Transport Decarbonisation Plan

Caroline Nokes Excerpts

Wednesday 16th June 2021 Westminster Hall

[Felicity Buchan]

Yes, we need policies, and, when money needs to be made available, it should be. I personally think that there are private sector solutions, but I am glad to see that with electric vehicles, which I will go on to talk about, the Government are making available £2.8 billion.

Electric vehicles will be critical because, as I said, cars account for 55% of emissions. I am glad that the Government have brought forward the date to ban the sale of new petrol and diesel vehicles to 2030. That is a huge achievement. The investment of £2.8 billion in electric vehicle technology, infrastructure and plug-in grants is hugely important. I am lucky to represent a borough, Kensington and Chelsea, that is very focused on electric vehicles. We have the highest number of electric vehicles per capita of any London borough, and probably the highest number nationally.

London is very good in not having much car usage. Only 27% of journeys are by car. Nationally, it is 68%. Clearly, rural areas will be more dependent on cars than cities such as London, but electric vehicles are important to my constituency. I hosted a seminar a few weeks ago in my constituency on the roll-out of electric vehicles. It was great to see so many of the major south Kensington institutions participating. I had Professor Richard Herrington, the Natural History Museum’s head of earth sciences, which is very important in electric vehicle batteries. I had Dr Billy Wu from Imperial College, who is one of the leaders in battery research, and Dr Rachel Boon from the Science Museum. We had a tremendous attendance from Kensington residents, and it is great to see that they are so focused on electric vehicles.

However, it was striking that the residents’ questions were repeatedly about having confidence that the electric charging infrastructure would work. There was a lot of concern about range anxiety. In my constituency, there is not much off-street parking; it is all on-street parking by the pavement. That clearly leads to challenges for electric vehicle charging. Of course, this is anecdotal, but I took away a huge willingness to embrace electric vehicle technology, but real concerns about the practicalities. If we are going to get there by 2030, we need to resolve these practicalities as quickly as possible.

I essentially have five key asks on electric vehicles. First, we need a comprehensive strategic network of electric vehicle charging points. I see this almost like the electricity national grid. I am a great free market capitalist, but I do not think in this instance that we can just leave it to the free market. We are not in the mid-19th century building railway lines randomly all over the place. We need a comprehensive network that gives people confidence, because they will not want to give up their cars that they have confidence in if they do not have confidence in the electric vehicle charging network. It needs to be Government led and top-down, as opposed to bottom-up.

Leading on from that, it is important that we focus on the customer experience of electric vehicle charging. I too often hear stories about the unreliability of chargers and the lack of interoperability between different charging points. We and the Government need to work on these issues, because confidence is critical.

I would also like the Government to mandate that all new houses, buildings and office blocks have electric vehicle charging points. I know the Government have consulted on this, but it should be standard. In the same way as, when you build a house you put in electric sockets, you should put in an electric charging point.

Moving on from the consumer element, it will be important to have more battery capacity in the UK. I feel strongly that we need more recycling of battery capacity and capability in the UK. In my discussions with Professor Herrington, there is no question that we need to extract very precious and rare metals to make electric batteries and these have to be recycled. We cannot just use up our stock of lithium and cobalt.

Finally, I would ask the Government to consider a zero emission mandate. This has worked very well in California. For those who do not know how that works, it requires manufacturers of cars to produce an increasing percentage of electric cars as part of their output. If they do not meet those percentage sales targets, they need to buy carbon offsets. I would like the Government to consider that. It has worked well in California and the increased supply of electric vehicles could achieve a number of ends.

First, while the price of electric vehicles over their lifetime is now equal to petrol and diesel cars, because the operating costs are lower, the up-front cost is still high. We are expecting price parity in 2023, but a zero emission mandate is a way to increase supply and accelerate price parity.

The second reason it could help is that I understand from leasing experts that it continues to be more expensive to lease an electric car, because leasing models look at the future value of the car in two years’ or five years’ time. As there is no developed second-hand market for electric vehicles, they put a discount on to that value. The more supply we can get, the better the secondary market for electric vehicles.

I thank all Members for participating in the debate. I am looking forward to hearing the Minister’s reply. There is no question but that the transport sector is a big challenge when it comes to emissions, as the biggest emitter in the UK at the moment, but that means that it also offers the biggest opportunity.

[Caroline Nokes (in the Chair)]

Before I call the next speaker, I aim to call the Front-Bench spokespeople at 10.25 am, which leaves plenty of time. I have no plans to put you on a time limit, but please can Back Benchers recognise that four of you wish to speak.

--- Later in debate ---

[Caroline Nokes (in the Chair)]

It ends at 10.55 am. It would be a courtesy to allow the Member in charge time to wind up.

[Rachel Maclean]

I will certainly do that. Thank you very much, Ms Nokes. I will bring my remarks to a close and thank everybody who has contributed.

Our transport decarbonisation plan must not just change transport to be greener; it must make transport better for everyone, because transport is what connects people to opportunity, prosperity and each other. Our resolve in tackling climate change and ending the UK’s contribution to it could not be stronger.

Oral Answers to Questions

Caroline Nokes Excerpts

Thursday 29th April 2021 Commons Chamber

[Caroline Nokes (Romsey and Southampton North) (Con)]

What recent discussions he has had with (a) the Secretary of State for Foreign, Commonwealth and Development Affairs and (b) representatives of the cruise industry on amending the covid-19 travel advice on cruises.

[The Parliamentary Under-Secretary of State for Transport (Robert Courts)]

The Department for Transport engages regularly with the Foreign, Commonwealth and Development Office, the devolved Administrations and the cruise industry on the global travel taskforce and cruise restart. Travel advice is the responsibility of the FCDO.

[Robert Courts]

The hon. Member is right to draw attention to the huge economic importance of the cruise industry to constituencies such as Inverclyde. My Department continues to work closely with the FCDO and with the Department of Health and Social Care. A covid-19 framework drawn up by the cruise industry informs health protocols on board those ships. That has been recognised as good practice by the UN’s International Maritime Organisation. We will see a safe restart of international cruises in accordance with those protocols.

[Caroline Nokes [V]]

The cruise industry is a significant employer in the Southampton area, but British travellers are still advised by the FCDO against cruising, even as advice on flying is set to be relaxed along with eased restrictions. Approval has been given for domestic cruising, but please can my hon. Friend work with colleagues across Government to make sure that international travel advice for cruising is aligned with that for aviation?

[Robert Courts]

My right hon. Friend is quite right. A home port call is estimated to generate approximately £2.95 million in today’s money, which underlines the critical importance of cruises for employment in Southampton and other ports. The restart of domestic cruises has indeed been confirmed, and the global travel taskforce advises that international cruises will restart alongside the wider restart in international travel. I am committed to working with colleagues at the FCDO and across Government to see a safe restart of international cruises as soon as possible, in line with the GTT.

Hedge End Train Station: Accessibility

Caroline Nokes Excerpts

Wednesday 21st October 2020 Commons Chamber

[Paul Holmes (Eastleigh) (Con)]

I rise to raise with the Government an issue that has been a long-standing concern of my constituents living in Hedge End, Botley, West End and Fair Oak, and that is the lack of accessibility at Hedge End train station in my constituency. It is good to see present in the Chamber my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) and my constituency neighbour, my hon. Friend the Member for Meon Valley (Mrs Drummond). I know that they have constituents who use the railway station.

Before I go into detail about the particular circumstances concerning Hedge End, I wish to give the Minister some context in respect of why I have called for action and for this debate in particular. Over the past 20 years, the population of Eastleigh borough has grown by 15%, which is almost double the national average rate. We have also seen significant increases in house building, particularly in Hedge End, which sadly has not been matched with the new infrastructure needed to serve the growing population. The situation has been exacerbated by the failure of the local council, which has been unable or unwilling to put in place a suitable local plan to guide and shape development in a sustainable way.

The volume of new housing in Hedge End has been substantial. Between 2001 and 2011, new homes delivered at Dowd’s Farm, a major strategic development in Hedge End North, increased the population in that borough council ward by 33.6%. That is in 10 years. Between 2011 and now, major new housing developments have delivered a further 450 new homes, with more housing delivered not only as part of Dowd’s Farm but at Kings Copse Road and St John’s Road, near to the southern parish’s excellent Conservative club.

Looking ahead, Eastleigh Borough Council has either granted planning permission or allocated space for a further 738 new homes to be built in Hedge End in the next 10 years. In simple terms, we have had the housing growth and population increases, and we will continue to have more housing growth, but we have not got the infrastructure that should go hand in hand with this level of past, present and planned development.

