Railways: East Coast Main Line

Lord Rosser Excerpts

Thursday 8th December 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

As I have already outlined, there is funding, and ensuring the prioritisation of the funding was part of the Hendy review. As I am sure the noble Baroness is also aware, customer experience—she has rightly alluded to the importance of what customers feel about the line—will be enhanced through the introduction of new rolling stock across the routes. There is a big investment in IEPs, as I am sure she is aware, while the east coast route study, which will detail the longer-term investment options from 2019, is currently in development by Network Rail.

[Lord Rosser (Lab)]

My Lords, I ask for an assurance from the Minister that, in the light of what the Secretary of State had to say yesterday, investment will still take place on the east coast main line, even if there are some Labour mayors on the line of route. What steps are the Government taking to ensure that the necessary industry capability is there to deliver investment in the east coast main line, given the dismal performance on the Great Western electrification?

[Lord Ahmad of Wimbledon]

As the noble Lord knows, this is a line that runs from London, through Leeds and York, all the way to Edinburgh. It is important that, irrespective of what political affiliation may be held by people along the line, we work in a collaborative way to ensure improved services. I can reassure him about the continued investment in this line. I shall run through some of the programmes: the Northallerton to Newcastle loops in 2019; the York north throat in 2020; and the Peterborough to Fletton Junction down slow extension in 2019. I also believe a new station is opening, or at least a new station platform, which will allow fast-running trains to run through more quickly on what is a heavily used line with many shared services.

Train Operating Companies

Lord Rosser Excerpts

Tuesday 6th December 2016 Lords Chamber

[Lord Rosser (Lab)]

I thank the Minister for repeating the Answer to the Urgent Question asked earlier in the other place.

At the moment, Network Rail has responsibility for the signalling of trains, including employment of the signallers. Will the signalling control of a reopened link from Oxford to Cambridge, including into Oxford station, come under the proposed new entity for the line rather than under Network Rail? Does this apparent intention to exclude Network Rail from a reopened Oxford to Cambridge line indicate that the Government have lost confidence in the ability of Sir Peter Hendy, whom they appointed as chairman just 18 months ago, to further improve the performance of Network Rail? What existing responsibilities do the Government intend to take away from Network Rail with their announcement today about “integrated operating teams” and joint ventures—between whom?—for some of the existing network? Alternatively, is this announcement of integrated working and operation largely a rehash of the now-abandoned closer working arrangements between South West Trains and Network Rail, and an extension of the current arrangements in that regard between ScotRail and Network Rail?

[Lord Ahmad of Wimbledon]

My Lords, the noble Lord asked a number of questions. First, on Sir Peter Hendy, of course the Government continue to have full confidence in Sir Peter’s work. He has concluded some important work for Network Rail and will continue to work in that respect. The noble Lord raised the issue of the purpose behind today’s announcement, which is clearly to ensure a deeper alignment, better working and a better alliance between those who operate our tracks—in this case, Network Rail—and the train operating companies themselves. We have seen this working well in Wessex between Stagecoach South West Trains and Network Rail, and indeed between Abellio ScotRail and Network Rail. This does not take away from Network Rail but merely ensures that from an operational standpoint, engineering works, for example, can be aligned. This puts passengers at the heart of ensuring a better and more efficient rail service.

Southern Rail Services

Lord Rosser Excerpts

Monday 5th December 2016 Lords Chamber

[Lord Rosser (Lab)]

I thank the Minister for repeating the Answer to the Urgent Question that was asked earlier today in the other place. Southern’s poor service record stretches back to mid-2015, so it is not simply related to any current dispute with its staff. Yet passengers face government-sanctioned above-inflation fare increases in just a few weeks.

