Renewable Transport Fuel Obligation
Baroness Randerson Excerpts(10 months, 3 weeks ago)
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Baroness Randerson (LD)
My Lords, long-haul flying looks to be the most challenging sector to decarbonise. It is likely that sustainable aviation fuels will have a major role in doing that. Will the Minister commit to introducing a price stability mechanism, to encourage the development of a UK-based sustainable aviation fuel industry, so that we have the jobs and investment coming to this country, rather than going to our competitors overseas, as it looks like at the moment?
Baroness Vere of Norbiton (Con)
The Government have already recognised the strong case for sustainable aviation fuel for all types of flying, whether short- or long-haul. We will implement a sustainable aviation fuel mandate requiring operators to use 10% SAF by 2030, which acts as a pull on the market. Therefore, we are considering what else needs to be done to make SAF plant projects in the UK investible. This will not be a government-sponsored contract for difference as the SAF mandate does an awful lot of the heavy lifting, but we are working very closely with industry to look at an industry-led solution to improve the revenue certainty when it comes to SAF.
Driving Licences
Baroness Randerson Excerpts(11 months ago)
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Baroness Vere of Norbiton (Con)
We have no current plans to restrict anybody on the basis of age. However, as my noble friend will agree, sometimes some people will feel that they are no longer able to drive, or their doctor may recommend that they should no longer drive. In that case, one is legally required to get in touch with the DVLA and have one’s licence revoked.
Baroness Randerson (LD)
My Lords, every year over 400 young people, predominantly male, are killed or seriously injured on our roads. To go back to the beginning of the Question, probationary periods are common across the world for new drivers. Brake, the Parliamentary Advisory Council for Transport Safety and the insurers themselves support probationary periods with some restrictions. In the UK, we use them for motorcycles and large vehicles, so why are we not looking at using them for car drivers?
Baroness Vere of Norbiton (Con)
At the moment, the Government are undertaking an enormous research project in this area because we feel that we need the evidence base. If one looks across all the different countries where they have some sort of limits on licensing, there is no one size fits all; some countries put limits on before driving test are taken in terms of the amount of time one has to learn, while other countries decide to place certain restrictions post the test. We are doing a research project called Driver2020 and are investing £2 million in it; it kicked off in 2019 and involves 28,000 new and novice drivers. We are testing five different interventions to find out what we think might work in the future.
Trains: Wifi Provision for Passengers
Baroness Randerson Excerpts(11 months, 2 weeks ago)
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Baroness Vere of Norbiton (Con)
I for one would be very disappointed if the noble Lord were unable to vote. I will take up the issue of where the Government are at the moment. Prior to the pandemic there was no need for any subsidy in operating the railways. There were zero subsidies, so revenues matched the costs. Noble Lords will all know that, since the pandemic, revenues have fallen and some revenues have shifted to the weekend and to more leisure travel. Last year the taxpayer had to subsidise the trains to the tune of £2.85 billion. That is unsustainable. To be a responsible Government, we have to look at all elements of our train services to ensure that they match demand and that the services we are providing and the facilities on them meet the needs of passengers.
Baroness Randerson (LD)
My Lords, the Minister frequently tells us that the taxpayer cannot be expected to subsidise the railways because relatively few people use them. Do the Government acknowledge that we all benefit—every single one of us—from the use of the railways because each train that travels carries many hundreds of passengers who would otherwise be clogging up our already congested roads?
Baroness Vere of Norbiton (Con)
I do not think I can necessarily disagree with the noble Baroness, but that is a very absolutist approach and there is some balance to be had here. She says that the Government are not willing to subsidise the railways; we already do. As I have said, £2.85 billion is going in for the services. As I mentioned earlier this week, £44.1 billion is going into control period 7—the highest ever—and that covers all the renewals, the maintenance and the Network Rail operations. That element of it is very significant. That is nearly £9 billion a year that the Government spend, and in addition a further £2.8 billion is spent on subsidising services.
Railways: Trans-Pennine Express
Baroness Randerson Excerpts(11 months, 2 weeks ago)
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Baroness Vere of Norbiton (Con)
I must have missed the Prime Minister scrapping GBR, because the Secretary of State has set out his ambition for a customer-focused, commercially led industry. The creation of GBR is, of course, the guiding mind for the sector, but it is true that we can get many of the benefits now. The programme is simplifying and rolling out single-leg pricing across the LNER network, and trialling demand-based pricing to ensure that passenger demand is more evenly spread between services. Of course, the GBR transition team is working on the long-term strategy for rail, which will simplify industry practices and explore new opportunities for the private sector.
