London Local Authorities and Transport for London (No. 2) Bill [HL]

Lord Faulkner of Worcester Excerpts

Monday 28th March 2011 Lords Chamber

[Lord St John of Fawsley]

My noble friend the Chairman of Committees is quite right. I was following the bad example of the Leader of the Opposition. One should never talk about oneself. It is a subject that is of interest only to oneself and no one else. I merely wanted to congratulate my noble friend on his persistence in proceeding with the Bill. Here, I make just one point; it is very important that Select Committee reports are speedily implemented. I heard the Select Committee being attacked because of its report. I answered on the millions of pounds spent by the noble Lord, Lord Rodgers of Quarry Bank, on the urban nonsense of turning us all into Dutch flat dwellers in five words that are all that needs to be said on that issue—and I shall then sit down. Those words are: “English people love their gardens”. That is it.

[Lord Faulkner of Worcester]

My Lords, perhaps I may take the House back to the amendment moved ably by the noble Lord, Lord Jenkin of Roding. I thank him for his kind words about my chairmanship of the Select Committee and other noble Lords who took part in those deliberations.

The issue we are discussing in Amendment 1 is whether it is correct to remove Clauses 16 and 17 —formerly Clauses 26 and 27—that deal with the recovery of costs arising from the holding of major sporting events. The Select Committee took a great deal of time to consider this issue. We received a report from the Department for Culture, Media and Sport, but, as the noble Lord, Lord Jenkin, said, there was no petition or evidence of any sort from the sporting bodies indicating that they were unhappy with what was proposed.

We took evidence from the Assistant Director for Public Protection and Safety of the London Borough of Hammersmith and Fulham. He stated:

“The large scale of events of the nature that we talked about cause littering over a widespread area, much of it in our residential streets, not just on the frontage of where the individual streets are. It requires additional street cleansing resources, much greater, over and above what we would normally put on the streets to deliver the cleansing that is required by our residents in the community to return the streets to a satisfactory standard after an event has taken place. The resources and costs specifically relate to the number of events, the scale of the event and the scheduling of when these events take place”.

We cross-examined Mr Austin and the witness from the DCMS. We heard from no witness or petitioner from sporting bodies. We had no knowledge that they were unhappy with what was being proposed. The committee, after considering the evidence very carefully, came to the conclusion that the promoters had made their case. In fact, they presented an exemplary case on the Bill as a whole; but, on this particular issue that required us to go against the advice of the DCMS, we concluded that it would be appropriate, in certain circumstances, for local authorities to recover from those organising large sporting and entertainment events additional costs for exceptional traffic management and waste clearance.

I am concerned to hear that the negotiations effectively took place after we had taken the evidence and considered the issue in detail in the committee. I put it to the House that the time for those deliberations was before the Select Committee considered these matters and that, if it was necessary for petitioners to come forward with objections, that was when those objections should be taken. It is not satisfactory, as a rule of procedure, for negotiations to take place subsequently, and for such pressure to be put on the promoters of the Bill that, in order to get it through, they must take out something which at the time was very important to them.

I do not wish to see the Bill delayed any further, but I am concerned at the way in which these amendments have been brought forward, and by the fact that it has been done not on the basis of our being able to cross-examine the people who do not like what is being proposed, but on the basis of a back-stairs deal.

[Baroness Kramer]

My Lords, I will speak very briefly. I congratulate the noble Lord, Lord Jenkin of Roding, on bringing forward a Bill that has taken so long to get to this stage. As a newcomer to the House, I find it astonishing that the time of this House has to be spent on issues such as the lighting and guarding of builders’ skips. If ever there was an illustration of the need for the Localism Bill, and a more general grant of powers to assemblies and local authorities, this Bill is it.

