Industrial Action on the Railways
Viscount Younger of Leckie Excerpts(1 year, 10 months ago)
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Baroness Vere of Norbiton (Con)
Well, that is marvellous; I have only just started my response, so if the noble Baroness could just hold her horses, that would be brilliant. Let us get back to the questions that she asked and indeed to the Government’s Statement. At face value, it is indeed the case that the current Rail Minister and her predecessor have met the unions in the past to press the need for reforms, and to outline the reforms set out in the Williams-Shapps plan for rail about the establishment of Great British Railways, changes to terms and conditions, modernising railway and creating this fantastic thing that we all want. But this was not part of the negotiations, because the negotiations are between the employer and the unions, as they have always been. That does not mean that the Government do not take great interest in the negotiations—we want to see an increase in pay—but it has to be done fairly, between the passengers, the taxpayer and the workers.
There are working practices that need to change. I am sure that all noble Lords will have heard of some of them, and I suspect that some have thought, “Yeah, it does need to change”. The noble Baroness, Lady Smith, asked about job losses. Over the course of the Covid pandemic, any job losses that have happened to date have been voluntary. A very successful voluntary severance scheme was launched in October 2021. There were 5,000 applications for that scheme—I am sorry, would the noble Baroness like to intervene?
Viscount Younger of Leckie (Con)
My Lords, we should let the Minister respond, as is the way that it should be on a Statement.
Baroness Vere of Norbiton (Con)
The noble Baroness was mumbling, and I was desperate to know what she had to say.
Lord Davies of Brixton (Lab)
My Lords, I the interesting part of the Statement was, as someone said, its tone, which I think was accurately reflected in the Minister’s delivery to the House. There is clearly no intention from this Government to achieve a settlement. They have convinced themselves that it is in their interest to wind up the issue, reflected in the ministerial Statement in the use of terms such as “union barons”. This strike was because of the frustration among the membership of the unions involved; a massive majority of the entire unionised workforce was in favour of taking action. This is not down to the leadership; it is down to the members and their dissatisfaction. When the Minister comes and reads us a Statement that is more like a Daily Mail op-ed on a bad day, it demonstrates the Government’s total lack of interest in achieving any settlement.
Viscount Younger of Leckie (Con)
Sorry to interrupt the House again, but I urge Peers to keep their questions succinct to allow more Back-Bench questions to be asked.
Lord Davies of Brixton (Lab)
Does the Minister understand that part of the reason for this discontent is the Government’s intention to wind back on the pension schemes that cover the railway staff? The Government make policies to make people’s pensions worse; that is part of the problem. Does she understand that?
Travel Disruption at UK Airports and Ferry Ports
Viscount Younger of Leckie Excerpts(1 year, 10 months ago)
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Viscount Younger of Leckie (Con)
My Lords, I am sorry to interrupt, but the noble Viscount, Lord Stansgate, is next.
Lord Kerr of Kinlochard (CB)
My Lords, the noble Lord, Lord Davies, asked all the right questions, and I greatly look forward to the Minister’s reply—
Viscount Younger of Leckie (Con)
I am sorry, but I was not aware that the noble Lord was down to speak.
Viscount Younger of Leckie (Con)
I do not think anyone was aware that the noble Lord intended to do so but, with the House’s indulgence, maybe we can allow the noble Lord to speak for four minutes.
Lord Kerr of Kinlochard (CB)
I was saying that I greatly look forward to the Minister’s reply to the questions from the noble Lord, Lord Davies. I hope that what I am going to say now will not be taken as any criticism of her; she defends her department’s brief in this House with style and stamina.
However, I have to ask: where is the Secretary of State for Transport? He is Macavity, the mystery cat: when things go wrong, he is never there. We have gridlock at Dover, chaos at the airports; queues at the pumps; a tube strike and a looming train strike, and it seems that none of this has anything to do with the Government and there is nothing they can do to put it right. The Government’s job is to govern. When problems like these arise, it is time for Mr Shapps to step forward.
I heard a rumour that he is moonlighting—that he has something else. Perhaps he is running for the leadership of his party, or maybe he is doing as he did when he first came into Parliament: running, under a pseudonym, a private business offering to make one very rich in return for sending him a small cheque. Whatever he is doing, he should stop it and revert to the job of the department and try to put right the problems so clearly set out by the noble Lord, Lord Davies. I greatly look forward to the Minister reassuring me that that is indeed what will happen.
