Tyne and Wear Metro

Wednesday 1st July 2015 Westminster Hall

16:30

[Mr James Gray (in the Chair)]

Order. Before we start, I think it is reasonable, despite my natural inclinations, to say that gentlemen may, if they wish, remove their jackets—if they have not already done so.

[Mrs Emma Lewell-Buck (South Shields) (Lab)]

I beg to move,

That this House has considered the performance of the Tyne and Wear Metro.

It is a pleasure to serve under your chairmanship, Mr Gray. I secured the debate because my constituents are quickly losing patience with the Metro service, which is unreliable and overdue for investment. Barely a week goes by without me being contacted by people who are fed up with delayed or cancelled services making them late for work, preventing them from getting their kids to school, or keeping them from important appointments. A quick glance at Metro’s Twitter feed shows why. On most days, some sort of delay or cancellation is reported, not to mention the numerous other faults that disrupt passengers’ journeys, such as broken ticket machines—that happened again today—and information boards that give out misleading or incorrect information. Last winter, the service was so poor that only 64.5% of trains arrived on time, which means that more than one in three trains was late.

These problems occur so frequently that commuters have created a Facebook group called “Sort out the Metro”, which attracted hundreds of members in only a couple of weeks. Nearly 3,000 people have signed a petition calling for the Department for Transport to begin an independent review of our Metro services. These are not just annoyances; people rely on public transport to get them to where they need to be, and there are real consequences when the network fails them. One woman from my constituency wrote to me to explain the effect that delayed services have on her family. She explained that her husband uses the Metro to travel to his job in Gateshead, but failed trains mean that he can never guarantee that he will arrive on time. When he is three minutes late for work, he is docked 15 minutes’ wages. When he is 15 minutes late, he loses half an hour’s pay. Those may seem like relatively small sums of money individually, but when multiple journeys are delayed each week, the amounts soon add up.

The problems do not end there for my constituent. She explained that she works evening shifts, so if her husband’s train home is delayed, there is no one to take care of their young child. Either she has to be late for work, or she has to find a last-minute babysitter. Public transport is supposed to make people’s lives more convenient, but for her family it is doing just the opposite.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

I congratulate my hon. Friend on securing this debate and on the excellent points that she is making about the importance of the Tyne and Wear Metro. I am probably showing my age by saying that I remember the Tyne and Wear Metro launching. I remember how proud we were that it was the first light rail system in the country to be entirely disabled-accessible. Looking back, can we not see that the current problems are testament to a failure of investment, which we need right now in the Tyne and Wear Metro?

[Mrs Lewell-Buck]

My hon. Friend makes an excellent point, which I will come to later. When the investment is there and our Metro is working properly, it is brilliant and it serves our area well. At the moment, however, the lack of investment really shows, and it has an impact on all our constituents.

[Ian Mearns (Gateshead) (Lab)]

I congratulate my hon. Friend on securing this timely debate. No doubt the Minister, in responding to the debate, will point to the current significant investment programme in the Metro, but that investment is in infrastructure, ticketing and barriers, not in the rail cars, which are the most vital component. They are 40 years old and deeply in need of replacement to alleviate problems such as the regular electricity fires on the service.

[Mrs Lewell-Buck]

That is a point that I will make later in my speech. The Metro cars are grossly outdated, and they cause the bulk of the delays in the system. The constituent I mentioned is not the only person who feels that they have to organise their family’s life around the unreliable service. One young man wrote to me to say that he actively avoided taking the Metro to college, even though it was theoretically the most convenient route, because he simply could not rely on the service. He said that some days he found it easier to stay with his grandparents in another area, because they live closer to his college, rather than relying on the Metro to get him to class on time.

We need to think about the economic impact of an unreliable service. A single person being half an hour late for work may have a relatively small impact, but we should remember that when a fault occurs during peak time, hundreds of journeys are disrupted. Metro figures show that more than 50,000 minutes of delays occurred last year, which is more than 800 hours. That is a lot of working time wasted. When companies look for a place to locate their business, one of the top items on their checklist is the transport infrastructure. They want to know that there is a reliable transport network that will allow them to attract employees from as wide an area as possible. If we want our regional economy to do well, we need a transport system that is up to the job.

It is clear that the Metro is simply not coping at the moment, and most of the problems that commuters experience come from the fact that the network’s trains and infrastructure are on their last legs. The Metro is long overdue for an upgrade, and trains that were expected to retire from service in 2010 have been patched up and are now expected to carry passengers until 2025. Commuters and my hon. Friends know that that is not a real solution. Our oldest train cars have been in service for 40 years, and no amount of refurbishment or repair can disguise the fact that they are falling apart. Our fleet has been refurbished at a cost of £30 million, but that does not appear to have helped things. Power failures and door failures, which are the two biggest culprits in delays, are happening more frequently than they did only a year ago. The number of power failures has increased by 49% and the number of door failures by 29%. The number of passenger complaints is on the rise, and of 502 complaints reported in April, more than 300 related to train performance.