I have two questions. First, is it the Government’s view that the actions and decisions of both sides have contributed to the current dispute, or do the Government fully support Southern in everything it has done over the last 18 months on quality of service and industrial relations issues? Secondly, what is the total amount of financial support the Government have so far provided or announced that they will provide, as a consequence of the dispute, to GTR, Southern’s owner, either directly or indirectly? Alternatively, will the owner have to bear the full costs of any loss of its revenue, payment of compensation or penalties for any breaches of contract as a result of the impact of the dispute on the level of service being provided and the numbers of passengers travelling? I imagine that the House will take a dim view if the Minister prays in aid commercial confidentiality for not responding to my question about the extent or otherwise of financial support.

[Lord Ahmad of Wimbledon]

My Lords, I thank the noble Lord for his questions. He asked whether the Government are supporting one side over the other. The Government support the need to get this service back on track to get it running for the benefit of those long-suffering passengers. Therefore the short answer is that of course actions and improvements are required from both sides on this dispute. The noble Lord also asked about issues relating to the compensation that has been paid. I will write to him with the specific details.

Disabled People: Employment

Lord Rosser Excerpts

Wednesday 30th November 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Baroness raises an important point. There are other departments besides the Department for Transport that would input into that, and once I have ascertained that information I will write to her.

[Lord Rosser (Lab)]

The Minister referred to the improvements that, frankly, we secured to the Bus Services Bill to make bus services more accessible to disabled people. Bearing in mind that he has cited that as an example of what he believes the Government are doing, even though they were heavily pushed from this side, why can they not do more in respect of other forms of transport to ensure likewise that they become more accessible to disabled people?

[Lord Ahmad of Wimbledon]

The noble Lord is being less than magnanimous on the Government’s position during the passage of the Bus Services Bill, but I will let others be the judge of that on reading Hansard. With regard to other modes of transport, various consultations are under way and I have alluded to one or two of them. I suggest to the noble Lord that he participates fully in those.

HS2 Update

Lord Rosser Excerpts

Tuesday 15th November 2016 Lords Chamber

[Lord Rosser (Lab)]

I thank the Minister for repeating the Statement made earlier today in the House of Commons. We support HS2 and thus welcome this further announcement of phase 2B on more but not yet all of the route. We welcome the intention that HS2 outside London will have connections to the existing network. We do not welcome the fact that the Government appear determined to see HS2 run in the private rather than the public sector, bearing in mind the amount of taxpayers’ money that will be invested, the success of the public sector in running the east coast main line twice following the withdrawal of two different private sector operators, and the continuing success of the public sector in running the London Underground, with its heavy traffic flows.

We will need to look at the details of the proposed route just announced and the extent to which legitimate concerns have or have not been addressed, as well as the compensation and mitigation proposals, but perhaps the Minister can say now how the compensation compares with that for those affected by a new runway at Heathrow. For how long will the further consultation mentioned in the Statement last, and by when do the Government expect to announce their decisions in the light of that consultation? The Government have not yet given a timescale on that. Likewise, when next year do the Government expect to announce the rest of the route of HS2? The National Audit Office stated earlier this year that HS2 had an “unrealistic timetable” and faced major cost pressures. What is now the timetable for the completion of HS2 and what is the latest accurate projected total cost figure, bearing in mind what has happened time-wise and cost-wise to what is presumably the much simpler Great Western electrification?

The Statement says that HS2 links up the cities of the north of England and the east and west Midlands. When do the Government intend to make firm announcements about improved rail links between the cities of the north? The Statement says in the context of a rail network for Liverpool, Manchester, Sheffield, Leeds, Hull and Newcastle that the Government will, where necessary,

“include passive provision for these services in the Phase 2b hybrid Bill, subject to agreement of funding and the supporting business case”.

In this context what exactly does passive provision mean—as opposed, presumably, to non-passive provision?

The Statement also says that:

“HS2 will free up space on our existing railways for new commuter, regional and freight services”,

and,

“will provide new options for services to towns which currently do not have a direct connection to London”.

What new commuter, regional and freight services do the Government have in mind, and what towns do the Government consider would have the option of a direct connection to London—or is that statement one simply of hope and expectation rather than fact?

