Transport in Bedfordshire

Andrew Jones Excerpts

Wednesday 17th July 2019 Commons Chamber

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

I congratulate the hon. Member for Luton South (Mr Shuker) and welcome the opportunity to discuss the important issue of transport in Bedfordshire. I will deal with all the points that he raised. He ended his speech by saying that there were some frustrations for a Minister in the Department for Transport. I have to say that being a Minister in the Department for Transport is a great privilege and honour, and great fun, too, but it would be nice if we could sometimes deliver projects a little more quickly in the United Kingdom. That problem has bedevilled the delivery of infrastructure and, indeed, all sorts of procurement in the UK. But we fully recognise the importance of transport underpinning the economy of our nation. The investment in transport we are making underpins economic growth and investment in social mobility and in environmental improvement—all points the hon. Gentleman made very eloquently in his speech.

It is a while since I last visited Luton, but I recall doing so and I am acutely aware that Bedfordshire is an historic county and an important county in transport terms. The hon. Gentleman mentioned the M1, and there is also the A1, the A5 and a number of key rail routes, and obviously it is home to a major international airport. Transport is critical in ensuring that his communities can work together to secure the local ambitions of a vibrant place to work and live. He also mentioned the important social function of tackling loneliness, which I entirely agree with.

Across transport modes, the Government are making a number of key investments to help drive economic growth through our transport networks. Let me start by talking about the investment in rail. I am aware of how critical rail is to the Bedfordshire economy and transport network, and the number of people who rely upon it for their daily commutes. As the hon. Gentleman highlighted, the majority of services in Bedfordshire are delivered by GTR and East Midlands, and he highlighted the particular challenge in terms of GTR performance last year. I am pleased to say that the service has been significantly better over recent months, although several external incidents have impacted on services over the past few weeks, such as some flooding and trespass on the line.

The performance of Thameslink and, indeed, the entire network in terms of punctuality is absolutely my priority. Officials in the Department are continuing to engage with GTR to ensure that performance improvements are delivered and then sustained, and I have also raised this with GTR and will continue to do so. The entire industry knows, because I have been very boring in saying nothing much else, that I expect to see performance improvements and it basically doing what it says on the tin: keeping to the timetable. That is the rail industry’s key customer pledge.

Since the timetable change of May this year, Luton is receiving an increased weekend service and passengers are seeing the benefits of the Thameslink programme, providing enhanced connectivity for Luton and Bedfordshire, and Luton and Luton Airport Parkway stations will both receive £80,000 from the GTR £15 million passenger benefits fund.

As the hon. Gentleman knows, the Secretary of State announced in April that Abellio East Midlands will operate the next East Midlands rail franchise. This new franchise will bring a host of enhanced services and passenger benefits to Bedfordshire. The service is due to start almost exactly one month from today, and Abellio East Midlands will invest over £500 million pounds in the network; this will deliver significant improvements in the quality of trains and stations to maximise and build upon the £1.5 billion investment the Government are making in the midland main line upgrade.

Abellio will oversee the introduction of a brand new fleet of trains to the upgraded midland main line from 2022, which will result in faster journeys over long distances in the peak and introduce new frequent express services from Corby through Luton into London. From December 2020, once the relevant section of the midland main line upgrade is complete, the additional East Midlands services mean that Luton Airport Parkway will benefit from an extra-fast direct, branded Luton airport express service from St Pancras every hour throughout most of the day.

This is in addition to the current East Midlands service and the GTR services, so up to 10 trains per hour will run to Luton Airport Parkway in the peak and a minimum of eight during the off peak, including twice hourly fast and direct express services. This additional East Midlands express service will also benefit Luton station, which will be served by eight trains per hour all day, up from seven, and up to 14 trains per hour during the peak, up from 12. Together, these improved services will improve access to and from Luton airport.

The points that the hon. Gentleman made about the importance of connectivity to airports were absolutely spot on. We obviously wish that connectivity to be increased through the rail network, not through the road network. These improved services will help that objective significantly. He mentioned the consultation that GTR will carry out with Luton and Harpenden passengers, which could indeed see some small targeted changes made to the timetable from December this year. GTR opted to undertake the consultation so that it could fully consider the views of both sets of stakeholders, alongside other factors such as passenger numbers, in making its decision on what represents the best balance of services on the line.

I understand entirely where the hon. Gentleman was coming from on that point, and I encourage him to ensure that all his constituents contribute to that consultation. My focus will be on increasing the capacity on the line so that both communities benefit from better services. The objective is to ensure that we do not have to worry about the allocation of rare slots and that we see the upgrades that will ensure that all communities are better connected.

The hon. Gentleman made a good point about the station at Luton, and I hope that the news that Luton is one of the 73 stations that will benefit from the £300 million Access for All funding available in this spending period has been welcomed. It is part of our inclusive transport strategy to ensure that our railways are open to everyone. I am aware that local partners, including the borough council, have aspirations for a much wider redevelopment of the station. I believe that Network Rail is working with the council to try to ensure that their proposals are integrated and will allow the Access for All phase of the development to commence as soon as possible. However, delivery of the Access for All work can progress only with the co-operation of Luton Borough Council, and I therefore hope that the current co-operation between the council and Network Rail will continue, because the project is long overdue and we want to see it delivered.

The hon. Gentleman has a very good track record of bringing people together to solve community issues on his patch, and I hope that he will continue that work to bring people together on this issue. I will be happy to take up the issue with Network Rail. He asked for urgency, and I am happy to give that undertaking. I will of course keep him updated on progress.

The hon. Gentleman highlighted the importance of local roads and congestion, and he pointed out that 54% of his constituents travel to work in their cars every day. As we know, there is congestion in the area, and congestion is a problem that we take very seriously. That is why we have made a number of investments for local transport within Bedfordshire to help to address this issue, and we will continue to invest. This includes £2.5 million towards a new Bedford western bypass and £11 million towards the regeneration of Bedford town centre. We are also funding £22 million towards the A421 dualling scheme that is being led by Central Bedfordshire Council. That £22 million investment will improve journey times and ease congestion from Fen Farm to junction 13 of the M1.

I clearly remember my visits to Bedfordshire during my time as Roads Minister. In fact, there were three visits. Two of those were related to the £162 million investment in the new link road between the A5 and the M1 north of Dunstable. I saw the project twice during its construction, and I know how important it has been in improving journey times and reliability, and in improving the quality of life in that area, because Dunstable was a real bottleneck and the town centre was being made significantly less pleasant than it could be because of the sheer volume of through traffic, particularly heavy traffic. I hope that that construction has helped to tackle that problem.

That project followed earlier investment in Bedfordshire, including the £30 million improvement to junction 10A, which the hon. Gentleman and I both visited. We visited a number of places across the constituency. Indeed, it was my honour as Roads Minister to cut the ribbon to open that new spur to the airport. I will certainly pass on the comments about the M1 south of Luton to the current Roads Minister. The smart motorway network has helped to improve the capacity and predictability of our network. The system has evolved through several iterations since the early days on the M42 many years ago, and the scheme has helped to improve capacity considerably.

Buses are a core part of local transport infrastructure, and bus use in central Bedfordshire has risen by 27% over the past 10 years. The innovative Luton to Dunstable Busway, which my Department helped to fund, has been key in increasing bus patronage in the area, allowing Luton to be reached from Houghton Regis and Dunstable in less than 30 minutes, which puts Luton’s employment opportunities, airport and fast London trains within easier reach.

The hon. Gentleman had some specific questions about bus franchising, which takes us back to the Bus Services Act 2017. Franchising is a significant responsibility, and all authorities must have a compelling case to implement such a scheme. Local decisions to move to franchising must be based on robust evidence and analysis, with the needs of passengers firmly at the centre of a council’s decisions, which can be subject to judicial review. The 2017 Act provided a suite of options, which include partnerships and enhanced partnerships. It may be preferable for local authorities to consider partnerships with bus operators to improve services in their area. Although I am no longer the Bus Minister, I am aware that partnerships have successfully helped to drive up bus usage, and they are also less disruptive, with less risk for the franchising authority—the local council. Several options are available, but I would encourage all councils to start by looking at the opportunities in the different partnership models.

At the heart of the hon. Gentleman’s speech was the importance of Luton airport to the local economy and community, and he made the case for the connectivity required to help it thrive very well. Luton is the fifth largest airport in our country, and air travel is vital across the UK and the EU for connecting people and businesses. The UK and EU have a mutual interest in maintaining closely integrated aviation markets, and both have put in place measures to ensure that flights can continue under any EU-exit scenario, demonstrating a clear commitment to maintaining connectivity. That should give Luton airport’s customers the confidence to book and fly to European destinations however we leave the EU. I am aware of some uncertainty in the press about how dampened demand has potentially led to people redirecting their holiday choices, but the key thing is that we have made great progress and that there will be a clear commitment to maintain connectivity whatever the EU-exit scenario. We want Luton’s customers—indeed, all aviation customers—to book with confidence.

I am aware of Luton Borough Council’s desire to increase the capacity of the airport and that it will be undertaking a consultation in advance of a potential development consent order application next year. As the final decision on the planning application will be taken on its merits by the Secretary of State for Transport, it would be inappropriate to comment any further, but it is good to see people working to improve the local economy and the factors that drive it.

The issue of connectivity to the airport is perhaps the fundamental point, and the hon. Gentleman has requested four trains an hour. In the development of the east midlands franchise there was a public consultation on the question of Luton airport services, and the public were supportive of the status quo, so we did not specify an increase in services to Luton Airport Parkway as a requirement. However, bidders were incentivised to propose initiatives to increase rail access to the airport that would not cause a reduction to existing services.

Passengers will benefit from a doubling of fast East Midlands services to two an hour, both to and from the airport, from December next year, and they will be modern, comfortable Luton Airport Express-branded services. The hon. Gentleman makes his case well, and I will pass on his comments to GTR and East Midlands Trains so that they both consider connectivity to the airport, as he requests.

I hope the hon. Gentleman and, indeed, Members right across Bedfordshire recognise there has been considerable investment in the county’s transport network. I simply urge local partners to identify the best solutions to address their transport problems and to build a robust and compelling case that demonstrates to Government the need for investment in key infrastructure in this high growth, high potential part of the country, delivering benefits for current users and equipping the area for future growth and success.

We have had a good debate that has covered all modes of transport. The only one we have not covered, for fairly obvious reasons, is maritime—[Interruption.] Perhaps I should not tempt the hon. Member for Luton South. There has been significant progress, and I look forward to seeing more progress delivered to improve quality of life and to drive the economy of the constituency he serves.

Question put and agreed to.

Railway Connectivity: East to West Midlands

Andrew Jones Excerpts

Wednesday 19th June 2019 Westminster Hall

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

It is always a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate the hon. Member for Nottingham North (Alex Norris) on securing this debate on this highly important issue. He articulated the importance of rail in his own area, and across the east and west midlands, highlighting its impact on reducing congestion, improving air quality and other environmental improvements, plus its role in underpinning our economy. Those are critical reasons why we should be—and are—investing heavily in rail.

I agree with points made by a number of Members about the importance of rail freight in the economy as a whole, and in the midlands in particular. It is already part of a strong logistics sector in both economies; rail underpins that comprehensively.

I receive many representations from colleagues about the rail services in their areas, typically focused on capacity and overcrowding. I will talk about cross-country, the midlands hub, HS2 and rolling stock, what we are doing now and what we are working to deliver for passengers over the next few years.

This is an exciting time for the rail industry and for passengers. We have new fleets being introduced that will help to deliver a step change in customer service. The performance of trains is one factor affecting the overall network performance. Both the Department and operators consider that to be an important part of the franchise competition process.

We are seeing a change in the operator for the east midlands franchise, which has been won by Abellio. There will be a mobilisation phase and Abellio will take over in August. It will oversee the introduction of a brand new fleet of trains on the upgraded midland main line from 2022. The new trains will deliver faster journey times over longer distances in peak periods, and new, frequent express services will be introduced, including from Corby through Luton into London. The roll-out of the new fleet will be completed by December 2023. That intercity fleet will be significantly more reliable and comfortable. The key point about capacity is that passengers will benefit from an 80% increase in the number of morning peak seats into Nottingham, Lincoln and St Pancras.

Midlands Connect is critical in planning the transport for the future of the area. It is working with HS2, Transport for the East Midlands, the Derby, Derbyshire, Nottingham, Nottinghamshire local enterprise partnership—D2N2—and Network Rail to make the case for enhanced connectivity to the new hub station at Toton. HS2 will indeed transform things, which was a point made by the hon. Member for Nottingham South (Lilian Greenwood), who is Chair of the Select Committee on Transport. It will not just improve connectivity to and from London, although that is obviously a part of it, but it will certainly transform connectivity between the east and west midlands in a positive way. That point does not always get exposed, but needs to be said. The Toton hub will be well connected to Nottingham, Derby and other mainline stations, and provide significant journey time improvements to the north and west. It is key to maximise the opportunities that will be presented when HS2 arrives in the area.