Members may have been to my constituency to campaign in one or both of the by-elections that have taken place there in the past 25 years—although it is safe to say, I hope, that there will be no further by-elections in my constituency—and if they did, they would have arrived at either Southampton Airport Parkway or Eastleigh town centre. At the next election, during my hopefully successful re-election campaign, I want to give colleagues the opportunity to see Hedge End town’s vibrant offer after coming into a Hedge End train station with greater accessible transport.

Towns and villages such as Hedge End, Botley, Bursledon and Hamble are served by small stations that lack the facilities required to serve growing settlements. Many of my constituents choose to live in Hedge End because of the railway connections to London, the great sense of community and the excellent local schools, such as Wildern School and Berrywood, to name but two. This explains why Hedge End station is well used, with more than 522,000 entries and exits in the past year alone. That is up from 506,000 in 2017. However, for some people in my constituency entering the station is not as easy as exiting the station and that is what I hope the Minister will be able to assist with today.

Parents with disabled children, disabled adults and parents with pushchairs or prams are unable to use Hedge End station to travel because there are no lifts, wheelchair or pushchair-accessible facilities at the station. Travellers or commuters with mobility issues are left in the unacceptable situation of being able to take the train to London from Hedge End, but they are forced to alight at Southampton Airport, Eastleigh, Fareham or other stations towards Portsmouth for their return journey.

[Caroline Nokes (Romsey and Southampton North) (Con)]

I congratulate my hon. Friend on securing this incredibly important debate. Does he agree that all too often it is our disabled constituents who get the roughest deal when it comes to public transport, particularly on our rail network, and that we simply have to do better to make sure they have the same access to get around the country as we do?

[Paul Holmes]

My right hon. Friend is absolutely correct. Many constituents have written to me to tell me how they have disabled children or that they have disabilities themselves, and that at the moment they cannot travel into London. The only way, which I will come on to later, they can get to London and have that mobility is by taking a journey in a car or by paying for a cab to go down the M27 and into Eastleigh town centre or Southampton. She is completely correct. Members across the House have stations where this is a problem and we need to get better at providing that solution for people with disabilities, so they can travel as well as those who are able-bodied. That is why I say to the Minister that the situation at Hedge End surely cannot be allowed to continue.

Southampton Airport and Eastleigh, which are the closest stations to Hedge End, are still over five miles away by car or taxi, which naturally come with additional costs and inconvenience. The lack of access to the station means that people from the southern half of my constituency are forced to travel to Southampton Airport Parkway, which has an annual usage of 1.7 million passengers, or Eastleigh, which has an annual usage of 1.6 million passengers, by driving through the towns of Fair Oak, Horton Heath or Bishopstoke, or down the M27. That creates another problem. Our towns and villages, such as Eastleigh, Bishopstoke and Fair Oak, are struggling with a lack of investment in road infra- structure caused by the overdevelopment of housing. This means that the roads around Eastleigh and Southampton Airport station are often blocked in rush hour and inaccessible, too. There is a wider point in that the Government quite rightly—I completely support them—argue that we need greener and more sustainable forms of travel. I agree, but the current facilities at Hedge End station do not facilitate that and in many respects actively discourage it. That is, of course, bad for passengers, bad for the environment and bad for our local transport networks.

The Minister will know that levelling up is not just about solving a geographical problem between north and south. It is about equal opportunity and better outcomes for those who are disadvantaged. I firmly believe that with the installation of either a lift or wheelchair accessible facilities at Hedge End station, we can achieve exactly the sort of results that are at the heart of this Government’s agenda.

--- Later in debate ---

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

I congratulate my hon. Friend the Member for Eastleigh (Paul Holmes) on giving colleagues across the House the opportunity to discuss the important subject of accessibility to the railway network, in particular in his constituency at Hedge End station. I thank him for the very positive engagement that we have had on this matter. I promise him that his polite and persistent manner will achieve a lot for his constituents in this place. The way in which he goes about his business is completely professional and does him great credit.

I recognise how important it is for my hon. Friend’s constituents to have access to the railway to get to and from work, to see family and friends, and to go about their lives. I know from the contributions from my hon. Friend the Member for Meon Valley (Mrs Drummond) and my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) how important it is for their constituents, too. I should also acknowledge my hon. Friends the Members for Bolsover (Mark Fletcher) and for High Peak (Robert Largan), who care passionately about accessibility on the railway and are here to listen to the debate, and my opposite number, the hon. Member for Slough (Mr Dhesi), who assiduously attends these debates and who I know is passionate about this area too.

Delivering a transport system that is truly accessible to all is of great importance to the Government. I hope that my hon. Friend the Member for Eastleigh has seen the Department for Transport’s inclusive transport strategy, published in 2018, and recognises it as evidence of the Government’s commitment to taking action to safeguard and promote the rights of all disabled passengers. We do not deny that our strategy is ambitious, but we are determined to deliver it. By 2030, we want disabled people to have the same access to transport as everyone else. If physical infrastructure remains a barrier, assistance will play a role in guaranteeing those rights.

An accessible transport network is central to the Government’s wider ambition to build a society that works for all. Regardless of the nature of a person’s disability, they should have the same access to transport and the same opportunity to travel as everyone else, as my right hon. Friend the Member for Romsey and Southampton North said. This is an important measure for reducing social isolation and creating opportunities for people to play a more active role in society. We know, for example, that disabled people are more than twice as likely to be unemployed as non-disabled people. The simple ability to travel from A to B should not be a barrier to someone becoming employed.

As my hon. Friend the Member for Eastleigh knows, many of our stations are Victorian and their infrastructure is not fit for today. The 19th-century stations were not built with the needs of 21st-century passengers in mind, which has left us with a huge task of opening up the rail network to disabled passengers. Although 75% of journeys are through step-free stations, only about a fifth of stations, 20%, have proper step-free access into the station and to and between each platform.

Clearly, there is a lot more to be done. Accessible stations make a huge difference to people’s journey experience, not only for those with reduced mobility but for those carrying heavy luggage, those pushing pushchairs with children and a whole host of other people. That is why we have continued the Access for All programme. The inclusive transport strategy included a commitment to extend the programme across control period 6 in rail, between 2019 and 2024—we love to work in five-year periods—with an additional £300 million of funding from the public purse. My hon. Friend might also be aware that in March the Chancellor included an extra £50 million in the Budget for that programme.

[Caroline Nokes]

As Chair of the Select Committee on Women and Equalities, I can tell the Minister that the issue of disabled people and transport is a subject dear to the Committee’s heart. Can he give us some indication of the sums that the Chancellor has extended to the network to improve accessibility at stations and how many that might help?

[Chris Heaton-Harris]

I will come on to that later in my speech and, like my right hon. Friend, I am very passionate about this area. I have done a huge amount, I would like to think, to help people with learning disabilities, and I was the chair of the all-party parliamentary group on learning disability in this place before I was fortunate enough to become a Minister.

I know we need to do a great deal more, but I guess I can say to my right hon. Friend that this new funding builds on the previous success. It was launched as a 10-year programme in 2006. So far, it has installed accessible step-free routes at more than 200 stations, and some 1,500 stations have benefited from smaller-scale access improvements.

The new funding allows design work to restart on all the projects deferred by the 2016 Hendy review into Network Rail delivery and allows even more stations to be included in the programme. We asked the industry to nominate stations for the new funding, and we received more than 300 nominations, most of which came through the train operating companies, often in partnership with local authorities, Members of Parliament or local councillors who were championing them.

Nominated stations were then selected based on criteria, which included—this is quite an important inclusion—annual footfall and the incidence of disability in the area. We also took into account other local factors, such as proximity to a hospital or the availability of third-party funding for the project and, indeed, ensured a fair geographic spread of the projects across the country.

As my hon. Friend the Member for Eastleigh will know, Hedge End was nominated for Access for All funding, but was not successful this time round. That was largely because of its low footfall compared with other stations nominated by South Western Railway. I understand his disappointment that Hedge End was not selected. All inaccessible stations deserve funding, but as he would understand, we receive many more nominations for the programme than we are able to support at this time. Stations are selected for funding through a prioritisation and assessment process. It was difficult to justify Hedge End’s inclusion at this time ahead of other busier stations that had a higher priority for the reasons I have just given and as suggested by the industry.

Flybe

Caroline Nokes Excerpts

Thursday 5th March 2020 Commons Chamber

[Kelly Tolhurst]

I understand the right hon. Gentleman’s concerns. As he will appreciate, I have already had conversations this morning with the airlines and my officials, and we will continue to do that in order to maintain regional connectivity and those routes. The conversations are ongoing, and we will be working through this over the next few days and into next week.

[Caroline Nokes (Romsey and Southampton North) (Con)]

South-east airports such as Southampton’s have a role to play in levelling up because they provide connectivity to Belfast, Scotland and all parts of the United Kingdom. Does my hon. Friend also recognise that Southampton airport provides a vital link to the Channel Islands for those seeking medical treatment at Southampton General Hospital? Will she undertake to make the airport one of her key priorities, given its 95% reliance on Flybe flights, and reassure Hampshire colleagues that she is absolutely cognisant of the impact of its short runway?