Transport Decarbonisation
Viscount Younger of Leckie Excerpts(2 years, 9 months ago)
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Lord Greenway (CB) [V]
My Lords, I welcome the Government’s long-awaited transport decarbonisation plan, which includes shipping and aviation, but I have to ask them why they are spending less on innovation and research in the maritime sector than in automotive and aviation. The plan contains no headline commitments and no money to get on with the task confronting the marine industry. It is all very well to set ambitious targets, but the plan does not set out a clear way to meet them. There are elements of jam tomorrow. For example, the plan recognises the need to install shore power points around the coast, but why delay? Why not start now? Other countries have done it through joint investment by industry and government. Converting trucks to run on electricity will not help reduce congestion on our—
Rail Disruption: Social and Economic Impacts
Viscount Younger of Leckie Excerpts(2 years, 11 months ago)
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Lord Berkeley (Lab) [V]
My Lords, I am grateful to the noble Baroness, Lady Randerson, for asking this Question. I understand from the technical press that 86 out of 93 of these affected trains have either a failure of the yaw dampers, which connect the bogie to the body shell—they are quite important parts—or the lifting points, with cracks of up to one foot long. On the routes affected this clearly means that there are very few, if any, trains. These are trains designed and procured by the Government—
Viscount Younger of Leckie (Con)
I am sorry to interrupt the noble Lord, but could he keep his question succinct?
Baroness Vere of Norbiton (Con)
Unfortunately I missed the question, but I hope to provide some colour to what the noble Lord was saying. Indeed, there are two different types of crack. One is found on the yaw damper; those cracks were found three weeks ago and are not the reason for the withdrawal of the trains from service. The second cracks are on the lifting lugs and have led to the withdrawal of trains from service. I would like to reassure the noble Lord that there is a very stringent engineering risk assessment in place. These trains are checked every 24 hours and are being returned to service from today; we expect to have up to 25 coming back today. We hope that 60 GWR trains will be back by Monday and we believe that services will significantly improve.
Brexit: Road, Rail and Maritime Transport (EUC Report)
Viscount Younger of Leckie Excerpts(3 years, 7 months ago)
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The Deputy Chairman of Committees (Lord Lexden) (Con)
Can the noble Lord, Lord Berkeley, unmute?
The Deputy Chairman of Committees (Lord Lexden) (Con)
We will try to go back to the noble Lord, Lord Berkeley. I call the noble Baroness, Lady Scott of Needham Market.
HS2
Viscount Younger of Leckie Excerpts(4 years, 1 month ago)
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Baroness Bennett of Manor Castle (GP)
My Lords, I thank everyone who has put their name down to speak in this debate and everyone who has rearranged their schedule to be here at this surprisingly early hour.
The request for this debate was lodged several months ago, when the Government were reviewing their entire plan for HS2. In the meantime, of course, they have announced their intention to go ahead. Subsequently, plans have been announced by the broadcaster and campaigner, Chris Packham, to seek a judicial review of the decision in the light of the climate and wildlife impacts of the plan. That came after the High Court ruled that the Government’s decision to go ahead with the proposed Heathrow third runway had failed to take into account commitments they had made under the Paris Agreement on climate change. The Government have said they will not appeal that decision. Legal commentators have said that other challenges may well be launched to HS2, and this comes as North Somerset Council made the historic decision, after a great deal of work by campaigners, not to allow the expansion of Bristol Airport on the basis of the climate emergency.
I would not presume to offer a detailed legal commentary in your Lordships’ House, with our many distinguished legal experts. However, you do not have to be an expert to see that the legal ground has shifted as the physical climate and the state of the natural world have grossly deteriorated. We are in a climate emergency, and plans made a decade ago on highly dubious grounds then are clearly outdated and quite possibly illegal. In this age of clear and understood climate emergency—which is acknowledged by the Government and Parliament—to rely on a phase 1 environmental statement completed in 2013 is farcical. That was before the Paris Agreement was even concluded, the agreement which this Government have signed up to and which they have taken on the great responsibility of delivering at COP 26.
That a court has ruled out the Heathrow third runway on the grounds of insufficient environmental consideration, but the Government are be ploughing ahead with HS2—celebrated by the administration of Birmingham Airport as a great boost to its business—cannot be squared up. As Extinction Rebellion has said, HS2 is “an aviation shuttle service”. The climate emergency is not the only pressing critical issue; we are also in a nature crisis. The UK is one of the most nature-deprived countries in the world, a fact that has led civil society groups representing some 10 million Britons, from the National Trust to Buglife, and from the RSPB to the Woodland Trust, to demand that the current HS2 plans do not go ahead.