The Statement refers to tomorrow’s HS2, east and west coast main lines being able to have,

“48 trains per hour to Birmingham, Manchester and Leeds”,

and that this would be up from 29 today. Perhaps the Minister could give me a breakdown of those two figures. On the face of it, they do not appear to include existing services from Marylebone to Birmingham; neither is it clear whether the existing services are only those to and from London or include those running between Birmingham, Manchester and Leeds.

The Statement also refers to phase 1, from Birmingham to London, and the award of some contracts. What percentage of those contracts, in number and value, are going to British firms? What percentage of any materials used will be imported from elsewhere and what percentage will come from within the United Kingdom? Reference has also been made to Euston station. To what extent has agreement been reached with the London Borough of Camden over the development of HS2 at Euston and its impact on the surrounding area?

Finally, I wish to raise two other points about phase 1 and need to declare an interest, as I have a home within a mile or so of the route of HS2 in the London Borough of Hillingdon. I make these two points in the context of what is stated on page 6 of the Statement:

“We have a general obligation to continue to seek further reductions to adverse impacts during the design, construction and operation of the scheme”.

Just prior to the London mayoral election the Government announced, following a meeting with the Secretary of State at which the Conservative candidate in that election was present, that they would ensure another look was taken at the case for extending the tunnelling of the route in the West Ruislip area. Can the Government tell us what the outcome of that further look is and the reason for any decision, now that the mayoral election is safely out of the way? Can the Government also say what has happened in respect of the relocation of the Hillingdon Outdoor Activities Centre, used by significant numbers of young people in particular? I have visited the site on two occasions in the company of two different Ministers—sympathetic noises were made, particularly on the second occasion. Has a suitable alternative site been found for the outdoor activities centre, since HS2 still appears to be going right across the existing site on a viaduct?

[Baroness Randerson (LD)]

My Lords, I started today in Marseille and travelled here by TGV, which is fast, efficient, very comfortable and has low emissions. I mention this not because I think that your Lordships will be interested in my holiday photos but because France is decades ahead of us in the provision of a network of fast, efficient rail services. On these Benches, we are firm supporters of HS2 and we welcome this announcement and the details provided today, as far as they go. We also welcome the jobs whose potential creation has been outlined but we have concerns, which I wish to raise here.

First, HS1 was opened in 2007 and it will be at least 20 years between its opening and that of the first phase of HS2. I know that the Minister has given us an indication of the timescale for the second phase of HS2 but I wish to push him on whether there is any scope for faster completion, because the great cities of the midlands and the north need this connectivity very much faster than what is outlined. While the Government make the very valid point in their Statement that HS2 will take pressure off existing lines, it is worth pointing out at this stage that those lines are already groaning under the pressure of the number of passengers and the frequency of services that have to be provided. Therefore, when one extrapolates into the future, one finds it very difficult to believe that the system will not have cracked apart by the time HS2 phase 2 is opened. My main concern is that HS2 phase 2 will drain resources, which are so badly needed, from the rest of the network. Investment is urgently required now. Last week, the Government announced that four electrification projects were being put on permanent hold. There is a shadow over some aspects of the Great Western electrification. The east coast main line is desperately in need of investment. The ORR’s statistics show how badly that line is suffering. Previous promises of investment on that line have been put on hold. I urge the Government to give us more detail about their plans for investment in existing services to reassure us that HS2 is not just a highly polished priority project being operated at the expense of the rest of the rail network. Stimulating investment in the Midlands and the north depends on very much more than HS2. It has to link into an efficient, integrated public transport service.

Finally, the mitigation measures and the detail on them are very welcome, but I ask for a more open and straightforward approach from HS2 Ltd in future. Residents and local councils report that they have often found it less than easy to deal with. I shall not repeat many of the detailed questions put to the Minister by the noble Lord, Lord Rosser, but I emphasise that I am concerned to have more detailed information, particularly on what “provision” means and on the number of services that currently run and the future expansion of those services.

