Rail Fares

Baroness Randerson Excerpts

Monday 27th November 2023 Lords Chamber

Asked by

[Baroness Randerson]

To ask His Majesty’s Government what are their plans to simplify rail fares; and what steps they are taking to increase confidence among passengers that, when they purchase tickets, they will always receive the best value for their requirements.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Davies of Gower) (Con)]

My Lords, the plan for rail proposes the biggest shake-up of rail in a generation. We have already made progress on fares reform, for example, introducing flexible season tickets and delivering on our commitment to extend single-leg pricing to most of LNER’s network. We announced earlier this year that we would deliver pay-as-you-go to 53 more stations in the south-east and, through trailblazer devolution deals, pay-as-you-go pilots in Greater Manchester and the West Midlands.

[Baroness Randerson (LD)]

My Lords, following the fiasco of the Government’s proposed closure of all ticket offices, which was of course resoundingly rejected by the travelling public, we urgently need decisive action to improve rail services. Great British Railways has, it seems, been kicked into the long grass but one aspect, ticketing reforms, to which the Minister’s Answer refers, could be done now throughout the whole network without legislation. The one isolated trial and the Government’s plans simply are not good enough to create the reform that is needed, to restore passengers’ trust and to improve value for money. When do the Government plan to introduce single-leg pricing and the overall reform throughout the whole network?

[Lord Davies of Gower (Con)]

At the Bradshaw address, we committed to expand single-leg pricing to most of LNER’s network, and this went live on 11 June 2023. This delivers simpler, more flexible tickets that are better value. Passengers can now get the best value ticket for their journey, safe in the knowledge that a single ticket will be half the price of a return. Previously, some single tickets on LNER trains, for example, cost almost as much as a return. Single-leg pricing is much simpler, putting the price of a single ticket at around half the cost of the old return ticket.

Air Travel: Disabled Passengers

Baroness Randerson Excerpts

Thursday 23rd November 2023 Grand Committee

[Baroness Randerson (LD)]

My Lords, I start by thanking my noble friend Lady Brinton for bringing us the opportunity for such an important debate. She has recounted some very sobering experiences. As the noble Baroness, Lady Grey-Thompson, spoke, I recalled the apparent progress that we made during the 2012 Olympics in developing public understanding, appreciation and awareness of disability issues. Paralympic athletes such as the noble Baroness became our national heroes. My thought was: have we forgotten so soon? Has our society moved to ignoring these problems and issues again?

Of course, a change has occurred. Statistics show that requests for assistance for disabled passengers have doubled for airlines in the past two or three years. Those requests, as people decided to go on holiday and travel again after years of Covid restrictions, were being lodged at a time when the aviation industry had huge problems with recruitment, but some of the problems are not just transitory. They are endemic in the system.

When I was preparing for this debate, I was trying to analyse the source of the problems. Meeting these needs is a combination of provision by the airport and provision by the airline. One thing that is very useful indeed is the CAA’s annual survey and report on the record of individual airports. I am sure that the Minister will refer to this in this response. The CAA’s report shows that there have been improvements since what can be regarded only as the complete nadir in 2022—things have improved somewhat.

That report is important for two reasons. First, it incentivises the airports to improve their achievements and service, because they are named and shamed. Secondly, it is a source of information for people using wheelchairs who wish to travel, because you can pick out a better airport. It used to be that you avoided Luton at all costs but it has improved lately. What gives me real concern is that Heathrow seems to have a consistently poor record. That is our premier airport; it has the numbers to be able to provide a regular service and I cannot see why it does not consistently do well.

The other part of the jigsaw is the airlines. International lists of good airlines dealing with passengers with disabilities do not feature British-based airlines very much and that is a matter of concern to me.

