High Speed 1: Rolling Stock

Adam Holloway Excerpts

Tuesday 21st January 2020 Westminster Hall

[Damian Green]

My hon. Friend is exactly right and she makes a good point about season ticket prices. Obviously, season tickets are slightly more expensive for my constituents and, the further towards the coast, the more expensive they get. As the inability to sit down spreads along the line, the difficulties she rightly pointed out will no doubt get worse for people. The need for extra train services and longer trains is clear.

[Adam Holloway (Gravesham) (Con)]

I entirely agree with my right hon. Friend. The service goes through Gravesend. Why on earth are the people who pay most for their tickets standing up for 23 minutes from Gravesend, or indeed for 38 minutes from Ashford? That is completely wrong, and something needs to be done about it.

[Damian Green]

My hon. Friend makes a good point.

On current projections, 31 high-speed services a day will be full to capacity by 2025, meaning that those passengers who have paid for expensive season tickets and rightly complain about having to stand every day might not even be able to get on the train. Things as they stand will get worse rather than better and, on top of the 31 inaccessible services, another 25 trains a day will be standing room only. The scale of the problem is becoming clear.

In preparing for this debate, I spoke to the rail industry. Hitachi made the interesting point that the trains on the HS1 line are specifically designed for it and for the Southeastern conventional network. The trains use two different power sources and have three different signalling systems on board, so standard UK network trains cannot be used. How to extend or replace the rolling stock on this particular line is a special issue. Hitachi itself advises planning for a lead time in the order of four years before new train sets could come into service on the line—consider the design time, procurement, testing and approvals for a specialist product. For that timescale to be achieved, clarity on the future of the franchise at the earliest opportunity is vital.

The Minister is of course aware of the history of the franchise, its difficulties and the succession of relatively short-term solutions brought into being to keep the franchise operating. I appreciate the problems that he, the operator and the industry more widely have faced with the franchise—this debate is not the time to discuss those—but I plead for some long-term thinking to be introduced now, instead of our continuing simply to apply short-term patches to franchising or to whatever succeeds it after the review is published. Now is the time, on this specific issue, to impose some long-term thinking and to say, “We need to start planning now”, if we are to avoid something that would be tragic for the rail industry, turning a success into a failure in the future.

--- Later in debate ---

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

It is a pleasure, as always, Mr Hollobone, to serve under the chairmanship of my near neighbour. I hope that you will look kindly on me if I make any errors and inform me later, rather than during the debate.

It is also a pleasure to respond to my right hon. Friend the Member for Ashford (Damian Green). I congratulate him on securing this debate on rolling stock on High Speed 1, and all Members who have contributed by intervening this morning: my hon. Friends the Members for Dartford (Gareth Johnson), for Chatham and Aylesford (Tracey Crouch) and for Gravesham (Adam Holloway), and my right hon. Friend the Member for North Thanet (Sir Roger Gale).

My right hon. Friend the Member for Ashford was right to say that in my time as a Minister I have been interested in the affairs of Kent—or, depending which side of the Medway we are on, Kentish affairs. I appreciate how he has phrased his words today, his tone, and how he has gone about the debate. It was kind of him to do that.

The Southeastern high-speed franchise has cut journey times dramatically for passengers travelling into London from all destinations in Kent. For example, Ashford to London has seen a reduction of 43 minutes, from the bad old days of 81 minutes to a regular journey time of 38 minutes. Over the past decade, more than 100 million passenger journeys have been made on Southeastern’s high-speed service. As my right hon. Friend highlighted, the popularity of Southeastern’s high-speed service has led to significant growth in passenger numbers, with a compound annual growth rate of more than 11%, more than double that on the rest of the Southeastern network. It is a very successful railway.

My right hon. Friend rightly stated that the national rail passenger survey results from spring 2019 showed that overall satisfaction with the journey for the Southeastern high-speed service was 92% satisfied or good, placing it in the top 10% of all UK train routes; and 82% of passengers were satisfied with the level of crowding on their service, placing it in the top 14% of all UK train routes. In addition, Southeastern’s customer satisfaction survey from the end of December 2019 indicated positive overall passenger satisfaction with the high-speed service, which received a score of 91%. If only the other franchises and train operating companies operated with such levels of satisfaction, my job as Rail Minister would be a lot easier.