Baroness Randerson (LD)
My Lords, TransPennine Express is the fourth train operator to be taken over by the Government in the face of prolonged failure. Although the Minister has outlined some work that can be done in the face of the current situation, Great British Railways in all its aspects cannot be created without full legislation. I understand that the Bill to create GBR is largely drafted, and is short and straight- forward. Why do the Government not just get on with it? If they do not, what do they plan to do instead to deal with the current decline of our railways?
Baroness Vere of Norbiton (Con)
I have already outlined to the noble Baroness some of the things that can be achieved now. The creation of Great British Railways in full does require legislation, which we will progress when parliamentary time allows.
HGVs: Charging and Refuelling
Baroness Randerson Excerpts(11 months, 2 weeks ago)
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Baroness Randerson
To ask His Majesty’s Government what steps they are taking to encourage and develop a network of public charging and refuelling sites for zero-emission HGVs, and what policies are they adopting to encourage and facilitate the development of charging and refuelling infrastructure at commercial HGV depots.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, the Government recognise that charging and refuelling sites required to support zero-emission HGV uptake will need to increase before 2040. Last year’s future of freight plan committed to convening industry stakeholders to develop a plan for rollout, which is happening through our Freight Energy Forum. Extensive stakeholder engagement will begin later this year.
Baroness Randerson (LD)
My Lords, it is accepted that a very large number of electric vehicle charging points, particularly ultra-fast ones, will be required in the near future, and that those will mainly be needed in depots. However, the National Grid is giving applicants for extra grid capacity completion dates and access dates that are well into the 2030s. What are the Government doing to ensure there is sufficiently large grid capacity throughout the UK to enable this logistics revolution to proceed apace?
Baroness Vere of Norbiton (Con)
The Government are taking a two-phased approach to this, and those phases are happening concurrently. The first is that we need to discuss with industry stakeholders exactly how they feel the strategy for the rollout of zero-emission vehicles will go, particularly at the heavy end. That is why we will publish the zero-emission HGV infrastructure strategy later this year, once we have been able to discuss it with those stakeholders. The Government are confident that the grid can cope with the increased demand, and the next step is to ensure that depots can connect to it. We are working with the DNOs to find the most cost-effective solution to that.
South West Rail Resilience Programme
Baroness Randerson Excerpts(11 months, 2 weeks ago)
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Baroness Vere of Norbiton (Con)
I welcome my noble friend’s interest in this Question; I know that he raised this issue in the other place many times. I assure him that delays on the line as it currently stands are significantly down, from 53.6 minutes per 1,000 services in 2018-19 to just 36.1 minutes per 1,000 services in 2022-23, so it is important to note that the resilience of the line is improving. The department has looked at alternatives—additional routes through to the south-west that might provide additional resilience. However, we are focused on improving the resilience of the line as it currently stands. In proposals for restoring elements of railway that previously existed, the case was not set out sufficiently.
Baroness Randerson (LD)
My Lords, this example is one of many similar schemes. A few weeks ago I asked a Question about news reports that Network Rail’s future funding was so limited that we could expect that basic infrastructure may not be repaired. The Minister dismissed my inquiry, saying that you should
“never believe everything that you read in the newspaper”.—[Official Report, 26/4/23; col. 1214.]
Now we have sight of Network Rail’s own business case for the next five years. It warns that funding constraints mean that the condition of the rail infrastructure will deteriorate and there will be a decrease in reliability. Does the Minister think that I should not believe everything I read in an official Network Rail document?
Baroness Vere of Norbiton (Con)
I say, absolutely, that one should not believe everything one reads in the newspaper. It is the case that Network Rail has to work within its funding envelope for CP7, which goes from 2024 to 2029. We are investing a record £44.1 billion in our rail infrastructure—a 4% increase on CP6—so the Government are providing significant funding. As with many elements of the railways, it is important that Network Rail and others look at what funding they have and obtain efficiencies to ensure that the reliability of the railway is maintained.
