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The Parliamentary Under-Secretary of State for Transport (Norman Baker)
I congratulate my hon. Friend the Member for Nuneaton (Mr Jones) on securing this debate and on providing an opportunity for the House to debate rail issues at Nuneaton. Let me preface my remarks by referring to recent statements by the Secretary of State. I hope that my hon. Friend is pleased with the level of the Government’s investment in rail. We recognise the value of rail both in helping growth and cutting carbon emissions.
Let me turn first to the west coast main line. The £9 billion west coast route modernisation project renewed and upgraded the country’s key main rail line. It accommodates many long-distance passenger trains and numerous local and regional passenger services, and handles 40% of the nation’s rail freight business. It was a good example of the railway industry pulling together to deliver a very important project.
Modernisation has delivered a successful and robust railway that has headroom for passenger and freight growth. The west coast main line regularly achieves more than 90% reliability. Passenger growth has been very encouraging, with 4 million additional journeys following the completion of route modernisation, and I expect the growth to continue. This week, I noted that the first new 11-car train of the 106 Pendolino vehicles on order was delivered to the UK for testing and approval ahead of passenger service. Given the level of investment in both the trains and the infrastructure, it is important that the west coast main line timetable secures the best return for taxpayers on the money spent. The timetable ensures that rail contributes the maximum possible to the overall transport network of the country. It has delivered a significant modal shift from car and air. Rail has now doubled its share of the London-to-Glasgow market to around 13%, and to between 75 and 80% of the London-to-Manchester market. Rail serves those markets well.
The current timetable maximises the use of line capacity and fleet resources. However, some difficult choices had to be made when the current west coast main line timetable was designed. As my hon. Friend knows, a few established services and calling patterns were changed. No towns were left isolated. Overall, the vast majority of passengers have benefited, as is demonstrated by the growth that is now being witnessed. Headline improvements delivered with the completion of modernisation include: three trains an hour to both Manchester and Birmingham; new hourly all-day services from London to the Trent valley, Crewe to London and London to Chester; significant journey time reductions, including London to Warrington and Preston to Glasgow services, which are now 30 minutes faster, and London to Liverpool, which is 25 minutes faster; and a full weekend service with journey times and frequencies very similar to weekdays.
I am sure that my hon. Friend agrees that all such improvements are very welcome. One of the difficult choices was the decision to remove the Nuneaton stop from Virgin and west coast off-peak services. Unfortunately, it is not a high-earning station in off-peak times or one where business is likely to grow significantly when compared with other opportunities on the line. Quite simply the revenue and growth opportunities are much greater elsewhere.
The removal of the fast off-peak service was forecast to lose around £200,000 in revenue from Nuneaton. That needs to be set against the £600 million that modernisation will have generated between 2003 and 2011. In the current service pattern, London peak traffic, which accounts for the vast majority of demand and revenue at the station, benefits from a standard journey time of around one hour for the 97 miles. The fastest journey achieves an average speed of over 100 mph, which is one of the fastest commuter services in Europe. To serve more diffuse evening peak travel patterns, fast Virgin services continue to call at Nuneaton throughout the evening.
Off-peak services are provided by the new 100 mph air-conditioned Desiro trains that are operated by London Midland. These services give Nuneaton new hourly direct journey opportunities to towns such as Stoke, Tamworth, Rugby and Milton Keynes. They also provide the opportunity of cross-platform connections with Virgin west coast services at Rugby, giving a total journey time of one hour and 12 minutes to Euston. The previous direct hourly train completed the journey in the longer time of one hour and 15 minutes.
The timetable proposals for the current west coast main line services were widely consulted upon and welcomed in many parts, particularly in the north-west of England. However, I suspect that my hon. Friend wishes to promote Nuneaton’s case further. Therefore I urge him to comment on the consultation draft of the Network Rail west coast main line route utilisation strategy, which is published today. Nuneaton stakeholders will also get the opportunity to present their case during the consultation phase of the west coast franchise competition. The Government plan to issue an invitation in the Official Journal of the European Union for the competition in January 2011 and in due course we will issue the inter-city west coast franchise consultation document. I also urge my hon. Friend to discuss his ideas with the accredited franchise bidders once they have been selected.
The Secretary of State recently gave his approval for Network Rail to proceed with construction of the north chord, which will improve the capacity and reliability of the west coast main line and provide freight trains from the east coast with improved access to the midlands and the north-west. I am pleased to tell the hon. Gentleman today, if he does not already know, that that project has recently attracted €5 million of European Union funding from the trans-European network towards its £29 million cost. I expect construction to start in spring 2011 and take about 18 months to complete.