[Kelly Tolhurst]

I note my right hon. Friend’s particular concerns about Southampton; a number of colleagues have already addressed some of the challenges there. It is absolutely true that Southampton airport is vital for passengers travelling from the Channel Islands for health reasons. I am absolutely committed to making sure that I work with colleagues, airlines and airports to solve some of the issues following the collapse of Flybe.

Net Zero Targets and Decarbonising Transport

Caroline Nokes Excerpts

Tuesday 4th February 2020 Westminster Hall

[Several hon. Members rose—]

[Caroline Nokes (in the Chair)]

Only five Members wish to speak, so I hope that each will be generous with the time that they leave for others. I call Lyn Brown.

[Ms Lyn Brown (West Ham) (Lab)]

I am very grateful to serve under your chairship for the first time, Ms Nokes, and I look forward to doing so again in future.

I am grateful for the opportunity to talk about the green transformation that our transport system needs. More than anything else, we need affordable and accessible public transport, with electric buses and zero-carbon trains, right across the country. We need to make good green investments now, and to stop making dirty investments.

City residents already emit far less carbon from travel. Londoners’ transport emissions are less than half the UK average. That is because we have a decent bus, tube and train system—we have to invest those systems to create the benefits in our cities and towns—but we still have to make London’s transport greener.

We must stop making dirty investments. The dirty investment closest to my constituency is City airport in Newham, from which I am sure that many hon. Members have flown. It is a lovely little airport, I will admit, but I have constantly opposed its expansion. As a young woman, I even went to the public inquiry to advocate against it being built. I heard all the rubbish that residents and my friends and neighbours were told about how the airport would be contained, would not grow and would not impact on their lives. When I visited my mum and dad in the block of flats where I grew up, however, the back of my throat was coated with fuel—I could taste it. Dad has had throat cancer and mum has had breast cancer, although I am sure that none of that is related.

It is not just about airports. I want to focus on another big local decision: the Silvertown tunnel. In east London, we have a problem with public transport connections across the river. Some might say, “Who wants to go to the south side?”, but some people do and the lack of connections is a major problem. The lack of decent public transport links means that people drive—they see no other option. The Blackwall tunnel and all the roads around it are hugely congested; the queues go on for absolutely miles, pumping out carbon and deadly pollution all the while. The new tunnel is not the solution.

I am told that building Silvertown will cost an estimated £1 billion, using a private finance initiative, so local residents will have to pay for the construction of the new tunnel through tolls. To ensure that the tolls pay, we will also toll the Blackwall tunnel and probably the Rotherhithe tunnel, while the crossing down at Thurrock is also tolled. So, the people of east London, where child poverty is massive and poverty in general is undeniably high, will pay for the joy of going south of the river, while the people of west London can pop across a number of bridges. There are also good transport links in west London—but not in the east. That, however, is not the only reason I am against Silvertown. I am against the tunnel because its construction alone will cause massive carbon emissions: more than 153,000 tonnes of carbon dioxide, the same as the total emissions of more than 28,000 UK residents last year.

If everything that the tunnel’s big business backers say about the construction of the tunnel were true, at least there might be some benefits from having it once it is built. I am afraid I do not believe that, and I am sure that many Members in the Chamber would not believe it either. We know that when a road is put in, people use it. They see it as an even better opportunity to get into their car and to drive and, before long, that road too is congested. I am not the only one who does not believe in those benefits, because on the record are my hon. Friend the Member for Greenwich and Woolwich (Matthew Pennycook) and Newham, Hackney and Lewisham Councils. We all oppose the tunnel, as do more and more of my residents as they find out what is happening on their doorstep.

The truth is that the roads leading up to the tunnel are already massively congested, and no one is planning to widen them, so the congestion is likely to continue. In a best-case scenario, the queues will possibly die down in the immediate lead-up to the tunnel—to begin with. Even if that happens, however, I fear that all the extra traffic will simply be diverted to a bottleneck further down the road towards Barking and out to the east, or on to our already choked local roads, as people attempt to divert around the problems. Congestion might therefore not fall at all, despite the new tolls on all the crossings in the east—I think I mentioned that, but it is a bit of a bugbear.

Why is big business so in favour of a tunnel at Silvertown? It will be taller than the Blackwall tunnel, which was built almost 150 years ago, I think, and massive lorries will therefore be able to go through it from south to north. Also, those heavy goods vehicles, unlike bicycles, have been promised a special lane of their own—they will share the bus lane. HGVs, the big nasty polluters on our roads, will get special concessions to get through the new tunnel. We know why they are so keen to see HGVs going through the Silvertown tunnel: conveniently, a three-storey, 24-hour warehouse and lorry park is planned for not far away from it. That will be at least 2,500 extra lorries a day from that distribution centre alone.

The stakes are high in such decisions—we all accept that. In Newham, 16,000 children attend schools close to the feeder roads in Silvertown, with a similar number in Greenwich. We already have high air pollution at illegal levels. Newham, where Silvertown is—in case anyone was in any doubt—has the worst toxic air quality in the country. The British Heart Foundation estimates that breathing the air is as bad for health as smoking 159 cigarettes annually, stunting child development and leading to 96 premature deaths every year.

The impacts are not just local. This is not only about Silvertown but about the type of decisions that we are making. We need to make the right decisions now in order to prevent a climate disaster. We need to protect our children from these outrageous decisions that will significantly impact on their health. I plead to anyone who will listen: please, think again: stop expanding Heathrow or City airports, stop the Silvertown tunnel and do not build that lorry park. Let us invest in green transport links instead.

[Caroline Nokes (in the Chair)]

I now put Members on a five-minute time limit.

--- Later in debate ---

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in this debate. I congratulate the right hon. Member for East Hampshire (Damian Hinds) on securing it and setting the scene so well. The contributions so far have been pertinent to the debate.

Our environmental duties are massive, and the more knowledge we have, the more it is incumbent on us to do all we can to safeguard this planet for our children. As a Christian, I am well aware that the end will be when God ordains it, but we are called to be good stewards and caretakers of this wonderful planet that has been gifted to us. Over the holidays, I had an opportunity to do some hunting and shooting over the farm with my son, granddaughter and friends—I declare an interest as a farmer—and while the fresh country air was sharp and cold, it none the less reminded me of how important what we do is. Later that night, there was a programme on TV showing India and perhaps other parts of the world where air pollution was extreme and people were having difficulty breathing, which made me not take for granted the fresh clean air that we have. That is part of the reason why I, along with my son, planted 3,500 trees on farmland about 10 years ago, and I am caretaking areas of biodiversity on my farm. I cannot save the world by myself, but I can make a small contribution, and I intend to do my best to keep our air clean and healthy.

Air quality has been very much in the news in the past few weeks, with the number of deaths in the UK due to air quality at its highest for some time. The figures are high even in Northern Ireland. UK industries account for 1% of air pollution, yet we can do more than make the equivalent of a 1% improvement in the world. It begins in our own homes and stretches out to the influence we have in this place to encourage people to make good decisions and better choices.

Just this morning, the British Vehicle Rental and Leasing Association had a drop-in event in room N in Portcullis House—Members who did not go are too late now—where it referred to the need for hybrid and electric cars. The BVRLA also outlined five policy measures that it would like to see, which include, as I am sure the Minister is well aware, tax benefits, new vehicles, charge points, which are critical, and user sentiment, because at the end of the day, the owners and users of those cars need to be convinced that they are necessary.

I caveat my remarks by saying that I firmly believe that if we want to change people’s routines, we can do so by encouragement and not enforcement. We can jail someone and find they are still not rehabilitated after their incarceration, yet when we take the time to work with people and encourage them, lives are turned around. Let us look at how we make that happen, because the secret to our future security is educating the younger generation and encouraging the older generations—I count myself in the latter category—to do what needs to be done.

The Minister will be aware that in Strangford and Portaferry we had a tidal project, which involved Queen’s University, where we tried to harness the waves. The pilot and initial investigations provided some good ideas, but we need investment for the project to go forward. There are things that we can do; we just need that wee bit of financial assistance to help to make it happen.

We are the generation, as some here will acknowledge, who had milk delivered in glass bottles, and we washed and put out the bottles for the milkman to reuse. We do not mind recycling and we are doing our best, but it must be made clear what is expected of us to do our bit. We are the generation who did not always have a car. We used bikes—we probably do not use them as much as we did in the past—took buses or went by Shanks’s pony. Walking was probably easier for us in those days, as some will understand. We do not mind doing so, but it is important to explain and encourage.

