance, which will also support the provisions on advanced quality partnerships in the Transport Act 2000, to take into account the AQP scheme. I will certainly consider including within the guidance specific content to deal with traffic congestion and address air pollution. I hope that I have provided a degree of reassurance in that respect and that, with the explanation I have given, the noble Lord will feel minded to withdraw his amendment.
Lord Bradshaw
I think that local authorities would be greatly encouraged if they could have access to the power to deal with moving traffic offences. The benefit that was in the Transport Act but has not been implemented was that local authorities could self-finance the scheme. They could provide traffic wardens, or whoever might be used to enforce the scheme, and of course they could pay for them out of the fines—the money would not go to the Treasury. I see the noble Lord, Lord Whitty, shaking his head because I think that he introduced the legislation when he was responsible, but I do not hold him responsible for it never having been implemented. I urge the Minister to look at this very closely because it is probably one of the most important things that we have talked about today. I beg leave to withdraw the amendment.
Lord Berkeley
My Lords, one thing that my noble friend has forgotten is that these Oyster cards should possibly be called Whitty cards, rather like the bicycles that are called Boris bikes. I am sure he would not want to be related to Boris in that way, but they are a great success.
I am pleased to be able to tell your Lordships that the local authority in Cornwall is going to implement a similar thing. It is very long and based on customer focus, but I will summarise it. The big double-decker buses will have wi-fi and tables so that you can put your laptop on them. They are going to run very frequently on the main routes. Smaller buses will go into the smaller areas. They will link in with the railway timetable, and I think that the operators’ ability to talk to each other will be unique. They are proposing a single ticket structure—one standard, one band. I hope my noble friend will appreciate this. It is going to happen within the next year or two.
This is a real example of a local authority taking an initiative. It sees that where you have several different operators, as there are at the moment, they never fit with the train timetable. They are going to. Nor do they fit with the ferries to the Isles of Scilly, but I am not going to go on about that now.
Amendment 54A in my name and some other amendments propose something on the quality of standards and on frequencies. We should probably also include interchange points, but we have not done so yet. Maybe we should also add something about a percentage of the population not having to walk further than X miles to a bus stop and an hourly or better bus service. There are what you might call faster services between the major centres of population—plus ones that you might say wiggle between villages and take a lot longer, although they do get there for people who do not have access to public transport. I believe that TfL has a bus services plan, involving the public transport accessibility level, which takes this into account, as does Transport for Greater Manchester.
Not all these things need to be in the Bill; the amendments here are perfectly adequate. However, they and the initiative that Cornwall County Council has shown would mean that neither partnerships nor franchises would provide a much better quality of service for all types of people who want to use it. The irony is that although it has been suggested that Cornwall will be able to have franchises in the same way as authorities with mayors—we will come on to that later—it is confident that all this will happen without the need for a franchise.
It is encouraging that the Government have produced a structure. I am sure that we can improve it, but at least it is there, and it should enable the volume of bus passenger traffic to go up, which is what we all want, with a much better quality of service. I commend what Cornwall is doing, but I hope that the Government will seriously consider adding something about the standards and the frequency of service, as well as the quality, and perhaps come back with their own suggestions on Report.
Lord Bradshaw
My Lords, perhaps I may add a point to what the noble Lord, Lord Whitty, said. Any move towards smart ticketing or reduced fares for young people is revenue-generative. It is not a dead-weight cost. In fact, some bus operators are voluntarily introducing reduced fares for young people and they are finding that they can be almost self-financing. Young people have a very high propensity to travel. They will travel at the weekends and in the evening, provided that the cost does not build up.
Baroness Jones of Whitchurch (Lab)
My Lords, I am grateful to the noble Baroness for the amendments and for explaining their intent so clearly. As she said, Amendments 8, 17B and 54A would all help add clarity and certainty to the standards of provision to be expected from advanced quality partnership and franchise schemes and are therefore to be welcomed. The noble Baroness spoke about there being too many “may”s in one clause. They do rather render the clause ineffective, so we support the proposed changes.
Amendment 15 raises important issues about the elements of a quality bus service that we should expect following the introduction of the Bill, including controlling emissions levels and making travel easier through advanced ticketing schemes. Until I sat here today, I did not know about my noble friend Lord Whitty’s great victory. I congratulate him; it is nice to have a legacy like that. In all the doom and gloom around us, at least he can lay claim to something that we have all appreciated. As we have heard from a number of noble Lords, such travel passes transform the way people use bus services and it is the way that we want to go.
