GWR and Network Performance

Andrew Jones Excerpts

Tuesday 5th February 2019 Westminster Hall

[Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)]

I congratulate my hon. Friend the Member for Cardiff South and Penarth (Stephen Doughty) on securing this debate. Great Western needs to answer questions not just on the Welsh lines, but on the service to the far south-west. It was good to hear from the hon. Member for St Ives (Derek Thomas) about Great Western’s service to the far south-west, but I am afraid I am not drinking the Kool-Aid in the way that he is. We need huge improvements.

Today marks five years since Dawlish was washed away. We all remember the hanging Peruvian rope bridge images. Five years on, there have been soundbites aplenty, and we have had press releases and promises coming out of our ears. If we could lay those press releases next to each other to form a railway, we would have the best train line in the world, but we cannot; we need the money. I really hoped that there would have been a funding announcement to coincide with the five-year anniversary, to show that Ministers get it. Instead, we seem to have half-cancelled visits, planning applications submitted without the funding to go along with them and a lack of understanding about when the money will come.

The far south-west needs and wants its fair share of rail funding. The programme for which Network Rail has submitted a planning application seems to be a good step forward, which would improve not only Great Western services but CrossCountry services that use that piece of track. We need the Minister or the Secretary of State to announce the money. They do not need to come to Devon to do that; they could make their announcement in Whitehall, or the Minister could make it today. All we need is confirmation that the money will come. To date, we have not had that, and the lack of funding for our train line grates on people in the far south-west.

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

The hon. Gentleman mentioned half-cancelled visits in reference to me. I know there was a media story about that yesterday. I have never been scheduled to visit Devon; I am afraid that that is just incorrect. I am very happy to ensure he does not inadvertently mislead the House.

[Luke Pollard]

I thank the Minister for doing so. If he has not planned to visit, I encourage him to do so, so that he can see the problems we are having at Dawlish.

[Andrew Jones]

Did the hon. Gentleman just tell me not to bother visiting, but say in the next sentence that I should visit? I look forward to a visit, but I ask that he be consistent.

--- Later in debate ---

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

It is always a pleasure to serve under your chairmanship, Mr Betts. I will start by thanking everybody who has contributed to the debate, and congratulating the hon. Member for Cardiff South and Penarth (Stephen Doughty) on securing it in the first place. Many issues have been raised, and I will try to address as many as I can in the short time allowed, so I must press on fast.

The question has been asked, “Are the Government investing in railways?” The answer is yes, of course; we are investing a record amount to deliver more reliable, more comfortable and safer journeys for our rail network. Alongside our investment in infrastructure, we have delivered new, more reliable trains on the Great Western main line. There has been a change, however, in the way we approach investment in the next funding period. In the past, we focused very much on enhancements, but we are now focusing more of our £48 billion budget on reliability, and particularly on repairing and replacing the worn-out parts of our network to increase reliability and punctuality.

[Stephen Doughty]

Will the Minister give way?

[Andrew Jones]

Oh, crikey—go on. I am always generous about giving way.

[Stephen Doughty]

The Minister mentioned reliability; I sat with Hitachi, the manufacturers of the new trains on the Great Western service yesterday, and they took me through their own reliability stats, which they admit have not been good, particularly with the introduction of the new trains. Basic things were missed, such as fitting them with filters to deal with pollen and seeds in summer, which meant record breakdown levels last year, during the hottest summer on record since the 1970s. Surely there was some problem with the commissioning of those trains in the first place?

[Andrew Jones]

With interventions that long we will really have to scamper. I do not accept the hon. Gentleman’s argument. New rolling stock often brings with it some kind of teething period, as we have seen throughout the history of our rail network, but the bottom line is that we are seeing new trains deliver a better service.

The modernisation of the Great Western main line will improve more than 100 million passenger journeys each year and will stimulate economic growth from London, through the Thames valley, certainly through Cheltenham, to the Cotswolds, the west country and south Wales. I fully recognise how vital this service is in not only connecting people but driving the economy.

I also recognise that GWR’s performance last year was not good enough and fell well short of passenger expectations. As a result, GWR worked with partners across the industry and put in place a performance improvement plan, which, although there is of course still more to do, has seen GWR move from delivering 72% of trains between south Wales and Paddington on time six months ago to more than 90% today.

The December timetable change was successfully introduced. The industry significantly reduced planned timetable changes to minimise the risk of severe disruption, which has served to stabilise services and to improve timetable efficiency. In the future, we will stage timetable changes, rather than having one big-bang approach.

I am clear that I expect GWR to do everything it can to minimise cancellations and other disruptions to services. It agreed to and implemented a contractual performance improvement plan, which includes a wide variety of activities across the whole franchise area to improve performance for passengers, including matters under the control of Network Rail.

[Nigel Huddleston]

The Minister is right that there is nothing MPs like more than a bit of railway or GWR-bashing every now and again. However, we need to acknowledge some of the positives. My patch will have a new station, the Worcestershire Parkway station, which will be of huge benefit to my constituents. I just need to make sure that the trains run through it on time.

[Andrew Jones]

Well done for getting that one on the record.

[Mr Edward Vaizey (Wantage) (Con)]

Talking about new stations, will the Minister meet me, colleagues and staff from GWR and Network Rail to talk about a new station in Grove in my constituency, which could be part of a network of two or three stations connecting Oxford and Bristol? As more houses are built in the south-east and south-west, local connectivity, alongside inter-city connectivity, is vital.

[Andrew Jones]

I most happily agree to meet my right hon. Friend.

Questions were raised earlier about how the industry is held to account. The answer is through the Office of Rail and Road, the industry regulator, which holds Network Rail to account for its performance and takes enforcement action in the event of unacceptable performance. The Government will hold franchise holders to account when things go wrong by enforcing their franchise agreements, with contraventions dealt with under the terms of those agreements and in accordance with the Department’s general management compliance process. Evidence of that can be seen in the recent action taken against Govia Thameslink Railway.

Passenger satisfaction is obviously critical and will remain an absolute focus for me as an incoming Minister. Colleagues raised questions about the governance of the area, and I am pleased to see that Network Rail has joined forces with the regional train companies, GWR and Heathrow Express, to create a new joint supervisory board to drive improvements. This is the latest stage of the companies’ commitment to working closer together to improve the passenger experience.

Investment in transport infrastructure has been a long-standing problem across the UK. We have not invested enough in our transport infrastructure over decades, which applies to Governments of all colours. However, I do not think that that accusation can be made against this Government. We are investing £48 billion in our rail network in the next control period.

[Geraint Davies]

Will the Minister give way?

--- Later in debate ---

[Andrew Jones]

I am running out of time. There will also be more electrification works in this period. The electrification to Newbury and to Bristol Parkway was introduced this year, and we are working to complete the electrification to Cardiff later this year. When all that is complete, we will see benefits including journey time improvements of 15 minutes, which is a significant change.

Fares were mentioned. I remind colleagues that we are in the sixth year of capping regulated fares in line with inflation. We have introduced a railcard for 16 and 17-year-olds, and the industry has introduced a railcard for 26 to 30-year-olds, so basically everybody under 30 will be able to access discounted rail fares. It might also be worth reminding Opposition Members that, in its last year in office, the Labour party gave passengers a 10% fare increase, and that, where Labour now has the capacity to run the railways, through the devolved Administrations, we have also seen fares increase in line with inflation. I gently say to those colleagues that they have been saying one thing but doing another.

Perhaps it is worth further reminding colleagues how many miles of the Great Western main line Labour electrified when it was in office—zero. How much new inter-city rolling stock did Labour introduce when in office? Absolute zero. I understand the comments from Opposition Members, but it feels rather like the arsonists complaining about the amount of time it has taken the fire brigade to arrive.

[Matt Rodda]

Will the Minister give way on that point?

[Andrew Jones]

No; we are out of time.

Several colleagues raised delay repay 15, which will be standard in all new franchise agreements. We are also working very hard to make mid-term contract changes to existing franchises, and we are very close to getting that agreed. I will keep colleagues informed of the progress.

We are about to run out of time. I thank everybody who has taken part in the debate. We have covered a wide range of issues, although I am quite sure that we have not been able to cover every single point. I recognise the work taking place at Dawlish, to which we have committed £15 million, and I look forward to going down there. Protecting that line is a national priority, and we will continue to invest in it and to develop solutions to improve its resilience.

I look forward to seeing many areas of the route transformed by December this year, with the new services and new trains that I mentioned. We will continue to introduce improvements during the franchise continuation period. I hope that 2019 brings a further improved service for our constituents and others served by this franchise who are constituents of Members who were not able to be with us today. I assure everybody that the Government are working hard to ensure that the rail industry delivers the service that our constituents rightly expect.

Delay Repay: Great Eastern Main Line

Andrew Jones Excerpts

Wednesday 30th January 2019 Commons Chamber

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

I congratulate my hon. Friend the Member for Colchester (Will Quince) on securing this debate and on giving us the opportunity to discuss these issues. I thank other hon. Members for their contributions. We have had a very positive debate.

I fully recognise the importance of the rail service to the communities my hon. Friends represent. It is not just a question of access to the beautiful landscapes of north Essex or south Suffolk; the line serves areas of economic growth, where we are seeing innovative businesses, high-tech and state-of-the-art businesses, and growth in life sciences and renewable energy. The great eastern main line plays a significant role in unlocking the economic potential and improving quality of life in the areas my hon. Friends represent.

I also fully acknowledge the passion that rail can generate. As people have said, the constant struggle to know what is happening on a network and the impact of delays on people’s ability to make connections, get to work on time and handle childcare arrangements can be incredibly stressful and frustrating and we should be working flat out to minimise the need for any compensation to be paid at all.

I will address some of the issues raised. Obviously, we have focused today on Delay Repay, as that is the key point of the debate, but I will also touch on the issues of the performance of the network and the new trains that colleagues have raised. On Delay Repay, I recognise that, when things go wrong, we must have some means of appropriate redress. As my hon. Friend the Member for Braintree (James Cleverly) said, people are pragmatic and understand that things can go wrong; they just do not want them to go wrong regularly. Exceptional events we can understand.

These services are critical to how we run our lives. Delay Repay compensation is in place on most of our franchises. In its original form, it offered compensation for delays of 30 minutes or more, but we are improving the scheme by rolling out Delay Repay 15, under which compensation is paid for delays of 15 minutes or more, which will give passengers a better deal. It provides compensation of 25% of the ticket price for delays of 15 minutes or more and of 50% for 30 minutes or more, whatever the cause of the delay or the cancelation and whatever the ticket type.

[James Cartlidge]

The principle underpinning Delay Repay is that people should be compensated for any inconvenience caused, which brings me back to the intervention I made on my hon. Friend the Member for Colchester (Will Quince). Given that a seat is part of a person’s understanding of the contract of their ticket, if they have had to stand for the entire journey, is there not a principle that they should be entitled to recompense?

[Andrew Jones]

It would be very challenging to introduce that extra condition to the compensation structures. We must try to ensure that there are enough seats, but it is hard to guarantee that everyone will have a seat on every occasion. The right to a seat is not actually included in the ticket—the ticket entitles the passenger to ride and to complete the journey, but not to have a seat—although of course we want passengers to have comfortable seats, along with access to wi-fi, power sockets and so forth. I am aware of the issue that my hon. Friend has raised, and I will certainly give it further consideration.

We introduced Delay Repay 15 in Britain’s largest rail franchise, Govia Thameslink, on 11 December 2016, and it was introduced in c2c in February 2018. It is also part of the new South Western and West Midlands franchises, and was introduced most recently in the Northern franchise, last December. It will be a contractual requirement for all other Department for Transport franchises when contracts come up for renewal, so it will become a regular feature of what our rail service looks like up and down the country.

Greater Anglia currently offers Delay Repay 30. We have been actively engaged with the company to secure an affordable and value-for-money scheme for the Delay Repay 15 launch, and the process of agreeing on commercial terms is at an advanced stage. We are not quite there yet, but I can tell Members that I am confident of being able to bring them some news within weeks. I will, of course, ensure that I keep everyone informed of our progress. The Department is doing significant work in liaising with Greater Anglia. The delays in introducing the scheme in franchises are due to the complications involved in changing the nature of the contractual arrangements, and that is the only reason for the delay in this instance.

[Vicky Ford]

I thank my hon. Friend for telling us that he hopes we will be able to hear more news about Delay Repay within weeks. We have talked a great deal about the complaints that are received, and I receive many, but when we do positive things for our commuters, they really appreciate it. On 2 January I received this little message from one of the younger commuters in my constituency:

“I just got my millennial railcard and will be saving…£1,000 this year! All thanks to a Conservative Government!”

The introduction of this compensation scheme will be greatly appreciated.

[Andrew Jones]

As ever, my hon. Friend has made a very wise point. On 2 January, the industry introduced the millenial railcard for those aged up to 30, as well as a railcard for 16 and 17-year-olds. Everyone up to the age of 30 now has access to discounted fares via a railcard. We want to ensure that more people have access to our railway.

There have been a few questions about how the rail operating companies handle compensation claims. The Office of Rail Regulation recently published the figures for delay compensation claims settled within the industry target of 20 working days during rail periods 1 to 7. Greater Anglia achieved 99.7% compliance, which means that passengers are receiving their compensation in a timely manner. Figures published by the Department in October last year showed that Greater Anglia is among the leading train operating companies in terms of its passenger compensation claim rate. The research also showed that Greater Anglia is the most proactive TOC on Twitter, accounting for 72% of tweets.

[Will Quince]

I thank the Minister for giving way again. He is being incredibly generous. May I suggest that one of the reasons why Greater Anglia is so prolific on Twitter is the fact that it has so many rail users who tweet complaints to it, which it has to respond to?

[Andrew Jones]

I do not quite accept that. We can see passenger numbers. We can see when performances fall. Since taking this role 10 weeks ago, I have found my inner train spotter, and I now look at the train performance of franchise operators several times a day. So my hon. Friend’s claim that Greater Anglia is among the worst performers in the country is, I am afraid, not correct.

[Mr Mark Francois (Rayleigh and Wickford) (Con)]

I apologise for joining the debate late; my train was late. More seriously, however, I am pleased to see the Essex posse here in strength this evening, including my hon. Friend the Member for Castle Point (Rebecca Harris) sitting on the Treasury Bench as the Whip, who unfortunately therefore takes the vow of omertà but who I am sure is with us in spirit.

The problem on the Southend Victoria line operated by Greater Anglia is long-running engineering works, which have been running for two years. We have had some good news from Network Rail that they will now end in the spring of 2020 rather than May 2021. My constituents welcome that, but all the time they are still paying over £5,000 for a season ticket from Rayleigh when they can barely use the service at weekends because there are so many bus services. I have asked Greater Anglia repeatedly to give at least a small discount to my constituents, basically to say, “We share your pain,” and I wonder whether the Minister would have any sympathy with long-suffering commuters who pay a great deal of money to Greater Anglia for what is basically essentially a glorified bus service.

[Andrew Jones]

I am always keen to see value delivered, and I recognise that passengers have to endure a degree of inconvenience or worse when the industry is working on maintaining the network. I am not sure whether we could go as far as to say that that should be a part of compensation, because we can see looking ahead increased investment. We are investing more in our railways than any Government in British history. We have to try to do this in a way that inconveniences as few people as possible, but at the same time recognise that the benefits will be profound and we are catching up on historical underinvestment. It is fair to say that Governments of all colours have underinvested in our transport infrastructure, but that is not an accusation that can be made against this one.