In Northern Ireland we have the Glider bus system from Dundonald right into Belfast. The idea is simple: it is park and ride, whereby people park in Newtownards or the on the edge of Dundonald and get the Glider bus straight into town. It is easier and less hassle, it gives people a bit more time to do something while on the bus, and it produces less emissions. That shows there are good schemes that we can use. The key is not lectures and browbeating, but information and encouragement. Tax breaks and perks for businesses are useful, but we need better infrastructure to encourage public transport and ensure that our young people have their independence while still being safe when travelling. We must encourage the use of car pools and shared resources.

To finish, there is much that can be done from this place, but my word of caution, from an old dog that is learning new tricks, is this. Go easy and bring us with you, and the generation who are used to hard work and innovation will not let you down.

[Caroline Nokes (in the Chair)]

The mover of the motion has indicated that he does not need time to wind up the debate, so that leaves the Front-Bench spokesmen with just over 10 minutes each.

Flybe

Caroline Nokes Excerpts

Tuesday 14th January 2020 Commons Chamber

[Caroline Nokes (Romsey and Southampton North) (Con)]

(Urgent Question): To ask the Secretary of State for Transport what support has been made available to Flybe, its passengers, and the regional airports that facilitate many of its routes, and whether he will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Paul Maynard)]

I thank my right hon. Friend for raising this matter. She is a strong advocate for her local airport.

Let me stress that Flybe remains a going concern. Flights continue as scheduled, and passengers should continue to go to the airport as usual. I must also emphasise that regional air carriers and airports are vital to the Government, playing a key role in providing connectivity between communities, regions and nations across the United Kingdom.

The speculation surrounding Flybe relates to commercial matters. The Government do not comment on the financial affairs of or speculation surrounding private companies. We are working hard, but there are commercial limits on what a Government can do to rescue any firm.

Be in no doubt, however, that we understand Flybe’s important role in delivering connectivity across the entire United Kingdom. This Government are committed to ensuring that the country has the regional connectivity that it needs. That is part of our agenda of uniting and levelling up the whole country. We do not have good enough infrastructure in many areas, and people do not feel they have a chance to get to the opportunity areas with high-skilled and high-paid jobs. That is what this Government are addressing now.

I hope the House will appreciate that I regret that I am not able to go into further detail at this stage, but I will update the House further when it is appropriate to do so.

[Caroline Nokes]

Flybe is, as the Minister said, an important regional airline, serving the UK market for business and leisure travel. I must confess from the outset that Southampton airport sits on the boundary between my constituency of Romsey and Southampton North and the Eastleigh constituency, but it employs many of my constituents and, of course, serves the much wider region. It is a crucial part of Hampshire’s connectivity, located adjacent to the mainline to London Waterloo and the M27 motorway, and it serves the cruise terminal at Southampton. It is in every sense a transport hub for the south-east, and about 90% of flights out of Southampton are run by Flybe.

I know that my hon. Friend the Minister is working hard on this issue, for which I sincerely thank him. He has been diligent in keeping me updated and has been in close contact with colleagues across the country who believe that the Government need to find a practical and pragmatic solution to the current reported difficulties, as indeed I do. It is a sensitive time for the company, but my questions today are not criticisms. We are seeking reassurance from the Government that solutions can be found.

I welcomed the comments from my right hon. Friend the Prime Minister this morning about regional connectivity. He specifically referenced Northern Ireland, and Southampton airport has a thriving route in and out of Belfast, not to mention Glasgow and Edinburgh, with onward routes to Aberdeen. It is a hub that serves the whole United Kingdom.

I do not wish to put the Minister in a corner, but I hope that he may be able to expand a little on what might be achieved with regard to air passenger duty, which has long been a concern to airlines and airport operators. We leave the European Union at the end of this month, which might give us some opportunity to consider the freedoms that there could be from state aid rules. I do not expect the Minister to make any sweeping announcements from the Dispatch Box, but I hope he and his officials are closely considering it.

What powers does the Minister have to protect the key strategic routes operated by Flybe and, of course, to protect its staff? Flybe employs 200 people at Southampton, and the airport employs some 900 people. A far wider supply chain relies on a thriving regional airport with a functioning operator.

We have an opportunity to use every lever of government to make sure that regional connectivity is maintained to ensure that businesses can operate smoothly and that people can move around the country seamlessly. I seek reassurance from my hon. Friend that he is pulling all those levers.

[Paul Maynard]

I thank my right hon. Friend once again for working hard on behalf of Southampton airport. I am acutely conscious of the fact that some 94% of Southampton’s passengers are Flybe passengers, and she makes an important series of points about the airport’s importance to her region. Indeed, I gather the airport is also important to inbound tourism.

My right hon. Friend tries to tempt me on to the topic of APD. It may help the House if I make it clear that Transport Ministers never comment on air passenger duty, which is a matter for the Treasury, and I do not intend to change that now. I will not be making any comments on air passenger duty.

South Western Railway

Caroline Nokes Excerpts

Tuesday 1st October 2019 Commons Chamber

[Caroline Nokes (Romsey and Southampton North) (Ind)]

I thank the Speaker for having granted this debate. I recognise that the performance of South Western Railway is not a new subject, rehearsed as it was in this Chamber by the right hon. Member for Twickenham (Sir Vince Cable) less than a year ago and as it has been repeatedly in general debates touching on rail issues.

For those of us unfortunate enough to be served by the franchise, it is a repeat customer to our postbags and our inboxes. It is an aggravation every single time we set off from our constituencies to this place, not knowing whether the train will be delayed, overcrowded, with functioning heating or air conditioning, dependent on the time of year—one can usually rely on the air conditioning in November and the heating on full blast in July—or, indeed, whether it will arrive at all. Those served by more minor stations—shall we describe them in that way?—all too often see late trains hurtling past, making up time by not stopping at all.

My hon. Friend the Member for Gosport (Caroline Dinenage), who cannot contribute to this debate but is here to listen enthusiastically, has asked me to remind the House that Gosport is still to this day the largest town in the United Kingdom with no railway station, so her constituents are obliged to find their way either to Portsmouth by ferry or to Fareham by bus to access a still substandard service.

[Jim Shannon (Strangford) (DUP)]

I discussed my intervening on the right hon. Lady beforehand. The fact that multiple trains fail at the same time causes massive delays, but South Western Railway’s communications do not highlight that online, so people are left unaware of the difficulties until they reach the station and then it is too late to make alternative arrangements. Surely if it is any sort of a rail business at all, South Western Railway has a responsibility to its customers who deserve to know in advance what is going on. Does she agree?

[Caroline Nokes]

I do agree with the hon. Gentleman, who has highlighted one of the many problems, which is the lack of information. We all understand that problems on the network can cause trains to be delayed, but in the 21st century providing information in advance can enable passengers to work out a different route. Sometimes such information is simply not forthcoming. I well recall being at Southampton Airport Parkway station and buying a ticket for a train that the member of staff knew had already been cancelled, and I was then expected to take a convoluted route to get to Waterloo. Had he told me at the point of purchase, I could have simply got back in my car and driven to this place.

I want to start by giving credit where credit is due. Last Thursday, I returned from this place to Southampton on a train which ran ahead of time. That was a novelty. I wonder if it was a coincidence that it occurred a day after Mr Speaker granted this debate. Perhaps one should be granted every week and Mr Speaker has magical qualities of which we were previously unaware. It helped to strike up many a happy conversation among travellers when we stopped at Woking for a full five minutes, so far ahead of schedule was the train running. Oh, to have that driver again: truly his marvellous skills could be deployed on many a route across the network.

I would also like to give credit to the train staff who are in the main unfailingly polite and even jolly, sometimes in the face of extreme adversity, lack of information— as the hon. Member for Strangford (Jim Shannon) mentioned—and understandably bad-tempered passengers. But that is where the compliments cease.

I do not want my hon. Friend the Minister to think that I have come here just to whinge. I have not. I am seeking the opportunity to air the legitimate grievances of my constituents, but also to offer some constructive suggestions as to how the improvements identified as part of the Holden review might be encouraged in some instances, in order to improve the passenger experience.

[Kerry McCarthy (Bristol East) (Lab)]

Some of the railway’s services come to Bristol, although it is not the preferred route for getting to London as it takes so long, so I appreciate the right hon. Lady’s concerns. One group of passengers most affected by unreliable services of the types she describes are those with disabilities. It is easy to say that if information is made available passengers can change routes, but people with disabilities have to plan their journeys well in advance and it causes huge disruption for them if they cannot rely on the service.

[Caroline Nokes]

I thank the hon. Lady for making that point. It may try her patience, but I will come on to the issue of disabled passengers at the end of my remarks. A constituent of mine has been in touch about a terrible experience he had on a train from London Waterloo to Basingstoke. As a disabled passenger, he was trapped on the train and unable to make alternative arrangements, and he had a distressing and dreadful experience.