We will explore these issues in more detail in later amendments, but we nevertheless support the amendments in this group. I look forward to hearing what the Minister has to say in response. We have got into a pattern of response from the Minister that is slightly disappointing. The first line of defence is, “Don’t be too ambitious, because, if you are, you’ll put the bus operators off and they will aim low if you expect too much of them”. The second is, “Don’t worry, we’re going to put in statutory guidance”. If those are the two responses we hear as we progress through the Bill, we will not get very far, because many of our amendments are about improving quality and people’s expectations. I hope the Minister will meet us half way a little more often on some of these issues than has been the case so far.
We have great sympathy also for the case made by the noble Baroness for Amendment 13A. We all want to encourage more young people to be regular bus users and to make it affordable for them. We would like to take time to consider the cost implications—she acknowledged that there were issues in that regard, particularly for local authorities. If the measure is not fully costed for local authorities, what would be the knock-on effect? However, it is an important debate that we need to follow through. I was interested to hear from the Minister that a review of the concessionary fare scheme is taking place. Perhaps he could clarify whether young people’s fares are included in it. I am not sure what the scope of the review is, but it is one place where we could have that wider and highly relevant debate.
Bus Services Bill [HL]
Lord Bradshaw Excerpts(7 years, 10 months ago)
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Lord Bradshaw
“(e) requirements about providing drivers with continuous training.”
Lord Bradshaw (LD)
This amendment applies both to people employed on buses and to the vehicles. We can return to the issue of the vehicles when we discuss the duties of traffic commissioners.
At Second Reading, a number of disabled Members spoke passionately about the Bill. One of the things they said was that it was so important that bus drivers got out of the bus, took down the ramp, put it back and helped disabled people to their places. It occurred to me that most operators give only a one-off spell of disability awareness training to their drivers at some stage after they commence employment. Nothing in the law states that such training has to be given or that it has to be repeated so that drivers know what they are doing.
The bus industry is characterised by a lot of people who do not work for very long. It is an extraordinarily unsociable job involving coping with bad-tempered drivers of other vehicles and bad-tempered passengers who often abuse the bus drivers. It is not a job that people want but they must be adequately trained. The purpose of the amendment is to make it clear, whether we are talking about franchises or advanced quality partnerships, that some provision is made for disabled people to be properly helped on to and off a bus, and to manipulate their wheelchairs, sometimes buggies, into place. I know that a court case about who should have priority between wheelchairs and buggy users is pending, but the driver needs to know what he has to do. This ought to be spelled out in the Bill. I beg to move.
Lord Judd (Lab)
My Lords, I shall add a brief word of support for the intention behind the amendment. Within the realm of disability and meeting the challenge of disability, it is not just a matter of clearing our conscience by having something on the statute book but of making sure that what is on the statute book is delivered. Delivery is the issue. It is quite wrong not to have continuing training and a monitoring programme to ensure that the training is being followed. I am sure the noble Lord would agree with me that the overriding challenge for us all in this society, bus drivers included, is the cultural attitude that understands issues of disability and wants to respond in a humane and decent way.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, I once again thank all noble Lords for their participation in this short debate, although I am mindful that the next time I get into a black cab having just finished a debate with the noble Lord, Lord Kennedy, I will be glowing in the remarks I make.
We will, of course, return to the issue of accessibility, which the noble Lord also touched on, at a later stage in our proceedings. I have met various noble Lords on this issue, and I assure the noble Lord, and all noble Lords participating in the debate, that the Government take it very seriously.
One of the new powers under an advanced quality partnership regime allows local authorities to specify the standards of service that operators must meet in order to run local bus services on routes covered by the scheme. These standards are set out in new Section 113E(4) and (5) of the Transport Act 2000, as set out in Clause 1 of the Bill. The amendment proposed by the noble Lord would add to this list of standards of service.
Amendment 10 would allow a local authority to specify the training regime for bus drivers on local services on the routes included in the scheme. Driver training is in two parts. The first is the mandatory training that all bus drivers must undertake in order to hold and retain the appropriate licence to drive buses. The noble Baroness, Lady Randerson, talked about achievement, but I think many bus drivers would say that they do achieve a particular standard. These mandatory training requirements are set out elsewhere in legislation.
