Oral Answers to Questions

Debate between Andrew Jones and Clive Betts

Thursday 18th July 2019 Commons Chamber

[Andrew Jones]

First, I pay tribute to my hon. Friend and my hon. Friend the Member for Wellingborough (Mr Bone) for their campaigning on this issue. This is an important issue locally. Network Rail has made progress in finalising the design for the bridge and will start work as soon as possible. I will contact Network Rail to find the most up-to-date information, put pressure on it for the earliest possible completion of this project and keep my hon. Friend informed.

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

Three weeks ago, I went on a parliamentary visit to the Netherlands and had a tour of the port of Rotterdam. That one port alone is recruiting over 100 new vets to carry out the necessary regulatory checks in the light of a no-deal Brexit. Does that not demonstrate the scale of the cost of a no-deal Brexit and the likely delays from the checks that will be necessary?

East Midlands Rail Franchise

Debate between Andrew Jones and Clive Betts

Thursday 11th April 2019 Commons Chamber

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

(Urgent Question): To ask the Parliamentary Under-Secretary of State for Transport if he will make a statement on why Stagecoach has been disqualified from bidding for the east midlands rail franchise.

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

On Wednesday 10 April, it was announced that Abellio is the successful bidder to operate the east midlands rail franchise and will be responsible for delivering new trains, smart ticketing and more frequent services for passengers. Passengers in the east midlands are to get new trains, more peak-time services, reduced journey times and over £17 million of station improvements as Abellio takes over the franchise from August 2019.

Abellio will invest £600 million in trains and stations between August 2019 and 2027, while the Government continue with their £1.5 billion upgrade to the midland main line—the biggest upgrade to the line since it was completed in 1870. This is part of the Government’s £48 billion investment to modernise our railways over the next five years.

As we informed the House in yesterday’s written statement, Abellio was awarded the contract “following rigorous competition.” It was a fair, open competition and Abellio provided the best bid, in which it demonstrated that it will not only meet but exceed the Department’s specifications.

Stagecoach chose to put in a non-compliant bid, which resulted in its disqualification, in line with the terms of the published invitation to tender. That said, Stagecoach has played an important role in our railways, and we hope it will continue to do so after the conclusion of the rail review. However, it is entirely for Stagecoach and its bidding partners to explain why it decided to ignore established rules by rejecting the commercial terms on offer.

[Mr Betts]

Thank you, Mr Speaker, for allowing this urgent question.

The Minister did not really answer the question. Abellio has been awarded the contract as the best bidder, but the bid of the existing franchisee was not even allowed. Generally, Stagecoach has performed reasonably well on the contract, so will he explain when the requirement was first introduced that a bidder has to cover pension costs? Is this the first franchise for which the requirement has been introduced? Why was it applied?

How much, in total, are the Government trying to cover in costs through the franchising process? When were the bidders notified of the requirement—was it at the beginning of the process?—and why was no one else told about it? Are any other companies refusing to cover such costs? Are any other franchises affected? If they are, what will be the effect on competition within the franchising system? What would happen to future competitions and to the costs that the Government seek to cover if all companies refused to cover those costs?

Finally, on the bid that has been accepted, do these hybrid trains actually exist now? When will they be introduced? What will the Government do if existing rolling stock is not disability-compliant in 2020? The Government have promised improvements to the timetable, but can we be assured that, at the beginning of the new franchise, journey times will be at least as good, and at least as short, as they were before the botched timetable changes of last year?

[Andrew Jones]

There are a lot of questions there. First, Stagecoach has acknowledged to the Department that it had bid non-compliantly. We have received offers from other bidders in all competitions that are fully compliant in providing the required pension arrangements for railway workers so, to answer the hon. Gentleman’s question on whether this means the bid process is failing and others are refusing, clearly they are not because we have a compliant bid that won in good form.