The trains are not the only problem for our passengers. Brand new ticket machines and barriers malfunction far too often, and the departure boards on station platforms often display incorrect information. That can be particularly irritating for my constituents because South Shields is at the end of the Metro line, so boards that display incorrect destinations can mislead passengers. Support for passengers whose trains are delayed is not good enough, and passengers whose journeys are disrupted are given little time to find alternative routes to their destinations. The “Sort out the Metro” group believes that as many as half of the disruptions are not reported on social media, which means that passengers who rely on such sources of information are left in the dark about delays.

[Mrs Sharon Hodgson (Washington and Sunderland West) (Lab)]

My hon. Friend is making some excellent points, and the debate is much needed and valuable. Is she aware of a report by the Institute for Public Policy Research in 2014 which showed that Londoners receive £5,203 more per head in capital investment than do those in the north-east? London is the capital, so we would expect it to receive a little bit more, but does she think that £5,203 more per head is an acceptable amount?

[Mrs Lewell-Buck]

I do not think that that is an acceptable amount at all. In fact, I think it is an insult to the people of the north-east that so little is spent on us per head, when it comes to transport.

Some of the problems are a matter for Metro’s management, and I have taken them up with Nexus and the North East combined authority. Nexus has, to its credit, made some changes to improve customer service, and earlier this month it announced £40 million of investment, which will include a new rail traffic management system. The North East combined authority has also taken the issue up, and it is clear that there is a willingness locally to improve the service. Fines have been imposed on the operator, DB Regio Tyne and Wear. It is important that the operator is continually held to account for poor service.

Many of the problems also stem from a lack of investment, so the Government have to answer questions. More than half of the problems result from mechanical failures, and it is an unavoidable fact that our trains are far too old and need to be replaced. They should have been replaced years ago, but now it looks as if passengers will be waiting another decade before that happens. Instead, tens of millions of pounds have been spent on trying to patch up the existing rolling stock—money that would have been better spent on a more permanent solution. In 2010, the previous Labour Government made an important commitment to invest nearly £400 million in our Metro. The incoming coalition considered scrapping that commitment, and our local authorities fought tooth and nail to protect it. The investment was essential, not least because the Metro continues, despite all the faults, to have growing passenger numbers each year. Last year, passenger growth was the fastest outside London.

If the Metro is to meet demand, it needs clarity about its future funding. Nexus is waiting for confirmation on £46 million of funding for the Metro service from 2016 onwards. Can the Minister give us any further information about the status of that funding? It is important that the money be smartly invested. Recent projects have shown that well targeted upgrades can have an impact. New technology for cleaning rails has reduced the number of incidents resulting from low rail adhesion. The announcement that the new traffic management system will be in place sooner than originally planned is also welcome news. However, as long as the issue of our trains goes unresolved, we will not see the dramatic service improvements that our passengers expect.

[Ian Mearns]

My hon. Friend makes an excellent point about the Metro system. In case the Minister thinks this is just a number of north-east MPs complaining about historical issues, I checked the Twitter feed before I came to this debate. Today we have had:

“No trains South Gosforth - Monkseaton due to signalling problems.”

Another Twitter message stated:

“Most Metro ticket machines are back up and running.”

That implies that the ticket machines had not been up and running. A third message said:

“Disruption cleared at 12:25.”

Another message said that a train had been withdrawn from stations between St James and South Gosforth. These ongoing problems occur daily.

[Mrs Lewell-Buck]

I thank my observant hon. Friend. He is, of course, correct. Since I started this campaign and made it public that I had secured this debate, my office has received an influx of complaints from across our region about the poor performance of the Metro.

Our local councils and Nexus have shown a willingness to invest in our local transport. There is clearly local demand, but we need a similar commitment from central Government. Today I want to hear what plans the Minister has to support the purchase of new rolling stock for the Metro as quickly as possible. In a written answer to my hon. Friend the Member for Houghton and Sunderland South (Bridget Phillipson), the Department for Transport said that it has

“engaged in preliminary discussions…for the replacement of rolling stock”.

Can the Minister give us any more detail about those discussions? Bearing in mind the concerns that have been raised, will he look favourably on a request for funding for new Metro cars?

This debate is a chance for the Government to demonstrate that they are truly committed to investing in the north-east, and to delivering their promises to our region. Many of my constituents remain cynical about the Chancellor’s sudden conversion to the cause of investing in northern cities just a few months before the last general election. It is notable that a number of the transport infrastructure projects announced for our region in the pre-election Budget were in fact re-announcements, not new money. In any case, it remains unclear where the north-east fits into his northern powerhouse, if it fits at all.

As my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) has said, it remains the case that the Government spend £5,426 a year on transport for every person living in London, but for the north-east they spend just £223 per head a year. If the Government are serious about rebalancing the economy, investing in new trains for our Metro would be a good start.

