Passenger Railway Services (Public Ownership) Bill

Lord Snape Excerpts

Report stage
Wednesday 6th November 2024 Lords Chamber

[Lord Young of Cookham (Con)]

My Lords, I am glad I let the noble Lord, Lord Liddle, speak before me, because I listened very carefully to what he said at Second Reading, when he made a powerful speech in favour of pragmatism. I think that was an expression that he used; I see him nodding in assent. Pragmatism is the reason behind Amendment 10. It is a question of whether we let ideology trump pragmatism. The amendment is very similar to one I proposed in Committee. It is less ambitious—the one I proposed in Committee would have allowed the franchise to be renewed for a longer period than 12 months—and therefore one that is it easier for the Minister to accept.

There is an additional reason that has not been mentioned so far, which is that there will be pressure within the Minister’s own department to absorb the franchises as they fall due. I think his department would welcome the flexibility under Amendment 10 to enable an existing franchise to be extended for a further 12 months, but no longer. The Minister will get his way: all the train operating companies will be nationalised and all the franchises will come to an end. What we are arguing about is some flexibility. If a franchise is being run perfectly competently, if the existing company would be happy to run on for another 12 months, and if the department is having to recruit more civil servants to absorb the existing ones, I honestly cannot see why the Minister has set his face against Amendment 10. If there is the word “resist” in his brief, perhaps he will reflect on whether a little bit of flexibility would be in order.

[Lord Snape (Lab)]

My Lords, I expressed some sympathy with this amendment, or an amendment similar to it, in Committee. Without repeating anything I said in Committee, I put it to my noble friend the Minister again—having said one thing, I now contradict myself—that it does not really make any sense to terminate instantly or as soon as it runs out, which is pretty close to instantly, a franchise such as Greater Anglia, which has generated enormous public support for the efficient way that it has run its train services, or c2c, the line from Liverpool Street to Southend, which recently scored a 94% approval rate as far as its passengers were concerned, although I imagine they, like most other sensible people in this country, think the franchising system has been pretty disastrous for the railway as a whole. Coincidentally, those two franchises run out fairly quickly. Although the noble Lord who speaks for the Opposition would not mention specific franchises for some reason, I will. I have been tormented by Avanti since the last Government were unwise to give it the franchise around 2017 and take it off Virgin, for no apparent reason. The last Government then gave Avanti a nine-year extension, despite all the complaints from both sides of your Lordships’ House. Does it really make any sense to terminate franchises that have enormous support from the travelling public, two of which I have just mentioned, and not take any action for another few years—about seven years or so—for companies such as Avanti? Surely there is some flexibility here that my noble friend could press.

If there are good reasons to terminate franchises then surely those reasons, good or bad, have been realised as far as Avanti’s performance is concerned. Perhaps my noble friend can tell us exactly how much it would cost in public funds to dispose of Avanti’s services and how the contracts were drawn up and interpreted in the first place, when a company like that can get away with the shoddy service that it provides daily.

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Again, we suffer from the point I made in the debate on the previous group in relation to the speech by the noble Lord, Lord Liddle. We are being pushed around between what this Bill says and being told that we cannot ask questions—it is all going to be dealt with in a Bill we cannot see. It is not good enough; we need the assurances now. It will very much be my intention to seek the opinion of the House on Amendment 13 if the assurances I receive are not satisfactory.

[Lord Snape (Lab)]

My Lords, I rise to say a few words on Amendment 13 and the future of rail freight once this legislation becomes law.

Traditionally, on nationalised rail in the past, freight was often seen as the poor relation. Trying to attract people to the freight side of the former British Rail, particularly getting management involved, was much more difficult than the passenger side. There was a bit of glamour about fast passenger trains that the freight network never shared. My noble friend the Minister spoke in Committee about the Government’s intention to increase rail freight by 75% by 2050. I would be grateful if he could provide some clarification as to how that will be done.

I look at railway operations from time to time on the website OpenTrainTimes—I am a devotee, and this is a terrible confession to make. I note how close to the timetable rail freight adheres these days, which was not necessarily true in the past. There was a welcome introduction of relief from access charges for new business, as far as rail freight was concerned. Can my noble friend tell us whether there is any intention to extend that? Indeed, we should go further. In Committee I pointed out the imbalance in taxation in this country that makes it cheaper and more attractive to buy a fleet of lorries and put them on our road network—where, of course, the infrastructure is paid for out of general taxation—than it is to run rail freight, as Royal Mail has, deplorably, just demonstrated.

While I would not seek to pin down my noble friend the Minister as far as future taxation policy is concerned, I certainly hope he can press Treasury Ministers to see whether something can be done in future to rectify that imbalance between rail and road. In speaking to Amendment 13, I hope that my noble friend can give me some reassurance as to how this envisaged increase in rail freight—welcome though it is—will be implemented.

[Baroness Randerson (LD)]

My Lords, these three amendments deal with crucial aspects of the running of the railways and they are issues that we on these Benches probed in Committee. I certainly anticipate that, when we get the full Bill next year, there will be long and vigorous debate and discussion about them and I have serious reservations about the possible plans. However, we on these Benches accept that, however concerned we are about freight or open access or competition, the Government have chosen to write a very tightly drafted Bill and to separate ownership from operational organisation in that Bill and it is not appropriate to try to write, in a rather haphazard way, the big, final Bill on Report in this House at this time.

Passenger Railway Services (Public Ownership) Bill

Lord Snape Excerpts

Committee stage
Wednesday 23rd October 2024 Lords Chamber

The Mayor of Greater Manchester, who would like to have similar services running at his disposal as the Mayor of London does, is now to be turned away, irrespective of argument. The Government will not countenance his views. Similarly, the Mayor of the West Midlands and others who are in such a position are to be closed down. What, then, is the future of services in London? What is the coherence in the Government’s position? How can they have a single controlling brain and devolution—devolved operation of services—at the same time? Is not the whole principle of the Bill fundamentally a mess?

[Lord Snape (Lab)]

My Lords, I find myself in a somewhat embarrassing position, so far as this amendment is concerned, in that I agree with a lot of what the noble Lord opposite has said. In fact, had he put his name to Amendment 43—which I will speak to—my embarrassment would have been doubled, because he raises a very relevant point, as far as devolution is concerned, about railway services.

I anticipate—my noble friend will tell me if I am wrong —that Great British Railways will assume responsibility for most of the railway stations in England and Wales in future. Actually, I suspect it is only in England because of devolution in Wales. However, when we look at the present situation, most of them—as I have indicated—are owned by Network Rail, but many are run and owned by train operating companies.

Avanti has come under some criticism in your Lordships’ House over the years, not least from me. Avanti runs and is responsible for stations—not small country stations, but fairly large ones such as Birmingham International, a station that I have used frequently over the years. It is a major station with about a dozen different destinations, as far as trains through that station are concerned, yet it is virtually unstaffed after 10 pm. There is a train dispatcher on the platform, as I understand it, but there are no staff at all either in the booking office or on the concourse. I put it to my noble friend: if the major legislation he refers to goes through next year, what will be the position for stations such as Birmingham International? Will Great British Railways assume responsibility for staffing? If so, we can only hope for an improvement in railway staffing.