Stagecoach is an experienced bidder and fully aware of the franchise competition rules, so it is regrettable that it submitted a non-compliant bid that breached the established rules. In doing so, Stagecoach is responsible for its own disqualification. Bidders were invited to bid on the basis of a pension deficit recovery mechanism. They knew that at the very start of the process[Official Report, 25 April 2019, Vol. 658, c. 8MC.]. Stagecoach did not accept it and made some amendments as it submitted the bid. On what would happen if all companies refuse, clearly, by definition, they are not all refusing, so the question does not apply.

We will see an entirely new fleet of trains—a full replacement fleet—come into service. Inter-city services will receive new bi-mode trains, and regional services will receive new diesel trains. The express fleet, which is the Corby-Bedford-London service, will receive new electric trains that offer significantly enhanced environmental improvements.

What is interesting in this franchise is that we will see the first trial of a hydrogen-powered train. [Hon. Members: “When?”] In terms of timing, we will see the new trains coming into service in a phased way. We hope to see the first trains coming in next year, and so on over the next three years.

The bidding process was conducted in a fair and consistent way, applying the rules of engagement equally to all bidders. We have provided feedback to those who have not been successful. The reasons are always commercially confidential. Losing bidders may publicise them if they wish, but we will not do that because they are commercially confidential. The key thing that we are seeing here is a franchise awarded in the typical way that franchises are awarded in our rail industry, delivering passenger benefits.

Oral Answers to Questions

Debate between Andrew Jones and Clive Betts

Thursday 21st March 2019 Commons Chamber

[Andrew Jones]

I recognise the frustration that people have experienced in parts of our network, but just bringing the franchise to an end could cause further and unnecessary disruption for passengers and therefore be an inappropriate course of action. The question should be how we can improve our network, and that is the action that we are taking. We are seeing this coming through in performance improvements.

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

Poor performance is not just down to the operating companies. Peak-time trains between Sheffield and London are running slower than they were a year ago because of the botched timetable changes that the Department brought in. When is the Minister going to reverse those changes so that the journey times for peak-time trains between Sheffield and London can get back to being less than two hours, as they were a year ago?

[Andrew Jones]

The hon. Gentleman makes a point about Sheffield, so I will highlight the amount of work happening on the midland main line to improve journey times and passenger experiences up and down the network, including Sheffield.

Oral Answers to Questions

Debate between Andrew Jones and Clive Betts

Thursday 10th January 2019 Commons Chamber

[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.

Oral Answers to Questions

Debate between Andrew Jones and Clive Betts

Thursday 23rd February 2017 Commons Chamber

[Andrew Jones]

I hear the right hon. Lady’s comments. Our policy is to get more freight on to the railways. One of the points of HS2 is to free up capacity on the existing network for more freight. I will relay her points about the mode shift revenue support grant to the rail Minister.

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

The Government have said that one of the benefits of HS2 will be how well it links into, and integrates with, other forms of transport. Why, then, in the alternatives for HS2’s route through Sheffield and south Yorkshire is there no reference to how HS2 connects to HS3?

[Andrew Jones]

Northern powerhouse rail is being developed with the platform of HS2 being delivered—we are looking potentially to use parts of the HS2 network for northern powerhouse rail—but the final decisions on the routes through south Yorkshire have not been made. This is a live consultation, running until 9 March, and I ask that the hon. Gentleman participate in it.

High Speed 2: Yorkshire

Debate between Andrew Jones and Clive Betts

Monday 6th February 2017 Commons Chamber

[Andrew Jones]

As ever, my hon. Friend makes a good point about connectivity and the services that would benefit his constituency.

Let me get into the points that have been made. We know that we have to get the decision on the M18 route refinement and the Meadowhall options right. This is more than a Government-led proposal; it requires collaboration from regional and local stakeholders.

The original 2013 consultation proposed serving South Yorkshire with a route along the Rother valley and an HS2 station at Meadowhall, about 6 km from Sheffield city centre. Since 2013, opinion among local people about the best location for the station has remained divided and no consensus has been reached. Indeed, it does not look like a consensus will be reached. That has made the decision about how HS2 can best serve the region very challenging, and the factors around the decision are finely balanced. In addition, there have been new developments since that time, including the northern powerhouse rail aspiration for fast and frequent services between city centres.