The hon. Gentleman asked a couple of questions about the west coast main line. In particular, he asked what would happen when the new high-speed line opened. I am advised that it is too early to say what the stocking patterns will be on the west coast main line, but it is obviously anticipated that the faster inter-city services will use the new high-speed line. Perhaps he will want to have discussions with my right hon. Friend the Member for Chipping Barnet (Mrs Villiers), who is the rail Minister, closer to the time, to ensure that the inter-city services are properly factored into the timetable for the west coast main line as it pertains after High Speed 2 opens.
The hon. Gentleman also asked about spare train paths on the west coast main line, in particular whether there were any spare train paths for open access operators. I am advised that the Office of Rail Regulation is investigating that matter, but the key question is whether it is best for an open access operator or for an additional franchise service to use any spare train paths. Open access operators would provide perhaps five trains a day. London Midland has also applied to improve the London to Crewe service. So we must reach a balance in the public interest between the open access arrangements and what might come in from a franchise operation. Nevertheless, his comments are noted by my colleagues.
Let me consider the Coventry to Nuneaton upgrade. Earlier this year, we received a business case submission from Coventry city council, Centro and Warwickshire county council. As the hon. Gentleman knows, the upgrade consists of doubling the frequency of the service between Coventry and Nuneaton, new stations at Bermuda—is that right? I thought that Bermuda was elsewhere.
Norman Baker
As I was saying, there will be new stations at Bermuda and the Ricoh arena, and longer platforms at Bedworth. To accommodate the more frequent service, a new bay platform will be required at Coventry station, to which the hon. Gentleman referred. As he knows, all those features are included in the bid.
Consideration of the bid was put on hold pending the spending review. The Department’s spending review settlement was a good outcome for transport, but it was not sufficient to fund the full pipeline of schemes prioritised under the previous system of regional funding allocations. Tough decisions are necessary to get the best value from the available public funding.
The Coventry to Nuneaton rail scheme has been included in the pre-qualification pool for funding from the local major transport schemes budget. That is because we have not yet verified the scheme’s value for money. We will conduct a preliminary sift and make decisions by January about whether that scheme and other such schemes can join the development pool. The decisions in January will be based largely on the ability to deliver significantly within the spending review period and the scope for reduced Department for Transport contributions from those most recently requested, as well as the potential for a scheme to demonstrate a compelling value-for-money case by the final 2011 deadline.
We also need to ensure that some of the more challenging aspects of the scheme are fully addressed. They relate primarily to the ability of the railway to handle the size of the crowds that are forecast for major events at the Ricoh arena and the availability of rolling stock, especially for evening events at the venue. The hon. Gentleman will appreciate that there is a safety issue in relation to huge numbers of people turning up at a relatively small station to try to access a short train; that is a serious issue with using rolling stock for such events at the Ricoh arena. We are now reviewing the business case and we are in regular contact with officials at the three authorities to seek further clarification about certain matters to ensure that we have all the information we need for the sifting process in January 2011.
As I have said, there are a large number of extant schemes in the pipeline. I am sure that some will drop out because they will not be progressed by the promoters of the schemes, and we hope that other schemes will see a reduced cost. Generally, the more we can reduce the cost of schemes, the more likely it is that we can proceed with more of those in the pipeline.
Dan Byles
I am grateful to the Minister for giving way; I am conscious that we are short of time. Some of my constituents are concerned that high-speed rail— HS 2—and the level of investment that will be required for that project could lead to a crowding-out of investment in more local rail services. Can the Minister give us an assurance that, if high-speed rail goes ahead, that will not happen?
Norman Baker
I hope that high-speed rail is going ahead. The Government have made it very clear in the coalition agreement that we are committed to it and the Secretary of State has been working very hard on it, taking personal responsibility for promoting it. However, my hon. Friend will also have noticed that, since the formation of the coalition Government, we have announced, for example, the progress of 2,100 new carriages; an electrification programme across the country; that Crossrail is going ahead in its entirety; that the Thameslink programme is going ahead, and new light rail extensions in Birmingham and Nottingham. The public at large can be in no doubt that the Government are committed to investment in rail: high-speed rail; conventional rail, and indeed light rail. We see that investment as a way of creating growth in the economy and cutting carbon emissions. I can therefore give him an absolute assurance that we will not see local services carved out. We are determined to ensure that rail has a future, both for local services and for high-speed services.
The Secretary of State will be happy to give my hon. Friend the Member for Nuneaton more detail about the Coventry-Nuneaton line in the meeting that I understand has been scheduled between them for later this month.
Mr David Crausby (in the Chair
Order. As the Member who has secured the next debate and the Minister who will respond are present, we will begin.