Bus Funding
Baroness Randerson Excerpts(11 months, 3 weeks ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, I thank the Minister for bringing this Statement about bus services to us. I am afraid it will leave too many bus users around the country wondering whether the Minister in the other place lives in a parallel universe to the rest of us. Their experience of the bus services that are essential to their everyday lives to access work, school, college, hospital appointments or for their leisure activities is so different from what we have just heard and what passengers were promised by the Government in their Bus Back Better strategy. Our bus services are in crisis, and this funding will not even maintain them as they are, never mind deliver much-needed improvement.
It is passengers who feel the everyday pain of the 7,000 buses that have been axed and the fact that fewer buses are on the road than at any time ever. They are the ones standing at the bus stops, enduring the long waits for services that have been cancelled at short notice or delayed. When buses are cancelled at short notice, the elderly residents in my ward who shiver while they wait for more than an hour may find it quite a long stretch to blame this on a war in Ukraine—especially as it was happening way before 2022. Our businesses suffer too, as these lost connections hold back our economy and worsen productivity, as well as impacting on our retail, leisure and tourism industries.
Today’s announcement is yet another enormous cut to funding, dressed up as funding to support services. In fact, it is 23% less than previous rounds of recovery funding. Every promise on buses has been broken: there are fewer services and there is less funding. This is very far from the Government’s promise, in Bus Back Better, of bus services that
“run so often that you don’t need a timetable”.
Many areas of the country still have no bus services at all, and many more have services so infrequent or unreliable that they are of little use.
The promise of more electric buses has been broken too. A promise of 4,000 zero-emission buses has resulted, to date, in just six in operational use. In my area, the project to replace all the buses with a zero-emission fleet was scuppered because the private operator refused to take part. Can the Minister say why we are the only country in the world that gives operators unfettered power to slash routes, raise fares and decide whether we will reduce the emissions of our bus fleets, with the people who use their services left out of the decision-making completely?
The Confederation of Passenger Transport said that £390 million would be needed over 18 months to keep services at current levels. What assessment have the Government made of the number of bus services put at risk by falling short of that figure? Will this reduction in funding not just escalate the spiral of decline in bus services? It is time that communities and businesses were given back a say in the bus services for their areas. Evidence shows that areas with local control and public ownership deliver better services for passengers. The Labour Party has clear plans to deliver this bold reform, so, if the Government cannot or will not, perhaps it is time they listened to the clear message they got from the electorate on 4 May.
Baroness Randerson (LD)
My Lords, I thank the Minister for her Statement. She puts on a brave face, but it is a very sad picture on buses. Anyone who was out campaigning in the recent local elections will know that the poor state of bus services was at the top of people’s complaints about local things. When you explain to people that local authorities actually have little power over the buses in their area—of course, this should be put right—they are surprised by that lack of influence, but it does not stop them being worried about this.
I am pleased to see that the Government are looking beyond the end of the next month, at a longer-term funding plan. I am pleased to see that amounts of money are specified here, so we will be able to hold the Government accountable on how, where and how effectively this money is spent. But it is a lot less than we hoped— I remember the sentence in Bus Back Better about the aim that you would not need a bus timetable.
I have some specific questions about this, because it is important that it is used as well as possible. How much of the money specified in this announcement will be targeted at the rollout of zero-emission vehicles? The figures I looked at recently showed that, although there had been some progress in developing a zero-emission fleet, it was very variable from one part of the country to another and it was still a tiny fraction of the total fleet.
Also, I am pleased to see that the money in the new funding will be focused on communities that did not previously benefit from BSIP allocations. One of the criticisms we made was that those areas with the most vestigial—if I can put it that way—and smallest bus services were not in a position to apply for the funding, so the funding went to areas with better bus services. I would be grateful if the Minister could explain how the Government will ensure that the funding goes to those most disadvantaged communities. I use the word “disadvantaged” in relation to bus services.
I am very pleased to see that local authorities will be consulted as well as bus operators. The previous criticism I mentioned was that the new funding was going to be impossible to access for areas with very little in the way of bus services. If the Government are to spread it out more fairly, what will they do to enable those areas that no longer have the expertise in their local authorities to make the applications?
The Statement goes on to the issue of the £2 bus fare cap, which is good news. However, one of the problems with it is that, although one welcomes the take-up, it was very uneven from one area to another—some bus companies did not bother to take it up as an offer. What are the Government doing to learn from their experience so far? The Government are obviously keen to develop and use this further—that is laudable—but what are they doing to ensure that there is wider adoption, with more bus companies using it and more local authorities adopting it?