Midlands Connect is also investigating options to run services from Leicester to Leeds via HS2, transforming connectivity between the two cities, and developing a business case for additional services on the Derby-Stoke-Crewe corridor, so the east midlands can link to HS2 services at Crewe in 2027.

[Jack Brereton]

The Minister mentioned the Crewe-Derby line, through Stoke-on-Trent. Does he agree that there is real untapped potential on that line to vastly improve services, particularly to stations such as Longton, in my constituency?

[Andrew Jones]

I agree entirely with my hon. Friend; he has made a strong case for that in meetings that we have already had on the subject, and that case has been shared with other colleagues, such as my hon. Friend the Member for Burton (Andrew Griffiths). I will mention it later, but I agree entirely with the point.

Today, eight out of 10 journeys between Birmingham and Nottingham are made by road. That is not desirable. One of the key points made about the midlands rail hub was that it will help to improve east-west connectivity by doubling the number of direct services between those two great cities, cutting the journey time by more than 25% to just 50 minutes and bringing about 450,000 more people in the two cities within one hour of each other. It will enable faster and more frequent services through Derby and will include funding to examine the case for major investment to reduce conflicts between the east coast main line and Nottingham-Lincoln traffic at Newark.

I recognise how important this case is. We have received the strategic outline business case in the Department and it is going through its evaluation. The hon. Member for Nottingham North asked whether I would back the case; I cannot say that until we have concluded our evaluation, but I can say that I am extremely keen to see inter-city connectivity as a driver of economic growth, that the points he has made are spot on and that I am keen to work with Midlands Connect to take this forward. Indeed, I am meeting Midlands Connect next week. I hope that is of some interest to him.

I must mention the midlands main line, because we are seeing the biggest upgrade of the line since its completion in around 1870. The investments being made will improve long-distance passenger services between Sheffield, Nottingham and London, and services between Corby, Kettering and London. The journey time improvement and additional seats will make cities in the east midlands better places to do business in.

Market Harborough station has recently seen considerable improvements to make it more accessible and ease the curves in the track, which will increase line speed, deliver improved journey times and help to reduce fuel use. That project has been going well and saw a landmark completion earlier this month. The next east midlands franchise will deliver new bi-mode trains on routes between London, the east midlands and south Yorkshire, delivering benefits to both passengers and the environment.

However, the east midlands railway will provide additional capacity and more frequent services on routes across the east midlands, not just on the lines to and around London. Those include the route between Leicester and Nottingham, the Robin Hood line and routes in Lincolnshire. As an example, the Derby to Crewe line will see the introduction of additional capacity. The key thing here is that it has been a single-carriage service, which has not met the needs of the travelling public in the area. We will see additional capacity using modern trains, which will have air-conditioning, at-seat power points and free wi-fi.

Many trains from Crewe will be extended through to Nottingham and there will be additional morning and evening services introduced, as well as an hourly service on Sundays. That upgrade has attracted significant attention—I have had more comments on this part of the east midlands franchise than on any other—so I hope that that will be of interest to colleagues. My hon. Friend the Member for Stoke-on-Trent South has been a key champion for it.

One project that I have visited recently in the east midlands is the upgrade to signalling and modernisation of the railway around Derby to improve train service reliability. That has been an important project to unlock capacity, and I must say that when I visited it I thought it was a significant piece of work that had been achieved well by Network Rail.

A further project that is coming on stream later this year, which I have not had a chance to visit, is the brand-new station of Worcestershire Parkway, delivered by Worcestershire County Council. When it opens, the station will be served by CrossCountry services on the Nottingham-Cardiff route, providing improved journey opportunities between the east midlands and destinations in Worcestershire and the Cotswolds.

I mentioned earlier the services provided by CrossCountry; I have had significant representations from colleagues about the capacity problems on that line, because it has been so popular that it has seen huge growth in passenger numbers. CrossCountry provides local train services between the east and west midlands, with its long-distance services covering the most extensive franchise in Britain, from Scotland to Cornwall and Manchester to Bournemouth. CrossCountry offers regular direct trains from Derby to the north-east and Scotland, as well as to Bristol, Plymouth and the Thames valley. All routes serve Birmingham New Street.

Because of this extensive network, and to avoid the possibility of fettering the outcome of the Williams rail review, which is looking at the future structure of the rail industry, the CrossCountry franchise competition was cancelled last year. We are now working with the incumbent, Arriva, to develop a direct award franchise agreement. This work will consider the results of the extensive public consultation held in 2017 to deliver appropriate passenger benefits.

The key question that is consistently raised, and therefore our No. 1 priority for the next CrossCountry franchise, is providing additional capacity for passengers. We are working on a number of options to deliver additional trains for the CrossCountry fleet as they become available in the rolling stock market. The rolling stock market is going through one of its greatest changes in our country’s history. We are seeing a fleet update equivalent to when we went from steam to diesel in the UK. That is the scale of change we are experiencing, and it will free up rolling stock to add additional capacity into our network. We must remember that we are now enjoying more services on our rail network than at any point in British history.

I once again thank the hon. Member for Nottingham North for securing this debate on this important issue. We have covered a lot of ground, but I hope I have made clear that we are seeing new trains, new services, new lines and new stations. Rail in our country is being transformed, and he has made a great case for east-west connectivity in the midlands. I am happy to keep colleagues informed and I look forward to working with Midlands Connect and other bodies in the area, because I strongly believe that rail is a key driver of economic growth, environmental improvement and social mobility. Before closing, I will just highlight that the Government fully understand that, and it is why we have secured a record investment of £48 billion for our rail network over the next five years and are investing £1.5 billion in the midlands main line upgrade—the biggest since its completion 150 years ago.

There was one question about infrastructure spend by the different parts of our country and I have some updated information that the House might like to know: the infrastructure pipeline data from the Infrastructure and Projects Authority shows a per capita spend of £236 for the midlands for the period from 2018-19 to 2020-21, which is the same as the south and just a little bit behind the north. We are seeing a radical change in the infrastructure spend across the country, as we believe strongly that the economy of our country needs to be rebalanced. Underpinning that is a rebalancing of our transport investment, and at the heart of that is work in the midlands.

Question put and agreed to.

Resolved,

That this House has considered East to West Midlands railway connectivity.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 13th June 2019 Commons Chamber

[Melanie Onn (Great Grimsby) (Lab)]

10. What steps he is taking to ensure the accountability of Network Rail to its customers.

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

The Department sets the strategy for Network Rail. Its priority is to deliver a safe and efficient railway for passengers, freight customers and the taxpayer. The Secretary of State and I regularly meet Network Rail on its financial performance and progress against the aims set out in its delivery plan. The “Putting Passengers First” programme is built around issues facing the industry. We are engaging with Network Rail as it implements this programme.

[Melanie Onn]

Can the Minister tell me of any other publicly funded body that provides a service to 500 people every day that can decide to close that service, as Network Rail has with the Suggitt’s Lane crossing, without any consultation whatsoever?

[Andrew Jones]

We had a very good debate on the Suggitt’s Lane level crossing only last week in Westminster Hall. Network Rail is accountable to the Secretary of State, but that does not mean that we can interfere or overrule its operational decisions. However, I have undertaken to meet Network Rail to ensure that it is aware of the views of the hon. Lady and my hon. Friend the Member for Cleethorpes (Martin Vickers). I met some of the people who had travelled down from the area to understand their views and will ensure that Network Rail is fully sighted on those views.

[Tom Pursglove (Corby) (Con)]

Network Rail made a mistake when it demolished the Leyland bridge, which links my constituency and that of my hon. Friend the Member for Wellingborough (Mr Bone). I am pleased to say that, with the Minister’s help, it is going to be rebuilt, but will he help us to keep the pressure up and ensure that those works are completed as soon as possible?

[Andrew Jones]

I will be happy to keep up the pressure. I recognise what a long-standing issue this is for my hon. Friend’s area and how hard he has campaigned on it, and I would be very happy to help.

[Nick Smith (Blaenau Gwent) (Lab)]

The Ebbw Vale to Cardiff line is a successful train service, but future improvements will require joint working between the Welsh Government, Network Rail and the Department for Transport, so will the Minister agree to meet me to help to secure extra investment for this crucial Valleys line?

[Andrew Jones]

I will of course happily meet the hon. Gentleman. The “Putting Passengers First” programme is all about greater collaboration and customer focus in the industry. I am happy to take that matter forward with the hon. Gentleman.

[Martin Vickers (Cleethorpes) (Con)]

As the hon. Member for Great Grimsby (Melanie Onn) pointed out, and as the Minister is well aware, residents in Grimsby and Cleethorpes are very angry about the closure of Suggitt’s Lane level crossing. I appreciate the Minister’s help and assistance, but the reality is that there is no real accountability on this issue. If the community cannot hold Network Rail to account through their elected representatives, surely it is now time to look again at the existing legislation.

[Andrew Jones]

My hon. Friend has campaigned vigorously on this issue, and I know that he chaired a meeting on 31 May between Network Rail and North East Lincolnshire Council to discuss the issue and options for alternative provision, with specific reference to the Fuller Street bridge. I understand that Network Rail has agreed in principle to contribute to the enhancement of that bridge, should it prove viable. The key point is to make sure that the views of all those involved are considered and that we come to a happy conclusion as quickly as possible. I am happy to work with all sides to help to achieve a positive outcome.

[David Linden (Glasgow East) (SNP)]

One thing that would help with Network Rail accountability would be the devolution of that responsibility to the Scottish Government. If the Conservative party is committed to devolution and strengthening the United Kingdom, when will it devolve control of Network Rail to the Scottish Government?

[Andrew Jones]

Devolution was not recommended as part of the broader review of powers, but I will of course make sure that the hon. Gentleman’s views are considered by the Williams rail review.

[Paul Blomfield (Sheffield Central) (Lab)]

12. What steps his Department is taking to improve the (a) safety and (b) regulation of taxi services.

--- Later in debate ---

[Mr Philip Hollobone (Kettering) (Con)]

13. What estimate he has made of the number of weekday train services northbound from Kettering on the main line under the (a) existing and (b) new train franchise.

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

Currently, on average, two East Midlands trains per hour call at Kettering northbound on weekdays, with one going to Corby and one to Nottingham. From December 2020, double the number of trains will call at Kettering: two will be on a dedicated St Pancras to Corby service and two will be on the long-distance Nottingham service.

[Mr Hollobone]

Kettering is a well-used, popular station with rising passenger numbers. Will the Minister confirm when electrification will arrive at Kettering and what other benefits to passengers there will be from the new train franchise?

[Andrew Jones]

The roll-out of the midland main line electrification is obviously a key project, and I will keep the House posted on its progress. I can inform my hon. Friend that the station will get many new benefits from the East Midlands franchise. They will include station wi-fi, LED lighting and help points. There will be improved lay-out and a bus interchange, a multimodal customer information system, drinking water fountains, customer lounges, refurbished toilets, new cafés, customer waiting areas, a third-party west side station entrance development, 60 new secure cycle spaces, six electric vehicle charging points, ANPR car park technology, 200 additional car park spaces and air quality monitors. Basically, it is all happening at Kettering station.

[Mr Speaker]

Indeed, and no one knows how to excite and inspire better than the Minister. We will now hear from North Ayrshire and Arran, apparently in relation to matters Kettering. The mind boggles, but we are about to be enlightened.

[Andrew Jones]

That was a very entrepreneurial link, Mr Speaker. As soon as the Scottish Government start using the powers that they have, they will be more credible when they ask for more.

[Damien Moore (Southport) (Con)]

15. What steps he has taken to increase rail connectivity between coastal communities and cities in the north-west.

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

Northern is now running an extra 2,000 services per week compared with two years ago and is introducing major improvements for its customers, including 101 brand new trains, which will be operating on the network from this summer. This is part of a major programme of rail investment across the north, which will see room for more than 40,000 passengers at the busiest times and will help transform the rail experience for coastal communities travelling into the cities.

[Damien Moore]

The hourly service from Southport to Manchester Piccadilly is absolutely vital for residents and businesses in Southport. Will my hon. Friend and the Department for Transport join Network Rail in supporting my bid to restore the hourly service from Southport to Manchester Piccadilly in the December 2019 timetable?

[Andrew Jones]

My hon. Friend is a great champion of rail services in his area, just as he was of the Access for All bid for Hillside station. I appreciate how vital it is to have regular and reliable train services. I am aware that an additional service was added in the May ’19 timetable, and we are working on an extra service for December. Obviously, I am very happy to keep the pressure up and will keep him posted as we make progress.