[Mrs Hodgson]

Obviously we need to fix what we have before we go any further. Is my hon. Friend aware that, with a population of some 55,000 people, Washington is the largest conurbation in the area not to be covered by the Tyne and Wear Metro? As well as giving us the money we need to make the Metro fit for purpose, we also need to ensure that the Metro covers the whole of Tyne and Wear.

[Mrs Lewell-Buck]

I could not agree more. Investment is needed so that we can roll out the Metro, because that would help our economy, although we need to fix the faults first. It is not right that a large part of our area is not accessible by the Metro.

I suspect that the Minister will try to sidestep my constituents’ complaints by saying that the running of the Metro is a devolved matter. It is right that regions and cities should have control over transport, and Opposition Members have been pushing for even greater devolution. Nexus and the North East combined authority have been holding DB Regio Tyne and Wear to account by imposing penalties where appropriate, but it would be wrong to say that all the issues we are seeing can be attributed to the operator. Even the best management cannot compensate for trains that have come to the end of their lifespan and can no longer be relied on. There is a clear need for investment.

[Ian Lavery (Wansbeck) (Lab)]

My hon. Friend is making an excellent contribution. Although the Tyne and Wear Metro does not extend to Northumberland, I am sure the Minister will give a cast-iron guarantee that that is only a matter of time. Does my hon. Friend agree that, although the Tyne and Wear Metro has a fantastic workforce, from the drivers to the cleaners, the one problem it has is that workforce numbers have dropped from 315 to 281? Eighteen drivers have left over the past year, which is nearly double the average over the past three years. Does she agree if the Metro does not have the workforce or the staff, it is highly likely that its productivity will be reduced?

[Mrs Lewell-Buck]

I agree with my hon. Friend. For the Metro to work, it needs to have the staff and structure. I have already spoken to Nexus about staffing and the lack of staff available on the platform to advise passengers when there have been problems. There is clearly a need for investment. The Metro will not serve our area without that investment. I hope the Minister will recognise that today and tell us more about what the Government can do to bring that investment forward.

16:40

[Julie Elliott (Sunderland Central) (Lab)]

As ever, it is a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck), my constituency neighbour, on securing this important debate, which centres on the performance of the Tyne and Wear Metro service, but I will also address the service’s future, to which she alluded.

In the past nine months for which figures are available, 42,749 excess minutes were recorded, which is more than double the Metro’s target. Causes include power failures, leaves on the line and train malfunctions. The majority of complaints received were due to train service performance. I live near a Metro station, so my family and I understand the Metro’s benefits all too well. The Metro is and has been a great service, and I remember when it first started. [Interruption.] We are all showing our age this afternoon.

The Metro has not been reliable over the past few years. If I turn up in the morning to catch the Metro to Newcastle to get a train down here—when I am not getting a Sunderland train—a delay can make the difference between catching my train and not catching my train. The Metro runs to the airport, so it has to be reliable. People have to be at the airport a certain amount of time in advance, and people have complained to me that they have missed flights because of problems with the Metro. Part of the issue is that there are not many public transport alternatives. It is not like London, where if the buses go off, the tube is there; or if the tube goes off, there are lots of buses. In the north-east, people who live within travelling distance of the Tyne and Wear Metro rely on that service and, historically, it was very reliable. The benefits of living near the Metro are great, but the problem is that it needs to be reliable.

People are not just being penalised for losing minutes at work; they can lose their job if they are consistently late for work. Employers are not interested in why people are late for work, but in whether they are there on time to do the job they are paid to do, and I totally understand that. It is a very serious problem. Of the 502 complaints in April and May this year, most were to do with train service performance. It is a real issue across the piece.

[Chi Onwurah]

My hon. Friend makes a very important point about the impact of train delays. Does she agree that productivity is one of the key challenges that we face, as the acting leader of the Labour party, our right hon. and learned Friend the Member for Camberwell and Peckham (Ms Harman), said this morning? We are 30% behind other countries when it comes to productivity. Excellent transport links are important for productivity, but my hon. Friend has given various examples that show how it is being undermined by bad transport.

[Julie Elliott]

I thank my hon. Friend for that intervention. It is absolutely true that productivity is essential. Economically, the north-east is one of the most productive regions in the country. We are still the only region that has a positive balance of trade. We export enormously, which is something to be proud of, but people have to get to their jobs to be able to create that productivity.

It is clear that Nexus will have to procure a new fleet of trains to meet identified customer demand. The number of people travelling on public transport goes up all the time. From an environmental point of view, that is important. As has been said, the fleet started carrying passengers in 1980. The refurbishment going on at the moment will take it to around 2025, but further refurbishment is not cost-effective. The trains are cranky and noisy, and there is a limit to what can be done with old stock. By the middle of the next decade, the trains will represent 50-year-old technology, with all the problems that go with that, including low levels of reliability, poor energy efficiency and poor compliance with accessibility legislation. When they were introduced, they were trailblazing, but they are now old hat. As someone over 50, I understand the problems that getting older creates: you are not quite as good as you were a few years ago. New trains are critical. They will improve reliability and punctuality for the more than 38 million passengers who use the service every year.