The second area, which noble Lords also mentioned in various contributions, is customer training. Such training is generally a matter for the employer. In this case, the driver is often the sole customer face of the bus company, and how they deal with passengers can have a big impact on how that bus service, and the bus operator more generally, is perceived. Noble Lords have referred to dealing with those with disabilities, and dealing with wheelchairs and pushchairs. Of course, as has been mentioned, there is a court case pending on that subject—so noble Lords will appreciate that there is little I can say at this time. How bus drivers are perceived, in terms of the service customers get from the driver, is often how the operator is also then perceived. Good customer training ultimately benefits the bus operators, and by providing a better service they increase the number of passengers.
In presenting this amendment, the noble Lord may also have had disability awareness training in mind. The mandatory disability awareness training provisions of EU Regulation 181/2011, due to come into force in 2018, would have required all bus drivers to undergo disability awareness training. But I am mindful of the situation that we now find ourselves in. Let me assure noble Lords that we are considering how to take forward the issue of such training in the longer term in the light of the referendum result. This important issue cannot be considered piecemeal, so the Bill is perhaps not the appropriate place to start that process. As I have already said, we are looking into how we can ensure that those mandatory requirements are met.
However, in practice, as noble Lords will know, most bus drivers already undertake this training as part of their certificate of professional competence, for which they must complete 35 hours of training in every five-year period. This is another obligation under a European law which we will need to consider over the coming months. We are also developing guidance on disability awareness training to provide consistency across the industry.
In view of this, I believe that, other than with the mandatory requirements, it should be for the bus company, as the employer, to decide what further training is most appropriate, taking into account the type of service, where it runs, and the range of passengers using the service. I hope that with that explanation, and with the assurance that we are looking at certain requirements in the light of the result of the referendum vote last week, the noble Lord will feel minded to withdraw his amendment.
Lord Bradshaw
I am minded to withdraw the amendment, but I would like to see something being done. Noble Lords will remember the very strong representations we heard on Second Reading, and I am sorry that no disabled Members are here to press this now, as it is a very serious issue for many people. But I am happy to withdraw the amendment.
Bus Services Bill [HL]
Lord Bradshaw Excerpts(7 years, 10 months ago)
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Lord Bradshaw (LD)
My Lords, I would describe this Bill as a lost opportunity. The last major piece of legislation on buses was 31 years ago when the provision of bus services was deregulated and privatised. The adage often associated with buses that “there will be another one along shortly” does not apply to legislation affecting buses, and what legislation there is has not been brought fully into effect.
As has been said, buses account for the majority of public transport passenger journeys. Many people depend on buses in spite of rising levels of car ownership. The Bill does nothing to address the long-running decline in ridership. It might have included imaginative measures such as lower fares for young people—giving better access to education and training—and for those on very low pay, or providing better facilities for the disabled and other encumbered passengers. As the noble Baroness has just mentioned, the Bill could have included strong measures to improve air quality in towns, about which the Secretary of State spoke yesterday, although I do not believe that much of the bad air quality arises from buses. It could also have included support for county councils, which at present are destroying rural networks. It does not, however, and if the Government have no proposals to deal with these problems, we will seek to amend the Bill as it passes through the House.
The Bill offers local authorities the opportunity to franchise the operation of their bus services. As I understand it, however, the Government will not make any extra funding available to create a London model. That will leave any local authority to face the almost inevitable legal actions which will follow from companies which bought the assets and good will of the pre-1985 companies and believe that what the Government are suggesting amounts to expropriation. When he replies, will the Minister indicate whether the Government will make any additional funds available to meet these contingencies? Without providing such resources, the Government are open to the charge that their intention is to devolve responsibility for bus and other public services to local authorities without making the necessary resources available and to shift the blame for any failures on to them.
This morning, on my bus into the station—I come a long way every day on the bus—I was given an Oxfordshire County Council leaflet which says that in July it will cease to support 43 local bus services. It also says in the leaflet and other publicity that 70 further routes are at risk unless operators reduce costs—which usually means cutting services at the start or the end of the day or at weekends. This issue must be resolved. What is the point of having concessionary fare passes if there are no buses? That is the situation in much of rural Oxfordshire.
