Inter-City Rail Investment

Alison Seabeck Excerpts

Thursday 9th January 2014 Commons Chamber

[Alison Seabeck (Plymouth, Moor View) (Lab)]

It is a real pleasure to follow the hon. Member for Redcar (Ian Swales). I was pleased to hear him say that we should talk about something other than High Speed 2. The money being spent on it is an issue in the far south-west, but we also have a lot of common concerns with his constituency. I thank the Backbench Business Committee for allowing this debate, which is important to my constituents and those of other Members who are in the Chamber.

I have lost count of the number of times that I and other Members with seats in the south-west have raised concerns about the need for investment in our inter-city services and improved resilience. Yet again, extreme weather is causing pressure, so we need that investment, but we keep getting batted away by London and Whitehall.

My constituents, local authorities and businesses all rely on rail connections, which have to be reliable and affordable. They also have to work around the need for freight, the importance of which I know my hon. Friend the Member for Luton North (Kelvin Hopkins) will speak about again today. He is right—if we want to grow our economy in the south-west, we need freight services that work and that fit around essential inter-city services.

We need to manage and plan growth to ensure that people are not priced off trains because of massive rises in ticket prices. Plymouth is more than three hours away from London—it can be three hours-plus-plus, depending on how fortunate people are on the day, and in the not-too-distant future it will take even longer because of the continuing works at Reading. Those works, which were started under the last Government, will make a difference, and there is no doubt that they are valuable, but they will extend the travelling public’s journeys for the moment. Of course, there is also the work on the Whiteball tunnel, which I suspect will mean a journey of closer to five hours.

We also have no air link to the city of Plymouth, and people often ask whether that is sensible for a city of such a size. Frankly, it is unlikely that there will be an airport, despite the hard work of a lot of local groups, without some guarantee of slots in London when the airport there is extended.

We have only two strategic road links into Plymouth. When I chaired the South West Regional Committee in 2010 and we reviewed transport across the south-west, the evidence that we received made it clear that the infrastructure, whether road, rail or air, was inadequate and could not support the level of growth that many local authorities and businesses feel we are capable of producing and adding to the wider UK economy.

Over the years, we have had less investment than any other part of the United Kingdom, with the possible exception of the north-east. Journeys to major cities such as Birmingham, Manchester, Leeds and Liverpool all take much longer than a journey to London and are convoluted. Part of the problem that we have on our stretch of line—the main line between Penzance and Paddington—is that to get to those cities we have to go on the slow, shared section of line between Taunton and Plymouth, which goes along Dawlish sea front and is frequently disrupted.

Inter-city train services that connect with community rail services and buses, with reasonably priced car parks at hubs, come at a price, a large part of which has to be borne by the passenger. I was gobsmacked to read the lobbying document that we received prior to the debate from the Rail Delivery Group, which made me ask whether its members ever travel on trains. The main thrust of the document was to act as an apologist for the privatisation process and laud the fact that it has

“significantly increased revenue whilst controlling operating costs.”

Really? Apparently, that has led to a financial surplus, but who benefits from that? Passengers on my wi-fi-less inter-city trains to Plymouth, who sometimes have to stand as far as Exeter, are certainly not feeling the benefit.

[Kelvin Hopkins]

I wish to reinforce my hon. Friend’s point about privatisation. Sir Roy McNulty concluded that our railways cost 40% more to operate than continental railways that are integrated and publicly owned, and that before privatisation, British Rail had—believe it or not—the highest level of productivity of any railway system in Europe.

[Alison Seabeck]

My hon. Friend makes a strong point about the different ways of managing a rail network. When we compound that with the botched franchising process, which exacerbated problems, particularly in the south-west, I think the travelling public are beginning to lose faith. Of course those companies have invested in their services, and there is no doubt that their staff are working hard to ensure that the passenger experience improves—indeed, it has improved and they deserve credit for that. I am still not sure, however, how much that increased revenue has reached down to the far south-west where we still have slam-door rolling stock.

On our line, the new fare for an anytime standard open return from London to Plymouth with First Great Western is £271, and to Penzance—where at least some consideration has been given to the needs of the area—it is £284. If families who are struggling with the cost of living decide to holiday in the lovely south-west—who would not want to come to the south-west?—that starts to look like a very expensive option, unless they can get one of the cheaper deals which, as we know, disappear very fast indeed. I genuinely feel that passengers do not think they are getting value for money.