What analysis have the Government made about the people using the buses in the areas where the £2 bus fare was applied? There is anecdotal evidence about the numbers of people using it who were already using the buses anyway and are now getting cheaper fares. That is great for them, but one of the Government’s aims was to attract more people on to the buses. It would be useful to learn whether the Government have done any analysis to see what type of passenger this approach is attracting.
Finally, the beginning of the Statement says that the Government will come back to the issue of concessionary fares. There is no deep analysis in the Statement of how they will get more older people back on to the buses. They clearly left during the pandemic and have not returned in sufficient numbers. Personally, I find it very worrying that they are still not getting out and about.
Rail Services
Baroness Randerson Excerpts(11 months, 3 weeks ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, it would be churlish not to welcome a sensible, if very belated, decision from the Government to remove the TransPennine Express route from FirstGroup. The appalling service suffered by people and businesses in the north, at the hands of TransPennine Express and other rail networks, has finally been acknowledged by the Government, and their decision indicates that they can no longer go on defending the indefensible, at least in the case of this railway.
TransPennine’s appalling record of cancellations—almost one in five trains cancelled and fewer than half the services on time—begs the question just why it took so long for the Government to provide at last some light at the end the tunnel for passengers and take the service back into public ownership. East coast services, Northern Trains, London and Southeastern, and now TPE, have all had to be nationalised since the Tories came into office. Will the Minister now admit that the rigid model of privatisation so keenly promoted by her Government has comprehensively failed? We now need to reassure passengers and businesses that services will improve. What steps are the Government taking to bring about the rapid improvement in service on TPE that we all want to see?
When I challenged the Minister recently about the profits of rail operators—profits which seem quite extraordinary to passengers in the face of such failure—she said that they related to a time before the delays and cancellations were a problem. In fact, the issues with TransPennine go back at least seven years. In August and December last year, shareholders cashed in a £15 million bonanza, paid out at the same time as passengers were facing more than half of trains running late. How can the Government continue to justify this profiteering when they now agree that this operator has behaved so poorly that its contract must be removed?
What is being done under the operator of last resort to address the issues of poor management which have led to this horrible failure of service to the travelling public? Will the Government now do their job and get round the table to resolve the industrial relations issues which have exacerbated the problem?
What plans are there to ensure that the right levels of investment are made in TPE to ensure that it delivers the reliable, excellent service that the region deserves, and to ensure that passengers do not have to endure the dangerous overcrowding which has characterised TPE for so many years?
We all know that these problems are not limited to TPE. Surely it is time for the Government to legislate for reform of our whole railway system to create Great British Railways, which will also drive contractual and fare reform. This will deliver much-needed improvements to the railways for passengers and freight customers, and for the taxpayer, who will then be investing in the success of our railways—not picking up the tab for their failure.
Baroness Randerson (LD)
My Lords, I thank the Government for this Statement, and I welcome the decision. It really was the only one possible, because TransPennine Express not only was hopelessly failing to improve and to deliver an acceptable service but was guilty of wilfully attempting to deceive customers—and indeed the Government—by using P cancellations as routine. P cancellations are of fundamental inconvenience to passengers; they were going to bed in the evening thinking that they could get their early-morning train and waking up to find that it had been cancelled.
All areas of the country suffered from Covid, but not all train operating companies made such a hash of staff relations. I have said in this House before that I travel every week on Great Western Railway, and its recovery has been much smoother. It has relatively few cancellations, and the staff are pleasant, helpful and very well trained. Every week, I am very pleased that I am travelling on Great Western and not TransPennine. This Statement is long on anti-union rhetoric, but it fails to recognise or to say with any grace that good management in the rail industry is fundamental. It is important that good management in those train operators that have managed the situation well is recognised.
I am very pleased to see recognition in the Statement of the potential positive role of regional transport authorities. I was delighted to see that, and I hope it is fully followed through. However, the Statement says
“we are building unstoppable momentum towards rail reform”,—[Official Report, Commons, 11/5/23; col. 488.]
but there is no sign of the Great British Railways legislation which is fundamentally needed to sustain and boost that process. The Government will say that it is possible to create a lot of that structure without the actual legislation. However, in reality, you need the controlled, guiding mind to drive through all the other changes beyond those that can be done without the legislation. The uncertainty that currently exists has a crippling effect.
