argyrotsipi/train-dataset huggingface dataset:
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Christopher James Green (Conservative, Centre-right): Absolutely—and parts of Manchester outside the two rings. I am pleased to say that Labour bowed to pressure to have a referendum on the damaging congestion charge proposals, and the people of Greater Manchester in all 10 boroughs rejected that idea Currently across Greater Manchester, bus services are not fulfilling their potential in a desired integrated transport system. This Bill provides the tools to achieve that, and we must ensure that it does so. We have to think about buses large and small—not just the larger and double-decker buses but the increasingly used smaller buses—in getting this increased connectivity. Buses must be linked together with all the other forms of transport—with trams and rail, and with car drivers by having more park-and-rides. I will do all I can as a Member of Parliament to ensure that the new Mayor and administration take advantage of every opportunity given by this Government.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Robert Alexander Courts (Conservative, Centre-right): In the course of making many important points, my hon. Friend has touched on something of relevance to my area of west Oxfordshire, where there is an absence of rural bus services. As I have mentioned, that causes many difficulties for people in hard-to-reach areas, but in many places the local communities are stepping in. For example, the Our Bus Bartons bus company, in the council ward that I still have the honour of representing, and the Villager Community Bus have volunteers who step in to provide some services. However, an absence of information in many cases makes it difficult for them to know whether it is practicable to set up such a service. Such freedom of information, as it were—my hon. Friend mentioned that it is referenced in the Bill—will make that very much easier. Does he agree?
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
David John Warburton (Conservative, Centre-right): Absolutely. I thank my hon. Friend for making that point, and he must be reading my mind, because that leads on very neatly to my third point, which is about increasing choices in the chain of provision—passenger choice and supplier choice I am conscious that the franchising measure will ensure, as the Government have made clear, that "only authorities with the ability, powers and funding necessary to make a success of franchising…will be granted access to franchising powers." However, as my hon. Friend the Member for Bolton West (Chris Green) said, I think it is absolutely vital to ensure that this positive framework is available to all who wish to access it. I am therefore keen to hear what the Minister can say to reassure areas that may decide not to adopt that particular model of devolution. What will happen to them and what might, therefore, happen to us? That is even more crucial, given the potential for cross-pollinating and subsidising less profitable routes from more profitable routes, which would help the less-used services in rural areas that we have all been trying so hard to save Those mechanisms and the fresh focus on enabling bus services are long overdue. From a rural standpoint, the Bill should go some distance towards allowing communities to maintain and build on the services that they need.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Kevin John Foster (Conservative, Centre-right): It is a pleasure to follow the hon. Member for Nottingham South (Lilian Greenwood). Like her, I welcome this chance to have such a detailed debate about bus services. We usually find ourselves talking about trains—we have spent a lot of time talking about one particular train line in this Chamber over the past few years—but as has been rightly pointed a number of times, most people’s experience of public transport begins and ends with a bus. Many railway passengers start their journeys by taking a bus to a main transport hub from which they can access the rail network. For most people using public transport, certainly those in Torbay, the bus provides the backbone of the service It is worth considering briefly how things have changed since 31 years ago, when full regulation was in place. We might look back at "On the Buses", thinking that it was a great film and brilliant comedy, but the system then would be an absolutely awful model for running real services today. Services have moved on hugely. Nobody would have envisaged at that time internet access, better services, and the sort of high-quality vehicles that are now on the road. Full accessibility is also important, because not that long ago, it was almost impossible for a disabled person to plan a bus journey, but now all buses are accessible I am particularly pleased that the Bill contains provisions on audio-visual aids, which a number of people have lobbied me about. Some 9% of people in one ward in my constituency are aged over 85, which brings unique challenges when it comes to planning public transport. In another part of Torbay, well over 50% of the population is aged over 65. That means that people are likely to have visual problems and to have had to start using public transport because they were no longer medically able to drive a car The key thing is to break the idea that the bus service is the last-resort social service for those who cannot drive, and that people will use buses only if they absolutely have to do so. As we heard a few moments ago, many bus operators are making their services more attractive by putting in place comfortable seats, and offering a safe environment and on-board CCTV We have heard about people’s experiences on the old school bus. I certainly remember getting on a school bus about 25 years ago. It would bounce along—that could happen on a normal bus service, it has to be said—with people smoking at the back of the upstairs part of the bus, even though they were not supposed to do. It would not be very comfortable. The experience was such that by the time people reached 17, the priority would be to stop using a bus. That remains the image for a lot of people, because when they had to use the bus, it was awful. However, many people, including me when I use the buses in the bay, now get a very pleasant surprise when they find that those sorts of days are long gone.