Plymouth’s inter-city connections are vital to the city’s growth plans, yet spending per person in the south-west is now in negative real-term figures—the hon. Member for Redcar spoke about how his region is suffering in a similar way in terms of investment. How does that square with the supposed policy of regional growth? The total identifiable expenditure on rail in my region has slumped from £286 million in 2008-09 to just £218 million in 2012-13. So much for a Government who believe that growth and investment in infrastructure are linked. Actions speak louder than words.

We in Plymouth are also concerned that we are not on the strategic national corridor, which for some bizarre reason stops at Exeter and does not go on to the 15th largest city in England. As long as that continues and we are not part of the strategic national corridor, we will continue to see poor levels of investment in our routes in inter-city services. Indeed, I would go further and suggest a real lack of interest in Whitehall in any area outside that corridor.

There is no doubt that distance and accessibility impact directly on the way business costs are assessed and on the logistics of companies. It has been estimated that for every 100 minutes of travel time from London, productivity drops by 6%. Tackling that underperformance by supporting our rail links, inter-city services and connections to the main line could be hugely beneficial to the wider UK economy. We are, however, talking a little bit about jam tomorrow. I am sure the Minister will mention the benefits of electrification, but those will not percolate down as far as Plymouth—certainly in the immediate future—partly because of the unresolved issue of the line between Exeter and Plymouth via Dawlish. Any benefits of electrification are decades away, and whoever is in power after the next general election must stop pushing the issue away. That is why we must ensure—as those on the Labour Front Benches have insisted—that High Speed 2 is not some open-ended cheque, and that we keep a lock on how much money goes into it.

I have not even mentioned resilience and the importance of keeping the rail line open to rail companies as well as our local economies. Some £178 million was lost when the line was closed last year because of flooding at Exeter and further down the line, and we had no inter-city service for some considerable time. I cannot understand why it has been so difficult to get the heads of the Environment Agency and Network Rail to agree on a plan. We were told that £31 million had been earmarked for work to ensure the trains could get through, but we now hear that that has gone down to single figures. What is going on? Perhaps the Minister will answer that when he responds to the debate. Is the CEO of the Environment Agency correct when he says that cuts will impact on that type of maintenance? In questions to the Secretary of State for Environment, Food and Rural Affairs, the hon. Member for South West Devon (Mr Streeter) asked a question on that issue. Significant remedial investment is needed if the far south-west is to have more than a fair-weather inter-city service.

My key asks for Plymouth and its inter-city connections are: that the Secretary of State continue to guarantee the money for the resilience work at Exeter and beyond, and that it is clearly aimed at keeping the network open and not just blocking it off; that we get an early morning arrival in Plymouth from London, which was promised by the franchisee but appears to have drifted off the agenda, like so much else; and that we benefit from newer rolling stock, rather than the ancient units that currently serve our railway and undoubtedly slow the service down. Demand is expected to outstrip capacity on both branch and inter-city services, so we need confirmation from the Minister today that the displaced diesel stock following the electrification of the main line in south Wales will be cascaded on to the main line between London and Penzance. On that, I will finish and allow other Members to express their concerns.

--- Later in debate ---

[Sheila Gilmore]

They certainly do provide those opportunities, but occasionally I hear more about other people’s business on the train than I want to know. For that reason, I am glad to see more quiet coaches. When my father used to complain about people talking on mobile phones on the train, I used to think that he was being an old fusspot. However, I have to say that although it is good to have some sort of business interaction on the train, it would be nice not to have it right in my ear when I am trying to work. Interestingly, on the east coast main line, the quiet coaches are now the most popular and most booked up of all the coaches. That suggests that I am not in a minority on the matter. It is true to say that we can do a lot of work on trains that we cannot do flying.

[Alison Seabeck]

Does my hon. Friend agree that there is perhaps a case for a business class on some of these long-distance trains, rather than a first class?

