Bus Services (No. 2) Bill [HL]

Debate between Lord Moylan and Baroness Pidgeon

Report stage
Wednesday 2nd April 2025 Lords Chamber

[Baroness Pidgeon (LD)]

My Lords, for those who are listening to this debate, my name is Baroness Pidgeon from the Liberal Democrat Benches.

Accessibility and safety have been strong features of the debate, at Second Reading, in Committee and today. I am pleased that the amendments before the House today would help make progress on floating bus stops. I was struck, by the debate in Committee and from discussions that I have had with visually impaired, blind and disabled campaigners, about the accessibility of the bus network. My Amendment 39 is a new amendment that seeks to ensure that all existing floating bus stops or bus stop bypasses are made safe and accessible within a reasonable period. Unlike the amendments that the noble Lord, Lord Holmes, has spoken to, it does not prohibit all floating bus stops, but it does seek to ensure an assessment of the current state of these types of bus stops and a programme to retrofit stops which do not meet the highest safety and accessibility standards.

Floating bus stops tend to be on busy main roads where cycle lanes have been added. They have been designed to tackle a serious issue of cyclist safety, particularly at the point where buses pull out into the main traffic. I want us to remember why this different design of bus stop was created, with absolutely the right intentions: to help prevent collisions with cyclists, and deaths, on these busy main roads. Clearly, in some locations, as we have discussed today, they have not been designed in a way that keeps everyone safe. Bad designs that mean passengers have to board or disembark a bus from or directly into a cycle lane are not acceptable. We have all seen good examples of this infrastructure—and bad examples.

This amendment seeks more detailed guidance, which would ensure that cyclists were kept safe and that blind, visually impaired and disabled passengers were safe and able to access bus services. I hope that the Minister supports this aim. I have met representative groups and received correspondence from different sides of this debate. One thing that unites everyone is the need to ensure that these types of bus stops are designed to the highest possible standards of safety for all users. This amendment ensures that an assessment of current floating bus stops is carried out within six months and that a retrofit programme is then carried out within 18 months. This is a sensible way forward, which I hope that the House can support. It will ensure progress on this issue, about which we have heard loudly and clearly today.

Since tabling my amendment, the noble Lord, Lord Blunkett, has tabled his own amendments, which I welcome. They would allow progress in the way that my amendment seeks. Therefore, I would like to hear from the Minister whether the Government are minded to accept the noble Lord’s amendments. What assurance can the Minister give the House that the guidance for floating bus stops will be reviewed at pace for all local authorities, that local authorities will have to review their existing floating bus stops, and that there will be a retrofit programme for those that do not meet the guidance—particularly those that we have heard about so powerfully, where the island is just not wide enough and passengers are forced into the cycle lane simply to use the bus?

This has been a passionate debate from all sides of the House and we will all be listening carefully to the Minister’s response.

[Lord Moylan (Con)]

My Lords, my name is Lord Moylan and I am the Conservative Front-Bench spokesman—yay.

The noble Lord, Lord Blunkett, knows that I have the highest personal regard for him, as I do for my noble friend Lord Holmes of Richmond. They both bring a perspective on this issue which I cannot share and do not possess. However, I do know something, from past experience, about the design and management of roads.

The essential problem is, as was stated by the noble Lord, Lord Berkeley, that there are locations where road space is a scarce resource. The way in which we choose to deal with this is by a sort of top-down allocation of uses, so that we say, “This is for the pedestrian, this is for buses, this is for bicycles, and this is for general traffic”. Inevitably, people are left dissatisfied, because these are almost insoluble decisions to make. They are a mixture of managerial and political decisions, and they are fundamentally questions of priority, and those priorities shift over time.

What has certainly been the case is that, in recent years, the priority has shifted substantially in favour of the cyclist. I think that the mood in the House today is that perhaps it is time to look again at the priority that should be given to pedestrians, and particularly to disabled pedestrians. For that reason, I will say that, while we do not object to the amendments in the name of the noble Lord, Lord Blunkett, if my noble friend Lord Holmes of Richmond chooses to test the opinion of the House on his Amendments 36 and 38, we will support him.

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[Baroness Pidgeon (LD)]

My Lords, I thank the Minister for these important amendments, which will ensure that cleaner zero-emission buses will provide bus services right across England. It was an anomaly that my noble friend Lady Randerson spotted before Christmas and raised directly with the Minister. Therefore, I am pleased to see it has been addressed here and that the Minister has acknowledged the part the late Baroness Randerson played.

Zero-emission buses will cut levels of air pollution and boost manufacturing while helping to accelerate the decarbonisation potential of buses. Some 55% of the public have said that they are more likely to travel by bus if they know it is zero-emission; therefore, it is a win-win situation. I thank the Government for responding so positively to our amendments.

[Lord Moylan (Con)]

My Lords, I am sure that the whole House will be grateful to the Minister and acknowledge his decision to accept the recommendation of the Delegated Powers and Regulatory Reform Committee.

In relation to this group, I gave notice to the Minister that there were two questions I was going to ask him, so that I could hear what he had to say at the Dispatch Box before we decided our attitude to these amendments. He has dealt with the first one already. It is very important that he has stated at the Dispatch Box that the measure is to apply to all local bus services, whether franchised, privately operated or run by a local authority bus company that is directly owned and a subsidiary, and that there is nothing here that discriminates against or disadvantages private bus companies. I have heard what the Minister says and I am grateful and glad to be able to note that.

My second was more in the nature of a question, and it is a very important consideration. We have a bus manufacturing industry in this country. We make quite a lot of buses and we are quite good at it. We employ a reasonable number of people in the manufacture of buses. When all buses are going to be zero emission, what assurances do we have that British industry will be in a position to make zero-emission buses in the numbers required, and that the outcome of this measure will not be a flooding of Britain with Chinese or other buses made overseas, to the detriment of good British jobs and businesses?