I am concerned by the circular firing squad we sometimes see between South Western Railway, Network Rail and the Department for Transport. At times, all can appear keen to blame and turn on each other, when perhaps they might do better to establish a constructive relationship with clear accountability, instead of the obfuscation and fudge we have at the moment. It is not only in this House that we achieve more by working together.

I shall move on to the specifics of where it still seems to be going wrong. The independent review commissioned by my right hon. Friend the previous Secretary of State for Transport, and chaired by Sir Michael Holden, reported over a year ago now, making a number of important recommendations. This is perhaps a good time to consider those recommendations and allow my constituents the opportunity to reflect on the progress they think has been made. It is also a good time to pose questions to my hon. Friend the Minister about what oversight he has of the progress of South Western Railway against those recommendations, which particular ones he regards as the highest priority, and what sanction he might consider imposing if there is not adequate improvement. As I indicated earlier, SWR has had a year since the review, and the patience of my constituents—if not the Minister—has run out.

I would like to highlight in particular the frustrations regarding overcrowding. Of course, I welcome the additional trains introduced following the timetable changes in May, but there is a nagging suspicion that this has been achieved by pinching carriages from other services. As my constituent David Willey explained to me, the most significant change on the service he uses has been the reduction in capacity by 17% from 720 seats in 12 carriages to 600 seats in 10. This has meant he has had to stand in his carriage usually two mornings a week.

Barnaby Wilson of Chilbolton let me know that he could not remember the last time his commuter train in or out of London was not short-formed and/or late. He comments on the regular occurrence of a 10-carriage train running with just five, thus halving the capacity at rush hour. And we all know the consequences: people crammed in like cattle, standing for the entire journey, or forced to wait for the next train as they simply cannot get into the reduced number of carriages.

[Stephen Hammond (Wimbledon) (Ind)]

My right hon. Friend is making a powerful case on behalf of her constituents. When the service gets further up the line, shortened carriages cause even more problems, for constituents in Wimbledon and elsewhere. SWR promised to address this in its franchise bid, and we should now be reviewing that and asking whether it will be held to account.

[Caroline Nokes]

My hon. Friend makes a valid point. As my constituents pass through places such as Wimbledon, they see that no one is able to get on those trains.

As one constituent put it to me, the only change he has noticed in SWR’s service is a further deterioration, from a very low base: short formations, broken trains and stations being skipped, and delays continue unabated. As he correctly points out, if SWR publishes a revised timetable the evening before the service is reduced, there is no recourse to Delay Repay unless the service deviates from the newly published timetable. He describes it as a consumer rights void that he would like the Minister to address.

I would like to ask about the way transport strategy is joined up. Ian Dickerson of Romsey assured me that his preferred route from Romsey to Waterloo was to drive to Sunbury and then join the rail network on the Kingston loop to Waterloo, thus saving over £50 a week in tickets and parking costs, but undoubtedly adding to emissions on our road network. It is simply not a green solution.

One of the recurrent themes from constituents has been that SWR’s predecessor, South West Trains, had its moments, as they put it, but most of the time ran a robust, if no frills, service. If anyone in 21st century Britain regards functioning wi-fi as a frill, let me tell them that SWR has not even managed that. The passengers I sat across from yesterday commented in amazement that the wi-fi was working for once—right up until the point it wasn’t.

The consensus is that this performance is a breach of contract between company and traveller, and there is a suspicion that the Government have been duped by a provider promising what it simply cannot deliver. SWR won the contract pledging more seats and services and it has produced neither. The 442 shambles has meant there are now fewer seats and services. The promised new rolling stock has not yet arrived. It was promised by the end of this year. That clock is ticking and passengers are watching closely. Peak-time payers suspect they have been sacrificed on the altar of winning a contract and left with the old SWT trains, where the promised refurbs seem to have come to a grinding halt. It is far too simplistic to say we should renationalise—that is not the issue. The Department was sold a pup and needs to work out how to hold SWR to account against the Holden review challenges.

The final comment I have from a constituent is about the provision for and the treatment of disabled passengers. We all know there was an extremely hot spell during the summer, when rails got very hot and there were challenges right across the network. I am tempted to comment that it coincided with my hon Friend’s arrival in the Department for Transport, but I do not blame him for train conditions that were in some instances hotter than hell. But rail services run better in countries that are a great deal hotter than the UK ever gets in July and without the same level of chaos.

My constituent, a wheelchair user trying to return home via Andover, was advised at Waterloo to get on a Basingstoke train, as most other trains had been cancelled. With SWR assistance, he boarded a Basingstoke-bound train that was about to depart. Once he was onboard, it became apparent the heating was stuck on in the carriage and passengers were told to move forward, but my constituent was in a wheelchair; he was trapped. By the time the train arrived at Clapham, only a few minutes down the line, he was in serious medical difficulty, but he remained trapped in the carriage, as it was too far off the platform. He was in carriage nine, and we are all conscious of the shortness of some platforms at Clapham. No help was forthcoming from train or station staff, and it was only because another passenger intervened by preventing a door from shutting—literally putting his foot in it—that a medical emergency was averted. My constituent was seconds away from calling 999. However, the event prompts us to ask why the rolling stock is so antiquated that it had the maximum heating on the hottest day of the year, and why SWR staff at Waterloo helped my constituent into a carriage when there was an immediate announcement that the heating was stuck on.

Finally, let me return to the recommendations of the Holden review, and how SWR can be held to account for any failure to deliver. If Network Rail does not fulfil its obligations it can be held responsible by the Office of Rail and Road, which, in November 2018, took formal action to ensure that it would deliver on the recommendations in the review. However, SWR is accountable only to the Department for Transport, so I respectfully remind my hon. Friend the Minister that it is up to him to ensure that it delivers. May I ask him how robustly he intends to do that?

The medium-term recommendations are all due to be completed by the end of this year. There are 12 of them, ranging from ensuring the competence and training of controllers to ensuring that there is adequate provision of CCTV on platforms to assist with the dispatching of trains. Crucially, the review identifies the misalignment of incentives. It recommends that by the end of the year, the non-aligned objectives of Network Rail and South Western Railway should be dovetailed to ensure that the two organisations are pulling in the same direction at the same time—rather as we might expect a train engine to do. I simply ask my hon. Friend what steps he is taking to make sure that that actually happens, so that he may avoid having to return to the Chamber time and again to listen to what currently appears to be a tale with no end in sight for the poor passenger from my constituency who will pay just short of £6,000 a year to be subject to a sub-standard service.

[Anne Milton (Guildford) (Ind)]

I thank my right hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) for securing the debate. It is timely, and I am fortunate enough to have a few more minutes than I expected in which to make some remarks.

The performance of South Western Railway is of ongoing concern in Guildford. It causes people frustrations and at times considerable anger. My constituents are not asking for an exceptional service, although they pay fairly exceptional fares. They would rather settle for a reasonable service; that would be sufficient. However, like my right hon. Friend, I want to praise the staff at the stations and on the trains. Many of them do an excellent job, often with no more information than the passengers, and sometimes in very difficult circumstances. I also want to associate myself with my right hon. Friend’s comments about those travelling with disabilities, who face even more harrowing journeys. I am pleased to see that there is some more seating at Guildford station, but that took a long time to achieve.

Late trains, missed stops, overcrowding—I have previously got into some trouble with my comments about my rail journeys on Twitter, and where I have ended up sitting. The Minister is nodding; he will possibly remember this. In particular, I commented on the fact that the seats designed for three people were adequate only if all three of the people occupying them had average-sized bottoms. If anyone has a more than average-sized bottom, they do not really work for three people.

The overcrowding is really shocking. When a train is late and there have been last-minute platform changes so that people have to rush to another platform and then find themselves sitting on the floor, or squashed almost on to someone’s lap, that is not acceptable. Insufficient information is probably one of the things that turn frustration into real anger. People do not know what is happening. There are a number of options for those living in Guildford—they can get out at Woking and share a taxi—but they may not know that the train will not start again for half an hour, or that they will have to change trains. Further problems are high fares and the fact that not enough ticket offices are open at peak times.

Lastly, I must say a word about the Solum redevelopment of Guildford station. I will not take too much time. The redevelopment of the station is welcomed by everybody. Everybody wants the station redeveloped. It is being done under the umbrella of Solum—an association between Kier and Network Rail, but nobody likes the plans that have been passed by the borough council. I believe that they went through on appeal. It is extraordinary that when the development was in its planning stages, the website did not at any time mention trains. It was simply about the station.

