Vehicles: Headlamp Glare
Baroness Randerson Excerpts(1 year ago)
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Baroness Vere of Norbiton (Con)
I am not aware that there are regulations around the use of bright lights for cyclists. I agree that they could indeed cause glare and be a road safety issue and, again, I will take that back to the department.
Baroness Randerson (LD)
The noble Baroness is urging action by the Government on a road safety issue, and another area where we need action is on e-scooters. Research by the Parliamentary Advisory Council for Transport Safety shows that between 2019 and 2021 we went from zero accidents involving injury to roughly 1,400, and reports by A&E services show that a disproportionate number involve head injuries. We have been promised a major transport Bill for four years now, so are we going to get that before the general election? As we have illustrated this afternoon, there are a number of road safety issues that need including in it. If not, do we put it down as another broken government promise?
Baroness Vere of Norbiton (Con)
The Government are of course looking very carefully at the evidence around e-scooters, are considering policy, and will bring proposals before Parliament when parliamentary time allows.
Merchant Shipping (Fire Protection) Regulations 2023
Baroness Randerson Excerpts(1 year ago)
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Lord Greenway (CB)
My Lords, I think this is the first occasion we have had to welcome the Minister to her new post as Shipping Minister. My mind goes back nearly 40 years to when it was almost de rigueur for the Shipping Minister to reside in this House, so it is extremely welcome to have a Shipping Minister back with us again.
These draft resolutions are extremely important, as has been pointed out by the noble Baroness, Lady Scott. Fire, as she said, remains one of the major areas of disaster at sea. Ships, thank God, are not usually built of wood any more but they carry all sorts of noxious substances that burn like hell if they catch fire and there have been a number of notable examples recently even of car batteries catching fire and sinking ships.
I should say we are almost here again. Every time we have one of these regulations coming forward, we say the same thing: why has it taken so long for this to be incorporated into British law? The original fire protection regulations were in 2003 and almost immediately there was a change in 2004. As we have heard, there have been about 20 such changes since then. Why has it all suddenly come into one thing nearly 20 years later? It hints, dare I say it, at a certain amount of sloppiness in the department that these things have not been dealt with more promptly.
Our standing is still, thank goodness, very high in the International Maritime Organization but things like this cannot help in due course. I know we do not have the merchant fleet we had many years ago but we are still an important player in the maritime scene and I think we should be acting more promptly to agree new regulations.
The “ambulatory reference” provision is most welcome because I hope it will put an end to all this complaining about delay because when new regulations come out of the International Maritime Organization it will be automatic in future.
I certainly have a lot of sympathy with the noble Baroness, Lady Scott. The performance of this country has not been up to scratch in these maritime matters, but I welcome the fact that everything should be sorted out by the end of this year.
Baroness Randerson (LD)
My Lords, I start by thanking my noble friend for tabling her amendment and giving us the opportunity to raise these important issues. I also thank the Minister and acknowledge her efforts to tackle this backlog which is of such concern to us all. I want to mention here the role of the Secondary Legislation Scrutiny Committee, of which I recently became a member. I have often referred to its excellent work in making sure that our attention is drawn to these important lapses.
As others have said, this SI relates to a total of about 20 IMO resolutions which successive UK Governments have so far ignored. Some of these, as has been pointed out, date back 20 years. The Minister referred to resources and I think that reveals to us how hopelessly beyond the Government’s capacity are their plans for the future revocation of EU law. If they cannot manage 20 year-old IMO regulations on fire, they are not going to manage several hundred transport-related pieces of legislation.
All of this relates, of course, to fire protection and, as has been pointed out, fire is one of the greatest dangers faced by mariners and their passengers. It is important to remember that these regulations relate to passenger vessels. That means that there will be people on board who are not professionals, not trained in how to respond if a fire breaks out, and not familiar with how things work or the layout of the ship; in other words, there are lots of people on board—the passengers—who are an additional risk, so it is not just mariners and their status we should be concerned about.
