Bus Services Bill [HL]

Debate between Baroness Jones of Whitchurch and Lord Berkeley

Wednesday 20th July 2016 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I support most of the speeches made in support of this amendment. I am not sure that I agree with my noble friend Lord Snape about too many announcements. It is better to have too many than too few. Coincidentally, today I got news from the Oxford Mail that Oxfordshire County Council is stopping all subsidies to buses. It made the decision this afternoon. The noble Lord, Lord Low, spoke about the Oxford Bus Company, which is very good, but 117 routes will be cancelled, mainly to small towns and villages. If we think about the effect on people who cannot see or who have reduced mobility, they cannot drive. The article does not say how many people will be affected by it, but it is obviously going to have a serious effect on people’s lives in just one county. Of course, it is blaming government cuts, rightly or wrongly, and we can debate that. But if the council had waited a year or two until some of this legislation had gone through, the Minister might say that it could easily keep those services because they will be so much better and operators will not need a subsidy anymore because there will be so many more people, presumably under the age of 16, paying for their fares. It is a serious warning. Just one county, which is probably not the poorest county in the country, has said, “Damn the buses. We don’t really care. They’re old, infirm, poor and probably don’t vote Tory. We’ll dump them”. It is a very sad coincidence that it has happened today.

[Baroness Jones of Whitchurch (Lab)]

My Lords, I support the amendment tabled by the noble Baronesses, Lady Campbell and Lady Brinton. I shall speak also to Amendments 122 and 126 in my name. I am very grateful for the support of noble Lords who have spoken on them.

These amendments build on the requirements in the Equality Act 2010 for businesses to make reasonable adjustments to ensure that people with disabilities can access goods and services. Action on these issues is vital as the Department for Work and Pensions survey shows that 37% of disabled respondents found transport accessibility a significant barrier to work. We clearly have a long way to go to create a service to which all potential users have access.

Amendment 122 is, I hope, straightforward. It builds on the good practice that exists among enlightened bus operators around the country. It requires all bus operators to provide compulsory, approved equality and disability awareness training by 1 April 2019. It makes the important point that disability is not always obvious and can include mental and other hidden disabilities. We believe that all bus drivers need the skills to identify these potential disabilities, understand the legal framework that applies and have the confidence to intervene effectively when problems arise. I take the point made by my noble friend Lord Judd about the need for public awareness training, but it has to be underpinned by clear legislation and training. In my experience, the public are much more aware of and sympathetic to these issues than we give them credit for. Quite often it is members of the public who come to the rescue of people who are trying to get on to transport; they want to help but do not feel they are getting the support they need to intervene.

We contend that it is not good enough to provide this training on a voluntary or ad hoc basis. With all equality training, the experience is that those who acknowledge that they need the training the most do not really need it: it is those who have to be forced to go on the training who need it the most. It has to be a universal and regular provision.

I ask the Minister for clarification on the Brexit implications of the proposals. As I understand it, Britain currently has a five-year exemption from the EU directive requiring bus drivers and terminal staff to undergo disability awareness training. The exemption runs out in 2018, and we would have expected the requirement to have been put in UK law by then. Will the Minister clarify the status of that obligation now? Is the department on course to implement it, or is this something that can now be achieved more quickly, perhaps through the vehicle of the Bill by adopting our amendment or something similar?

Our Amendment 126 addresses the need for all buses to have audio-visual communication systems to advise passengers of the next stop, any delays and any diversions from the published timetable. The amendment has the support of over 30 charities and bus providers. It would make a vital difference to the lives of almost 2 million people with sight loss, as well as many elderly people who rely on public transport for their independence. As the noble Baroness, Lady Randerson, said, currently only 19% of buses are fitted with AV. Those of us who travel regularly by bus in London realise how liberating and reassuring the service can be, and indeed it frees the driver to concentrate on the roads. I say to my noble friend Lord Snape that I travel on London buses a lot and I have never been irritated by the voice of the AV system; I always find it soothing and reassuring.

It is not like that in the rest of the country, though; a recent Guide Dogs report showed that seven in 10 passengers with sight loss have missed a stop because the driver has forgotten to tell them where to get off. Understandably, this is both distressing and potentially dangerous. AV provision already applies to all new trains. It makes sense to replicate that provision for buses so that we can have a properly integrated public transport system with equal rights and facilities across the piece.

As we have heard, some bus operators have argued that the cost could be prohibitive, but we do not accept that. The latest estimates are that it could be installed for around £2,000 per bus. At the noble Lord, Lord Low, said, a recent study in Oxford showed that if the messenger system was also allowed to include adverts, it could pay for itself in two years. When we met the Minister, Andrew Jones, at the start of the process, he seemed sympathetic to the arguments that have been put on this issue. I understand that he has since said he accepts that the costs have come down, and is therefore reflecting on the next steps. I am also grateful to the Minister here for our earlier meeting on the issues that are covered in the amendments, and I know that more discussions are being planned. I hope the Minister will be able to give us some good news today, and will feel able to confirm that he is prepared to support the amendments.