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[Lord Gascoigne (Con)]

My Lords, I support my noble friend Lord Moylan on Amendments 12 and 13 and I echo some of the great speeches in this group. As my noble friend said, it is right to ensure that, through some mechanism, the nations and regions are consulted, and, crucially, engaged, to ensure that they are brought into the decision-making process so that the service which eventually emerges is as effective as possible.

I am sure some will hark, yet again, that we are calling for more consultation and bureaucracy, but let us be clear: we on this side have always believed in devolution and power to the people. As my noble friend Lord Moylan said, the Government themselves have committed to the concept of devolution when it comes to transport. Therefore, is it not right that we utilise the opportunity to bring the Council of the Nations and Regions into discussions to ensure that we have the best services possible where there is overlap between the nations? Everyone is citing different quotes, but the PM said when the council was created that “we work as one team” and a “partnership”. If it is the view that that is too onerous, as I am sure the Minister will say, then we could at least try to engage the much- trailed but lesser-spotted envoy to the regions.

I support the noble Lord, Lord Snape, as I always do, in his Amendment 43. It calls for the Secretary of State to produce a report on whether a service could be devolved when it awards it to a public operator or renews a private franchise. That is wise and right, and I assume the case for doing so would be to assess the pros and cons for commuters, which we on this side of the Committee believe should be the focus of the reforms.

Supporting this amendment takes me back to what was said on day one of Committee on my amendments, when it was deemed that:

“Amendment A1, to which the noble Lord, Lord Gascoigne, spoke earlier, would create another bureaucracy”.


Later, this noble Lord hoped that the Minister would

“not get too bogged down in the bureaucratic desires of the party opposite”.—[Official Report, 21/10/24; cols. 433, 435.]

Who was so opposed to putting in a mere purpose clause, lest it be too bureaucratic? Lo and behold it was the one and only noble Lord, Lord Snape, who is now calling for an amendment to include a report when a rail service is awarded to a new operator. I welcome this Damascene conversion from the Labour Benches; I say yes to the noble Lord’s amendment but yes to Amendments A1 and 48A.

[Lord Snape (Lab)]

Before the noble Lord ruins entirely my career, such as it is, with his praise, I must tell him that he is comparing lemons with oranges. More accurately, what I said last time had nothing to with the devolution of railway passenger services to our great conurbations. I am rather against bureaucracy; it is the party opposite, as far as this legislation is concerned, that seems to be obsessed with it.

[Lord Gascoigne (Con)]

I do not know what the protocol is but I find it novel, if I may say so, that the noble Lord opposes bureaucracy when this side proposes it and yet supports it when it is convenient to himself.

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[Lord Moylan (Con)]

My Lords, I start with a brief apology to the noble Lord, Lord Snape, for not having signed his amendment and assure him that if he wishes to approach me in the corridors between now and Report, some sort of grubby deal can probably be done between us in that regard. My signature is readily available for the many wise things that he has said in this debate.

[Lord Snape (Lab)]

If we are going to meet to discuss these future amendments, grubby deals or otherwise, better in one of the bars where the noble Lord can put his hand in his pocket.

[Lord Moylan (Con)]

There is the basis of a grubby deal, I suppose, but I am sure it will be done on an equal, Dutch, shared basis.

The Minister has heard what the Committee has had to say from every corner, and he will know that his response will have left noble Lords on all sides bitterly disappointed. He has promised to combined mayoral authorities, to local authorities and to regional authorities every conceivable aspect of devolution except the right and the possibility to run their own trains, which has been done so successfully in London and, I understand although I have no personal experience of it, on Merseyside. That is now suspended; it is off the table, for a number of years at the very least, on no rational grounds at all. As the noble Lord, Lord Berkeley, so rightly said, we need to know the final outcome now.

For all the Minister’s talk of this being a narrow and technical Bill, its effect, in combination with his letter, is to put an end to the further devolution of rail services to local and regional authorities for the foreseeable future, and that is something the Committee is clearly not willing to accept. There is a fundamental difficulty at the heart of this Bill, and that is the commitment made so fulsomely to devolution, endorsed or otherwise by Mr Williams, whose views seem to be plastic and developing and to respond differently to every telephone call he gets from the noble Lord—it is possibly getting to the point of rent-a-quote from Mr Williams. Despite all the commitments made by Mr Williams and by the Labour Party in its pre-manifesto document on rail services, there is not going to be any meaningful devolution. Those commitments are not consistent with the Government’s other commitment to the single controlling brain. It is a contradiction at the heart of the legislation.

As for the ability of local authorities to commission services, as the noble Lord, Lord Berkeley, so rightly said, it is all a question of money. We promise it for buses, but as we said when we discussed the Statement made on buses—on that occasion too the noble Lord, Lord Snape, was very helpful in supporting what I said —it is all very well telling local authorities they can commission new bus services, but they do not have a bean to do so. It is all very well telling regional authorities they can commission more rail services, but unless we understand, as the noble Lord, Lord Berkeley, said, who is going to pay for it and who is going to get the fares revenue, it is all pretty meaningless.

It seems to me that the great single brain is already suffering a serious headache and that the paracetamol of devolution may be what it needs to dilute the effects and to take the pressure off that brain. I think this is a point on which the Government are going to have to give some ground, and I certainly think it is one we will debate again when we return to the Bill on Report. With that, I beg leave to withdraw my amendment.

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[Lord Snape (Lab)]

My Lords, it is a pleasure to follow the noble Baroness, and I agree with every word she said. I will be very brief.

The dystopian world that the noble Lord, Lord Hamilton, outlined is not one that I would have thought would appeal to most people. He mentioned driverless motor cars, but so far San Francisco is the only city, I think, where driverless taxis—confined to a fairly small part of the city—actually work. As we all know, San Francisco is the sort of place that experiments with all sorts of things. Those driverless cars have not really appealed to most other countries, and whether they will do in the future remains to be seen.

The noble Lord says that with driverless cars, the road network will be much less congested. If they are going to be the only way to get around, it is hard to imagine that the road network will be less congested. The roads will be even more crowded than they are at the present.

Returning to the railway network, we have about 12,000 miles of railway, much of which was built by the Victorians. Will we tear up all those tracks to install the necessary equipment to enable trains to be driven without a driver? That is undesirable, as the noble Baroness correctly pointed out. Even trains on a modern stretch of railway line—for example, HS1 has a continental signalling system, which has been introduced on the East Coast Main Line—need a driver, for the very reasons outlined by the noble Baroness.

As for aircraft, I am not sure about the thought of taking off and landing in a pilotless aircraft. If it is ever introduced, the noble Lord, Lord Hamilton, might find himself sitting in splendid isolation. After all, the crash of two 737 MAX airliners due to computer failure—and one near accident, which was prevented by the pilot in charge—ought to be lessons to us all.

I am afraid of the dystopian world that the noble Lord envisages. A train driver with responsibility for 500 lives behind him—and, in some cases, travelling at over 150 mph, as on HS1—deserves every penny of the £60,000 or thereabouts that the noble Lord and the Daily Mail complain about non-stop.