I want to move on to the disparity in funding between the regions. According to recent research undertaken by the Equality Trust, if we combine bus and rail, the average amount of money in Government subsidy spent on transport for each household in the north-east is £139 a year. For those in the south-east it is £204. The figures speak for themselves. If the northern powerhouse is to amount to anything more than a vanity project for the Chancellor, he needs to put his money where his mouth is, and he needs to use the Budget next week to direct extra money into public transport in our region. A new fleet is central to securing a better, more punctual and energy-efficient Metro service. Given the costs involved, Government financing will be crucial. These things inevitably take time, so I urge the Minister to begin talks now to ensure that passengers in Sunderland, who rely on the Metro to go to work, attend hospital appointments and visit family and friends, get the service they need and deserve.

16:53

[Bridget Phillipson (Houghton and Sunderland South) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Gray. I, too, congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck) on securing this important debate.

The Tyne and Wear Metro is a critical part of the north-east’s transport infrastructure. For decades it has provided high levels of service, punctuality and customer satisfaction, running millions of journeys every year to ensure that the people of the north-east could get around quickly and efficiently. I am concerned to hear so many of the points raised by my hon. Friends today regarding the drop in operating performance. Valid concerns have been raised. Journeys are being affected by the age and need for upkeep of the rolling stock in use. Punctuality performance during the period of DB Regio’s operation has declined significantly: it is on average 8% lower than this time last year. Many travellers have also complained that when things go wrong, there is no information about what is happening and few viable alternative means of completing their journey.

I hope that as a result of today’s debate progress can be made to ensure that the Metro provides a reliable and affordable service. However, the Government have a role to play in ensuring that the Metro can meet its targets. One way to ensure that Nexus meets the plans it published last year in its “Metro Strategy 2030” document is for the Government to provide the funding necessary to secure a new fleet. This would reduce the number of technical issues that have arisen as a result of the 40-year-old rolling stock. We need upgrades to be carried out.

We heard from my hon. Friend the Member for Washington and Sunderland West (Mrs Hodgson) about the need to extend the Metro to Washington. That is certainly something that my constituents would support. The re-opening of the Leamside line would benefit many people across Sunderland. Another proposed extension is the new line that would run from Doxford International business park in my constituency. This would transform transport links in my area, giving local people rapid access to other parts of the city and the wider region, and it would allow local businesses to grow and create jobs through improved transport links.

The people in Houghton and Sunderland South deserve to see real improvements. The north-east continues to get a raw deal on public transport investment compared with other parts of the country. In London, when things go wrong, commuters have a wealth of options available, but when we have a problem on one part of the network in Tyne and Wear, there is a knock-on effect. In the north-east, when there is a problem with the Metro or when local buses do not run, passengers can be left stranded.

If the Government are serious about creating a so-called northern powerhouse in the north-east to drive economic growth, they must match their rhetoric with action and invest to create a truly integrated transport network. Joining up the Metro, local buses and other transport options will give passengers genuine choice as to how they travel, and options when things go wrong. It will also help commuters get to work, improve transport links for businesses and spur job creation.

[Chi Onwurah]

My hon. Friend makes very important points about increased investment, the extension of the Tyne and Wear Metro and integrated transport. This morning I headed off to an event outside Westminster. I used the new Tottenham Court Road station, which is part of the Crossrail investment. It is a beautiful station; I think it is excellent. Crossrail represents billions of pounds of investment in London. Does my hon. Friend agree that the north-east needs a suitably ambitious investment programme for its transport infrastructure?

[Bridget Phillipson]

Of course our capital city needs investment in the rail network to ensure it can function properly, so that we can attract jobs and investment, but so does the north-east. Unfortunately, in recent weeks we have had further confirmation that the Government remain lacking in commitment when it comes to investment in transport infrastructure in the north. In my constituency, we do not benefit at all from the Tyne and Wear Metro. Many people use it, but we do not have direct links within the constituency, and for many of my constituents, the only option is bus travel. That is why I have campaigned so much to support what the combined authority has done on introducing a quality contract scheme.

If businesses are to continue to invest in the region and jobs are to be created, we need a more integrated network. We need a joined-up network so that people can be confident of getting to work on time, and so that businesses know that they can invest in an area with excellent transport links. The north-east has many excellent road networks and good links in many respects, but we are let down by public transport. The proposed Metro extension to Doxford is critical, and I hope to see the extension proposals in “Metro Strategy 2030” become a reality.