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Kevin John Foster (Conservative, Centre-right): There could even be driverless buses. It would be interesting to see how they would go down with passengers, given that many people—particularly older people—value a familiar driver. Whether they could have a similar relationship with the friendly robot welcoming them on board is another matter. However, 10 or 15 years ago, the idea of driverless vehicles on our roads was unimaginable. Now they are on their way, although I am not necessarily advocating that we should have them This is a good Bill that focuses on local transport services, and I think that it is one that will deliver. The Government’s intentions are right, and it is absolutely right that we give the Bill its Second Reading today.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Johanna Peta Churchill (Conservative, Centre-right): Will my hon. Friend concede that those places are all major conurbations? Part of the Bill’s flexibility, which we all welcome, is that it also works for rural areas and even small market towns. The Westley route in my town is currently under threat due to lack of capacity.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Theresa Anne Villiers (Conservative, Centre-right): I am a great supporter of investment in infrastructure in the north of England. It is vital to rebalancing our economy. My point was that re-regulating the bus industry outside London will not solve problems with bus services, but arguably make them worse.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Government Operations
Johanna Peta Churchill (Conservative, Centre-right): It is not a matter of north-south. In Suffolk, I would love a service like the one in London. The issue is therefore nothing pejorative like north-south, but the quality of service that all our constituents deserve. I hope that the Bill will start to unravel some of those inequalities.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Huw William Merriman (Conservative, Centre-right): I absolutely agree with the right hon. Gentleman. Perhaps for too long we have had the same players serving the same routes, and I think that the system needs shaking up. I believe that the Bill will do just that I was slightly concerned by attempts in the other place to make the powers that could be brought in through advanced quality partnerships a prescriptive matter. If we make it prescriptive, there is a danger that we will take the innovation out of local transport authorities. Indeed, if no further funds are going to those authorities, telling them how they should operate seems to be contrary to the kind of innovation that we are trying to put in place. Equally, while I welcome the consultation that will be required by local authorities for advanced quality partnerships, there is a danger that this requirement could place too heavy a burden on the authorities, resulting in nothing at all occurring. That certainly applies to consultation of a bus operator’s employees, which made no sense to me from a local authority perspective I also welcome the introduction of enhanced partnerships, which are a bit of a halfway house between advanced quality partnerships and franchising. They cover a wider geographic service area but have powers over timetabling and frequency and can set improvement objectives and analyse performance. The drawback in the Bill as it stands is that the introduction of an enhanced partnership requires a sufficient number of bus operators in the scheme not to object. Such a veto may mean that enhanced partnerships are unlikely to occur at all. Perhaps we need more checks and balances for bus operators, rather than giving them the power of veto. If I have misunderstood that, I would welcome a clarification Moving on to franchising, I was struck that the powers are limited to mayoral combined authorities, but it was noted somewhere in the policy documentation that they were deemed to be sufficiently democratically accountable. That may be a concern for my constituents in East Sussex, who are going to the polls in May and would hope that the council is democratically accountable. However, I take the point that our current system of county councils and district councils does not have the same clarity of power making and accountability as a mayoral combined authority.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Kevin John Foster (Conservative, Centre-right): Torbay has a unitary authority and responsibility for transport partly lies with Devon County Council and partly with Plymouth City Council. Does my hon. Friend agree that combined authorities normally bring together a main urban area with its rural surroundings in a democratically accountable body?