Some of these 20 regulations are about fire detection—the design of extinguishers and storage arrangements. As the Minister said, they are very technical. But some of them are about the basic design and construction materials of the ships concerned. So we could be talking about a maritime version of the Grenfell situation, where dangerous materials have been used. I have no reason to believe that that is the case, but I have no evidence, and neither do any of the rest of us, about whether there is a problem, because it has not been the subject of regulation.
Network Rail: Funding and Reliability
Baroness Randerson Excerpts(1 year ago)
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Baroness Randerson
To ask His Majesty’s Government what assessment they have made of reports of analysis by Network Rail that the funding plans for the next five years are insufficient to maintain current levels of reliability.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, the Government published funding objectives for Network Rail for control period 7—2024 to 2029—on 1 December 2022, placing the highest priority on punctuality and reliability. The funding provided £44.1 billion—a real-terms increase of 4% above the current settlement. This demonstrates the Government’s continued commitment to the railway.
Baroness Randerson (LD)
My Lords, from a leak from Network Rail itself, we now know that funding is so bad that basic infrastructure cannot be repaired and that we should expect more delays and more accidents. We need to know what the Government are planning to do to reverse this downward spiral in our railways. Can the Minister promise that no more train operators will be rewarded for failure with new contracts? Can she specifically guarantee that, at last, there will be legislation in the King’s Speech to create Great British Railways with the independent power to reform this ailing industry?
Baroness Vere of Norbiton (Con)
The noble Baroness referred to the source of her Question being a leak in the Independent. It was not really a leak, because we are not even half way through the process of the business planning, and, as I said, the real-terms increase in funding is up 4%. In fact, it was some slides prepared by a mid-level National Rail employee presenting the industry with some ideas for different funding scenarios for CP7—so never believe everything that you read in the newspaper. On contracts for TOCs, we look at each TOC on a case-by-case basis, and I am aware that another contract will be up for consideration in due course. Legislation for rail reform will arrive as soon as parliamentary time allows.
Transport: Investment Plans
Baroness Randerson Excerpts(1 year, 1 month ago)
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Baroness Randerson (LD)
My Lords, I thank the noble Lord, Lord Berkeley, for again giving us the opportunity to debate important transport issues, and I am grateful for the topic today. By virtue of the Statement of 9 March being a Written Statement, it was slipped out in a way that suggested that it was not an important one, but of course it was.
HS2, which is Britain’s big on-again, off-again project of the 21st century, is once more in serious doubt as a proper project. The delays hollow it out. It seems that it will be truncated at both ends. Let us start with Euston. Will the Minister clarify exactly what the plans are here? There was discussion that suggested that there would be long delays to the completion of Euston. There was a suggestion that it might terminate at Old Oak Common, which was probably not a bad idea to begin with but, since Euston is now a building site, it is really beyond the point where it is sensible to think that it is not going to be the terminus. But having cast doubt on whether HS2 would eventually go to Euston, the Prime Minister earlier this week suggested that it would. But the latest evidence, as the NAO points out, is that it will not be ready until 2041, or even 2043. That is a long time to live in a building site.
The NAO also points out that costs have ballooned, and refers to £1.5 billion spent on land purchases and preparation work—but £100 million was written off because the original Euston designs were scrapped. The NAO is scathing about the dither and delay that has led to a doubling of costs. We would welcome clarification.
There is also the fact that it is clear now that HS2 is unlikely to go beyond Birmingham, which basically turns Birmingham into a part of the commuter belt for London—hardly the economic reset for the north of England that was intended. With the state of rail services in the north of England currently beyond dire, it is unacceptable that there is no hope in sight of a decent long-distance railway service—which, as we all need to emphasise, would in turn take pressure off existing lines and enable them to work more effectively.
Of course, there is also the Department for Transport document that is doing the rounds which makes it clear that the delays to HS2 as a whole will increase costs and cause job losses. It also casts doubt on whether HS2 will even call at Stafford, Macclesfield and Stoke. The Government have now had time to reflect on that document, on which they refused to comment because it was leaked—but no one suggested that it was a forgery. It is damaging investor confidence, so I invite the Minister to clarify the Government’s intentions, for the economic good of the north of England.