[Lord Ranger of Northwood (Con)]

My Lords, I will briefly offer my support for my noble friend Lord Hamilton of Epsom’s Amendment 14A and echo the comments of the noble Baroness, Lady Brinton, about what services we are looking to deliver when we talk about driverless vehicles, trains, et cetera.

In referring to my register of interests, I recognise that I have spent my entire career with one foot in technology and the other in transport. The two have overlapped, and we have seen great innovation in technology in transport. This takes me back to what we achieved in London Underground and Transport for London: we looked at how bringing in gate-line technology and new systems such as the Oyster card would enable us to rely less heavily on ticket offices. Eventually we removed a lot of them. That was not just because we wanted to get the people out from behind those ticket office windows; we wanted those people, freed from sitting behind that thick piece of glass, to support passengers on the Underground system by providing assistance, information and other services. This is about innovation evolving the service and removing the need for one sedentary type of activity, enabling something else to happen.

When we think about our trains—again, I note the observations of the noble Baroness, Lady Brinton, on the kind of support that can be required on a train, especially for long-distance journeys—safety and security are primary. It would also be good if we could have more services, if the food and beverage shop stayed open a bit longer because people are there, and even if somebody is there to help you connect to the wifi, which is always eternally promised but sometimes hard to achieve. Having a greater sense of the passenger experience, focusing on developing the passenger experience by freeing people from the role of sitting in the ticket office and allowing them to do other things, will be of great value.

The main point is that we need to leave space for the design of innovation. It is always hard to tell at the early stages what we will be able to do later with that innovation, but as long as we leave space in the Bill to consider it, we can, I hope, achieve our aim of really improving the passenger experience.

Passenger Railway Services (Public Ownership) Bill

Lord Snape Excerpts

Committee stage
Monday 21st October 2024 Lords Chamber

[Lord Lansley (Con)]

My Lords, I will briefly ask the Minister a question for when he comes to respond.

I am very supportive of what my noble friend says in his Amendment A1—that we be clear about the purpose of this legislation—but the Minister will be aware that the Bill will substantially achieve that by amending the Railways Act 1993. Section 4 of that Act, as amended, sets out the general duties of the Secretary of State and the Office of Rail and Road. While they are listed in relation to the Office of Rail and Road, they are added as duties of the Secretary of State under Section 4(3)(a).

Section 4(1)(zb) says that it shall be the duty of the Office of Rail and Road—and, by extension, the Secretary of State—

“to promote improvements in railway service performance”.

Will the Minister confirm that nothing in this Bill would change the continuing duty of the Secretary of State to promote improvements in railway service performance?

Can the Minister also say that it will not change the duties of the Secretary of State and the Office of Rail and Road otherwise listed in that subsection, including

“to promote competition in the provision of railway services for the benefit of users of railway services”.

I am interested know precisely how the Minister and the Government propose to meet that general duty, which is not changed by this Bill.

[Lord Snape (Lab)]

My Lords, I am always fascinated when Members of the party opposite attack proposals from this side of the House on the grounds that they are ideological. What could be more ideological than the privatisation of the railway system back in 1994? In my view, Amendment A1, to which the noble Lord, Lord Gascoigne, spoke earlier, would create another bureaucracy—something the Conservative Party are normally against. No one would say, and I certainly would not, that a nationalised railway will be the answer to all our problems. Having worked in it, I know only too well it will not be. On the other hand, I think if you asked the average rail passenger for his or her view of the current system, they would say that anything would be better than what we have at the present time.

When it comes to ideology, I followed with interest the words of the noble Lord, Lord Grayling, who talked about failings in the increased cost of electrification leading to the delay, and in some cases the cancellation, of various electrification projects. My noble friend the Minister, who will respond, has great experience of Network Rail, and he might comment on some of the costings—many of us would take an interest in those matters. I was surprised, to say the least, at some of the expensive projects that Network Rail has embarked upon and the failure of that organisation to work within the original estimates, as far as costs are concerned. I hope it will not upset the noble Lord, Lord Grayling, too much, but his sojourn as Secretary of State for Transport is not looked upon by the railway community with any great favour. His view that in some cases electrification was unnecessary and that what was needed was bi-mode trains did not particularly please passengers. I recently moved home, from the Birmingham area to Gloucestershire, where I now have the pleasure—doubtful pleasure that it is—of travelling on Great Western’s bi-mode trains. They are often subject to cancellation and, again, the usual view from my fellow passengers is that the sooner the railway is renationalised, the better.

My noble friend Lord Berkeley is regarded as an expert on railway costings—he shakes his head, but he should not be so modest; he certainly played a major role with his views on HS2 and its finances. He mentioned the Office of Rail and Road. In the context of this amendment, can my noble friend the Minister tell me what role is envisaged for the ORR in future? I hope he will not be too offended if I say it is a misnomer: it is certainly an office for railways, given that it intervenes on various grounds—in my view, improperly, because there are proper roles for those responsible for railway safety in the industry—but appears to play no role at all as far as the road network is concerned. The fact that something approaching 2,000 people are killed on our roads on an annual basis is not something that detains the ORR. I hope my noble friend can tell me what role he envisages for the ORR in the newly nationalised railway system.

Finally, just to hark back to 1994 and the privatisation Act, fundamentally it adversely affected the railway industry. In 1994—again, I apologise for the history lesson—the railway system in Britain was regarded as the most efficient and effective in western Europe; certainly the subsidies paid to the rail industry in those days were less than those paid in countries such as France and Germany. The sectionalisation of the railway industry in the 1990s, largely at the behest of a Conservative Government—I do not make any complaints about that, as Governments have opinions—led to a much more readily identifiable system of costings for the industry overall. For the first time, we saw exactly which parts of the railway were profitable, which were not and which needed perhaps more money spent on them in the future than had previously been envisaged.

The relationship between Sir Bob Reid mark 1, the then chairman of the railways board, and Mr Nicholas Ridely, the Secretary of State at the time, was an extremely fruitful one. I am not here to announce any great fondness for Lord Ridley but I think that he appreciated what the railway industry was doing, largely at his behest at that time. I understand—although I do not wish to attribute words to him long after his death—that he was more than a little concerned about the mode of privatisation envisaged by the Government at the time, largely because of the success that he felt he had had in improving and defining the railway industry’s relationship with the Government of the day.

I hope that, when my noble friend the Minister responds to this amendment, he will appreciate at least that, whether the railways are privatised or public, all too often railway passengers—or customers, as they are somewhat laughably known these days—do not feel that their views on the provision of the service are listened to or that there is a proper voice for them. It is some years since the transport users’ consultative committees were abolished. Can my noble friend say what plans he has for better passenger consultation in the future?

In conclusion, I hope that my noble friend will not get too bogged down in the bureaucratic desires of the party opposite. Future amendments that we will come to, from the Conservative Party or its Front Bench, appear to believe that railway management has nothing better to do than put together various plans, which no doubt will be torn apart by those who feel that the railways are not delivering the service that they should. I await with interest my noble friend’s response to the amendment. I know that he will bear in mind that we ought to be concerned about the passengers of the future—the passengers of the past having been sadly neglected.