Constituents of mine are suspicious. They see it as an opportunity to increase revenue. There would be a fantastic opportunity at Guildford station if the plans were moved by simply 3 feet. That would allow sufficient resilience in the service. If something went wrong there would be a platform 0 that could be used. I urge the Minister—as I have urged Ministers before and urged Network Rail—and urge Kier to look at this. I know why they are nervous about reopening this planning application, but we will throw a party for Network Rail and Kier in Guildford near the station if they will be reasonable and reconsider this plan.

The Minister is looking hopeful, so I look forward to being able to invite him to that party. I have had numerous meetings with South Western Railway and Network Rail, and on every occasion they are nothing but helpful. They assure me that services are getting better and they explain the problems, but we are at the end of our tether. Ministers must act. The high fares that people in Guildford pay are acceptable only if there is a reasonable service.

[Caroline Nokes]

I thank my right hon. Friend for her comments. She says that high fares are acceptable only if there is a reasonable service. I received two comments from Guildford constituents on Twitter when they heard that this debate was occurring. One of them, Philippa, tells me that 2% of her trains this year have been both on time and in the correct formation. Scott, who travels into Waterloo, says that he has had one train on time in two months, over seven hours of delays, and four out of the last six trains cancelled. Does my right hon. Friend agree that her constituents are simply not getting a reasonable service for the price that they pay?

[Anne Milton]

They most certainly are not getting a reasonable service. I know Scott well. That is seven hours of his working time. The cost of rail delays to constituents and to businesses is significant. We have talked about wi-fi. We could go on and on. People cannot even work on those delayed trains. I urge the Minister not to just read out his speech. I am sure that he has a speech ready. I am sure that he will have taken note of all the comments that have been made today. We need him to act, to thump the table with the operators and Network Rail and make sure that the concerns of my constituents and those in Romsey, Gosport, Wimbledon and any other constituency that is represented here today are taken note of and acted on so that by the end of the year we are starting to get messages from them highlighting the improvements that have been made.

--- Later in debate ---

[Chris Heaton-Harris]

I completely hear what my hon. Friend says. I promise to take up the mantle on this issue. It has not been lying still on the table—I can also promise that.

My right hon. Friend the Member for Guildford (Anne Milton) informed the House that her constituents just wanted their rail service to do simple things—run, and be on time. I think that is a fair expectation. Maybe have enough room for three bottoms on some chairs as well, but basically that is it. I do regularly look at the various sets of statistics for the things that my right hon. Friend mentioned. I know that the Guildford ticket office has caused great concern to Guildford customers, and I do know, because I was warned by previous Rail Ministers, that the Guildford station platform 0 option is a matter of great contention locally, but I have not formally looked into it. I will ensure that I do, if that is okay as an offer to my right hon. Friend.

My Secretary of State’s vision is that the industry must make innovative changes to make the trains run on time, all of the time. South Western Railway agrees that its general performance is not yet up to the standard that it would like, and that its customers expect.

Around 70% of the delays and cancellations that affect passengers result from problems with the infrastructure, which is down to Network Rail, as my hon. Friend the Member for Wimbledon (Stephen Hammond) identified. Overall, Network Rail will spend around £48 billion nationwide on maintaining the network over the next five-year period, running from this year until 2024, and the Wessex route has seen a 20% increase in its funding compared with the previous five-year period. This funding should see more maintenance and a huge uplift in the renewals, to increase reliability and punctuality for passengers, but I know that it has not been delivered yet.

The train services provided by the South Western franchise are relied upon by 600,000 passengers every day. The train operator, South Western Railway, runs around 1,700 services each day on the network. The latest figures published show that 110,000 passengers pass through Waterloo station during the morning peak. It is a very, very busy network.

People are rightly frustrated and angry about the level of delays and cancellations that they are suffering, and I personally am sincerely sorry that that performance has reached this level—to the extent that we are having to hold this debate again on the Floor of the House. This has not happened overnight; sadly, the service has been deteriorating since about 2011-12. The Department for Transport has been working closely with South Western Railway and Network Rail to try to ensure that the causes of the problems are identified and understood and that there is a plan to turn performance around.

My right hon. Friend the Member for Romsey and Southampton North referred to Sir Michael Holden’s review of South Western Railway and Network Rail’s performance on the Wessex route. The review was commissioned by the previous Secretary of State to ensure that everything was being done to understand and address the causes of the downturn in performance on the route. Sir Michael made 28 recommendations for improving performance. Some of them could be implemented in the short term and others will take longer. He was clear that there is no silver bullet and that it will take time to restore performance to acceptable levels, and that is our highest priority.

Sir Michael’s recommendations cover a range of disciplines, including performance management, train operations, infrastructure maintenance and renewals, and control and resourcing. He also suggested a number of infrastructure changes that could be made to improve the service. SWR and Network Rail are documenting their progress and sharing a copy of their “tracker” with the Department each month so that we at the centre can see how they are progressing. I can assure my right hon. Friends that we are monitoring it very closely.

[Caroline Nokes]

I welcome the fact that the tracker is being shared with the Department, but does my hon. Friend have any plans to share it more widely with Members of Parliament from across the south-west who are hearing the same levels of frustration in their postbag?

[Chris Heaton-Harris]

I asked my officials the very same question before the debate, and currently there are no such plans. However, I am sure that we can have a conversation afterwards and perhaps get to the stage where we do not need a humble address or anything too exciting to get the information.

Sir Michael has also been retained by SWR and Network Rail to review their progress. He has confirmed that 16 of his 28 recommendations have already been delivered to his satisfaction, including key infrastructure changes and relaunching SWR’s approach to performance management. I understand that he is due to return to check on progress in November.

A range of recommendations were made on performance management. SWR and Network Rail have established a joint performance improvement centre at Waterloo to focus on the critical areas of delivery across the infrastructure and train operations, and that is key to understanding what is actually happening and, more importantly, what can be done to prevent delays. I have an outstanding invitation to be shown around the JPIC, and I would be delighted if my right hon. Friend, and perhaps other Members, joined me to see at first hand how the executive teams at SWR and Network Rail are tackling the performance issues. I will happily arrange for my office to have the invitation extended if that is suitable—it seems like it could be a date.

Other areas of progress have seen £3.5 million invested to redesign the SWR control centre arrangements and create an industry-leading set-up to improve train performance. As part of that work, SWR is implementing enhanced decision support tools and improving training and competency management systems for controllers—lots of long words, but they refer to unbelievably important things that are going on. SWR is reforming its control centre operations, recruiting more people to improve decision making and providing information to customers during disruption. I heard very loudly indeed the complaints about communications to passengers. I have seen the complaints about communications—just type “SWR” into Twitter and have a cursory glance. The point is well made and well understood. Improving the control centre operations is a crucial part of improving performance and, ultimately, providing a better service to customers.

Other progress is being made to mitigate the biggest causes of delays within SWR’s control. It has introduced an innovative scheme that employs paramedics to work at the key London stations that are most impacted when people fall ill, and it has made significant investments in suicide prevention measures to ensure that SWR is doing as much as it can to reduce the impact of these tragic events.

The national rail passenger survey results for 2018-19 show that SWR failed to meet the expected levels against all nine benchmarks, with only 83% of passengers satisfied overall with their journey. SWR is therefore being required to make additional investment in initiatives to try to meet the contracted levels within the coming year.

There are obviously occasional strikes on the network, which are causing disruption to SWR. I understand and share the frustrations of all users of South Western Railway services who are being unnecessarily inconvenienced by the action being taken by members of the RMT union. My Department has been clear that it wants to see more people, not fewer, working on our railways so that it can deliver more services for passengers. SWR’s plans are completely in line with that. It will be employing more guards on trains in future, not fewer, and it has been clear from the outset that no one will lose their job and every service will continue to have a guard or conductor rostered to work. SWR wants to discuss with the RMT the method of operation of the new trains, which may involve transferring the task of closing the train doors from the guard to the train driver on the new suburban trains that are due to be introduced in 2020. This is a safe, well established practice that has been in place on our railways for the last 30 years. The RMT currently objects to it. We do not think that is right, but I hope that there will be proper dialogue to overcome that situation.

Forgive me, Mr Deputy Speaker, for taking a bit longer than normal, but we have a bit longer than normal and I want to address properly the points that my right hon. Friend the Member for Romsey and Southampton North raised on behalf of her constituents.

Overcrowding continues to be an issue on this franchise. Significant investment that has already been made has seen suburban network trains lengthened from a maximum of eight cars to 10 cars. In the very first year of this franchise, SWR completed the introduction of 150 more carriages when the class 707s were introduced. Where possible, mainline services have also been lengthened using the units that were freed up by the increase in the suburban fleet. We have also introduced more terminal capacity at Waterloo by fully reopening the former Waterloo International platforms.