There was also a 96% positive response to the question, “Did you get a seat on the train?” My right hon. Friend the Member for Ashford is talking not only about what is going on now but about the future, but that is a remarkably good statistic. However, we are not sitting on our laurels in any way.

Southeastern has quite a lot of capacity. In the morning peak, Southeastern provides 9,772 seats into London, with passenger demand that is higher than that, at 10,888. Already, as my hon. Friends the Members for Dartford and for Chatham and Aylesford indicated, people are standing on their journeys—the statistics prove that to us without any shadow of a doubt. In the evening peak, Southeastern provides 9,423 seats out of London, with a passenger demand of 10,354. Overall, capacity of about 13,000 is provided on HS1 services during peak hours.

My right hon. Friend the Member for Ashford talked about rolling stock. Southeastern regularly reviews whether reallocating stock to different trains would be appropriate to ensure that capacity is catered for. For example, last December Southeastern transferred an Ebbsfleet stop from an overcrowded six-car service to a 12-car service with spare capacity to continue to make the best effect of the assets. However, as my right hon. Friend indicated, only the class 395 and Eurostar trains can run on that route, because High Speed 1 trains need to run at 140 mph, with the technical issues and excitements that he detailed, so it is not possible to use trains from other routes on this one.

Regrettably but inevitably on a rail network, delays occur. However, performance on the Southeastern network on the whole has been positive. This year, around 90% of Southeastern services have arrived at their final destination within five minutes of the published timetable. More specifically, about 87% of peak and off-peak HS1 services have arrived within five minutes of their destination time. Those are relatively good statistics for the rail industry.

Eurostar carries about 11 million passengers a year on services between London and Paris, Lille, Brussels, Rotterdam and Amsterdam, with seasonable services to the Alps in the south of France. Some services call at Ebbsfleet International and Ashford International on the HS1 line. At peak times of year, the number of daily Eurostar services operating in and out of London St Pancras via the HS1 line can exceed 55. We know that it is becoming quite a busy railway.

On 13 June last year, a direct award was signed with Southeastern to extend its franchise for five rail periods to 10 November, with an optional extension of another five periods, which has been exercised. The franchise is now due to expire on 1 April 2020, to ensure continuity of services for passengers following the cancellation of the Southeastern franchise competition.

My right hon. Friend alluded to uncertainty about the franchise’s future. My Department’s objectives for the franchise in the near term include enhancing capacity and continuing to build on the recent improvements in operational performance and reliability. My Department is focused on determining how that can be achieved now that the competition for the franchise has been cancelled. An important consideration for my officials is to align that work with the emerging recommendations of the Williams rail review, due for publication in the next couple of months.

I highlight that because it is quite an important factor to answer one of my right hon. Friend’s questions: what could be done to sort out the problem of overcrowding and to bring in new rolling stock? It is highly likely that the Williams review will decide that franchising is not the way forward for our rail industry, and another model will be introduced quite swiftly. Within the new contracts, an ask could be framed on what rolling stock needs to operate along those routes. I gently suggest to my right hon. Friend that this debate is extremely timely because the thought processes are already happening. The whirring heard in the background is the brains of officials and others in the Department for Transport ticking over how best to include in the ask for companies that might operate those lines in future what rolling stock might be required to improve that service. Now is the best point in which to intervene to get the answer he requires.

[Adam Holloway]

On the point about the future, vis-à-vis HS2, if we had different technology—not obsolete rail technology but new technology such hyperloop— we would be able to avoid some of the problems of HS1, because pods are far more scalable than great big trains.

[Chris Heaton-Harris]

I guess my hon. Friend is slightly unlucky to have the Rail Minister in front of him; had the Minister of State for the future of transport responded to this debate, my hon. Friend would get a good 15 minutes about the wonderful new technologies becoming available on our rail network. My job is to try to ensure that the existing rail network works for the people who use it. I understand his enthusiasm for what could come this way, but I want to improve things for passengers on our railways now and, in this debate, to talk about what we can do to improve the journeys of passengers who use HS1 in the next few years, as improvements will be required.

The Williams review, which will be published very soon, will not just be parked by Government as in the normal process of reviews—we have had a few rail reviews that have reported like that in the past—but will come out in the form of a White Paper. There will be proper consultation. The Select Committee on Transport and Members will obviously take their views, and we will have a Bill in this Session—as mentioned in the Queen’s Speech—that will take the review into legislation. There will be a relatively short-term pitch for my hon. Friend to get involved in.