Aviation: Sharm el-Sheikh

Lord Rosser Excerpts

Thursday 3rd November 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

Let me assure my noble friend, as I have already intimated, that we, more than any other country, have been working very closely with the Egyptians on the ground and we continue to do so. Indeed, we have a permanent presence in Egypt, not just in Sharm but in other airports, to ensure first and foremost the safety and security of our own citizens, but equally working closely with the Egyptian authorities to ensure we can have the resumption of flights as soon as possible.

[Lord Rosser (Lab)]

The problem over Sharm el-Sheikh has been going on for some time. Can the issue over security now be resolved quickly to our satisfaction, or are the differences of view between ourselves and the relevant Egyptian authorities fundamental and seemingly irreconcilable in the near future?

[Lord Ahmad of Wimbledon]

It was on 31 October last year—so just a tad over a year ago—when 224 lives were lost. The Government were right to take the view to suspend flights in light of the incident that occurred, but it is also right that we should await the formal reports of the investigations. However, we are not just taking a step back. More than any other nation, we are working on the ground together with the Egyptian authorities to ensure that we improve security and can resume flights, as soon as we are assured of the sustainable nature of their security arrangements.

Aviation: International Trade

Lord Rosser Excerpts

Tuesday 1st November 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

I am certain that the whole House welcomes the innovations in technology for commercial aircraft.

[Lord Rosser (Lab)]

Now that the Government have decided “No ifs, no buts, it’s a third runway at Heathrow”, which differs at least marginally from their previous “no ifs, no buts” pledge, what plans do they have to increase the range of international direct flights from our international airports outside London and the south-east, and in so doing to provide the opportunity for an increase in air freight traffic, including exports, from at least some of those airports—in the north in particular—direct to other parts of the world?

[Lord Ahmad of Wimbledon]

The noble Lord raises an important point about freight, and that was part and parcel of the decision that we took last week. He talks about international connections outside London and the south-east. I am delighted to tell him why I was in Manchester yesterday—because I was welcoming the first Singapore Airlines flight to Manchester, which, for the first time, was flying directly to Houston. That was a first for Manchester Airport, a first for Singapore Airlines and a first for the north-west, outside London and the south-east.

Road Safety: Eye Tests

Lord Rosser Excerpts

Monday 31st October 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

The noble Lord speaks from great experience in this regard and I will certainly take his suggestion back. I found that my recent eye test was thorough in every respect, but the department and I will reflect on his point about those who are older.

[Lord Rosser (Lab)]

Following the supplementary question asked by my noble friend Lord Simon, how many fatal road accidents per year do the Government accept can be attributed in part or wholly to the eyesight of one or more of the parties involved in the accident being below the standard required to pass the driving test?

[Lord Ahmad of Wimbledon]

I shall write to the noble Lord on the specifics, but as I have said, our safety standards have led to one of the lowest comparative figures across Europe for such accidents, and the Government are looking at how they can work with the medical profession. The pilot in Birmingham that I referred to consists of 113 surgeries where people can talk to their general practitioners about the need for an eye test and nominate themselves to get their eyes tested. Indeed, GPs are also looking at how their duty of care can be extended where someone refuses or is unable to report their eyesight deficiency to the DVLA.

Airport Capacity

Lord Rosser Excerpts

Tuesday 25th October 2016 Lords Chamber

[Lord Rosser (Lab)]

I thank the Minister for repeating the Statement made earlier today in the Commons by the Secretary of State for Transport. It is a Statement made against a backdrop of previous Conservative promises that, “no ifs, no buts”, there would be no third runway at Heathrow, a pledge given by the last Prime Minister and enthusiastically supported previously by the present Prime Minister and, it seems, her constituency local authority. The image of politics in this country has not been enhanced by today’s announcement in light of previous emphatic “no ifs, no buts” pledges, whether or not one thinks the now Government’s supported option announced today is correct.