I look forward to the Minister’s response. I want to hear him outline the work that he will do, through the Department, to make sure that the Metro receives the investment it needs in the short term, and how he will work with Nexus and the combined authority to deliver the long-term investment in transport infrastructure that the north-east needs, particularly the investment needed over the next 20 to 30 years to extend the Metro and offer better transport options for the region to support the businesses, job creation and growth that we all want to see.

16:58

[Lilian Greenwood (Nottingham South) (Lab)]

It is always a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck) on securing this important debate, and on setting out so clearly how the Metro service affects the lives of her constituents and the wider area. She has made a powerful case for investment in the north-east’s local transport infrastructure. I also welcome the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), to his place. I am sure that this will be the first of many Westminster Hall debates on light rail that he will respond to, and I wish him well in his new post.

We heard important speeches from my hon. Friends the Members for Sunderland Central (Julie Elliott) and for Houghton and Sunderland South (Bridget Phillipson), and many valuable contributions from other hon. Friends who represent Tyne and Wear constituencies. As my hon. Friend the Member for Sunderland Central said, reliable services are vital to people in her area—not only those working locally, but those connecting to inter-city rail services and flights from the airport. My hon. Friend the Member for Houghton and Sunderland South spelled out the important role that modern rolling stock can play in ensuring a punctual service, and how an expanded and integrated network could benefit businesses in her constituency. It is clear that the Tyne and Wear Metro plays a crucial role in supporting the local economy, and my hon. Friends are rightly ambitious for their region.

The existence of the Metro is a testament to the planners who, 40 years ago, had the foresight to take the run-down Tyneside Electrics network, which was ironically converted to diesel under British Rail, and transform it into the first modern light rail service in the country. It is fair to say that while the Tyne and Wear Metro owes more to conventional rail lines than most light rail networks, it pioneered the conversion of disused or underused rail lines, a practice that has been integral to the success of the Manchester Metrolink, the docklands light railway, and—I hope that I do not have to declare an interest here, Mr Gray—the Nottingham express transit system. I am sure that everyone in this House welcomes the investment in those systems in recent years.

The 2002 extension to Sunderland increased the size of the Metro network by around a third, and a £580 million funding package was awarded under the last Labour Government, with £350 million earmarked for investment and £230 million reserved for meeting running costs. It is a cause for concern that, as has been set out today, there are ongoing challenges to do with performance and the quality of services for passengers. It is certainly worrying that while tram and light rail use continues to grow in London, ridership has fallen on most systems since 2009-10, and the Tyne and Wear Metro is no exception. The network carried 40.8 million passengers five years ago, but that figure fell to 38.1 million in 2014-15, despite the fact that people who live within the Nexus passenger transport executive boundaries are more disposed to travel by light rail than those in any other area.

Of course, that decline might have something to do with worsening punctuality. As the Under-Secretary of State for Transport, the hon. Member for Devizes (Claire Perry), said in a recent written answer to my hon. Friend the Member for South Shields, punctuality declined from 87% in 2010-11 to just 80% in 2014-15. Although the Metro is not included in Passenger Transport’s recent passenger satisfaction surveys, according to information collected as a condition of the operator’s concession agreement, passenger satisfaction is also below target, and of course that was borne out in my hon. Friends’ comments today. Passengers deserve better, and I look forward to hearing the Minister’s response to the points ably put my hon. Friend the Member for South Shields and our colleagues.

The Metro network’s ageing rolling stock undoubtedly plays a part in those reduced passenger satisfaction ratings, and as my hon. Friends have said, it also impacts on the Metro’s operating performance. As was said, the Metro’s vehicles date from the 1970s and the early 1980s; they are as old as the system itself, and Nexus regards their replacement as “essential”. When the Minister responds to the debate, will he say what progress has been made in the Department’s discussions with Nexus on this point, and what options are available to the Department to support the procurement of new vehicles?

In addition to answering my hon. Friends’ questions, I would be grateful if the Minister could say a few words about the potential for integrating Metro and bus services. My hon. Friend the Member for Houghton and Sunderland South raised that point, and she has been a powerful advocate for the importance of integrated transport, and particularly the importance of improving bus services in the Tyne and Wear area.

During the 1970s and through to the mid-1980s, Tyne and Wear was well known—both locally, and in public transport enthusiasts’ circles—for its highly integrated ticketing system. Sadly, those arrangements were mostly lost following the deregulation of bus services from 1986 onwards. Does the Minister agree that local authorities should have the power to integrate timetables and ticketing over different modes to improve services for passengers, however that integration is delivered, and that tendering for bus services is an important tool that should be available to local authorities and passenger transport executives? In addition, does he agree that more co-ordinated bus and metro services might increase passenger satisfaction on both modes of transport? Finally, can he explain why, according to reports, there will be a disparity in the forthcoming buses Bill between the powers given to areas that have metro mayors and those that do not, and will he say when that Bill will be published?