[Lord Sterling of Plaistow (Con)]

My Lords, trade moves by trains. Why do I bring that up? Some of your Lordships may remember that when Freightliner was put up for sale, P&O—the Peninsular and Oriental Steam Navigation Company, to give its full name—bid for it, and we were told by the competition authorities that, at that time, we already controlled 25% of transport movements for the whole of the UK and therefore we could not take it over.

I went to see the Secretary of State for Transport and everybody involved with this—our own people—to say that it was ridiculous. In practice, what we really wanted was to have a fast line for container trains, at night as well as in the day, from Glasgow right the way through to Istanbul, non-stop, for 2,500 miles, moving trade backwards and forwards in a major way. We had only about 3% of the trade in Europe, and I thought that, at that stage, it would have made a huge amount of sense. With those double trains going right the way through and the movement of trade, we would now be in a much finer position for doing trade in a much more major way, 2,500 miles away and further. I thank your Lordships for listening to me.

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[Lord Moylan (Con)]

My Lords, I start by apologising to the noble Baroness, Lady Randerson, if I caused any confusion; I will try to do better. I welcome the noble Lord, Lord Hendy, back to his place from his excursion, no doubt by rail, in foreign parts. We missed him at Second Reading, but we had an excellent substitute in the shape of the noble Baroness, Lady Blake of Leeds.

I will make a preliminary remark at this stage, which I intend to save me making it on future groups of amendments. It is that we are, essentially, at least as far as the amendments tabled by Members from the Conservative Party are concerned, seeking information from the Government in relation to this Bill. If the Government are candid with us and give us the information that we are looking for, we will have achieved our objective on behalf of the public, and that will be the end of the matter.

I turn to the debate that has taken place so far. The part that has sparked me most, which I felt I had to answer, were the remarks of the noble Lord, Lord Snape. First, I agree with him about what a degradation it is that passengers have become customers when, of course, they really ought to be passengers. But there is also the question of ideology, which I hope to take out of the debate that we will have in Committee today and on Wednesday.

Of course there is always an element of ideology when one talks about privatisation and nationalisation. The railways, which, I think, are 200 years old next year, have been nationalised for only about a quarter of their entire existence. We must not think that nationalisation is the natural condition of railways in this country. They flourished and grew and were developed in private hands; we should always remember that. The truth is that in 1945-46, the railways were nationalised largely because, after six years of war, they were bankrupt. There had been no investment in them during the whole of that period, and they had deteriorated. Nor was there any prospect of their making sufficient profit that private capital could have been recruited to make up that deficiency.

Whether the then Government believed in nationalisation as an ideological matter or not, if the railways were to continue running at all it was going to have to be in government hands. Parts of the system were privatised in the mid-1990s for equally practical reasons—we discussed some of them at Second Reading. One reason was to attempt to improve customer service through competition; one was to recruit private capital into the railways on a consistent basis, which the Government had never been able to provide during the whole of the time they owned the railways—not enough capital and never enough consistency because no budget went beyond 12 months—and another was to try, frankly, to break the grip of the rail unions on pay, so that the astonishing disparities that exist between, let us say, a train driver and bus driver, which are entirely due to the monopoly supply of labour by ASLEF, might be evened out.

What we discussed at Second Reading, I am perfectly happy to admit, is that on some of these fronts privatisation has been successful, and on others less so. If the Government, who have won a majority on the basis of promising to nationalise the train operating companies, wish to give the other side of it a kick and see if they can make it work on that basis, I do not personally object—at least not on ideological grounds. But the House is perfectly entitled to have its practical questions about how this will work addressed. That is what the amendments in this group and many that will come before the Committee later intend to address.

The Government claim that this is a very small Bill. On the other hand, when they talk to the public it is a huge Bill, “because we are nationalising the railways”. They are not really nationalising the railways, because to nationalise something you normally have to pay for it and this Bill is not something where they are paying out to shareholders. All they are doing is letting the franchises that exist expire and then tying their hands and preventing themselves from renewing them except in emergency circumstances. It is, as I would have said at Second Reading if I had had more time, less nationalisation and more like dismissing your chauffeur at the end of his contract and deciding to drive the car yourself. At least you knew the chauffeur had a driving licence and some experience and qualification in driving the car, but now we will have the Secretary of State—we were told at Second Reading that she prefers to be known as the passenger-in-chief—as, in effect, driver-in-chief as well. We will see how that works out.

It is a big thing when the Government talk to the public—it is nationalisation of the railways—but when they talk to noble Lords it is a very little thing. All the big things, we are told, will happen in the next Bill— the train further down the line, expected in roughly a year or 18 months. That is the Bill in which many of our questions should be addressed, we are told—we should not ask those questions now. I think we should ask many of those questions now, for two very good reasons. The first is that the Bill presents us with a measure regarded by the Government as preliminary to that very large Bill, so it has long-term consequences. The second—a point made by the noble Baroness, Lady Randerson—is that the Bill sets up a shadow structure that could persist in operation for four or five years or even longer because, first, it will take us a year or 18 months before we see the Bill that will make these great reforms; and, secondly, as anyone who has been involved in the railways or any other large organisation will know, implementing significant change as a result of that legislation is likely to take several further years. We will have to live with the shadow structures set up as a result of the Bill for many years, and their practical consequences deserve the most careful scrutiny.

[Lord Snape (Lab)]

Can I ask the Minister, sorry the shadow Minister—

[Lord Moylan (Con)]

I am not quite yet the Minister, but the way the Labour Party is going, who knows?

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[Lord Snape (Lab)]

I asked for that one, I have to say. It is mistakes being made at both ends of the Corridor recently.

Arising from what the noble Lord has just said, can I ask him to clarify two points? First, on the delay in moving on to the more detailed Bill, bearing in mind that it was 2016 when the Government he favours brought forward the proposals for Great British Railways, what were the Government doing in the eight years since then? Secondly, I have a simple question about the ideology of privatisation: if nationalisation is so bad, why was almost the first act of Governments in two world wars to nationalise the railway industry? What makes it so essential in wartime and yet it can be handed out piecemeal in peacetime?

[Lord Moylan (Con)]

If the noble Lord will forgive me, I am asking the questions in this scenario, and I do not feel I necessarily have an answer to his question about wartime. I might pass it on to the Minister, who once arranged for me to go and see deep in the bowels of Mayfair, under the former Down Street Underground station—I am sure that if the noble Lord, Lord Snape, has not been, it can be arranged for him to see it too—the wartime headquarters of the railway operations executive, including what is claimed to be, although I think with no historical foundation, a tin bath in which Churchill once took a bath. I will say no more about the war than that.