Another issue that I have raised before in this respect is the Barnett consequential for HS2 funding. Scotland and Northern Ireland were awarded Barnett consequential money but not Wales, the reason apparently being that Wales was going to benefit because HS2 was going to Crewe and would improve services in north Wales. But HS2 is not going to Crewe—or it is unlikely to go there while we are still active politicians. Therefore, it is really time to look at this again in all fairness. Even if the Government will not give Barnett consequential money to the Welsh Government, they need to invest a very large amount of money in Welsh infrastructure directly. We are talking about £5 billion-plus that Wales is missing out on.
The vast majority of passengers travel by bus, which was not mentioned on 9 March. Noble Lords who have spoken so far have made some excellent points. Bus passenger numbers outside London have been in freefall for many years, with a 15% reduction between 2009 and 2019 in the number of bus routes—and that was intensified in the pandemic. The market has failed; there is little competition for new routes and fares have increased beyond inflation. Buses are so important because they are relied on by the poorer, the younger, the older, the disabled, and by women rather than men. They unlock education for young people and jobs for the unemployed. In other words, they are fundamental to levelling up—as well, of course, to decarbonisation and improved air quality.
Bus Back Better is a good strategy but, unfortunately, there is no strategic funding to go with it. I add to the points made already about the importance of a review of the way in which bus funding is allocated. These separate pots of money, subject to the bidding process, are chaotic and are no way of improving bus services. They discourage bids from those local authorities where bus services are already skeletal or non-existent. There needs to be a much more comprehensive approach and support for those areas that are no longer in a position to improve bus services because they do not have any.
The Department for Transport does not have a good record of picking winners. Bus operators have no certainty for the future, and neither do local authorities. This morning, during Oral Questions, the Minister accepted that the June cut-off date for current funding was a problem. This needs to be addressed, and very soon. I am sure that the Minister will point to lower passenger numbers, but we have to accept that we have gone beyond being able to point to Covid as the ongoing cause of this problem. There is lots of evidence that passengers have not returned because of reduced services and poor reliability. A more strategic approach is needed in order to overcome that.
Before I finish, I do not know if the Minister will have had time to look at the Secondary Legislation Scrutiny Committee’s 35th report but, as a member of that committee, I would like her to take note of its recommendation that the Government need to look beyond a review of concessionary bus fares and beyond Covid at other aspects of why people are not using the buses.
I again thank the noble Lord for doing something that we all should have done, which is to put a focus on the importance of passengers. We talk too often in this House about the infrastructure, without emphasising passengers at the heart.
Baroness Vere of Norbiton (Con)
The six-monthly updates will continue to be laid before Parliament as they have been previously. We will of course endeavour to put in every single update as much information as we have at that time. We will not have all the information immediately, because various things will be worked through at a different time.
We confirmed that the first stage of HS2 will be delivered as planned between Old Oak Common and Birmingham Curzon Street by 2033. Sometimes, I am mildly disappointed by the noble Baroness, Lady Randerson, making comments such as “serious doubt about the project” and “unlikely to go beyond Birmingham”. I am not sure where such observations have come from, because we have been quite clear in our plans.
On the rail system more generally, as the Secretary of State said during his Bradshaw address,
“operating the railways is currently financially unsustainable and it isn’t fair to continue asking taxpayers to foot the bill”.
We have to be very careful about the costs, thinking particularly about the depressed revenue that we are seeing at the moment.
Baroness Randerson (LD)
Can I invite the Minister to look carefully at the National Audit Office report?
Baroness Vere of Norbiton (Con)
I will of course look very carefully at the National Audit Office report. I do not know that it is saying that it believes that the line is unlikely to go beyond Birmingham; again, I would not know where its evidence would come from for a statement such as that.