[Mr Francois]

I thank the Minister for giving way again; I realise that he is tight for time. We have been hearing from Greater Anglia for several years about these new trains, which are going to be the Concorde of the 21st century on rails, with wi-fi and better seats and all the rest of it. However, we can have the best train in the world, but if it is stuck in the depot because the line is closed because engineering works are going on, it is no good to us. I am just trying to convey to the Minister, who is new in the post but I know personally is an excellent Minister—I say that dead straight—the sense of genuine frustration from my constituents that they pay a lot of money for a line that they cannot use for many days of the year, even if the trains will be the best in the world.

[Andrew Jones]

There is no doubt whatsoever that we do sometimes test the patience of constituents who are enduring delays and constant bus replacement services beyond a pleasant and comfortable level, and the constituents of Rayleigh are well represented by my right hon. Friend.

[Mrs Kemi Badenoch (Saffron Walden) (Con)]

Will the Minister give way?

[Andrew Jones]

I am more than happy to give way; I do not think we are under quite the time pressure that my right hon. Friend the Member for Rayleigh and Wickford (Mr Francois) thinks we are.

[Mrs Badenoch]

I thank the Minister for giving way; he is being exceedingly generous. It would not be right for me to hear about an Adjournment debate on Greater Anglia without talking about the issues in my constituency. While I am not on the great eastern main line, I am on the west, and I cannot help but pick the Minister up on his point about how well it is doing. I want to add my voice to echo my colleagues’ concerns. I get lots of letters from constituents who are dissatisfied. Is there something the Minister can do to look again at these statistics that show how well Greater Anglia is doing, because I think many of us would dispute them?

[Andrew Jones]

I am coming on to the performance of the company, so I will address that point, if I may, in a few moments.

First, let me pick up where we left off on communication, a key point raised by my hon. Friends the Members for Chelmsford (Vicky Ford) and for Braintree. I entirely agree that it is appropriate for the train operating companies to work extra hard to keep passengers informed when things go wrong, or when new services become available. I am not sure that this is a strength of our rail industry as a whole, but I have certainly raised it with the industry. I have talked to most of the TOCs over the past few weeks and have highlighted one thing above all, which is that I want to see a focus on operational excellence to deliver the most punctual network we can. I want them to focus their attention on customers and their communication with customers.

[Stephen McPartland]

I welcome the massive investment that the Government are making in our railways after many years of underinvestment. Does the Minister accept that a lot of the problems on the railways are the responsibility of Network Rail, a state-owned operator, and that local people feel that it is often unaccountable?

[Andrew Jones]

My hon. Friend makes an informed point. About 70% of the delays on our rail network are caused by works by Network Rail rather than by the train operating companies, so it is appropriate that we put the focus where the cause is.

I am not in any way trying to suggest that Greater Anglia is perfect; I am just trying to put this in context. The hon. Member for Ipswich (Sandy Martin) raised a point about the compensation scheme currently in place. Greater Anglia is one of the better rated companies in that regard. Contact and payment details can be stored in passengers’ online accounts so that they do not have to fill in their details each time they make a claim, and delay compensation claims can be made via the Greater Anglia app. The principle of keeping things simple and easy for passengers is absolutely paramount, and I agree with his underlying point on that. We have spent a bit of time talking about Delay Repay, and I want to confirm that that is an absolute priority. Colleagues have asked for my assurance that we will be putting our energy into bringing this over the line as soon as possible, and I am happy to provide that assurance. This is work in progress, and I will ensure that everyone is kept informed of the progress being made.

I want to talk bit about some of the other issues that have been raised. My hon. Friend the Member for Colchester talked about the new trains, and they are indeed coming down the line. I am particularly keen that the current performance of Greater Anglia and Network Rail should continue to improve. Their performance is starting to improve, although there was a difficult autumn period with a mixture of infrastructure faults and train faults—as well as some fatalities; a powerful point was made about the number of suicides on our lines—and that has an impact on people. Every single case is obviously an appalling personal tragedy, and that must be borne in mind in any comments that we make. It is also worth noting that the suicide rate in the UK is at a 30-year low. We have seen a fall in the suicide rate on the railways in the past year or so, but it has not been so marked as across the country as a whole.

We have a secure station scheme, which involves an accreditation run through the British Transport police. It has been running for 20 years, and it was refreshed last year to include measures to combat suicide and self-harm. I would be keen to hear from colleagues of any problem areas on the rail network, because I am keen that we should do all we can to help in this regard. That is why we have renewed the secure station scheme to include training and to focus on trying to minimise suicide and self-harm. This is an important point. It is not just about the delays, obviously; it is also about the practical nature of dealing with the intense personal tragedies involved in each case.

[Sandy Martin]

I believe in giving praise where it is due, and in this particular case I believe that we should give praise to Greater Anglia for the project that it is running—I believe in conjunction with Mind—to help staff to deal with these problems and to reduce the number of suicides on the railways. I really hope that that scheme will be successful as well.

[Andrew Jones]

That is an important point well made. Up and down the country, we see TOCs partner with either public bodies or, as in this case, successful and important charities. The British Transport Police and the secure station scheme work with the Railway Children and the Samaritans, for example, and such partnerships can make and are making a difference.

I mentioned that performance has been mixed over the autumn period, but it is starting to improve. Looking at the public performance measures, Greater Anglia’s PPM for the period ending 5 January was 89.7%, which should be compared with the target in the franchise agreement of 88.7%. However, we want to go even further. We want all passengers on our network to receive the best possible service.

[Giles Watling]

We are at the end of the line down in Clacton and Walton-on-the-Naze, and it feels like the further away a place is, the more it gets ignored. Will the Minister please give some reassurance to my commuters that their train times will improve?

[Andrew Jones]

I can absolutely confirm to my hon. Friend that trains cannot go beyond the end of the line, because it then gets very wet. However, there is no way that different parts of the network are being treated disproportionately. There is an even approach, and everybody is entitled to a good service. That is what we are working towards. The Department’s work with the train operating company looks at performance as a whole, not individual parts, so I assure my hon. Friend that his concerns are being addressed.

I was talking about how we want to go further. The target is to have over 92% of trains arriving on time by the end of the franchise. Together with Network Rail, the train operating company needs to manage day-to-day performance and ensure that passengers see performance improve. It is my priority to see our trains provide an excellent service that delivers a network upon which commuters and passengers can rely every day.

Many colleagues have mentioned new trains. Greater Anglia has a great initiative, but it is part of a bigger scheme right across the country. Some 7,000 new carriages will be entering service on our network over the next two years, and the change is comparable to the UK’s move from diesel to steam. It is that kind of scale of development. The new trains will deliver significant improvements for passengers. In Greater Anglia’s case, the entire fleet of trains will be replaced, with over 1,000 new carriages on order. They are being built by Stadler and Bombardier, with manufacturing and construction well underway. The first five of the new Stadler trains have been delivered to Norwich Crown Point depot, where they are undergoing testing and acceptance processes.

We expect that the new trains will start to be rolled out across the network from the middle of this year, with the full roll-out completed by the end of 2020. These state-of-the-art trains will provide many more seats for busy services, which relates to points raised by my hon. Friend the Member for South Suffolk (James Cartlidge) and the hon. Member for Coventry South (Mr Cunningham). The new trains will be more efficient, accelerate faster and have much better customer information. They will also provide a much-improved on-board environment with wi-fi, air conditioning and power sockets, which goes back to the contribution from my hon. Friend the Member for Braintree .

I want to inform the House that Greater Anglia has a franchise commitment to deliver two direct trains each weekday between Liverpool Street and Norwich in 90 minutes and two direct trains each weekday between Liverpool Street and Ipswich in 60 minutes. Those new services follow long-standing campaigns from both sides of the House, and they will commence in May. Since the start of the franchise, Greater Anglia has invested over £100 million at stations and depots and in ticketing initiatives. Major station upgrades have been completed at Norwich, Ipswich, Cambridge and Chelmsford, but I will have to take away the point made by my hon. Friend the Member for Chelmsford about the second railway station there. I will need to do a bit of research to provide the exact up-to-date position, but I will write to her with that information. I recognise the point about two for one and the passing loop, which has improved resilience across the entire network.

[Vicky Ford]

I thank the Minister so much for saying that he will do some up-to-date research. Will he also arrange to meet me to discuss the issue?

[Andrew Jones]

I would be delighted. We will get that in the diary rapidly.

Let me give the House a degree of context, because the Government are continuing record levels of spending. The budget for control period 6, which is the next period of rail investment funding starting in April 2019 and running through to 2024, is around £48 billion, the largest in British history. We are delivering the biggest rail modernisation programme in over a century, which means faster journeys, longer trains, longer platforms and more seats for passengers. We use giant numbers in the rail sector, but it comes down to what we are delivering for the rail journeys that our constituents make every day.

I am aware of the renewal work as part of the upgrade, and I recognise that it is not possible to work on the railways without causing some degree of inconvenience, but it is all about improving the reliability of our network. In the past we saw a bias towards enhancements, new services and new infrastructure, rather than maintenance. That will change in control period 6, with a bias back towards maintaining the network to reduce things such as speed restrictions and to make services more reliable by unscrambling some of our rather ancient Victorian infrastructure.

The national rail passenger survey results have been mentioned, and they were published yesterday. Overall satisfaction with Greater Anglia has dropped by eight percentage points, compared with the same period last year, to 73%, and no company would want to go backwards. The most significant falls in satisfaction, compared with last year, are on: punctuality, down 10 percentage points; the helpfulness and attitude of staff, down nine percentage points; and connections with other services, down nine percentage points. That decline in satisfaction is disappointing, and it is for Greater Anglia to work closely with Network Rail to improve its performance and to deliver the service and punctuality its customers expect. I include communication improvements within that, as that has been mentioned by colleagues. I will be holding Greater Anglia to account for delivering it.

The Government set the maximum amount by which regulated fares can rise, and train operators can choose to raise their fares by a lower amount. There is no requirement for rail operators always to raise by the maximum. This year we have capped regulated fare rises in line with inflation for the sixth year running.

[Mr Francois]

I am grateful to the Minister for squeezing me in. He may be aware that Greater Anglia went right to the top of the cap by imposing an increase, from memory, of 3.1%, whereas c2c, which runs the line along the Thames coast, went for only 2.5%, or thereabouts. A lot of commuters on Greater Anglia, who have all the issues that I will not repeat, are particularly put out by the fact that Greater Anglia basically charged the full whack, whereas c2c, which runs one of the most efficient and effective services in the country, felt that it did not need to do so. Does it seem equitable that the people running the better, more punctual service had a lower increase and the people running the worse service went the whole way?

[Andrew Jones]

It is difficult to comment on that, because each individual company sets its own fares. Frankly, I want to see, as we all want to see, people retain more of their own money, which is why, from a broader Government perspective, we have had the increase in the personal allowance and the fuel duty freeze and why, from a rail industry perspective, we are in the sixth year of regulated fares. I want us to have lower fares all round, although I recognise that 98% of the money that comes in via the farebox is automatically reinvested in the network, so the farebox is a critical part of delivering the upgrades that we seek for passengers.

[Mr Francois]

There is a strong rumour among commuters in my constituency that Greater Anglia borrowed the money for the new trains in the City at something like 8% interest. If that is true, given current interest rates, it would be completely financially incompetent, and I can only imagine that Greater Anglia’s finance director was educated at the shadow Home Secretary’s school of mathematics. Is that true?

[Andrew Jones]

I do not know the commercial terms of that particular arrangement. These are private matters. The particular school to which my hon. Friend refers is, I think, mercifully not that full of students.

[Mr Deputy Speaker (Sir Lindsay Hoyle)]

Order. I think we are being good natured and ought not to be tempted to start scoring political points on what is an important matter to Members’ constituents. I am sure the Minister got the point but did not want to answer it.

[Sandy Martin]

Will the Minister accept that although the regulated fares have gone up by something approaching 3%, there were unregulated fares that went up by very much more than that? Can he explain why, for instance, the Anglia rover ticket went up by something approaching 30%?

[Andrew Jones]

I am afraid we will have to take up that individual question with the rail operating company. The position we are taking is that we impose the cap on regulated fares, where customers do not have a choice, so that they do not become the victims of insufficient market choice. That is how the system was created and that is why we have run it for six years in a row.

We have been talking about how we can take cost out. As we look into rail inflation, we recognise the need to move away from RPI towards CPI. The Secretary of State has discussed this with rail operating companies and written to the rail trade unions to ask for their understanding and co-operation. I have also discussed the issue with the rail trade unions when I have met them, although we have not yet made quite the progress that I was hoping for.

One thing highlighted has been the nature of value, not just the absolute price. The point about value is well made, because it is a question of the absolute price for the goods and services received. I hope we will be able to demonstrate significantly greater value as some of the benefits of the investment come through. We will see those benefits in more reliable journeys, greater resilience in the network and, in particular, the new rolling stock.

I appreciate that passengers across the region, including Colchester, have not always had the service that they deserve. The maintenance of a high standard of customer service performance is the absolute priority, but I recognise that when things go wrong, passengers should receive the appropriate level of compensation. The focus of our discussions with Greater Anglia are to ensure that the key criteria we have been talking about today are satisfied and delivered, and that we reach agreement to implement Delay Repay 15. My commitment to the House is that I will focus on this over the next few weeks.

With the record level funding on our network services and new rolling stock being rolled out this year by Great Anglia, I am optimistic about anticipated improvements for constituents in Colchester and right across East Anglia.

I hope that, in a year’s time, passengers across Colchester, and right across the east of England, will see the very real benefits of the investment that matches our railway vision—

[Will Quince]

rose—

[Andrew Jones]

I had just one word left to go.

[Mr Deputy Speaker (Sir Lindsay Hoyle)]

Order. I can help the Minister. He did not have to give way. Come on, Will Quince.

[Will Quince]

Thank you, Mr Deputy Speaker. I was actually rising to thank the Minister for being so generous in taking so many interventions during this debate.

[Andrew Jones]

That is extremely kind of my hon. Friend. I have to say that I want to make absolutely sure—

[Mr Deputy Speaker]

One word.

[Andrew Jones]

I want to make absolutely sure that I answer colleagues’ concerns wherever I can and keep colleagues posted. Do you want to hear a bit more about rail investment in East Anglia, Mr Deputy Speaker? [Interruption.] Well, that may have to wait for another time.

We have had a very good debate on the issues today. I just want to make sure that colleagues do not leave the House feeling that we are not bold in our ambitions. We have a plan to deliver the services that they want and expect for the constituents that they serve.

[Mr Deputy Speaker]

I have just one quick question for the Minister. Did you get an apology from the hon. Member for Strangford (Jim Shannon)? We have missed him tonight.

Question put and agreed to.

Rail Infrastructure Investment

Andrew Jones Excerpts

Thursday 17th January 2019 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Rosindell. I pay tribute to the hon. Member for Nottingham South (Lilian Greenwood) for her work as Chair of the Transport Committee and for her work in producing this report. I also thank her and other members of the Committee for the broader work that they do. I look forward to working with all of them over the months ahead.