On the former question, I do not know the answer, but I would like to know. Why was it that the then Government, having published what they called the Williams-Shapps review written by Keith Williams—I think he is correct in saying that it was in 2016—and having promised a transport Bill in the King’s Speech one but last, did not come forward with the measures they thought they could offer in that regard? I do not know the answer to that, but I am willing to have a guess and it is relevant to what the Government are embarking on now and to whether they are going to meet their 12 to 18-month deadline of delivering us with this massive Bill that is going to transform the railways. My guess is that the then Government found that grappling with the intense difficulties of reforming the railway on such a large scale meant that, try as they might, they found considerable difficulty in putting together that Bill. It may be that is exactly what the Minister finds as he comes to address these difficulties. This only adds further to my point that the shadow arrangements we are setting up today could be with us for a very long time.

I come to the first amendment in the name of my noble friend Lord Gascoigne. The Government say they have a purpose—they are not doing this for ideological reasons or at the behest of the trade unions—which is to improve passenger services. At Second Reading, I pointed out that in the final stage impact assessment produced by the Department for Transport, given the opportunity it had to say exactly that, it said something completely different. It said that the Bill had been

“prepared to enable swift delivery of a Government manifesto commitment”—

not to improve matters for passengers—and that was why it had not looked, as it normally would, at the alternative options that might be put forward to achieve a similar purpose. That is another reason why it is incumbent on us in this House to look in great detail at what the Government are putting before us. They are in effect asking us to buy into an article of faith. They are simply saying, “Well, it couldn’t be worse than it is at the moment”—that is simply untrue; there are problems with the railways, but they could be a great deal worse than they are at the moment—“so it is bound to be better if we take it over and run it ourselves as part of a national enterprise”. But they have not provided any evidence for that; they have simply stated, “This must be the case and you’ve got to believe us”. As I say, that is one of the reasons why our job is not to do so.

--- Later in debate ---

[Lord Grayling (Con)]

My Lords, I shall raise a question with the Minister, as we are on the subject of the termination of franchises. I should say to the noble Baroness and the noble Lord that I have been there and wanted to terminate franchises. I have never had a problem with a mixed economy, but I have an issue with a uniform economy, because I cannot understand the logic of terminating a very good private sector provider, any more than the Mayor of London believes in terminating his private provider of the London overground—and I suspect, if we see more devolution in future, other parts of the country may want to see a mixed economy as well. Clearly, the Government are very happy to see that in stations, as we learned at the weekend.

However, it is more difficult than one might wish, and as a Minister you have to take a judgment about how much legal and therefore financial risk you are willing to take, and also about the disruption that the termination brings. Nobody should be under any illusion that making a transition between two operators has to be managed extremely carefully and, done at gunpoint, can actually lead to a deterioration of services.

I come to my question to the Minister. This set of amendments discusses the process of termination of franchises and when and how they happen—the order in which they happen. My memory is that, in a private system, at the end of a franchise, there is a payment to be made by the successor franchise operator to the franchise operator handing over control of that franchise. There are various capital costs and other costs incurred. If the public sector is coming in and saying, “Right, we’re taking over the franchise”, what can the Minister tell us about that equivalent process? Will payments be made to the companies that are being phased out, as there were between private operators? What will those payments be and what will be the total cost incurred by the Government in making those payments? After all, the private operators will have invested in capital aspects, on the stations or elsewhere. Therefore, logically, the Government will also have a legal obligation to go through the kind of process that happened in the past when a franchise simply moved between two private operators. Can the Minister address that specific point in his closing remarks?

[Lord Snape (Lab)]

My Lords, I honestly believe that the amendment so ably moved by the noble Baroness opposite is extremely sensible. Like her, I can see no reason why we have a chronological system for dispatching the current franchisees based on the run-out date of their particular franchise.

Like the noble Lord, Lord Grayling, I am in favour of a mixed economy. There are certain aspects of privatisation, heresy though it might sound to some of my colleagues, that were successful. The fact that some of the railway system—rail freight, for example, which rarely gets a mention in these debates—remains in the private sector is indicative of the success of those who took what was, under British Rail, a very much declining sector of the railway industry. I do not wish to do an “all our yesterdays” speech, but my recollection of the freight sector in those days is ancient wagons clanking around the system, being shunted from one marshalling yard to the next, and with an average journey speed between loading and destination of around 12 miles an hour. Since privatisation, the rail freight side has improved greatly.

To return to the very valid point made by the noble Baroness, Greater Anglia is not just a success so far as its operations are concerned; it is a financial success as well. Because of this unfortunate coincidence of the run-out date of franchises, Greater Anglia is forecast to repay to His Majesty’s Treasury around £100 million in the current financial year. As my noble friend Lord Liddle said, presumably—unless my noble friend the Minister can reassure us otherwise— we are going to dispatch Greater Anglia to the railway knacker’s yard while pursuing with Avanti Trains, as he and the noble Baroness said, a franchise operator that, quite frankly, should not be there.

The previous Government, in the run-up to the election, were stupid enough—or ideological enough, perhaps—to give Avanti an extra nine-year franchise, on the grounds that it was showing some improvement. Those of us who travelled on Avanti regularly—thankfully, it is an experience that is now behind me since I moved home—could not find any improvement whatever. Indeed, it seemed to me that the service was deteriorating on an annual basis.

Again, it might be heretical for some of my colleagues to hear this, but aspects of the passenger railway that were privatised were successful. At Second Reading, I mentioned Chiltern Railways. Thanks to the financial constraints that British Rail had to operate under as a nationalised industry, Marylebone station was proposed to be a coach station by Sir Alfred Sherman, if I remember rightly, Mrs Thatcher’s transport guru at the time. The existing railway management, again through no fault of their own but because of financial constraints, had to run the service from Marylebone down, single much of the line and reduce the overall train service. Under the able leadership of the late Adrian Shooter, and with a long-term franchise of 20 years, with various break-off points, my noble friend Lord Prescott and the then chief executive of the Strategic Rail Authority came up with this 20-year franchise, but insisted that not only had the service to be improved but some of the infrastructure had to be restored. Under Chiltern Railways, lines that had become single were redoubled, and a pretty poor commuter rail service now has two trains an hour as far as Birmingham—with a price, incidentally, as my noble friend Lord Liddle might be interested to know, which considerably undercuts the fare of Avanti trains.

There are aspects of the future of the railway industry where a mixed economy would make some sense. I hope that, in those circumstances, my noble friend the Minister will look with some degree of favour on the noble Baroness’s amendment.

[Lord Berkeley (Lab)]

My Lords, the noble Baroness makes some very good points. The Greater Anglia service is awfully good: my two noble friends who have spoken about it have confirmed that, and I have been on it recently myself. However, following the intervention of the noble Lord, Lord Grayling, could somebody from the Conservative Party—maybe the noble Lord, or one of his predecessors or successors—explain the basis on which it chose Avanti and CrossCountry, which are two of the worst performing operators, to be given such very long contracts? I remember at the time there was a big debate between Virgin and Avanti as to which should get the contract. Whatever one thinks about Virgin, it has had some good services in the past, but Avanti is absolutely awful—as is CrossCountry, though for different reasons. Why did the then Government do it?

It is fine to say that we have given it to a private sector operator, but if we end up in a situation where the Government are effectively going to make similar awards to people—not companies, but people—we should know on what basis it is done. I hope my noble friend the Minister can explain what the criteria will be to make sure that we get some decent new franchises and how he is going to get rid of the two existing pretty bad ones as soon as possible.