In practice, since Covid, we have, in effect, a nationalised rail industry, because the Government in the shape of the Department for Transport takes day-by-day, detailed decisions and does day-by-day, detailed funding. Therefore, despite the anti-nationalisation rhetoric in the Statement, without the legal creation of the mixed public-private vision of GBR as a concept—with which I agree—this Tory Government will bequeath a nationalised rail industry to their successor at the general election. We need a refreshed, cleaned-up service based on a contractual system that replaces the current failed train operating company franchise system, and we need a simplified, cheaper fare system. I would be very grateful if the Minister could address in her response what government plans there are for GBR legislation, whether that is definitely now kicked into the long grass beyond the general election, and, specifically, what, if any, government plans there are to introduce a wholesale, simplified fare system.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
I am grateful to both noble Baronesses for their contributions and I will endeavour to answer as many questions as possible. I will start with the noble Baroness, Lady Taylor, who asked, “Why now?” Of course, it is very simple: it is because the contract is coming to an end. It is coming to an end on 28 May, so that is why we made the announcement on 11 May that the contract would come to an end and indeed it would then be handed over to OLR. Obviously, the decision was taken after much consideration. It was important to work in accordance with the policy statement that we had already published. We considered carefully whether to extend or award a new contract, and, after very careful consideration and with regret, we decided not to do so.
However, the Government are clear that we want to hold train operating companies accountable for those things that are within their control, and it is also clear that at TPE there were many things that were not in the management’s control and which will have impacted the services that were delivered to passengers. That included a very high level of absence, obviously the complete lack of rest-day working, and some very interesting shenanigans from the noble Baroness’s friends at ASLEF. In April 2023 they were offered literally the same deal for rest-day working that they had in December 2021 but they managed to say that that was not good enough. I do not know—I do not understand it any more. Clearly, we are in a situation where nothing is ever going to be enough, but of course it is the passengers who are suffering at the hands of the Labour Party’s friends.
Other issues have impacted TPE. It has had a much higher level of driver departures than would normally happen: 56 versus 25 in a normal year, and each one takes 18 months to replace. It is with regret that we felt that, despite an encouraging recovery plan, it was not going to reach a good conclusion. The reason why we felt that OLR was the right course of action is because it is an opportunity to reset and review. I say “reset” because there certainly needs to be a resetting of the relationship between TPE and all its stakeholders, whether that be government, the trade unions or indeed, quite frankly, their very poorly served passengers. Everybody within the industry wants TPE to succeed—except, potentially, the trade unions, which are not behaving as they should. I encourage all stakeholders involved in this, which includes the northern mayors and lots of council leaders, to work together to try to reach a good solution.
The Secretary of State has asked for an official review of services across the north to look at their effectiveness and delivery. It is worth recalling, and it seems rarely to get mentioned, that the TPE contract is the joint responsibility of the Department for Transport and Transport for the North, on which many Labour politicians sit. It is important to understand that chucking blame around about how ghastly the department is, is not really very helpful. We all have to work together to improve TPE’s services, and I hope we will be working closely, hand in hand, with Transport for the North to do that.
The noble Baroness once again brought up the issue of profits and dividends. I cannot give her a finance 101 class, because it would be wrong and potentially a bit rude. However, dividends are of course not the same as profits, as I am sure the noble Baroness understands. I cannot address that any further: I have tried before and it probably did not work, so I will just have to leave it.
As the noble Baroness will know, there are a number of reforms that we can do now. The key to that is work- force reform. The transition team is doing the long-term strategic plan. Workforce reform is key, but that has stalled. Why has it stalled? I think the noble Baroness knows the answer without me telling her.
Turning to the comments of the noble Baroness, Lady Randerson—
Public Service Vehicles (Accessible Information) Regulations 2023
Baroness Randerson Excerpts(11 months, 3 weeks ago)
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Baroness Randerson (LD)
My Lords, I thank the Minister for her explanation, and congratulate the speakers so far on raising a whole range of important information that we really need from her. I strongly welcome these regulations, which flow, as noble Lords have already said, from commitments made in the Bus Services Act 2017—which is, of course, back in ancient history, as the noble Lord, Lord Borwick, made clear to us. It is five years since the consultation. I know we have had Covid in between, which possibly interrupted things, but that did not last five years and it is very unfortunate that we have waited so long, because we have another three years to wait in some cases before full implementation. I recall that there was a Secretary of State recently who had a penchant for complaining about audible announcements on public transport, and I wonder whether that is why it has taken so long for these regulations to come forward.
