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The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
It is always a pleasure to serve under your chairmanship, Dame Cheryl. I thank everybody who has contributed to this passionate debate, and I congratulate the hon. Member for Dewsbury (Paula Sherriff) on securing it.
We all agree on the importance of our region and the critical role that rail plays in helping it reach its full potential. I have listened to representations about rail services on the network in my home county, and I wish to set out a few thoughts about what went wrong, how the Government responded, and our plans for the future. We have heard powerful speeches about how the problems experienced across rail in the north last summer impacted on people’s lives—whether that was people getting home or having access to work, healthcare and so on—and I entirely recognise and agree with that. There is a personal dimension to this, as well as a bigger economic one.
Paula Sherriff
If that is the case, and if the Minister recognises the impact that the chaos had on people’s lives, why is he allowing the fare increase from January?
Andrew Jones
I will come on to talk about fares and plans for the future, but let me focus on some of the points raised today. A number of colleagues raised a point about disabled access. As we know, our rail transport infrastructure is primarily Victorian. Successive Governments have run an Access for All investment programme, and that has continued, including a £300 million extension in the next control period. We published our inclusive transport strategy last July, which for the first time included work on hidden disabilities. As colleagues may remember, I was in the Department for Transport a couple of years ago, and we had our first ever conference on mental health and transport. That was a significant moment—I was pleased that we went calling as it attracted so much attention. Work on making our transport system more accessible and easier to use for people with disabilities, including hidden disabilities, is central, and I am sure no hon. Member here would disagree with that.
One underlying point has been that the quality of rail performance in the north has been unacceptable. That is correct; it is clearly the case. Following the May timetable change we had a very difficult summer on our railways, but lessons have been learned, especially in regard to future timetable changes, which we have already started to implement. A timetable change on 9 December landed significantly better than the changes in May, and I will expand on that shortly.
The problems in May had a number of causes, including the impact of engineering works. Long delays to the two electrification schemes in the north-west impacted on Northern, which had planned for those schemes to be completed, but they were not. It then had to completely re-plan its timetable in less than half the normal time, together with associated staff training and changes. However, we have made some headway on that. A change on the scale of that in May was, quite frankly, coupled with insufficient time for planning, which of course impacted on passengers. It was a complete failure right across the industry. That is why we set up a full inquiry into those timetable changes, chaired by the independent regulator, the Office of Rail and Road, under Professor Stephen Glaister. He has published interim reports, with a final report published just a few days ago, and the Department are reviewing its recommendations. As I said earlier, lessons from that incident must be learned, and the impact on passengers must be placed at the centre of every planning decision.
Thelma Walker
In a former life I was a headteacher, and I used to work out the timetable in the summer term to set out where the children would be and with which teacher. I never had classes with no teacher in September because I thought strategically. Who is responsible for the chaos that happened under this timetable? As a former headteacher I would have taken responsibility if I ended up with two classes and no teacher, or just one teacher. Who is responsible?
Andrew Jones
As the hon. Lady knows, we have a system in which individual rail companies and the regulator have collective responsibility for these things, and that is what failed.
Andrew Jones
I have given way a lot, and I have a lot to get through if I am to get to the answers. I will make a bit more progress before I take more interventions.
The May timetable change was a significant problem caused by ambition not being followed through with sufficient time to implement it properly—that obviously did not happen in the school of the hon. Member for Colne Valley (Thelma Walker). In September we appointed Richard George, a respected industry figure, to co-ordinate and lead efforts by the operators and Network Rail to look at performance across the north. He is reviewing the performance of the region’s rail network and making recommendations to improve reliability. His focus will be on operational improvement in the short and medium term.