I echo the words the hon. Lady started with on the importance of the rail industry to the UK economy. The Government fully recognise the importance of our nation’s infrastructure, and at its heart is our rail network. That is why we are investing record levels of rail funding—around £48 billion in the next control period between 2019 and 2024—in modernising our railway and giving passengers the reliable and punctual services they deserve. Our investment in vital railway works is aimed at what will improve performance for passengers and ensure safety and reliability. The operation, maintenance and renewal of the railway will help ensure smooth operation of the network. Our investment across the country, such as the £2.9 billion transpennine route upgrade, which I will talk about later; the ambitious works at Derby to modernise and improve the points and track there, completed on schedule in October; and the wider commitments, including dedicated funding for further improvements for freight and accessibility in the next investment period—all demonstrate how we are meeting the needs of passengers and freight users on our network.

The hon. Member for Brentford and Isleworth (Ruth Cadbury) mentioned fares. I am happy to point out that we are in the sixth year of capping regulated fare rises in line with inflation, and we are introducing new railcards so that anyone up to the age of 30 will have access to discounted rail fares. Our franchises support the introduction of record levels of private investment in the railway, including brand-new trains across the network.

The Labour party talks regularly about how the benefits of nationalisation will be cost-free, but the benefits of privatisation have brought investment, and nothing is more obvious than the arrival of the new rolling stock. We will see 7,000 new carriages enter service on our network over the next couple of years. The hon. Member for Oldham West and Royton (Jim McMahon) mentioned Pacer trains, and they will go this year as part of the renewal of rolling stock. It is worth pointing out that the rail franchise that dominated the north, including his and my area, was let in 2004 and expired only in 2016, and it was a no-growth franchise.

[Rachael Maskell]

Will the Minister give way?

[Andrew Jones]

Let me make a little more progress and then I will give way.

[Rachael Maskell]

It is important.

[Andrew Jones]

All right. I am always generous in giving way.

[Rachael Maskell]

Yes, I will grant the Minister that. Does he not recognise that the private sector is not investing in rolling stock? It leases the rolling stock off companies and so the amount paid has a massive premium—about a third more, as found out by Merseyrail, which has now purchased its own rolling stock.

[Andrew Jones]

How individual operating companies wish to own and run their rolling stock is up to them, but the point is that private investment and the private sector, whether it pays for a lease or for ownership, is delivering, and the public sector did not, which is why we have the long-standing Pacer trains on our network. The no-growth franchise was a significant feature. I am sure that those who let that now think that that was a mistake, because of course we have had significant growth in the north and we are playing catch-up.

It is fair to say that we had a difficult year on our rail network in 2018, as many colleagues here have said. We all know that performance declined, never more so than around the introduction of the timetable in May. But it is also fair to say that we have seen a doubling of passengers across our rail network over the past 20 or so years, which shows it is a ringing success, demonstrating the success of the public and private sectors working together to deliver significant and sustained improvement.

[Jim McMahon]

I accept that passenger numbers have increased, but the truth is that the summer delays and the autumn cancellations were not a surprise. The timetabling was agreed by Northern. It designed it, crafted it and failed to implement it properly. The delays in the autumn were down to autumnal weather, which obviously takes everybody by surprise. It is not as though it happens every year when leaves come off the trees and fall on tracks. The basic management is poor, and surely not fit for purpose.

[Andrew Jones]

We have had autumn leaves falling since time began, and whichever rail company has been operating—including nationalised ones—they have found them quite difficult to manage. To suggest that it is suddenly a bigger problem is a mistake.

[Priti Patel]

The Minister is incredibly generous in giving way, and I thank him. Delays are the scourge of commuters on the country’s train network, and of course they all get upset when trains are cancelled or delayed. Is there more the Minister can do to hold franchisee companies to account, with respect to how they communicate with customers and give compensation to rail users?

[Andrew Jones]

My right hon. Friend makes a powerful point. She gave a powerful speech, which recognised how transport investment, alongside other investments, can drive an economy. The work that she and colleagues have done on producing a business case has been highly effective. She asked whether I would work with her and of course I will, as I will work with all colleagues, to maximise the benefits of the rail investment we are putting in. As to communication, rail companies can do more. We should be looking at all digital and other means of communicating with customers to keep them informed. There are mechanisms through the franchise agreement for keeping the companies accountable. However, I also regularly meet the Rail Delivery Group, and through those and other regular meetings, with individual operating companies, I have already highlighted the issue of communication with their customers. I will continue to do so, but my right hon. Friend is right that there must be improvement on that.

I was saying a few things about how our network has played a role in the increasing economic growth of the past few years, and how that combination of the public and private sectors, working together, has delivered improvement. That includes private sector skills driving investment for passengers and rail freight. However, that success has also resulted in challenges. We have been open about facing such challenges, including in our programme of infrastructure works in the current investment period, and in the rail structures we inherited. That was very clear and it is why we have taken action and changed our approach. The work of the Select Committee has been very helpful in that respect.

In March 2018 we published our new approach to rail enhancements, called the “Rail Network Enhancements Pipeline: A New Approach for Rail Enhancements”. We have a knack of creating very difficult-to-say acronyms. In September the Secretary of State announced that he had appointed Keith Williams, a respected industry figure. He has expertise in driving customer service excellence, and therefore he is incredibly valuable as we seek to reform the rail industry to become more passenger-focused, and to lead a root and branch review of the railway. The Government’s new approach to enhancements has, as Members will be aware, been a key focus for the Transport Committee. The Williams review is a really exciting moment for our industry. The structures that we have had have helped to turn around decades of decline. We have gone from many years of decline to rapid growth. As many people now use the rail network as did in the 1920s—with all the challenges that come with that, which I shall come on to. The structure has helped to achieve the growth, but it is not clear to me that it will help us take things forward for the next stage. That is what Mr Williams has been asked to consider, and it is an interesting prospect.

The approach being taken learns lessons from CP5, responding to the recommendations of the Bowe review. It is quite profound. We are replacing a once-in-five-years plan with a rolling pipeline of investment, which was a key recommendation of the Committee. I can entirely see why both the review and the Committee made that recommendation. We will be able to respond flexibly to changes in circumstances, and emerging priorities. Unlike in CP5 where certainty—I know we have talked about it—often turned out to be frankly illusory, the supply chain can be confident that once we have made a decision we will stick to it. Those concerned will know exactly how far the commitment extends, for funding and delivery. I completely agree with the principle of transparency to help people plan accordingly. We shall be transparent about the progress of individual schemes as they move through the pipeline, and throughout the control period, but the point is that we are not simply making one announcement at the start of a cycle.

The RNEP has five stages, through which enhancement schemes move from concept to delivery, with increasing levels of detail and development required at each stage. We call them “determine”, “develop”, “design”, “deliver” and “deploy”. A theme runs through them, from “determine”, where the opportunity is identified, to “deliver”, where the solution is provided. Not all projects will progress through all the stages. Each stage is preceded by a decision point, where we will decide whether the scheme is ready to advance to the next stage, whether more work is needed, or whether there is a better way of achieving things. We commit to progress only to the next stage—not all the way to completion.

[Lilian Greenwood]

I completely understand the point that just because something enters the enhancements pipeline that does not mean it will reach the end. That depends on its progressing through the gateways. However, I should be grateful if the Minister set out clearly which parts of the enhancements pipeline will be transparent to the House and the wider industry. Will we know what things are in all the stages, or will we know only about the latter stages, once something has been committed to delivery? It would help us if we could be clear on that point.

--- Later in debate ---

[Andrew Jones]

My intention is that we should be as transparent as we can without giving a running commentary on schemes that also present challenges in the managing of expectation. I intend to be transparent about progress as they move through the pipeline—in the phrase I just used—and that suggests each stage of the process.

[Lilian Greenwood]

So is the Minister saying that when something moves from one stage of the pipeline to another, there will be an announcement to let us know?

[Andrew Jones]

Yes, exactly. What form it will take I do not know, but as schemes progress through, from “determine” to “develop” and so on, we will be transparent about it.

The objective is to secure value for the taxpayer by progressing schemes only when we have an appropriate understanding of how much they will cost, how long they will take, and the benefits that will be delivered. That is in great contrast to CP5, where that did not happen.

[Priti Patel]

As the Minister will know, the Great Eastern main line taskforce is currently working to that very pipeline, for the next business case. Funding will be incredibly important for any project that enters the pipeline. I want to ask the Minister something on which I have previously pressed the Secretary of State. Will there be an opportunity to look at cross-Government funding that covers, for example, money from other budgets, such as local government and the Department for Business, Energy and Industrial Strategy? As the Minister knows, the GEML case made in 2014, which will be made again, looked across at the economic benefits of rail investment, and considered economic growth, too. That effectively means that we must look at new funding mechanisms that go across the Treasury, the Ministry of Housing, Communities and Local Government, the Department for Transport and the Department for Business, Energy and Industrial Strategy, so that we bring the economic benefits that many colleagues have spoken about in the debate.

[Andrew Jones]

My right hon. Friend is as wise as ever. Once a Treasury Minister, always a Treasury Minister, I suspect. The point about bringing things together was, I think, at the heart of such things as the national productivity investment fund, which is about making sure we have, and control, the levers to drive economic productivity—productivity being at the heart of the UK’s future economic success. I see rail working alongside Departments to open up opportunity—commercial, residential, trade and so on. I see that future of collaboration as the way we will take forward some of our projects across the network.

[Daniel Zeichner]

In the interests of transparency, I am trying to understand the pipeline process. The Minister knows of the huge frustration in my region about the delays with the Ely junction. How do we find out where in the pipeline such a project stands now?

[Andrew Jones]

One simple way, of course, is to ask the Minister concerned. I will find out exactly where we are with the Ely junction and respond to the hon. Gentleman. Significant works are planned around Ely, but there are a number of junctions around Ely—I have reviewed a map of them in the past few weeks—and I will need to remind myself specifically which one that might be.

Let me go back to the changes to CP6 from CP5, which create a direct contrast. I think it is fair to say that in CP5 we overcommitted to projects at too early a stage, meaning that later we had to change the scope or cancel altogether, increasing the uncertainty and the impact on the industry’s ability to plan for investment and delivery. The RNEP sets out the Secretary of State’s four priorities for rail enhancements across the country, and we will not progress any enhancement that cannot clearly demonstrate how it meets at least one of them. It is important that those priorities remain applicable to the whole country so that the network can be improved fairly and as a whole.

I welcome the fact that the Transport Committee’s report shared a similar approach to our own in promoting engagement with third-party proposals for rail schemes. On 20 March last year the Department published its guidance for market-led proposals and launched a call for ideas for the same. That call for ideas ran between 31 May and 31 July last year. We received 30 responses. DFT officials have assessed all of them and will now work with promoters to move their schemes forward, although I stress that they will still be market-led. We will be transparent about schemes as and when they progress into the pipeline.

The question was whether this has stalled. No, it has not. We certainly want to see new entrants into the market and ideas being brought forward. I am absolutely clear that not all ideas to drive forward our network will come from SW1—that would be silly.

[Lilian Greenwood]

I thank the Minister for confirming that 30 proposals were received by the Department. I know that he does not want to raise expectations or to give us too much information, but will he at least confirm how many of the proposals are being progressed? Of those 30, how many are the Department taking forward? When might we expect to hear more about which those are, and where in the country they might relate to?

[Andrew Jones]

I cannot remember off the top of my head. I looked at the schemes but cannot remember the answer. I will have to write to the hon. Lady with the details.

We spent a bit of time discussing electrification. The hon. Lady expressed some concern and asked whether we had ruled out electrification. Clearly the answer is no. Our railway infrastructure investment in CP6, however, is about securing positive outcomes, not necessarily specific outputs or inputs. We want to secure benefits for rail users and to do so in the best way possible, rather than simply building more railway for its own sake. Passengers expect high-quality rail services, and we are committed to electrification where it will deliver passenger benefits and value for money.

We will also take advantage of state-of-the-art new technology to improve journeys. The hon. Member for Cambridge (Daniel Zeichner) talked about digital rail. Certainly, technology has a role to play. It is one of the exciting opportunities in the sector. We are already progressing a number of digital rail schemes, using the £450 million secured under the autumn statement 2016 to begin the roll-out of that vital technology. I agree with his points.

Our new approach is designed to provide the maximum possible certainty of investment and a sustainable pipeline for the supply chain. That will provide benefits balanced for the whole country. I met the Railway Industry Association and understand entirely its point about how unwelcome “boom and bust” is. One former Chancellor and Prime Minister talked about putting an end to boom and bust—I am not sure that he would use that phrase again—so I will be cautious in my language and instead say that we will smooth the pipeline of work so that the industry can plan appropriately—skill up and scale up.

However, I suggest that the industry should look at a £48 billion budget pipeline over the next five years and think, “Fantastic!” This Government are buying rail like no other Government in British history. We live in a bumper time for our railways, in terms of rolling stock investment, enhancements, new lines and maintenance. I would imagine—this is what we see—that a lot of people look at this and think, “I want to get some of the great work being done by the UK Government.”

Another aspect of technology to promote is how it can deliver outcomes. That includes the introduction of new bi-modal trains, which reduce disruption to passengers resulting from heavy infrastructure works. The new bi-modal trains are being delivered into service with Great Western, LNER and TransPennine, bringing modern traction technologies on to Britain’s railways.

We continue to promote the use of new technology across rail. Recent franchise competitions have included requirements for bidders to develop innovative solutions around rolling stock technology that will, among other things, reduce emissions on the network. I am keen to take forward the decarbonisation agenda, which the hon. Member for Nottingham South mentioned, and it remains an absolute priority. I will work with the industry and will publish that report—it cannot happen soon enough. I am talking about publication of the decarbon- isation report and about working with different types of traction, such as hydrogen-powered trains, which I have read about. I look at the opportunities that they present to improve air quality radically, and I think, “We want some of that in the UK.” It will certainly be a priority.

[Lilian Greenwood]

The Minister is being characteristically generous in taking interventions. I welcome the news that the decarbonisation report will be published. Will he clarify whether he has received that report from Malcolm Brown, the former CEO of Angel Trains? Will the Minister tell us a little about what is in it, or when he will share that information with us?

[Andrew Jones]

We have received a further draft within the past few days. It is not the absolutely final version of the report, but I understand that we are very near it. I hope to read it, but I think that I should read it when it is finished, rather than in draft form—to be fair to Mr Brown. As soon as we have more information, I will keep the hon. Lady posted.

Regional spend has been a concern in this debate and more broadly. The hon. Member for Kingston upon Hull North (Diana Johnson) kindly said that I was definitely listening—to confirm, I am definitely listening, and definitely Yorkshire. The Government are clear that there should be a balance of rail investment across the whole network, to the benefit of the whole country. The Government and the Select Committee alike agree that capital spending in one part of the network can deliver benefits further afield.

I must stress, however, that the Department for Transport does not allocate funding on the basis of per head of population. Our railway is a network, with spending in a particular area benefiting users up and down the country.

[Jim McMahon]

Does the Minister agree that part of the problem with how schemes are assessed is that heavy consideration is given to economic return or gross value added? A mile of track in London will therefore always deliver more economic return than a mile of track in Manchester, Wales, Scotland or anywhere else, simply because of that economic assessment. Surely, to rebalance the UK, there has to be a levelling up in addition to that economic criterion.

