Private Crossings (Signs and Barriers) Regulations 2023

Baroness Browning Excerpts

Wednesday 17th January 2024 Lords Chamber

[Baroness Browning (Con)]

My Lords, I apologise to the House and the noble Lord, Lord Berkeley: I was a little late for the beginning of his opening remarks, although I did hear most of what he had to say.

I just want to say to my noble friend that on my journey to the House each week, I travel through the beautiful New Forest in Hampshire. This is the Weymouth to Waterloo line, so we travel at quite a speed. Across the section that covers the New Forest, there are crossings for pedestrians and for horse riders. As we approach a crossing, at a reasonable distance, the train driver is always required to sound the whistle. Would my noble friend consider whether that could be the answer for heritage railways—that the drivers of trains travelling at a much slower speed than the Weymouth to Waterloo train should sound the whistle? It seems to me that, if this has been satisfactory for so many years on a fast main line with South Western Railway, surely it would be adequate for heritage railways.

[Lord Tunnicliffe (Lab)]

My Lords, our Front-Bench team on transport has grown dramatically over the past six months, from one to two. From time to time, my new partner—my noble friend Lord Liddle—and I have agreed on who should take business on a case-by-case basis. I thought that I would do the magnificent thing and offer to take this one. Little did I know how foolish that would turn out to be.

The essence of my noble friend Lord Berkeley’s regret Motion is that he is basically saying, “Here’s all this stuff that defines what this should be, but it’s going to involve costs”. It is not self-evident from the regulations that it will but, as you go into this, it becomes clear that, largely speaking, it will. I managed to knock together some paperwork this morning with the help of my friend Google and I have looked into this. As one who has done thousands of statutory instruments, I know that the first thing to do is not read the regulations, because they are almost impossible to read—so you go to the Explanatory Memorandum. However, in this case the EM came to the knowledge of the splendid Secondary Legislation Scrutiny Committee; it did a full job on these regulations, including extracting from the department a set of answers to its questions, which created much more information.

One thing that comes out of this is the fact that there is no impact assessment, because it will be below £5 million in any single year, et cetera. When one reads the appendix, one realises that the creation of this document makes doing it mandatory, even though the statutory instrument itself does not say so. I thought, “Well, I’m not going to be able to oppose this instrument”. I mean, no Labour person could stand up and criticise the Government for spending more money on railway safety—and I am sure that, deep down, it makes sense. Sadly, that sense has eluded me. The immediate questions that come up are these: why are we doing this? What is the hazard? What problems are we seeing? Our attention is drawn to two accidents: RAIB report 12/2018 and RAIB report 07/2016.

I fought my way through the labyrinth and found these reports. They were remarkably unconvincing on signage solving all the problems. I then went to the appendix, which has a really interesting table of data. If I am reading it correctly, there has been one fatality in the last five years. I know that one fatality is important but, given the hazards on the railway, this is a very low-risk environment. Having read the document with more care, I see that it is all down to a risk assessment.