I will set that aside and make a couple of comments on the provisions. My hope is that as the Bill proceeds to the other House, there will be an element of balance in the way that it is reviewed. For example, returning to the contentious issue of skips, I, like many others, have been in a situation as a resident where I have become frustrated with people who have clearly abused their right to have a skip in the street. On the other hand, I have also done repairs and changes to my home and know that the cost of a skip is an important part of the building budget—so no one would wish that to increase unnecessarily. I hope that that constant balance will remain in the thinking of the House.

I welcome the move to a memorandum of understanding between sports clubs and local authorities. This is a sensible way to proceed on these issues, which are better negotiated between the parties than set out in statute and regulation. It will be less costly and more flexible, with more capacity to adapt to the needs of situations, if we move to a negotiated arrangement rather than always looking for a regulation to sort out the mechanisms. I wish that we could see some of that around pedicabs. Some people regard them as pests and some as positive attractions in the West End of London. I do not understand how one can enforce parking rules against them if the requirement for licensing is not statutory but merely voluntary—presumably that is something that the other House must cope with.

I, too, as I read through the legislation, congratulate everyone on persisting with this through a change of government. I was in the other place when this started. It has taken nearly three years, which is extraordinary. I suggest that local councils and assemblies ought to have the qualifications to deal with these issues, and that this illustrates a matter that we can now pass to those authorities in future legislation.

--- Later in debate ---

[Lord Jenkin of Roding]

My Lords, I am extremely grateful to all noble Lords who have taken part in this debate, and for the important comments that have been made. I was amused by my noble friend Lord St John of Fawsley, who congratulated me on my persistence. I have to say that that is wholly undeserved. I did not move Second Reading. The people who can be congratulated are the promoters, the London boroughs and Transport for London. I shall take his kind words about that and simply comment that at a very early stage in my career, someone said to me, exactly as my noble friend has said, “Patrick, if you want to achieve anything, keep pegging away”. In my life I have tried to follow that nostrum. However, I am grateful to my noble friend.

I turn to my noble friend Lady Kramer. I have a lot of sympathy with her on her suggestion that much of this ought not to come to the Floor of the House in a Private Bill in this form. All I can say to her, in some comfort, is that before 1992 a great many more Private Bills came on to the Floor of the House. However, in that year the Transport and Works Act was passed and all the railway Bills, all the major road Bills and all the rest of it have now disappeared, and what is left are the occasional local authority measures, such as we have here and we had earlier in the previous Parliament from Manchester and others; and, of course, occasionally the universities need to have legislation to amend their statutes. However, I am sure that my noble friend on the Front Bench will have heard her plea for something on more general powers.

I have to say in relation to London—and I have lived in London almost the whole of my working life—that it has conditions and circumstances that are very different from any other city in the country, and I am not surprised that both the City of London and the London local authorities have felt the need from time to time to introduce legislation to deal with the problems which they face. My noble friend also welcomed the negotiated agreement—I will come to the remarks of the noble Lords, Lord Faulkner and Lord Rosser, in a moment. All I can say at this stage is that I was grateful for my noble friend Lady Kramer’s support on that.

As for the deal done with the Football League and the Premier League, I understand the indignation that noble Lords may have felt that this was done outwith the consideration of the Select Committee. As the noble Lord, Lord Faulkner, said, the Select Committee examined the authorities from Hammersmith and Fulham. It heard the evidence and felt that the promoters had made a good case for their clauses, and here we are with an agreement having been reached outside the committee. Whether or not it was a smoke-filled room, I do not know; but, nevertheless, it was reached without the full scrutiny that it would have had if it had gone before the Select Committee. I have some sympathy with that point. I asked a number of questions myself about whether there was any reason why the sporting authorities were not aware of what was in the Bill. It is their job to make sure that they do. They are very wealthy organisations; they spend billions of pounds, as one noble Lord said, on buying footballers and so on. I do not see why they could not have done this before, but the fact remains that they did not. They did not put up a petition. The committee therefore could not hear the petition and reach a conclusion on it.

