Public Transport in Towns and Cities
Lord Carrington of Fulham Excerpts(1 year, 8 months ago)
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Lord Carrington of Fulham (Con)
My Lords, I am very grateful for the opportunity to speak on this excellent report. I am very pleased to follow my friend, the noble Lord, Lord Best, because he said all the things I would like to have said about the clerks, the support that we got in producing this report and the excellent work that our previous chairman, my noble friend Lady Neville-Rolfe, did. I also commend my noble friend Lord Moylan for an excellent introduction of the report. He covered many of the topics that we highlighted and emphasised what the Government need to take out of our report.
I want to concentrate on one aspect which my noble friend Lord Moylan touched on, which is buses. Buses are a critical part of transport, particularly in rural areas feeding into towns. Trains and trams are very important, but they cannot get passengers without buses to feed people on to them. As my noble friend said in the phrase “turn up and go”, for buses to work they have to be reliable and predictable. Buses also have to be safe and affordable. It probably goes without saying that there are two ways of funding buses: one is subsidy and the other is fares. It is a movable feast depending on passengers’ use of buses. In other words, the load on the buses will determine how much subsidy is required.
Looking at reliability is critical for buses. The purpose of encouraging buses is to get people not to use their motor car. If you are going to get people not to use their motor car, they must have certainty that a bus will turn up when they get to the bus stop and certainty that it will get them to the end of their journey at a predictable time. This is a very serious problem with buses and for a lot of transport generally that uses roads. One thing that our report showed up was a big issue about space allocation on roads. For instance, we took some evidence from the Oxford Bus Company, which said that, because of the aggressive introduction of cycle lanes, buses are forced to go into the general traffic, with passenger cars and commercial vehicles, with great consequential delays to the bus service. It is important that we have a debate and that the Government look seriously at the allocation of road space for things such as cycle lanes, which may be virtuous in themselves but cause knock-on effects deleterious to the wider good for public transport. If cycle lanes are put in the wrong place and take up too much road space, they can cause very serious problems.
The other aspect I wanted to touch on is safety, which is a very difficult problem. One reason that people do not use buses, particularly late at night, is a fear that the buses will not be a welcoming environment and may well be positively hostile. It is not a question of whether the statistics of the number of attacks on buses is small, as indeed it is; it is a question of whether people fear that they may be subject to an attack. It can be about the perception of the difficulties of riding in a bus safely. That is particularly a problem for female passengers travelling on buses late at night. It encourages car and taxi use and prevents people using buses and, indeed, trains. We need to find a solution to that.
One solution, obviously, would be to reintroduce conductors to buses, which would be massively expensive. Another solution is to stop putting the drivers into protected cabins at the front of buses, where they are protected from being robbed or attacked but are then unable to protect the other passengers on the bus. It is a very difficult problem but it must be overcome—and overcome in a way that gets the confidence of potential bus users.
I think our report is very good and we have highlighted a lot of problems. One thing we have identified is that, if we are to sort out the public transport problems in towns and cities, it will be extremely complex and no single solution will be appropriate for the whole country. I support my noble friend Lady Eaton and the noble Lord, Lord Shipley, in saying that these decisions must be taken on a local basis, and we must trust local authorities to co-ordinate transport and make sure that it is appropriate to their local needs.
HGV Driver Shortages
Lord Carrington of Fulham Excerpts(3 years, 3 months ago)
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Baroness Vere of Norbiton (Con)
Gosh, do I have some jobs for my noble friend. He is, however, absolutely right: it may well be that some of these hundreds of thousands of people with HGV licences do not want to return to the sector because, historically, it has been seen as a sector that does not treat its employees very well. The only way to fix that is to get the haulier sector working with the customers and the supply chain in the distribution centres. The Government have already produced an internal report on lorry parking. We will look very carefully at what we can do to go beyond the changes to the planning system that we have already put in place.
I take my noble friend’s point on the Driver CPC. The House may remember that we were able to extend it last year, but that was using EU legislation. I will do what I can on the Driver CPC. It is a good safety mechanism, but we might be able to do something, although significant changes would require primary legislation at this time.
Lord Carrington of Fulham (Con)
My Lords, has my noble friend heard the stories about considerable delays in renewing HGV licences for drivers? There seems to be a problem with the DVLA’s processing of renewal applications. Will my noble friend look at the problems in the DVLA and try to speed up the process? That would have a big impact on the number of drivers available.
Baroness Vere of Norbiton (Con)
That is an excellent point. I spoke to the DVLA only this afternoon, and indeed the Secretary of State and I asked it to prioritise provisional vocational licences quite some time ago. One thing that people must realise, if they are waiting for renewal of a vocational licence, is that under Section 88 it is highly likely that they would still be able to drive even though their licence has not been renewed. If your application has been done—if it is in and it is correct—under Section 88 you can still drive. We need to get that out there. I completely take my noble friend’s point, though, and we are in very frequent discussions with the DVLA to see how we can get as many licences through the system as possible.
Electric Vehicles
Lord Carrington of Fulham Excerpts(4 years, 3 months ago)
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Baroness Vere of Norbiton (Con)
Of course we want greater compatibility in charging points, but what we are not going to do is set out in regulations right at this moment in time to define exactly what a charging point needs to look like. We need to let the market work together because, after all, it is in the interests of those supplying the charging points that the highest number of people can use them. We are working in a collaborative fashion in order to achieve the sort of compatibility that we want to see in the future.