Bus Services Bill [HL]

Debate between Baroness Jones of Whitchurch and Lord Berkeley

Monday 4th July 2016 Lords Chamber

[Lord Berkeley]

My Lords, on the amendments that we have discussed in Committee, many noble Lords have said how important it is for devolution to happen and for local authorities around the country to be able to operate franchises without too many controls from central government. Whether that happens or not, the importance of independence in the audit is vital, as other noble Lords have said. It would be so easy for some local authorities in the future to get it wrong and then for a rather nasty article to appear in Private Eye, suggesting that the leader’s brother-in-law was the auditor. I am sure that would never happen, but we do need independent checks. My noble friend Lord Snape’s suggestion of traffic commissioners appointing the auditor has enormous merit. The two issues in Amendment 42 in the name of the noble Lord, Lord Bradley, and myself, about the affordability of the scheme and whether it represents value for money, are the two most important ones that should be focused on by the auditor. Then we would all feel comfortable that it would probably work very well.

[Baroness Jones of Whitchurch]

My Lords, we very much support the intent of the first amendment introduced by the noble Baroness, Lady Scott, and of Amendment 42, which was introduced by my noble friend Lord Bradley. It is important that the audit process is properly independent and provides a trustworthy external scrutiny—that makes perfect sense. It also makes perfect sense to ensure that the proposals are properly costed and that we can have confidence that they are affordable.

However, regrettably, we do not feel able to support the amendment of my noble friend Lord Snape—we seem to be making a habit of that. We believe that his amendment is too specific and restraining and we hope that, on reflection, he will feel able to support Amendments 41 and 42, which we believe would achieve the additional reassurance he seeks and ensure that a fair, independent assessment process takes place. I hope that my noble friend will reconsider and that the Minister will feel able to support the first two amendments.

Bus Services Bill [HL]

Debate between Baroness Jones of Whitchurch and Lord Berkeley

Monday 4th July 2016 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I will be brief. I support the amendments in the names of my noble friend Lord Bradley and the noble Baroness in this grouping. The noble Earl, Lord Attlee, has a point about why franchises should be postponed or cancelled. It brings to mind the situation in which a franchise is advertised and several companies respond, spending quite a lot of money in the process. If it is then cancelled for no particular reason, they could probably reasonably ask for their tendering costs to be reimbursed, although that will probably never happen. However, it behoves the franchising authority to produce a franchising document against which companies will bid, and if nobody bids, it will not have achieved anything. Therefore it is not all one-way. My gut feeling is that if it makes a mess of it and then issues it again within six months or so, that is much too short a time, but on the other hand five years is too long. The noble Earl, Lord Attlee, made some good points in his amendments, but I would reduce the time to two years or so, which is a more reasonable time in which to do this.

[Baroness Jones of Whitchurch (Lab)]

My Lords, I will first speak to Amendments 59 and 60 in the name of the noble Earl, Lord Attlee, which specify that any decision to postpone or cancel a franchising scheme cannot be revisited for five years.

There are many legitimate reasons why these decisions are postponed, and we believe that there is a danger that this amendment would have the converse effect of forcing imperfect schemes to proceed, to avoid the five-year moratorium. On the other hand, we believe that there are enough checks and balances in the Bill to allow decision-makers to reflect and rethink their proposals, so a ban for five years on revisiting the option is unnecessary and we would not support it.

Amendment 66 in the name of my noble friend Lord Bradley seems to provide a safety net for franchise providers to ensure that service permits which are issued do not undermine the viability of franchise schemes as a whole. This seems sensible, so we support the amendment.

Finally, we support the concept in Amendment 67 that any franchise service permit issued should first be subject to consultation, not only with the service providers but with the service users. This theme has run through a number of our amendments and we support it in this context. I therefore hope the noble Lord will agree with the sense of that amendment.

Bus Services Bill [HL]

Debate between Baroness Jones of Whitchurch and Lord Berkeley

Wednesday 29th June 2016 Lords Chamber

[Lord Berkeley]

My Lords, I rise to speak on behalf of my noble friend Lord Bradley on Amendment 22. It is one of these odd arrangements when you have, in one group, the Minister moving a government amendment and then somebody else proposing an amendment, so the Minister answers before you have stated the case. But I do want to state the case. My noble friend is very apologetic.

The purpose of this amendment is to make it possible for a passenger transport executive to enter into a local service contract with operators once the ITA or combined authority has decided to implement a franchising scheme. New Section 123A(4) of the Transport Act 2000 sets out which bodies qualify as franchising authorities, but the list does not include passenger transport executives. In a number of metropolitan areas, the PTE continues to be the executive body for transport responsible to the combined authority. This amendment would explicitly allow a PTE to be the contracting body if that was judged most appropriate locally.

The amendment would also help to future-proof the legislation, given the way the Government’s arrangements continue to evolve in different ways in different areas. I would be very pleased to hear the Minister’s response to this. That is the message from my noble friend Lord Bradley.

[Baroness Jones of Whitchurch (Lab)]

My Lords, very briefly, first, we accept the case made by the Minister that Amendment 20 is a tidying-up amendment and that it is not necessary to make explicit provision in the Transport Act 2000 for advanced quality partnerships, franchising and enhanced partnerships. We are therefore content with this change.

We also support the amendment of my noble friend Lord Bradley, which would extend the prescriptive proposals on franchising authority functions to the executive of an integrated transport authority if needed. This reflects the reality of decision-making in a number of larger authorities and is therefore a more practical application of the Bill. We were very pleased to hear that the Minister has agreed to take that away and do more work on it. We look forward to hearing the outcome of those further deliberations.