[Neil Gray (Airdrie and Shotts) (SNP)]

16. What steps he is taking to ensure that public transport is accessible to disabled people.

Bus Drivers’ Working Hours

Andrew Jones Excerpts

Thursday 6th June 2019 Westminster Hall

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

It is always a pleasure to serve under your chairmanship, Sir Graham, and I congratulate the hon. Member for Warwick and Leamington (Matt Western) on having secured this debate about local bus drivers’ working hours. I should probably also start with an apology: I am not the bus Minister. My hon. Friend the Member for Wealden (Ms Ghani) is away on an overseas ministerial visit, which is why I am covering for her in today’s debate. However, I understand that she has been very engaged with this issue and met the hon. Member for Warwick and Leamington, together with the family of Rowan, to discuss it on, I believe, 7 May. She has promised to look into the concerns raised; she is doing so, and she will write back to the family through the hon. Gentleman very shortly.

Before turning to some of the issues, let me join colleagues in paying tribute to Rowan’s family for their work. I must say that it is astonishingly brave, when something must be acutely painful, to draw something so positive from it by campaigning to see that other families do not have to suffer as they have suffered. That is noble and brave work, and we as a House should recognise it.

The Government are committed to ensuring that the bus industry complies with the current law, including its duty of care to passengers. As promised, my hon. Friend the Member for Wealden will press that with the industry at every opportunity. We all agree that the tragic accident that occurred in 2015 in Coventry should never have happened and must never be allowed to happen again.

However, the Government are not convinced that amending the local drivers’ hours legislation is the answer. A number of pieces of legislation already exist to regulate the bus industry, which together should have stopped this tragic accident happening. It might be helpful if I detail some of those.

There is a general duty of care under the Public Service Vehicles (Conduct of Drivers, Inspectors, Conductors and Passengers) Regulations 1990, which set standards for bus companies and their drivers, to ensure safety for their passengers. The GB domestic drivers, hours rules in the Transport Act 1968 limit bus drivers to 10 hours daily, with 30 minutes’ break after five and a half hours and a daily rest of 10 consecutive hours.

There are the general Working Time Regulations 1998, which limit the working week to an average of 48 hours—although I am aware that of course individuals can opt out of that requirement if they choose to—and provide an entitlement to adequate rest. There is also health and safety at work legislation, which places a duty on employers to ensure the health and safety of their employees and others who may be put at risk by their work activities. That includes a duty on employers to manage the risks from fatigue, irrespective of any individual’s willingness to work extra hours.

Colleagues have made some comments about the legislation in other countries, so I should perhaps just clarify that. A point was made about not adopting EU regulations, but the EU regulations do not apply to local bus drivers. No EU regulation of local bus driver hours exists. Is fatigue covered? Yes, most certainly it is; it is right at the heart of health and safety legislation, which includes a duty on operators to manage fatigue. The safeguards we have in place should have prevented the tragedy of that terrible crash in Coventry, had they been properly followed. The point, of course, is that they were not.

[Matt Western]

On that point, it is my understanding that this is a derogation and every country can derogate from the EU directive on local bus driving hours. However, in the two examples I gave, Germany and the Netherlands, they abide by the 56 hours and the 90 hours for a fortnightly period. My simple premise is, why can we not have consistency between the hours worked by a long-distance bus driver or HGV driver and those worked by a local bus driver? As I said, is it not bizarre that a box of cornflakes is more likely to arrive at its destination safely than a seven-year-old child?

[Andrew Jones]

I remind the hon. Gentleman that, as I understand it, there are no EU regulations that apply directly, so the read-across is not absolute, and we have other legislation in place. However, as with all the comments from colleagues here, I will, of course, make sure that I go back and discuss that with my hon. Friend the Member for Wealden, who is the bus Minister and is taking this case forward, to ensure that they are all absolutely understood. The key point, I think, is that a difference has been seen in the style of driving and the recognition of driving, with different stoppage patterns, but the point about fatigue is correct and that is why it is built into health and safety legislation.

I will press on to talk about the incident. We have a legislative framework in place and it should have been followed. It was not followed. While the driver in question was within the working hours limits—a point made by the hon. Member for Warwick and Leamington—there had been multiple warnings that he should not have been behind the wheel that day, including numerous passenger complaints, which were not acted upon.

Although I am sure this is of no comfort at all to Rowan and Dora’s families, the bus driver was found guilty in his absence of causing death by dangerous driving, and the bus company was found guilty under the Health and Safety at Work etc. Act 1974 of putting members of the public and its own staff at risk and was fined £2.3 million. Following the bus operator’s conviction, the traffic commissioner held a public inquiry on 30 January this year to consider the operator’s good repute.

As part of the inquiry, the operator listed the actions taken since the October 2015 accident with a view to preventing such an accident from happening again. Those include medical reviews of drivers over 70, which now take place every six months rather than the statutory requirement of every 12 months. Any driving instructor’s report highlighting a need to restrict a driver’s hours must now be brought to the attention of the company’s operations director and managing director. Instructions and advice about such restrictions must now be issued in writing. The company has limited casual drivers to 40 hours, work per week since the incident and, since 5 January this year, has ceased using casual drivers altogether.

The traffic commissioner published his decision in March this year. On top of the £2.3 million fine imposed by the courts, the traffic commissioner took the regulatory action of varying the company’s licence to reduce the number of vehicles it could operate for a 28-day period. That regulatory action was a strong warning to the company, and through the company to the entire industry, that it had failed to come up to expectations in ensuring the safety of its staff and other road users, and that if such a failure was ever repeated, the complete loss of its right to operate would be the likely consequence.

It is important that we look at every opportunity to raise awareness of the lessons learned from this tragic accident and the importance of continuing to improve safety. The hon. Member for Reading East (Matt Rodda) spoke about how safety should be at the heart of our transport networks. That point was also made by the hon. Member for Poplar and Limehouse (Jim Fitzpatrick). We have discussed it on countless occasions, and he knows that we are in exactly the same place in placing great priority on road safety.

[Matt Western]

Does the Minister sense that there is possibly under-resourcing or under-capacity in the enforcement of what should be going on with these bus companies and through their depots? How much random independent checking is going on to ensure that they are conforming to existing legislation?

[Andrew Jones]

That is an important point. The traffic commissioner is the regulator and responsible for the licensing and regulation of public service vehicles, which includes enforcement and prosecution where appropriate. We also have the DVSA—the Driver and Vehicle Standards Agency—which carries out monitoring and compliance checks. Those can include not only routine checks, but reactive or proactive checks where there is evidence that an operator is non-compliant or an issue has been reported.

There are methods in place, with checks and balances, to be reactive in response to information or proactive if necessary. Those checks can include looking at the logs of drivers’ rosters and considering the health and wellbeing of drivers. Those are the two methods through which the regulations can be enforced.

[Jim Fitzpatrick]

I am grateful to the Minister for that further explanation of the checks and balances in the system. Given the numbers of complaints that he catalogued that were recorded against this driver in the days, weeks and months preceding the tragic crash, is he reassured by the traffic commissioner and the other authorities that cases of drivers such as the one responsible, who got away with so much for so long, will not be able to be repeated because of the example of this case, where clearly the system did not work?

[Andrew Jones]

That is at the heart of what is happening. The system has not worked here, and the points about how we take that forward and improve the enforcement and vigour of the regulation are central to where we need to go. That is a point that I will be taking from this debate and taking to my hon. Friend the bus Minister in our meetings next week, when she is back from overseas.

It might be helpful if I updated the House on some of the data involving buses. We all need to see a continuation of the long-term trend of improving road safety in the UK. Colleagues in the House have made a significant contribution to that over a sustained period, and we all owe them a duty of thanks. It has led to the UK—along with, I think, Sweden—having the safest roads in the world. There are still significant areas where we need to make more progress, but we should look at that sustained cross-party initiative with some pride, although we recognise that there is no room for any complacency anywhere at all.

On that point, the hon. Member for Poplar and Limehouse asked about the new Minister with responsibility for road safety. My hon. Friend the Minister of State, Department for Transport, is not here and I should be a little cautious about putting things in his diary, but I am absolutely confident that he will wish to engage strongly with the all-party group. I will also pass on to him the comments made about the updated road safety statement.

Fatal road accidents involving buses have been falling over time. The number of buses involved in fatal road accidents, per billion vehicle miles, has fallen by 36% in the last 10 years, so there is a positive downward trend and we want it to continue. It needs to be kept in mind that the GB domestic drivers’ hours rules set maximum limits, to give some flexibility to the bus industry, and do not reflect drivers’ normal working patterns. Figures from the Office for National Statistics show that, on average, in 2017 bus drivers worked 42 hours a week, which is within the 48 hours average limit allowed in the general working time rules. The bus Minister has promised to look into the robustness of these figures, and it is of course some of the outlying figures, rather than the average, that we need to focus on here. The average is perhaps not showing the entire picture, which is why that further work needs to be done.

[Matt Rodda]

I thank the Minister for his detailed exploration of the figures. Perhaps he would agree to ask his ministerial colleague to write to me and to my hon. Friend the Member for Warwick and Leamington, detailing, as he said, some of the outlying figures and giving a much fuller picture of the statistics on this aspect of bus safety, and perhaps also indicating the level of resources for the traffic commissioners’ office at present.

[Andrew Jones]

I will certainly pass that request on. I know that my hon. Friend is already planning to write to the hon. Member for Warwick and Leamington, but I will pass that request on very happily.

Following its inquiry, the Select Committee on Transport published its report entitled “Bus services in England outside London” on 22 May. One recommendation in the report is that the Government consult on whether legislation governing GB drivers’ hours is still fit for purpose or should be amended. The Government are currently considering the recommendations in the report and will of course publish a response in due course.

The Department for Transport did conduct an extensive review of the effectiveness of the GB domestic drivers’ hours rules in 2009-10. That looked at whether these vehicles should fall under any of the provisions in the EU drivers’ hours rules. At that time, the Government decided not to make any changes, concluding that the existing rules are both important and appropriate in ensuring the safety of drivers and others on the road and that any further restrictions could risk placing further burdens on the sector, but it is clearly appropriate to keep monitoring this. As new data becomes available, it should obviously inform our decision making.

I understand from the Confederation of Passenger Transport UK, the main trade association representing the bus industry, that the accident that we have been discussing and the resulting court case have already had an impact on the sector. The public inquiry illustrated that a complex chain of organisational and management factors or unsafe acts contributed to this terrible incident.

As the hon. Member for Reading East highlighted, buses are a vital industry. It is important that we support the bus industry to thrive, while ensuring that safety is at its heart. I absolutely agree with that. It is why we have the Bus Services Act 2017. We of course need to have a transport sector that has safety at its heart.

The hon. Gentleman talked about the decline in passenger numbers since 2010. I should perhaps point out that we have actually had a decline in passenger numbers for several decades. It did not start in 2010—frankly, it probably started long before I was born.

The hon. Gentleman also talked about investment in the sector. We have obviously seen pressures on local government finance in particular, but the national support for buses, through the bus service operators grant, has been protected at a quarter of a billion pounds, and that has been in place for many years.

The Bus Services Act is all about giving greater powers to local authorities. At the heart of those is partnership, but there could be franchising as well. We want to see a thriving bus industry, with safety at its heart and passengers at its heart, providing for the sustainable, secure movement of people around our country. That new set of powers, which are still being worked through by local authorities up and down the country, is at the heart of how we are seeking to take that forward.

In addition to the Bus Services Act, the industry is currently considering a bus safety strategy. As a Department, we welcome the bus safety strategy. Industry groups such as the Urban Transport Group have been considering what a strategy might include and delivering research into other sectors, such as rail and aviation, that have effective near-miss reporting systems in order to understand how near misses are reported and acted on. If there are lessons to be learned from other sectors, we should seek to learn them. The aviation sector has a very good track record, and interestingly that has been used as a template for how we can do reporting and for changing the culture in areas of public life such as our health service.

The public inquiry illustrated that in this case there were multiple reports of unsafe acts or near misses, and the failure to act contributed to this terrible incident. Department for Transport officials are working with the Urban Transport Group as it develops the strategy, and I know that the lessons learned from this incident will be fed into the development of the strategy. It is important to know that. I hope that it will be of some comfort to the families of Rowan and Dora that the lessons from this incident are being fed into the development of safety strategies.

Both the industry and the Government are determined to minimise the chances of this crash ever being repeated. There is strong consensus across the industry that there is no substitute for a closely managed culture in which safety is paramount. As a Government, we take this issue very seriously and will continue to press the bus industry at every opportunity to continue to improve its policies and procedures and ensure that it complies with all its legal duties, so that no driver gets behind the wheel of a bus who is not safe to drive that bus.

As I have said, I will be meeting the bus Minister next week so that she knows the content of our debate. I will ensure that all the points made by colleagues here are taken forward and she is fully sighted on them, and that we maintain the progress that is being made on road safety in general and bus safety in particular.

I would like to finish by paying tribute once more to Rowan’s family for their bravery and dignity in handling what must be so difficult an issue and seeking to draw something so positive from it.

Suggitt’s Lane Level Crossing

Andrew Jones Excerpts

Tuesday 4th June 2019 Westminster Hall

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

It is always a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate my hon. Friend the Member for Cleethorpes (Martin Vickers) on securing this important debate. We should also recognise and thank the local residents who have come down to observe the debate for their perseverance in raising this important issue—and their perseverance in getting into the building when it is pretty lively outside. I will talk briefly about the railway more broadly and level crossings in general before addressing Suggitt’s Lane.