So what have we got? As I explained in my opening speech, after very prolonged discussions a memorandum of understanding has been reached. In each case the club that falls within the definition, which has a reasonably substantial attendance at its events, has to enter into agreement with the local authority to cover the costs that would have been covered by these two clauses. If someone says to me, “An agreement to agree is not worth the paper that it is written on”, I would have to say that I was brought up in my legal studies entirely to accept that. However, there rests behind this the fact—and the sporting authorities are in no doubt about this at all—that if they do not reach agreements of the sort envisaged in this memorandum of understanding within a clear time limit which is spelt out here, then future legislation will be brought forward to reinstate these clauses.

[Lord Faulkner of Worcester]

Does the noble Lord agree that it would have been courteous to this House if the detail of that memorandum of understanding had been made available to your Lordships before we had this debate today? Can he at least give an assurance that it will be published and will be considered in proper detail when the Bill reaches another place so that it can at last be given proper scrutiny?

Airports: London

Lord Faulkner of Worcester Excerpts

Wednesday 16th March 2011 Lords Chamber

[Earl Attlee]

My Lords, I agree with the noble Lord’s first question about the importance of the aviation industry, but we do not want massively to increase the use of aviation, we want to keep it where it is. We must constrain our aviation emissions.

[Lord Faulkner of Worcester]

My Lords, can the Minister confirm that in all the countries that have constructed high-speed railways, the demand for domestic air transport has declined significantly? Therefore, if the Government are determined to build High Speed 2—as I very much hope they will—they are perfectly entitled to rescale down the projected demand for domestic aviation in the United Kingdom.

[Earl Attlee]

My Lords, the studies of aviation demand will take the noble Lord’s point into consideration. I understand that domestic aviation in Spain has been drastically reduced because of the construction of a high-speed rail network.

Railways: Heritage Sector

Lord Faulkner of Worcester Excerpts

Tuesday 1st February 2011 Grand Committee

Asked By

[Lord Faulkner of Worcester]

To ask Her Majesty’s Government what contribution the railway heritage sector makes to education, tourism and the regional economy.

[Lord Faulkner of Worcester]

My Lords, I am grateful for the opportunity to draw attention to the importance of heritage railways in Britain and I thank all noble Lords who have put their names down to speak in this short debate. I declare an unpaid interest as president-elect of the Heritage Railway Association, a volunteer body that brings together the heritage railways in the United Kingdom and Eire. I have also recently been appointed by the Prime Minister to the board of trustees of the National Museum of Science and Industry and shall be serving on the advisory board of the National Railway Museum.

The heritage railway movement covers over 111 working heritage railways and tramways, as well as 60 steam museum sites. Indeed, laid end to end, our heritage railways would stretch for some 500 miles, reaching from King’s Cross to Dalwhinnie in the Highlands of Scotland. There are over 399 stations on these lines—more than on the Underground network—and there is a fleet of around 800 preserved steam locomotives.

Apart from the preserved lines, steam is still alive and well and earning money on the national network, too, with many steam excursion trains being run each year, as well as regular services on the West Highland line, the Cambrian coast line and between York and Scarborough. I pay particular tribute to the work of the specialist team at Network Rail as well as the train operators who co-operate to make this possible. As a number of noble Lords may be aware, in the past few years a brand new A3 steam locomotive called “Tornado” has been built by volunteers to the original LNER design. That is in revenue service as well.

I should also mention the value of the work of the Railway Heritage Committee in designating historic railway artefacts and directing their disposal, when no longer required on the main line, to heritage railways or museums. This approach has been actively supported by Network Rail, the train operating companies and the rolling stock leasing companies. As a result of their working harmoniously together, people can see and appreciate many of these historic pieces of equipment in daily use.

The status and role of the Railway Heritage Committee is about to change as a result of the Government’s decision to include it in the Public Bodies Bill. I shall not anticipate the debate that we are due to have in Committee on that Bill, other than to say that we are very close indeed to agreeing a way forward that would provide for the statutory powers and duties of the committee to be transferred to the Science Museum.