Understanding the department’s view on where this path is taking us in relation to manufacturing and employment is increasingly to the fore in the minds of people considering the net-zero journey, if I may call it that. So the views of the Minister and the department on that will be of crucial importance to us.

Bus Services (No. 2) Bill [HL]

Debate between Lord Moylan and Baroness Pidgeon

Report stage
Wednesday 26th March 2025 Lords Chamber

[Lord Moylan (Con)]

My Lords, this group consists of three amendments that are sufficiently related to merit being included in one group but are each distinct from each other, and each requires a degree of explanation that, given the hour, I shall try to keep as short as possible, and I hope I will do a sufficiently good job at explaining what their purpose is.

Amendment 9 carries forward the notion of accountability that was contained in Amendment 1 relating to the purpose of the Bill. Amendment 1 related to the Secretary of State. Amendment 9 would place upon a duty upon a local transport authority that was considering embarking on a franchising proposal to make a statement as to what their objectives were in doing so. The franchising process itself is set out in some detail as a result of the amendments here to the Transport Act. I have no quarrel with the process, which is quite elaborate and involves half a dozen steps, including an external audit. It starts when a local transport authority, singly or jointly, decides to start it, and it concludes when that local transport authority decides whether or not to make the scheme. It is perfectly lawful for the local transport authority, having gone through all its process, to reach the conclusion that it should not make the scheme and not therefore proceed with franchising. But at no point does the local transport authority have to say to the public, although it may do as a matter of politics and local communications, what its objective is in doing this, what success is going to look like or what it is trying to achieve. Amendment 9 requires that. I think that is very sensible, and should be welcomed by the Minister, so the public know exactly what their local authority is embarking on and with what purpose.

Amendment 12 relates to the effect of the franchising scheme on incumbent private bus operators, which are companies that have staff and that have to make investment decisions and so forth. It says that, if having gone through that franchising process a local transport authority quite legitimately decides that it will not make a scheme, then it is not allowed to re-embark on the process for another five years. I would be open to persuasion if the Minister were to say that the period should be three years or even two years, but there must be a period of respite for the incumbent private transport operators during which they and their employees know that they can get on with a future, with a prospect, with reasons for investment and know that they are not necessarily going to be taken into a franchise arrangement. Otherwise, they could live in a state of perpetual uncertainty, with all the effects that would have on investment, business planning and staff morale. Amendment 12 intends to prevent that happening. It involves no criticism of anybody and would be the result of a perfectly legitimate outcome of the process as it stands. But it would be an adverse effect if through change of control, which of course does not have to follow an election in a local authority—change of control happens quite often without elections taking place, because councillors defect or change to one side and coalitions change in local authorities—the bus company does not have that period of respite.

Finally, we come to Amendment 13, on which I will listen very carefully to what the Minister has to say. The Bill does not contemplate giving the Secretary of State any power to step in if everything goes horribly wrong. What I mean by horribly wrong is something equivalent to bankruptcy of a local authority. In that case, the Government have the power to send in commissioners to rescue the situation. A situation of perpetual drift and financial incoherence will not be allowed to persist because that would not be good for the local people served by that local authority. Commissioners are sent in, and everything is somehow brought back into order so that services and so forth can continue. What is contemplated in this amendment—and it is carefully worded—is that

“If, due to poor operational or financial management by the franchising authority or franchisees, there is a persistent failure”—

not a bad weekend—

“to deliver a service specified by the contract, the Secretary of State may”—

it is permissive—

“take over the management of the service”.

In exercising this power, he may become the counterparty to the contract and continue to do this until

“a new contract is let, or … another permanent solution is found”.

The Secretary of State should welcome having this power because it is possible for things to go horribly wrong. You can imagine a situation where bus services in a particular area simply collapse and stop running. What is to happen if that was to occur? This gives an answer to that question and gives the Secretary of State the power to step in.

I want to listen very carefully to what the Minister will say because it is just conceivable that he has this power or an appropriate power he can use. I have had the advantage of a brief discussion with him about this beforehand. The Transport Act, which this Bill amends, is a very large document and I do not have the resources of the Government Legal Service at my hand ploughing through it, looking for the necessary power. If the Minister replies that he has such a power and can point it out, my amendment would fall away. If not, it is something that I would want to press and something he, I hope, would welcome. With that, I beg to move.

[Baroness Pidgeon (LD)]

My Lords, the variety of amendments in this group from the noble Lord, Lord Moylan, seem to put even more obstacles in the way of any local transport authority which wishes to introduce franchising or any elected representatives who decide to franchise services. It feels to me that it is even more bureaucracy. These amendments feel like an ideological response rather than a genuine concern about bus service provision.

Local government should have the tools to implement what it assesses is suitable for its area and will be judged on whether it is providing the service that local communities need. Ultimately, the electorate will decide what they think of their services through the ballot box. I do not think we need the Secretary of State to intervene. I have confidence in local government to deliver what is needed for its communities. I am sure the Minister may have a similar viewpoint. I am interested to hear whether the Secretary of State does have a power if it is ultimately needed, but I await the response with interest.

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[Baroness Pidgeon (LD)]

My Lords, my noble friends Lady Pinnock and Lord Goddard have raised, with Amendment 10, the elephant in the room: the adequacy of central government funding to support local bus services. While this legislation has the potential to transform bus services and empower local transport authorities, ultimately money is needed for this. This is not the view just of local and regional government—they would say that, wouldn’t they?—but the bus industry as well. Securing long-term clarity and certainty around funding for the sector—revenue and capital—will help enhance the benefits delivered to local communities. I look forward to the Minister’s thoughts on this amendment.