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Government Operations
Huw William Merriman (Conservative, Centre-right): I agree. There is some power in the argument for more unitary authorities and for legislative incentives to encourage authorities to get together to form a unitary authority. In a way, the Bill may provide that incentive, because I note that Cornwall Council has automatic franchising powers should it wish to use them, but it does not have a directly elected mayor because it is a unitary authority. That may be an incentive for other local authorities to combine. In what is a bit of a sword of Damocles argument, Cornwall is not actually going to go down the franchising route, but we heard evidence from Cornwall Council and the feeling was that just having that power perhaps got the council a better deal through a partnership and that it is happy to persevere for the time being While the Bill would allow the Secretary of State to grant franchising powers to authorities that are not mayoral combined authorities, I note that four factors must be met before that can occur. Cornwall might say that it could meet them, but I can understand the concern that the power will go no further than authorities that have an elected mayor. The Lords sought to widen franchising to all authorities that want it, but I note that no quality contract schemes have been put in place since 2000. Some areas has attempted to do so but have struggled—Tyne and Wear is a recent example—but the very fact that none has made it leads me to suggest that we are in danger of asking for wider franchising powers for authorities that would not want to take them up. Franchising can also be high risk for local transport authorities due to negotiating powers and back-office requirements. I certainly hope that we do not end up with the bigger players taking advantage of better lawyers and accountants to give them better terms, with town halls suffering as a result Turning to municipals, I note that proposed new section 123O under clause 4 states that LTAs can be an operator of last resort when a service provider ceases to deliver a service for the remainder of its contract. In that sense, the direction of travel is to allow LTAs to step in, yet the Bill prohibits municipals at the same time. Part of me feels that, when we consider devolution and localism, a closer look at what municipals can do would be welcome. That said, I am conscious that local authorities should be enablers, rather than providers, and that municipals should perhaps be more of a last resort.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Huw William Merriman (Conservative, Centre-right): I agree with the right hon. Gentleman. Indeed, as the Chair of the Select Committee, the hon. Member for Liverpool, Riverside (Mrs Ellman), will recall, my preference was for a hierarchy that starts with all authorities being required to go down the partnership route. If that route does not succeed, authorities would then move to bringing in franchising. If that does not succeed, municipals would be there as a last resort I have spoken about how Cornwall is delivering a good partnership and how its sword of Damocles is therefore not required. Having made that point, it would be difficult for me to contradict the right hon. Gentleman, even though I am sure his suggestion will not always find favour with Conservative Members. I am alive to the fact that, in the other place, Lord Ahmad talked about keeping the eight remaining municipal providers and wanting to see them continue to thrive. He said that it is perhaps an area for discussion and further debate, which is what we have just had Finally, I will address some of the Bill’s other provisions and some of the amendments made in the other place. As the Select Committee report mentions, new powers for partnerships to control moving traffic offences, as currently exist in London, are well worth considering. I also take the point about compulsory concessionary travel schemes for 16 to 19-year-olds. I am not sure where Opposition Front Benchers got to with their policy but, in all fairness, given that we require young people to stay at school or in some form of training to the age of 18 and that over-65s are able to get a free concessionary bus pass without means-testing, such a policy would support our young people, if funding were available. The Select Committee heard yesterday that young people facing crippling insurance costs are unable to drive and are therefore unable to get around I also warmly welcome the move to get open data into the system. Open data are vital for getting new entrants into the market, opening it beyond the big five. There has been talk of turning bus routes into assets of community value, in the same way that pubs can be. If open data are in place, with any bus company having the ability to apply for a route, perhaps there is no need to keep the notice period open for six months because the information will already be there. I also welcome the improved ticketing schemes. Having audio-visual media on all buses is hugely welcome and is a good example of how the Government have taken a lobbying proposal one stage further to deliver an enhanced deal Overall, I absolutely welcome the Bill, which will shake up the industry. I hope some of my suggestions will also be thrown into the mix. I wish the Bill well in its passage.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Andrew Hanson Jones (Conservative, Centre-right): It is with great pleasure that I close this Second Reading debate. We have had a very good debate about a very good Bill, and it has been fantastic to hear such enthusiasm for buses on both sides of the Chamber. I thank right hon. and hon. Members for their keen participation and engagement. It is clear that we all want buses to thrive because of their impact on our local communities As my right hon. Friend the Secretary of State set out, the aim of the Bill is to increase bus passenger numbers and to improve services by creating new options and opportunities. It also delivers on our devolution deals so that local authorities and bus operators can work together on a bus strategy that works locally. That is how local authorities can work to cut congestion, support businesses and improve air quality, and it is how operators can increase their patronage. The Bill will build on good practice to make sure that we have an industry that is open and accessible to all Many Members—particularly my hon. Friends the Members for Bolton West (Chris Green) and for Bath (Ben Howlett), and the hon. Member for Kilmarnock and Loudoun (Alan Brown)—welcomed the introduction of a requirement to provide on-board information throughout Great Britain, which will mean that all passengers, particularly disabled passengers, will be able to board a bus with confidence. Many colleagues have said how everybody benefits from that—I completely agree.