[Andrew Jones]

I understand the hon. Gentleman’s point, and if that were the only consideration I can see how it could lead to inappropriate decisions, but that is not entirely the case. For example, the transpennine rail upgrade, which will be the biggest enhancement on our network over the next five years, would simply not be happening if we accepted his point. But I understand where he is coming from: we have to balance not only economic return and national efficiency, but the possible role in rebalancing our national geography. The lack of investment in some parts could easily be seen as a factor in economic performance.

Our decisions follow a rigorous and fair appraisal process that ensures spending goes to the projects and programmes where it is needed, delivering value for money for taxpayers and passengers. Sometimes that means that spending appears higher in some areas than in others. We cited various figures, but the numbers quoted are frequently from the IPPR. I have some reservations about the IPPR reporting, because it simply adds up future spending regardless of how far it extends. For example, its analysis includes 16 years of planned expenditure on HS2, where the most costly sections—because of land prices—are in London, but only five years of planned spending on maintenance for the other parts of our network. It includes locally funded spending by TfL, but not local, equivalently funded spending in other cities, which will result in a poor sample.

We look at data in a number of different ways. Investment in Birmingham, for example, could benefit users in Penzance, Edinburgh—anywhere across our network—and, of course, the west midlands. We look at two measures: where the investment is made and where the benefits will be felt. The numbers quoted so far on where spending is taking place largely have not taken into account where benefits are felt. However, spending figures going forward, as shown by the national infrastructure and construction pipeline, show that the Government expect to spend £248 per person in the north, compared with £236 in the south. There is an element of the phasing of schemes driving the individual spend in an area.

The rebalancing toolkit has been considered, which we have developed to support authors of strategic cases to assess how a programme or project fits with the objective of spreading growth around the country. I was asked whether it is being used. It is being used in the development of the transpennine rail upgrades and the Northern Powerhouse Rail business cases. The rebalancing toolkit is designed to help with the basic planning. It includes a checklist of questions to consider and potential evidence that can be used to help describe the rebalancing case for a project or programme in its strategic case. It is an ingredient. Does it need to be used in every single case? Given the amount of money we spend and the amount of time it takes us to plan our projects, I do not think it should be mandatory everywhere, but certainly it is an ingredient in making the right decisions. The toolkit’s objective is to make decision making more consistent by improving the focus, quality and transparency of the rebalancing evidence in the business case.

Let me answer some questions asked by colleagues. The transpennine rail upgrade offers the fantastic prospect of the north being the centrepiece of the next spending period. It is a £2.9 billion first phase of a scheme. Electrification will be a part of the proposals. It is phased to deliver the best benefits to passengers over the period. Freight will most certainly be considered; that is why we are also taking forward options for the development of the Skipton to Colne reconnection. It should be viewed as a phased activity.

The advice we have received from Network Rail is that if we spend any more money on that network during this period, with the amount of interventions required to deliver the schemes we will bring the northern rail network to a halt for just about every weekend over the next five years. We have taken the view that it would be an unacceptable price to pay, which would have a huge detrimental economic impact. We have listened to the industry experts and that is the advice they are giving us, so we are delivering this major project in phases. The criteria are about delivering the best benefits to passengers early, but our ambitions are not reduced at all.

[Ruth Cadbury]

Is it about merely measuring the benefit for the passengers? Are any other wider impacts assessed and measured, such as the impact on the environment and local areas, particularly where there are regeneration and economic development aspirations?

[Andrew Jones]

The wider considerations are taken into account. This is part of a broader plan. As the business case is created, it looks at economic benefits and environmental benefits. It is a wider case.

The hon. Member for Brentford and Isleworth asked about devolution. It is being considered as part of the Williams review, but the principle of devolution is a sound one. The suggestion that the Secretary of State is not supportive of Crossrail and the London Mayor is not correct. For example, TfL has run into some financial difficulties over the Crossrail cost overruns. We are helping it with a £2.1 billion credit facility, which it will pay back—it is a loan, not a grant. That is an important indication of how we are supportive of Crossrail and the London Mayor.

[Rachael Maskell]

I would like to return to the transpennine route. From meetings with officials, my understanding is that the challenge is not in the tunnel but across three bridges. For that reason, the electrification programme has not been advanced between Huddersfield and Stalybridge, which is the real game-changer. The challenge is also to make the necessary upgrades to accommodate future freight. Will the Minister assess the advice from Transport for the North to ensure that the proper full upgrade is brought to the line? It would have a significant impact on reliability and will drive efficiencies in the system.

[Andrew Jones]

I am very keen for that line to be upgraded and will ensure that all the opportunities to progress it are considered. I want to make it absolutely clear that there is no loss of ambition, but at the same time we must be very careful when industry experts tell us that if we do any more we will bring the network to a halt for just about every weekend in five years. That is the advice from senior levels in Network Rail. On getting on with it, that cannot happen soon enough as far as I am concerned.

[Lilian Greenwood]

We still have 42 minutes left, but I do not anticipate that we will take that long. On the transpennine electrification, I accept the Minister’s point that we do not want excessive disruption, but will he accept that it is better to do the right thing, which will lead to cost-effective operations, environmental benefits and reliability benefits in the longer term, even if that sometimes means that delivery of the scheme will take longer? Will he commit to talk to Rail North about how the maximum benefits can be achieved in the long term, rather than a short-term approach that could bake in disbenefits over a very long period?

[Andrew Jones]

I will continue to talk with all the different bodies across the north to maximise the benefits. We are not taking a short-term approach; a short-term approach would be to get on and do it right away. We are taking the approach to deliver it in phases to maximise the benefits. At each stage we are also future-proofing it. That principle is already being implemented.

The hon. Member for Bradford South (Judith Cummins) talked about Northern Powerhouse Rail. I am also very keen for Bradford to be well served by that. Indeed, Transport for the North is developing the proposals for Northern Powerhouse Rail. That is great—it will be from the north, for the north. I went to Transport for the North’s last board meeting, at which I was going to receive the strategic outline business case. Transport for the North had to pull that business case at the last moment, but I will go up to its next board meeting; I do not criticise it in the slightest for that. The hon. Member for Nottingham South just mentioned the principle of getting things right for the longer term, and in pulling the business case, Transport for the North was making sure that it does that.

Northern Powerhouse Rail is a very exciting project. The only point I made when I said I would come back for the next board meeting was that I wanted Transport for the North to get on with the project promptly. Northern Powerhouse Rail and HS2 are linked in lots of ways, and any delays to Northern Powerhouse Rail could compromise other projects, so I urged speedy progress.

Colleagues mentioned HS2. I take the opportunity to confirm that HS2 remains a critical project for the Government.

[Jim McMahon]

In the light of the comments by the Chief Secretary to the Treasury, what representations has the Department for Transport made to reassert the case for HS2? Is the Minister confident that if there were a value-for-money review, the project would make it through?

[Andrew Jones]

I could answer that in a few ways. First, it is clearly right that the Treasury takes a view on managing the efficiency and delivery of public projects, because so much money is involved. We are spending half a billion pounds a week more on capital projects than the last Labour Government. We are catching up on investment.

What representations do we make? Of course there is regular dialogue between Ministers from all Departments, and certainly between the Department for Transport and the Treasury at both official and ministerial level. The Government remain entirely committed to HS2, which is part of the rebalancing of our national network. We need capacity on the network, and HS2 will deliver it.

[Jim McMahon]

The Minister has given way extremely generously, and I am grateful for that. Has the Treasury initiated a review of HS2, or did the Chief Secretary’s comment just reflect her personal view?

[Andrew Jones]

I am not the Minister with responsibility for HS2, so the day-to-day correspondence does not come across my desk, but the Government are entirely committed to HS2. The Treasury is right to say that we will look at projects to ensure that they come in on budget and on time, and that we do not see project-creep in terms of cost. The Treasury has been sighted, for example, on the way we are re-planning our investment process to ensure that decisions are made in as informed a way as possible so that there are as few surprises as possible.

Let me be absolutely clear to everybody that HS2 is a critically important project. Work is already under way to deliver it. The hon. Gentleman made the point that the appetite for it grows the further north one goes, and I am happy to echo that entirely. HS2 presents fantastic regeneration opportunities, about which I have had conversations with Judith Blake in Leeds, Andy Burnham in Manchester and Andy Street in the West Midlands.

The hon. Gentleman also highlighted the industrial relations issues that blight some parts of our rail network. The Government are keen to see a second person on trains. Indeed, we have said that there will be no blockage from the Government if that is what everybody wants. We can make changes to any agreements. Indeed, we have gone further than that and said that we will provide financial support. I have made those comments to the unions and the company. The dispute is between those two parties, but the Government can play a role in creating an environment to help them get around the table and talk, and I think I have done that. I want to see them get around the table and talk and, as they do so, stop the strikes, which have had a detrimental impact on the economy of the north.

I have not yet addressed the comments by the hon. Member for Inverclyde (Ronnie Cowan) about devolution to Scotland. Rail is devolved to Scotland. The Scottish Government set their own high-level output specification. The statement of funds available is above the Barnett formula for CP6. Off the top of my head, having discussed Scottish rail issues with colleagues in the Adjournment debate on Monday night—that was very late, so I understand that not everyone will have been present—I think it is £4.85 billion. There is significant funding available for the Scottish rail network, and the Scottish Government have control over rail.

[Ronnie Cowan]

This is not just about funding; it is also about control and management. When ScotRail is run by the Scottish Government and Network Rail is run by the UK Government, that can obviously fall between two stools. That is what we seek to address. We want the responsibility to go with the railway.

[Andrew Jones]

I just point out that decisions about what happens are taken north of the border. We have a national rail network, which cuts across all the nations of the United Kingdom, but decisions are made north of the border. I have had conversations with the Scottish Transport Minister, and I fully understand where his responsibilities start and mine finish.

We have accepted many of the Transport Committee’s recommendations, and I hope I have made it clear that our new approach through the RNEP is clear, logical and fair, and makes sense. We want that approach to lead to better outcomes for passengers, certainty for the supply chain and the industry, and a much more balanced portfolio of investment. I know that colleagues are hungry for investment. We are catching up on decades of under-investment in our rail network and other modes of transport by Governments of all colours. It is clear that we all agree that rail plays a huge role in our national economy, and that is why we are investing in it at record levels. I look forward to keeping the House and the Committee updated on our progress.

Chester-le-Street: Rail Services

Andrew Jones Excerpts

Tuesday 15th January 2019 Commons Chamber

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

I congratulate the right hon. Member for North Durham (Mr Jones) on securing the debate. He has raised a number of important issues relating to his constituency and to County Durham more broadly, and I will address them all.

I entirely recognise the importance of Chester-le-Street station as a vital local link for the right hon. Gentleman’s constituents. I know how much they rely on it. The right hon. Gentleman said that the service was growing, and I can confirm that. The number of passengers has increased by about 30,000 a year over the past six years, and an average of just over 600 a day use the station. Those people play a vital role in the local economy: for instance, as the right hon. Gentleman said, they provide access to employment in both Newcastle and Durham. Nearly all the services are provided by TransPennine Express, with a handful of additional peak services provided by Northern and CrossCountry.

The right hon. Gentleman rightly focused on the central issue of performance—about which the hon. Member for Gateshead (Ian Mearns) also expressed concern—and how bad it became, particularly after the May timetable change. Let me stress that I entirely agree: the services that were offered to several parts of the country, including those offered by franchises in the north of England, were unacceptable. I must also stress, however, that important lessons have been learnt, some of which have already been implemented by the industry and have led to a significant improvement in performance.

The planned December 2018 timetable changes in the north were deliberately scaled back in favour of a phased approach. Risks were mitigated to the extent that this was largely a rollover of the May timetable, but with a focus on some performance “fixes” to improve the resilience and reliability of the network. They included changes to local TransPennine services between Leeds and Manchester, although I fully recognise that “the north” extends further than Leeds and Manchester. Indeed, I represent a constituency that is north of Leeds and Manchester. Those changes have already delivered significant improvements and the provision of standby trains at key locations to help recovery should things go wrong.

I observe performance daily, and I know that many Members on both sides of the House do the same. Performance on Northern and TPE has improved significantly since December. On TPE, according to the public performance measure—which can be found online—the number of trains that are on time has increased to about 83%. That figure still presents a significant amount of room for manoeuvre, and it is below target, but it is also 18% higher than the figure during the last period before the December changes. Although there has been an improvement in punctuality and a reduction in the number of cancellations, I agree with colleagues throughout the House that that is still not good enough.

As for Northern, the January figures so far show that about 89% of trains are on time, which is an improvement of about 10% on the figure for December. I am pleased to report that the number of trains that are late, very late or cancelled has substantially declined. This month fewer than 1 in 10 have been late, and just 1.3% have been very late or cancelled. However, I am aware of the base from which they are starting; I also know that the recovery of passenger trust is critical, and will only be delivered by a relentless focus on reliability and punctuality.

[Mr Kevan Jones]

I agree with the Minister, but what concerns me about TransPennine is that it does not care. A company that should be focusing on what is good for customers has no customer ethos at all. I would love to know how we can change that.

[Andrew Jones]

The right hon. Gentleman has made a significant point. I have to say that that has not been my experience when I have been dealing with the train operating companies, but it is nevertheless clear that the communication to which he referred in his speech has not been good enough. I shall say more about that shortly.

As part of the wider drive to improve performance in the north, the Government commissioned Richard George, a respected industry figure, to review the performance of the region’s rail network. He will recommend operational improvements to increase reliability in the short and medium term. Richard will co-ordinate and lead the efforts of Network Rail and the operators. His remit is to help industry reach the right conclusions so that passenger impact is central to every planning decision; the passenger must be at the centre of all of our decisions. He has already helped highlight problem areas and will provide his conclusions later this year.

In addition, since the May timetabling issues Network Rail has established a programme management office. This will also help to ensure future timetable changes can be better planned and managed. There will be no repeat of the processes that led to the failure of May 2018 and that timetable change.

I thank the right hon. Member for North Durham for raising the issue of communication and poor information about cancellations and delays. I hear it in other parts of our network too, and it is simply not good enough. There are customer information screens at Chester-le-Street station, and both TPE and Northern publish updated information on their websites and social media channels, but we continue to stress to these operators and the whole industry the absolute importance of giving passengers the information they need when things go wrong. I have raised this with the train operating companies and will continue to do so. It has not been good enough. Obviously I want to get to a place where we do not have to make these comments, but until then a focus on communication is important.

[Ian Mearns]

In my experience trains that serve Chester-le-Street moving both north and south can suffer from cancellations, because if a train is coming from the south to the north and is late it is the habit of the operator to terminate the train at Darlington, and therefore not to allow it to travel on through to Durham, Chester-le-Street and Newcastle and then make the return journey. Can we ask the franchises to stop that practice, please?

[Andrew Jones]

The hon. Gentleman’s point is important, but there is also a point that the operators must consider in the operation of a timetable: how do they recover? If something goes wrong, how is that timetable recovered?

[Ian Mearns]

Additional rolling stock, Minister.

[Andrew Jones]

That is exactly what is happening, and I will come on to rolling stock in a moment. I understand the hon. Gentleman’s point and also where train operating companies are coming from, but regularly disadvantaging the same customers is not acceptable. I want to get to the place where we do not have to have these questions in the first place.

