Passenger Railway Services (Public Ownership) Bill

Debate between Lord Hamilton of Epsom and Baroness Brinton

Committee stage
Wednesday 23rd October 2024 Lords Chamber

[Lord Hamilton of Epsom (Con)]

My Lords, I must first apologise to the Committee: I was not here for the Second Reading, because transport has never been my top priority in terms of matters that come before your Lordships’ House. Technology has been much more important to me, and it struck me that technology, which is advancing at an incredible pace—its capacity is doubling every two years—affects transport systems almost more than anywhere else.

We think here of the driverless cars that are being trialled at the moment, mainly in the United States, with a certain amount of success. The amount of money that the big tech companies in the United States can put into this means that we are going to get driverless cars within the foreseeable future, and that is going to completely revolutionise the whole business of how our cities operate. The price of taking taxis from A to B is going to come right down, which will affect car ownership. It will mean that people give up owning cars, which are getting more and more expensive, and will rent them for long journeys. At the same time our streets will be much emptier and it may well be, with the introduction of electric cars at the same time, that we reduce the pollution in our cities as well. This is coming whether we like it or not, and we must accept that technology is moving very fast and is going to have an enormous effect.

Driverless cars are tomorrow’s technology. Driverless trains are yesterday’s technology; we already have driverless trains. The Docklands Light Railway, which operates over 24 miles in the East End of London, was introduced in 1987. That is the sort of technology that our new train operators should be thinking of when they start running trains and taking up new contracts. If they do this, it will mean that we can start lowering the costs of operating trains.

I have to say that the history of this is not very encouraging because trains were introduced on new lines on the London Underground, and such was the trade unions’ opposition that those proposals were dropped and they are still driven by operators. This is not encouraging, but we have to look at the whole situation. There will be a lot of opposition to introducing new technology, and the result will of course be that passengers pay much more for travelling by public transport systems operated by people who need not be there.

We have to think now about where technology is taking us in the future. How are the Government going to resolve the conflict with the trade unions, with which to date they have decided on enormous pay increases for driving operators, when in the near future we are possibly not going to need those people at all? Do the Government stand up for the passengers and lower fares, or will they stand up for the wages of train operators who are not actually needed because technology has taken over their jobs?

The same also applies to passenger aircraft—in most airports around the world, ground control can now take off and land virtually any large passenger aircraft. Of course, people feel much more reassured by having a pilot in the seat. On the other hand, I can see the low-cost airlines coming along quite soon and saying, “Well, if you travel in a pilotless aircraft, we will actually lower your fare”. People will then have to decide whether they are prepared to trust the technology.

The basic story still applies: the amount spent on research and development by the big-tech companies is so great that it makes anything that the Government can spend look like chicken feed. At the end of the day, they will iron out the technological problems, and the safety issues will be resolved. At that stage, we will want to see the dividend that comes with that: the cost of travel coming down. The Government will have to decide whether they back the trade unions or whether they want to see cheaper travel for customers.

[Baroness Brinton (LD)]

I will briefly respond to the proposals from the noble Lord, Lord Hamilton, and ask both him and the Minister some questions. I will not say that the recent BBC drama “Nightsleeper” should give us cause for alarm—the issues are very different—but the noble Baroness, Lady Randerson, possibly the noble Lord, Lord Ranger, and I were heavily involved in the then Automated Vehicles Bill during its passage through your Lordships’ House earlier this year. Some of the questions I will ask now I asked in the debates on that Bill, too.

First, this is not just a question of having no driver, because there has been a push to remove from trains staff other than the driver, whether it is an old-fashioned-style conductor or a train manager. I wonder how on earth the emergencies that cannot be predicted, either by software or by people driving the train remotely, can be resolved. Should those emergencies on the line happen at very short notice and the train has to stop, how are people to get off? This is the point at which I start to talk about those who need assistance. If you do not have any staff on the train, how do you get people off who cannot clamber down and follow the side of the track? The reassurance of having staff on the train in that situation makes me feel confident that, if there were an emergency, I would be able to get off.

The other key role of staff on a train, whether a driver or train manager, is to help when things go wrong. That could include trying to handle people who are behaving very badly, sometimes breaking the law, by alerting British Transport Police. It might include times when assistance goes wrong, such as trains not stopping at volunteer stops. We still have those; there are some between Salisbury and Bristol, where you have to give advance notification if you want to stop at a particular station. As someone in a wheelchair, I would be in real trouble if the train did not stop—and there would be nobody I could notify. Also, if you arrive at a station where there is a planned stop and you were expecting to get assistance, but nobody is there, other passengers would not know how to get the ramp out of the train, and they would not have the keys to do it. I am very concerned about those circumstances. If there are thoughts about having automated trains, the practical side of how passengers interact, particularly vulnerable passengers, concerns me.