[Lord Moylan (Con)]

My Lords, I have only two things to say. First, I look forward to the Minister confirming that the Greater Manchester franchising scheme was carried out without any government subvention at all, as the noble Lord, Lord Goddard, explained to the House was the case. It is something of a revelation to me, but of course I may be wrong and I look to the Minister to say whether he was right.

Secondly, I am surprised and saddened that the noble Lord, Lord Snape, whom I see in his place, has not intervened in this debate because, at Second Reading, he was voluble in explaining what we all know: that this Bill will make no difference at all if a very large amount of government money is not made available throughout the country to support it. Yet one listens to the Chancellor today with some sadness on behalf of the country that she has not been able to announce the growth rates she was hoping for, that inflation is higher, that growth rates are lower and that the tax yield is less. Where is this money to come from in these sad circumstances that we find ourselves in?

I do not know whether “elephant in the room” is the right expression, but the Bill is to some degree bogus, and the House is grateful, I am sure, to the noble Baroness, Lady Pinnock, for pointing that out so acutely.

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[Baroness Pidgeon (LD)]

My Lords, this group of amendments is very important and improves the legislation. I am pleased to read the many amendments from the Government, picking up the issues that many of us raised in Committee, for which I am grateful. But far more consultation and engagement with disabled persons and representative organisations is essential as franchising and enhanced partnerships are adopted by local authorities, and as routes are amended or changed and a new way of working settles down.

I am also pleased to see government Amendment 19, which ensures that local transport authorities in England make a bus network accessibility plan. That responds in part to the points raised by my noble friend Lady Brinton in Committee. However, as my noble friend has set out in Amendment 37, we need to take that further; it is essential that we get changes across the bus sector. We hope that the Government respond positively to that amendment.

[Lord Moylan (Con)]

My Lords, the Official Opposition welcome and support the government amendments in this group, and we look forward to hearing what the Minister has to say in response to the very pertinent questions raised by the noble Baroness, Lady Brinton, in relation to her Amendment 37.

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[Lord Moylan (Con)]

My Lords, the Conservative Government maintained a cap on individual bus fares of £2. We pledged in our manifesto—and had we been re-elected we would have put into that effect that pledge—that we would continue the £2 bus cap. I suppose that I do not need to remind noble Lords that the Conservatives did not win the general election last year.

When the cap expired, the current Government replaced it with a £3 cap, with no examination whatever of the effect that might have. We are now in a position, as the months have rolled by, to carry out a review of its effect. We know from studies done independently by Frontier Economics and SYSTRA when the Conservatives were in power that the £2 fare cap delivered significant benefits. The report concluded that the scheme had had a positive impact on bus patronage and had helped to support the cost of living by reducing travel costs. It also noted an increase in the number and proportion of single bus journeys since the scheme began.

It would be a very strange thing indeed if the Government said that they did not wish to know the effects of their own policies. The Conservatives wanted to know, and commissioned reports to find out, what the effects of their fare policies were, but the current Government simply do not want to know. I cannot believe that that it is the response from the Front Bench. This amendment requires the Government to carry out that research and bring it to the House so that we can all understand the effect of this large increase in the bus fares cap. I beg to move.

[Baroness Pidgeon (LD)]

My Lords, we on the Liberal Democrat Benches were saddened that the Government cancelled the £2 bus fare cap. It was an incredibly successful scheme that saw an increase in passengers on buses and made bus travel more affordable. I have an amendment to bring back a £2 bus fare cap scheme, which we will debate next week. I believe it is far stronger than this amendment before us today.

However, I am glad to see that His Majesty’s Opposition are highlighting this issue through an assessment of the scheme. As I said earlier, the key issue here is always the level of funding for bus services and, indeed, the costs to the passenger. If we want more people out of their cars and using buses, we need to ensure that fares are more attractive and services are provided where passengers need to go. I look forward to hearing the Minister’s thoughts on this amendment.

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[Lord Moylan (Con)]

My Lords, in the last week or two, your Lordships’ House has occupied itself extensively with the effects of the increase in national insurance contributions on various parties, often vulnerable and small operations. One of those is the private sector providers of special educational needs transport. They are vulnerable to the increase in national insurance contributions, for reasons that have been spelled out at considerable length in earlier debates on another Bill.

In the end, it seems likely that your Lordships’ House will, with its customary sense of responsibility, give way on the NICs Bill and allow the Government to have their way, and to do so very shortly. After all, in the end, the King’s Government must go on and the King must have supply; it is a financial matter. Fortuitously now, we have in front of us a Bill on bus services, where we have an opportunity to return to the matter—I shall speak only briefly, because it has been well aired—and come forward with a measure which is not financial in character and against which the other place will not claim financial privilege.

Amendment 17A simply calls for an assessment by the Government of the consequences for SEND transport of the increase to and changes in national insurance contributions. Noble Lords will not need reminding that it is not merely the rate that has an effect but the threshold at which the national insurance contributions are payable. In a way, this is the least the Government can offer, after the way in which your Lordships’ House has, as I say, indulged them with its customary sense of responsibility.

We should look at this carefully. This form of transport is absolutely crucial to schools and it is part of the bus service, in the broadest sense. I hope very much that the Government will be able to support this amendment. I beg to move.

[Baroness Pidgeon (LD)]

My Lords, we on these Benches have consistently advocated for sufficient funding to meet the transport needs of those requiring accessible services, particularly those relying on special educational needs and disabilities—known as SEND—bus services. Given our support on this issue, in this Bill and other legislation, we feel it is essential to assess the impact of NICs increases on these vital services.

A review would ensure transparency, protect accessibility for SEND passengers and mitigate financial pressures on operators that could jeopardise these services. Without a proper review, there is a real risk that rising costs could force operators to cut routes or reduce service levels, leaving many SEND passengers without reliable transport. This would undermine efforts to create an inclusive and accessible bus network. A thorough bus assessment would help identify any necessary mitigations, to ensure that SEND services remain sustainable, well-funded and fit for purpose.