In the light of those developments and the feedback received in response to the 2013 consultation, HS2 Ltd continued to consider a range of options for how HS2 could best serve South Yorkshire while maintaining the integrity of the service to the larger markets of Leeds, York and Newcastle.

As part of the changes, Sir David Higgins recommended that a 9.4 km southern spur at Stonebroom be built off the HS2 main line, enabling HS2 trains to run directly into Sheffield city centre along the main network, and that the main north-south route follows a more easterly alignment over some 70 km between Derbyshire and west Yorkshire.

[Mr Betts]

From whose budget will the cost of electrification of the HS2 main line into Sheffield Midland station come?

[Andrew Jones]

We are still working up the proposals for northern powerhouse rail, as the hon. Gentleman knows. We are looking at that all the time.

Building a northern connection would result in Sheffield being served by a loop rather than a spur, enabling services stopping at Sheffield Midland to continue on to destinations further north, and this connection could allow journeys between Sheffield and Leeds of 25 minutes —well within the northern powerhouse rail ambition of 30 minutes. The proposed M18 route has additional benefits, in that it affects fewer properties, generates less noise pollution than the Meadowhall alternative, is less congested, and avoids businesses and the risk from the mining legacy. I can see many attractions to a city centre location such as Leeds, Birmingham or Manchester.

On the parkway station recommendation, the Government have commissioned HS2 Ltd to conduct an options study that will review rail demand in the South Yorkshire region, and alternative options for meeting that demand, including the parkway station, as well as potential service extensions to places beyond Sheffield Midland, such as Meadowhall, Rotherham and Barnsley. That work is under way. We look forward to the results in the spring. Alongside the route refinement and property consultation, the study will be used to inform a decision on HS2 in South Yorkshire later this year.

I agree with everybody here that we want to secure the benefits of HS2 in South Yorkshire and right across our country. It will be a major challenge to get the scheme right for South Yorkshire, but already we can see some benefits, including funding to help with the development of a growth strategy. The region can start to benefit from HS2 even before it is built, through long-term plans for regeneration. Several contracts have been let, and further major contracts worth up to £11.8 billion for civil engineering work between London and Birmingham are expected to be let this year.

HS2 is going ahead. The programme is moving at pace. The question is how to minimise the disruption during the build and, most importantly, maximise the benefits when HS2 arrives. I want people to be thinking about that, including in South Yorkshire. I have met colleagues from South Yorkshire, and I will meet them again—I think that dates are already in the diary; I am happy to receive all representations. I think that we can take this debate as part of the consultation exercise, and I hope that we can achieve a consensus around the proposal in South Yorkshire.

Cities and Local Government Devolution Bill [Lords]

Debate between Andrew Jones and Clive Betts

Tuesday 17th November 2015 Commons Chamber

[Andrew Jones]

My hon. Friend is a vigorous campaigner for rail in the north of England, especially in his constituency, and I am happy to confirm that the Pacers will disappear under the new franchises, which we expect to announce before Christmas.

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

The Minister talks about the importance of trans-Pennine links, which currently are pretty awful. David Higgins described the links between Sheffield and Manchester as a matter of national concern. This is an important new clause—there are 12 pages of it, so it must be important. Just how will it help us to co-ordinate the delivery of HS3 with that of HS2—I have not found anyone in Government making that link—and how will it deliver a tunnel under the Pennines to replace the ridiculously slow Snake and Woodhead passes, which at present pass for road links between Sheffield and Manchester?

[Andrew Jones]

I caution the hon. Gentleman: the length of new clauses and amendments is not necessarily related to their importance. A sub-national transport body would provide a link between central and local government to ensure a united voice representing an area’s transport requirements and, as a result, to make more likely solutions that are tailored to local need. I agree with his basic point, however, that connections across the Pennines, especially between Sheffield and Manchester, are not good enough.

--- Later in debate ---

[Mr Betts]

Will the Minister explain again? What role will the body play in looking at a road tunnel under the Pennines? Would it carry out the review of whether one is necessary? Would it commission the work? Or would it simply be advisory? How would it relate to HS2, given that that will need other transport links? What will its role be in that connection?