My noble friend Lady Ludford talked about her Eurostar experience. I have never tried to board a plane in a wheelchair, but I needed a wheelchair last year, soon after my heart operation, when I got on the Eurostar. I have to say that I was treated brilliantly; the staff were absolutely lovely. The whole process was smooth—but I was not, of course, using my own wheelchair. I was using Eurostar’s and I could, with assistance, walk up a step, so it was not parallel to my noble friend’s experience with her husband. I hope the fact that I was treated so well suggests that, over the couple of years since the incident she recounted, things might have improved.

One problem is that this is partly an international issue, and we can control the British end better than we can control the further end of the journey. I also want to draw attention to the fact that airport services are remarkably fragmented: ground handling, luggage, catering, retail, security and passport control, bus transfers and the flight itself are all provided by different companies, and the co-ordination of those is a massive task. I am not trying today to reorganise the aviation industry but I wonder whether there might be a better way of co-ordinating it.

This debate has been overwhelmingly about aviation, but I suggest that a similar story could and should be told about railway services. On a weekly basis, on the trains that I travel on, I watch people in their wheelchairs—there are always people in wheelchairs on intercity services—who are worrying. You can see that they are not sure about the provision of services, and on a couple of occasions I have had to come to someone’s rescue by shouting at a member of staff further down the platform to make the point that there is someone waiting to get off. There is still a long way to ago.

Mopeds, Motorcycles and Powered Light Vehicle Industry

Baroness Randerson Excerpts

Thursday 23rd November 2023 Grand Committee

[Baroness Randerson (LD)]

My Lords, I thank the noble Baroness, Lady Ritchie, for securing this debate, which is badly needed. As everyone is giving their bona fides on transport, all I can offer is that I spent my youth perilously on the pillion of the back of a 1952 Excelsior Talisman Twin motorbike—an antique even then.

This debate is badly needed because the Government consulted 14 months ago and we have still had no response from them on their decisions. Given the pace of technological change, this is a ridiculous delay. The Department for Transport seems to have been in hibernation while a technological revolution has taken place. Anyone who ventures outside their front door knows that electric bikes, motorbikes, mopeds, scooters and cargo bikes have proliferated in the past couple of years. I must congratulate the Motor Cycle Industry Association on the very effective campaign and detailed briefing putting its point of view and raising some very valid points on these issues. In particular, it emphasises the need for certainty and swift government decision-making if the UK is to retain its motorcycle manufacturing investors in future. When the Minister responds, I hope he will be able to give us some of that certainty.

It is also important to point out to that, inspired by their narrow victory in the Uxbridge by-election, the Government have changed their plans in the meantime on net zero for cars and changed their rhetoric in relation to cars versus alternative methods of transport: cycling, walking and so on. That was illustrated yesterday by the Minister in his answer to an Oral Question from the noble Lord, Lord Berkeley. In the light of that, the Government’s original plans on PLVs on which they consulted are now somewhat out of kilter with the rest of the hierarchy—if I can put it that way—of vehicles. My own discussions with members of the automotive industry indicate that the industry is desperate for certainty. They were knocked sideways by the Government’s change of heart, and they really need certainty in future.

I am an enthusiast about the benefits from electric bikes—the bikes that the noble Lord, Lord Moylan, referred to as a push bike—because they encourage people to extend the length of their journey or to extend their cycling career into older age. However, as other noble Lords have pointed out, there is an urgent need for clarity on the different categories. There is a great deal of confusion out there, and there is need for enforcement of the regulation for the larger categories of L-category vehicles. The noble Lord, Lord Moylan, also mentioned the concept of intermediate vehicles.

The police need resources to implement the regulations. I live in Cardiff, where noble Lords will recall that, tragically, two young boys were killed on an electric bike earlier this year. Following that, the police took action in the centre of the city, where they seized dozens of bikes that were being illegally ridden without the appropriate registration or licences. But it is not just the police. As my noble friend has said, the fire brigade needs additional resources because of the considerable fire hazard, trading standards needs additional resources, and we need to improve training and awareness in the supply chain and the repair sector of the industry.