We must recognise that rail is a critical part of our national economic infrastructure, offering safe journeys to work and facilitating business and leisure travel. It also moves millions of tonnes of freight around our country, relieving congestion on our roads. We are seeing a real boom time in the rail industry, with passenger numbers having doubled since privatisation in the mid-1990s.

I want to see more progress made, with that success built on by improving and extending services wherever viable, as well as ensuring that we see more frequent and better services to places such as Cleethorpes, which is a point my hon. Friend has made to me many times. He is a champion of this issue, particularly on a direct service to London, which was the subject of our last meeting. However, the growth in rail and rail freight comes at a cost: a more heavily used network can bring greater safety risks to passengers and the public, particularly at stations and level crossings, and that leads to difficult choices for Network Rail to make as it seeks to deliver faster and more frequent services; of course, it must not compromise on safety while doing so.

There are no easy solutions. I recognise the responsibility that Network Rail has in making operational decisions as the duty holder for Britain’s railway infrastructure—indeed, Ministers cannot overrule decisions made on safety issues—but the point raised by Members about accountability was well made. I will take that away from the debate.

There are 7,000 level crossings across our mainland rail network, with different types of crossing based on the different levels of risk. These range from open passive crossings, with no barriers or gates, for where trains are infrequent and speeds are low, to crossings with full barriers monitored by CCTV and with telephones.

Level crossings of whatever type are safe when used correctly. Absolute safety may be an impossible goal—we should aim at it, though—but it is important that the right type of crossing is used at a location to achieve safety with minimum delays to the surrounding community, whether on foot or on wheels. The factors that are taken into account include the speed and number of trains; the volume and type of road traffic; the nature of private use; the number of pedestrians; and the location itself. Clearly decisions have to be made locally, because what is appropriate for a quiet country road is totally different from that for a busy urban area.

Ninety-six per cent of accidents at level crossings are considered to be caused by either driver or pedestrian action, whether intentional or unintentional. Safety, therefore, clearly can be compromised in this area. Statistics show that the safety record of level crossings in this country is among the best in the world, but we always seek ways to improve safety.

Level crossings now represent the single biggest source of risk of train accidents—those with the potential for multiple deaths. I therefore agree with Network Rail’s initiative to minimise the number of level crossings on the network, but that must be done in a proportionate way that takes people with it. Network Rail has to focus on improving the operation and maintenance of level crossings; a risk assessment programme to identify where additional action may be needed, which certainly includes the safety impacts of any diversionary routes; measures to promote the safe use of level crossings; and, where feasible and appropriate, closing crossings altogether if the opportunity arises.

Let us focus on Suggitt’s Lane, which Network Rail told me it decided, with a heavy heart, to close permanently. That is in line with its statutory duties as the managers of our rail infrastructure. On the legal position, Suggitt’s Lane was established as a private level crossing to serve a local fishing business in, I believe, the 1860s. That business has ceased, and there was no public right of way at that crossing; it was just for the business. That position was confirmed in discussion with North East Lincolnshire Council and in Network Rail’s own investigation.

Let me explain what brought Network Rail to its decision. It observed a number of potentially fatal incidents at the level crossing, including young children crossing unattended, people walking on the tracks and motorcyclists using the crossing. My hon. Friend and the hon. Member for Great Grimsby (Melanie Onn) highlighted the 15 near misses recorded in the past 10 years, which are in addition to those examples. Evidence suggests that other incidents may have gone unreported.

[Melanie Onn]

Does the Minister accept that only one incident has been recorded with the RAIB, and that was back in 2005?

[Andrew Jones]

I recognise that point. The RAIB records are clear—that is the truth—but we always try to avoid the need for the RAIB to get involved, because its involvement means there has been an accident. This is about trying to ensure that accidents do not happen.

Network Rail has concluded that, having taken action with the British Transport police to improve public awareness and use of that crossing, no infrastructure can be installed to address its concerns. As my hon. Friend the Member for Cleethorpes will be aware, Network Rail held a public information event on 22 March at which it explained that, in its view, closure was the most effective option for ensuring the safety of the public.

From comments in this place, from media coverage in the local paper, which I have looked at, and from the fact that people have made a great effort to join us at this debate, it is clear how the closure has affected local users, how strongly people feel about that, and how it has also affected some businesses on the promenade. I understand that entirely. To balance against that, I also understand why Network Rail made this difficult decision. It is not a straightforward matter, and there is no ideal alternative.

I am aware of the provision at Fuller Street footbridge and recognise the point, which was well made by my hon. Friend, about the lack of access there for people with reduced mobility. It was interesting to learn that that is a significant concern among his constituents. My hon. Friend chaired a meeting last Friday with Network Rail and North East Lincolnshire Council to discuss the options for that bridge in more detail. I understand that Network Rail has agreed in principle to contribute to enhancing the bridge, should that prove viable, and that it and the council will send engineers to review the bridge in the weeks ahead.

[Martin Vickers]

Will the Minister give way, just for 10 seconds?

[Andrew Jones]

Yes.

[Martin Vickers]

Will he acknowledge that it would be wasteful to spend any public money on that project, because the risks are so minimal? The money should be spent where there is more risk.

[Andrew Jones]

We have obligations to keep our rail network as safe as possible. The definition and calculation of risk is a key factor in deciding where money is spent. It is important that we have a dialogue between the local council and Network Rail to look at all the options and come to an effective permanent solution, which can and must be found. That could mean work at Fuller Street or other areas, but I want to ensure that people are talking locally about a local solution to a local problem.

The challenge has been well articulated by Members. Network Rail will have been following the debate, and I will ensure that it picks up the content of our discussions and addresses the concerns that have been expressed. I will write to both hon. Members and, through them, to their constituents.

We have a difficult situation where a local community has been affected by an organisation charged with safety seeking to improve safety. In this case, we are not seeing what an agreement might look like. That is of some regret, but we must work harder to try to reach a solution that all sides will be happy with, keeping the community together and making sure that people can travel safely in and out of Cleethorpes.

Motion lapsed (Standing Order No. 10(6)).

Draft Community Infrastructure Levy (Amendment) (England) Regulations 2019

Andrew Jones Excerpts

Wednesday 15th May 2019 General Committees

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

I beg to move,

That the Committee has considered the draft Community Infrastructure Levy (Amendment) (England) Regulations 2019.

It is always a pleasure to serve under your chairmanship, Mr Hanson. Crossrail is one of the most iconic infra- structure projects anywhere in the world. Although it is situated in London, it is a project of national importance and its benefits will continue to be felt across the UK. Some 96% of opportunities to work on the project have been awarded to UK companies, 62% of which are based outside London.

The delays and cost challenges during construction are deeply disappointing. Following Crossrail’s announcement last August, the Department for Transport, together with the joint sponsor, Transport for London, commissioned KPMG to undertake independent reviews of Crossrail’s governance and commercial and financial arrangements. Those reviews have now concluded, and their 125 detailed recommendations are being implemented to strengthen governance and financial and commercial processes. Those recommendations include changes to the leadership of the Crossrail Ltd board by bringing in a new chairman, deputy chairman and non-execs.

Since August, Crossrail, a wholly owned subsidiary of TfL, has worked extremely hard to establish a new approach to opening the railway, and on 25 April it announced that it had completed a new plan to open the central tunnelled section and had identified a six-month delivery window with a mid-point at the end of 2020. That is an important update, because it lets passengers know when they can expect to benefit from faster and better journeys. Crossrail Ltd will make every effort to deliver the service as early as possible.

That leads me to the core of the draft regulations. As hon. Members will recall, I announced in my written ministerial statement on 10 December that the Government, the Mayor of London and Transport for London had agreed a financing package to deliver the remainder of the Crossrail project and to open the Elizabeth line to passengers in a safe and timely way.

Although the benefits of the project supply chain span the breadth of the UK, the project must be completed in a way that is fair to UK taxpayers and that enables London, the primary beneficiary of Crossrail, to bear the additional costs. The KPMG review of Crossrail’s finances indicated that the likely range of additional capital required because of the delayed opening could be in the region of between £1.6 billion and £2 billion. That includes the £300 million that the Department for Transport and TfL contributed in July 2018, which leaves between £1.3 billion and £1.7 billion to cover the predicted additional costs of the project.

As part of the overall financing package of £2.15 billion, the Department for Transport will provide a loan of up to £1.3 billion to the Greater London Authority, which intends to repay the loan via London’s business rate supplement and the mayoral community infrastructure levy. The GLA will provide a £100 million cash contribution, which takes its total contribution to the package to £1.4 billion. As the final costs of the project have yet to be confirmed, a contingency arrangement has been agreed between TfL and the Department for Transport. The Department will loan TfL up to £750 million in the event that further finance is required for the project.

The draft regulations create the power for the Mayor of London to apply community infrastructure levy receipts to fund capital borrowing for Crossrail. Consequently, the GLA will be able to borrow against future CIL receipts to direct a grant to Transport for London to fund the completion of the Crossrail project. The funding arrangement in the draft statutory instrument will cease once the final loan payment has been made. The amendment affects London only and the borrowing power will be limited to Crossrail 1 only.

From a purely technical perspective, the draft regulations form an amendment to regulation 60 of the Community Infrastructure Levy Regulations 2010. This is a small measure, but it is large in scale given its importance to the project. It extends the powers of one person for one project, for a limited period.

I remind the Committee that Crossrail is a fantastic project for our country. It has supported 5,000 full-time jobs, and has delivered 1,000 apprenticeships and 70,000 supply chain opportunities. Once opened, it will transform the travel experiences of a projected 200 million passengers a year. It will help to deliver £42 billion of benefits to the UK economy. It is an essential project that will benefit future generations, and by approving the draft regulations the Committee will support its delivery as quickly as possible, in a responsible manner.

--- Later in debate ---

[Andrew Jones]

I thank my hon. Friend the Member for Sutton and Cheam and the hon. Member for Bassetlaw for their points. Let me reiterate a few things. First, we need to separate out exactly what this debate is about: it is about powers, not about the project.

I say to my hon. Friend that when the Mayor and TfL approached the Department, we were very keen to help to get this project over the line. That is the key point. This is a great project, which will benefit Londoners, and I am really looking forward to seeing it open. I had the opportunity to go down one of the tunnels and see the work in progress, and I was very impressed by what I saw. The project will change the travel expectations of Londoners, because the stations and lines are huge.

Some of the questions asked by the hon. Member for Bassetlaw were, frankly, not about this draft statutory instrument; they were about travel and planning more broadly, but let me say a few things. The cost-benefit analysis that is performed when projects go through their development stages looks at how transport and infrastructure as a whole will unlock economic activity. That is how the broader benefits are calculated in the benefit cost ratio calculations during the course of a project’s development.

This project will benefit the constituents the hon. Gentleman serves in a couple of ways. First, there were opportunities in the supply chain. He represents a constituency in Derbyshire—

[John Mann]

Nottinghamshire.

[Andrew Jones]

I beg the hon. Gentleman’s pardon. Nottinghamshire has at its heart a hub of engineering and rail expertise in the UK. Some of his constituents will have worked on projects to deliver Crossrail.

The proposal to use the mechanism to repay the loans did not come from KPMG but from the discussions between the Department, the GLA and TfL. On the question whether the contingency loan could be used to repay it, the answer is yes: this is about using the money specifically to repay on Crossrail 1 in full. It is timed to come to a conclusion—there is a sunset clause—after the last possible repayment date for the loan.

On the question whether the measures can be used by other councils, the answer is no. They apply to a mayoral CIL and there are no other mayoral CILs in the country. The draft statutory instrument does not extend the powers anywhere else, so they do not apply to the hon. Gentleman’s council. It is specific to the Mayor of London, for a specific project and specific time, and after that the powers will finish.

[John Mann]

Before we vote, could the Minister tell us whether the Government have plans to bring forward comparable regulations that will allow everyone else’s councils to act pre-emptively and offset the CIL against borrowing for infrastructure needs and major developments? That is the one thing in these proposed regulations that attracts me to them. The Minister has logic. If there are no plans, will he consider spreading a sensible approach to financing so that everyone in the country can benefit if their council wishes?

[Andrew Jones]

That is a series of local government powers, but I am not a Local Government Minister. I am working with Local Government ministerial colleagues and will relay the hon. Gentleman’s point to them. I have no idea where they are planning to take this. I know there is a piece of work looking at usage under a future community infrastructure levy. I agree with the hon. Gentleman’s basic point that it is appropriate to construct infrastructure alongside and in advance of development, either residential or commercial. That is one of the underlying principles of the national productivity investment fund.