We have an opportunity to improve the rail and local transport networks and to adapt to the needs of passengers today. There is a rare chance of some sort of redesign so that the system is fit for the future, because, as I said at the outset, I think all noble Lords want the same thing.
I will now turn to comments about HS2. The Transport Secretary has been very clear that Old Oak Common will act as a temporary London terminus while Euston is completed, but I do not think that any noble Lord should be under the impression that this will somehow be substandard. It will be probably the best-connected and largest new railway station ever built in the UK; it will have 14 platforms—six high speed and eight conventional—and it will be a transport superhub, providing connections to Heathrow via the Elizabeth line and, of course, high-speed rail services through to various parts of the country.
It was already planned that Euston would open later than Old Oak Common. However, we have decided not to proceed to full construction of Euston station in the next two years, which is the period that the Statement looked at, due to affordability and profiling issues. There is an opportunity to look again at the Euston station design to ensure that it is affordable and delivers for both the local community and passengers.
Following this debate, I will set out in a letter as much as I can about the phasing for the different elements of High Speed 2, including going to Crewe and beyond. It is important to put that on record.
Bus Services
Baroness Randerson Excerpts(1 year, 1 month ago)
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Baroness Vere of Norbiton (Con)
Questions is fun today, isn’t it? The Government will not be issuing guidance to plumbers and electricians, on the basis that they probably know how to carry their tools. We are looking with great interest at the Mayor of London’s proposed extension of ULEZ. I would also point out that he announced—yesterday, I think—something called the Superloop for outer London, which sounded very new. However, I checked and in my area that includes the existing X26, so the Superloop involves quite a substantial amount of rebranding, as often happens with the Mayor of London.
Baroness Randerson (LD)
Does the Minister accept that there is an urgent need for reform of bus service funding and an end to this hand-to-mouth approach caused by the short timescales for Department for Transport decision-making? Does she also accept that any new funding mechanism should be based not on competitive bids but on greater devolution and less interference from the Department for Transport?
Baroness Vere of Norbiton (Con)
I believe I have already addressed the point about the short-term nature of the funding. I agree it is not ideal; however, it has been necessary as the whole system has transitioned. I reassure the noble Baroness that we will also be looking at BSOG reform this year. To remind noble Lords, this is a very important amount of money: some £250 million goes into the sector, which keeps bus fares low, but we have to make sure that it also supports net zero. There are all sorts of different things we can do with bus funding. In 2021-22, 57% of all income for the bus sector came from central and local government.
Avanti West Coast
Baroness Randerson Excerpts(1 year, 1 month ago)
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Baroness Vere of Norbiton (Con)
The right reverend Prelate is entirely right. That is one of the things on which we hold Avanti to account. Passenger experience is at the heart of what we want to do with our railway system, and as we look to the future for Avanti, and indeed for all train operating companies, passenger experience is one of the key things that they are judged on.
Baroness Randerson (LD)
My Lords, since Avanti has been rewarded with more after such a record of failure, what incentive is there for other train operating companies to maintain the highest standards and to improve? When the Minister gave us her answers on the Statement the day before yesterday, she was not specific. Can she make clear now whether Avanti will face financial penalties for its failures over recent months?
Rail Services
Baroness Randerson Excerpts(1 year, 1 month ago)
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Baroness Taylor of Stevenage (Lab)
My Lords, I will start on a positive note—I like to do that—by saying that we welcome the successful negotiations with Network Rail, although all those who regularly travel by train, as I do every day, will wish that this had happened 10 months ago to avoid all the misery inflicted on both the staff involved and the passengers.
I wonder whether the Secretary of State and the Minister have any idea of the incredulity with which yesterday’s announcement of the extension of the Avanti contract for a further six months was greeted by residents, businesses and community leaders all along the route of Avanti West Coast. This is a company that has flouted all attempts to improve services, has treated its passengers with contempt and has left those working tirelessly to improve the economy in those parts of our country despairing of ever having the public transport system they need.