Lastly, it is coming up to Christmas. Thousands of these vehicles are going to be sold as presents, some of them from very dubious sources of supply. We need a public information campaign to raise awareness of the dangers involved.

--- Later in debate ---

[Lord Davies of Gower (Con)]

I will go back to the department and see exactly where we are on that, and I will certainly write to the noble Baroness on it.

[Baroness Randerson (LD)]

Perhaps we might pursue very briefly the issue of fires, as raised by my noble friend Lord Foster. There are lots of statistics on this, and there is a very big difference between the record of electric cars and vans and so on, which have an extremely good record on fires—they are much less likely to burst into flames than, for example, petrol and diesel cars. However, my noble friend was referring to the issue of bikes and mopeds, and so on.

[Lord Davies of Gower (Con)]

I take the noble Baroness’s point and I will write on that issue in respect of motorcycles.

To conclude, the steps that the Government are taking, which I have set out today, provide a package of support for the motorcycle and powered light vehicle industry that will help this sector to contribute to a safe and environmentally sustainable future for road user transport in this country.

Pedicabs (London) Bill [HL]

Baroness Randerson Excerpts

2nd reading
Wednesday 22nd November 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I am very pleased to see the noble Lord in his new position of Minister, and I welcome him there, as well as the noble Lord, Lord Liddle. As someone who has been speaking for transport for years myself, it is good to have different people on the Front Benches to debate with.

Obviously, I welcome this Bill. My Liberal Democrat colleague Caroline Pidgeon, the chair of the Greater London Authority Transport Committee, has campaigned for TfL to have these powers for many years, as indeed have noble Lords and Members of the other place. However, I am slightly mystified as to why, having ignored the problem for so long, this has now popped up as the Department for Transport’s top priority in a very slim list of transport legislation. It featured in the King’s Speech, where pedicabs were described as a scourge. Yes, they are a problem, and a serious problem to a smallish number of people in London, but hardly a scourge. I am with the noble Lord, Lord Blencathra, in how he describes the Bill.

However, I know from my noble friend Lord Storey, who is unfortunately not able to be here today, that for those people living near those spots where the cabs ply their trade, they are a real irritant—largely because of the noise. There are apparently between 200 and 900 pedicabs, so they are not a problem in every area, even throughout London. However, I do not want to underestimate the risks and problems that they present—the safety risks from their construction and from the wild way in which they are sometimes driven, as well as the nuisance of their blocking pavements and the noise. Then there is the ridiculous amount that the drivers sometimes charge tourists, which in itself gives London a very bad reputation. All these things can easily be dealt with via taxi-style regulations.

I go back to my point. Why is this Bill being given a top slot, when there are so many other transport Bills that are desperately needed? Many other noble Lords have referred to this question. Last year’s Queen’s Speech promised us an omnibus transport Bill to create Great British Railways and deal with new technological developments. That was abandoned, but our railway system remains in desperate and urgent need of a complete overhaul and reform, and there is an equally urgent need for regulation of electric scooters. The Government have given a whole new meaning to the phrase “trial schemes”, by extending those trial schemes year after year simply because they do not have a plan for the future. Tens of thousands of privately owned electric scooters are operated in a way that is totally illegal and causes accidents—I shall not repeat the statistics—across the country. The proliferation of dockless e-bikes for hire is also a problem, which many people refer to me as in urgent need of reform.

I am pleased that the Government are planning ahead with the Automated Vehicles Bill, and I acknowledge the need to regulate pedicabs, but I am mystified that this is a top priority. Cabinet Office guidance is very clear that parliamentary time available for legislation is “extremely limited” and that:

“In devising a legislative programme to reflect the Government’s priorities and seeking to resolve handling issues, the PBL”—


the Parliamentary Business and Legislation Committee—

“aims to ensure that time is used as efficiently as possible”.

What we could have done with is a Bill dealing with both pedicabs and electric scooters and electric bikes.