[Sheila Gilmore]

I suspect that the quiet coach operates to a large extent as a business class. Perhaps operators should consider expanding the number of those coaches. Many people want to use that time on the train—whether it is two hours, three hours or more—productively, even if they are only recharging their batteries and reading a book or whatever. If we are serious about the environmental advantages of rail over air, we need to make that journey as productive and as comfortable as we can, and also to speed it up. The big advantage of HS2 in Scotland would be a cut in journey times, even without the high speed rails reaching us. The city centre to city centre advantage of HS2 is huge, and it works both ways. For example, 11% of employment in Edinburgh, even after the recession, is in the financial service sector. The links from Edinburgh to other financial centres are important. If we are to continue to be the headquarters of some very important financial institutions, rather than a sub-office of somewhere else, it is just as important that people can come to us as it is that we can go to them.

--- Later in debate ---

[Stephen Gilbert]

I am surprised and shocked, as I am sure my hon. Friend is, and I can only assume that the Minister has heard his pleas and that that will be part of the ongoing discussions with the train operating companies. We need trains that are fit for the 21st century so that people can use them as part of their daily routine. Where businesses use them, we need to ensure that they have wi-fi, food, sockets and, of course, toilets.

I also welcome the project to refurbish the Night Riviera, which is the sleeper service between Paddington and Penzance. It is a vital service for the business community, allowing people to come to London for early-morning meetings, spend the day here and leave again. It is welcome that we are to have additional coaches, that they are to be upgraded and that there is to be a new lounge.

One of my frustrations when I have used the Night Riviera service, much like the one that my hon. Friend the Member for Brighton, Kemptown (Simon Kirby) mentioned, has been that there are no sockets inside the cabins. Someone can sit down on the train hoping that they might be able to do some work or watch a movie on their iPad, only to lose power and have no ability to charge up their device. That is a point of detail, but I hope that the Department might be able to raise it with the people who are designing the new sleeper carriages.

[Alison Seabeck]

The hon. Gentleman will also have noticed that, as those sleeper trains are currently designed, if someone wants to stretch out on the seats because they have not managed to get a berth, of which there are too few, they find that the arms of the seats are fixed. They have to spend their time sleeping either wrapped around a fixed metal arm or on the floor.

[Stephen Gilbert]

The hon. Lady will know that, often, what happens on the sleeper train must stay on the sleeper train, but she makes a good point about the comfort of the seated part of the service. If we are to invest significant money in that important service, we need to ensure that we get it right for the future. That includes moveable arms, as she says, and sockets to charge mobile and other devices.

The introduction of wi-fi, the revamped sleeper service and the intercity express programme, which will see more rolling stock delivered to the south-west, are all welcome. For too long now, customers on the Penzance to Paddington line have had to put up with a patchy service, often with no food aboard and with frequent delays and cancellations, out-of-date rolling stock, no wi-fi, as I have mentioned, and expensive ticket prices.

The Liberal Democrat party is clear that long-term investment in our rail network can secure an 8% dividend boost to the local economy in Cornwall. One key project that I hope the Minister will address is improving signalling in the south-west. Up to £15 million needs to be spent before 2017, which Cornwall council and the local transport board are keen to co-fund. That will improve capacity on the line by creating the prospect of a half-hourly main line service, improving journey times, and helping the route absorb the predicted increase in passenger numbers. I also put on record my support for the proposed Traincare centre in Penzance, which is a £14 million investment to house the new First Great Western rolling stock and the new sleeper. It will create up to 60 new jobs and move the maintenance of the bulk of the First Great Western fleet to Cornwall.

I will conclude with a couple of parochial points that I hope the Minister and I can correspond on in the future. There is a real need for improvements to St Austell station as there is currently no waiting room on the up platform, and no disabled access between the up and down platforms. The Minister’s predecessor and I were in correspondence about additional Government funding to make those renovations. The funding has been forthcoming but the project has not yet been delivered, so I hope the Minister will be able to return to his Department tomorrow and kick the necessary people into ensuring that the project stays on time and—excuse the pun—on track. People in Newquay value the fact that over the summer months a direct Newquay to other cities service comes through the branch line into Newquay, providing much relief for local traffic, particularly on the A30. That service needs to be maintained.

In summary, in recent years the south-west has fallen behind other parts of the country in terms of rail infrastructure. The Government have taken action through the extension of the franchise to encourage investment. I welcome much of that, but we continue to need a concerted long-term approach to ensure that the entire region—Cornwall, Devon and indeed the rest of south-west England—benefits from what our rail services could, and should, be.