Protecting these services is a matter not just of policy but of fairness, ensuring that no one is left behind due to financial pressures beyond their control. We therefore support this amendment and look forward to the Minister’s response.

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[Lord Moylan (Con)]

My Lords, I hope noble Lords will agree that in my speeches so far this evening I have been as brief as possible. This amendment is of some technicality and legally quite complex. Not being a lawyer, I hope that I can get it right and explain it correctly in as brief a compass as possible, but if I go on a little bit longer than I have otherwise, I hope noble Lords will indulge me.

I will start at some distance from the Bill, with European Union procurement law, to which we were subject for so many years. Anybody involved in local government or any departmental procurement will remember that it obliged us to put out to tender any contracts that were above a certain threshold. We had to advertise them and go through what was known as the OJEU process.

At that time in European law, a question arose: what was the situation of a public authority which had set up its own company? Could it award work to a company which was its own subsidiary, without going out to tender? This case, which was called Teckal, went to the European Court of Justice, which determined that in certain circumstances, especially those in which the subsidiary was doing substantially most of its work for the public authority, contracts could be awarded to it without the need for any tendering. So, you have a public authority which has a subsidiary, the subsidiary does most of its work for that public authority, and contracts can be awarded without going out to tender—the Teckal exemption.

Of course, we left the European Union and in the course of time we replaced that procurement legislation with our own Procurement Act, seen so ably through the House, if I may so, by my noble friend Lady Neville- Rolfe. That procurement legislation carried forward the provisions of the Teckal exemption—I do not know whether it is still called that but I am going to call it that because everybody in the procurement universe does—so that the situation I described still pertains in UK law.

The Bill offers to local transport authorities three ways of carrying forward the provision of bus services: through an enhanced bus partnership, through the franchising route, or through establishing their own bus company subsidiary. It is manifest to me, even as a non-lawyer, that a bus company that was established and owned by a local transport authority, which inevitably would provide practically all its services to that local transport authority, would qualify for the Teckal exemption —that is, work would be given to it without going out to tender. I am going to park that for a moment.

Let us now travel to a different part of the Bill, relating to the franchising route. Permission is given to local transport authorities to make initially what is called a “direct award”, which is to give to the existing incumbent bus company the contract to carry out the franchised service without going out to tender. This provision would apply for only a limited period. One understands the Government’s thinking on this: if you are going to adopt a franchise model and you have only one bus company operating, then perhaps you should be able to give it to that company for the sake of continuity and smooth operation and then develop the market later, so that when you next arrange your franchising there is a market into which you can tender. The direct award route is not in itself objectionable— I am not saying that anything in this is objectionable.

I come to the interaction of the two, because the anxiety is that the legislation is so drafted—not deliberately, I imagine, but I will come to that—that it may be possible for a local authority on the one hand to use the route of setting up its own subsidiary bus company: a so-called LABCo, which seems to be the terminology that is going round; I depreciate it as much as I think the Minister does, from the shaking of his head. On the other hand, a local authority could then use the direct award mechanism to give the whole contract to its own subsidiary immediately and without any tendering.

I think the Minister can respond to what I have said by saying one of three things. Fortunately for him, I have given him my own inadequate explanation of this case in advance, so he has had some time to think about it. He can say that I have got the law wrong—he has the benefit of the Government Legal Department behind him, and I have my poor resources, so that may be the answer. He will be able to explain why I have got the law wrong and put the House right as to what the legal position is. That is one thing. He could say that I have alighted upon a loophole and a weakness in the legislation which should be addressed, that he is going to take steps to address it, that my amendment is therefore unnecessary and that something will be done between now and Third Reading. Or he could say words to the effect that I have got the law right, the loophole exists, and he is going to do nothing at all about it. In the last case, I give notice that I suspect I would want to the test the opinion of the House, but in the first two cases, if I was corrected on the law or if the Minister said that he agreed with me on the law and was going to do something about it, then I would of course expect to withdraw my amendment.

I am very interested to hear what noble Lords have to say about this exciting argument that could, for all I know, provoke widespread debate in the House, but I am particularly interested to know what the Minister has to say when he comes to reply. I beg to move.

[Baroness Pidgeon (LD)]

This is a rather technical amendment, as the noble Lord, Lord Moylan, stated, and one about which I have received several pieces of correspondence in the last 24 hours. Although I understand the intent of the amendment, I am not sure that it is actually necessary. I find it hard to imagine that local authorities, which often struggle with capacity and the financial means to deliver, will want to suddenly introduce their own bus company just ahead of awarding contracts directly to this new company. I hope the Minister can clarify the situation and allay any fears.

[Lord Hendy of Richmond Hill (Lab)]

Amendment 20, as the noble Lord, Lord Moylan, said, seeks to prevent new local authority bus companies—I will not say LABCos; I cannot make that work—from being able to directly award franchising contracts using what he described correctly as the Teckal-style exemption in the Procurement Act 2023.

Clause 18 will help to support public ownership where desired by repealing the ban on new local authority bus companies, but the Bill is not prescriptive about the structure of any of those new companies. Local authorities can consider a range of options for structuring a new bus company. One of these options could be to establish a new company as a Teckal company, which would, as he says, allow a local authority to directly award service contracts to that company without the requirement for a competitive procurement exercise at any time.

The noble Lord referred to Teckal as a loophole, but it is part of a much wider landscape of public procurement law, which, as he says, was enacted in the Procurement Act 2023 by the previous Government. Use of the Teckal exemption is complex and subject to challenge, given that it allows contract awards outside the usual controls imposed by the public procurement regime, and specific and rigorous tests are required to use the exemption. Local authorities must be careful to ensure that these companies are within the Teckal parameters if they pursue this option, which would likely require significant funding and investment in organisational capacity and capability, as the noble Baroness referred to. All this means that any local authority looking at Teckal would need to consider very carefully whether this is appropriate for its local context.