Your Lordships may ask why all this matters. The main answer is that heritage railways give a huge boost to the local economies of the areas that they serve and that we lead Europe and America in the development and presentation of our heritage railways. They are a source of inward tourism as well. To underline the point, the Heritage Railway Association took the lead in establishing a federation of heritage railways across Europe, called FEDECRAIL. Our expertise is keenly sought by other members, particularly in eastern Europe. Those members also look with envy at the statutory powers exercised by the Railway Heritage Committee and wish that they had something similar in their countries.

The value to tourism is enormous. The National Railway Museum attracts almost a million visitors annually, more than any other museum in England outside London. Heritage railways attract more support than almost any other part of the heritage sector, with the exception of the National Trust. While historic ships, aircraft and classic cars have their adherents, no other transport mode attracts anything like this level of interest, with direct benefit to the tourist economy.

This has been confirmed in independent studies undertaken for a number of lines, notably the West Somerset, Severn Valley and Welsh Highland railways. I think that we may hear something about the Welsh Highland Railway from the noble Lord, Lord Wigley. The West Somerset study was undertaken by Manchester Metropolitan University and indicated a value of £1.90 to the local economy from every £1 of fare income to the railway. This means that the value of the railway is at least £4 million to the local economy. I say “at least” because this excludes the considerable spend by volunteers on accommodation, food, fuel, restaurants and so on. These are significant sums of money. Each year, 6.7 million people are carried on heritage railways, whose earnings in 2009 amounted to £81 million. Not only does this point to a value of over £150 million a year to the economy, but it is a figure that is growing year by year as lines are extended.

The other major economic benefit of heritage railways is in employment. Altogether almost 2,000 people work in the sector, some part-time, and often in areas of high unemployment—heritage railways frequently provide high-quality engineering jobs in areas where little alternative skilled work is available.

Then there are the health benefits of providing easy access for walking, as well as the environmental benefits of car-free access to the countryside. While most railways offer a steam-train ride as their main attraction, an increasing number also fulfil a useful transport role. The Swanage Railway, for example, provides a park-and-ride service to reduce congestion on the A351 through the picturesque village of Corfe Castle. The Welsh Highland Railway provides sustainable transport to sensitive areas in the Snowdonia National Park, particularly the village of Beddgelert. Also, what better way is there to visit the Brontë Parsonage Museum at Haworth than by the Keighley and Worth Valley Railway?

We may add to this the benefits to education that are offered by many railways, with their information packs for schools linked to the curriculum, as well as visits to depots and signal boxes. The range of subjects covered by the railway is wide-ranging: history, of course, as well as geography, economics, social history and politics. Indeed, there is almost no area of life in Britain that is not touched by the railway. It was Benjamin Disraeli—or the Earl of Beaconsfield, as perhaps we should call him in your Lordships’ House—who, writing in his novel Sybil in 1845, correctly predicted that,

“the railways will do as much for mankind as the monasteries did”.

None of the achievements of today’s heritage railway movement would be possible without the support of volunteers, of whom more than 17,632 are recorded in the returns made annually to the Office of Rail Regulation, quite apart from those who help in other ways such as fundraising. The range of activities that they undertake is astonishing, from safety-critical work such as driving trains or signalling, to developing specialist skills for locomotive restoration, to straightforward labouring to keep the railways in good shape and safe for passengers.

What better example—and I address this point to the Government particularly—of the big society at work could there be than a heritage railway, with volunteers working alongside paid staff, bringing a boost to the local economy and a range of societal benefits without recourse to the taxpayer? The level of volunteer input means that heritage railways run without subsidy and raise their own capital. A number have also been successful in securing Heritage Lottery Fund grants.

Some people find it hard to understand why there is such a high level of interest in railways and railway heritage among British people—an interest increasingly shared by many overseas visitors. Go to any bookstall and you will see a huge range of magazines and periodicals devoted to this subject. I have seen a total of 16 magazines about railways or model railways in my travels and I understand that these have a combined circulation of around 360,000. When we add in the electronic magazines and the fact that magazines are handed on to friends, we have a regular railway readership of about a million.

