Extraordinary Funding and Financing Agreement for Transport for London

Lord Patten Excerpts

Thursday 9th December 2021 Lords Chamber

[Lord Patten (Con)]

My Lords, it is a pleasure to follow the noble Lord, Lord Davies of Brixton. I will follow his excellent example by also declaring my interest as a resident for the whole working week in London for many years and a regular user of the District and Circle lines and the cheerful 507 bus service from Waterloo.

That said, and to pick up the noble Lord’s last point and the point he made about how important London is to the national economy, I think the Government have stepped up to the plate, keeping TfL running not with Londoners’ money but with more than £4 billion and counting of taxpayers’ money, gathered from all over the country—national money, in other words. So it is to me a considerable paradox that Members of our national Parliament cannot usually put down, say, a Written Question about TfL, because we are rightly told by the Table Office that it is independent and nothing to do with Parliament. Shedloads of money is going into London and TfL, but we cannot even have a Written Question such as the one noble Lords have tried to table in recent weeks on what is happening about the wearing of face coverings in London, because that is said to be something that is not for Parliament. So it is very hard for us to know, on behalf of national taxpayers like me, what is going on within the Bermuda Triangle that seems to me to characterise TfL accountability.

It is clear that the mayor should have done much more about the wearing of face coverings on the London Underground over the last few months and encouraging it. It is equally clear that the mayor and his team have made scant efforts to attend even to the basics in TfL, such as seeing that fares are properly collected and that fare dodgers are reasonably, properly and carefully brought to account. I hope that is something that everyone in this House would agree with.

The money to keep services running is being provided by national taxpayers, so the mayor now needs to show much more leadership and to take more financial responsibility himself. He needs to look at everything that could raise more funds to help run TfL from, for example, road users paying per mile to widening the congestion zone, however unfortunate and unpopular that might be to some, lest we be stuck into infinity with an annual round of campaigning from the mayor to cover up bus signs and shut down Tube lines in a fashion that even the late Dr Beeching would not have dared to do.

All that said, it is pretty obvious to the attentive noble Lord that I am a supporter of the Government in this, so I will save my last word for them. I certainly strongly support the Government—although I might be something of an endangered species, if you read the morning papers. As soon as the latest pandemic threats are evaluated and things get back to whatever the new normal is, I hope that Her Majesty’s Government will adopt an attitude or even a policy of creative courage where they can in order to, without any cost at all, bring passengers back into central and outer London.

One way of doing that is to bring civil servants back to their offices again, as soon as possible, for the good of the nation, London and the Civil Service itself. Bringing civil servants back to their expensive and now too often white elephant office blocks, to seeing and talking to colleagues at the coffee point and to helping and encouraging new joiners; all these things are critically important. To parody the old saying “Get on your bike”, it is more a case of “Get off your Pelotons” at home and get back into the office in the cause of a better Civil Service.

Merchant Shipping (Cargo Ship) (Bilge Alarm) Regulations 2021

Lord Patten Excerpts

Tuesday 13th July 2021 Lords Chamber

[Lord Patten (Con)]

My Lords, I have only three points to make. First, I welcome the eventual bringing forward of these regulations, which have been on the shelves of successive Labour, coalition Liberal-Conservative and Conservative Administrations since 2008. It is good that they have come forward and, as the noble Lord, Lord Berkeley, just said, it is good that no one suffered in the interim. I do not think that legislation should be left to lurk, even in draft form, in the way these regulations have, so I warmly welcome them.

Secondly, I have one positive suggestion to put to my noble friend the Minister who will be winding up this debate. I am not a marine surveyor, nor a marine engineer, and I am ashamed to say that I have never been down a bilge, but the universal vessel to be fitted under these regulations by warning systems and guards of one sort or another is relatively small. There is a serious suggestion that the equipment should include alarm alerts linked directly to the Maritime and Coastguard Agency at times of potential danger for seafarers—perhaps at night or in challenging weather—who might be on the move and not lucky enough to be moored alongside. I would like this to get proper consideration.

Thirdly, I believe that seafarers feel quite voiceless about these issues. The men and women are not listened to; they are well down the queue behind the ship managers and owners, ship insurers, P&I clubs, legal firms and others. They are often heard only by and through the efforts of voluntary organisations and charities. So it was interesting to see in the impact statement in the Explanatory Memorandum, at paragraph 12.1—let it not be said that no one has read these regulations—that there is no significant impact from the regulations on charities or voluntary bodies.

In practice, it is the other way around. These voluntary bodies make a great impact on behalf of seafarers, including those men and women working inshore, dredging or fishing, who are indeed generally voiceless. If it were not for the voluntary organisations, I do not think their voices would be heard much or at all.

The work of voluntary organisations in the maritime world, whether it be with small boats like these or vessels at the other end of the size scale, such as those lumbering container ships or cruise liners, includes always trying to help keep the crew in touch with their families, which is very welcome. We should be thankful that the voluntary organisations do this, as well as helping the crew if they are in need of medical or dental treatment or a dockside chaplain to come and give them counselling.

We are very lucky to have outfits such as the Sailors’ Society, the excellent Anglican Mission to Seafarers and indeed my lot—the Roman Catholic Apostleship of the Sea; they all play their part in helping people in need of help. By coincidence, it was only this past Sunday, two days ago, that the Apostleship of the Sea held its Sea Sunday. It is part of the largest global seafarers’ charity, known as Stella Maris—I know that noble Lords are all accomplished Latinists and will know that that means “star of the sea”. Stella Maris works globally in nearly 60 countries, with many staff at the dockside in some 335 ports, the last time I looked. Many of those are in the UK and deal with small vessels, which may not always be particularly well maintained. They make a real impact. If it were not for the voluntary organisations and the organisations that I have listed—it is a very long list, and I have pointed out only a few of them—I do not believe that the voice of seafarers would be heard. These charities very often listen to the voiceless.

I ask my noble friend and her department, where she does very important work, to do all that is possible to make sure that the Department for Transport decides to ensure that, challenging though it is sometimes, the voice of the average man and woman seafarer is heard, as well as the normal statutory list of invitees—the noble Baroness, Lady Randerson, will remember this from her time in the Welsh Office—who are always wheeled out by civil servants, who say, “We must consult this or that organisation.” We need to consult the people really concerned—the seafarers; I do not think that they have a voice.