[Andrew Jones]

I am coming to that later, so perhaps I will address the hon. Gentleman’s points then.

--- Later in debate ---

[Andrew Jones]

The Secretary of State will still be in charge of the national network. He will still be the final decision-maker in relation to the overall national transport strategy, and the way in which money is allocated to different schemes and areas. At first, STBs will advise him on strategic transport priorities for their areas to help promote economic development, but over time they will be able to advise him on how they can develop their roles and take on more responsibilities for improving transport planning, or provide for other enhancements to economic development in their areas. The Secretary of State will not be made redundant by these developments.

[Mr Betts]

I am still not sure what role an STB will play. Will it be just an advisory body? Will it be just a planning body? Will it just help the Secretary of State to make decisions? How, in particular, will it relate to HS2 and HS3? Will it try to link those two bodies? Will it have any oversight of those developments?

[Andrew Jones]

STBs’ responsibilities will start with the development of plans for their areas, as the hon. Gentleman will know from the Transport for the North plan, which was published last year. As the STBs develop, I shall expect them to work with other bodies. A memorandum of understanding has already been signed by Transport for the North and Highways England so that they can inform each other’s plans. That is how we expect the arrangement to work. Decisions will be taken away from here and made on a more local basis, and the bodies will then collaborate in order to produce the right plans for their areas.

Subject to the Secretary of State’s agreement, affirmative secondary legislation will designate an area as an STB area. Consistent with enabling legislation, there will be no “one size fits all” approach. The governance for STBs will not be standardised across all of them, and the detail relating to each one will be set out in secondary legislation. Combined authorities and local transport authorities will make up the membership of each body. To ensure that STBs are accountable to the people whom they represent, each one will be overseen by a political-level board consisting of either metro mayors—where they have been established as part of the Government’s devolution programme—or the political leaders of the relevant constituent authorities. The Bill also specifies that the STBs will have a chair, and will enable, but not mandate, the Secretary of State to make regulations for their constitutional arrangements.

To ensure that each STB is established in a way that is right for the area for which it is working, the exact detail—such as the make-up of the board, quorums, the presence of any non-executives, and the appointment of a chair—will be left to individual pieces of secondary legislation, reflecting local plans and local need. The board will then be able to co-opt other members, such as representatives of local enterprise partnerships, to give local businesses a voice, or representatives of neighbouring authorities, to cover cross-border interests.

Initially each STB will advise the Secretary of State for Transport on strategic transport schemes and investment priorities for its own area. STBs will develop a long-term transport strategy which will set out with one voice the area’s view on transport’s role in its economic development. Within the lifetime of this strategy, the STB will then need to create shorter-term transport plans that will prioritise transport interventions to be delivered in given time periods, likely to be mapped on to road and rail investment cycles. This process is already under way within Transport for the North.

Over time, the Secretary of State may grant individual STBs additional responsibilities, through further secondary legislation, around the decision-making and delivery of transport schemes and significant cross-regional schemes, such as smart ticketing. The Secretary of State, and other public authorities including local and combined authorities, will not be able to overlook an STB’s transport strategy when developing their own transport strategies and plans. In return, this legislation requires STBs to consult with local government bodies, the Secretary of State for Transport and other interested parties within or without the STB, thereby ensuring it meets the expectations of all parties.

STBs will take a strategic-level view across an area to improve transport infrastructure and services, and address how that can support the economy. This involves assessing which transport schemes deliver most benefit from their investment, and how best to improve regional connectivity.

In creating STBs, the Government are demonstrating their commitment to work together with local areas to tackle those transport issues that cut across administrative boundaries, such as longer-distance road and rail, and find joint solutions that benefit people travelling across the region, such as smart ticketing. It is important to stress that this legislation gives all areas the opportunity to benefit from the establishment of STBs so their economies can grow. This is a key part of the work to help rebalance the economy outside London. Accordingly, I believe it is necessary for TfN, Midlands Connect and all future STBs to be enshrined as statutory bodies with appropriate statutory powers, and I commend this new clause to the House.