[Mr Mark Harper (Forest of Dean) (Con)]

I had not planned on intervening, but I was listening carefully to the sensible questions asked by the hon. Member for Bassetlaw. On his first point about how this benefits his constituents, the answer that the Minister did not give is that London generates a tremendous amount of tax revenue. My understanding is that it is the only region of the country that generates more tax revenue than it consumes in public spending. Therefore, whether we like it or not, it does subsidise the rest of the country. If we invest in London and it generates more growth, that benefits all our constituents.

What follows from that, which is the second point that the hon. Gentleman raised, is that we want more investment in other parts of the country. I therefore urge the Transport Minister to consider applying this particular method to some of the big infrastructure and transport projects required elsewhere in the United Kingdom. That may be a route to getting them developed more quickly, so that other parts of the country can join London in generating more tax revenue and economic growth.

[The Chair]

Order. I am being very generous in allowing discussion, but the draft regulations include the word “London” and cover the powers of the Mayor of London and the CIL in relation to London. Although other areas may be of interest, and I have allowed the principle to be discussed, I want the Minister to focus on London.

[Andrew Jones]

I will detain the Committee for a very short moment. As my right hon. Friend the Member for Forest of Dean says, it is absolutely true that London is an economic powerhouse for the rest of the country. The thought had occurred to me in preparing for the debate, and it was good to hear him say so. I will also take away his interesting point about mechanisms for developing spending in other areas. We need transport expenditure to be spread right across the country, as it is an unlocker of economic growth. I should like to point out, however, that National Infrastructure Commission projections of current spending show that more is being spent in the north than in the south. That is clear recognition that transport investment needs to be spread everywhere.

I hope I have answered colleagues’ questions. I do not think this is a particularly controversial measure. The mechanism will help deliver what I think colleagues will see in due course as a really exciting transport project benefiting not just London but the rest of the UK.

Question put and agreed to.

East Midlands Rail Franchise

Andrew Jones Excerpts

Tuesday 7th May 2019 Commons Chamber

[Andy McDonald (Middlesbrough) (Lab)(Urgent Question)]

To ask the Secretary of State for Transport to update the House on the bidding process for the East Midlands rail franchise.

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

As has previously been confirmed in a written ministerial statement and at the Dispatch Box on several occasions, Abellio was awarded the contract after presenting the Department with a compliant bid, following a rigorous competition that was consistent with public procurement rules. Our assessment of bids has been comprehensive and fair and I have absolute confidence in the process. It was a fair, open competition and Abellio provided the best bid for passengers, in which it demonstrated that it would not only meet but exceed the Department’s specifications. The Department’s procurement process is absolutely clear: submitting a non-compliant bid that rejected the commercial terms on offer, as Stagecoach chose to do, can lead to disqualification.

We have a winner. Abellio won the competition with a compliant bid. We are currently in the standstill period, which is a standard part of procurement practice. Within that period, the Department is able to answer unsuccessful or disqualified bidders’ questions, enabling them fully to understand the details of the decision that has been made. Towards the end of the standstill period, the Department received a request for further information from one of the bidders and, in view of that, we decided to extend the period until tomorrow, 8 May. After that, we will be looking forward to the mobilisation from the successful bidder, which will lead to improved services for those who use the East Midlands franchise. Abellio will invest more than £600 million in trains and stations between August this year and 2027. Meanwhile, the Government will continue their £1.5 billion upgrade of the midland main line, which is the biggest upgrade since its completion in 1870. That is part of our £48 billion investment to modernise our railways over the next five years.

[Andy McDonald]

During Transport questions last Thursday, the shadow rail Minister, my hon. Friend the Member for York Central (Rachael Maskell), asked about the non-compliance of bidders for the East Midlands rail franchise. The Transport Secretary, who is not present, dismissed her questions as inaccurate and incorrect. However, according to a formal legal disclosure from the Department for Transport, which was published on 15 April and sent with the full authority of the Secretary of State,

“All bids contained some non-compliances.”

The ministerial code requires Ministers to make truthful and accurate statements to Parliament, so will the Transport Secretary now correct the record and rectify the inaccurate and incorrect statement that he made to the House last week?

Given that all bidders for East Midlands were non-compliant, will the Minister tell us how the non-compliances of the respective bidders were assessed? The Department has mandatory and discretionary levers over non- compliances in franchise bids. Can the Minister explain how the criteria were applied during the evaluation of bids for East Midlands?

The leak of the Stagecoach bid details to Abellio during the bidding casts further doubt on the integrity of the process. Why did it take months for the data-breach investigation to start and why was it so limited? Given last week’s cancellation of the ferry contracts and now this latest debacle, is there not serious doubt about the Transport Secretary’s ability to procure services? Will the Minister’s boss sign off the East Midlands franchise contract this week, in view of the serious concerns about the transparency of the process? Given the appalling record of defending legal challenges to failed procurement decisions—Eurotunnel and P&O being cases in point—what contingency plans are there to defend future legal action against the East Midlands award?

In 2012, rail franchising went into meltdown on the west coast main line. Seven years on, it has never been clearer that it is not working and will never work. It needs to end, and to end now.

[Andrew Jones]

Let me deal with the hon. Gentleman’s questions one at a time. In a complex procurement process such as this, or indeed in other complex public sector procurements, it is a matter of course that there may be small technical non-compliances. These could include, for example, incorrect font sizes or submitting bids in the wrong format—in docx rather than in PDF, or vice versa. This does not constitute a material non-compliance, which would affect the compliance of the bid as a whole. What would be a serious issue would be something like the reallocation of risk, or acceptance or non-acceptance of the commercial terms that have been offered. That is where the difference between material and non-material would come in.

We have been clear at the outset that non-compliance risks exclusion and Stagecoach chose to put in a materially non-compliant bid rejecting the commercial terms on offer. In doing so, it is responsible for its own disqualification.

On the bid leak, I am aware that an email was sent incorrectly by Network Rail, which was received by one of the bidders, but that has been investigated and it was proved in that investigation that the email was not opened and none of the information that was possibly within it was accessed, so it has not been material to this award.

The hon. Gentleman said that franchising is dead and buried. I could not disagree more. Franchising has been a significant part of the turnaround of our rail industry. It has led to more entrants into the market. It has led to investment from the private sector. It has led to over £10 billion of investment. It has led to a renewal of focus on customers in the rail sector. It has been an ingredient in the turnaround we have seen, with the more than doubling of passenger journeys on our railways over the past 20 and a bit years. So franchising has been a success. We of course need to evolve it because what we face now is how to take the process on to the next stages. That is the question that the Williams review has been tasked to solve.

Mr Williams is starting to give us some of his thinking. He has made speeches at various rail conferences. We look forward to receiving his report in the early summer, with a view to a White Paper in the autumn.

The comment from the hon. Gentleman was that the Secretary of State had misled the House. The Abellio bid was won in a competitive franchise process and it won with a compliant bid. The comments by the Secretary of State were, therefore, accurate. I am aware of the media story, but it is wrong. He does not need to correct the record. The Abellio bid was compliant and has been won in an open, fair and consistent way. We look forward to seeing the benefits of that for the passengers on the East Midlands network.

[Mr Philip Hollobone (Kettering) (Con)]

Can the rail Minister confirm that under the terms of the new franchise passengers from Kettering will enjoy the reintroduction of two trains an hour going north from Kettering, which had been taken away, extra seat capacity on the Corby to London service and the introduction of electrification to Kettering by 2020?

[Andrew Jones]

My hon. Friend makes, as ever, a wise point on behalf of the constituents he serves so well. The point about this franchise, and indeed all our franchises, is that they bring benefits for the travelling public. This franchise will do just that. It will be delivering more trains from Kettering, it will be delivering more seats from Corby, and the Government as a whole through their electrification of a significant part of the midland main line will be delivering the electrification that he specified. So his constituents will be receiving a better service in both quantity and quality as a result of this franchise award.

[Mr Speaker]

I trust the hon. Member for Kettering (Mr Hollobone) will go about his business with an additional glint in his eye and spring in his step, buoyed by knowledge of the approbation he has received from the Minister on the Treasury Bench describing him as “wise”; I have a feeling it will be framed and appear in an important and public part of the hon. Gentleman’s home.

[Toby Perkins (Chesterfield) (Lab)]

There will be concern in Chesterfield that the East Midlands rail service currently provided by Stagecoach will no longer be in place. In terms of what the Minister is able to tell us about the process, how many fully compliant bids were there? In terms of the process going forward, what benefits will constituents in Chesterfield see when we move to Abellio trains?

[Andrew Jones]

The Department wants to provide bidding feedback to those who have been unsuccessful or disqualified, but it has never given bidding feedback in public in relation to losing bids. That would not be particularly fair on those who have bid, and there are commercial confidentiality points that could have market implications, so we have never done that. I am aware that some of the bidders have made public statements themselves, but that is up to them. I do not think it is up to me. The people of Chesterfield will be able to look forward to an enhanced service. We have put out an interactive map that details the benefits for all the different areas of the franchise award. It is publicly accessible on the Department for Transport website and the hon. Gentleman might be interested in looking at that. Separately, I will of course write to him with the details of what will happen for the people of Chesterfield as a result of this franchise award.

[Colin Clark (Gordon) (Con)]

Can the rail Minister assure me and the House that he will continue to ensure good value for money for taxpayers and for passengers, unlike Labour, which allowed fare rises of 13% during its time in government? I was once a resident of the east of England and therefore used the rails.

[Andrew Jones]

I am absolutely clear that we will continue to seek good value for money for fare payers and taxpayers through the franchising process. The amount of money that is being invested in our railways is at a record level, because the Government believe strongly in rail underpinning our economy and our move for clean growth. Fares are obviously a matter of some concern, but I remind my hon. Friend that we are in the sixth year of freezing fares in line with inflation, which is in marked contrast to the fare system that we inherited when we came into government. I think there were fare increases of up to 10% in the previous Government’s last year. We will focus on delivering not only better value but better quality and quantity at that better value.

[Anna Soubry (Broxtowe) (Change UK)]

Never before have I heard a question on East Midlands trains that begin at St Pancras and terminate in Sheffield being asked by someone from north of the border, but the hon. Member for Gordon (Colin Clark) is always welcome to come and enjoy the midland main line.

In any event, this is a serious matter, and I pay tribute to the hon. Member for Middlesbrough (Andy McDonald) for raising it. As the hon. Member for Chesterfield (Toby Perkins) said, there will be concern about this franchise and the manner in which this has been done. My hon. Friend the Member for Nottingham East (Mr Leslie) and I met Abellio on Friday, and I put that squarely on the table. I have a concern about the level of expectation. The Minister rightly speaks about new trains being introduced, about refurbishment and about bi-mode trains, but none of that will come on stream for at least three years: there are high expectations, but they will not be delivered.

My real question to the Minister is this. It is my understanding that those train doors that have to be slammed—the ones where people have to reach up through the window to turn the handle on the outside when they want to open or close the doors—are rightly going to be made unlawful in order to comply with rules, regulations and laws covering people with mobility difficulties. Can he confirm that, in order to satisfy those laws, there will have to be new trains? Can he also confirm that that cannot be done in time for January next year? In that event, what are the Government going to do?

[Andrew Jones]

I am sure that expectations are high; they always are higher at the start of a franchise. We have been talking about the customer benefits that will flow from the £600 million that Abellio is investing in trains and stations along the franchise. I understand the right hon. Lady’s point about how benefits can sometimes be delayed, and there has, on occasion, been a sense of jam tomorrow in the delivery of timely upgrades for our railways, but this is a positive announcement and it should be welcomed as such. I recognise that change can cause challenges for people who are used to dealing with a particular operator. That is inevitable whenever we have a change of franchise operator—[Interruption.] May I just make one more point, Mr Speaker?

[Mr Speaker]

Oh, very well. Blurt it out!

[Andrew Jones]

Blurt it out I will. In terms of PRM compliance—compliance with regulations covering passengers with reduced mobility—I am extremely keen that all our train operating companies should have trains that are PRM compliant by the end of the year. That is the expectation that we have of them.

[Martin Vickers (Cleethorpes) (Con)]

East Midlands services that run from Cleethorpes extend to Lincoln and Newark. In the not-too-distant past, we used to have services through to Nottingham, Leicester and even more exotic places. Could the Minister give an assurance that Abellio will look at extending the services out of Cleethorpes? Will he urge it to ensure that they are not provided by a single unit? The services, particularly those to Lincoln, are frequently overcrowded, especially after they stop at Market Rasen in the constituency of my right hon. Friend the Member for Gainsborough (Sir Edward Leigh).

[Andrew Jones]

I am not sure we can describe Leicester as an exotic destination, but I understand the point that my hon. Friend is making. It is a key part of the economy and the central part of this country and its connectivity is therefore very important, as he highlights. I will have to check and have a further conversation with Abellio and then write to my hon. Friend with the answer to his question.

[Mr Jim Cunningham (Coventry South) (Lab)]

There have been press reports again today regarding who is responsible for pensions, particularly in relation to Virgin contracts and Stagecoach. Can the Minister clear that up? What is he trying to achieve? Who is responsible for paying the pensions?