The point I am making in relation to Covid is that if these regulations had been in place more quickly, I think we would have attracted people back on to the buses much more quickly. We have to attract new passengers to deal with congestion and emissions. It is easy, of course, to take what is in the regulations for granted, if you spend a lot of time in London—as the noble Lord, Lord Holmes, said, 98% of buses and all Tubes have notification of this nature—but there is a failure rate, and I will come to that point later on. Outside London, it is only 25%, and in some areas there is nothing at all.
I draw attention to Regulation 7(3), which specifies what information should be provided, and I am very pleased to see details on volume. Noble Lords may not be aware, but I wear two hearing aids and actually I have very little residual hearing. Without the hearing aids, I would not understand a word anyone was saying here today: even with them, I often miss things. I know the Minister often thinks I do not listen to what she says, but it is not for lack of trying. I am also pleased to see details on hearing loop in priority seats and the wheelchair space, and I am very pleased to see specification on character height for visible information.
I have one point though: the issue of contrast is specified in Regulation 14(5)(b) on page 7. There are good practice guidelines on contrast, which organisations representing people with visual loss are very well aware of, and I am hoping that the Government will take advice and pass it on in terms of the use of the best possible contrast for written information.
There is clearly a public information job to be done as well as training for drivers on these issues, and I would be grateful if the Minister could give us some details about what the Government plan to do to spread this information and good news and raise public awareness of things such as priority seats on buses. We take that for granted on the Tube in London, but that would not necessarily be the case in every part of the country, especially because you cannot see the hearing loop. For someone to have to sit in those seats, public information would need to be available.
I am pleased to see the support from the Scottish and Welsh Governments. It is good to see something on which the Governments across the UK can agree wholeheartedly. It is logical that these regulations exclude demand-responsive transport, but my question to the Minister is about ensuring that any vehicle used on a variable basis—in other words, sometimes for scheduled work and sometimes for demand-responsive work—would have the capacity to provide that information.
My final question relates to something raised by the noble Lord, Lord Young. What happens if the system breaks down, and what happens about the failure by the driver to switch on the information system or to update it from one route to another? What are the penalties for non-compliance and what are the mechanisms to ensure that all bus companies do comply and, if the system has broken down, that the driver makes the announcement? What is the process by which passengers can make complaints if they believe that this is not being implemented properly? Having said all that, the sooner this is introduced, the better.
Lord Tunnicliffe (Lab)
My Lords, I, too, thank the Minister for introducing this SI. For 10 years, I was managing director of the Underground and, as such, was part of the top team in LT. It is nice to see my former boss smiling at that point rather than frown. For two years, I was chief executive of LT and chairman of London Buses, and programmes from that period resulted in the 98%, of which I am personally proud and proud on behalf of the institution.
I want to introduce an idea of how to make these things happen. The reason why we were so successful is that we would have rules, standards and all that sort of stuff, but we also had a cultural issue. I will get the title wrong, but essentially we had a disability tsar, which meant that whenever hard-nosed people were trying to do things, they were asked whether they had taken account of all sorts of disabilities. It was not just about audio-visual disabilities; it was about things such as stairs, handrails and so on. If you can do that activity from a customer-focused point of view, you get to a cultural difference.
I hope that, insomuch as the department can have some influence in this, it will encourage operators to try to think from the point of view of the customer because there are things that can be done beyond this. One of the most difficult things that we found was the invisible disabilities. The most obvious one is deafness, but you also have intellectual capacity and mental health problems. The more you think from the customer’s point of view, the better results you get .
Global Britain: Traffic
Baroness Randerson Excerpts(11 months, 3 weeks ago)
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Baroness Vere of Norbiton (Con)
The Minister has no plans, because it is not up to the Minister to have those plans; it is up to the Mayor of London. The Mayor of London continues to invest in cycling and walking—that is his choice. The Government remain committed to cycling and walking as natural choices for the shortest journeys.
Baroness Randerson (LD)
My Lords, there are many parts of London where 20 miles per hour zones have not yet been implemented by local authorities. There is good evidence from areas that have introduced them that they work very well in making the traffic flow more smoothly in areas of high congestion. Do the Government intend to encourage local authorities across Britain to look at this solution to congestion and delays?