Tyne and Wear Metro

Andrew Jones Excerpts

Wednesday 1st July 2015 Westminster Hall

[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.