[Andrew Jones]

The responsibility for paying train operator pensions is the responsibility of the train operator. That is the case with the franchises that have just been awarded and are being considered, and it has always been the case since franchising came into form 25 years ago. There are no plans to change that. Train operators have the responsibility and we expect them to fulfil it.

[Tom Pursglove (Corby) (Con)]

Is the Minister confident that the new contract will deliver positive benefits for rail users in Corby and east Northamptonshire and that the transition from the old contract to the new will be seamless?

[Andrew Jones]

There will be significant benefits for the constituents whom my hon. Friend serves so well. Those benefits will be in the form of new trains and significantly increased capacity, particularly with the connectivity into London. There are significant benefits for those he represents. There is obviously operational risk with the handover from one franchise to the next, but many of the staff will TUPE over, as is standard when a franchise changes. I expect all sides to go through the process with good will to ensure that customers are at the centre of their thinking.

[Tom Brake (Carshalton and Wallington) (LD)]

I wonder whether there is a way to formalise this slot as an urgent question to the Secretary of State for Transport, because this is clearly a weekly event that could be formalised in the parliamentary calendar.

My question to the Minister is this: what is the Secretary of State’s responsibility when it comes to making market-sensitive information available? Given how leaky the Government are, was it appropriate to leave nine days between disqualifying Stagecoach and announcing its disqualification?

[Andrew Jones]

After the decision has been made within the Department for Transport, there has to be a period of communication with other Departments, such as the Cabinet Office and the Treasury. That is entirely standard in public procurement. It is not a question of the Government sitting on their hands within the Department. There was a standard process. That is typical in rail franchises, as it is in other parts of public procurement. I am aware of the press story, but it is simply wrong.

[Jeremy Lefroy (Stafford) (Con)]

The Minister will be aware that the East Midlands service between Derby, Stoke and north Staffordshire, run by East Midlands Trains, is inadequate. It is often only one carriage and overcrowded. Can he assure me that that service will be improved under the new franchise?

[Andrew Jones]

I can assure my hon. Friend that the service will be significantly enhanced. That enhancement will take the form of more services, particularly earlier in the day, including on a Sunday—I know he and others along that route have campaigned for that. The trains themselves will be new and much bigger. I am aware that the service is often a single carriage and is absolutely full. That is an indication of the pent-up demand along that line. That is why we will be seeing more services to meet that need.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 2nd May 2019 Commons Chamber

[Jessica Morden (Newport East) (Lab)]

1. What progress he has made on the electrification of the Great Western main line.

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

We have so far electrified the Great Western main line as far as Newbury, Bristol Parkway and Chippenham, and electrification to Cardiff is progressing towards delivery by November this year.

[Jessica Morden]

I certainly welcome the electrification work in south Wales, although it should have gone through to Swansea, but what is the Department doing to ensure that Network Rail works closely with communities such as Magor in my constituency, which is right on the line, to ensure that where work does have a big impact on residents it listens, reacts to problems and compensates accordingly?

[Andrew Jones]

I cannot comment on the specifics of that community, but I will take that up with Network Rail on the hon. Lady’s behalf. As a general principle, I raise, and have raised repeatedly, with Network Rail how community engagement and communication are absolutely critical for all communities along the lines they serve.

[Steve Double (St Austell and Newquay) (Con)]

The electrification of the main line railway through Devon and Cornwall would be massively challenging and hugely disruptive because of the geography, with a number of bridges, tunnels and steep inclines. Does the Minister share my view that the best way forward for places like Devon and Cornwall is to use bimodal trains that make use of electrification where available, but then have clean diesel engines where electrification is not possible?

[Andrew Jones]

My hon. Friend makes a very wise point. Electrification has always been part of the answer to improve the network, its environmental performance and its running capability, but it will not be the right answer on every single occasion. There will be occasions where electrification provides no significant journey time savings, yet has a significant capital cost. In those situations, we should seek to get the benefits via technology and the technology in the rolling stock. I agree with my hon. Friend.

[Thangam Debbonaire (Bristol West) (Lab)]

Further to the point made by my hon. Friend the Member for Newport East (Jessica Morden), my constituents, particularly those in Lawrence Hill, one of the most challenging parts of my constituency, had to endure months of inconvenience as the electrification work was carried out. To add insult to that injury, we are not even getting electrification to Bristol Temple Meads. They have to put up with the inconvenience without the electrification. What compensation, assistance or help can the Secretary of State or the Government give to my constituents in Lawrence Hill?

[Andrew Jones]

The issue of compensation when we do works on either the railways or the roads is raised repeatedly, but it would simply just add to the cost of projects. I recognise that we cannot work on the roads or the rails without causing some disruption. That should be minimised. As I said to the hon. Member for Newport East (Jessica Morden), we should be working to communicate and collaborate with communities. In terms of compensation, there is no plan to change any of the current arrangements, but I just remind her that the services at the end of the work will result in the best ever services from Bristol.

[Ben Lake (Ceredigion) (PC)]

The Minister may be aware that the Welsh Affairs Committee reported on the cancellation of electrification to Swansea and pointed out that although Wales has 11% of the UK’s rail network it receives 1.5% of rail investment. Does the Minister not agree that that disparity needs to be addressed?

[Andrew Jones]

We are keen to see investment right across our network. I know the hon. Gentleman has campaigned for a variety of infrastructure investments—indeed, we had a Westminster Hall debate on this subject only a few weeks ago—but we are investing at a record level. The budget for England and Wales for control period 6, which started last month, is £48 billion. That money is being spent on upgrading, maintaining and renewing our network. As proposals come forward for inclusion within schemes, they should of course be based on merit. I look forward to working with Welsh colleagues to see what happens.

[Neil O’Brien (Harborough) (Con)]

It is extremely welcome that a scheme is now being developed for electrification to Market Harborough. Can the Minister say when further decisions will be taken about exactly when that will happen?

[Andrew Jones]

I cannot say exactly when without going off and checking, but I will of course do that and get back to my hon. Friend with a more detailed answer.

[John Grogan (Keighley) (Lab)]

2. What assessment he has made of the potential merits of restoring the rail link between Skipton and Colne.

--- Later in debate ---

[Mr Jim Cunningham (Coventry South) (Lab)]

3. What assessment he has made of the potential effect on (a) capacity and (b) ticket prices on the rail network at peak times in the event of the introduction of seating-only policies.

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

The Department has made no recent assessment of the potential effect of the introduction of seating-only policies on our national rail network. I understand that Virgin set out a number of proposals in its submission to the Williams rail review, including seating-only services. Those will of course be considered by Mr Williams and his team as their work progresses.

[Mr Cunningham]

When do the Minister or his officials propose to have discussions with Virgin Trains? There is a great deal of concern that this could affect Virgin employees and, equally, pensioners’ freedom to travel, so I hope the Minister will discuss this with Virgin.

[Andrew Jones]

I look forward to the Williams review’s response to Virgin’s submission. I see Virgin’s point, but I have to say that the turn-up-and-go principle that has always been part of our rail network is important and, I think, valued by passengers. I understand the hon. Gentleman’s point about the impact on passengers and those who work on the railways, but the underlying turn-up-and-go principle is a fundamental part of our rail network, and we would only challenge that with extreme care.

[Mr Philip Hollobone (Kettering) (Con)]

Far too many rail passengers have to stand, which is especially inconvenient for those on lengthy journeys. Many other countries successfully run double-decker trains. Why do we not, with a bit of vision and ambition, introduce double-decker trains on our network?

[Andrew Jones]

My hon. Friend makes an interesting suggestion. Our challenge is that we have a very old infrastructure, including many cuttings, tunnels and bridges. Cuttings are perhaps less of a problem, but the tunnels and bridges would be more of a challenge. The height capacity, which also impacts on freight, is being considered, but the way to deliver the capacity that my hon. Friend seeks for his constituents and that we want is perhaps not through that route, which would require huge interventions and a large capital budget, but to use other forms of technology and development.

[Mrs Pauline Latham (Mid Derbyshire) (Con)]

4. Where the trains for the new franchise for midland main line will be made; and what the timetable is for the delivery of those trains.

--- Later in debate ---

[Patrick Grady (Glasgow North) (SNP)]

10. What discussions he has had with Cabinet colleagues on improving rail punctuality.

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

The Government take performance seriously and understand it is crucial to passengers and freight users, which is why we agreed a Network Rail settlement for England and Wales of £47.9 billion for control period 6 specifically aimed at maintaining and renewing the railway to improve reliability and punctuality for all rail users. The budget in Scotland is £4.85 billion, and I would encourage the hon. Gentleman to make similar representations to the Scottish Government, who have devolved control of railway infrastructure funding in Scotland.

[Patrick Grady]

I am sure the Minister and the whole House will want to welcome Monday’s launch of the new sleeper stock on the Caledonian Sleeper service. I recommend the service to you, Mr Speaker, should you ever want to come and visit us up in Glasgow.

Of course, the first services were slightly hampered by delays and a fall in punctuality as a result of signal failures and problems with Network Rail. Given the success, the ambition and the vision that the Scottish Government have shown with this new sleeper service, should they not now also have the power devolved to control the whole of Network Rail so that we can deal with some of these punctuality issues?

[Andrew Jones]

The whole of Network Rail would include England and Wales, which might be a stretch for the Scottish Government. I obviously also welcome the arrival of the Caledonian Sleeper. I have not seen the service yet, but I understand it is fantastic and I look forward to seeing it, and potentially even using it.

On how this is structured, the Scottish Government, as they should, have control of the spending north of the border in Scotland. I am keen to see devolution across our rail network. Local solutions to local problems is a merit that we should be considering.

I just point out that we have had a good run on punctuality over the past few months in the UK. Performance obviously needs to be constantly improved but, when I checked this morning, 95% of trains were on time, including 94% of trains in Scotland. That is a strong performance from ScotRail and a strong performance across our whole network.

[Simon Hoare (North Dorset) (Con)]

Punctuality is often viewed through the prism of the big strategic journeys, but may I urge my hon. Friend also to take into account, when considering how to improve punctuality and bringing pressure so to do on the operators, those small, intercounty and over county boundary journeys that are often so important to students and workers? I think particularly of those from Gillingham in my constituency through to either Salisbury or back to Dorchester—those journeys are vital to the local economy, and the service is not quite good enough.

--- Later in debate ---

[Mr Speaker]

Indeed. But it is not a sleeper service, so he will have to be awake.

[Andrew Jones]

I do sometimes fall asleep on the trains at the end of the week if I am heading north again. I was not planning such a visit, but I am always happy to visit and I would be happy to take up the invitation that you have just suggested my hon. Friend makes, Mr Speaker. I never think of punctuality as purely an inter-city question; everybody who uses our rail network should be able to expect to be on time every time. That is why the measure of punctuality is being changed to include “on time every time”, including all the stations on a route, not just the final destination. That data is being collected for the first time now and is very encouraging. Let me confirm to my hon. Friend that I agree entirely with his basic point, which is that passengers deserve an on-time service every time, and it is part of my planning.

[Several hon. Members rose—]

[Dr Rupa Huq (Ealing Central and Acton) (Lab)]

I think this a bit tangential to punctuality, Mr Speaker, but I might try to get it in. [Hon. Members: “Give it a shot.”] Will the Secretary of State honour the pledge he made to me on 17 July 2017? I realise that that is not a punctual request, but now is the time. I asked him about the mutual mistrust between NW10 residents and HS2, and he said that his door would always be open. Now that construction has started, they feel as though they are living in a war zone, a dustbowl and the longest and largest building site in Europe. So will he make a visit or sit down with me and my constituents to sort this out?

[Andrew Jones]

Yes, there was a little bit of a tangent in that question. I am not the HS2 Minister, but I can, having just checked with the person who is, say that she will be happy to meet the hon. Lady. We will set that meeting up soon.

[Tom Pursglove (Corby) (Con)]

I know that, like me, the Minister will welcome the electrification of the midland main line, a project currently being undertaken, and the new half-hourly service to and from Corby, which will be a real boost for our rail services in north Northamptonshire. But there is still a demand for more northbound services from Corby, so will he help me to explore that possibility, as I think we ought to be tapping the huge potential there?

[Andrew Jones]

My hon. Friend is a great champion for his constituency, and for the rail services to and from it. The new franchise will certainly bring a wide set of positive developments for the rail passengers of Corby. I am more than happy to agree with him on this and meet him to work together to see what we can do to make these services even better.

[Stewart Malcolm McDonald (Glasgow South) (SNP)]

If the Government are going to take on my predecessor Tom Harris, who sits on the Government’s own rail review board, they had better make sure that they are right. So can the Minister explain why Mr Harris is wrong when he calls for control over Network Rail to go to the Scottish Government?

[Andrew Jones]

I am aware of the work that Mr Harris does as part of the rail review, and I am looking forward to seeing what the rail review says. We have had some early indications on its thinking. We have seen some speeches made by Mr Williams to give some indicative direction on its thinking, and we will see more later in the summer. I think we should be looking forward to its work with enthusiasm.