Existing precedent for Teckal local authority bus companies in the UK, while limited, is that Teckal has been used only in scenarios where private operators are not interested or fail—for example, as an operator of last resort. For existing Teckal companies, the exemption is utilised only in the event of private operators being unable to do so, rather than as the default option for providing local bus services. Teckal is open to all public bodies that own any type of commercial company; it does not apply only to local authorities, only to local authority bus companies, or only to transport companies. Removing Teckal as an option only for new local authority bus companies would be an unusual—and, I believe, unnecessary—departure from the status quo around existing procurement legislation. As it stands, there does not appear to be a compelling reason to isolate new local authority bus companies as the only type of public company that cannot use Teckal, and no evidence has been provided to support what would be an extraordinary diversion from established procurement rules.

My department plans to publish guidance on local authority bus companies after the Bill comes into force, which will address the use of the Teckal exemption. We will of course work very closely with stakeholders when developing and drafting the guidance to help ensure that the exemption, if used, will not be about local authority bus companies having the upper hand over the private sector but about genuinely improving bus services for local passengers in that area. I therefore hope that the noble Lord can withdraw his amendment.

It might be convenient if I briefly move on to Amendments 21, 22 and 23, tabled in my name, which are also about helping to provide a level playing field between new and existing local authority bus companies. Clause 18 gives all local authorities the freedom to set up a new bus company if they choose to. Under this clause, new companies are not subject to restrictions regarding how they might secure funding or financing. This is at odds with the five existing local authority bus companies that are. Restrictions, as set out in the Transport Act 1985, mean that the existing local authority bus companies are unable to access private finance, which creates inconsistencies. My department has engaged extensively with stakeholders while developing the measures for this Bill and feedback has been strongly in favour of greater parity between how new and existing local authority bus companies can finance their operations.

The amendment will remove restrictions on existing local authority bus companies accessing private borrowing, if they are doing so for the purposes of, or in connection with, providing local services. As I have mentioned, this will help to provide a level playing field for both new and existing local authority bus companies. It will provide greater choice for local authorities in how they potentially fund a local authority bus company, which will give them more freedom to achieve ambitious and far-reaching improvements to local bus services. Amendments 21 and 22 are consequential to Amendment 23.

I finish by saying that I do not believe that there is likely to be a large-scale establishment of new local authority bus companies, but the powers contained in this Bill are necessary because, frankly, the bus market is not what it was. There is not much competition in some areas, and in others there is none. In those cases, a new local authority bus company might well be the way in which a local transport authority seeks to provide bus services in the future. It would be, as a postscript, a fitting riposte to some of the excesses of previous eras of competition in bus companies. I will not repeat it now, but if noble Lords were to look at the sorry story of the Darlington bus wars, where a perfectly satisfactory municipal bus company was reduced to being put into liquidation by the predatory activities of private companies, they would see why there might be some interest in local authorities to set up new local bus companies in the future. There might even be a little interest in using Teckal to do so.

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[Baroness Pidgeon (LD)]

My Lords, I am pleased to see these amendments from the Government around the issue of data transparency and the use and processing of personal data relating to the bus sector. I am assured by the Minister’s introductory remarks on this group of amendments.

[Lord Moylan (Con)]

My Lords, we have no objection to these amendments.

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[Baroness Pidgeon (LD)]

My Lords, this Bill has been about bus services outside the capital, yet at this stage there is suddenly a lengthy amendment about London and giving Transport for London the powers it needs more easily and effectively to support by-laws on London buses. The Minister has provided clarity on this and the other government amendments in this group; they have provided the assurance needed, and we are content with them.

[Lord Moylan (Con)]

My Lords, we have no objections.

Bus Services (No. 2) Bill [HL]

Debate between Lord Moylan and Baroness Pidgeon

Committee stage
Thursday 13th February 2025 Grand Committee

[Baroness Pidgeon (LD)]

This group of amendments is really important, because training is an essential part of this new move to different models for providing bus services across the country. I particularly wanted to highlight the important amendment from my noble friend Lady Pinnock, because local transport authorities will be taking on significant new powers. We must not underestimate that, and it will be vital that their staff, stakeholders and members who sit on the authorities have a comprehensive training package, so they understand the legislation, framework and landscape—and accessibility and what that truly means, as the noble Baroness, Lady Grey-Thompson, rightly highlighted. I liken this to thinking about planning and licensing requirements and what has transformed local government over the last couple of decades in terms of training and the quality of decision-making in that space: we need to look at this in a similar way. I really hope the Minister will respond positively to these amendments.

[Lord Moylan (Con)]

My Lords, I am grateful to those who have spoken in this short debate. I have great sympathy with what the noble Baroness, Lady Grey-Thompson, said, as she knows. We will support her in her continuing campaign, and that of the noble Baroness, Lady Brinton, and my noble friend Lord Holmes of Richmond, to put the case on behalf of disabled people for proper consideration in relation to public transport services.

I was mildly tickled by the proposal from the noble Baroness, Lady Pinnock. One of my deep concerns, which I have tried to express in as gentle a way as possible throughout this Committee, has been the adequacy and competence of local councillors to take on the role envisaged for them by this Bill. I had not imagined that a vice-chairman of the LGA should give such ringing endorsement to my concerns, to the point where she actually said that training should be mandated by statute for those who will take part in making those decisions. We are at one on this in our concern.