Bus Services Bill [Lords] — House of Commons, 2017-03-01
Topic: Transportation
Andrew Hanson Jones (Conservative, Centre-right): I would be very happy to provide clarification. Throughout the development of the policies, we have been looking to protect workers who transfer in that way. We have put that right at the heart of our discussions in policy development, and I am happy to share that information with the hon. Gentleman and any other interested colleague Several hon. Members asked about this, so let me confirm once more that the decision about whether a case to proceed with franchising is compelling is entirely for the Mayor. We should perhaps thank the right hon. Member for Leigh (Andy Burnham) for sharing the news that he is a mayoral candidate—I do not think anybody knew that until today Hon. Members have talked about the guidance for consultations. Some guidance for mayoral combined authorities on establishing a case for franchising has been published, but let me be clear that it is still the Mayor who will take the decision. Our guidance merely aims to assist mayoral combined authorities in establishing a well-evidenced case—that is an important point Several colleagues asked what such a case might comprise, so let me add a little detail. We have a number of criteria that we would expect authorities that may be able to apply for franchising powers to demonstrate: that the authority has a clear plan to make bus services better for passengers; that the authority covers an area that is sufficiently wide to make franchising work in practice; that the authority has the powers to make franchising a success, which might mean control over parking or planning policy; that the authority has sufficiently strong governance arrangements in place; and that the authority has the resources and funding to deliver franchising successfully. Those are some of the criteria we will consider when looking, case by case, at which authorities will be able to apply for and secure franchising.
Equality and Human Rights Commission — House of Commons, 2017-03-01
Topic: Macroeconomics
Jo Johnson (Conservative, Centre-right): I begin with an apology on behalf of the Under-Secretary of State for Women and Equalities, my hon. Friend the Member for Gosport (Caroline Dinenage), who is unable to respond to this debate due to other business. However, I am here and happy to respond on her behalf. I thank the hon. Member for Glasgow South West (Chris Stephens) for securing this important debate. It is timely as it allows me the opportunity to confirm the budget agreed with the EHRC for the remainder of this spending review period, something which has been of interest to many hon. Members Before I move on to provide greater detail, I want to take a moment to remind ourselves of the wider context of Government fiscal controls. At the beginning of the last Parliament, as hon. Members will remember, the Government inherited the largest deficit in the post-war period. The EHRC’s position needs to be seen against that background and against the significant spending reductions that apply to central Government, including making over £20 billion of savings by 2019-20. I can confirm that the EHRC’s settlement for this spending review period amounts to a total budget of £20.4 million for 2016-17, £19.3 million for 2017-18, £18.3 million for 2018-19, and £17.4 million for 2019-20, equating to a 25% reduction across the spending review period since 2015-16. Obviously, and as the hon. Member for Glasgow South West made clear, reductions in the EHRC’s budget stretch across a longer timescale than just this spending review. With its settlement now confirmed, the EHRC will have had an approximate budget reduction of 68% between 2010-11 and 2019-20.
Equality and Human Rights Commission — House of Commons, 2017-03-01
Topic: Labor
Jo Johnson (Conservative, Centre-right): Turning to the points about restructuring, hon. Members will know that the EHRC has followed a multi-staged process, to mitigate the impact of job losses on all staff, including consideration of those with protected characteristics. The commission is confident that the processes undertaken to date have been fair, evidence-based and transparent. Trade unions have been extensively consulted to offer every alternative to compulsory redundancy, where possible. Despite that, they have called five strikes in recent months Happily, the EHRC is no longer the focus for the tabloids’ wrath. Its accounts have not been qualified for five years. It has provided respected policy interventions on stop and search; the treatment of religion in the workplace; and pregnancy and maternity discrimination. It has intervened successfully to help enforce the Equality Act and human rights at the European Court of Human Rights.
Equality and Human Rights Commission — House of Commons, 2017-03-01
Topic: Government Operations
Jo Johnson (Conservative, Centre-right): We are satisfied that the EHRC has conducted its restructuring in an appropriate manner. It has consulted all the relevant partner bodies, as required I understand that the EHRC chair, David Isaac, shares the objective of the commission sticking to its legislative framework—
Brexit: Environmental and Animal Welfare Standards — House of Commons, 2017-07-20
Topic: Environment
Michael Andrew Gove (Conservative, Centre-right): The European Union (Withdrawal) Bill will convert the existing body of EU environmental and animal welfare law into United Kingdom law. The Government have made it clear that we intend, as a minimum, to retain our existing standards of environmental and animal welfare once we have left the EU. We have some of the highest animal welfare standards in the world and I intend us to remain world leading in the future.