--- Later in debate ---

[Lord Hendy of Richmond Hill (Lab)]

The answer to the noble Lord is: not yet. He will recognise that those costs materialise only when the franchise transfers, so the department will never have had that total number in the past, and I do not expect it to have it now. As the franchises transfer, the number will become obvious.

[Lord Snape (Lab)]

Before my noble friend leaves that point, I will ask him about the question of performance that has been raised on both sides of the House. The public performance measure national average is 88.7%, but the Avanti West Coast performance measure is only 62.2%—some 25% less. What has to be done to remove a franchisee which has performed so badly, as in the case of Avanti, other than knocking down the buffers at Euston and heading a Pendolino down Eversholt Street?

[Lord Hendy of Richmond Hill (Lab)]

In answer to my noble friend, and in recognition of some of what I have done in the past, it is sometimes a surprise when you read the performance requirements for contracts that you inherit. This is clearly one of those cases. I cannot defend the statistics that my noble friend cited, and I cannot defend a contract that allows that to happen without remedy.

In answer to the noble Baroness, Lady Randerson, we will come to devolution later in Committee.

Passenger Railway Services (Public Ownership) Bill

Lord Snape Excerpts

Committee stage
Monday 21st October 2024 Lords Chamber

[Lord Young of Cookham (Con)]

My Lords, I will speak briefly to Amendment 18 in my name, which proposes the creation of an independent body responsible for pay and terms and conditions of employment for employees of the public companies that are going to be set up under the Bill.

In the long term, I assume that GBR will be responsible for settling these particular issues, but, in the meantime, the question is: who is going to do that? By default, I believe and assume it will be Ministers. That is going to be a real challenge for Ministers, because the department will inherit from the current train operators a whole range of different terms and conditions for their employees, some of them anachronistic. There will then be a difficult process of harmonising all these different terms and conditions into one composite terms and conditions for the new public sector employees that are going to be created. I would have thought that the Government should welcome an independent pay review body to help them through this potential minefield, with the trade unions, understandably, arguing for everybody to be levelled up, with all the implications that will have for current subsidies of the railways.

Also, I think that an independent pay review body which would, of course, receive representations from the Government as to what they thought was affordable, should look at some of the practices that have grown up over the years that might be due for reform: for example, the refusal of trade unions to fit track sensors to trains in order to identify faults in the tracks. That has been held up because there is no agreement.

Likewise, information about changes to speed limits is now put on a board, but it is proposed that it should be put on an iPad; again, there has been resistance to that. Then there is a hangover from the 1980s. As I understand it, an employee who uses a microwave is entitled to paid leave to have a health check.

An independent pay review body could look at some of these practices and see whether they might be modernised. If the alternative is that we should leave all this to Ministers, I am afraid that what happened in the summer does not leave me full of confidence. I am sure that the trade unions, if they had been really pressed, could have set out their new relationship with the new Labour Government by conceding something by way of reform before the near 15% pay settlement. An independent pay review body could look at issues of productivity and management to see if the costs could be managed more effectively.

I turn briefly to Amendment 19, picking up the discussion we had at the end of the last group of amendments about the impact of private investment disappearing, a point raised by the noble Lord, Lord Teverson. As I understand it, the Minister’s reply is basically this: the train operating companies have provided a minimum level of capital investment. I happen to challenge that. The examples I gave—Chiltern opening new railway stations, double-tracking, single-track lines—disprove it; nearly all the investment was self-financed by Chiltern.

Putting that on one side, the Minister’s argument is that the roscos—the rolling stock companies—will continue to buy the rolling stock and, therefore, there is no impact on the public purse. But he has left out a crucial element in the dialogue: the roscos then lease the rolling stock to the train operating companies by way of a franchise. At the moment, the fag end of those franchises, which the department has inherited, score as public expenditure, I believe. That is a liability of a public train operator to discharge the cost of a franchise.

When we move over to the new system, in which all the train operators are run by the Government, surely the franchise costs—the liabilities to pay the rolling stock companies—will score as public expenditure. That was left out of the Minister’s recent exchange. It was also glossed over in the letter that he kindly wrote to us over the weekend. Perhaps he can clarify what the view of the ONS will be on the franchise liabilities of GBR when it takes over the rolling stock from the train operating companies.

[Lord Snape (Lab)]

My Lords, I express some degree of surprise that my noble friend Lord Berkeley has tabled this amendment. If you make rest-day working in the railway industry mandatory, it ceases to be rest-day working, does it not? The whole purpose of rest-day working is to see that people take a break from their work. While my noble friend outlined the difficulties that have arisen in various parts of the railway system because people have declined to work their rest days, that is not really the fault of the people themselves or their much-maligned trade unions.

The fact is that, particularly since privatisation—although it happened under British Rail as well—railway staffing has been reduced as much as possible. The first thing that Stagecoach did when it took over South West Trains was to make lots of train drivers redundant. Not surprisingly, the ones who were left declined to work their rest days; they declined to work overtime. The number of cancellations in the first two years of Stagecoach’s operation of South West Trains rose accordingly.

I recommend to my noble friend a book called Red for Danger, written by a man called Tom Rolt—LTC Rolt—who sets out railway accidents since the 19th century, many of which were caused by tiredness because of the number of hours worked by drivers and signalmen. I will give one example. In 1892, the Thirsk accident, which killed some 35 people, was caused by a signalman falling asleep. He fell asleep because his infant daughter had been ill, and he had spent two days trying to find a doctor for her, but she had died. He tried to get time off after her death—he was on nights at the time—but the stationmaster refused permission. He had been awake for 46 hours. Two express trains crashed as a result.

Following that tragic accident, in 1906 the House of Commons at least debated the question of railway hours and the fact that many railway workers worked excessively. Perhaps noble Lords will not be surprised to learn that the debate did not spread to this end of the Corridor—obviously, noble Lords at that time had other things on their minds. Coming reasonably up to date, my noble friend Lord Berkeley will remember the Clapham Junction accident in 1988, where a considerable number of people were killed. That was caused by an error by a signal lineman who had worked every single day for the previous three weeks.

Arising from accidents like those, rest days were introduced by the railway industry around the time of the First World War. If train services cannot be maintained at a particular depot without rest-day working, then that depot is undermanned—it is as simple as that. Whether my noble friend the Minister can promise that such circumstances will not happen under Great British Railways is something I will leave with him.

I hope I have made it quite plain that I am not one of those people who thinks that everything about privatisation was wicked, but one of the downsides of privatisation was at least the tendency to run railway operations with a minimum number of people. I hope my noble friend Lord Berkeley will reflect on, understand and accept the fact that rest days are there for a particular purpose, and that he will withdraw his amendment.

[Baroness Pidgeon (LD)]

My Lords, as Liberal Democrats, we recognise that ultimately passengers do not really care who runs the railways. What they care about, as we have been discussing today, is that the trains run on time and at a fair price. We believe that the railways can offer that reliable, affordable, convenient and clean form of transport. It is very clear from today’s debate that the trains are not currently working properly. The system is a mess and people out there feel they are paying more and more money for an increasingly poor service.