This Bill, as it stands, is a bit of a sledgehammer to crack a nut. It is a simple legal anomaly that has given much smaller local authorities outside London the power to license pedicabs but has denied that power to Transport for London. I ask the Minister: could this not have been done by a much more modest amendment to existing legislation?

Most of this short Bill is very straightforward and modelled on existing taxi licensing legislation. However, I have a couple of questions for the Minister. I was surprised to read Clause 2(2), which effectively states that nobody who has not been legally accepted as an immigrant or given leave to remain in this country can operate a pedicab. Well, of course. This is a surprising subsection because people who do not have official, regularised immigration status or leave to remain are not allowed to do work of any kind. This subsection, by its inclusion, suggests that maybe there are some jobs that are open to illegal immigrants, which is obviously not what the Government mean. Is this just a political statement or is there a solid legal reason why this is included?

My second question relates to the importance of careful selection of the sites for pedicab ranks. The clustering of pedicabs waiting for hire is an aspect that disturbs residents considerably. Will the Minister perhaps encourage Transport for London to give us a briefing on how it plans to choose sites for pedicab ranks, so that we might get some picture of how it will apply these rules? I also have a suggestion: it would be very useful to have a pedicab route across Hammersmith Bridge. The closure of that bridge has been of such disruption to people living in the area, and pedicabs would be a brilliant way of getting across the bridge.

Finally, the plan, as set out in Clause 6, is that the power to make pedicab regulations should be granted via statutory instrument. Here, I refer to the noble Lord, Lord Moylan, with whom I agreed on this issue. This is at odds with taxi regulations, which were granted to Transport for London in the Greater London Authority Act 1999. Surely, in practice, once they have been properly brought into the system, the rules on pedicabs will be a simple subset of taxi rules. It will risk confusion and delay to have two different systems. There will be delay as they wait for parliamentary time for an SI when required.

The smallest local authorities outside London have successfully regulated taxis for many decades. I assume that some of them have rules on pedicabs as well, because they have that power. I realise that the Government like to pursue a bit of an assault on devolution in London, and on the Mayor of London in particular, but this latest chipping away at devolution is simply not sensible.

This brings me back to my first point: if we have no time for proper, modern transport legislation on serious, modern transport issues, why are the Government keen to keep the power to deal with pedicabs in London?

Low-traffic Neighbourhoods

Baroness Randerson Excerpts

Tuesday 21st November 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I welcome the noble Lord to his new role. My question very much follows from the previous one. What are the Government doing to ensure that local authorities undertake frequent and systematic monitoring of air quality, not just in low-traffic neighbourhoods but in traffic hotspots, to ensure that they pursue traffic reduction measures in general and not just in certain targeted areas?

[Lord Davies of Gower (Con)]

I thank the noble Baroness for her kind words. Transport is the largest source of greenhouse gases in the UK, with domestic transport accounting for some 26% of all emissions in 2021. Road vehicles produce over 90% of transport’s domestic carbon emissions, so the transition to electric vehicles is a clear priority as well as an opportunity to grow the economy. We will end the sale of all new petrol and diesel cars and vans by 2035. From 2040, all new HGVs will be fully zero-emission.

Flying Schools: Liquidation

Baroness Randerson Excerpts

Monday 13th November 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I think the noble Lord is trying to tempt me into the wider economy, when I am focused on flying schools. But when trainee pilots pay money over to the flying schools, they should ask themselves whether it is reasonable. BALPA is considering a finance fairness charter, which I am sure the noble Lord would also support, which would ensure that flying schools that sign up do not accept excessive advance payments, and that they commit to transparency regarding costs and charges.

[Baroness Randerson (LD)]

My Lords, the Minister seeks to downplay the significance of these problems, and the demise of these three companies. She seeks to downplay the amount of money that is owed to individuals—£80,000 is a significant amount to most people. Is she not concerned that the situation will undermine the reputation of the UK aviation industry, and the skills for aviation that we really need to build up as a nation, rather than undermining them with the failure of companies?