Mr George is an independent expert, and he will act on behalf of railway customers to assist organisations in delivering organisational improvements. He will have a facilitation role in helping industry to reach the right decisions and focus on improving passenger services. He has already helped to highlight particular problem areas, and he will provide his conclusions in the new year. In the meantime, Network Rail has established a programme management office, so as to prepare better and to improve management of future timetable changes. An early recommendation from Network Rail was that it would be prudent for most of the changes planned for December 2018—including those in the north—to be deferred until May 2019. As colleagues have noted, we accepted that recommendation.
The modest changes that took place on 9 December were designed to improve performance, especially that of TransPennine Express through Yorkshire. I am pleased to report that the results in the first week—I recognise that these are early days—were encouraging, with TPE’s punctuality for the first few days 15% higher than the equivalent period in the previous week.
Several Members mentioned the compensation offered for the problems in May, and we took early action to ensure that passengers were compensated for the disruption they experienced. Not everybody was disrupted, but there was disruption in many parts of the country, not just the north, and those who were delayed significantly were able to reclaim money under the delay repay scheme. We required Northern and TPE to establish compensation schemes targeted at the people affected. That meant that the compensation was more generous, and money was put back into passengers’ pockets more quickly. More than 14,000 claims from season ticket holders and regular travellers on Northern and TPE services have been submitted, and £1 million has been paid in compensation to date. This week the delay repay scheme was extended to cover delays of 15 minutes. That focuses on helping people to seek redress if something goes wrong, but our focus now is on improving reliability and the operational performance of the railways, so that we do not need such compensation schemes.
Industrial relations were raised, and that issue is having a significant impact on the economy right across the north of England, not just in Yorkshire. In an effort to break the deadlock, leaders from Transport for the North and I recently made clear a shared desire to have a second person on board Northern trains, not just on the platform. As I have said, if we need to change the franchise contract, I will not block that in any way. Indeed, we will go further and play our part in helping to develop a funding package to cover any financial implications from such a change. In looking at the dispute, I see that Northern and the Department for Transport have confirmed that individual jobs are secure and pay is secure right up to the end of the franchise. There can be change with respect to having people on trains. All those changes are what people who travel on the networks are looking for. In view of that, I call on the National Union of Rail, Maritime and Transport Workers to suspend the strikes and get talking again. I want the company and the union to sit and talk, and to bring things to a conclusion.
The Williams review is a significant piece of work. It is a root and branch review of the rail industry, led by the independent Keith Williams. We are seeking ambitious recommendations for reform that will ensure that the rail network delivers greater benefits for passengers. The investment from the Government and the private sector must result in improvements for passengers, to provide better capacity, better trains and more frequent services.
Tracy Brabin
I am really looking forward to reading the Williams review. Will it cover disabled access from stations?
Andrew Jones
Passengers are at the heart of it. The point is for customers to be at the heart of the rail network, which of course includes such access, but I do not think that there will be any debate in that area. We all want there to be improved access. The points that the hon. Lady made about stations in her constituency are true—and they are, I am afraid, true for many of us. That is why Governments of different colours over successive generations have continued to invest in disabled access, and will continue to do so.
The Williams review is important in making sure the rail network is fit for the future. We have had huge success within the rail industry in the past 20 years, with the number of passengers more than doubling. Each year 1 billion extra passenger journeys are taken. However, we must ask ourselves whether the network is structured for the future, to allow for growth.
John Grogan
On the question of future growth, will the Minister agree to a meeting in January with one or two Members who are interested in Boxing day trains for 2019?
Andrew Jones
I am always available for colleagues and am happy to arrange meetings. I know that engineering work is going on around the Christmas period this year, and I shall be going to see it. That is affecting the possibility of running Boxing day trains this year; but let us look to the future. I am happy to meet the hon. Gentleman.
We shall shortly run out of time for debate, and I want to spend a moment looking ahead. I gently remind colleagues who talk about a lack of investment in the north that although I have some sympathy as to investment, a little caution is required in taking snapshots of figures. The figures for London reflect Crossrail, but analysis of the Infrastructure and Projects Authority figures for planned central Government spending on transport infrastructure in the four-year period we are now in—from 2017 to 2020—shows that the northern regions will have a higher spend than the southern ones.