Secondly, the Docklands Light Railway is an interesting example, and we see similar driverless trains in many airports around the world. That is fine, but I have some concerns about the concept at this stage. If our railways—the actual rails and their surrounds—are built before the plans for automation, there will be consequences for driverless trains when trees fall down at the last moment and children run across the line. You cannot manage those circumstances without a driver who can pick up an alert, respond, tell passengers to brace themselves and let them know where they need to go for support. For me, this is not about unions; it is about passenger safety. My particular interest is making sure that those passengers—not just disabled passengers but many elderly passengers; look at the demographics—get support from a member of staff on the train.

Retained EU Law (Revocation and Reform) Bill

Debate between Lord Hamilton of Epsom and Baroness Brinton

Committee stage
Monday 6th March 2023 Lords Chamber

[Baroness Brinton (LD)]

My Lords, it is an honour to follow the noble Baroness, Lady Meacher; I agree with everything she said. I also very much agree with the previous speakers, including my noble friend Lady Ludford.

I will make a point in response to the points made by the noble Lord, Lord Hamilton, when he questioned the noble Baroness, Lady McIntosh, on whether her amendments would delay the process and whether that would be a problem. The fundamental problem we have is set out very clearly by the Delegated Powers and Regulatory Reform Committee in paragraph 35 of its 25th report, which quotes from the RDEUL memorandum:

“Overall, the change in status will make it possible to amend or repeal a greater amount of RDEUL using secondary legislation, which will enhance the ability for amending RDEUL more quickly without the need for primary legislation. This is a more proportionate status for RDEUL, as when made it was not subject to the same degree of UK Parliamentary scrutiny as an Act of Parliament or even domestic secondary legislation.”


However, the committee goes on to say that

“RDEUL has a special status because much of it is of considerable significance in policy terms.”

Once again, we have spent most of the last three Committee days discussing issues relating to policy and asking for clarification on when that will be nailed down and understood and when Parliament can look at it before final decisions about the Bill are made.

I return to the question I asked on the first day of Committee: at what point will the dashboard be frozen? After it is frozen, how long will it be before it comes into law? Will it be 31 July, October or 30 December? How do Ministers respond to the issue that Parliament will have to give up a significant role in key policy terms, which is normally part of primary legislation, and which would be moved into secondary legislation under this clause? At the moment, we still do not have an answer as to when Parliament will be able to look at the detail of the dashboard to make decisions on it.

[Lord Hamilton of Epsom (Con)]

Before the noble Baroness finishes her remarks, I would be grateful if she could answer my question: if you delay the implementation of considering this legislation, do you not create greater uncertainty?

[Baroness Brinton (LD)]

It is fairly straightforward. Those of us with extreme concerns about the Bill do not want a Bill passed where time after time people, especially the wider public, realise that regulations have been sunsetted without their understanding of the consequences—and without our own Parliament’s understanding of the consequences. Frankly, that is the one delay that really should be put in place, because we do not know what is going to happen.

European Union Bill

Debate between Lord Hamilton of Epsom and Baroness Brinton

Monday 13th June 2011 Lords Chamber

[Baroness Brinton]

My Lords, I cannot really follow the points of the noble Lord, Lord Deben, on referenda. I disagree with his initial argument, but I support the principle about the people having their say, whether one agrees with it or not. I find it understandable that the noble Lord, Lord Willoughby de Broke, proposed the amendment, given the frustrations that he and his colleagues clearly feel about both the Irish and Danish referendums on treaties in the past, but it seems to me that there are two reasons to oppose the amendment.

In Committee, the Minister made the valid point that it would be very unlikely that two successive referendums would be called, not least for the important political reason that it would be likely to cost the Government of the day dear—assuming that it were the same Government—with a cynical public punishing them for so doing. Secondly, the Bill is not a crystal ball attempting to predict the future, no matter how much the noble Lord would wish it so. The Bill must allow for flexibility for a future Government and this amendment would tie their hands.

There are checks and balances within the Bill: a second referendum would require a second Act of Parliament with the detailed and appropriate scrutiny that comes with that—and that is before the Government of the day would have to start convincing the public of the need for that second referendum. There might be rare circumstances in which a second referendum were relevant—the checks and balances that I have outlined will force politicians and the public to think carefully about returning down the road of another referendum. To ban it completely for three years, or even five, as we looked at in Committee, removes that option for those circumstances which, though rare, are not impossible. There might be changes to the treaty that significantly benefited our country and other member states, which it might therefore be appropriate to consider. Or there might be a financial crisis in the eurozone—as there has been recently—in which the circumstances have so substantially changed that it might be appropriate to go back for a second referendum.

To conclude, the amendment seeks to remove the flexibility and the voice of Parliament and the people should there be a rare but necessary need to consider a second referendum.

[Lord Hamilton of Epsom]

My Lords, I very much sympathise with my noble friend Lady Brinton because it is unlikely that any Government would be brave enough to hold another referendum on the same subject when the country had made it quite clear that it did not want the measure put forward originally. However, to turn to the distaste of referenda generally expressed by my noble friend Lord Deben, presumably that distaste is slightly tempered by the referendum confirming our membership of the European Union. Let us face it, this referendum was put forward by Harold Wilson to solve a problem that he had within his own Labour party and settle the issue for good. Many people—I am one of them—voted in favour of our remaining in the European Union and it seemed to settle the issue for some time after that.