[Baroness Vere of Norbiton (Con)]

Three flying schools have closed. One of those was a planned closure, and the trainees were not impacted. Two were unplanned closures, and trainees were impacted. There remain around 270 flying schools. As I said, it is a small amount. The noble Baroness mentioned £80,000; I cannot corroborate that figure. That seems quite high to me; it would mean that somebody is paying for their entire training up front. Again, this is the point I am trying to make; it is up to the trainees. Working with BALPA and the CAA—wherever trainees get their information—it is about getting the information to them to say: “You do not need to pay vast amounts of money up front, and if a flying school is asking for that, it is entirely reasonable to go elsewhere”. As I say, there are 270 flying schools in the UK.

HS2 Ltd: Costs

Baroness Randerson Excerpts

Wednesday 25th October 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The noble Baroness will be unsurprised to hear that I do not agree. I do not normally comment on media articles, but this was a collection of old allegations which, as I said previously, the National Audit Office has established were unfounded. I also said that HS2 Ltd is looking at the allegation that has not yet been investigated, so I cannot comment on it. However, the noble Baroness is right that some good things have come out of the cancellation of HS2, such as the billions of pounds that we have been able to invest in the rest of the transport network in the north and the Midlands.

[Baroness Randerson (LD)]

My Lords, making even less economic sense than the Government’s decision to truncate HS2 at Birmingham is their vindictive scorched-earth policy to sell off all the land they purchased immediately. Will the Government learn the lessons of railway history? Many good modern rail projects cannot proceed because land was sold off following the Beeching debacle—another expert Tory action. Will the Government learn that lesson and undertake a thorough look at all the pieces of land for all potential future rail projects, many of which they are suggesting, to make sure that no land is sold off that will be needed in future?

[Baroness Vere of Norbiton (Con)]

I am delighted to reassure the noble Baroness that that is precisely what we are doing. We have looked at the land for phase 2a and concluded that we do not need it for other rail projects. Therefore, safeguarding will be formally lifted. However, we will not lift the formal safeguarding for phase 2b until next summer, because there is a job of work to be done. The noble Baroness is absolutely right: the Government will not sell off the land until we have established which bits will be needed for projects such as Northern Powerhouse Rail.

Transport: Zero-emission Vehicles, Drivers and HS2

Baroness Randerson Excerpts

Tuesday 17th October 2023 Lords Chamber

[Baroness Taylor of Stevenage (Lab)]

My Lords, this government announcement on the scrapping of HS2 was the cancellation of Europe’s largest infrastructure project. The announcement was made outside of Parliament just a few days after we had gone into recess. There is no other way to describe this than that it shows utter contempt for Parliament and for those affected by the decision.

This announcement was made in Manchester about the infrastructure project that was designed to support levelling up for—guess where?—Manchester. That shows contempt for the people of that city. The announcement was made without consultation with the elected mayors and council leaders of any of the areas affected; they too were treated with contempt. The announcement was made in spite of the lives already disrupted by the progress of HS2: the owners of farms, homes and businesses where the hurt and harm had already been done—all of them treated with contempt. The announcement was made in spite of disruption to families and businesses at Euston, who now face the prospect of a black hole where the interchange should have been. They too were treated with contempt.

But the greatest contempt from this Government, in all of this sorry tale, has been their contempt for the British people: a high-speed railway line from London to Manchester that goes to neither central London nor Manchester; a decision taken but denied for days, in spite of the fact that the video recording of the announcement had already been made in Downing Street days before the Prime Minister’s visit to Manchester; a list of alternative schemes on which the funding would be spent, which appear to have been cobbled together on the back of a fag packet, and 85% of which were schemes already delivered, some many years ago, non-existent schemes or jack-in-the-box schemes such as Bradford railway station, which pop up every time a Minister needs to make an announcement only to disappoint communities again when they get pushed back inside the box and re-cancelled.