SWR’s plans for the franchise anticipated further capacity increases from changes to the layout of the existing fleet, the refurbishing and introduction of class 442 units, which my right hon. Friend mentioned, and the replacement of the entire suburban fleet with a new fleet of 750 carriages in Bombardier five and 10-car class 701 Aventra trains—an increase in the fleet taking it to almost 1,700 vehicles by the time that they are all in service. It is absolutely true, regrettably, that these projects are running behind schedule, but everything is being done to see those trains enter service as soon as possible.

Turning to the specific concerns of my right hon. Friend’s constituents, Mr Willey and Mr Wilson, about short formations, I am aware that, following the changes to the May timetable, a safety issue emerged with the operation of the class 442 fleet, so the trains that had been introduced have been withdrawn until the problem—electromagnetic interference with a signal, so quite a significant safety issue—has been resolved. SWR and Network Rail are working as fast as possible to resolve it.

[Caroline Nokes]

The Minister has referred a number of times to things being done as fast as possible and the new fleet being introduced as soon as it can be. Can he give any indication of a timescale?

[Chris Heaton-Harris]

I can, and I will probably get to that in a minute, because I am going through this in some detail. I will also write to my right hon. Friend to clarify completely any points that I do not pick up on in my speech.

As I said, SWR and Network Rail are working as fast as possible to resolve the issue, but in the meantime, SWR has had to make some changes to its timetable and train plan to minimise the impact on passengers. I am pleased to say that Delay Repay 15 has been introduced on the franchise and the process for claiming compensation has recently been streamlined. That includes the introduction of automated Delay Repay in the case of advance tickets bought on the franchise’s website and Touch smartcard season tickets.

I note the concerns that my right hon. Friend mentioned, on behalf of Mr Whiteman, about compensation when there is a revised timetable. Measuring entitlement against the revised timetable is an established feature of delay repay compensation policy; publishing a revised timetable is designed to help passengers plan their journey—she suggested that is a good idea—and thereby avoid delays where they can.

My right hon. Friend also asked, sensibly, about how transport strategy is joined up, citing the journey of Mr Dickerson as an example of an interesting multi-modal journey. It is of course for individuals to make decisions about what works best for their own circumstances. A train timetable has to be planned based on making best use of the capacity available to meet the forecast demand, especially at peak times. Network Rail regularly undertakes route studies as part of its long-term planning, to ensure that plans for investment in the network are developed and targeted at adding capacity where it is most needed. I am hopeful that as one of the results of the Williams review, which will come before this place in a White Paper later—we hope it will be this year—we will start to see the emergence a much more integrated system, of the type that my right hon. Friend envisages, rather than of the type that Mr Dickerson now takes part in.

All SWR trains are fitted with wi-fi, including the new trains that will arrive in 2020. By December 2020, an on-board media service of films, TV shows, magazines and games will be available on all mainline fleets.

[Caroline Nokes]

I think it is important to take the opportunity to press the Minister when I can. He makes the point that wi-fi is fitted—it is, but it simply does not work. It is complicated to log on to and it drops out frequently. Will he use all power to his elbow when discussing this with SWR? We know it is there, but make it better.

[Chris Heaton-Harris]

That discussion has already been had, so SWR is working with BT to install 31 new masts and upgrade 104 existing lineside masts to deliver better phone signal improvements for more than 90% of customer journeys. Full deployment of that will come in the next three years.

[Caroline Nokes]

Three years!

[Chris Heaton-Harris]

Full deployment of that will come in the next three years.

On the experience during the summer of my right hon. Friend’s constituent who uses a wheelchair, clearly this situation was handled badly and is unacceptable. I had not heard of this particular case beforehand, although I follow these cases closely in my office. I used to be the chairman of the all-party group on learning disability, and I think accessibility on our railway should be and is absolutely a priority of a modern-day rail service.

Harvey’s Law

Caroline Nokes Excerpts

Monday 2nd March 2015 Westminster Hall

[Derek Twigg]

I agree. I am sorry for the hon. Gentleman’s loss of two pets, which is difficult for any family. His point is well made, and it is why we are here today. We want the procedures of the Highways Agency to be changed back, and we want some legislation to ensure that they will not change again. I will come to that point later.

I will give two more examples, which will put into perspective the tragedy that people face. The first is Shiver’s story. Shiver bolted away from his owner during a thunderstorm and was killed on the M60. Shiver was chipped and was wearing an identification tag. His owners contacted the Highways Agency daily for information, but they were constantly told that no dogs had been retrieved from the highways. They continued to search for him for 19 days. They persisted, and a temporary staff member of the Highways Agency confirmed that Shiver was in cold storage. His owners were given two hours to collect his body before he was cremated. They rushed to the depot and were made to go through two freezers full of dead dogs to retrieve Shiver’s body. Shiver was in a plastic bag with an identification tag still attached. He also had a cannula in his leg, indicating that he had been with a vet.

The second example is Jester’s story. Jester went missing while out on a walk with his owner in 2005, and he was killed on the A1. As no procedure was in place, no one scanned Jester for a chip or took details from the tag he was wearing. No one alerted other authorities or logged the incident, so Jester’s owner was not notified of his fate. Jester’s body was removed and sent straight to a rendering plant. His flesh was stripped to make fuel for energy plants and his bones were crushed to make garden compound. His owner’s desperation for closure was so powerful that she collected blood from the A1 and sent it and a toy belonging to Jester to California for a DNA test. The test confirmed that it was indeed Jester who had been killed on the road that day. Distraught by the way Jester had been treated, Nikki campaigned tirelessly until the Highways Agency agreed to introduce area management memo 67/05, to which I will return. That procedure is set out in chapter 7.17 of the Highways Agency’s network management manual. As I said, those are terrible stories.

[Caroline Nokes (Romsey and Southampton North) (Con)]

That story perfectly demonstrates that this problem is not about stray dogs, but about loved pets who are cared for by responsible owners who have done the right thing by having them chipped and tagged. Does the hon. Gentleman agree that it is essential that we show the same compassion and commitment to those owners as they showed to their pets?

[Derek Twigg]

The hon. Lady makes a powerful point, and I think everybody would agree with it.

Let me return to Harvey’s case. By chance, an employee of the contractor used by the Highways Agency saw one of the fliers that had been distributed about Harvey. She contacted the owners via a message on Facebook and said that she had collected Harvey’s body on the M62. It was only by chance that the owners were given that information.

In 2010, the Highways Agency took the decision to withdraw the routine scanning of domestic pets from highways so that their owner could be identified and notified. Area management memo 67/05, which is being phased out—this is what we have been talking about—states that highways contractors are supposed to scan a domestic pet for a chip, check for other details and contact the owner if possible. They should complete a log with all the details and notify the relevant authorities. The animal should also be kept in cold storage for a period of seven days or until the freezer is emptied, whichever comes first.

There is an odd situation, therefore, in that the Highways Agency is changing that practice, whereas the Government—rightly so—are implementing a policy of compulsory microchipping for dogs from April 2016. One Department is rightly ensuring that there is a legal requirement to have a dog microchipped, whereas the Department for Transport is taking a different view that does not really sit with that policy. It is quite bizarre.

As we have heard in various interventions and seen in the information that we have all received, the death of a pet is traumatic and deeply upsetting for an owner in any case, but when an owner does not know its fate—when the pet has gone missing—the situation is made much worse by not knowing whether their pet is alive or dead. They spend time looking, which, as we have heard from case studies today, can turn out to be wasted. That is obviously very costly, and it also makes the situation all the more unbearable for the families and owners concerned.

Hundreds of pets—probably thousands—are killed on our roads each year. Apparently, the figure is more than 300 for Highways Agency-managed roads, although I think that is an underestimate. As a result of my discussion with Pauline Krause, I wrote to the Minister to raise concerns about the Highways Agency’s stance on notifying owners about the change in policy. The Minister wrote back, saying:

“The Agency is currently phasing out contracts which include the Area Management Memo 67/05 to which your constituent Ms Krause refers. More recent contracts no longer mandate Agency contractors to scan or record pet identification details, or to contact the owners and the pet identification organisations. I know this current position will be hugely disappointing for all those involved with Harvey’s Law e-petition.

Increased investment in the Strategic Road Network brings the opportunity to focus more on the service we deliver for our customers. This could include a review of our current policy around this issue so potentially there may be an opportunity to change contractual arrangements in the future.”

I will come back to this point, but I hope that the Minister will change those arrangements now. When he talks about “delivering for our customers”, I think pet owners can be put in that category.

Local Bus Services

Caroline Nokes Excerpts

Wednesday 5th November 2014 Commons Chamber

[Mary Creagh]

My hon. Friend has made another excellent point. I have experienced that myself. When I caught a tram from the station, a return journey cost £1.50, and I then had to take a bus to the venue, which cost £1.40.