This has been a valuable debate. My hon. Friend the Member for South Shields has made a number of important points on behalf of passengers in her constituency, and they have been taken up by hon. Friends from across the wider Tyne and Wear area. I look forward to hearing the Minister’s response to all the questions that have been put; I hope that he will address them in full.

17:05

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

Thank you very much, Mr Gray, for calling me to speak. It is a pleasure to serve under your chairmanship for what I think is the first time in my new role.

I congratulate the hon. Member for South Shields (Mrs Lewell-Buck) on securing the debate and on highlighting the importance of the Metro system to her area, as well as the problems with its services that local people are experiencing. Those problems came across strongly in the remarks by her colleagues from across the area, and I know that Nexus is also listening to this debate.

The Government recognise the important role that the Tyne and Wear Metro has played in the life of the north-east. I too remember it arriving; I suspect that those of us of a certain age—our early fifties—all remember it. It was exciting—an indication of confidence and a little bit of pride. Apart from the transport infrastructure benefits it provided, the Metro was a sign of resurgence and growth, and it has played an important role in the north-east. Light rail and local transport play an important role in the whole area.

[Ian Lavery]

Local transport is important, but the problem in my constituency, which is in the south-east of Northumberland, is that the Metro does not go anywhere near it, which presents a problem of connectivity for anyone seeking employment and so on in the big cities. Will the Minister agree to support the reintroduction of the Ashington, Blyth and Tyne line, which would eventually link up with the Metro, hopefully at Regent Centre, and give greater connectivity and more opportunities to people in my constituency?

[Andrew Jones]

I cannot make pledges off the cuff, as I think the hon. Gentleman knows, but do I think that rail investment drives economic growth? Do I think that we are struggling with our capacity? Our rail network is a victim of its success. There are as many passengers using our network now as there were in the late 1920s, but the network is only a fraction of the size it was then. During the last 20 years, passenger journeys have gone up from 750 million per year to more than 1.6 billion per year. That is the driver of some of the congestion and pressures that we now see—it is coping with success. Also, part of the challenge is the long-term historical underinvestment in our railways, which has taken place under Governments of both colours over many years, and we are now playing catch-up with our infrastructure. So can I back the hon. Gentleman’s campaign immediately? I cannot make that pledge and I think he knows that—I can tell from his little smile just now that he probably knows that. But on the general principle of whether we can do more to invest, I say yes—but goodness, this Government are doing that already.

Let me go back to Metro as it stands. I recognise that other Members have talked about the capacity to extend Metro and I can see much appeal in that. I think it was the hon. Member for Washington and Sunderland West (Mrs Hodgson) who made the point that the constant desire to see Metro extended to new destinations just underlines how important it is in the area and how popular it is with passengers. I hope the potential for new extensions will grow. The extensions to the light rail services in Manchester and Nottingham have been very positive developments, and I hope that the North East combined authority considers such an extension as part of its transport plan. I would support such a proposal.

Metro is an important and formidable asset for the area. It copes magnificently with certain big events in the area, such as carrying 100,000 people for the Great North Run. Metro is a success story. Notwithstanding the operational problems detailed by hon. Members, this is the busiest light rail network outside London, and the fastest growing. Passenger journey numbers have increased by 2 million in the past year, and there are now more than 38 million in total. The revenues of Nexus, which owns and manages Metro, have grown by 4.4% and it now funds its day-to-day operation entirely from fares revenue and central Government metropolitan rail grant, without having to ask the local authorities for funding, as in the past. The Government have supported Nexus in its 11-year £350 million capital investment programme. As the hon. Member for South Shields highlighted, the programme—essentially one of asset renewal—is still running. It is delivering significant benefits now and will continue to do so over the next few years.

I take a keen interest in the performance of all rail services in the country, but the performance of Metro is a devolved matter. Nexus and its operating concessionaire provide regular updates at meetings of the North East combined authority, where its performance has been scrutinised. I understand that Nexus’s performance will be on the agenda at an authority meeting next week, on 9 July, and local councillors can directly question the senior management team from Nexus and the operator.

I have had a brief conversation with Nexus and undertaken to visit it in the next few weeks. It accepts that the day-to-day performance of Metro does not match the standards it sets for itself and which passengers expect. The main reasons for poor performance are clearly the train fleet’s reliability and the availability of train drivers. Nexus, the public body owning the network, has instigated a performance improvement plan, working closely with its concessionaire to identify the most common and recurring causes of faults in the trains and the actions needed to address them. As a result, the most common problem—door faults—have come down by one third since April, and train power faults have been reduced by a half compared with the previous quarter.