Isolation and deprivation of access to shops and other services, which is in prospect for these bus users, can further blight their lives with loneliness. Does this cost-conscious Government put any value on this? I was talking last week to a lady who uses the bus who said that of the 14 people on the bus she was the only one who paid a fare. When they are deprived of that link to the outside world and there are no buses, what will happen to them and to the lady who pays her fare?
The concessionary fares reimbursement scheme, which is supposed to leave operators no better and no worse off, is insufficiently sensitive in reflecting the costs of providing a service, particularly to the many areas where concessionary pass holders make up a large proportion of the users. This happens in rural and holiday areas. Will the Minister tell the House when the existing arrangements for concessionary passes were last comprehensively reviewed; whether any such review was independent; and whether it was conducted by a person who knows anything about the industry?
The Conservative Party parades itself as the champion of the countryside and country dwellers, yet when it comes to protecting one of the basic interests of rural dwellers—mobility and escape from loneliness—it offers nothing and takes away what they have in the way of public transport. Perhaps the Conservatives are more interested in those who are increasingly populating our rural areas with several cars and security gates around their premises.
The Bill talks a lot about quality partnerships. My long experience in the industry convinces me that those are the best way forward, but the emphasis has to be on quality. I believe that that should be defined in the Bill and protected in two ways. First, once a partnership is agreed, it should be protected from the often malign interference of the competition authorities. Secondly, its terms should be rigorously enforced by the traffic commissioners with the help of the Driver & Vehicle Standards Agency, if not by the local authority as referred to in the overview to the Bill provided by the Department for Transport. There is absolutely no sense in a partnership when operators of almost life-expired equipment driven by barely competent and untrained drivers should have licence to attack a partnership. A partnership needs to be based on investment by both parties, have high quality standards and use properly trained drivers.
Investment by local authorities is important, but so too is enforcement. Traffic congestion is one of the greatest enemies of running a punctual and reliable bus service. Congestion not only causes delays and extended journeys; it forces bus companies to provide more buses and staff on a route, pushing up costs with little in the way of extra revenue. Local authorities can take action using traffic lights and smart transformers, but that really demands action by the Government, particularly by allowing local authorities to prosecute not only those who obstruct bus lanes and bus stops or who park illegally but moving-traffic offences such as not keeping yellow box junctions clear or making forbidden right turns. Legislation already exists for this to happen. It is set out in Part 6 of the Traffic Management Act 2004. A Labour Government passed that statute but then failed to implement it, and it has lain on the statute book ever since. It provides for local authorities to enforce the law and to keep any proceeds to cover the costs arising. That would be a real step towards helping the industry and would strengthen partnerships. It should be the aim of the Bill, and I think it is alluded to in this respect in all quality partnerships.
I have worked in and with the industry since deregulation. I believe that there is nothing wrong with publicly owned operations. Nottingham, which has been mentioned, and Reading score very highly in public estimation. They have formed effective partnerships that do not involve a huge bureaucracy, so I do not argue from any entrenched position. But these partnerships often lead the way in moves towards quieter, more fuel-efficient fleets, with better disabled facilities and well-trained and better turned-out drivers. They are also well in tune with their local markets. Partnerships should emulate the best and be supportive.
Perhaps the Minister will confirm that the Department for Transport controls what remains of the bus service operators grant. Will the Government consider transferring some or all of that money to local authorities to form a ring-fenced fund with a substantial bias in favour of rural areas? It would certainly avoid the gibe often made about the bus service operators grant, which is that it pays for the mileage run on busy routes but instead should focus the money where subsidy is desperately needed.
Ticketing is an area where people increasingly expect interchangeability and simple ticketing and information services. Operators in partnerships should be expected to work with local authorities to bring that about, and any operator working in a partnership with a local authority should comply with these requirements.
As an aside, there was an article in the Times on Monday about RATP Dev—the French bus and Metro company—which argued that better bus services outside London should be able to reduce their double-digit profits to a level enjoyed by the London companies. However, it omitted to say that the London companies have no revenue risk and no interest in collecting money. Companies outside London do bear that risk, which accounts for a lot of the difference in the rate of return.