I do not think it is fair that only London provides audio-visual announcements on all buses for the benefit of deaf, blind and partially sighted people. I do not think it is fair that only London provides seamless interchanges with real-time information that makes door-to-door journeys easy. When I was visiting—I think—Milton Keynes, a lady said to me “We call them ghost buses. You stand at the bus stop and you see from the countdown that buses are coming, but when they are due, they just do not turn up. Why are there these ghost buses in the system?” We know that there are problems with technology and other equipment, but why are the problems ironed out in some cities and not in others? Labour will ensure that cities are given the powers they need to take control of their transport system, no longer playing second fiddle to the capital. Bus provision where cities let the routes will unlock efficiencies to cut fares, run more buses and invest in growing the network. Bus provision must become quicker and easier to achieve. We want a bus market that is growing, not dying by a thousand cuts.

Transport plays a vital role in driving economic growth. Devolution is important and control over transport is important, but transport is much more than that. It has profound effects on us as people and on the places where we live. It affects our health, our environment and our quality of life. Buses are the lifelines of our cities, towns and villages. Buses enable people to get to work, bring jobs and growth to our high streets, reduce isolation and ensure mobility for those unable to drive.

Labour is the party of the bus user. In government over 13 years we increased funding for buses from £774 million in 1997 to £2.3 billion in 2010.

[Caroline Nokes (Romsey and Southampton North) (Con)]

The hon. Lady makes the valid point that buses bring mobility to those who are unable to drive. How then does she feel about Southampton city council removing concessionary passes from disabled people, who have previously enjoyed them?

[Mary Creagh]

As I have said, Southampton council is doing no more than delivering the very strong cuts to its budgets that the hon. Lady’s Government have imposed on it and that she has voted for as a loyal servant of her party, so I tell the people of Southampton to vote Labour next time.

South West Trains

Caroline Nokes Excerpts

Wednesday 29th October 2014 Westminster Hall

[Caroline Nokes (Romsey and Southampton North) (Con)]

I, too, congratulate my hon. Friend on securing this important and, it appears, annual debate. He is moving on to an important point. One of my constituents said to me this morning that they would accept consistently increasing prices if the quality of service improved, and concluded by saying, “That is not the case currently.” Does my hon. Friend agree that the nub of the problem is that commuters are paying more for what they see as a worse service?

[Mr Raab]

My hon. Friend is absolutely bang on. That is the crux of the matter. We have heard interventions already about other parts of the country. I can speak for Elmbridge and for Surrey, but it is interesting to hear that the problems are systematic and not parochial.

Clearly, the Surrey network feels the pressure of a high volume of commuters. In Elmbridge borough alone, some 12 million people use our stations. The number of recorded journeys almost doubled between 2002 and 2010, so demand is high and increasing. Fares will rise by 2.5% again in the new year. The Minister will say that that is not a real-terms increase, so we thank heavens for small mercies, but none the less it is an increase. The fares are already some of the most expensive in Europe. A season ticket for the 25-minute journey from Esher to Waterloo currently costs just under £2,000, and many pay a good deal more.

What is hard to explain, let alone justify, to many passengers—I think my hon. Friends were making this point—is the enormous subsidy that they pay as passengers for other lines across the country. That is largely hidden from view. Of course, redistribution of wealth is a natural function of general taxation—it is the stuff of politics and Parliament to debate how much or how little there should be—but I doubt that many are aware of quite how stark the impact is. Certainly, in my area, Surrey residents contribute £6 billion to the Treasury, and we get back less than £1 billion in services. The point is that, on top of that redistribution of wealth via general taxation, Surrey rail passengers, through their fares, are not just paying high fares for the services that they use. They and many others using South West Trains are paying a whopping subsidy for investment in the rail network across the rest of the country.

In 2013-14, South West Trains passengers paid the Department for Transport the highest premium for their rail service at 5.2p per passenger per kilometre. That compares to the 13.1p subsidy doled out by the Government to Arriva Trains Wales, or the 2.8p subsidy received by London Midland, and the 2.2p subsidy received by Southeastern. Some train companies are therefore paying an inordinate amount for the right to run the service while others are effectively receiving a subsidy.

Over the past four years up to 2013-14, South West Trains passengers have effectively coughed up the largest subsidy to Government coffers of any train operating company, totalling just over £1 billion. That is the scale of the subsidisation of other lines by my commuters and other passengers using South West Trains. That is more than £1 billion over and above what is redistributed via general taxation. It is a staggering amount.

Aside from the scale and the volume or the amount, no one can explain to me how this allocation of premiums and subsidies across the train operators is calculated. I have looked at the franchise contracts for the train operating companies. They do not disclose the information. We are told it is too sensitive, and the Minister’s predecessor could not explain what the allocation or criteria are. It looks arbitrary in terms of the relative wealth of the areas concerned. For example, Southeastern received £97 million in 2013-14 to run the service, compared with South West Trains, which paid £312 million for the right. Will she, if she can, explain in plain language that my constituents can understand how the allocations—the premiums and the subsidies—are worked out? How are they calculated and how are they justified? In particular, how can they be justified given what we have heard about overcrowding, particularly on South West Trains?

I referred to the sardine express earlier, but that is just one service. In 2013, average overcrowding on South West Trains was the joint third highest in London and the south-east. Overcrowding increased in each of the preceding four years. South West Trains services featured three times in the top 10 most overcrowded services across England and Wales for 2012, and twice again in the Department’s spring 2013 data. To put those raw numbers into perspective, EU rules stipulate that calves, adult goats and unshorn sheep must be transported by train in an area of space of at least 0.3 square metres per unit of livestock, but the new Government standard for commissioning commuter services for humans is now 0.25 square metres, which is significantly less. I understand that the only train company operating to that standard is—you guessed it, Dr McCrea—South West Trains. Can the Minister explain why my constituents, who are paying ever-rising fares and doling out more than £1 billion to improve rail services for the rest of the UK that they will rarely use, do so for the privilege of travelling at one grade below cattle class on South West Trains?

The Minister will understand immediately why in Passenger Focus’s 2014 national survey, South West Trains passengers ranked their service the third worst in the country on value for money, with a bare 37% saying that they were getting bang for their buck. That dropped to 28%—barely a quarter—for peak-time passengers. Just in case anyone thinks that all passengers and commuters grumble, that compares with approval on value for money of 78% with Grand Central passengers and 61% with Virgin Trains passengers. It is not beyond the wit of man or woman.

I recognise that South West Trains will argue that it is playing the hand it was dealt by Government in the franchise agreement. That is the line, and there is obviously some truth to it. The Government ultimately decide on the premium or grant, and that very much conditions and influences the nature of the service that can be run and the resources available. That might, however, be a little easier to swallow if director remuneration at Stagecoach Group, which is the operating company, had not doubled between 2010 and 2014, just as these developments were taking place.

Nevertheless, with the fragmented nature of responsibility for rail services, it has got difficult to get straight answers to straight questions. As an MP, I find it difficult to explain to commuters and constituents why the high fares they pay deliver so little in return. My hon. Friends have made that point. What action has been taken to deliver a fairer deal for my constituents and the many others using South West Trains who feel as though they are treated like a cash cow, despite travelling in sub-cattle class conditions?

In particular, what progress has been made on expanding the platforms available at Waterloo into the international terminal that used to service the Eurostar routes? I understand from the managing director of South West Trains that that, at least in the short term, offers the greatest scope for lengthening platforms and trains, thereby easing overcrowding along the lines I have mentioned. Does the Minister agree with that analysis? If so, what is holding up progress in that direction? Will she update me on the options for Crossrail 2? I understand that her officials are looking carefully at the so-called regional option, which would link to the metro option, servicing south-west London, Surrey and Hertfordshire. That would substantially alleviate pressure on existing services, as well as carrying a multitude of other regional benefits. What is her view on the regional option?

Finally, we have been sweating under the franchise agreements signed off by the Labour Government. I have always argued that they bear the responsibility for the framework in which we are operating, but an extension to the South West Trains agreement was agreed in 2013, taking it to March 2019. I am sure the Minister’s Department looked carefully at the terms of the extension. Will she help me explain to my constituents what the premium or subsidy will be between now and 2019? What criteria are being used for that? What are the objective grounds justifying the different rates at which operating companies are being charged or paid?

My constituents have rather stoically endured the immediate frustration of high fares and acute overcrowding. We all know the financial situation the country faces, and that rising demand for rail services will continue for a range of demographic, economic and environmental reasons, but the raw truth is that, when I stand on that platform with my fellow constituents and take the sardine express up to Waterloo, I need to be able to explain in clear language how we will address over the long term the conditions of travel, which are often cramped and uncomfortable. I need to explain how we are going to deliver better value for money. I need to give them some light at the end of the tunnel. I hope the Minister can provide me with a degree of reassurance today.