While we support the Government’s desire to reform and improve passenger rail services, we do not think that renationalising passenger railway services will automatically deliver cheaper fares or a better passenger experience. As we have heard in the discussion on this group of amendments this evening, there is a fear that this reorganisation will create uncertainty for the workforce—the noble Lord, Lord Berkeley, has already outlined some serious issues.

We want to ensure that the entirety of the rail industry is focused on improving its performance, bringing down the rates of cancelled trains and improving the experience for the passenger. To achieve this, we need staff who are motivated and feel valued for the role they are playing in people’s lives. It is not clear how staff will feel going through lots of change and TUPE processes, and what this will mean for the services to passengers. I hope the Minister can assure us that there is a workforce plan, and that thought has gone into this important area.

Research by the National Skills Academy for Rail shows that 35% of the UK’s current 17,000 train drivers will leave the sector within the next five years as a result of retirement and the sector’s ageing workforce profile. Given that it takes at least 12 months to train a driver, from recruitment to driving in the roster, how are the Government going to attract new entrants into the railways at a time of change and potentially huge uncertainty? How can we be assured that passengers will not face cancelled trains as a result of fewer drivers in the rail workforce? That was an issue passengers experienced only a few years ago when Govia Thameslink Railway took over the Thameslink, Southern and Great Northern franchise and did not have enough drivers who could fulfil the timetable—we need to make sure that passengers are not going to be affected by this.

As mentioned in the earlier discussion by my noble friend Lady Randerson and the noble Lord, Lord Young, terms and conditions differ so significantly that it will take a long time to regularise them, and at huge cost. That will have an impact on not only the workforce but passengers. We do not want good people to leave the industry at all levels—train crews and staff, maintenance and management. On the contrary, we want good people to stay and be proud of the part they are playing in keeping Britain moving and in being a part of our new railway service. I look forward to reassurance from the Minister on these points to ensure that the workforce and passengers are at the heart of these proposals.

[Lord Moylan (Con)]

In speaking to these amendments, I say first that I thought the speech just made by the noble Baroness, Lady Pidgeon, was extremely sensible and contained a great deal with which I agree. It asked a series of important questions of the Minister. I have been around just long enough to have realised that getting actual answers to questions in Committee in your Lordships’ House is a pretty remote prospect, but these questions are of such importance that the Minister might make a bit more than the normal effort to address them.

I draw attention to Amendment 49 in my name, which raises the question of minimum service levels, which the last Parliament enacted as means of ensuring continuity of some service on the railways if strike action were to take place. The Government have not said whether they intend to avail themselves of that legislation and in what circumstances, but nor have they said they are going to repeal it. Many passengers in the country at large, looking to this as a means of protecting them from the ravages of what is sometimes thought to be excessive and persistent industrial action, would expect the Government to have a clear view on when they are going to use these measures—or even if the answer to that is “never”. I hope we can get a straight answer from the Minister on that.

I turn to Amendment 18 in the name of my noble friend Lord Young of Cookham, which relates to an independent pay review body. That amendment or something similar was discussed in the other place when the Bill was before that House, and the Minister in fact gave some encouragement, saying that the Government would at least look at it as part of the great reform Bill coming down the tracks towards us. I would like to hear whether government thinking has developed in any way since then and if there is anything the Minister can add to it.

On the face of it, the amendment deals primarily with agreeing and setting, in a semi-binding way, the pay rates and terms and conditions for railway staff analogously to those in other parts of the public sector. After all, it is the Government’s policy that these people should now be public employees. They should come under a single employer, a single brain and a single wallet, so it would be an independent pay review body along those lines. However, my noble friend Lord Young of Cookham took the amendment in another direction as well and made an interesting point, one also made by the noble Baroness, Lady Pidgeon: how are the Government going to amalgamate, smooth out or harmonise the varying terms and conditions and rates of pay that exist among the different train operating companies as currently constituted, as they bring them under this great big umbrella? Is there going to be a levelling up all round?

Will there be a cost to the public purse? The Government have claimed that the Bill involves no cost to the public purse, but it is patent that, if you employ a large number of people and end up adjusting their pay scales on the grounds of equity, and if those pay scales tend on average to be higher than before, a cost has been incurred directly as a result of the Bill and the action being taken under it. How is that cost to be dealt with? Where is it to come from? Why are the Government not being honest about the Bill involving costs of that character? This is a point we will return to, I am sure, when we come to look at other liabilities being transferred to the Government as a result of proposals in the Bill, as we will do later in this Committee. I invite the Government to think about this seriously, because these are important issues and they should be looked carefully.

Finally, and taking account to some extent of the lateness of the hour, when we started debating this group it was my intention to rise to offer some level of support to the amendment tabled by the noble Lord, Lord Berkeley, relating to minimum rest days. But the comprehensive and unremitting demolition of his position advanced by the noble Lord, Lord Snape, was so persuasive and irresistible that I have decided to abandon that effort.

[Lord Snape (Lab)]

I am grateful to the noble Lord for his kind words. I would just refer him to the proposed new clause to be inserted by the amendment in the name of his noble friend Lord Young, which is headed “Independent body to advise on pay and terms and conditions of employment for employees of public sector companies”. I make it that, during this debate, the party opposite has proposed no fewer than seven different bodies, groups, organisations or committees—call them what you like. As the Opposition rails regularly against too much bureaucracy, I am astonished that they want to create yet another body. In the event of a pay dispute, does the noble Lord not agree that that is why, many years ago, we created the conciliation and arbitration service? Such matters are better referred to it—we are surely running out of lawyers to sit on all these bodies—rather than creating yet another bureaucratic organisation.

[Lord Moylan (Con)]

In response, I say only that seven would be a fantastically tiny number compared to the number of internal boards, committees, liaison bodies and so forth that Great British Railways is likely to require to explain to itself what it is doing, before it even gets round to explaining to the public what it is up to. I regard seven as a very modest and economical number.

Bus Franchising

Lord Snape Excerpts

Thursday 12th September 2024 Lords Chamber

[Baroness Randerson (LD)]

My Lords, the Liberal Democrats welcome this Statement. As it has emphasised, it is clear that buses are crucial to our economy and society. They provide services for many of the poorest groups—the young, the old, more women than men—and are crucial for access to education, jobs, health services and other aspects.

We welcome rapid action to deal with our rapidly declining bus network outside London and we are fundamentally in favour of devolution, believing that decisions made locally are generally more effective and efficient. If the Minister looks back to Hansard in 2017, he will see that I put down during debates on the Bus Services Bill amendments that did roughly what the Government’s proposed measures will do—allow all local authorities to franchise and set up their own bus services. The response from the then Minister was that it was all about issues of capacity. To be fair, that is still an issue. On its own, this will not be enough, so what are the Government going to do? Will they provide additional funding and funding changes in the Budget in order to ensure that franchising is enabled in those local authorities that are not generally as big as, for example, Manchester.

