Strikes (Minimum Service Levels) Bill

Baroness Randerson Excerpts

Committee stage
Thursday 9th March 2023 Lords Chamber

[Baroness Barran (Con)]

I am not aware of the details, but I am not sure that it would be appropriate to comment at this point.

[Baroness Randerson (LD)]

Is the Minister able to answer a brief question in relation to the role of school governors? They actually employ the staff—that is engage the staff. Do the Government not have concerns that these volunteers could be deterred from taking part in what is already a demanding, onerous and very skilled job by problems such as having to identify those members of staff who are needed for a minimum service level, added to their already onerous responsibilities?

[Baroness Barran (Con)]

I have already been repetitively clear that the Government would much prefer to see voluntary arrangements in this area. Again, having been a governor of a school, as many of your Lordships probably have, it is not about picking one single thing that is going to make it more or less stressful. We need to be very clear that the role of governors is incredibly important. We appreciate them enormously and offer them the support that they need to do their role.

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I turn now to minimum standards. I have forgotten the name of the rail operator in the north-west that constantly uses a clause in its service contract to cancel trains the night before, so that people who are planning to go to work the next day will not know that they do not have a train to go to work. I would be grateful to the noble Baroness, Lady Randerson, if she could shout out its name from a sedentary position.

[Baroness Randerson (LD)]

The TransPennine Express.

[Lord Collins of Highbury (Lab)]

The TransPennine Express uses that clause, and that is why the public can see through this legislation. This is not about maintaining minimum service levels; this comes back to the basic, fundamental idea that this is an attack on organised labour and its ability to protect its workers. It is the thin end of the wedge, as it were: we started off with transport minimum service levels and then the Government thought, “It is very difficult to define how that will work, so let’s not do that, because we will be forced to define what a minimum service level is in the rail industry and we will have to account to Parliament for that. So let’s go the whole hog: let’s get a skeleton Bill which simply gives us the powers to set minimum service levels across a whole range of services and occupations.” They say that they are focused on public services, but of course most transport services are well outside the public sector and have been for a long time, including aviation.

How do the Government envisage minimum service levels in aviation? Do we have half a pilot? Do we have half the safety staff in a plane? Do we have half the number of planes? I suppose that most unions would go for that last option in terms of a dispute in the airline industry. It is a nonsense, and it highlights that there is a target in the Bill: it is not necessarily the taxi driver, the aviation industry or any of the other things which could be brought into its scope; it is rail passenger transport. We do not even get a mention of freight transport and other things such as that.

I suspect that, as we lead up to the election, the Bill will form part of the Government’s narrative that they are on the side of the public and passengers and that, according to them, Labour supports strikes and unions. No, the Bill is not about that; that is a false narrative. The narrative is: who defends public services and who supports the commitment of the people who serve us? It is Labour who will support the people and public services. This Government have undermined them, and that is why we have these strikes. I beg to move.

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[Baroness O'Grady of Upper Holloway (Lab)]

My Lords, the Committee may remember that, back in 2022, the TUC commissioned legal opinion from Michael Ford KC on the train operating contracts because there was concern about the role of the Government in obstructing a settlement to disputes. Looking at those contracts, his opinion was that the Transport Secretary has

“very extensive powers over what can be agreed between rail operators and unions, and very significant contractual power to direct how industrial disputes are handled. Rail operators are not free to agree terms and conditions without the involvement of the Transport Secretary.”

Before discussing matters, they have to get a mandate from the Transport Secretary, and so on. If you add to that the issue of minimum service levels, and the very real concerns expressed about undue pressure being brought to bear on employers to make use of the powers that the Government propose to take for the Secretary of State, you can see why there is concern. When you look at the power to direct disputes, minimum service levels and so on, apparently the only thing the Government are not willing to do is renationalise the railway system.

It would be wrong to assume that, even in that context, rail employers and unions have conversations, and certainly I am aware that train operating companies are not keen on this legislation. They have real concerns about what it would mean for health and safety on the railways; you could run 20% of services, but you have 100% of passengers wanting to get on. It is not as simple as some might believe.

I really wanted to ask the question: who is asking for this? It does not appear to be the employers. Who wants this to happen? Is it really passengers if it involves a detrimental impact on health and safety? People are already worried about the cuts to maintenance jobs. I do not believe passengers want an unsafe railway; I believe they want constructive industrial relations that can lead to a good-quality rail service. That is what passengers want, and I am afraid the Bill flies in the face of that.

[Baroness Randerson (LD)]

I share the disappointment of the noble Lord, Lord Collins, that the noble Baroness, Lady Vere, is not here, but I recall that the noble Lord, Lord Callanan, was Transport Minister back in the day, and I am absolutely sure he has perfect recall of those times and will give us very full answers.

In my Second Reading speech, I emphasised the fundamental differences between life and death services, such as fire and rescue and health services, and their contrast with transport services, which are of course economically important but are not life and death. Fundamentally, there is a whole range of transport services that can be substituted one for the other. If I wanted to go from Aberdeen to London, I could take the train, I could go by long-distance bus, I could fly, I could drive myself in a car, or, if I wanted the luxury route, I could take a ship and have a cruise. There is only one way to put out a fire, but there are lots of ways of travelling. Another key difference between the services we have been discussing earlier and transport services is that fire services, health services and education services are funded from our taxes and provided free of charge, whereas the profit motive is alive and well in transport services. Although I acknowledge that some transport services are subsidised, we still pay for the vast majority.

Amendment 9 from the noble Lord, Lord Balfe, is particularly useful in featuring aviation, which is, as he pointed out, overwhelmingly in the private sector, unsubsidised and not appropriate for this Bill. Amendment 10 is also very helpful because it features the complexity of transport services. I have a very specific example as a question for the Government seeking clarification on exactly what they mean by the term “transport”. For example, will they be setting minimum service levels for local bus services? If so, will those minimum service levels be for just those routes that are deemed socially necessary and are therefore subsidised by public money, or will they also include those local routes which are run by the same bus company but are run commercially and not subsidised by public money? The company that provides the services and some local councillors will know the difference, but I reckon there are very few bus passengers who will know the difference. It is that kind of detailed question that the Government need to be able to answer in order to clarify what they mean by “minimum service level”.

Even Amendment 10 would simplify the situation. At Second Reading, I used the example of cleaners going on strike on the railways. The Government are concerned about rail drivers but, if the cleaners go on strike, the toilets do not get cleaned so the trains cannot be run. I am interested in what level of detail the Government intend to specify in their minimum service levels.

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With that, I do not think that there were any other questions that I have not already answered in previous groupings. I hope that the noble Lord, Lord Collins, will feel able to withdraw his amendment.

[Baroness Randerson (LD)]

I understand why the Minister is not going to answer the question about local bus services and the bits that are and are not subsidised within one service, and I realise why he cannot give me a full answer now, but will there be a letter from the Government on that issue?

[Lord Callanan (Con)]

I am happy to give the noble Baroness a letter, but I am not sure there is much doubt about it. Legislation is not dependent on whether the service is subsidised. Some rail services are heavily subsidised, and some are not. It is about providing the level of service to the public. There is no compulsion on employers to use a minimum service level if it has been set in their particular sector. It is probably quite unlikely that we would want to set minimum service levels in local bus services, but that is a decision for the Secretary of State if Parliament chooses to grant him the power.