My theory is that this interest—I hesitate to call it an obsession—reflects genuine pride in the fact that railways were a British invention and the source of a dominant export industry for over a century. They contributed enormously to the 19th-century Industrial Revolution. They transformed people’s lives, making it possible for them to live in the countryside and travel into towns and cities to work. They were responsible for creating most of Britain’s seaside resorts and enabled working people to go on holiday.

Even today, the influence of Britain’s railways worldwide cannot be overstated. Railways have been regulated and given special powers by government throughout history and their significance in people’s lives, whether or not they are regular users, means that they have a very high profile and raise strong views.

Many railway staff are proud of the industry’s heritage, which plays some part in their motivation. It is perhaps for all these reasons that from 1947 onwards the Government have considered it necessary to legislate to protect Britain’s railway heritage, which has been actively supported by the industry, from the days of the British Transport Commission to today’s rail companies. I hope that when replying to this debate the noble Earl the Minister will acknowledge this uniquely British success story and confirm that the Government will continue to encourage its progress and development.

Sustainable Local Transport

Lord Faulkner of Worcester Excerpts

Wednesday 19th January 2011 Lords Chamber

[Earl Attlee]

My Lords, the noble Lord makes an interesting and important point. I have started to use a bus service from Alton to Bordon in Hampshire, and it always surprises me how very few people are in the bus, despite it being quite large. However, part of the policy is to allow more suitable vehicles to be used by a variety of schemes.

[Lord Faulkner of Worcester]

My Lords, like the noble Lord, Lord Mawhinney, I have not had time to read the entire White Paper, but I thank the Minister for including a section at the back on heritage railways, which is a subject close to my heart. I hope it is an indication that we shall have a satisfactory outcome to the debate on the future of the Railway Heritage Committee when we finally return to consideration of the Public Bodies Bill. I have a particular question about sustainable transport. I was going to ask about the school run, to which my noble friend Lord Lea referred. However, does the Minister believe that the Mayor of London’s decision to cut the congestion charge area is a helpful contribution towards sustainable transport in London? Is any consideration being given to road pricing, which is a further way in which more people could be encouraged to use sustainable transport and public transport, rather than get into their cars?

[Earl Attlee]

My Lords, a heritage railway could bid for a scheme. Although it might not be able to bid for its operating costs, it might be able to bid for certain facilities. The noble Lord will have to look closely at the criteria, given that some things cannot be bid for under the LTSF, because they relate to other types of grant. I very much hope that the noble Lord is successful in finding an alternative location for the legislative powers associated with the Railway Heritage Committee. We will have to see how that unfolds; it is a matter for my noble friend Lord Taylor of Holbeach. I think I am correct in saying that we have no plans at all for road pricing in this Parliament. We have made more detailed statements elsewhere, but it is not on the cards. However, the noble Lord will be aware that it is possible to have a local scheme, such as the mayor’s congestion charge scheme.

Roads: Long and Heavy Vehicles

Lord Faulkner of Worcester Excerpts

Wednesday 1st December 2010 Lords Chamber

[Earl Attlee]

My Lords, the noble Lord raises important issues about enforcement. This question is more about the design, construction and use of our vehicles, but he is right that we need to make sure that we enforce regulations on the operation of goods vehicles very carefully indeed.

[Lord Faulkner of Worcester]

My Lords, can the Minister confirm that it is the policy of this Government to carry as many goods by rail as possible and to transfer goods from road to rail wherever possible? In that context, will the Government continue to support freight transfer depots and other facilities to enable goods to be put on to the railway and carried long distances by rail rather than by road?

[Earl Attlee]

My Lords, on the first part of the noble Lord’s question, absolutely. We will do nothing that reduces the amount of freight carried by rail.