Passenger satisfaction with buses is high but it could be higher. The Bill does not offer any fresh initiatives. I have suggested some moves, and some will be suggested by others. It is essential that the Government react to some of these if there is any justification for the Bill whatever. Obviously, we have a Bill that will achieve little and disappoint many, including disabled people, rural dwellers and all who depend—or should I say would like to depend—on buses.
Airports: Heathrow Third Runway
Lord Bradshaw Excerpts(7 years, 11 months ago)
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Lord Ahmad of Wimbledon
I thank my noble friend for his persistence on this issue. He talked of more than one runway, and I am reminded of the words in “Oliver Twist”, “You want more?”. Nevertheless, we await the final decision. As I have said to the House on a number of occasions, we are moving forward on the recommendations of the Davies commission, and we will conclude further work in this respect by the summer.
Lord Bradshaw (LD)
My Lords, does the Minister agree that mischief-making about the referendum, such as we have just heard from the Benches opposite, is irrelevant to the situation? The European Union, through the single skies policy, is developing a network of air corridors over Europe that will simplify flying, reduce pollution and bring all sorts of benefits to the aviation industry.
Lord Ahmad of Wimbledon
What is important when it comes to the EU referendum is that we deal with the facts, which should be presented by those on both sides of the argument to allow the good people of our country to make that decision. It is not just an important decision for this generation but perhaps one of the most important lifetime decisions that people will make. On the issue of EU skies, and indeed referring back to the initial point made by my noble friend, the UK is an important hub in the international aviation sector and will remain so as we move forward.
Railways: Open Access Applications
Lord Bradshaw Excerpts(7 years, 12 months ago)
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Lord Bradshaw
To ask Her Majesty’s Government whether they plan to amend the Railways Act 1993 in order to oblige the Office of Rail and Road, when deciding an open access application, to take into account the interests of passengers, of the public purse and of subsequent franchise competitions.
The Parliamentary Under-Secretary of State, Department for Transport and Home Office (Lord Ahmad of Wimbledon) (Con)
My Lords, the Office of Rail and Road has to take account of passenger interests and the public purse, including the impact on subsequent franchise competitions.
Lord Bradshaw (LD)
I thank the Minister for that reply, but he will be aware that two franchises have failed on the east coast main line, at great expense, and a third is now in operation by Virgin Trains, which won the competitive tender. However, the duties of the ORR, stated in statute, are to promote competition. There are no parentheses in the law stating that it has to take account of the effect on the public purse, the benefits that arise to passengers, and the vitiating of the franchising process itself. I wonder whether the Minister will comment at more length on those things.
Lord Ahmad of Wimbledon
I agree with the noble Lord; he is quite right to raise the issues that have arisen. Equally, on the issue of open access, I share his concerns and that is why my right honourable friend the Secretary of State has written directly to the ORR to underline that any changes and reforms put the customer at their heart and, indeed, that we ensure equity of access and, most importantly, taxpayer return on the investment made.
High Speed Rail (London-West Midlands) Bill
Lord Bradshaw Excerpts(8 years ago)
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Lord Bradshaw (LD)
My Lords, I start by declaring my non-pecuniary interests: I have been responsible three times in my career for the management of Euston station and three times for Old Oak Common, so I am familiar with the area, particularly as regards the things to which I shall refer.
I reiterate what the noble Lord, Lord Rosser, said about taking more capacity out of the existing west coast main line being a vain hope because the estimates that Virgin Rail has published this week show that the demand will grow even faster than it thought would be the case a few years ago, and any spare capacity that is available on the west coast main line will be needed just to keep the service going in the interim before HS2 is open.
I will talk about the London end of the proposals as many other noble Lords will talk about other places and issues. First, on the rolling stock proposed for this line, HS2 initially proposed to use trains on the London to Birmingham route that are wider and higher than will fit on to any existing BR lines. It would be possible to build them to be compatible with British rolling stock but HS2 has considered this larger size. I suggest that the Bill committee probes this decision very thoroughly, or perhaps the Minister can provide assurances when he replies to the debate, because it is not sensible to build rolling stock that will not fit on to the classic lines or is not fit to be cascaded to other services later in its life.