None the less, I am not entirely sure—here I suspect that I will sound a bit like the Minister, and I speak as a former local councillor—that the idea of a statutory training programme in this area would be appropriate. There is a false analogy with training for the exercise of planning and licensing functions, because those are almost invariably what are referred to as quasi-judicial functions that relate to individuals making applications relating to their property, business, premises or whatever. They need to be taken in an appropriate legal framework, rather than a political framework. It is appropriate that councillors are given training in that legal background where they are called on to make those decisions.

The sort of decisions that will be made here are not in that category, so I wonder whether this approach is necessary. In fact, even it were appropriate to have statutory training, I would not have training on the provisions of this Bill, which is what the amendment calls for but, rather, training of the sort that perhaps the noble Lord, Lord Snape, could provide: training in how to run a bus company and make the hard, crunchy decisions that you will be confronted with about how to manage your resources in a way that maximises your revenue while allowing you to provide as many, but not necessarily all, of the socially important services that you would like to provide. Those are the hard, crunchy things that people will need to be trained in, rather than understanding the legal background provided by this Bill.

In a way, I am delighted to find myself holding hands with the noble Baroness, Lady Pinnock, on this topic, but I am not sure that I can support her on the wording of this amendment.

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[Baroness Pidgeon (LD)]

The noble Earl, Lord Effingham, has raised some serious concerns and this group of amendments picks up a point raised at Second Reading by my noble friend Lady Harris of Richmond. She described the ongoing situation with school bus services and pupils with special educational needs in North Yorkshire, and the terrible impact it is having on families and children. It is vital that bus services support children attending school and college, whether within their local authority area or further away, which is often the case with specialist education provision. This is an area of much concern. I hope the Minister is able to provide some assurance in response to this group of amendments.

[Lord Moylan (Con)]

My Lords, I heartily endorse the comments made by my noble friend Lord Effingham and the support given by the noble Baroness, Lady Pidgeon. To be crystal clear, the fundamental issue is not the increase in national insurance rates as such, but the reduction in the threshold at which national insurance becomes payable.

Many of the people who drive special educational needs buses are part-time semi-volunteers. They may be working a few hours in the morning and a few hours in the afternoon, and their overall salary, as things currently stand, brings them in below the level at which national insurance contributions are payable. That is approximately £10,000 a year; I am using a very rough figure there, as I do not have the actual figures at hand. The Government’s proposal is a reduction to £5,000 a year of the point at which national insurance contributions become payable—again, an approximate figure. It is that reduction which brings these people within scope of national insurance contributions, which is potentially fatal to the operation of many of these services. They will simply not continue. The best that can be hoped for would be a more expensive service, after a lengthy period of retendering and disruption, in which maybe the same or maybe different operators are providing a more expensive service to the local education authority in many cases.

Separately, there is also the question of private schools and putting VAT on the bus services they provide, which would be bizarre because no other form of transport is subject to VAT, as far as I am aware. It is one of the consequences of the Government’s vindictive action against private schools. But the SEND issue is not simply about private schools; it is about the whole range of schools, and it is crucial that it is resolved soon.

Bus Services (No. 2) Bill [HL]

Debate between Lord Moylan and Baroness Pidgeon

Committee stage
Tuesday 11th February 2025 Grand Committee

[Lord Moylan (Con)]

My Lords, I move that Clause 18 do not stand part of the Bill. I also wish to move that Clause 19 do not stand part of the Bill and, with your Lordships’ permission, I will speak briefly to both clause stand part notices at the same time and once only.

Clauses 18 and 19 are concerned with information that is to be extracted from local transport authorities but also from bus operating companies. I am perfectly happy with the notion that we should try to have as much information in the public domain as possible, and of course I do not intend—as I think noble Lords will understand—that these clauses should disappear entirely. This is a probing amendment, so to speak, to try to find out exactly what the Government think they are doing in this regard. I will speak very briefly to them.

First, quite a lot of the information being sought here, not least on the costs of particular routes and the revenues per route, would be commercially sensitive and belong to a particular company. The fact that Clause 19 allows that to be published in the name of the company is significant. These companies may well be operating a route for a particular local transport authority and another route in an adjacent area, very close by, in an entirely commercial sense. The information sought of them can have real commercial consequences. Nothing here assures me that the Government are respecting companies’ entitlement to have their commercial information protected in what they propose.

There are some difficulties in requiring this information. Having had a long association with the board of Transport for London, I am trying to think of a bus route in London where TfL could produce its cost and the revenue from it just like that. That is not entirely how bus services operate normally. Perhaps revenues do, but costs come down to a lot of questions about allocations that can be highly contentious.

Quite apart from the difficulty of extracting this information, the main purpose in these two Motions that the clauses do not stand part of the Bill relates to the protection of commercial confidentiality, to which private companies are entitled. There are circumstances in which one can imagine private companies choosing not to bid because their existing business would be threatened by the information they would be required to produce about particular routes. It is important that the Government should be clear about their intentions, what they expect and how they will protect that information, before we proceed with these clauses as drafted.

[Baroness Pidgeon (LD)]

I was rather surprised to see these latest amendments, which seek to remove whole clauses from the Bill.

[Lord Moylan (Con)]

They are probing.

[Baroness Pidgeon (LD)]

If I can continue without being heckled, I am assured that they are probing and that the noble Lord does not want to see these clauses completely removed. He has raised an interesting point about commercially sensitive data. As we know, in running a transport network, data and information are absolutely crucial and transparency is key. All this helps us improve services, so I will be interested to hear the Minister’s response, particularly around commercial sensitivity.

[Lord Hendy of Richmond Hill (Lab)]

My Lords, I will respond to the noble Lord, Lord Moylan, and the noble Baroness, Lady Pidgeon, on Clauses 18 and 19.

On Clause 18, there is currently no one single source of information for passengers about bus service registrations or similar information about services that operate outside traffic commissioner-administered areas. Information on local bus services is fragmented, and this clause seeks to improve this state of affairs. As such, it enables the Secretary of State to make regulations requiring franchising authorities to submit information about services operating in their areas. This information will be similar to that provided on the registration of a service with the traffic commissioner, and it will be provided to the Secretary of State.