Then, there is the funding wasted. Seriously, the Government must think the people of this country are stupid. I have some questions for the Minister. Exactly when was this decision taken? When was the recording of the announcement made? Why was this not reported to Parliament before our Conference Recess? Why was there no consultation or discussion about the cancellation of this part of HS2 with the mayors and leaders of the areas affected before the announcement was made? How is it now planned to improve the failing, inefficient and overcrowded services on the west coast main line —of which many of us have had very recent experience—and the east-to-west services in the north of the country? How will we restore the confidence of investors and businesses to deliver major infrastructure projects in this country after this debacle?

The cancellation of HS2 at the same time as the Prime Minister is rowing back on climate change commitments and painting himself as the champion of the fossil-fuel car risks undermining not only this country’s reputation on green issues but the economic growth, innovation and investment that a move to zero- carbon transport would generate.

[Baroness Randerson (LD)]

My Lords, what a shambles. In their frantic search for a few more votes in order to cling on to power, this Government have abandoned their pretence at leadership on decarbonisation. They have abandoned their pretence to modernise our public transport system along with any claim to care about pedestrian safety or clean air, which is so important for our health and particularly the health of our children. It is important to remember that 20 mph zones are not anti-motorist; they are pro-pedestrian. You are five times more likely to die if hit by a car at 30 mph than at 20 mph. I remind noble Lords that fewer than half of us as a percentage of the total population drive cars, yet almost all of us are pedestrians.

By abandoning targets for electric vehicles, the Government have undermined the automotive industry and deterred new investment. The Statement refers to an increase in the number of charge points, but the huge restriction on that expansion in their number, especially at motorway services, is the capacity of the grid. So what plans do the Government have to expand that capacity?

Of course, HS2 has not been well managed—the current Government have been in charge—and it is costing a great deal. It is not good value for money because the Government have turned it from an ambitious high-speed project into a short-distance shuttle. It is a fact that it costs more per mile to build any form of infrastructure in the UK than in almost any other country in Europe. Rail infrastructure costs are generally twice the amount per mile of those in France. Will the Government hold an inquiry, not just to into HS2 and how it came to cost so much and go so badly wrong, but into why we are so bad at building major infrastructure projects that provide value for money?

The Prime Minister announced a list of replacement projects, many of which were just recycled announcements. One of them, the Manchester Metrolink to the airport, has actually been in force for nine years. The Government then said that this was just an illustrative list—“This is a road”; “This is a railway”—but we did not need that sort of illustration. Can the Minister clarify the status of the wishlist? How and when will final decisions be made?

There was an announcement of £8.3 billion for potholes. We have plenty of potholes, I will give the Government that, but I am suspicious of the amount because it sounds to me like a difficult figure to account for. We might find it difficult to track whether that money has gone fairly across the whole country to the areas that need it most. Can the Minister explain the mechanisms the Government intend to use for the disbursal and spending of that significant amount of money?

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)]

I am grateful to both noble Baronesses for their contributions on this incredibly important Statement. It is the case that the Government had to make a difficult decision. The facts have clearly changed, and we needed to change our approach. All noble Lords will know that the situation with business travel is very different nowadays. Leisure travel has increased but business travel did not come back. On the basis of those facts, we had to make some decisions.

In doing so, though, we have repurposed the investments that would have been made in HS2 into a vast array of investments—mostly in the north, I will grant, but then I am often asked about investments in the north. I am delighted that about two-thirds of this investment will go there while much of the rest will go to the Midlands. I am really excited by the various investments that the Government have set out. Many of those were not mentioned by the two noble Baronesses but I will try to work them into my answers because there are many. Neither noble Baroness mentioned buses. We love buses, and we are investing an additional £1 billion in them. That is the sort of thing the noble Baronesses have been pressing me to do for a very long time and we are doing it—but no, there were no thanks for those sorts of things. I will answer their questions, but I will try to get the good news in as I can.