Last chances are all well and good when applied to a naughty toddler who has crayoned on the bathroom wall or a teenager who has stayed out too late. When they are given to a company that has done its best to wreck the economy of large swathes of our country and disrupt the lives and livelihoods of millions of passengers, it is intolerable.
To hear the Minister speak yesterday of improvements in the service would, I am sure, have been excruciating for those who have to use Avanti services regularly. Even under the intense focus and scrutiny of a government improvement plan, those trying to get to work, school or college and to carry out their businesses are still faced with a barrage of late trains and cancellations. Avanti West Coast has had the highest number of trains more than 15 minutes late and the worst single month of cancellations ever—worse even than in August, at the height of the chaos, and worse than during the pandemic. And we still see the number of trains arriving on time falling, with only one-third meeting their scheduled arrival time. So I ask the Minister why this incompetence has been rewarded with a further six-month contract and how much worse services have to get before the Government act.
Just what message does this send to people and businesses, let alone potential investors, about the Government’s commitment to levelling up? Your Lordships have spent many hours discussing the levelling-up Bill in this House in recent weeks, but for people out there, actions speak so much louder than words, and the Government’s complacency about the long-term and chronic failure of railway services to the north, the north-west and Wales does nothing to convince them that there is any real commitment to levelling up at all.
Because it is not just Avanti that is failing. Consider the consistent deficiencies that passengers of TransPennine have had to endure. These go back at least to when my son was at university in Preston over 20 years ago, when a weekend visit to him would become an endurance test. Yesterday, for example, more than 35 services were cancelled on TransPennine. There really are no adequate excuses for this continuing debacle. Will the Minister press her colleagues in the department to end this indefensible shambles for good in May by not extending the TransPennine contract?
All we hear from the rail companies are attempts to blame the trade unions and the workforce for issues that quite clearly sit right at the top, with management and with Ministers. There were 4,100 cancelled services last month, on top of 17,800 fewer services altogether. Surely, the Minister can understand that rail passengers of Avanti and TransPennine have had enough. Why would she and the Government want to put them through another six months of chaos by extending this contract? Why, in spite of Avanti having the most complaints of any operator in 2021-22, did the Government sanction a £12 million dividend for Avanti shareholders and £4 million of taxpayers’ money being paid in bonuses to company executives? Surely it is the passengers, who are being failed so badly, that need compensation.
Even when the trains do run, the service for passengers is woeful. My noble friend Lady Hayman of Ullock travels here from Cumbria every week and often finds there are no catering facilities at all on trains for a journey of some six hours. We hear other reports of mouldy food and locked toilets on these lines. The provision and support for passengers with disabilities is often woeful. The passengers really do seem to be the very last consideration of these failing companies.
To turbocharge our economy and to encourage the use of public transport, which could then transform our ambition to achieve net-zero emissions, we need railways that are efficient, trusted, reliable and affordable. Not one of those adjectives applies to Avanti West Coast or TransPennine, yet the Government shrug their shoulders and push decisions back into the railway sidings for another day. They hold on to this broken railway system for their own ideological reasons, presumably believing that competition will always serve passengers best and deliver lower fares: neither of these is the case. In some circumstances, it is cheaper to buy a return air ticket to Berlin than to travel to Wales on the train from London.
If the Government cannot or will not make the vital decisions on public transport that we need for passengers, for our economy, for the environment and for levelling up, then they should step aside. Labour will end the fractured, fragmented system which is failing passengers, communities and businesses, and put them back at the heart of a public transport system that works for everyone. At the moment, it is very clear that while this Government are in charge, the railways will stay broken.
Baroness Randerson (LD)
My Lords, this Statement sums up the mess our infrastructure has become under a succession of Conservative Governments. I agree with the Government on a couple of points: I welcome progress in resolving strike action, so far as it has occurred. That has been allowed to drift on for far too long and was indeed stoked by the previous Secretary of State. It has badly damaged trust in railway services just when recovery from the impact of the pandemic should have been crucial. I also agree that discussions on who owns the railways is irrelevant, because the Government have effectively nationalised them and taken responsibility. That is the important thing: the Government have taken responsibility for how the railways are run.