My understanding is that in the legal case the Government claim that the decision they made on 11 February to go ahead with HS2 is merely a political one, but the atmosphere does not respond to political arguments or reduce its temperature as a result of rhetoric. The ancient trees, birds, wetland plants and mammals on the HS2 route will not see their lives saved and their environments protected by government words. The bulldozers and the chainsaws, as well as the intended notice to proceed, which we expect to see within weeks, loom over them unless the court comes to their rescue as it came to the rescue of the climate regarding Heathrow.
There are two potential approaches to the way forward from here, and I expect this debate to cover both. The first, and definitely my and the Green Party’s preferred option, is to stop the whole project and stop throwing good money after bad. Yes, £8 billion has already been spent on HS2, but that is dwarfed by the potential £106 billion—and counting—cost of going ahead. That money is not only threatening to produce a white elephant; it has an opportunity cost. It is money that is not being spent on walking and cycling facilities, local buses and regional trains that would slash our carbon emissions, helping us to meet our legally binding agreements under COP, cause vastly less damage to biodiversity and bioabundance and help local economies, rather than boost the Great Wen of London further. The Government say that HS2 is part of the much-vaunted levelling up for the north and the Midlands, but with 40% of the economic benefit going to London, that does not add up. HS2 is pumping even more money, resources and people into a capital that is already suffering from the economic weakness of its hinterland.
There is also an opportunity cost in skills, machinery and worker capacity. We know that we have a massive skills shortage in the UK. The construction industry is gravely concerned about the impact of Brexit on its labour supply and about the ageing of its workforce. Workers are a valuable, scarce resource. They should be working for the best benefit of the people of the UK and its desperately damaged natural world.
There is also the climate impact, of course. According to HS2’s own forecasts, even over 120 years, its overall construction and operation will cause carbon emissions of 1.4 million tonnes of carbon dioxide equivalent. In the next crucial 10 years, before it even gets to Birmingham, the impact will be heavy and damaging. In a period when we need to slash our emissions, we will instead create massive quantities of them, with all that concrete, all that steel and all those bulldozers. So, my number one question to the Government today is will they stop HS2, as 10 million members of NGOs are asking them to do?
Alternatively, and because this is a debate, a secondary way of proceeding is to reduce the damage caused by the initial and second stages. Indeed, we might reverse the order altogether. Sometimes, and I understand this entirely, campaigners feel that we need to be absolutist—to say that we are only interested in stopping something dreadful—but I see nothing wrong with trying to stop something and understanding that any political or legal effort might fail and working at the same time to limit or reduce the damage.
Indeed, many years ago, when I lived in Somers Town in Camden, I had talks with HS2 about reducing the dreadful impact on residents of social housing there. Although I claim no personal credit, because I am sure that many others were making the same representations, plans to “double decant” residents—to make them move twice—were changed. That is why I am asking in this debate that potential changes to the route, the speed and the station locations should be considered. I hope that those who are to speak later will pick up on these points and amplify in more time than I have available.
I ask the Government to consider the strong and clear position of the Wildlife Trust. It is concerned about wildlife so it does not have a particular position on HS2 as an overall project. Its concern has always been the impact of the current design on wildlife. In response to the Government’s 11 February announcement, the trust pleaded that it is more critical than ever for the whole HS2 project to be redesigned before it creates a scar that will never heal. I should say to noble Lords that that comes not from me, but from the Wildlife Trust.
The heart of this problem is speed that demands a straight line that will affect in total some 350 wildlife sites: nature reserves, ancient forests and woodlands which are home to some of the UK’s rarest species, but which are also home to huge numbers of starlings and sparrows, frogs and toads. These animals may not be rare, but we have seen their numbers collapse over recent decades. We need to preserve them all, and we cannot afford this destruction.