The noble Baroness, Lady Taylor, asked me a number of questions. She will have to forgive me; I am afraid they came out very quickly and I was doing my best to try to follow them, but I will try to answer them. The decision was taken by the Secretary of State the day before the announcement. Obviously, there was a Cabinet meeting on the day of the announcement to discuss the decision and to reach collective agreement, and it was then announced by the Prime Minister. Had that agreement not been reached, the Prime Minister would have been unable to announce the cancellation and the massive investment which is the corollary to the cancellation, and the video would not have been played. I cannot get too excited about a video.

However, I will be clear that this is a decision for the Government. It is a government programme. The Government set the policy direction of HS2, and HS2 Ltd is responsible for the delivery of the railways, so it is a government decision, a national decision. However, as the noble Baroness will know, and I am sure she is delighted to hear, the Government are committed to investing £12 billion to improve the speed and east-west connectivity between Manchester and Liverpool. For those sorts of things—that vast sum of money that will be invested in east-west connectivity—it is up to local leaders to help us shape that investment. The noble Baroness will also be pleased to know that we have started discussions with the metro mayors and their teams on how we are going to get the best out of that £12 billion.

It is worth talking about delivery. Many of the projects that were in the package are delivered by different people. This is an important aspect to understand: the Government can shape the programme of National Highways and indeed Network Rail but, when it comes to investment, for pretty much everything else we are reliant on local partners, and that is absolutely right. People throw the criticism towards the Government, “Oh, but your list is somehow illustrative”, but of course it is. We are not going to drive a coach and horses through local democracy. In the LLM and MRN projects, not only has funding being topped up for about 70 road schemes, so that they will be funded 100%, but we are doing another round of funding. However, neither of those things can be done without the agreement of the local authority. It is up to the local authority to bring forward projects for consideration for funding, and indeed to develop the business cases. So, for some projects, in five years’ time the noble Baronesses may turn round to me and say, “Baroness Vere, you did not deliver on that project”, but that probably would not be down to the Government. It would be down to the local authority deciding that, for whatever reason, it was not right for their area, and that is fine.

The noble Baroness, Lady Randerson, had a lot of questions that I think I was able to write down. I will try to address as many of them as I can. She somehow accused the Government of scrabbling around for a few more votes. Gosh, that sounded like a Lib Dem by-election candidate campaigning against HS2. The Lib Dem Front Bench must find it very amusing that they campaigned against what was party policy.

The noble Baroness mentioned the issue of low-traffic neighbourhoods and investment in active travel. I am proud of the fact that this Government stand with those who drive cars. Cars are not a luxury; they are a lifeline. However, we are very clear that our investment in active travel will continue. We are clear that 20 mph zones need to have local support. We think that enforcement should be pragmatic—of course it should; that is just rational and reasonable. In our long-term plan for drivers we set out 30 measures that we think will help people travelling around in their cars day to day. As all noble Lords will know, many more people use their cars than use the trains, for example.

The noble Baroness, Lady Randerson, mentioned zero-emission vehicles and that somehow this was very destructive for the industry. I would like to reassure her that we are working closely with the industry and that the manufacturers are on board. We have seen investment in the UK from BMW, Stellantis and Tata, expanding their electric vehicle manufacturing operations. Of course, we have also brought ourselves into line with great nations such as Canada, Australia and Germany. We are not unusual or an outlier in doing this at all; we are just being pragmatic.

I will admit that we need to continue focusing on charging points, and we absolutely are. They have gone up by 43% since last year and continue to go up very quickly indeed. We work closely with the DNOs on making sure that there is grid capacity at motorway service stations and elsewhere, and that continues all across the country.