However, turning to the rest of the Statement, I have some major points of difference. First, awarding Avanti a six-month extension is an extraordinary decision, and I mean that in the proper sense of that term. FirstGroup has failed in this franchise and continues to fail with TransPennine Express. Other train operating companies have faced exactly the same pressures—Covid, weather, strikes—but by better management and decision-making, they have more effectively minimised the impact on customers. So my first question is: how badly does FirstGroup have to do to lose either of these franchises? Because they are truly being rewarded for failure.
The improvements that the Government cite at Avanti seem very recent and very insubstantial. My question is: there have been months of past poor service; will Avanti or its shareholders face any financial penalties for poor service, repeated cancellations, late running and systematically misleading the public and the Government about cancellation rates by cancelling late on the night before? Another question refers to the 100 extra drivers that the Government cite. Can the Minister give us a view as to whether that is enough in the Government’s eyes? How long will it take to train those drivers?
Reference is also made to a new discounted ticket scheme on some routes. What proportion of routes will have this new discounted scheme? I remind the Minister that what passengers want is to be able to book ahead, because advance fares are cheaper, and they want to be able to book ahead on all routes. When will they be able to do this? Have the Government just handed Avanti another golden cheque, or are there some useful conditions to this funding? I recall that Transport for London has very stringent conditions attached to its funding. What are the stringent conditions attached to the funding of Avanti for the next few months? While we are talking about railways, is it true, as is reported in the Daily Telegraph today, that the Government are about to announce a reduction in passenger rights to delay repay compensation? If that is true, it really is adding insult to injury.
Finally, the Statement looks vaguely at the issue of reform, which is, of course, long overdue. There is a great deal of consensus on the issue of reform, so when can we expect legislation on it? The Government have repeatedly told us that simplification of ticketing is just around the corner and that it does not need legislation, so I ask the Minister when we can expect to see it happen.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
I am grateful to the noble Baronesses, Lady Taylor and Lady Randerson, for their contributions to this Oral Statement repeat. To a certain extent I am always very sad when I do not get to read out the Oral Statement, because sometimes it helps to set the tone and remind noble Lords of what was in the Statement. There were certainly some elements that may have slipped the minds of noble Lords to date. I will go through as many of the issues as I can and, I hope, helpfully provide those bits of information that may have slipped noble Lords’ minds.
I appreciate that the noble Baroness, Lady Taylor, welcomed the news on the strikes. It is good that the RMT workers “overwhelmingly”—their word, not ours—accepted the National Rail offer by 76% on a 90% turnout, which leads one to ask why the RMT chooses not to put a very similar offer to its members around the train operating companies. We believe it would be extremely beneficial for them to do so and may well bring strikes to an end, but they, for whatever their reasons, choose not to, and that is extraordinarily disappointing. As we all know, it causes an immense amount of delay and disruption to passengers’ journeys and is something that we absolutely want to avoid.
The noble Baroness, Lady Taylor, said that Avanti “has flouted all attempts to improve services”—except that it has improved services, so I could not quite put those things together. If we look at what Avanti has done, it has increased its weekday services, in many areas back to pre-Covid levels. There has been an enormous increase, up to 40% in some areas —from 180 weekday services a day up to 264. Cancellations are now down from 25% to 4.2%. I accept that needs to go lower, but I think all noble Lords can agree that that is an improved service, which the noble Baroness was not even willing to admit has even happened. Then we know that at least 90% of services arrive within 15 minutes of their scheduled arrival time. I can confirm that today 92.5% arrived within 15 minutes of their scheduled arrival time, and there was just one partial cancellation, the 7.30, which would have already departed by now.