If things do go wrong, I also want to make sure we have compensation schemes. There have been delay-repay schemes and after May the Government asked Northern and TPE to implement special compensation schemes that quickly and fairly reimburse those passengers most adversely affected, and that included regular service users from Chester-le-Street. To date, over £1 million has been paid in compensation for the summer disruption.

Passengers will see the benefit of the new huge investment in rail in the north of England when the new rolling stock enters service this year. As part of the investment in TPE three new fleets of Nova trains will be introduced, starting from May this year until the end of 2020. For Chester-le-Street longer brand new trains will be in service, while on Northern the outdated and unpopular Pacers will be removed by the franchise by the end of this year. Passengers using the Northern services in County Durham will see refurbished trains offering increased capacity.

What does that actually mean? Nova trains are faster and have more capacity, and we are moving from three to five carriage trains; that means over 150 extra seats. The Pacers will in some cases be replaced by refurbished stock cascaded down from Scotland. These are class 170 trains which are longer than those they replace; they are increasing in size from 18 metres to 23 metres per carriage, again increasing capacity. The vast majority of the 500 brand new carriages from Northern and TransPennine will be delivered in less than a year from now, and every other train that is not brand new will be refurbished to be as-new.

The CrossCountry consultation was a concern. It ended on 30 August and we are conducting a thorough review of its findings. No decisions have been made about the CrossCountry timetable. The east coast main line timetable will be rewritten for all operators in 2020-21 and that will be an opportunity to review the current train services at Chester-le-Street, alongside wider long-distance service changes. The only decision that has been taken so far is to cancel the franchise competition because of the rail review. The current franchise ends in October, with the option to extend by one year. We are looking at options for the franchise and we are aware of severe overcrowding on that network, so we are looking to bring in additional trains as soon as the appropriate carriages are available within the existing rolling stock market. But the importance of Chester-le-Street and the north-east to the CrossCountry franchise is noted. Colleagues here asked me to note it and I have done so, and I give them my assurance that it will be considered.

Let me turn to the services at Chester-le-Street station. It is managed by Northern, which is conducting improvements throughout the life of its franchise to ensure that the station is well maintained. I understand of course how inconvenient it has been for passengers in the interim, but the waiting room and toilets are due to be refurbished very soon. As for the bridge, we are painting a structure that spans the east coast main line, so it is not as simple as a regular painting job. It is one that needs to be planned such that it minimises disruption. However, the point made by the right hon. Member for North Durham has been heard and I will ensure that Network Rail is aware of his concerns.

Our railways have to be fit for the future. This requires investment, vision, innovation and ambitious thinking, so that our rail network meets the needs of the people who rely on it. That is the point of our rail review. The service that we have and the structures we have had have served us well, taking us from 700 million passenger journeys a year to 1.7 billion. But times are changing and we are seeing huge investment. We are on the cusp of experiencing the benefits of the billions of pounds of investment. Our railways are undergoing much- needed transformation that, as a country, we have never experienced before. That will improve rail services in the north of England for good and it will see rail play its part in driving economic growth right across the north.

Question put and agreed to.

St Rollox Railway Works: Closure

Andrew Jones Excerpts

Monday 14th January 2019 Commons Chamber

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

It seems very late to be starting an Adjournment debate. Indeed, it is so late that we do not even have the hon. Member for Strangford (Jim Shannon) with us.

I start by congratulating the hon. Member for Glasgow North East (Mr Sweeney) on securing this debate and on the passionate way he has spoken about this important industry in his constituency. We had a very positive meeting with him, the company and the unions earlier today, and I entirely recognise the fact that Gemini Rail Services’ announcement on 12 December of a consultation on proposals to close the depot had serious implications for all the people who work there, their families and the neighbouring communities. I recognise the impact that this announcement will have had on them.

I should also point out, as I did earlier on, that the Government do not have control over the direction of Gemini Rail Services, which is a private business. As it clarified in our meeting, this was a commercial decision taken in response to market conditions and the changes we are seeing as our rail network modernises, with new rolling stock coming into service. The provision of railway services that both begin and end in Scotland is a devolved matter, as is economic development. I know that the Scottish Government have engaged with the company and the unions about the planned closure and are taking action, to which I will return a little later.

This debate provides us with the opportunity to consider both the importance of the rail sector to the UK economy and the rail industry’s prospects. Our rail industry is critical as one of this country’s most vital and intensively used transport arteries. We rely upon it for the rapid movement of people and goods to the right destinations at the right time reliably and safely, day after day. On those measures, the UK rail industry has been a great success. Despite a huge increase in rail usage, we have one of the safest railways in Europe, with over 80% passenger satisfaction and over a billion more passenger journeys a year.

The Government are investing a record amount of money. The budget for the next control period—CP6, starting in April this year—is £48 billion to boost performance and sustain growth. The budget for the Scottish rail industry will be £4.8 billion. The provision of rail services in Scotland is obviously a matter for the Scottish Government, but I wanted to highlight that significant figure. The CP6 funding settlement provides more funding than would have been allocated under the Barnett formula, so it is a generous settlement that provides ample funding for the Scottish railway.

[Mr Sweeney]

The Minister is making a number of pertinent points, but the fundamental crux of this issue is that while it is a private decision for a private company at this point, it is clear that the company, ScotRail and Network Rail could work collaboratively to restructure the site to put it on a sound commercial footing and allow it to win business competitively. This is not about bailing something out or state aid for a failing industry; this is a kernel of expertise and a centre of excellence that could thrive with a restructuring of ownership. That would require urgent, robust intervention from both ScotRail, Transport Scotland, the Department for Transport and Network Rail. Does he agree that that is the way to proceed?

[Andrew Jones]

I am coming on to that. My point is that as we start this period of high investment, both on a UK basis and within Scotland, we will need the workforce and the supply chain to deliver on those ambitions. Companies such as Gemini Rail Services and the works at Springburn and hundreds of other companies up and down the country, including train firms and those designing signalling, all contribute to the modern rail industry that we need. Partnership between the public and private sectors has delivered real improvements, and I will come on to the hon. Gentleman’s specific points.

The rail supply chain is a significant industry, and I do not think that people realise just how big it is. It employs over 225,000 people and adds £5.2 billion to our economy. I recognise that supply chain companies, in addition to being important players in the sector, are important within their communities, which was a key point made powerfully by the hon. Gentleman. That is why we have launched the rail sector deal. We need the industry and Government to create a partnership to deliver the jobs, skills and growth that we require. The deal is important and has several agreed outcomes, such as reducing the cost of digital signalling and ensuring that the supply chain better understands future demand, giving companies more confidence to invest in skills and innovation. Through the sector deal, the industry will deliver long-term education and a people strategy for the rail sector. These are important matters and, as the hon. Gentleman says, this plant can play a vital role, through the sector deal and through the supply chain work, in the rail industry of the future. The deal is about creating the capacity and capability for the rail industry to export more, helping to build more trading relationships with partners across the globe as we leave the EU.

I can understand why the hon. Gentleman has called this debate and why other colleagues have intervened, because this issue matters. No one wants to see industrial closures. That is especially true when there is such significant industrial heritage, which this plant very clearly has. From a basic human perspective, we all feel natural concern for all those who may lose their job, and there is also concern about the loss of skills from both the Scottish economy and the sector as a whole.

The company said earlier today that it is projecting a short way into the future but cannot see the supply chain or orders to keep the operation going, and it said that there might be some way of constructing a deal that would bring different parties together to construct an offer, and perhaps to change the nature of the work at the plant. I am very clear that that would be a fantastic opportunity, should it be possible. As I said in the meeting, I will write to the Scottish Transport Minister to highlight this debate and the concerns that have been expressed.

The hon. Gentleman talked of a consortium coming together for a deal, which would be a positive thing to happen. Speed will clearly be of the essence, and I will make sure that my communication with Mr Matheson, the Scottish Transport Minister, is prompt.

Network Rail could electrify part of its network to open more opportunities for electric rolling stock to be maintained at the plant. Such things need to be considered, but I entirely recognise the point about timeliness. Given the amount of money that rail electrification has been costing, £700,000 is a very small budget, but the point remains. Opportunity exists, and it should be taken.

[Mr Sweeney]

I thank the Minister for giving way once again. He says that urgency is critical in this situation, particularly when we have the sword of Damocles hanging over us with the serving of a statutory notice, which sets the clock ticking on a 45-day consultation, ultimately leading to the loss of those jobs, the dissipation of that skill critical mass and the closure of the site.

It is particularly concerning that the company instructed its facilities manager to dump £1.2 million of materials in the form of paint, gangway strouds and brackets, and so on. That is a huge waste that the company is already prepared to write off. It stripped all the signage from the site over the weekend, so it is clear that we need to act urgently to urge the company to delay this, because there is an opportunity to salvage the site. The company has to act fairly in engaging with all stakeholders, state and private, to form a solution that can retain the jobs and integrity of the site. Currently, the omens are not good. Will the Minister write to the owners of the company urging them to hold their fire for now?

[Andrew Jones]

In the meeting this afternoon, the company said it would be very happy to participate in the consortium the hon. Gentleman describes, which seems very positive. I hope all sides will enter this opportunity with their eyes open and with a constructive attitude.

[Chris Stephens]

As well as writing to the Scottish Transport Minister, the Minister could press Network Rail on what it can do to save these jobs in the city of Glasgow.

[Andrew Jones]

The work stream that Network Rail takes north of the border is determined north of the border, so I would be cautious about any discourtesy to Scottish Government colleagues by treading on their toes, but I understand the hon. Gentleman’s point, which I will resolve with the Scottish Minister before taking any action. But if Network Rail can play a part, it should do so. If the company can play a part, it should do so. With the company, the local political leadership, the national political leadership and the trade unions all participating in a positive way, it is possible that this plant may be saved, with the injection of opportunity via some changes to infrastructure. Ultimately, however, it will need to have a supply chain of orders, otherwise it will continue to be loss-making and its future will not be sustainable.

As I was saying, the opportunity is significant, because of the sheer nature of the investment being made across our railway industry. Even though things are devolved in this area, I recognise that the UK Government can highlight issues and we can discuss issues here. I will take the actions that I have described to try to encourage all the parties to come together to form a deal. I hope that I have been able to demonstrate that the Government take seriously the importance of the supply sector into the industry and that the actions we can take, although limited because of the devolution settlement, might help this deal come to fruition. I would be very keen if it did.

Question put and agreed to.

Oral Answers to Questions

Andrew Jones Excerpts

Thursday 10th January 2019 Commons Chamber

[Peter Kyle (Hove) (Lab)]

1. What recent progress his Department has made on simplifying the fare structure for rail services.

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

It is vital that passengers feel confident that they are buying the most appropriate ticket for their journey, which was why we committed in our manifesto to review rail ticketing, removing complexity and perverse pricing. The rail review will take a longer-term look at how the railway can support a fares system that delivers value for money for both passengers and taxpayers.

[Peter Kyle]

I am grateful to the Minister for that answer. Last April, the then rail Minister wrote to me to say that he was conducting a review of fare simplification on the Brighton main line. In oral questions that month, he said that the review would be completed “rapidly”. Only the context of this Government’s handling of rail fares could the best part of a year be called rapid. When will that review be completed and when will fares be simplified on the Brighton main line?

[Andrew Jones]

My predecessor undertook to review the matter and remove some of the anomalies, and that work has already started, including in the fare review we saw earlier this year and the big piece of work reviewing how pay-as-you-go can be extended across the south-east. There has been a piecemeal approach where it has gone into Bedfordshire, Hertfordshire and parts of Surrey, and we are taking a strategic approach to it and that will be happening in the first half of this year.

[Chris Green (Bolton West) (Con)]

Devolution to Greater Manchester offers enormous opportunities to simplify rail fares across the area. What has so far been achieved in that regard, and what opportunities have been taken to broaden out the ease of using different modes of public transport across Greater Manchester on a single ticket?

[Andrew Jones]

That is very much a question for the Williams review of devolution structures in our transport sector. The principle of my hon. Friend’s question, which is about making things more convenient for passengers through smart ticketing, is absolutely right. If we make things easier for passengers, they will be more likely to use the services. That is a key question for the Williams review, and I will make sure that my hon. Friend’s question is fed through to Mr Williams.

[Emma Hardy (Kingston upon Hull West and Hessle) (Lab)]

Fares have gone up everywhere, including for Hull Trains, which has been particularly difficult for residents of Hull to swallow because the reliability of the trains has been so poor. I will offer the Minister a gift this morning—an opportunity to be a hero cost-free. I would like him to contact First Group and put extreme pressure on it to give Hull Trains a new train six months earlier than promised. If he can do that, it will improve reliability—and I am not even asking him for any more money.

[Andrew Jones]

That is quite unusual, to be honest, as we have a lot of requests for money. I will look into what the hon. Lady says and get back to her.

[Mr Virendra Sharma (Ealing, Southall) (Lab)]

2. What recent assessment he has made of the potential effect of the UK leaving the EU on the viability of the aviation sector.

--- Later in debate ---

[Luke Pollard (Plymouth, Sutton and Devonport) (Lab/Co-op)]

5. Whether the next CrossCountry rail franchise will include a requirement to purchase new rolling stock.

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

The current CrossCountry franchise runs until October this year, with a possible extension to October next year. The hon. Gentleman should be assured that we are working to look at all options for the new CrossCountry franchise, including rolling stock. We will look at adding much needed capacity to the CrossCountry services as soon as trains become available.

[Luke Pollard]

In November, an unbelievable 30% of CrossCountry trains to Plymouth terminated early at Exeter because the Voyager trains could not get through Dawlish in bad weather. As well as placing orders for new rolling stock for the long term, will the Minister look at requiring CrossCountry to use the GWR HST trains that are currently being replaced with newer trains, to give Cross Country extra, interim, Dawlish-proof capacity?

[Andrew Jones]

I had a very positive meeting with the hon. Gentleman and his local council leader yesterday. We agree on the importance of the south-west economy, in particular its connectivity, and we recognise entirely the issue with the Voyager trains and how they are affected by the salt water to which they are exposed. CrossCountry is working on an engineering solution to that and we are working on adding capacity to the franchise. Passenger numbers have grown by 25%, so we need to put more rolling stock into it. We will look at where we can get the trains from to expand that capacity.

[Kevin Foster (Torbay) (Con)]

15. As the hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) outlined, there are constant issues with CrossCountry services west of Exeter due to their lack of resilience on the Dawlish coastal stretch. Can the Minister outline to me, and reassure me, that both the future rolling stock requirements and the work that we are doing to improve the resilience of this iconic coastal line will make a difference?

[Andrew Jones]

My hon. Friend is absolutely correct. Protecting the line at Dawlish is crucial and sends a broader signal that the south-west is open for business, with all the connectivity that implies. So this is a national priority. Essential work is under way now to repair four existing breakwaters in the area. We have committed £15 million for further development work. Ensuring that the line is resilient, and that the south-west is open for business, is a priority.

[Mr Clive Betts (Sheffield South East) (Lab)]

Before Christmas, I travelled between Leeds and Sheffield on a CrossCountry train and experienced what my constituents regularly experience—as many passengers standing as sitting. The simple fact is that the four-car trains on the busiest part of the route between Leeds and Birmingham are simply inadequate. When we get a new franchise, will the Minister ensure that those four-car trains are extended, so that there is the capacity for people to actually get a seat on them?