Then of course there is the human disruption. Life in too many communities has already been blighted by the prospect of HS2, and that blight is threatening to become permanent, even though it could be changed. HS2 has argued that speed is crucial, but that argument, based on the curious assumption that businesspeople do not work on trains, fell apart. HS2 shifted its argument to one about capacity. Capacity does not need super high speeds far exceeding those of continental trains which travel far greater distances; speed that consumes massive amounts of energy. Less speed means more chance to avoid ploughing through ancient, irreparable woodlands and wetlands and communities. On the idea that the damage can be offset by diversity offsetting, an ancient woodland has taken hundreds of years to create, and sticking in a few saplings does not replace it. There is also the question of the parkway stations, to which we all know it is highly likely that passengers will drive.
At its conference in Cardiff in February 2011, the Green Party decided to oppose HS2, and I sometimes I that I have talked about little else since, but the arguments essentially have not changed, it is just that the nature crisis and the climate emergency have become far more pressing. I shall conclude with the words of transport and sustainability expert, Professor John Whitelegg, who said in 2011:
“Everyone knows the Greens are passionately committed to social justice and to the environment. The current HS2 proposals would serve neither.”
I ask noble Lords today to consider that on many issues, from the climate emergency to air pollution, and borrowing to invest to agro-ecology, the Green Party has led and others have followed. Please join us in opposing HS2, stopping HS2 or, at the very least, significantly changing the plan.
Viscount Younger of Leckie (Con)
My Lords, the House may be pleased to know that the time limit for this debate has been extended to 90 minutes. The limit for Back-Bench speeches has increased to 10 minutes, but no more.
Flybe
Viscount Younger of Leckie Excerpts(4 years, 1 month ago)
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Viscount Younger of Leckie (Con)
My Lords, there will be plenty of time for Back-Bench questions, and I urge noble Lords to keep them short.
Automated and Electric Vehicles Bill
Viscount Younger of Leckie ExcerptsTuesday 5th June 2018
(5 years, 10 months ago)
Lords ChamberRead Full debate Automated and Electric Vehicles Act 2018 View all Automated and Electric Vehicles Act 2018 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: HL Bill 82-R-I(Rev) Revised marshalled list for Report (PDF, 87KB) - (4 Jun 2018)
Viscount Younger of Leckie (Con)
My Lords, I think that I should intervene at this particular moment to remind the House about the rules of Report. Paragraph 8.136 of the Companion states that no Peer should speak twice except, with the leave of the House, to ask a brief question.
Bus Services Bill [HL]
Viscount Younger of Leckie Excerpts(7 years, 9 months ago)
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Viscount Younger of Leckie (Con)
My Lords, it falls to me to present myself as a change of driver at this point, and I will speak to Amendments 84, 90 and 100 to 107 to Clause 9. This is a series of amendments that correct drafting errors or clarify the intention of the Bill. I will describe briefly their effect. The detail can be found in the letter sent by my noble friend Lord Ahmad on 16 June.
Amendment 84 amends provisions on the review of an enhanced partnership scheme and corrects a drafting error. Amendments 90 and 105 replace the words “enhanced partnership area” with,
“area to which the enhanced partnership scheme relates’,
as the original term was not defined. Amendments 100 and 101 correct the drafting in proposed new Section 138J to clarify that local transport authorities must provide facilities where an enhanced partnership scheme requires them to do so. Amendments 102 to 104, 106 and 107 clarify the process around variation of an enhanced partnership plan or an enhanced partnership scheme. All of these changes are minor and technical and do not constitute a change of policy. I beg to move.
(i) a particular service that only has stopping places in the area to which the scheme relates,(ii) particular services at least one of which is such a service, or(iii) a particular description of services which includes or is capable of including such a service.”
Viscount Younger of Leckie
My Lords, I will speak to Amendments 112, 113, 114, 115, 116, 117, 118, 119, 120 and 127. I will also speak to Amendment 112A, tabled by the noble Lord, Lord Berkeley.
The Bill provides for bus registration powers to transfer from the traffic commissioner to the local authority where an enhanced partnership is in place. This is something that local transport authorities have been asking for to enable the local enforcement of bus standards. The registration function will be delegated for services that run wholly within the enhanced partnership area. Cross-boundary services will have to comply with the requirements of the enhanced partnership but will be registered with the traffic commissioner.
Amendments 112, 113, 114, 115, 116 and 117 clarify the circumstances in which bus registration functions are automatically delegated from the traffic commissioner to the relevant local transport authority. The policy intention is to ensure that registration functions are automatically delegated where the scheme contains any route requirements that affect any services operating wholly within the partnership area.