[Daniel Kawczynski (Shrewsbury and Atcham) (Con)]

11. What steps he has taken to encourage (a) cycling and (b) walking.

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[Mr Philip Hollobone (Kettering) (Con)]

T3. The new east midlands train franchise is likely to increase capacity southwards from Kettering, but will it improve connectivity north on the midland main line? The previous Labour Government cut our half-hourly service northwards and it is about time that we had it back.

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

I can confirm that, compared with today, there will more trains from Kettering going north. The trains will be new, so they will have more seats, which means that, in terms of capacity, there will be more trains and better trains. On timing, we will see the start of more services for my hon. Friend’s constituents from December 2020.

[Mr Stephen Hepburn (Jarrow) (Lab)]

T5. Train commuters faced 35,000 cancellations last year owing to driver shortages. That is purely because train operators are running the service on the cheap. What will the Government do about that?

[Andrew Jones]

I simply do not accept the premise of the hon. Gentleman’s question. This service is not being run on the cheap. We are seeing record levels of investment—both private and public investment is at a record level. Perhaps I should point out to him that his party’s policy is to nationalise the railways, which will result in more cash required from the Government, but of course the Labour party has not yet said where it might come from. We are focused on delivering the enhancements to the network, which will meet our aspirations for a high-capacity, environmentally clean rail network underpinning the UK economy. Therefore, I am afraid that I cannot really agree with the premise of the question.

[Sir Desmond Swayne (New Forest West) (Con)]

Is there any progress internationally in discussions to include maritime and aviation emissions?

--- Later in debate ---

[Jessica Morden (Newport East) (Lab)]

Constituents have contacted me again this week to highlight the eye-watering increases in the cost of commuting by rail to Bristol, and how that is forcing them into their cars. After yesterday’s climate emergency debate, is it not time for Ministers to act on extortionate rail fares?

[Andrew Jones]

We are in the sixth year of capping regulated fares in line with inflation. Also this year, we have introduced the railcard for 16 and 17-year-olds—effectively extending child fares up to their 18th birthday. The hon. Lady should recognise the action that is taking place and remember that Labour gave us a 10% fare increase during its last year in office. Where Labour is running the devolved railways, it is also increasing fares in line with inflation, so she should be backing the Government’s policy, not criticising it.

[Justine Greening (Putney) (Con)]

I was hugely concerned to see that, although the Secretary of State was sent a memo in November 2017 outlining how many millions of people would be affected by the third runway expansion at Heathrow—up to 13 million people were planned to be part of a publicity campaign letting them know what was going on, and 5 million people were to be leafleted directly—that campaign never took place because it was vetoed by officials at the Department. We effectively had a vote in this place when communities and the people who represent them were entirely unaware of the extent of extra noise from Heathrow. How can the Secretary of State be confident that there really is public support for this project when the public are wholly unaware of its impact on them?

--- Later in debate ---

[Andrew Jones]

I had a very interesting visit to my hon. Friend’s constituency. He laid on an extremely good range of businesses, so I have clear insight into the concerns of the business community that he serves. I would of course be very happy to meet him. I can confirm that increasing capacity and having more freight services in the UK is a Government priority.

[David Hanson (Delyn) (Lab)]

Holywell Town Council, in conjunction with Tesco, has recently put in place the first electronic vehicle charging point in a town centre in my constituency. I know the Minister will agree that the Government need to do more, so will he give an update on what progress has been made since the fanfare announcement last July of support for electronic charging points? How many have been introduced as a result of a Government initiative?

Transport

Andrew Jones Excerpts

Thursday 25th April 2019 Ministerial Corrections

The following is an extract from the response by the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), to an urgent question on Thursday 11 April 2019.

[Andrew Jones]

Stagecoach is an experienced bidder and fully aware of the franchise competition rules, so it is regrettable that it submitted a non-compliant bid that breached the established rules. In doing so, Stagecoach is responsible for its own disqualification. Bidders were invited to bid on the basis of a pension deficit recovery mechanism. They knew that at the very start of the process.

[Official Report, 11 April 2019, Vol. 658, c. 460.]

Letter of correction from the Under-Secretary of State for Transport:

An error has been identified in the response I gave to the hon. Member for Sheffield South East (Mr Betts).

The correct response should have been:

[Andrew Jones]

Stagecoach is an experienced bidder and fully aware of the franchise competition rules, so it is regrettable that it submitted a non-compliant bid that breached the established rules. In doing so, Stagecoach is responsible for its own disqualification. Bidders were invited to bid on the basis of a pension deficit recovery mechanism. They knew that was part of the process.

South-Eastern Rail Franchise

Andrew Jones Excerpts

Tuesday 23rd April 2019 Commons Chamber

[Sir Michael Fallon (Sevenoaks) (Con)]

(Urgent Question): To ask the Secretary of State for Transport if he will make a statement on his decision to delay, yet again, the award of the south-eastern rail franchise.

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

In June 2017, the Department for Transport announced that the shortlisted bidders for the south-eastern franchise competition were: South Eastern Holdings Ltd; London and South East Passenger Rail Services Ltd, a wholly owned subsidiary of Govia and the current incumbent; and Stagecoach South Eastern Trains Ltd, a wholly owned subsidiary of Stagecoach Group plc.

Subsequently, in December 2018, the Department exercised an extension with the existing south-eastern operator, London and South Eastern Railway, until 23 June 2019 to allow further time for the competition to identify the next operator for the franchise. The Department is now in the process of negotiating a further direct award which, subject to a successful negotiation, will run until 10 November 2019, with an option to extend the agreement until April 2020. We are taking these steps to ensure continuity of services for passengers. This additional time is necessary to deliver the best possible outcome for passengers and taxpayers alike. We will update the House in the usual way as soon as this work is concluded.

[Sir Michael Fallon]

I am grateful to the rail Minister, but he has not quite explained why such a mess has been made of this franchise. Can he confirm exactly when my constituents, who already pay the second-highest fares in the home counties, will get the long-promised new carriages? Can he explain why, if the franchising system is now under review, he has been able to award an eight-year franchise for the east midlands? Finally, can he explain why the compensation in respect of last year’s timetable chaos is not going to the two stations most affected in my constituency, Shoreham and Eynsford, when the two operators enjoy common ownership? Is it not time to restore confidence in the whole franchising system?

[Andrew Jones]

I thank my right hon. Friend for those questions. He has been a strong and tenacious champion for rail passengers in his constituency, raising issues with me and speaking in Westminster Hall debates. I share his impatience to get the benefits that are emerging from our franchises to his, and indeed to all, constituents. This is a huge and complex piece of public procurement, and it is right to take the time to make sure we get it right and to finalise this competition. The area is one of the most complex on our network; it has a mix of high-speed and commuter services, with a highly intensive use of infrastructure. I cannot tell him the date on which we will be able to make the announcement. This is a live competition involving market-sensitive information. There is an established method of communication to the House and the markets, so I cannot answer him and am able to say little on that point today.

I can confirm to my right hon. Friend why the east midlands franchise was awarded, with the rail review taking place. That was simply because it was considered that with the east midlands franchise award and this one we could get the benefits to passengers before the work of the rail review came into play. On compensation in respect of the two stations he mentioned, I will look at that carefully. On the point about the compensation following the May 2018 timetable changes, there were some significant problems, but they were not everywhere. The issue was to get the compensation to those who had been most affected. They received compensation that I think was appropriate, but I will check out those two stations and write to him as quickly as possible.

[Rachael Maskell (York Central) (Lab/Co-op)]

So here we are again: a Transport Minister forced to the Dispatch Box to defend the actions—or, in this case, the lack of action—of the ever-failing Secretary of State. Following four delays on the south-eastern franchise, we now know that the Government are planning a direct award. After 12 other direct awards, including on south-eastern, is this approach being taken to avoid the embarrassment of failure further down the road? Two monopolies, Govia and Abellio, are left in the competition to run Britain’s most beleaguered franchise. Following a litany of failures under Govia, highlighted in Chris Gibb’s report two years ago, and a lacklustre response by the Secretary of State, who, frankly, should have brought the franchise under direct operation, the travelling public are being failed.

What discussions has the Minister had with the trade unions, as the hard-working staff face further uncertainty, not least over their jobs and pensions? Will he also confirm that there is no intention to cut pensions to staff through this franchise process? Are the Government going to stall on all franchises until the conclusion of the Williams review, which is undertaking a comprehensive look at why our rail system is floundering? If so, when will this report be published? In the light of revelations this weekend that sensitive confidential information was leaked from Stagecoach into the hands of Abellio during the east midlands process, what changes has the Minister made in his Department to ensure that commercially confidential information is not shared with competitors in this broken process? How are the Government measuring past failure of these rail monopolies? In the light of evidence, will he then rule out their bidding, as he has for other companies involved in other franchises?

With 176 million journeys being made each year, how can these passengers have any confidence that they will not pay the price for failure—something they have had to endure under the current award? They are paying some of the highest fares in exchange for one of the worst services, so it is clear that this franchising fiasco must end. If the Secretary of State will not take back control of our rail, Labour will.

[Andrew Jones]

I thank the hon. Lady for her questions. We are negotiating a short direct award to allow the competition to reach its end. This is not the end of franchising, which has been a significant ingredient in improving and turning around rail performance in this country. It has led to our having more services and passengers and at a greater level of safety than at any point in our country’s history. Franchising has been part of that success. This is an issue not of failure but of making sure that we get it correct.

Have I discussed the franchise bid with the trade unions? No, because the bids are assessed by officers of the Department for Transport, who anonymise them. It is important, market-sensitive information. Such information runs through a standard procedure, of which the hon. Lady should be aware; it operates in councils, in the Government and in devolved Assemblies, too. I have of course met the trade unions, and I was able to confirm with them that my aspirations for the rail industry include the careers of those who serve the industry. The Chair of the Transport Committee, the hon. Member for Nottingham South (Lilian Greenwood), asked about the same point in an urgent question just before the Easter recess. I do not want to see any cut to pensions; I want to see those who work on our rail services retire with secure and stable pensions. Nevertheless, we are talking about pensions from a private business, not something that comes from the Government.

The work on the Williams review is under way. I am sure the hon. Lady will have seen some of the evidence papers and heard about the emerging thinking that Mr Williams has discussed in some of the speeches he has made over the past few weeks. We look forward to seeing the output of that review. Franchising has been an ingredient in the turnaround of our rail industry that has been so fantastic for this country. The question now is how we take that to the next stage, which is what the Williams review is all about.

[Damian Green (Ashford) (Con)]

My constituents are as anxious as anyone about the reasons that lie behind this continuing delay, but they are even more anxious that the improvements we have all been promised under the new franchise do actually happen. Will my hon. Friend assure me and my constituents that the improvements, particularly the extra capacity on the high-speed line, will be available when the franchise is eventually awarded?

[Andrew Jones]

My right hon. Friend asks about how the bid may finally be judged. I cannot comment on the work in progress, but I can say that an invitation to tender was published in November 2017. It was the result of a significant consultation, to which there were 10,000 or so responses. I am as anxious as my right hon. Friend to get the benefits of that invitation to tender out to the constituents whom he serves so well, and as fast as possible, but I cannot give an answer today on who will win the franchise. That work is carried out separately by officials, away from Ministers, and the information is anonymised because it is so important and market sensitive, but his point will have been heard by all those in the industry.

[Lilian Greenwood (Nottingham South) (Lab)]

The south-eastern franchise was originally due to end in 2014. The failure of the west coast franchise delayed that ending until August 2018, and now the direct award to Govia could be further extended. It is hard to understand why, if the Government still believe in competition for rail services, the Department for Transport seems absolutely unable to run a competition for this franchise. Will the Minister clarify how many compliant bids were received for the south-eastern franchise and how many were received for the east midlands franchise that was awarded two weeks ago?

--- Later in debate ---

[Andrew Jones]

The hon. Lady makes the point about whether franchising is dead; no, it is not, because of course we managed to award a franchise only in the week before Easter recess. As a process, then, franchising is working. Can we get the benefits out to passengers as fast as possible? That is of course what it is all about, but these are complex questions and it is appropriate that we take our time to get it right. On the number of compliant bids, the issue of pensions obviously attracted a lot of attention in respect of the east midlands bid. We have two pension-compliant bids for the south-eastern franchise and look forward to making the announcement as soon as we possibly can.

[Joseph Johnson (Orpington) (Con)]

Will my hon. Friend assure me that this further delay to the award of the franchise will not hold up long-awaited works for Petts Wood and St Mary Cray stations to become fully accessible—something for which residents have been campaigning for many years?

[Andrew Jones]

I thank my hon. Friend for that question. I share his enthusiasm for the access-for-all process and the recent announcement of extra funds and where those funds will be targeted by the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden (Ms Ghani). I can tell him that design work on the stations selected will be starting over the summer, with construction as soon as possible thereafter. I know that he is anxious for the benefits to serve his constituents. So am I and so is the Under-Secretary of State, who I know is listening. She has indicated that she would be very happy to meet him to take the matter forward.