It is also worth noting that sometimes the train operating companies have other issues that they need to look at when it comes to the challenges that they face. For example, today—and I have noted the 92.5% of services running within 15 minutes of their planned time—the train operating company had to deal with a trespasser at Cheadle Hulme; a technical issue affecting a London Northwestern service, which caused the Avanti services to be late; a Network Rail track defect between Rugby and Hillmorton Junction; a track failure at Queen’s Park, and a safety inspection of the track between Coventry and Rugby. None of those things could reasonably be put at the door of Avanti to say, “That’s entirely your fault.” Sometimes, it is not. Sometimes we need to recognise that the Government’s plans for bringing together track and train under GBR are to try to deal with such issues. We have issues with the infrastructure, and we need the services to be within that ecosystem such that those issues are minimised as much as possible.
I accept, however, and my right honourable friend the Transport Secretary accepts it too, that this is a journey. This is a reward for recovery, which the noble Baroness was not willing to accept has happened, and not for completion of all of the issues that Avanti might have. That is why this is a recovery plan, and it is why the extension is only for six months, because we believe that further improvements are necessary. We need more reliable weekend services; we need a further reduction in cancellations, and we need improved passenger communication for planned and unplanned disruption.
The noble Baroness, Lady Taylor, then talked about TP and there being “no … excuses” for its poor performance. There are, however, some issues that it would be wise for the noble Baroness to understand, and I am very happy to help her understand them. The first is sickness. The sickness rates among train crews and those providing training at TPE are extraordinary: more than twice the level of other train operating companies. That cannot be right. Why might that be happening? I would also point the noble Baroness to the lack of rest day working, which was—simultaneously and with no warning—withdrawn. We believe that was co-ordinated by ASLEF and it meant that, all of a sudden, various train operating companies that suffered this—it was mostly Avanti and TPE—were forced to reduce their timetables. They did not want to reduce them. Train crews and drivers had been doing voluntary overtime on this basis for decades, and then all of a sudden, it was withdrawn and there was a consequent impact on service. That cannot be laid at the door of the management; it just cannot. It is up to the management to try to fix it, and that is why they are recruiting the train drivers. I am very content to reassure the noble Baroness, Lady Randerson, that we are aware of the number of train drivers who are coming through. There are almost 100—obviously there is phasing over three years—and we are reassured that those train drivers will do the trick.
The noble Baroness, Lady Randerson, asked what financial impact there would be. There is a vigorous performance evaluation system looking at operational performance, passenger experience and financial management, working with National Rail, train operating companies and their shareholders. That is how they are judged: it is independently evaluated and that is absolutely right. It is done in accordance with the contract that they signed up for. That is only fair.
I have said before that legislation will come forward when parliamentary time allows. I will not comment on speculation in the Telegraph; I have not read that newspaper today. On the discounted routes, I will have to write to the noble Baroness, but I can assure her that Avanti does not use any P-codes, so she should rest assured in that area.
What I am struck by from all this is the lack of willingness to understand that it is a very complex system; the levers that the train operating companies have are not always within their gift, and neither of the noble Baronesses who have spoken so far have offered any alternative. The only alternative that I am aware of is that the Labour Party has to date—and we are still a little way off from a general election—made £62 billion of unfunded commitments for the rail industry. We look after taxpayers’ money. It is really important that we do. We need a modern railway that works seven days a week. That is what we are aiming for and that is what I think our reforms will deliver.
Baroness Vere of Norbiton (Con)
I am struggling to understand the basis of the noble Lord’s question. What is happening is that the officials are working with the train operating companies and those companies are working with their workforces. Any contractual relationship with an organisation within the Department for Transport requires greater or lesser oversight, depending on what is happening. I cannot really add much more, other than it is government being government with one of its contractors.
Baroness Randerson (LD)
The Minister did not have time to answer all my questions. I simply ask that she review them and answer them in a letter.
Baroness Vere of Norbiton (Con)
I am happy to do so but, given that I have a tiny bit of extra time, I will knock another one on the head. On the booking window, I agree that it is very important that passengers have the confidence to book ahead. The booking window now extends to 12 June—another area where Avanti has shown real improvement. We understand that the weekend booking window is shorter, at five weeks, but that is in order to take into account engineering works. That is another example of the infrastructure side of the business impacting on the services side, and of course we want them to work closely together.