While we welcome the fact that a decision on the preferred location for an additional runaway has been made, I want to pursue the question of the status of that decision. Apparently there is to be an extended though undefined period of further discussion and consultation which could last for a year or more before a final decision is made by Parliament. Is that correct? Is this further consultation in line with the national policy statement process in respect of only the implementation of the preferred option of a third runway at Heathrow announced today, or could the outcome of the consultation lead to a further change of heart by the Government away from their now declared preferred option? I would like a specific answer on that point.

Put another way, can the Minister confirm that all three options in the Davies commission report for additional runway capacity in the south-east are no longer on the table, and instead only the preferred option just announced is still there, and that likewise doing nothing to provide additional runway capacity in the south-east is not an option unless Parliament fails to approve the preferred option in a vote? Are we now at the stage as far as the Government are concerned of, “no ifs, no buts, it is a third runway at Heathrow and we the Government will consider only representations made in respect of its development”? If that is not the case, then uncertainty apparently continues for a further year or more.

Do the provisions of the national policy statement lay down that the further consultation must be of the length of time now suggested in some quarters? If not, why do the Government believe that such a further period of apparently extended consultation is needed before a final decision is made by Parliament if the only issues to be considered relate to implementation?

We have already said that, having asked the Airports Commission to undertake its report, there would have to be overwhelming evidence that the report and its conclusions were fundamentally flawed for us to depart from it. We will now need to consider the Government’s preferred option and the evidence to support the reasons they are putting forward for reaching that decision. We will expect to see the conclusions—and the evidence behind the conclusions—of the further investigations and analysis the Government have undertaken over the past 15 months following the publication of the Davies commission report. Perhaps now, today, the Government can tell us what impact they have concluded the preferred option of a third runway at Heathrow will have on achieving our climate change objectives and why.

I reiterate the four tests we have previously set out that any proposal for airport expansion must meet: that robust and convincing evidence is produced that the commission’s recommendations would provide sufficient capacity; that the United Kingdom’s legal climate change obligations can still be met; that local noise and environmental impacts can be managed and minimised; and that the benefits of any expansion are not confined to London and the south-east. We have already backed the Airports Commission’s recommendation that a statutory independent noise authority should be created, although apparently the Government have not yet done so.

We recognise the need for additional runway capacity in London and the south-east. Heathrow has been full for a decade and Gatwick’s single runway is the busiest in the world. Yet even following the announcement today, an additional runway is a decade or more away. What do the Government intend to do to address the runway capacity challenges that exist at present and will continue to exist until that additional capacity is provided? Do the Government have plans to utilise existing capacity in the south-east—for example, at Stansted and Luton—or are there any intentions to change practices at Heathrow or Gatwick in the short term to increase capacity? Indeed, what plans do the Government have for improving our international gateway airports around the UK, not least improving surface access by road and rail? There is no mention of this in the Statement. Does that mean that there are unlikely to be further capacity increases at our other airports? What will the Government’s position be if Gatwick still seeks to pursue its second runway option?

The Airports Commission said:

“The additional income generated as a result of operating a third runway should be allocated in a new way, and the airport should be obliged to develop a better and more collaborative relationship with its local communities, as some overseas airports have done”.

It went on to recommend that,

“a number of measures should be taken forward, in parallel with the approval, construction and operation of any new capacity at Heathrow, to address its impacts on the local environment and communities”.

These measures related to a “noise envelope” and,

“a ban on all scheduled night flights”,

between specific hours. The commission also called for,

“periods of predictable respite to be more reliably maintained”,

and compensation for,

“those who would lose their homes at full market value plus an additional 25% and reasonable costs”.

The commission said that the airport operator should deliver on,

“its commitment to spend more than £1 billion on community compensation”,

which, together with,

“a new aviation noise charge or levy … would fund enhanced noise insulation and other schemes”,

including support for schools. The commission also recommended:

“A Community Engagement Board should be established under an independent Chair, with real influence over spending on compensation and community support and over the airport’s operations … An independent aviation noise authority should be established with a statutory right to be consulted on flight paths and other operating procedures”,

and called for:

“Training opportunities and apprenticeships for local people”,

and:

“A major shift in mode-share for those working at and arriving at the airport”.