[Rosie Duffield (Canterbury) (Lab)]

Further to his letter of 10 April in which the Under-Secretary of State assured Members that robust scrutiny would be used in this decision-making process, can he please reassure my beleaguered constituents in east Kent that that scrutiny will also apply to the exorbitant fare rises, constant delays and disruptions, arbitrary timetable changes and removal of services?

[Andrew Jones]

I can most certainly provide the hon. Lady’s constituents with the assurance that she is seeking. We will obviously be focusing on fares. We want to make sure that the travelling public get a great deal, which is why we have frozen regulated fares in line with inflation for the sixth year in a row. It is also why, in January, we saw the launch of the 16 to 18-year-old railcard, which will come into play later this year. So will there be attention on costs and scrutiny of fares? Of course there will. We will be maintaining that. This policy, which has delivered its sixth year, against Labour’s intentions, will be continued.

[Mrs Helen Grant (Maidstone and The Weald) (Con)]

Will the Minister please confirm that the City Thameslink service from Maidstone East will still be delivered before the end of the year? It is desperately needed and it has been promised on a multitude of occasions.

[Andrew Jones]

My hon. Friend has been a very diligent campaigner on this issue. I know that it matters a lot to her and to her constituency. She has been a real vocal champion on this issue specifically. However, this is also an industry-led process and we are working with it to deliver the benefits as soon as possible. I cannot comment immediately on that matter because it is not part of this franchise but, of course, I will check the information and keep her posted on progress.

[Tom Brake (Carshalton and Wallington) (LD)]

If the rail review recommends that suburban services in the London area be transferred to London government, will the Government allow south-eastern suburban services to be transferred in that way to maximise integration of transport services in London?

[Andrew Jones]

That is a very interesting question. I would expect the rail review to make some interesting recommendations about devolution. I am personally a fan of devolution, but we had better see what it says before commenting on the outcome.

[Sir David Evennett (Bexleyheath and Crayford) (Con)]

I note my hon. Friend’s statement today on the south-eastern rail franchise. I am, of course, bitterly disappointed that we have not made any progress on this matter. In the meantime, my constituents continue to suffer a poor service into London. It is also disappointing, but rather ironic, that, just like the rail service, all we seem to see from his Department is continual delay. As he is well aware, improvements are desperately needed to our service in the borough of Bexley—and not later this year, next year or sometimes never. Our constituents are paying more money for a poor service. What we are expecting is a decision so that we can look to a better future and the travelling public from Bexley have a better service. At the moment, they do not.

[Andrew Jones]

My right hon. Friend makes a very important point. He is a diligent campaigner on rail issues for his constituency. We saw that at an important level when there was the landslip earlier this year. He was a great champion in making sure that the voices of his travelling constituents were heard in this House. I cannot yet tell him when we will be making the announcement on the decision on who wins the south-eastern franchise competition, but I can tell him that I am extremely keen to get the benefits that the franchise will bring to his constituents. I will make sure that he is kept fully posted on progress.

[Teresa Pearce (Erith and Thamesmead) (Lab)]

There appears to be a serious issue around rail pensions. The Minister has said that there are two pension-compliant bids on the table. Could he tell me whether the Department has made any changes to the franchise specifications in respect of pension obligations, and what conversations have been held with the Pensions Regulator regarding the deficit?

[Andrew Jones]

The Pensions Regulator is an independent body and the pensions that we are talking about are those of private companies, so the role for the Government is not a direct one. Operators are currently liable for the full pensions risk during their franchise term. These competitions—including the east midlands competition, which was mentioned by the hon. Member for Nottingham South (Lilian Greenwood)—included a risk-sharing mechanism with the Government that actually reduced the risk to which operators are exposed. Under this mechanism, the operators retain risks that they are able to manage. There have been some changes, but they are about risk-sharing for the future; so there was a notable change in the franchises.

[Helen Whately (Faversham and Mid Kent) (Con)]

It is disappointing that, like so many Southeastern trains, the south-eastern franchise is itself delayed. My constituents expect the new franchise to give them improved services, to reduce overcrowding, and to introduce Delay Repay 15, smart ticketing and flexible season tickets, which are all really important. Will my hon. Friend ensure that, although the franchise is delayed, these improvements will not be? Could they be introduced in advance of the new franchise, rather than our having to wait for so long?

[Andrew Jones]

I will have a look at my hon. Friend’s point. The key benefits that have come into our rail services over the past few years have come in through the franchising process, as it has brought in private investment. That investment has purchased or leased new rolling stock, which has meant a transformation across the country for the travelling public. My hon. Friend is as impatient as I am that the benefits that we are seeing come to fruition for her constituents, and I will of course work to deliver them as fast as possible.

[Matthew Pennycook (Greenwich and Woolwich) (Lab)]

The franchise specification promised extra capacity, new rolling stock, greater frequency of trains and 15-minute Delay Repay, but my constituents will now not see those improvements for at least another seven—perhaps 12—months. What specifically is the Department going to do to improve services for passengers on Southeastern throughout the period of the franchise extension?

[Andrew Jones]

We are working to bring the franchise decision to a conclusion as fast as possible, and to get the benefits that will come with that decision right across the franchise as quickly as we can.

[Tom Tugendhat (Tonbridge and Malling) (Con)]

The delay to this franchise is not only a delay to the people of Tonbridge and West Malling, and to the towns and villages around the area; it is also a delay to a strategy that the Minister already announced—the 15-minute delay compensation. I do hope that his initial statement that this scheme will wait until a change of franchise will no longer apply, and that he will instead introduce the change from a 30-minute to a 15-minute delay compensation now. If we are to wait still further, it will cost commuters in the wonderful towns that I have the privilege to represent, as they will have to pay more for delayed services.

[Andrew Jones]

Delay Repay 15—a compensation system that will give any passenger who has been delayed by 15 minutes or more 25% of their fare back—will be a part of all future franchise awards. We have recently been able to make some in-franchise changes in other areas, such as on Northern and Great Western. I will look into my hon. Friend’s point. I am aware of how well this scheme has been received where we have been able to make the changes. It is not quite as straightforward as saying that we can do this immediately, but I know that he is hungry for that benefit and I will do what I can to help him achieve it.

[Clive Efford (Eltham) (Lab)]

I do not quite understand how the Minister can anonymise the two bids when there are only two bidders, one of which is the existing franchise. Setting that aside, this franchise is fraying at the edges. There have been yet more delays this afternoon because of a broken down train. Is it not time that the Department for Transport spoke to the Mayor of London about London’s suburban services and sorted out this mess once and for all?

[Andrew Jones]

The process for the assessment and award of bids is handled away from Ministers and by the content of the bid rather than by the bidder’s name, so these things are handled in a way that is perhaps a little different from that which the hon. Gentleman suggests. I have had a conversation with the Mayor, but not on this issue. He came to the Department for Transport seeking a loan facility of over £2 billion to help with the completion of Crossrail. We were able to help with that. It is of course a loan that will need to be repaid, but the loan has been made and he is, I believe, drawing down on it. He needs to answer some questions about the long-term viability of Transport for London’s finances.

On the performance on the network, of course there is more to be done on every single franchise. I want to make sure that we have services that are on time, every time. Ninety per cent. of trains on this franchise have been on time over the past few months. When I looked at the performance figures earlier today, I saw that it was 97%. But of course nobody wants to have any delays, and that is why this is my top priority.

[Tracey Crouch (Chatham and Aylesford) (Con)]

Rail users and constituents of mine on the Maidstone East line and the Medway Valley line from Chatham are fed up with being forced to pay through the nose to use a service beset by delays, lack of information and poor-quality rolling stock. Continuous delays in deciding the next franchise provide no incentive for the current franchise holder to make any investment to improve services for those users. What can the Minister do to ensure that passengers receive the service that they pay for now rather than in the future—for which, like Southeastern’s, the timetable keeps changing?

[Andrew Jones]

My hon. Friend has been a champion for her travelling public. I know that because she has made this point to me on a number of occasions, both in this House and in meetings outside. On the management of the franchise, there is, as with all franchises, a performance regime that is operated through the Department for Transport. Whenever we see franchises failing in any way, we take action right away. I say what I have said to other colleagues across the House: I am impatient to see the benefits of this franchise award out there as soon as possible. Consequently, I will be making sure that we get this decision made as fast as we possibly can, and I will keep her informed of progress.

[Janet Daby (Lewisham East) (Lab)]

This is the fourth time that the award of a new franchise has been delayed. Commuters from my constituency and from others across the south-east have been facing delays, cancellations, and overcrowding on trains. The continued delay is preventing long-term investment and improvements, placing millions of passengers at a disadvantage. Will the Minister therefore provide an update on the timeline for the award, be transparent about the reasons for the repeated delay, and outline a long-term view on the viability of the franchise system as a whole?

[Andrew Jones]

My view on the franchise system as a whole is that it has been a part of our improvement in our rail performance as measured by the number of services, the number of passengers, and the quality of journeys over the past few years. The benefits of a privately run industry have been profound. I cannot answer the hon. Lady’s question because this is market-sensitive information. There is information that will need to be announced to the markets and to the House in the normal manner when the decisions are made.

[Robert Neill (Bromley and Chislehurst) (Con)]

I happen to agree with my hon. Friend the Minister about the benefits that come from franchising. Having said that, perhaps he will take this point in the spirit in which I make it when I say that if one was paying someone to discredit the franchising process, the way his Department has gone about it could not be bettered—it is an utter shambles. In order not to add insult to injury to my long-suffering constituents, will he return to the very fair point made by my hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat)—that the very least the Department can do is to ensure that if the company seeks an extension to the current franchise and continues to get financial benefit, it shall be obliged to bring in 15-minute Delay Repay straight away, and not wait?

[Andrew Jones]

The issue for me is how to ensure that the trains are run on time every time, but when things go wrong we need a compensation scheme that is fair to the traveling public. I share my hon. Friend’s impatience to get the benefits that will come from this franchise award to the constituents he serves so well. I will keep him updated on progress, including on DR15.

[Phil Wilson (Sedgefield) (Lab)]

As the Minister knows, the contract for the rolling stock for the London underground deep tube was awarded to a company that intends to build the majority of the rolling stock in Austria, having promised that it would be built in the UK. What guarantees can he give that the company awarded the new south-eastern rolling stock contract will build the trains in the UK and provide work for train companies such as Hitachi in Newton Aycliffe in my constituency?

[Andrew Jones]

The hon. Gentleman is a great champion for that rail company in his constituency. He has told me about it on a number of occasions, and I hope to visit the plant shortly. I have met the company, and I am aware of the quality of its product. I cannot direct where a private company places an order. We are in an open market economy—we have competition, which delivers passenger benefits, value and passenger experiences that were never possible when this railway was nationalised. I am sure that those who are making the purchasing decisions will be aware of the point he makes and of the merits of British manufacturing.

[Gareth Johnson (Dartford) (Con)]

These delays are regrettable, but they at least give the Minister an opportunity to look again at the terms of the franchise. I was pleased when the Oyster card system was extended to Dartford, to cater for my constituents. Does he agree that any new franchise contract should include a term to ensure that smart ticketing is extended beyond the current boundaries?

[Andrew Jones]

My hon. Friend makes a wise point, as ever. Smart ticketing is a part of the rail future right across the country, not just in Dartford. The pay-as-you-go extension has been very popular across the south-east. The benefits of smart ticketing are profound, including convenience for passengers and the ability to change tickets more easily, and we are trying to ensure that they are part of all franchises.

[Diana Johnson (Kingston upon Hull North) (Lab)]

The Minister has referred to the Williams review several times. Keith Williams has already warned about the Government “micromanaging” the rail industry and driving passengers away. He has also said that the current franchise system is damaging to innovation. Does the Minister agree with those comments?

[Andrew Jones]

There are points in the current operation of the franchise system that can be improved, but micromanaging from Government is not helpful. The Labour position is to micromanage everything from Government by nationalising the railways, so there is—[Interruption.] There is a little bit of inconsistency in what the hon. Lady says.

[Huw Merriman (Bexhill and Battle) (Con)]

My constituents will be disappointed with this delay, but I have every faith that the Minister will get this right. The Transport Committee has looked at the franchising process in a number of reports. It is very complex and detailed, and as a result it can be expensive and litigious. Will there be an opportunity to simplify the franchising process, so that we do not experience such delays when making decisions?

[Andrew Jones]

I hope that simplification of the structure of the industry, including the franchising process, will be one output of the Williams review.

[Tonia Antoniazzi (Gower) (Lab)]

On a point of order, Mr Speaker. I seek your guidance. I went outside into Parliament Square to speak to members of Extinction Rebellion who wanted to exercise their right to come into Parliament to lobby their MP. I am holding over 100 letters to MPs. What guidance can you give those people who are unable today to exercise their right?