[Andrew Jones]

I recognise entirely the crowding issues that the hon. Gentleman describes and has experienced personally, and which I have also experienced personally, so we are certainly looking to add capacity in the next franchise. We are also looking to add capacity before that franchise comes into force, if we can find it.

[Michael Fabricant (Lichfield) (Con)]

Like Sheffield, we do not get much salt water in the west midlands, but West Midlands Railway is now purchasing over £1 billion- worth of new rolling stock. Could not the Minister use that model with the CrossCountry franchise?

[Andrew Jones]

I am aware of the new rolling stock that is coming in to the west midlands; indeed, it is coming in across many parts of our network. We have a fantastic story on rolling stock coming in over the next two years. I will look at what my hon. Friend says and get back to him with an answer.

[Graham Stringer (Blackley and Broughton) (Lab)]

6. What steps he is taking to reduce delays at Manchester Oxford Road station.

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

Richard George was appointed by the Secretary of State to review the operational performance challenges on the railway in the north of England, following the introduction of the May 2018 timetable. That includes the performance of services operating through the Castlefield corridor, which includes Oxford Road. The Department continues to work with Transport for the North, Richard George and the industry to find solutions to improve performance.

[Graham Stringer]

A review simply is not good enough. More than three quarters of trains at Oxford Road do not comply with the timetable. We have had delays, cancellations, reviews. We need an immediate implementation of the Northern Hub investment programme —extra platforms at Salford, and extensions of platforms at Oxford Road, moving to new platforms 15 and 16. Will the Minister do that, and reject the ridiculous idea that this problem can be solved by digitising the signalling system, when there is such mixed rolling stock on these rails?

[Andrew Jones]

The problem, which is clearly there because the Castlefield corridor is a bottleneck on our network, will be solved using a variety of solutions, some of which will be technical. Funding has been set aside in CP6 and we are working on what that will be spent on.

[Kate Green (Stretford and Urmston) (Lab)]

My constituents, who use the line from Oxford Road through my constituency to Liverpool Lime Street, continue to experience repeated delays and overcrowding, and they are told to expect that situation to continue at least until April. What penalties will Northern face, as much of this seems to be due to lack of rolling stock or of train crew?

[Andrew Jones]

If any of the train operating companies is in breach of its franchise, there are mechanisms to hold it to account. Northern is run through the Rail North partnership, which is a combination of the Department for Transport and Transport for the North.

[Mary Creagh (Wakefield) (Lab)]

7. What recent assessment he has made of the affordability of rail travel.

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

The Department is very mindful of the affordability of rail services and we have capped regulated fares in line with inflation for the sixth year in a row. Last week we announced our intention to extend the 16-17 railcard, offering 50% off all rail journeys. Together with the recently launched 26-30 railcard, this means that everybody up to the age of 30 will have access to discounted rail fares.

[Mary Creagh]

I thank the Minister for that reply, but 2018 was an abysmal year for rail travel, with tens of thousands of services cancelled in Yorkshire and across the country. Services in Yorkshire are among the least reliable anywhere in the UK and it is having a huge impact on Wakefield city centre. Will the Minister look again at the Transport Committee’s excellent recommendation to enable season ticket holders to have a discount on their season tickets on the worst-performing lines, which at the moment are TransPennine Express and Northern? Both are heavily used by my constituents, who do not have time to claim for every train service that does not turn up on a daily basis.

[Andrew Jones]

I am acutely aware that passengers across the north—and, indeed, other parts of our network—did see an unacceptable service in 2018. Those Northern passengers most directly affected received targeted compensation worth about 8%—obviously, far more than the increase that we have just seen. Further compensation funds are available. We are agreeing with Transport for the North about how that money should be spent.

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

I warmly welcome the decision to extend discounted fares for 16 and 17-year-olds. Four of the five secondary schools in my constituency have no sixth form. We require our students to stay in education until they are 18, and they have to travel by train either north to Kent or to the south coast.

I have always been a big believer in giving it 100%. May I encourage Front Benchers to have that as their long-term aspiration, so that we give a 100% discount on rail fares for 16 and 17-year-olds?

[Andrew Jones]

That would indeed be a very bold aspiration. Obviously, we want to make sure that we have a viable rail service. If we can offer greater value, we certainly will—that is why we have capped rail fares in line with inflation for the sixth year in a row. We are keen to offer value across the rail network wherever we can.

[Derek Thomas (St Ives) (Con)]

Ministers will be aware of how long it takes to get right down to Penzance in my constituency.

[Derek Thomas]

Too long. They will also be aware that people very much depend on that form of transport. The truth is that average wages across my constituency are about a third of those in the rest of the country. Will the Minister give consideration to whether there can be some fairness for my constituents so that they pay less for travel, given their dependency on the network and the distances they travel?

[Andrew Jones]

If it is possible to deliver greater value, we will of course look at those opportunities. Part of the Williams review is about rail fares. I will make sure that my hon. Friend’s comments are fed over to Mr Williams for his consideration.

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

8. What steps he plans to take to reduce a potential increase in highway vehicle trips resulting from a third runway at Heathrow airport.

--- Later in debate ---

[Christian Matheson (City of Chester) (Lab)]

11. What recent discussions he has had with Network Rail and train operating companies on plans to extend the electrified rail network.

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

This Government are investing at record levels in our rail network as part of the biggest rail modernisation programme for over a century to provide reliability and capacity. Passengers expect high-quality rail services, and we are committed to electrification where it delivers passenger benefits and value for money. We will also take advantage of state-of-the-art technology to improve services.

[Christian Matheson]

It strikes me that a lot of official capacity is currently being sucked out of the Department by preparations for a no-deal Brexit, and that is slowing up projects that should be pushing ahead. What progress is being made on plans for electrification of the Chester to Crewe and north Wales line or, if not electrification, on the procurement of the electro-diesel trains that are the next best option?

[Andrew Jones]

The work on Brexit is not in any way changing the delivery of service improvements across our rail network, and one has only to consider how much is happening across the network to prove that point. We are delivering a £50 million project to upgrade the north Wales railway, including a new signalling system, and rolling stock will be picked up as the franchise is renewed.

[Jeff Smith (Manchester, Withington) (Lab)]

17. Passenger numbers on the transpennine route are set to double over the next 20 years, but still it appears that the upgrade is being downgraded. Given that one third of transport spending in England is in London, will the Transport Secretary help to redress the imbalance by matching Labour’s commitment to Crossrail for the north?

[Andrew Jones]

I do not accept the premise of the hon. Gentleman’s question. The transpennine route upgrade is a significant project and we are modernising the entire route. We will be investing £2.9 billion in the first phase of this ambitious upgrade, between Manchester, Leeds and York. The work will commence in the spring. It is the biggest single project of rail enhancement in this country during control period 6. It is complementary to the work on Northern Powerhouse Rail, which is also being developed.

[Mr Dennis Skinner (Bolsover) (Lab)]

Would it not make a lot more sense to electrify the whole of the midland line, rather than stopping at Kettering in Northamptonshire? If that happened, we could save some of the £56 billion that HS2 will cost us, and save about 30 to 40 houses in Derbyshire that are due to be knocked down. All those things could happen if the Minister electrified the midland line, and passengers would get to London 30 minutes quicker—not that I want that—which is one of the promises the Government have made. For God’s sake, make a big hole in that £56 billion and electrify the midland line.

[Andrew Jones]

Well, I can tell the hon. Gentleman that we will not be cancelling HS2, which is a positive project that will generate significant extra capacity right across our network. It is part of a modern, 21st-century rail network. With regard to the midland main line, we do not need to electrify the whole line in order to deliver the journey improvements, and we will see passenger benefits from a brand new fleet of trains from 2022.

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

Labour’s commitment to electrification has been unwavering, yet the Government have pulled electrification projects across the country. Last month we learned that the transpennine route will no longer support future freight, meet journey time ambitions or, without electrification, deliver on reliability either, depending instead on heavy and polluting diesel bi-mode trains—[Interruption.]

--- Later in debate ---

[Rachael Maskell]

As I was saying, it is a downgrade of a downgrade, so why will the Minister not listen to the advice of rail experts, which I know the Secretary of State has had, and fully electrify the route in control period 6?

[Andrew Jones]

That was absolute nonsense. Labour electrified 10 miles of existing network in all the 13 years it was in government. There has been more electrification in the north-west alone under this Government than in all those 13 years, so we will take no lessons from the Labour party on this. With regard to the transpennine upgrade, we are spending £2.9 billion. It is the biggest single project in control period 6, as I explained to the hon. Member for Manchester, Withington (Jeff Smith) only a moment ago. Rather than criticising, Labour Members should be supporting this project, and perhaps asking why they did not do it. We will take no lessons whatsoever from the Labour party, which did nothing at all for our rail network.

[Andrew Rosindell (Romford) (Con)]

12. What assessment he has made of the potential effect of the delay to Crossrail on the London economy.

--- Later in debate ---

[Dr Rosena Allin-Khan (Tooting) (Lab)]

14. If he will hold discussions with the Rail Delivery Group and the Premier League on public transport for people travelling to sporting events.

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

Officials from my Department have met the Premier League, most recently in November, to discuss collaboration between the railway industry and football bodies to improve travel to and from football matches. The Rail Delivery Group is a key partner in that ongoing collaboration.

[Dr Allin-Khan]

Football fans in this country are often stung when fixtures are rescheduled for TV, meaning that they regularly miss out on the cheapest train tickets. The Premier League, the English Football League and the Rail Delivery Group are all in favour of a fans’ fare scheme, but the Department for Transport is dragging its feet. Will the Minister agree to meet me to discuss how we can address this important issue, which affects so many football fans in this country?

[Andrew Jones]

The joint project involving the Rail Delivery Group, train operators, football bodies, supporters’ groups, British Transport police and the DFT has been set up to look into a range of issues around football-related train travel. That work includes the exploration of a flexible ticketing offer for supporters, including for when matches are rescheduled. I am happy to have a conversation with the hon. Lady. I would be interested to hear whether she will condemn the strikes throughout the north on Saturdays, which are affecting football fans’ capacity to get to their matches. Let us hear Labour say something on behalf of football fans throughout the north, and not in support of strikers.

[Mr Speaker]

Having heard the right hon. Member for Derbyshire Dales (Sir Patrick McLoughlin) from his seat, we can now have the considerable joy of hearing him on his feet.

[Mr Speaker]

They missed a lot of goals.

[Andrew Jones]

My right hon. Friend makes a very valuable point with which I entirely agree. We will look at this matter across the Department.

--- Later in debate ---

[Ms Esther McVey (Tatton) (Con)]

Knutsford commuters have been repeatedly promised an upgrade to the Knutsford to Manchester line to two trains an hour. However, after excuses and procrastination, that is now not happening at the time it was meant to happen. It is unacceptable to have such an unreliable and irregular service for such a busy part of the country. Will the Secretary of State intervene, speak to Northern, speak to Network Rail, and get this promise fulfilled?

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

I entirely agree with my right hon. Friend that we want to see reliable services offering high capacity. She speaks well on behalf of her constituency. I will of course look into the matter and get back to her.

[Deidre Brock (Edinburgh North and Leith) (SNP)]

T5. The Financial Times reports that the EU has warned the owner of British Airways, IAG, that its plans to allow flights to continue in and around Europe in the event of no deal are not acceptable. When asked how BA plans to ensure that its plans are acceptable, its chief executive replied, “Magic”. Given the Cabinet Secretary’s repeated assurances that these negotiations are in hand, what more serious assessment can the Secretary of State give us that this will be resolved?

Transport

Andrew Jones Excerpts

Tuesday 8th January 2019 Ministerial Corrections

The following is an extract from the Adjournment debate on Rail Fares: Cheltenham and London, on 19 December 2018.

[Andrew Jones]

Cheltenham Spa is a fantastic place; I know it very well, actually. It has regular services to and from Birmingham, Bristol and London, with services operated by Great Western Railway and CrossCountry. To support improvements to the amenities of the station itself, a masterplan for the station has been promoted, with the local authority playing a leading role. My hon. Friend mentioned increased car parking. Additional car parking is a key element within the planned package of improvements, with a new multi-storey car park planned.

[Official Report, 19 December 2018, Vol. 651, c. 952.]

Letter of correction from the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones).

An error has been identified in the speech I gave during the debate on Rail Fares: Cheltenham and London in response to my hon. Friend the Member for Cheltenham (Alex Chalk).

The correct statement should have been:

[Andrew Jones]

Cheltenham Spa is a fantastic place; I know it very well, actually. It has regular services to and from Birmingham, Bristol and London, with services operated by Great Western Railway and CrossCountry. To support improvements to the amenities of the station itself, a masterplan for the station has been promoted, with the local authority playing a leading role. My hon. Friend mentioned increased car parking. Additional car parking is a key element within the planned package of improvements, with additional car parking space planned.

Train Operating Companies: Yorkshire

Andrew Jones Excerpts

Wednesday 19th December 2018 Westminster Hall

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

It is always a pleasure to serve under your chairmanship, Dame Cheryl. I thank everybody who has contributed to this passionate debate, and I congratulate the hon. Member for Dewsbury (Paula Sherriff) on securing it.

We all agree on the importance of our region and the critical role that rail plays in helping it reach its full potential. I have listened to representations about rail services on the network in my home county, and I wish to set out a few thoughts about what went wrong, how the Government responded, and our plans for the future. We have heard powerful speeches about how the problems experienced across rail in the north last summer impacted on people’s lives—whether that was people getting home or having access to work, healthcare and so on—and I entirely recognise and agree with that. There is a personal dimension to this, as well as a bigger economic one.

[Paula Sherriff]

If that is the case, and if the Minister recognises the impact that the chaos had on people’s lives, why is he allowing the fare increase from January?

[Andrew Jones]

I will come on to talk about fares and plans for the future, but let me focus on some of the points raised today. A number of colleagues raised a point about disabled access. As we know, our rail transport infrastructure is primarily Victorian. Successive Governments have run an Access for All investment programme, and that has continued, including a £300 million extension in the next control period. We published our inclusive transport strategy last July, which for the first time included work on hidden disabilities. As colleagues may remember, I was in the Department for Transport a couple of years ago, and we had our first ever conference on mental health and transport. That was a significant moment—I was pleased that we went calling as it attracted so much attention. Work on making our transport system more accessible and easier to use for people with disabilities, including hidden disabilities, is central, and I am sure no hon. Member here would disagree with that.

One underlying point has been that the quality of rail performance in the north has been unacceptable. That is correct; it is clearly the case. Following the May timetable change we had a very difficult summer on our railways, but lessons have been learned, especially in regard to future timetable changes, which we have already started to implement. A timetable change on 9 December landed significantly better than the changes in May, and I will expand on that shortly.

The problems in May had a number of causes, including the impact of engineering works. Long delays to the two electrification schemes in the north-west impacted on Northern, which had planned for those schemes to be completed, but they were not. It then had to completely re-plan its timetable in less than half the normal time, together with associated staff training and changes. However, we have made some headway on that. A change on the scale of that in May was, quite frankly, coupled with insufficient time for planning, which of course impacted on passengers. It was a complete failure right across the industry. That is why we set up a full inquiry into those timetable changes, chaired by the independent regulator, the Office of Rail and Road, under Professor Stephen Glaister. He has published interim reports, with a final report published just a few days ago, and the Department are reviewing its recommendations. As I said earlier, lessons from that incident must be learned, and the impact on passengers must be placed at the centre of every planning decision.