I believe that through services to London are extremely difficult to bring about, particularly now that much stricter border controls are in operation and are likely to remain so. Instead of clinging on to the slender hope of through trains, the matter is best resolved by undertaking the building of a satisfactory link between Euston and King’s Cross and St Pancras. It is no good expecting people to go out on to the street in the rain with heavy luggage and make the journey along Euston Road; they want something much more akin to a modern airport terminal, equipped with travelators, to make the easiest possible transition between HS2 and HS1. I know that this will be expensive but, looking to the future, I think it is necessary and I hope it will be given proper evaluation.
I now turn to the biggest issue with which I am concerned and that is what happens when the railway reaches London. The first terminal in London will be Old Oak Common. It will give access to Crossrail for travel towards central London, the City and Docklands, as well as to Heathrow, and London Overground is proposing a link to Old Oak Common. I suggest that this work should proceed as quickly as possible to cater for the London market. Plenty of space is available at Old Oak Common to turn the trains around there. I call this work phase 1A. I believe it is essential to provide early cash flow and to see how Old Oak Common works out as a London station. I do not think anybody really knows, and it might prove to be a more popular destination than Euston.
My major concern is the proposed extension to Euston. I do not doubt that it is necessary to have an extension to Euston but I believe that what is now proposed is unnecessarily expensive and very disruptive. One question is: could an adequate terminal be housed within the curtilage of the existing Euston station? In my experience, this station is used much less intensively than any other London railway terminal. When it was rebuilt, it was laid out to deal with Motorail services and a lot of Royal Mail traffic. Those who know the station will know that big spaces are available between certain platforms, and they could be made available for HS2 platforms. That is one point that I believe the Bill committee must address at an early stage.
The second issue is whether some existing trains on the west coast main line could be diverted on to Crossrail. I believe it is feasible for trains from, say, Milton Keynes to go on to Crossrail, and that would alleviate the current enormous overcrowding as people arrive at Euston and transfer to the Underground. I have been told that the cost would be very large, but I have also been told that HS2 is praying in aid a great deal of the cost as a reason for not doing it, as it wants disabled access to be provided at all the stations served by Crossrail. However, this could be solved simply by having trains going from Northampton, Milton Keynes and Watford on to Crossrail, because they will pick up enough people to relieve Euston substantially.
I want to turn to the question of the link between Old Oak Common to Euston. I suggest that the committee examines an alternative approach to Euston station from around Queen’s Park; this should necessitate a much shorter tunnel between Old Oak Common and Queen’s Park. Euston would then be approached along the existing lines—there are three tracks each way into Euston, which is quite generous. This will necessitate some upgrading of the infrastructure, but will not lead to the demolition of property in Camden and will reduce much of the work around Euston. Some platform extensions will be needed south of Euston station in any case.
I would almost beg the Bill committee to recommend that a respected engineer, independent of HS2, be appointed early to examine this scheme and advise the committee. As far as I am concerned, HS2 has dismissed this scheme with what I regard as an absolutely inadequate response—it has not given any valid reasons. These issues should be settled very early in the consideration of the Bill. I say very early, because the Commons committee started, I believe, in the north and came south; it would be a good idea if the House of Lords committee started examining the London end so that any studies that are thought necessary could be put in hand so as not to delay the scheme.
Another issue that requires early attention is the impact that lorries will have on the roads around London and on road safety and air quality. I suggest that the committee immediately recommends that work be put in hand to establish how maximum use could be made of the railway both for the delivery of material and removal of spoil. I am very impressed by what Crossrail has achieved in this respect at Paddington, where most of the material that arrived dropped straight from a conveyor into railway wagons and did not find its way on to the highway at all.
Nothing that I have suggested will delay the project. I am certain that, if the areas I have highlighted were considered early and seriously, the revenue streams could be enhanced and the costs substantially reduced.
Railways: South East Flexible Ticketing Scheme
Lord Bradshaw Excerpts(8 years, 3 months ago)
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Lord Ahmad of Wimbledon
I remind the noble Baroness of the Answer I just gave: we are looking to complete that by 2016. The five operators that have already signed cover 73% of the network. With regard to part-time season tickets, through the franchise competitions we are ensuring that operators develop appropriate proposals for pricings within that.