Lord Carrington of Fulham (Con)
My Lords, I refer the House to my interests as set out in the register. Does my noble friend agree that one of the principal reasons that people are hesitating to buy electric cars is because they have doubts about the performance of batteries? What are Her Majesty’s Government doing to encourage research into battery performance and to ensure that the technology and production of batteries is within the UK, not concentrated in China?
Covid-19: Walking and Cycling
Lord Carrington of Fulham Excerpts(4 years, 6 months ago)
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Baroness Vere of Norbiton [V]
It is great to hear about the good work being done in Northern Ireland by the Minister for Infrastructure on cycling. I assure the noble Baroness that the department is in regular contact with Ministers across the devolved nations to share information during the Covid-19 pandemic. My officials in the department’s walking and cycling team regularly meet with colleagues from Scotland, Wales and Northern Ireland to share best practice, as she suggests, and the lessons learned.
Lord Carrington of Fulham (Con) [V]
My Lords, I am sure that we all agree that those who can cycle should, but many people cannot ride bikes. Does my noble friend agree that cycle lanes are a good thing, but not if they hold up buses, increase pollution by causing traffic jams and displacing traffic to side roads, and, often, require the felling of trees in our cities? Does she further agree that it is not just the safety of cyclists which has to be considered but the safety and transport requirements of those who cannot cycle?
Baroness Vere of Norbiton [V]
I reassure my noble friend that well-designed cycle lanes do not increase congestion. Local authorities are required to follow technical guidance on cycling infrastructure design as well as road space allocation guidance, which ensures that the views of local cyclists and drivers are taken into account.
Motor Vehicles (Tests) (Amendment) (Coronavirus) Regulations 2020
Lord Carrington of Fulham Excerpts(4 years, 7 months ago)
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Lord Carrington of Fulham (Con)
My Lords, I declare my interests as in the register.
We understand perfectly the reasons for these regulations. At this time, it is important that we remove as many burdens from people as possible and ensure that no one is forced into contact with others if it can be avoided. However, I wish to point out a couple of problems. I support the regulations but we will need to get MoT stations back to normal operation as soon as possible.
My first point concerns safety. It goes without saying that maintaining mechanical and emissions standards for motor vehicles is safety-critical for all road users and for reducing air pollution, which has been one of the few benefits of the present crisis. MoT testing stations play a vital part in this. They are not there to catch the crook or wide boy who wants to drive unsafe vehicles on the road, although they have a part to play here. The overwhelming majority of vehicles that fail their MoT do so because they have faults that their owners were unaware of. For instance, a six-month delay in getting an MoT test means that some faults, for example in brakes that were fine 18 months before at the last test, are now dangerous. The MoT test is set up to ensure that the brake pads are thick enough to last for 12 months of normal usage of that vehicle— 18 months may remove that safety margin.
The second issue concerns the nature of MoT stations themselves. Outside Northern Ireland, they are overwhelmingly small businesses set up as small independent garages specialising in MoTs. They are sometimes part of repair garages, because the repair garage is fed from the work generated by the MoT testing. If you find that your car has failed the MoT on something minor such as a faulty brake light, it is often convenient for the vehicle owner to get a quote from the garage doing the MoT and get the MoT done quickly on the spot if the price is right.
By delaying MoTs for six months, we take out six months cash flow from these small businesses; many will not survive, regardless of government loans and furlough schemes. This could lead to a shortage of MoT stations in future, which are not easily replaced because of the technical skills required to carry out MoTs and the licensing to ensure that they are carried out correctly. While this regulation solves our pressing problems at this time, the shorter the time that MoTs are delayed the better, for the sake of us all and of the small businesses involved.
London Underground: Industrial Action
Lord Carrington of Fulham Excerpts(10 years, 9 months ago)
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Lord Carrington of Fulham
To ask Her Majesty’s Government what assessment they have made of the impact on the economy of the industrial action on the London Underground in February.
The Minister of State, Department for Transport (Baroness Kramer) (LD)
My Lords, the Government have not made such an assessment. Responsibility for London Underground, including industrial disputes, is a matter for the Mayor of London and Transport for London. The industrial action last month was regrettable and will undoubtedly have had a significant economic impact, but there is no straightforward or standard way of quantifying this.
Lord Carrington of Fulham (Con)
I am grateful to my noble friend for that response. Does she agree that the major damage caused by the strike was not monetary, but in terms of the aggravation, frustration and inconvenience caused to the poor benighted citizens of London? This raises the question of whether it is not time to reconsider whether strikes in public sector monopolies should be made illegal, or at the very least whether trade unions should be required to get a vote of two-thirds of the workforce in favour of action before calling a strike.
Baroness Kramer
My Lords, I join in celebrating the heroism of Londoners in coping with such situations, which are very stressful and inconvenient. Last autumn, the Department for Business, Innovation and Skills announced a review of industrial disputes, and we hope to hear more detail on that shortly. At this moment in time the two sides in the London Underground issue are in negotiation and are due back at ACAS on 4 April. I think that this is a good time not to pour petrol on flames.