[Thelma Walker]

In a former life I was a headteacher, and I used to work out the timetable in the summer term to set out where the children would be and with which teacher. I never had classes with no teacher in September because I thought strategically. Who is responsible for the chaos that happened under this timetable? As a former headteacher I would have taken responsibility if I ended up with two classes and no teacher, or just one teacher. Who is responsible?

[Andrew Jones]

As the hon. Lady knows, we have a system in which individual rail companies and the regulator have collective responsibility for these things, and that is what failed.

[Rachael Maskell]

Will the Minister give way?

[Andrew Jones]

I have given way a lot, and I have a lot to get through if I am to get to the answers. I will make a bit more progress before I take more interventions.

The May timetable change was a significant problem caused by ambition not being followed through with sufficient time to implement it properly—that obviously did not happen in the school of the hon. Member for Colne Valley (Thelma Walker). In September we appointed Richard George, a respected industry figure, to co-ordinate and lead efforts by the operators and Network Rail to look at performance across the north. He is reviewing the performance of the region’s rail network and making recommendations to improve reliability. His focus will be on operational improvement in the short and medium term.

Mr George is an independent expert, and he will act on behalf of railway customers to assist organisations in delivering organisational improvements. He will have a facilitation role in helping industry to reach the right decisions and focus on improving passenger services. He has already helped to highlight particular problem areas, and he will provide his conclusions in the new year. In the meantime, Network Rail has established a programme management office, so as to prepare better and to improve management of future timetable changes. An early recommendation from Network Rail was that it would be prudent for most of the changes planned for December 2018—including those in the north—to be deferred until May 2019. As colleagues have noted, we accepted that recommendation.

The modest changes that took place on 9 December were designed to improve performance, especially that of TransPennine Express through Yorkshire. I am pleased to report that the results in the first week—I recognise that these are early days—were encouraging, with TPE’s punctuality for the first few days 15% higher than the equivalent period in the previous week.

Several Members mentioned the compensation offered for the problems in May, and we took early action to ensure that passengers were compensated for the disruption they experienced. Not everybody was disrupted, but there was disruption in many parts of the country, not just the north, and those who were delayed significantly were able to reclaim money under the delay repay scheme. We required Northern and TPE to establish compensation schemes targeted at the people affected. That meant that the compensation was more generous, and money was put back into passengers’ pockets more quickly. More than 14,000 claims from season ticket holders and regular travellers on Northern and TPE services have been submitted, and £1 million has been paid in compensation to date. This week the delay repay scheme was extended to cover delays of 15 minutes. That focuses on helping people to seek redress if something goes wrong, but our focus now is on improving reliability and the operational performance of the railways, so that we do not need such compensation schemes.

Industrial relations were raised, and that issue is having a significant impact on the economy right across the north of England, not just in Yorkshire. In an effort to break the deadlock, leaders from Transport for the North and I recently made clear a shared desire to have a second person on board Northern trains, not just on the platform. As I have said, if we need to change the franchise contract, I will not block that in any way. Indeed, we will go further and play our part in helping to develop a funding package to cover any financial implications from such a change. In looking at the dispute, I see that Northern and the Department for Transport have confirmed that individual jobs are secure and pay is secure right up to the end of the franchise. There can be change with respect to having people on trains. All those changes are what people who travel on the networks are looking for. In view of that, I call on the National Union of Rail, Maritime and Transport Workers to suspend the strikes and get talking again. I want the company and the union to sit and talk, and to bring things to a conclusion.

The Williams review is a significant piece of work. It is a root and branch review of the rail industry, led by the independent Keith Williams. We are seeking ambitious recommendations for reform that will ensure that the rail network delivers greater benefits for passengers. The investment from the Government and the private sector must result in improvements for passengers, to provide better capacity, better trains and more frequent services.

[Tracy Brabin]

I am really looking forward to reading the Williams review. Will it cover disabled access from stations?

[Andrew Jones]

Passengers are at the heart of it. The point is for customers to be at the heart of the rail network, which of course includes such access, but I do not think that there will be any debate in that area. We all want there to be improved access. The points that the hon. Lady made about stations in her constituency are true—and they are, I am afraid, true for many of us. That is why Governments of different colours over successive generations have continued to invest in disabled access, and will continue to do so.

The Williams review is important in making sure the rail network is fit for the future. We have had huge success within the rail industry in the past 20 years, with the number of passengers more than doubling. Each year 1 billion extra passenger journeys are taken. However, we must ask ourselves whether the network is structured for the future, to allow for growth.

[John Grogan]

Will the Minister give way?

[Andrew Jones]

Yes—although I am going to run out of time.

[John Grogan]

On the question of future growth, will the Minister agree to a meeting in January with one or two Members who are interested in Boxing day trains for 2019?

[Andrew Jones]

I am always available for colleagues and am happy to arrange meetings. I know that engineering work is going on around the Christmas period this year, and I shall be going to see it. That is affecting the possibility of running Boxing day trains this year; but let us look to the future. I am happy to meet the hon. Gentleman.

We shall shortly run out of time for debate, and I want to spend a moment looking ahead. I gently remind colleagues who talk about a lack of investment in the north that although I have some sympathy as to investment, a little caution is required in taking snapshots of figures. The figures for London reflect Crossrail, but analysis of the Infrastructure and Projects Authority figures for planned central Government spending on transport infrastructure in the four-year period we are now in—from 2017 to 2020—shows that the northern regions will have a higher spend than the southern ones.

[Lilian Greenwood]

Will the Minister give way?

[Andrew Jones]

I am going to run out of time in a minute.

[Lilian Greenwood]

On that point, please.

[Andrew Jones]

My goodness—go on then.

[Lilian Greenwood]

I thank the Minister for giving way. The point is important, because he talks about the northern regions, but this debate is about Yorkshire. As I said earlier, Yorkshire and Humber is set to receive the lowest level of spending of any region, according to his figures, at £726 per head compared with £1,026 in London and £1,139 in the south-east. It is much less than the spending in the north-west and west midlands, which will alter the figures. Yorkshire and Humber is losing out.

[Andrew Jones]

That was a repetition of the point that the hon. Lady made earlier, so I do not need to address it.

I gently remind hon. Members that we had a zero-growth franchise, which was put in place by the Labour party, and we are playing catch-up on under-investment. Labour Members may say that Labour invested steadily when it was in government, but the evidence is the exact opposite. We had a zero-growth franchise and are catching up from it. Let me consider what that catch-up might look like.

Although 2018 is clearly a year that passengers in the north would wish to forget, we should not overlook the fact that train services in the region will be changing fundamentally. A significant amount of investment will bring passenger benefits. On the infrastructure side, the electrification between Manchester and Preston, which I mentioned earlier, was finally energised last week and the first test trains are now operational. [Interruption.] It will benefit services across the north. That is my point. Electric passenger services will be phased in during the spring. Across the region platform lengthening is under way. Of course I recognise that performance is not good enough, and that is why we have made a change in the control period 6 budgets and priorities. Under CP6 there will be a budget of £48 billion. That covers the period from 2019 to 2024. The priority was moving away from enhancements to catching up on core reliability—the maintenance of the network.

[Rachael Maskell]

Will the Minister address the issue of the trans-Pennine route and the fact that reliability has now been taken off the table as part of the CP6 upgrade? It is vital that it should be put back on the table, to ensure that we get the connectivity that we need between Manchester and Leeds.

[Andrew Jones]

If I get time I shall come on to the trans-Pennine upgrades, but the core purpose of the CP6 investment, which is a record from any Government in British history, is to increase reliability and punctuality.

The key thing that passengers will notice is new trains. New rolling stock will come in on Northern, TransPennine Express and London North Eastern Railway networks in the coming months, including the removal of Pacers by the end of 2019. By this time next year the vast majority of the 500 brand new carriages committed by Northern and TPE will have been delivered, and the remainder will have been completely refurbished. TPE will have introduced its new Nova trains on the north trans-Pennine route and all the Pacers will be gone from Northern. There will be more services to add to those already delivered, especially at weekends; there will also be later last trains in the evenings and earlier first trains on Sundays. Elsewhere, LNER will begin introducing its new Azuma trains next year.

The trans-Pennine upgrade is a huge Government initiative—a £2.9 billion upgrade covering York to Leeds and Manchester. It is one third of the expected rail upgrade investment in the next control period, so it is a significant point. By the way, freight has been mentioned, and it is of course still under our consideration for northern trans-Pennine.

[Lilian Greenwood]

Will the Minister give way?

[Andrew Jones]

No, because I am running out of time. I have 50 seconds left.

We have a trans-Pennine upgrade that is bigger than anything ever considered or delivered by Labour. We are delivering it for the north in a way that has never been considered before.

Northern Powerhouse Rail, which some have called Crossrail for the north, is a once-in-a-lifetime opportunity. The scheme is being developed for the north by the north—by Transport for the North—and the Government have given a budget to help it to do that. Crossrail in London was mentioned as if money were piling into it. The money that has gone into Crossrail was, of course, a loan. Transport for London needed that loan to help it deliver the project. It was not a grant.

Of course, it is fair to say that rail services across Yorkshire and the north as a whole have not been good enough. That is entirely understood, but I want to leave colleagues in no doubt that we recognise the importance of the Yorkshire rail network and that steps are being taken to improve it. More than that, I hope that in a year’s time passengers will be able to experience the change as investment comes on stream, and the benefits to match our vision for a 21st century railway in Yorkshire.

Rail Fares: Cheltenham and London

Andrew Jones Excerpts

Wednesday 19th December 2018 Commons Chamber

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

I congratulate my hon. Friend on securing this debate. He is a great champion for Cheltenham, and all things in and around it, as we have just heard. He is most certainly a great campaigner on rail issues for Cheltenham, as I have found very early in my time in this role, and as my predecessors are all too aware.

My hon. Friend made reference to the fact that passenger numbers in Cheltenham have grown recently. Indeed, in the last 20 years and a bit more, passenger numbers have doubled on our rail network; it is a fantastic thing. The Government and franchise train operators have made significant investment in services and the network to cope with the challenge of this significant increase in use. It is also fair to say that there are many issues to resolve, one of which is fares and value for money. I recognise the concerns expressed by my hon. Friend regarding the fares between Cheltenham and London, as well as those raised by passengers around the whole wider issue of rail fares.

I should just explain where we are on this matter and put the issue into context. Fare revenue is vital in the day-to-day running of our railway operations and the massive upgrade programme to which my hon. Friend referred and which is taking place all around the country. Of course, that is all focused on benefiting passengers. We know that any increase in rail fares may affect the budgets of working people and their families, and we want passengers to know that they are getting value for money. As a Government, we want to help people to keep more of their own money, which is why we have increased the personal allowance and frozen fuel duty and so on. In the world of rail, that means that, since 2014, the Government have ensured that increases to regulated rail fares have been restricted to inflation only. Indeed, 2019 will be the sixth year running in which fare increases have been capped in this way.

I am aware that it might sometimes seem that the fares offered for sale on our railways are always expensive, but there are many very cheap fares offered for travel, especially if people are able to book in advance. For example, it is possible to purchase an advance standard single fare from Cheltenham Spa to London from as little as £14.50. We want to continue to ensure that passengers feel the benefits of fare availability that suits them, and we want them to have access to affordable fares. That is why we are exploring how to link fare increases to the more commonly used consumer prices index measure of inflation in the future. At the moment, it is linked with the retail prices index. To be sustainable, income and costs to the rail industry have to change in parallel. Linking fare increases to the CPI without parallel changes in the cost base would simply mean higher costs to taxpayers year on year. The Secretary of State would like to work together with the rail industry, the Office of Rail and Road, the regulator, the unions and the Rail Delivery Group to ensure that the CPI, not the RPI, is used as the basis for industry staff cost deals in the future.

[Alex Chalk]

I am very grateful to the Minister for his helpful response. Does he agree that the review also needs to consider structural discrepancies? Although I take the point about restricting the rate of increase, if in fact that does not address the underlying structural discrepancy, the perversity and unfairness remain. Does he therefore agree that this needs to be looked at in the round?

[Andrew Jones]

Basically, yes I do; indeed, I am coming to that point.

What I am trying to get across is that, as an industry as a whole—with industry colleagues—we can keep the sector as efficient as possible, continue the income through the farebox and plough that back in to make our rail network even better, with investment in infrastructure and rolling stock.

As my hon. Friend highlighted, my predecessor did indeed acknowledge that the fare system is in need of thorough reform, and my priorities are no different at all. I am a regular rail user, of course, and I understand that there can be anomalies in the fare system that can feel unfair to passengers, and we must explore changes to remedy this situation. There can be perverse pricing on our network and we are going to tackle that.

The Williams rail review that was announced by the Government earlier this year will take a root-and-branch look at the system, including considering how the railway can offer good value fares for passengers while keeping costs down for taxpayers. The RDG and Transport Focus recently ran the Easier Fares consultation, which closed in September, where they asked passengers to give their thoughts on how fares could be improved. My Department is looking forward to seeing the results. I met the RDG yesterday and it told me that it would publish the results of its consultation early next year. Both the Williams review and the results of the Easier Fares consultation will support discussions on reforming the fares system to better deliver improvements for passengers. I want to see simpler, more easily understood fares. As my hon. Friend knows, we committed in our manifesto to review rail ticketing and to remove the complexity and perversity that we see in pricing. This is indeed the root-and-branch review that he mentioned.

Together we can help to improve the service that passengers receive on our trains. We are working closely with the industry to deliver a better offer to passengers who travel on fewer than five days per week. Work patterns are changing—we can recognise that and see it all around us—and rail ticketing has to become more flexible to allow part-time workers access to more cost-efficient fares. We will seek proposals from Great Western Railway, as part of its direct award, on how it might be possible to introduce more flexible products while of course ensuring that they are affordable and represent value for money for taxpayers too. This has not yet had quite as much publicity as it might. As well as working with industry to improve the quality of the rolling stock and the infrastructure, we want the industry to introduce initiatives that both benefit passengers and bring about growth in rail travel.

The RDG has announced the introduction of a 26 to 30-year-olds’ railcard that will reduce the cost of rail travel for young people by up to a third on certain tickets. This will be rolled out nationally from 2 January. We welcome this initiative—I am sure that everyone would—as we believe that it will improve opportunities for young people through making travel more affordable and increase social mobility. My hon. Friend mentioned his worry that the cost of rail travel can be discouraging for economic activity in terms of people visiting his constituency. I hope that the introduction of this railcard, as announced by the industry and the Chancellor, will help them and be welcomed by my hon. Friend and others.

Cheltenham Spa is a fantastic place; I know it very well, actually. It has regular services to and from Birmingham, Bristol and London, with services operated by Great Western Railway and CrossCountry. To support improvements to the amenities of the station itself, a masterplan for the station has been promoted, with the local authority playing a leading role. My hon. Friend mentioned increased car parking. Additional car parking is a key element within the planned package of improvements, with a new multi-storey car park planned.[Official Report, 8 January 2019, Vol. 652, c. 4MC.] These improvements are strongly supported by Great Western Railway. They also include easier pedestrian access, extra bicycle storage, and a more user-friendly bus interchange. The improvements will accommodate growing demand, particularly once the improved London services are introduced using brand new Intercity Express trains. There is a significant amount of investment to make changes to benefit his constituents.