The noble Baroness mentioned the business case for phase 1 of HS2. I think she referred to it as some sort of shuttle or whatever. I am sorry, but that shuttle she referred to has a BCR of between 1.2 and 1.8, which is very reasonable for such a large infrastructure project. She also asked why it cost more. HS2 is costing more because it goes through some very densely populated areas. There are significant amounts of tunnelling, with six big tunnels in phase 1 alone, and significant environmental mitigations. Of course, if the noble Baroness wants us to remove the environmental mitigations, I am sure it would be much cheaper, but this Government would not do that.

I do not accept that we need an inquiry as to why we are in the situation that we are, because a lot of people scrutinise our major infrastructure projects all the time. The Infrastructure and Projects Authority and all sorts of other people do so, including the Transport Select Committee.

The noble Baroness mentioned the potholes funding, which involves a really important amount of money. It is not only about potholes; it will literally enable local councils to resurface roads, which I know many noble Lords will be able to support. Again, it is being skewed towards the north because this funding goes to where that money would otherwise have been spent. However, there will be £3.3 billion to the north, £2.2 billion to the Midlands and £2.8 billion for the rest of the country over 10 years. That will make a significant difference. It is in addition to the money allocated in the spending review of 2021, and in addition to what the usual expectations from a local council would be. This is new money, and that additional money will make a huge difference to our roads.

Railway Stations: Ticket Office Closures

Baroness Randerson Excerpts

Wednesday 20th September 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My noble friend is exactly right. It was a former Conservative Mayor of London who took this step for ticket offices in Tube stations. The current Mayor of London came in with great fury and said he was going to review the whole thing and make changes if appropriate—not a single change was made.

[Baroness Randerson (LD)]

My Lords, it has become clear over the last year that several train companies have ceased to recruit new staff for ticket offices, and have therefore been shutting them gradually by default. Can the Minister assure us that the Government have not sanctioned this, and that any review of the 700,000 people who have responded to the consultation will take into account firmly the balance of opinion among those respondents?

[Baroness Vere of Norbiton (Con)]

I am very concerned to hear what the noble Baroness has to say, and I hope that she will provide me with the evidence so that we can look into this further. There are 980 DfT-regulated ticket offices and that has been the case for a very long time. So if ticket offices are closing, as she says—again, I am not aware that they are—they also should have gone through the ticketing and settlement agreement. I would be very happy to look at the noble Baroness’s evidence.

West Coast Main Line

Baroness Randerson Excerpts

Tuesday 19th September 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, what is not a surprise about this is that the Urgent Question and announcements about train services have come on the last day the House of Commons is sitting before a recess; that is a pattern. My concern about these two contracts is that, although there has been an improvement with Avanti, as the Minister has said, there has been every incentive for it to improve in the short term in order to save its skin—if I can put it that way. Now it has this contract, there will be effectively no incentive for it to keep up that level of improvement, because Avanti has shown over many months that it finds it very difficult to deliver.

So what incentives are there within the contracts to these two companies, Arriva and Avanti, to maintain their improvements? These contracts seem to leave all the financial risk with the Department for Transport. Have the Government built in any additional safeguards for improvement, given the history behind this? Is there any chance that in future the Government will review the way in which they give contracts, so that we do not have this approach, which enables companies to underperform over such a long period?

[Baroness Vere of Norbiton (Con)]

I am content that the Avanti contract has gone through all the relevant processes. It has been structured such that there is an initial three-year period, which I think is right, to enable Avanti to provide the investment that is clearly needed. That investment is in driver training and rolling stock. I am sure many noble Lords have noticed the upgrade in Avanti trains when they have travelled on them recently; I find them very comfortable indeed. There is an ability after three years for the Government to give three months’ notice. Within that intervening period, senior officials from the Department for Transport will meet management on a weekly basis to make sure that the recovery plan and all the elements the new management has put in place are being followed.

There are also enormous incentives for Avanti to improve—£14.3 million-worth of incentives. That is what the performance-based fee is; if Avanti does not hit its targets, it will not get that fee. It is absolutely right that that is there, it will incentivise Avanti and we will work alongside it so that it can continue to improve its performance.