I believe that may also be the intention behind Amendment 112A, tabled by the noble Lord, Lord Berkeley, and I thank him for it. No doubt he will want to speak to his own amendment, and I will listen carefully to what he says in a moment. Amendment 113 deletes the existing wording at new Section 6G(4) in Clause 14, as he suggests, and replaces it with a clearer description of the circumstances in which the registration function must be delegated.
Amendment 127 is a consequential amendment that amends Clause 18 to add local authorities to a list of bodies that can reject applications to vary or cancel services if an operator fails to comply with regulations. Amendments 118, 119 and 120 clarify which traffic commissioner functions should be delegated by placing these in the Bill rather than in regulations.
I hope that my explanation of the government amendments satisfies the noble Lord, Lord Berkeley, and that he feels able to withdraw his amendment. I beg to move.
The Deputy Chairman of Committees (Baroness Garden of Frognal) (LD)
My Lords, I have to inform the Committee that if Amendment 112A is agreed to, I cannot call Amendment 113 by reason of pre-emption.
Lord Berkeley
My Lords, I am very grateful for the Minister’s explanation. This is another occasion when I am slightly concerned that the Minister has answered my amendment before I have spoken to it, but that is the way we have it here. In this case I do not complain; I shall read what he said very carefully and I suspect it will be fine. I do not propose to move my amendment.
“(4) In subsection (1)(bzb) (inserted by Schedule 2), after “143A” insert “or 143B”.”
Viscount Younger of Leckie
My Lords, an enhanced partnership will enable the local authority to examine bus services in its area and to propose improvements to the network. The Government believe that to do so effectively, the authority should have information about local services and passengers. Clause 10 requires operators to provide certain information about their services to a local transport authority in connection with the preparation of an enhanced partnership. This amendment ensures that there are sanctions available if an operator does not take all reasonable steps to comply with a request for information. Such sanctions would be in the gift of the traffic commissioner attaching conditions to a public service vehicle operator’s licence. The amendment also ensures that there is a consistent approach in relation to franchising and enhanced partnerships. I beg to move.
Railways: High Speed 2
Viscount Younger of Leckie Excerpts(11 years, 9 months ago)
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Earl Attlee
My Lords, I have already undertaken to write where I have not answered. I am endeavouring to get through all my Box notes as fast as possible.
I know that there is no easy way of building a railway in our country but the concerns of local residents are an important priority for the Government and HS2 Ltd will ensure that local views are fed into the design process and that local communities are aware of what progress has been made with the railway.
My noble friend Lady Seccombe asked what the Government are doing to address blight. The Government recognise that HS2 is already having an impact on communities along the line of route. That is why the exceptional hardship scheme was introduced. When the Secretary of State for Transport announced the decision to proceed with HS2 in January 2012, the Government also committed to introducing a generous compensation package for the long term that goes beyond what was required in law. Developing the right property compensation package for HS2 is complex, as it must be fair to those affected by HS2 proposals while also recognising our broader responsibilities to the taxpayer. The Government will shortly be consulting on the detailed proposals to help affected property owners, with the aim of introducing long-term compensation measures as soon as possible.
My noble friend Lord Astor asked about the HS2/HS1 link, a point raised previously by the noble Lord, Lord Berkeley. I can assure my noble friend that the Government intend to connect HS2 to HS1 through a link built in the first phase. This will enable trains to run directly between HS2 and HS1 without the need for passengers to change trains. There are clear strategic advantages from integrating Britain’s new high-speed rail network with the only existing high-speed line in this country and thence to the growing high-speed rail network on the continent.
My noble friend Lord Astor talked about the demand for HS2 in a digital age. Some have questioned the demand projections underpinning the case for HS2, positing a world in which improved digital communication replaces the handshake and the face-to-face conversation and thus the train journeys that make them happen. If we turn to history, it is clear that the advent of the telegraph, the telephone and now the tweet have not lead to reductions in travel demand—far from it. I reassure the House that the Government will continue to keep the economic case and indeed the wider business case under review throughout the life of the project to ensure that it reflects the latest research, evidence and understanding of the project.
HS2 is much more than just a BCR. It is about a step change in capacity and connectivity for passengers. It is about unlocking the potential of our major cities and regions, supporting jobs and driving growth. It is about building a dynamic society, a thriving economy and a successful Britain. HS2 is not just viable; it is a vital part of our future prosperity.
Viscount Younger of Leckie
My Lords, I beg to move that the House do now adjourn during pleasure until 8.42 pm.