Together with Clause 17, Clause 18 lays the groundwork for a new central database of registration information, bus open data and information about services operating outside traffic commissioner-administered areas. This will provide passengers with a single source of information about local services. It is important to clarify that this provision does not reinstate the requirement for franchised services to be registered with a traffic commissioner. Rather, it provides the power to require franchising authorities to provide information to the Secretary of State, thereby enabling its inclusion in the new central database.

In addition, Clause 18 broadens the categories of data that the Secretary of State may collect regarding local services and the vehicles used to operate them. This power extends to gathering information from franchising authorities concerning franchised services and allows the department to collect additional data aimed at improving transparency within the sector. It might be said that the clause would answer the earlier intervention from the noble Baroness, Lady Brinton, about whether all buses actually conform to the PSVAR regulations and, therefore, it would be useful in that respect, too.

Crucially, Clause 18 also empowers the Secretary of State to collect data that will support the monitoring of local service operator performance and assist in the effective exercise of ministerial functions. That might include, for example, information relating to the costs associated with operating a service and the number of staff involved in its operation. I hope that explanation is sufficient to allow the noble Lord, Lord Moylan, to withdraw his opposition to the inclusion of the clause.

On the noble Lord’s opposition to the inclusion of Clause 19, the clause works in tandem with Clause 18 to support greater public transparency, and thus accountability, over local bus services. While Clause 18, in part, provides for greater information collection going forward, Clause 19 ensures that equivalent historical information already held by the department can be published. The clause achieves this by amending the Statistics of Trade Act 1947 to insert two new sections to enable the publication of existing operator-level bus data. It also provides for the Secretary of State to give notice to industry prior to the publication of such data.

Section 9 of the Statistics of Trade Act requires the consent of individual undertakings before information identifying them can be published. The newly inserted Section 9B disapplies Section 9 of the 1947 Act in relation to information about relevant local services that has been collected under Section 1 of that Act from PSV operators’ licence holders, or their representatives. This disapplication applies during a qualifying period, beginning on 1 May 2015 and lasting until the day when this clause of the Bill comes into force. Disapplying the requirements in Section 9 will allow the department to publish operator-level information collected during the qualifying period, even in cases where consent cannot reasonably be obtained from the large number of individual operators concerned. That point is crucial. The requirement to obtain consent from each individual operator would result in inconsistent data provision. This, in turn, would mean some communities not having access to the same level of information about local bus services as others, or indeed equivalent information for all services within a single community.

The newly inserted Section 9C requires the Secretary of State to publish a notice specifying the information intended for publication at least 30 days in advance, and further details the locations where such notices must be published. These provisions will enable the timely and transparent publication of operator-level bus data, improving access to information while maintaining appropriate safeguards.

Although the noble Lord, Lord Moylan, is of course right that in a commercial undertaking, this information might be considered commercially confidential, it is also essential for the local transport authority representing the users of these services to be able to access such information in order correctly to plan bus services in their areas, for the benefit of all the people who live there. That is the justification for this clause, so I hope he will accept it and withdraw his opposition to it.

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[Lord Moylan (Con)]

My Lords, a small number of amendments here in my name relate to zero-emission buses. I am concerned that the requirement for them is being imposed with excessive harshness and cliff-edge characteristics upon the bus industry. Amendment 47A, which I will talk about first, creates a form of exemption—a continuation that local transport authorities can put in place, particularly for rural services and in locations where battery-powered buses would be inappropriate because the distance that the rural service is running might be more than it could sustain. Generally, it might be appropriate in some rural areas to continue running diesel or hybrid buses for a further period beyond the cut-off that the Government envisage. That would be a relaxation of the requirement and would be welcomed in many parts of the country.

Amendment 47 provides a similar consideration on a broader basis—again, I am not being excessively harsh about all this. Amendment 48A requires the Government to justify their policy on public health grounds by publishing data in relation to the sorts of improvements—particularly air-quality and noise-pollution improvements—that they expect to achieve, for the travelling public and local people, with the changes that they envisage in relation to net-zero buses.

It would be helpful if the Government could take an approach that was a little less ideological and more tailored to what might suit particular areas and populations. I beg to move.

[Baroness Pidgeon (LD)]

Amendment 48 is a small but important amendment picking up on a potential anomaly within the Bill. It is something that Baroness Randerson flagged with us before Christmas. The Bill is clear that it wants to see cleaner zero-emission buses providing bus services across the country, and that is something that I would have thought the majority of noble Lords would support. However, this requirement does not seem to cover mayoral combined authorities. This amendment, therefore, seeks clarification from the Government on whether the provisions of new Section 151A on zero-emissions vehicles also apply to mayoral combined authorities. If not, this amendment should be agreed to ensure that every authority is covered.

Transport is a significant contributor to pollution in the UK. In 2021, transport was responsible for producing 26% of the UK’s total greenhouse gas emissions, and the majority of those emissions come from road vehicles, which account for 91% of domestic transport emissions. Getting more cars off the road and more people using quality bus services is essential, as is ensuring that those bus services are as environmentally friendly and zero-emission as possible. I hope that the Minister can provide clarity in this area and put on record today clarification about the subsection at the bottom of page 29, which states:

“The date specified under subsection (2)(b) may not be before 1 January 2030”.


Those I have been talking to in the bus industry are concerned and I think are misunderstanding what is meant by this. Some clarity on the record would be helpful for all concerned.