Railways: Investment

Lord Faulkner of Worcester Excerpts

Thursday 25th November 2010 Lords Chamber

[Earl Attlee]

My Lords, we are very keen to move as much freight as possible on to the railway system. The Thameslink project is not relevant to freight but the High Speed 2 project is, because the west coast main line will run out of capacity and, if we do not build High Speed 2, we will not be able to put more freight on to the west coast main line.

[Lord Faulkner of Worcester]

My Lords, first, I thank the Minister very much for repeating the Statement. I also thank him for the tone of his replies, particularly in his reference to the previous Administration. As he knows, I had a very minor part in the Department for Transport in that Administration and I welcome what he said. I am aware that, when a Statement is repeated from the Commons, we tend to hear rather more strident language than we normally would in this Chamber. I also endorse much of what the noble Lord, Lord Bradshaw, said. He is too modest. When the journey time between London and Cardiff was under two hours, it was when he was running the western region of British Railways. Indeed, that journey time is not that great an aspiration.

I obviously welcome the continued commitment to High Speed 2, to the electrification programme in the north-west and to the Great Western main line as far as Newbury and Oxford. I should declare an unpaid interest as a member of the First Great Western advisory board. I want to press the noble Lord a little bit about what the mechanism will be for reviewing the possibility of going further west than Didcot. Is there a possibility, for example, that electrification will reach Bristol and is it the case that electrification to Cardiff and Swansea is dependent on the Welsh Government making some significant financial contribution?

My worry about the Statement, which I would like the Minister to address, is the question of overcrowding. He will be aware that the figures from the Office of Rail Regulation show that services in London and the south-east are already seriously overcrowded, particularly on First Great Western, where they worsened from 6.5 per cent of passengers in excess of capacity in 2008 to 8.2 per cent in 2009. The consequence of the cascading of electrified stock from the existing Thameslink service to the new electrified services to Newbury and Oxford is that there will be a delay of four years. I am fearful that overcrowding will increase during those four years.

I hope that the point made by my noble friend Lord Snape about the fare increases pricing people off the railway will not come to pass. Like the Minister, I am anxious to see the railway used to the maximum extent. It would be disastrous if we went back to the sort of policy that existed in the 1970s and 1980s, when the response to passenger demand was simply to put up the fares to choke it off. Will the Minister comment on overcrowding as well?

[Earl Attlee]

My Lords, with regard to the noble Lord’s kind words about the difference between this place and another place, I could not possibly comment. The noble Lord talked about electrification out to Bristol. That is an important point. As I said, it is closely linked to the IEP solution and the development of the business case. He talked about a possible contribution from the Welsh Assembly Government. I think that he is thinking along the correct lines. I will talk to the officials and reflect on his points about overcrowding. The decision regarding fares was difficult, but we have to get some more income to pay for the improvements. However, it is certainly not a mechanism to choke off demand and passengers. We want people to travel by rail; we do not want them to travel by car.

Railways: North-west

Lord Faulkner of Worcester Excerpts

Monday 18th October 2010 Lords Chamber

[Earl Attlee]

My Lords, the coalition Government are committed to high-speed rail. We hope to have parliamentary approval for the hybrid Bill in 2015 and work will start shortly thereafter.

[Lord Faulkner of Worcester]

I am sure the Minister will be aware that Network Rail published its northern route utilisation strategy on 8 October, which contains some very encouraging figures for passenger growth in the north of England. For example, as regards Liverpool and Manchester, it estimates that by 2019 growth will exceed 30 per cent and may rise as high as 45 per cent. Will he give an absolute assurance that the Government will honour the comment that he made about electrification despite the horrors that may be in the Chancellor’s statement this week?

[Earl Attlee]

My Lords, we welcome the work carried out by Network Rail in compiling its route utilisation strategy. It provides a valuable input into the work to be undertaken by the Department for Transport to determine the outputs the railway needs to deliver during 2014-19 and beyond. My comments about electrification remain.