Finally, the commission said:

“Additional operations at an expanded Heathrow must be contingent on acceptable performance on air quality”,

and:

“A fourth runway should be firmly ruled out”.

Should the final decision be an additional runway at Heathrow, we would expect those recommendations from the commission to be adopted and delivered. We will certainly insist that the Government set out very clearly and well in advance how they intend to ensure that those recommendations will be adhered to, what action will be taken to ensure that there is no backsliding and what action will be taken if there is. Will the Minister categorically assure the House that all of the commission’s recommendations, to which I have just referred, will be implemented?

The Government’s Statement, although it represents progress towards a decision, does not represent a final decision, since a final decision will not be taken for at least another year. Today, the House was hoping for a decision that represented certainty; it is unfortunate that the Statement falls short of that.

[Baroness Randerson (LD)]

My Lords, I predict that the decision made today will solve nothing because it will be locked in legal challenge for years to come. It is a decision that answers the questions of decades ago, not today’s questions. It is bad for the environment and it is bad for the UK as a whole because still more investment will be poured into the south-east, ignoring the potential of regional airports such as Birmingham and Manchester. It is bad for passengers because they will pick up the tab in the end. The eye-watering cost of this project, which the BA chief executive has called “outrageous”, will, in the end, fall on passengers. The interesting thing is that the Statement hardly had a pound sign in it, and the figures that were quoted were largely speculative about possible benefits to the economy.

What estimates have the Government made of the cost to the public purse of this whole development? How much of the massive cost of infrastructure improvements, which are essential if the Government are to meet their promises on air quality, will the Government pay? We know that Heathrow is expecting airlines to contribute up front and that BA is refusing to do so, so are the Government confident that Heathrow can finance its portion of the costs?

This will inevitably lead to additional charges for airlines. What work has been done to ensure that airlines are prepared to accept those additional costs and will not simply move elsewhere? Are the Government convinced—because I am not—that passengers are willing to pay more to fly from Heathrow, because airlines will pass the cost on to them? Heathrow promises six more domestic routes by 2030 and in the Statement the Government promise to hold it to account. How do they plan to do that?

This will be seen as a decision for the south-east, but faced with the huge challenges of Brexit, we need to engage the whole of the UK, so what additional investment will the Government now allocate to the Midlands and the north to allow regional airports to develop and grow?

On air quality, the Statement makes bold claims, but there is not one tiny detail on how this pollution revolution is to be achieved. Can the Minister give us more information? I note that the Statement is much more downbeat on noise; it simply accepts the concept that it will be a noisy procedure.

Finally, I want to address an issue that was not covered in the Statement: the ownership of Heathrow, which is only 10% British-owned. Although the consortium that owns it has distributed £2 billion in dividends to shareholders in the past four years, it has paid only £24 million in corporation tax in the last 10 years. Will the Minister assure us that this airport, which will be favoured with so much public investment, will at least pay its dues in taxation?

Obscene amounts of money have been spent on persuading us and the Government that Heathrow is the right decision. We know the Conservatives are hopelessly split on this issue and have broken their promises on it and that the Labour leadership has flip-flopped backwards and forwards on it, but we on these Benches have remained steadfast for two decades.

Airports: London

Lord Rosser Excerpts

Tuesday 11th October 2016 Lords Chamber

[Lord Ahmad of Wimbledon]

I suspected this question might come up, so I have been thumbing through my thesaurus, which is quite well read. All I can say is that perhaps “shortly” will also mean “imminently”.

[Lord Rosser (Lab)]

My Lords, what is the current status of the Conservative Party pledge in 2009: no ifs, no buts, no third runway at Heathrow?

[Lord Ahmad of Wimbledon]

As the noble Lord is aware, the previous Prime Minister made that statement when he was looking at a very different proposition. Since then, as the noble Lord is also aware, the commission has reported and presented three viable options. The Government will be looking to make a call on south-east capacity shortly.