Avanti Trains

Debate between Lord Davies of Gower and Lord Beith

Tuesday 27th February 2024 Lords Chamber

[Lord Davies of Gower (Con)]

That really is a matter for the operator; it is not for government to decide that particular issue.

[Lord Beith (LD)]

My Lords, LNER generally performs significantly better than Avanti, but it is now proposing to reduce the hourly service from Berwick-upon-Tweed to a two-hourly service and lengthen journey times. How is that the improvement in passenger experience of which the Minister spoke?

[Lord Davies of Gower (Con)]

I must confess that I am not aware of that, but it is something that I shall take back to the department and look into.

East Coast Main Line

Debate between Lord Davies of Gower and Lord Beith

Wednesday 24th January 2024 Lords Chamber

[Lord Beith]

To ask His Majesty’s Government what discussions they have had with train operators about changes to the East Coast Mainline timetable in December 2024.

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

My Lords, the department holds regular discussions with its operators to ensure that they continue to respond to changes in demand, balancing capacity and reliability with value for money for taxpayers. As part of the December 2023 timetable change, the department agreed that London North Eastern Railway should provide some additional Sunday services and the Rail North Partnership agreed some reductions to TransPennine Express services to stabilise the service while it completes its driver training programme.

[Lord Beith (LD)]

My Lords, Berwick-upon-Tweed station, serving the Scottish borders and north Northumberland, normally has a quite good hourly train service on the east coast main line. However, now LNER has resurrected the previous abandoned plan to slash that service by half from December, so that the trains will be only every two hours and with longer journey times. Is the Minister prepared to challenge this—or is publicly owned LNER doing what the Government have told it to do?

[Lord Davies of Gower (Con)]

The industry is currently close to finalising its response to the east coast main line major timetable change consultation that was undertaken in 2021. While it will not be possible to address every concern raised, I am confident that the industry proposal is an improvement over what was offered in consultation. The Rail Minister is in regular contact with Transport for the North, having met with the chair and chief executive in recent months.

Arrangement of Business

Debate between Lord Davies of Gower and Lord Beith

Wednesday 12th July 2023 Lords Chamber

[Lord Davies of Gower (Con)]

My Lords, I beg to move that the House now take a short adjournment during pleasure, resuming at a time to be notified on the Annunciator.

[The Deputy Speaker (Lord Beith) (LD)]

The Question is that the House do adjourn during pleasure.

Public Order Bill

Debate between Lord Davies of Gower and Lord Beith

Committee stage
Tuesday 22nd November 2022 Lords Chamber

[Lord Davies of Gower (Con)]

My Lords, Clause 16 closes a gap in existing powers at Part 2 of the Public Order Act 1986 for policing public processions and assemblies which may result in serious disorder. It does this by harmonising the position between on the one hand the territorial police forces—that is to say those covering a geographical force area—and on the other hand the British Transport Police and Ministry of Defence Police.

The present position is that the territorial forces are able to exercise these powers, but the British Transport Police and Ministry of Defence Police are not. Clause 16 extends to the British Transport Police and Ministry of Defence Police some of the powers at Part 2 of the 1986 Act in relation to their respective jurisdictions, where there is an operational case for doing so.

For example, the power may be used in a situation where a trespassory assembly is planned or is occurring on the railway or on railway property. This could be within a station, outside a station or in a retail area owned by the railway. In this case, the British Transport Police may be the most appropriate force to exercise the power. The railway is a unique and complex environment with specific risks which British Transport Police specialise in managing while minimising disruptive impact on the operation of the rail network.

To be clear, Clause 16 does not create any new powers, nor does it broaden the existing ones. It simply serves to close a potential gap in jurisdiction by extending certain existing powers to those two additional, non-territorial police forces. The powers contain various limitations and safeguards; for example, there is provision that only the most senior of the officers present may exercise the powers and a requirement that the officer must reasonably believe that the assembly may result in certain forms of serious disorder. Clause 16 reads these across, with necessary transpositions for the jurisdiction and functions of the British Transport Police and the Ministry of Defence Police.

While the provisions concerning the Ministry of Defence Police are reserved, as policing and railway are devolved matters, the provisions concerning the British Transport Police have practical application only in England and Wales. Following discussions, the Scottish Government have requested these powers be extended to the British Transport Police in Scotland. We have therefore tabled minor, technical amendments to the clause to facilitate the extension of the powers to Scotland.

[Lord Beith (LD)]

My Lords, the Government are stretching credulity if they say this creates no new powers; it creates new powers for the British Transport Police and Ministry of Defence Police. It is mostly on the British Transport Police that I want to concentrate.

This police force is not locally accountable. It is the police force of the operators of the railway system. It has its own structures and is essentially a nationally organised force with certain centres of activity. There are many cases where police support is needed, and we certainly see this in Berwick. The local police have to come on the scene some time before British Transport Police can come from 70 miles away to take part in whatever problem there may be. We have to be a bit careful about so readily extending powers to a very different kind of police force, which does not have the chain of local accountability that our civil police forces have.

If anyone thinks that the arrangements are all very smooth and there is not a problem in relations between local police and British Transport Police, they should read the proceedings of the Manchester Arena inquiry. They will discover some pretty uncomfortable things about how co-ordination between British Transport Police and other agencies is meant to work but does not always work in practice. I was slightly surprised that Scottish Ministers decided they wanted to extend the powers included here, but it is with the approval—if the case is in Scotland, it is not to the Secretary of State—of Scottish Ministers.

I will take the Minister back to an incident in the 1960s which he is too young to remember. It shows that these are not new problems requiring drastic new powers. A railway line called the Waverley route between Edinburgh and Carlisle was closed. Before it managed to get itself closed—it has since been partially reopened—people in the village of Newcastleton between Hawick and Carlisle protested vigorously. One night, when the night sleeper was heading towards Carlisle, the minister of the local kirk and some of his congregation and others gathered on the crossing and stopped the train. On the train at the time was Lord Steel of Aikwood, then the young MP for the Borders area. This incident was handled by the police quite smoothly and locally, without any involvement of the British Transport Police—I doubt very much that they ever got there.

Local police are used to dealing with these situations. I fear from the provisions we have now that, given the nature and scope of this Bill, someone proposing to have either a group of people in a station protesting against imminent cuts to the service, or a single protestor in the station building by the ticket office saying “Your service is going to be halved from next week—join me in a protest”, will find themselves subject to the powers of the Public Order Act. There will be an unnecessary level of police involvement by the British Transport Police. Without the powers here, they would be able to deal with it in the normal way, as the local police would. We are in some danger if we get the British Transport Police into the state of mind that they are policing protest. It is really not what they are good at and not what they are supposed to be good at.