[Lord Hendy of Richmond Hill (Lab)]

My Lords, these amendments cover zero-emission buses, as the noble Lord, Lord Moylan, and the noble Baroness, Lady Pidgeon, have rightly said. The restriction on the use of new non-zero emission buses will not take effect any earlier than 1 January 2030, but the clause places a restriction on the use only of new buses. The noble Baroness is right to raise this issue; I myself have heard some misapprehension about what this actually means. It is about new vehicles, and the flexibility to determine when to replace diesel buses with new electric buses will remain, because if the date were to be 1 January 2030, all vehicles in service on 31 December 2029 would be able to carry on in service.

I will shorten the speech I have been given because it replicates some arguments about the use of electric vehicles, but it is common ground between all those who have spoken on this issue today that the operation of zero-emission buses is a really good thing. I do not think we need a complete assessment from local transport authorities. The important point that the noble Lord, Lord Moylan, made is that there are circumstances in which there can be some further exemptions. In fact, the Bill already provides for the Secretary of State exempting certain vehicle types or routes from the restriction. That is the proposed amendment to the Transport Act 2000, new Section 151A (3)(c), which states:

“The Secretary of State may by regulations … specify local services or descriptions of local service in relation to which subsection (1) does not apply”.


There is a considerable flexibility here, in particular the recognition that there may still be services where zero-emission buses at the date at which the Secretary of State sets may not for some reason be capable of operation. However, I hope the noble Lord recognises, as I think the noble Baroness, Lady Pidgeon, does, that this is generally seeking to do the right thing in respect of air quality and local bus services.

Amendment 48, tabled by the noble Baroness, Lady Pidgeon, probes the scope of Clause 27. I understand and am sympathetic to the concerns she raises. The clause will apply to mayoral combined authorities but as drafted, it will not apply to franchised bus services within such areas. I offer assurance that the Government are actively looking into potential options to address this. I hope to return on Report with an update and, were I to need to speak to the noble Baroness, I hope she would be happy if I did so.

Passenger Railway Services (Public Ownership) Bill

Debate between Lord Moylan and Baroness Pidgeon

Report stage
Wednesday 6th November 2024 Lords Chamber

[Baroness Pidgeon (LD)]

My Lords, our Amendment 7 is about rail devolution, discussed extensively in Committee from all sides of the Chamber. We believe it is really important that this first piece of rail legislation from the new Government not only meets their manifesto commitment to public ownership of the railways but allows further rail lines to be transferred to metro mayors and local and regional authorities where there is a strong case, and a desire, by the locally elected members. Local accountability is key.

I remind the House that we have discussed in detail the huge success of the Overground and the Elizabeth line in London and of Merseyrail in the Liverpool region, and the desire for metropolitan areas such as Greater Manchester to deliver a truly integrated public transport offer, branded under one logo and accountable to the mayor. These not only improve transport but contribute to housing and economic growth. I hope that the Minister can offer some stronger words today about future devolution, not just the limited existing devolved lines. The Minister started to outline this in response to the previous group, and I hope to hear more.

We on these Benches want our railway to become a reliable, fast, cost-effective and efficient service for everyone, with local services run in a way that serves the needs of local areas and local communities. I sensed in Committee that the Minister was listening very carefully to the points that were made, especially given his direct experience in a former role of running and expanding the Overground service in London.

I thank the Minister for his time, since Committee, meeting with my noble friends to discuss our amendments further and the assurances that we would like to hear at this stage. I hope the Minister can today assure the House that, as franchises end and come into public ownership, there will be genuine consultation and discussion with devolved authorities on how future services should look, and indeed on how best to run them—including the option for locally run and accountable devolved rail services, in addition to those already devolved. We believe that this will help bring about the transformation of the railway that is the aim of this Bill. I look forward to hearing from the Minister real assurances in this area. I beg to move.

[Lord Moylan (Con)]

My Lords, I will speak to the amendments in this group, particularly Amendment 12 standing in my name. I have a great deal of sympathy with the amendment moved by the noble Baroness, Lady Pidgeon. Both amendments are aiming at the same thing.

I said earlier today that there are a number of crucial things missing from this Bill: one is staff, and we will come to that, and another is the passenger, and we have dealt with that. The third is the local authorities, the regions, the metropolitan authorities and devolution as a whole. On this side of the House we have always had great aspirations for the powers of combined metropolitan authorities and regional government, and for their expansion. We are largely responsible for promoting and establishing mayoralties in Manchester and the West Midlands, and in other places as well, such as Teesside and so forth. We have done that with a view to expanding their powers, and part of that was to take on a greater role in transport. We are seeing the beginning of that in Manchester with the buses, and Merseyrail is operated by the combined authority.

In doing that, we are coming from a successful metropolitan model, London, which already has many of these powers. As far as we can make out, these powers, where rail is concerned—not buses—are effectively to be closed down where they do not already exist. They will not be expanded further—the Minister has been quite clear about that—and we will not see the growth of rail on a metropolitan basis.

My Amendment 12 is simpler than that advanced by the noble Baroness, Lady Pidgeon. It would require a preliminary report that outlines the proposed framework in which Great British Railways is going to communicate with local authorities and regional authorities about passenger railway services. That it is going to communicate is something that the Government have committed to, as the Labour Party document Getting Britain Moving said so. There is going to be a great deal of consultation and involvement on every possible front, but, again, we are told that we have to take all of this on trust—that none of this will become manifest until we see the great rail Bill that will come in the future, with a bit of consultation but without seeing a proper text in advance for pre-legislative scrutiny.

We are trying to get it established now, as a principle at least, that the Government can initiate these communications before that Bill comes into effect. They can set up structures that allow those communications to take place; this amendment requires the Government effectively to do that.

If the Minister cannot agree to the precise amendment tabled by the noble Baroness, Lady Pidgeon, I very much hope that he will at least be able to agree to my amendment, which asks him to get those structures—which he envisages happening—in place as soon as possible, so that local authorities and the relevant regional authorities can be involved.