I will look at some of the noble Baroness’s other questions. I cannot see too many that I have not answered, but I will ask officials to look through Hansard and we will write accordingly.
Bus Industry Support
Baroness Randerson Excerpts(1 year, 1 month ago)
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Baroness Vere of Norbiton (Con)
My noble friend is right that some routes have been changed and others have been reduced. It is the case that, if an operator wants to reduce a route, it must put in an application to the local transport authority, which has the ability then to subsidise or to tender that route. We have to establish a network which matches the revised passenger demand following the pandemic.
Baroness Randerson (LD)
My Lords, the Campaign for Better Transport has done research which shows that, in the last two years, between this month and March 2021, when the Government launched their Bus Back Better campaign, there has been a 23% cut in bus services in England. Far from busing back better, the Government are actually presiding over the death of public transport in some areas. What are the Government planning to do to reverse this? Will the Minister commit today to the transformational reform of the bus service operators grant system, which is clearly not working?
Train Services: North of England
Baroness Randerson Excerpts(1 year, 2 months ago)
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Baroness Randerson
To ask His Majesty’s Government what steps they intend to take to improve train services in the north of England.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, Ministers recognise that the current service provision is far below the standard that passengers rightly expect. The Government constantly review operators’ performance, and all options regarding contracts remain on the table to ensure we reach a long-term solution that works for passengers in the north and across the rail network.
Baroness Randerson (LD)
Recent Office of Rail and Road data exposes the scale of the misuse of P-coding the last-minute cancellations by TransPennine Express. In the month up to 4 February, TPE cancelled almost a quarter of its services, and Avanti West Coast was not far behind on 17%. These train companies have exploited this loophole to the great inconvenience of passengers and have misled the public. Can the Minister assure us that they will not be rewarded with new contracts?
Baroness Vere of Norbiton (Con)
I am not entirely sure that the picture is quite as the noble Baroness has set out. There is not necessarily a misuse of P-codes; the issue is that there has to be a point in the day beyond which a cancellation counts and has to be published as a same-day cancellation and the period before, when a cancellation can happen for all sorts of different reasons, including engineering works and a reduction in timetables, asked for by the department to ensure reliability. We are working very closely with the ORR on the transparency of the cancellation data that is out there. There will of course be P-code data, but there will be other data around the cancellation of train services. When it comes to performance figures, all of the data is taken into account.
Cars: Headlight Glare
Baroness Randerson Excerpts(1 year, 3 months ago)
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Baroness Vere of Norbiton (Con)
I will certainly meet the noble Baroness and others who are interested in this. She mentioned the RAC survey, which was a survey—people were self-selecting in their responses. In 2018, research concluded that overall there are no direct adverse health effects from LED emissions in normal use. Indeed, they might reduce light sensitivity due to the absence of UV radiation. As I said, work is continuing on this. It is important that we look at the research, but we have pressed the UNECE to make further progress.
Baroness Randerson (LD)
My Lords, the noble Baroness asked about new technology, but tomorrow is the 40th anniversary of the introduction of seat-belt laws in the UK. They have saved many thousands of lives since, yet in 2021 30% of those killed in car accidents were not wearing their seat belts. The Prime Minister’s recent experience has revealed the importance of raising awareness. The current £100 fine with no penalty points is out of kilter with the fine for, for example, looking at your mobile phone, which is £200 and six penalty points. Will the Minister guarantee that the Government will review the law on seat belts with a view to introducing penalty points?
Baroness Vere of Norbiton (Con)
The Government are doing a significant amount of work on road safety. Indeed, I took much of that work forward in the three years that I was the Roads Minister. We will publish the road safety strategic framework in the spring. That will look at all different elements of road safety with a focus on how we can reduce deaths and serious injury.