The operator has accelerated its recruitment and training process for drivers, which the hon. Member for Wansbeck (Ian Lavery) mentioned. The company has suffered from the impact of an ageing workforce: many drivers who started with Metro in the early 1980s are now reaching retirement age. The operator is taking on 24 new drivers this year, and two thirds have already completed training or are about to do so. As a result, train cancellations due to no driver being available have been reduced and will continue to fall. There is also recognition that communications with customers need to improve, particularly when Metro is not running to timetable. The operator is committed to new training for its front-line staff and Nexus is to invest more than £20 million in new radio and train management systems as part of its investment in Metro, supporting better communication right through the system. Although there is further to go, Metro is heading in the right direction, and we want to be in a position to support it.

The Government are committed to the long-term investment plan, launched by the previous Labour Government, which will continue until 2021. In the last financial year, under that plan, we invested £30.9 million in securing Metro for some decades to come, and we are looking to invest a similar amount in this financial year. The real value of that investment is in giving Nexus the strength and security to plan projects over a number of years, in the same way that the Government structures investment in national rail infrastructure. One problem in our rail sector has been a stop-start—frequently stop—approach to investment over many years, which has meant that we do not have some of the skills or continuity of supply in industry to deliver our aspirations and expectations. That is part of the long-term failure to invest in transport that I mentioned earlier. This investment has focused on the key engineering assets on which Metro and its passengers rely, including new track, replacement of cable routes and renewal of lifts and escalators at stations. This investment has already improved the service for passengers by reducing faults.

Long-term planning and security of investment has helped Nexus to drive down projects’ overheads by a quarter, releasing a further £20 million that will be invested where it is needed in new assets for Metro. The investment has allowed Nexus to invest in people as well as infrastructure—for example, it has taken on 30 new apprentices in the last three years. Those young people can look forward to rewarding careers in engineering, thanks to that investment.

Government investment has also gone towards refurbishment of stations and trains. We have talked quite a bit about rolling stock, which I will come to in a moment. The investment has been focused on raising accessibility to modern standards as part of a commitment to providing a railway open to all. The refurbished trains provide more space for passengers, while refurbished stations offer tactile surfaces, double handrails, better lighting and proper bench seats to cater for the needs of all.

Alongside this programme, Nexus has, with the support of the Department for Transport, invested in smartcard travel. The smartcard is the reason Nexus has invited me to visit and see its operation. It is already used by more than 100,000 local people on the system. High-quality cycle storage at stations—another part of the integration that colleagues have talked about—which goes right across the system, is funded through the local sustainable transport fund.

It might help if I highlight the impact of ongoing investment. That is not to say that there have not been operational difficulties, because there clearly have been, and Nexus know it, but work is under-way to get this right. Nexus is trying to do a good job.

Metro is owned and run locally, but the Department works with it and in support of it. The Department is now working with Nexus and NECA to understand what future investment is required, to ensure that it continues to play a vital role in making the north-east economy work. Our discussions on replacement of rolling stock are at the very earliest stages. Colleagues have asked if I can make a commitment on rolling stock. I cannot make that commitment today, but I recognise that 40-year-old rolling stock—by the way, that is not unusual in our rail infrastructure—is coming to the end of its life and we are looking towards a new train fleet. The refurbishment will see the fleet through for a period, but it will not make it fit for decades into the future. Future rail fleets will certainly be required.

[Bridget Phillipson]

I welcome the Minister’s discussions with Nexus and the combined authority about investment in rolling stock. During those discussions, will he undertake to discuss the long-term investment that will be needed in the Metro network if there is to be expansion? That will require significant Government investment. I appreciate that this is a long-term strategy, but there are proposals in place that would bring significant benefits to the region. I know he cannot commit today to any particular schemes, but will he discuss that and bear in mind the economic benefits that those proposals could bring?

[Andrew Jones]

I am happy to make that commitment. We should be making long-decisions and doing long-term planning, not just for our rail sector but for other sectors, too. With long-term commitments, we will be able to tackle some questions that have not been tackled for years. Part of today’s business was a statement on a new airport runway in the south-east of England. That debate started about 50 years ago. We in this country are not great at tackling long-term decisions.

Winning financial commitment over a period, which has been forthcoming from this Government, enables contractors to scale up their operation to deliver this Government’s aspirations for a step change in our investment. I am happy to make that commitment to the hon. Lady. I fully buy into the principle that long-term planning and investment in transport are key ingredients in economic growth.

As hon. Members have said throughout this debate, if we want a thriving UK economy we need a thriving northern economy. There can be no thriving northern powerhouse unless we make significant investment to deal with clogged up roads, for example. I hope that the hon. Member for South Shields noted Highways England’s announcement, published this morning, about the £600 million investment in the A1 and A19, and other investments in the area. That investment is starting to flow through. The northern powerhouse is a powerful idea that is partly to do with connectivity, but it is partly to do with devolution, too, and it allows us to start to rebalance our economy.

The lack of balance in our economy has been an enormous problem over many years. It is not just bad for the north; it is bad for the entire country. Over the past decade, around half the UK’s growth has been concentrated in London and the surrounding districts. I am a northern Member of Parliament. Although my constituency is not quite as far north as the north-east, it is not too far away, in North Yorkshire.