One point that is raised repeatedly by colleagues is work that is taking place across the network to make it more accessible. We have a Victorian infrastructure, of course, and successive Governments have, over many years, run a programme called Access for All that is about making stations more accessible for people who may struggle with mobility. Everybody benefits from that, because it could just be about managing luggage, having an easier route, or travelling with little ones in pushchairs. Lots of people will benefit. We are continuing that work. There is a £300 million budget for the expansion of Access for All in control period 6, which starts next year.

Design work is currently taking place to create a new, accessible route to Cheltenham Spa station under that programme. Work to begin installing the new accessible route is planned to start next autumn and will include the installation of lifts to all platforms, to help passengers gain access to their platforms more easily. That is very positive news, and I hope it will be recognised and welcomed in Cheltenham.

My hon. Friend referenced the new rolling stock. GWR has supported the station improvements and introduced new Intercity Express trains on its network, supporting better services for passengers. It is replacing old British Rail-era trains. That seems a long time ago; my hon. Friend said he could just about remember it, but I remember it clearly. Those new bi-mode trains are a vast improvement. They are cleaner running, faster, more spacious, offer a significantly more pleasant experience and are more efficient to run. The new trains are already entering service, and each one delivers more capacity, with 76 more seats available for passengers. However, the work does not cease there. Once those trains are introduced, passengers will continue to see improved journey times and greater reliability. Maintaining operators’ ability to invest in our railways is a crucial part of the ongoing development of both the Cheltenham to London route and Cheltenham Spa station.

I thank my hon. Friend and the hon. Member for Stroud (Dr Drew) for their contributions to the debate. We will continue to look at ways of both improving services and keeping the cost to passengers as low as possible, while maintaining value for money for taxpayers. The case for reform is strong—we have recognised that and agree with it. The question is how we take it forward.

While specific details of the Williams review are expected next year, many of the concerns shared by my hon. Friend and his constituents will be addressed by that review. The review has launched its call for evidence, which is an important step in its initial phase, and the review team hopes to hear from a wide range of stakeholders across the country. I encourage constituents to get in touch with the team and make any contributions that they feel are relevant. I will ensure that my hon. Friend’s speech is sent to Mr Williams for consideration.

Next year, we will see more improvements to the service that passengers from Cheltenham receive—new, faster trains with a greater capacity continuing to be introduced, improvements to Cheltenham Spa station and further development of the station’s accessibility under the Access for All programme.

We will also have a longer-term review of our rail industry, which has been such a success over the last 20 years. It has gone from nationalisation and decline to privatisation, with 1 billion more passenger journeys a year—a huge growth—but is it structured as well as it should be for the next phase of its life? That is the question that Mr Williams has to answer. It is a great opportunity to ask broader questions, including about the Department’s role in the industry. I will ensure that my hon. Friend’s points are considered and that the rail review includes fares, to make them simpler and nimbler and eliminate any perversity, so that we encourage more people on to our railways, including those from Cheltenham.

Question put and agreed to.

Govia: Moorgate to Welwyn Garden City Railway

Andrew Jones Excerpts

Tuesday 18th December 2018 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 thank my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps) and congratulate him on securing the debate. I recognise that he is a very long-standing campaigner on rail for his constituents; he detailed some of the things that he has achieved. I think that his constituents are incredibly well represented and I hope that they fully show their appreciation of that to him, because he has delivered improvements for them.

My right hon. Friend has focused today on the quality and quantity of the rail service and particularly how that has faltered in the course of this year. The timetable change on 20 May caused an unacceptable level of delays and cancellations on Great Northern services through the Welwyn Hatfield constituency. That was not the only constituency affected; the May timetable change was a very major fail from the industry as a whole, and there were multiple causes of it. I hope that the amount of investigation and change to procedure that we have seen from that—people trying to learn the lessons—will have been noted as well.

[Theresa Villiers (Chipping Barnet) (Con)]

First, Mr Hollobone, I apologise for being a minute or two late. Given the debate’s very prompt early start, I missed the first part of the speech from my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps). Does my hon. Friend the Minister agree that it is vital that both Govia Thameslink Railway and Network Rail learn lessons from what went wrong in May and ensure that they very significantly improve the quality of service that constituents receive on this rail line? I say that because what commuters have had to put up with over the last few months has been totally unacceptable, and the responsibility lies with both GTR and Network Rail. They both have to do a great deal better in the future if they are to provide an acceptable service for my constituents.

[Andrew Jones]

My right hon. Friend is as wise and experienced in this matter as we would expect, and she is right to say that there was not a single cause of the failure from the timetable change in May. Everybody should be taking some responsibility for that, and my right hon. Friend is correct to highlight the franchise operator and Network Rail.

We have of course had the Glaister review, which looked at the underlying causes. I will come on to some of the things that have changed as a result of that. The key point was to ensure that lessons were learned and that we do not have a repetition of what was a complete failure. It was very frustrating because across the country as a whole, some really impressive things have been delivered—things that were started and taken forward, indeed, by my right hon. Friend. I am thinking of such things as, in the north, the Ordsall Chord and work at Liverpool Lime Street. The timetable change was to bring some of the new interventions and upgrades into service for passengers, but that has not happened yet, so it did not just cause disruption; it was a real missed opportunity as well. I will come on to that in a moment.

Since the interim timetable was introduced on 15 July, we have seen improved performance on the Great Northern line. In the most recent figures, the public performance measure for these services was around 83%. I completely understand that that is not good enough; we are obviously aiming for vast improvement, but it is still an improvement compared with 74%, which was the equivalent last year. Yes, there clearly remains room for improvement, and we continue to push GTR to improve reliability across its network.

[Grant Shapps]

I just caution the Minister on quoting statistics, because the trouble is that it is 80-whatever per cent. of fewer trains. The timetable has left my constituents with fewer options, and that means that the percentages, even if the timetable runs perfectly, are actually rather meaningless.

[Andrew Jones]

I will come on to that point. I would not go so far as to say that the statistics are meaningless, because they are part of the measures that we use to measure the performance of train operating companies. They are regularly scrutinised; indeed, I have found myself looking daily at the PPM by individual franchise, which is a habit I must get out of. This is monitored by the regulator and by officials in the Department. I will come on to the quantity of trains, but it does matter. We want to ensure that train operating companies and Network Rail are held to account for a failure to improve.

GTR is working on a range of ongoing schemes designed to improve the underlying performance. There are more fully trained drivers on this route than ever before, and service performance is improving as a result of revised operational plans that make best use of those additional resources. Network Rail continues to deliver improvements designed to combat some of the underlying infrastructure issues on this part of the network. GTR and Network Rail are collaborating more closely to reduce the frequency and impact of trespass, which has been a type of incident affecting this route. The rail industry is implementing new solutions to reduce that risk, including by focusing, through social media channels, on the target demographic.

One question raised repeatedly by colleagues across the House has been this: what is being done to hold the operators to account? We have seen some improvement in performance. We have always been clear that GTR would be held to account for its role in the disruption earlier this year. It will make no profit in this financial year, and we have capped the profit that the operator can make for the remaining years of the franchise. It will contribute £15 million towards tangible improvements for passengers and work with local rail user groups representing the passengers most affected by the disruption in determining where the money is spent. That is in addition to the £15 million that the operator has already contributed towards compensation for passengers since the May timetable disruption. I am pleased that those steps will hold GTR to account appropriately and will directly benefit the passengers who were most affected during the disruption.

There was a timetable change last week. The December 2018 timetable change was a scaled-back one, but it was nevertheless significant because it was implemented using changed procedures, in the light of the learnings from May. Compared with the 15 July interim timetable, this new timetable, which has landed well, brings an increase in services for Welwyn Hatfield, focused mainly on the off-peak periods. Compared with before May ’18, passengers in my right hon. Friend’s constituency now see an extra service in each off-peak hour from Welwyn Garden City and Hatfield to Moorgate, additional peak services between Welwyn North and King’s Cross, and additional peak services between Brookmans Park, Welham Green and Moorgate.

[Grant Shapps]

Briefly, I do not want the House to be misled in any way by those numbers. It is certainly true and very welcome that the additional service is being laid on. The Minister mentions Welwyn Garden and Hatfield. It would be unreasonable to expect the Minister and others to know the full layout of stations, but there are other stations along this line in my constituency. Curiously, two of the smaller stations have been removed from the daytime off-peak stops entirely, whereas nearly everywhere else along the line to Moorgate is included. That is an unacceptable position.

I have been working with some of the rail user groups, which point out that it is possible to stop those trains at those stations and—particularly using the new 717 trains with the faster speed-up and slow-down times—still meet the timetable, without preventing other trains from running along the line. I would be grateful if the Minister would check back on that with his Department, to see whether we can get those other stations included.

[Andrew Jones]

Of course, I will take a number of points back from this debate, as I do with any debate, and take action to help colleagues to improve their services. I undertake right away to do just that.

We now have a timetable that appears robust and has landed well. We are continuing to monitor performance on a daily basis. My right hon. Friend has expressed concerns that Brookmans Park and Welham Green stations are seeing a reduction in services compared with the level of performance pre the May ’18 timetable, from three trains per hour during off peak to two trains per hour. Officials in the Department have discussed the issue with the operator. GTR has been using loading data and passenger count data to check whether that decision was correct. It found that very few passengers boarded at those stations during the day, and there was not the level of demand to justify three trains per hour.

The operator has to provide the timetable that most effectively balances the often competing demands of different passengers at different stations. In the latest station usage figures published only last week by the Office of Rail and Road, Welwyn Garden City and Hatfield both have more than 10 times as many entries and exits than Brookmans Park and Welham Green. In that context, it seems reasonable for GTR to provide a half-hourly off-peak service at Brookmans Park and Welham Green, and a service every 15 minutes at Welwyn Garden City and Hatfield.

[Grant Shapps]

I know the Minister has several remarks to make, but I need to challenge him on those figures. At Brookmans Park and Welham Green, passenger numbers have been increasing over a period of time. I have the numbers here, and I will leave them with the Minister. I do not accept that we should accept a worse service than pre May, when the overall purpose of the timetable is to improve the service across the network. I have now spoken to Govia, subsequent to the data that the Minister has, and suggested a system to allow trains to stop there without disrupting the rest of the timetable. If that can be done, I would appreciate the Minister taking a close interest in achieving it, as long as it does not destroy any of the rest of the network.

[Andrew Jones]

I have been looking through the usage data, so I will look at his data with some interest, because it is not entirely consistent with the picture that I have been considering. Perhaps we are looking at different timescales, but I would be grateful if he would give me the data, so that I can compare and contrast. As it stands, I know that GTR has been in discussion with local rail users and has made some changes. Previously, the two services were at 19 and 37 minutes past the hour. That meant that if a passenger missed the train at 37 minutes past, they had a long wait of 40 minutes for the next train. Now the services are at 19 and 49 minutes past the hour. Therefore, it is a half-hourly service.

My right hon. Friend mentioned weekend services, and I recognise that they remain a significant issue. I understand that the situation will be much improved as part of the next timetable change in May. That is still being worked on, but I will ensure that my right hon. Friend and colleagues along the line are kept informed of the change. In May, when there will be a bigger timetable change, more services will come online and more of the planned enhancements will become available for passengers.

Bringing Transport for London services to Welwyn Garden City was a key part of my right hon. Friend’s speech, and I know that he has campaigned for services between Welwyn and Moorgate to be transferred to TfL. I am very glad that the announcement of the Oyster and contactless extension has landed well. I am afraid I cannot give him exactly the Christmas present he asked for—the date when it will land—but I can confirm that it will happen next year. At the moment, our target date is no more specific than the autumn. If it can be brought forward, I will do that, because I recognise that it is of benefit, but it has taken a significant amount of work to get to this point. Again, I will keep him posted on progress. I know that this has been a long piece of work that he has focused on, but it is coming good for his constituents. It will allow commuters and other passengers to have seamless journeys into the capital. It is an early step in the Department’s commitment to expanding the availability of pay-as-you-go ticketing. Customers like it, it boosts usage and it makes it easier to manage peak-time flows through busy stations, so this is an important positive.

On the transfer of services to TfL, the Department is actively considering the future of the Thameslink, Southern and Great Northern franchises. We are working closely with the Williams Rail Review, which is examining the most appropriate organisational and commercial models for the future of the rail industry. This work is at an early stage, but it is fair to say that nothing is off the table. It is a very wide-ranging review. It is an important review, because although our current system of privatisation has led to a fantastic burst of investment and passenger growth across our network, and has taken us from A to B with 1 billion more passenger journeys per year, are we really set up to take the rail industry from B to the future? How do we cater for future growth, and what is the right kind of structure for achieving that? That is what Keith Williams’s review is about, and nothing is off the table. It is a very big piece of work, and I will ensure that my right hon. Friend’s concerns and questions are fed into it.

I must mention that we will see some new trains on this route—brand new trains will enter passenger service on the Moorgate route. The class 313s that currently operate on the Great Northern line were built in the 1970s, but passenger numbers have increased substantially in the decades since, so there is a need for new trains that can meet current capacity demands. The new trains have been designed to provide much more capacity to meet the demand on the busy suburban Moorgate line. The new trains carry 943 passengers, compared with 640 for the old trains. That is automatically a significant increase in capacity.

However, it is a question not just of capacity, but of quality—a point made by my right hon. Friend. The quality of the new trains is much higher. They come with air conditioning, plug sockets, wi-fi and real-time passenger information screens. They are also designed for the improved modern safety and accessibility standards. I believe these trains will substantially improve the quality of service on the line, while addressing the core underlying need to put more capacity into the network, to serve his constituents.

I will follow up with the Department on my right hon. Friend’s point about data, and I will keep him posted. I am aware of the pressing nature of it, which he has highlighted. I thank my right hon. Friend for securing this debate.

[Grant Shapps]

I notice that the Minister is wrapping up a minute early, so I just want to press him on this point. I did not hear a commitment there, but I heard about a long, wide-ranging review with nothing off the table. However, as I pointed out, we need a decision on data provided by Govia to TfL by the end of February next year. Therefore, a long and wide-ranging review does not sound entirely hopeful. I would like to press him, if I may, a little bit harder on that. Is he saying that a long-winded review would miss that timetable?

[Andrew Jones]

The Williams review is a bigger piece of work, but I also said that I would take back the points about Govia and TfL and keep my right hon. Friend informed. That is what I was referring to, so I have not missed it. Let me just finish by saying that the performance on Great Northern after May was unacceptable. Action has been taken against GTR in respect of that, and we continue to monitor performance closely. Additional Moorgate services were introduced last week, providing additional capacity in Welwyn Hatfield. I hope that 2019 will see further improvements, including the very popular introduction of pay-as-you-go ticketing. I will follow up all the points raised by my right hon. Friend and keep him posted.

[Mr Philip Hollobone (in the Chair)]

I am pleased to say that this debate does not qualify for delay and repay, and we have arrived at our destination on time.

Question put and agreed to.

Resolved,

That this House has considered the performance of Govia on the Moorgate to Welwyn Garden City railway line.