As with the rail Bill, our concern is that the key issues are not necessarily included in the Government’s proposals in order to be broad enough to solve the problems. I have a couple of associated questions. Reference has been made to government subsidies to support the £2 fare cap. That will run out in December, and another funding stream that is designed to support improved services will run out in April. Can the Minister give us a commitment that we will see the end of temporary funding and that it will be replaced with a multiyear, more encompassing set of funding that is less divided up? There are four sets of funding that go to local authorities. They need, as the bus industry needs, certainty and a long-term approach, so I hope the Government will do that.

Finally, can we have an assurance that the Government will look at badly needed incentives and assistance to encourage young people on to our buses? For years and years, we have had free fares for elderly people. Young people need a nationwide scheme of at least reduced fares in order to get them on the buses and encourage them to become the bus users of the future. Many rural areas in particular need additional bus services, and young people using the buses would be a great incentive to the establishment of new bus services in those areas.

[Lord Snape (Lab)]

My Lords, I do not normally agree with anything that the Front-Bench spokesperson says—

[The Deputy Speaker (Baroness Garden of Frognal) (LD)]

It is the turn of the Minister.

--- Later in debate ---

[Lord Snape (Lab)]

My Lords, I apologise for leaving the depot prematurely a few moments ago.

I rarely agree with anything that the main Opposition spokesperson on transport has to say, and I notice that he glossed over the fact that hundreds of bus routes and thousands of bus miles disappeared under the previous Government’s policies. However, he does have a point as far as the financing of franchising is concerned. Does my noble friend accept from me, the former chairman of a major bus operator, that franchising outside our major cities in particular will be an expensive business, and that if franchising is to succeed, as most of us on these Benches would hope, it must be properly funded? What discussions have been held between his department and His Majesty’s Treasury to ensure that proper funding is in place?

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend for his contribution. I should have said in my previous remarks that this is all preliminary to a buses Bill, which will be introduced to the House in due course and cover a wider range of subjects.

This is offering a choice to local authorities. It gives them the opportunity of franchising, if they believe that it is the right thing to do. Of course, all funding is being considered in the round as part of the spending review. I cannot share details about the discussions with His Majesty’s Treasury at this stage, but, in the meantime, the department is building its capacity to provide tangible, on-the-ground support to local transport authorities that wish to take back public control of bus services. We are also working with all stakeholders to determine how the buses Bill will make franchising easier and cheaper to deliver and further reduce the barriers to its introduction.

--- Later in debate ---

[The Lord Bishop of Manchester]

My Lords, I declare an interest: I got the bus on Monday, Tuesday, Wednesday and today, and shall be getting it tomorrow. As I live in Greater Manchester, I have been a real beneficiary of what the previous Government allowed for franchising in my city and its surrounds. The buses have become more reliable: I can now go to a bus stop and expect a bus to turn up within 10 minutes, not 40 minutes, which I sometimes had to wait for before.

I have two questions. First, I am old enough to remember when local authorities in Greater Manchester often had joint boards. The wonderfully named Stalybridge, Hyde, Mossley and Dukinfield joint board provided buses in parts of what is now Tameside.

[Lord Snape (Lab)]

Green buses.

[The Lord Bishop of Manchester]

They were indeed green. I remember them very well. I wonder what the possibilities are for rural areas that are not part of a combined authority like Greater Manchester. Will local authorities have the capacity to combine together to franchise bus services jointly, rather than doing it by themselves?

Secondly, we made great progress in Greater Manchester; we got the buses and the fantastic Metrolink tram system. It would help to integrate the whole thing if we gained control of local rail services at the same time. For many people, local rail, as well as buses and trams, is necessary to make journeys. Could the Minister give any indications of plans to allow the franchisement of local rail services in places such as Greater Manchester?

Road Investment Strategy

Lord Snape Excerpts

Wednesday 11th September 2024 Lords Chamber

Asked by

[Lord Snape]

To ask His Majesty’s Government whether they intend to continue with the Road Investment Strategy 2: 2020–2025; and what are their plans for the road network.

[The Minister of State, Department for Transport (Lord Hendy of Richmond Hill) (Lab)]

My Lords, the second road investment strategy is being delivered by National Highways and runs until 31 March 2025. The strategy covers the day-to-day running of the network, continuing operations, maintenance and renewals and the delivery of schemes and construction. Our plans for the future of the road network will be informed by the spending review and by the review of the department’s capital spend portfolio commissioned by my right honourable friend the Secretary of State for Transport.

[Lord Snape (Lab)]

My Lords, I am grateful to the Minister for that reply. Does he accept that a substantial chunk of this budget ought to be spent on repairing the roads we already have, rather than building new ones? Will he consider allocating more funds from this budget to public transport, particularly to our bus network, in view of his recent welcome announcements about bus franchising? Finally, if there is anything left over, could he put it towards the enormous deficit left by the party opposite when in government?

[Lord Hendy of Richmond Hill (Lab)]

I thank my noble friend. In the current circumstances, he is a bit optimistic about having any money left. Of course, a substantial amount of the road investment strategy 2 money is, in fact, spent on the operation, maintenance and renewal of the national highways network. The review of the capital spend portfolio embraces all the modes of transport the department is responsible for, so there will be the opportunity to choose the best schemes that deliver the most for growth, jobs and housing.

Mail Carriage by Rail

Lord Snape Excerpts

Monday 22nd July 2024 Lords Chamber

Asked by

[Lord Snape]

To ask His Majesty’s Government whether they plan to meet the Royal Mail Group to discuss the Group’s plans to end the carriage of mail by rail from October.

[The Minister of State, Department for Transport (Lord Hendy of Richmond Hill) (Lab)]

We are fully committed to supporting rail freight growth, recognising significant economic and environmental potential. Following our plans to overhaul the railways, Great British Railways will have a duty and targets to grow rail freight. I have discussed the decision regarding its trains with Royal Mail. As it is now a private company not owned or controlled by the Government, the mode used to move mail is a commercial decision for the business.

[Lord Snape (Lab)]

My Lords, at the risk of appearing in the Government Chief Whip’s black book, I congratulate my noble friend on his appointment in the Department for Transport and want to say how much it is welcomed by those of us who take an interest in these matters. Could he perhaps read the Riot Act to Royal Mail Ltd? Despite the fact that it is a semi-privatised organisation and he has no real control over it, does he agree that it is deplorable that a century and a half of traditional and dedicated rail carriage of mail is to be cast aside to carry mail on a fleet of heavy goods vehicles, so adding to the congestion and pollution on our roads and motorways? Further, is there not something wrong with a licensing system that makes it cheaper for companies to behave in this way rather than, as my noble friend has suggested, transferring freight from road to rail?

[Lord Hendy of Richmond Hill (Lab)]

The mode of transport chosen by Royal Mail is an operational decision, over which Ministers and the regulator have no role under postal regulation. It has emphasised the low-carbon credentials of its road fleet, using electric vans and biofuel in HGVs to reduce emissions. However, I have already encouraged Royal Mail, and will continue to encourage it, to take an ambitious approach to the wider use of rail freight as part of its commitments to net zero and to reducing congestion our roads, including exploring the innovative and growing express rail freight sector. I assure your Lordships’ House that, in my new role as rail Minister, I will be championing the role of freight on our railways.