[Mrs Lewell-Buck]

For us, that is the south.

[Andrew Jones]

That may be so, but you, Mr Gray, will firmly consider it to be the north. I am sure there is no disagreement that we need a better deal for the north, and I am confident that that is exactly what we can get.

[Lilian Greenwood]

Some Opposition Members may be somewhat surprised to hear how the Minister speaks about the northern powerhouse when only last week the Government paused important investment in the north. That is precisely the sort of stop-start approach that he decries.

[Mr James Gray (in the Chair)]

Order. I think comments should perhaps be in the context of the performance of the Tyne and Wear Metro.

[Andrew Jones]

That pause, which does not affect the performance of the Tyne and Wear Metro—

[Mr James Gray (in the Chair)]

Order. It may be best to leave that argument for another debate.

[Andrew Jones]

Perhaps I will have that conversation with the shadow Minister after the debate. There is no question at all about the principle that transport investment and the performance of the Tyne and Wear Metro will drive the local economy. I mentioned that we are facing an infrastructure deficit in our country and that we are playing catch-up, and I regard investment in road, rail, light rail and connectivity as central to addressing that.

I will deal with a couple of other points that were raised. On the potential for integrating bus and Metro, the first point to make is that we have a competitive bus market, so it has the capacity to be responsive to customer need. Nothing is stopping councils from working with bus companies, but I view that as a matter of partnership rather than one of principle.

The buses Bill was mentioned by the hon. Member for South Shields. I think it will be an enabling Bill, but we have not drafted it in full yet. We are working through the ideas, which will be about creating the opportunity for franchising. That follows through on the pledge of devolution to Manchester, which has been so welcomed in Greater Manchester. By working together with a set of partner authorities in a combined authority, Manchester has shown a clear pair of heels to other parts of the north. The message I have been hearing from local council leaders in my area is that they want some of those powers, alongside which will come the requirement for democratic accountability, and that goes back to the elected mayor principle.

[Mr James Gray (in the Chair)]

Order. In the context of Tyne and Wear Metro?

[Andrew Jones]

Indeed, as in the context of Tyne and Wear Metro.

[Bridget Phillipson]

In the context of integrating transport between Metro and buses, the Minister will no doubt be aware of the quality contract scheme for local buses that is under way in Tyne and Wear. I urge the Government to consider how that will impact on the buses Bill and vice versa. It is not clear how those two things will be brought together, and the Government will need to address that inconsistency when legislation is published.

[Andrew Jones]

In the context of the performance of the Tyne and Wear Metro, I am not sure there is an inconsistency. I think we will see different arrangements in different places as different combined authorities or county councils—whoever it may be—choose different models of operation in their area. That is absolutely fine. We should be working on the principle of local solutions for local problems. That will mean different things in different places, and devolution could operate at different paces in different places. That does not trouble me at all. We must ensure that we have a system that delivers decision making as near as possible to the point where a service is delivered.

That point goes back to Metro performance. Control is local. We have operational performance issues, but they are being tackled locally. My Department will offer support by sharing best practice and allocating committed cash. I am keen to see that relationship continue, as with all light-rail schemes around the country. It is about a principle of partnership, through sharing best practice and helping with finance, but with local control and local delivery that is responsive to local needs. It should operate to a high level and deliver good-quality solutions. That is what should be happening in this case.

I recognise the point about long-term investment, which will be a mixture of local growth deal funding into which the Department for Transport will put more than £1 billion a year. We will see more work by the Department for Communities and Local Government and the Treasury, but the principle of long-term commitments with extra capital is clearly in place.

I hope that I have been helpful in explaining how the Department for Transport will work with Nexus to improve and support Metro, which is an important and growing part of the north-east economy. It is growing in terms of passenger numbers, the services it offers and, potentially, the geography it covers. There is great demand for it, as shown by passenger numbers rising by more than 2 million in the past year. Finally, I will ensure that I am very involved in the process. I will be up to see Nexus’s smart ticketing operation quite soon, and I will pick up all the points that we have discussed when I head north, which I look forward to doing shortly.

17:26

[Mrs Lewell-Buck]

I thank all my hon. Friends who have taken part in today’s debate, and I welcome the Minister to his post. I also welcome the Minister’s ongoing dialogue with Nexus. I am pleased that he seems to get the point that patching up the system and refurbishment are not the final answer—we need investment in the existing rolling stock. I just hope that he can get the Chancellor to understand that as well, because my constituents and, I am sure, those of my hon. Friends are fed up with being short-changed, frankly. I welcome the fact that the Minister will be talking to Nexus very soon, and I hope that he and I can discuss that ongoing dialogue. The sooner our rolling stock is replaced, the better for all of us in the north-east.

Question put and agreed to.

Resolved,

That this House has considered the performance of the Tyne and Wear Metro.

17:27

Sitting adjourned.