Lilian Greenwood
I thank the Minister for giving way. The point is important, because he talks about the northern regions, but this debate is about Yorkshire. As I said earlier, Yorkshire and Humber is set to receive the lowest level of spending of any region, according to his figures, at £726 per head compared with £1,026 in London and £1,139 in the south-east. It is much less than the spending in the north-west and west midlands, which will alter the figures. Yorkshire and Humber is losing out.
Andrew Jones
That was a repetition of the point that the hon. Lady made earlier, so I do not need to address it.
I gently remind hon. Members that we had a zero-growth franchise, which was put in place by the Labour party, and we are playing catch-up on under-investment. Labour Members may say that Labour invested steadily when it was in government, but the evidence is the exact opposite. We had a zero-growth franchise and are catching up from it. Let me consider what that catch-up might look like.
Although 2018 is clearly a year that passengers in the north would wish to forget, we should not overlook the fact that train services in the region will be changing fundamentally. A significant amount of investment will bring passenger benefits. On the infrastructure side, the electrification between Manchester and Preston, which I mentioned earlier, was finally energised last week and the first test trains are now operational. [Interruption.] It will benefit services across the north. That is my point. Electric passenger services will be phased in during the spring. Across the region platform lengthening is under way. Of course I recognise that performance is not good enough, and that is why we have made a change in the control period 6 budgets and priorities. Under CP6 there will be a budget of £48 billion. That covers the period from 2019 to 2024. The priority was moving away from enhancements to catching up on core reliability—the maintenance of the network.
Rachael Maskell
Will the Minister address the issue of the trans-Pennine route and the fact that reliability has now been taken off the table as part of the CP6 upgrade? It is vital that it should be put back on the table, to ensure that we get the connectivity that we need between Manchester and Leeds.
Andrew Jones
If I get time I shall come on to the trans-Pennine upgrades, but the core purpose of the CP6 investment, which is a record from any Government in British history, is to increase reliability and punctuality.
The key thing that passengers will notice is new trains. New rolling stock will come in on Northern, TransPennine Express and London North Eastern Railway networks in the coming months, including the removal of Pacers by the end of 2019. By this time next year the vast majority of the 500 brand new carriages committed by Northern and TPE will have been delivered, and the remainder will have been completely refurbished. TPE will have introduced its new Nova trains on the north trans-Pennine route and all the Pacers will be gone from Northern. There will be more services to add to those already delivered, especially at weekends; there will also be later last trains in the evenings and earlier first trains on Sundays. Elsewhere, LNER will begin introducing its new Azuma trains next year.
The trans-Pennine upgrade is a huge Government initiative—a £2.9 billion upgrade covering York to Leeds and Manchester. It is one third of the expected rail upgrade investment in the next control period, so it is a significant point. By the way, freight has been mentioned, and it is of course still under our consideration for northern trans-Pennine.
Andrew Jones
No, because I am running out of time. I have 50 seconds left.
We have a trans-Pennine upgrade that is bigger than anything ever considered or delivered by Labour. We are delivering it for the north in a way that has never been considered before.
Northern Powerhouse Rail, which some have called Crossrail for the north, is a once-in-a-lifetime opportunity. The scheme is being developed for the north by the north—by Transport for the North—and the Government have given a budget to help it to do that. Crossrail in London was mentioned as if money were piling into it. The money that has gone into Crossrail was, of course, a loan. Transport for London needed that loan to help it deliver the project. It was not a grant.
Of course, it is fair to say that rail services across Yorkshire and the north as a whole have not been good enough. That is entirely understood, but I want to leave colleagues in no doubt that we recognise the importance of the Yorkshire rail network and that steps are being taken to improve it. More than that, I hope that in a year’s time passengers will be able to experience the change as investment comes on stream, and the benefits to match our vision for a 21st century railway in Yorkshire.