Lord Bradshaw (LD)
My Lords, might the Minister consider the fact that, I believe, smart ticketing now depends on contactless cards? These require an enormous back-office facility to adjust the money between operators. The operators cannot agree to share the information with one another. Would it not be better if ATOC, the independent association of train operators, which deals with revenue matters now, addressed this?
Lord Ahmad of Wimbledon
We are seeing increased co-operation across train operators and we are working closely with the industry to ensure just that. As I have already indicated, there is 73% coverage with the existing operators. In one case, for season ticket holders we already have 22% of the market covered through smart ticketing.
Taxi and Private Car Hire Market
Lord Bradshaw Excerpts(8 years, 6 months ago)
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Lord Bradshaw
To ask Her Majesty’s Government what proposals they have for bringing up to date the regulation of the taxi and private car hire market.
Lord Bradshaw (LD)
The Minister may be glad to know that this is a genuine Question and not an opportunity to criticise him or the Government, or to say that things should be very different from what they are now.
First, it is important to decide where the taxi business should be regulated. There is a difference in some parts of legislation between national issues and the parts that are devolved, as are most parts in London, to the mayor. With the creation of combined authorities, when the opportunity comes, it would be as well for the Government to consider devolving powers over taxis and private hire cars to those authorities.
The existing legislation is very old and a lot of it begins in the 19th century. These laws have not held very well in these days of information technology and apps, by which people can summon private hire cars. I want to make it clear that I and, I think, those on my side of this House support the freedom of choice for the passenger and acknowledge the benefits that have been brought to many people who use Addison Lee, Uber and other such bodies.
However, it is necessary that vehicles remain mechanically safe and are maintained in a good condition. I believe that whatever authority oversees taxis there should be random checks to see that these standards are maintained throughout the life of the vehicle.
Vehicles should be properly insured. This should be backed up by the owner of the app by which the private hire car is summoned, who is a proxy for the operator in this case. It should not rely on an initial declaration that the car is insured, because there is no necessary continuity in that. I think it is the operator’s job to ensure that there is continued back-up insurance, so that people know that they are protected.
Vehicles will have to comply with increasingly tough environmental standards. Such standards need to be signposted ahead, so that people know when their vehicle will fall within the new standards and will purchase accordingly.
Drivers should be fit and proper persons and it is necessary that people have criminal record checks. Who is responsible for overseeing that? Is it the local authority or the person who owns the app and the private hire cars which work for them?
I say that the drivers should understand English. Whose responsibility is that? I have seen some papers which suggest that the responsibility is brushed off to the DVLA or someone like that. Actually, they need testing in their locality as to their command of English, their knowledge of what people want and whether they can help the many tourists and foreign visitors. They should have some knowledge, and some authorities require a medical. These matters need to be considered and thought about before any fresh legislation is embarked on.
The black taxi was described by the mayor as “iconic”. Understandably, it is instantly recognised by visitors as a symbol of London, but that symbol is now under threat. There is no doubt that an element of monopoly pricing exists, but this is to some extent offset by the meeting of exacting and expensive specifications as to the type of vehicle, its ability to turn around in a very tight space and the cost of acquiring the knowledge, which is required in London and is very expensive. It might be necessary to give the black taxi some element of protection through proper and sufficient enforcement of the distinction between a taxi and a minicab. The black taxi trade has latterly responded by setting up its own app called Gett.
I have been asked to mention the question of access for disabled people who have wheelchairs, guide dogs or mobility difficulties. The black cab trade, and previously the largest private hire company, carry out these obligations—not always, but they are equipped to do so in most instances. If private hire companies do not offer these facilities, then it is worth discriminating in favour of those that do.
I have also been asked to mention the question of rickshaws, which any forthcoming legislation really ought to deal with. They are quite dangerous; it is doubtful whether they are properly insured; they certainly tend to rip off tourists and probably give London a bad name.
A Law Commission report was published in May 2014, which made a lot of suggestions as to what the shape of forthcoming legislation should look like. Will the Minister tell us how the department is proposing to progress that Law Commission report so that it sees the legislative light in the near future?
Taxation is a vexed subject; there are all sorts of allegations about whether companies or their drivers are paying the correct tax. This needs to be addressed by future legislation.
Lastly, if we are to have real air quality improvements, it will be necessary to have electric vehicles. What is being done, either by the Government or by local authorities, to increase the number of places that have charging facilities for such vehicles?