Rail Investment in the East Midlands

Debate between Chris Leslie and Lord Johnson of Marylebone

Tuesday 24th July 2018 Westminster Hall

[The Minister of State, Department for Transport (Joseph Johnson)]

It is a pleasure to serve under your chairmanship, Sir Graham, and I congratulate the hon. Member for Nottingham North (Alex Norris) on securing the debate. I commend him, alongside my hon. Friend the Member for Amber Valley (Nigel Mills) and the hon. Member for Nottingham East (Mr Leslie), for the work that they have been doing on the all-party parliamentary group on the east midlands, as well as my hon. Friend the Member for Mansfield (Ben Bradley), who is a bit further north of Nottingham. It is good to build cross-party links to ensure that the east midlands develops a coherent overall strategy for transport.

It is also a pleasure to have a chance to talk about the Government’s planned rail investment in the east midlands. I remind the House that we are in the process of undertaking the single biggest upgrade of the midlands main line since it was completed almost 150 years ago. Through more than £1.5 billion of investment, we will reduce peak-journey times, increase capacity for passengers and freight services, reduce the environmental impact of railway operations, and improve the experience of passengers travelling in the east midlands. Some of that work has already been completed. In February, passengers began using newly commissioned track and signalling between Kettering and Corby, increasing the capacity, speed and resilience of the railway between those two Northamptonshire towns.

Ambitious works to modernise and improve the railway at Derby station began on Sunday. That upgrade includes 17 kilometres of new track, 55 new signals, 79 sets of points and nine new overhead gantries. The current complex and inefficient track lay-out will be simplified, allowing for more direct train movements to and through the station. Ultimately, that will reduce journey times and improve reliability.

Works to extend electrification infrastructure from Bedford to Corby are also under way. We have also asked HS2 Limited to begin preparatory works for the future electrification of a 25-kilometre section of the midland main line from Clay Cross to Sheffield station. As the hon. Member for Nottingham North said, new bi-mode trains, to be delivered under the next east midlands franchise, will provide us with the flexibility to use electrification where it is affordable and delivers real passenger benefits.

Improvements for passengers, while vital, are not our sole focus. The midland main line programme will also provide more opportunities for freight. Stations and bridges between Kettering, Bedford and Corby are being reconstructed to accommodate larger shipping containers, creating more train paths for freight. The next east midlands franchise will exploit and build on those capabilities.

The recently published invitation to tender specifies an ambitious programme of benefits and improvements. Through the new franchise, connectivity between the east midlands and London will be significantly improved. Journey times between Nottingham and Sheffield and London will be reduced by up to 20 minutes in the peak, and there will be a brand new fleet of bi-mode trains from 2022.

[Mr Leslie]

When the scheme for electrification was cancelled this time last year, the Government went for bi-mode train technology, but the National Audit Office said that the train technology to deliver the benefits did not exist. Will the Minister reassure us that the bi-mode trains that he envisages are real and will deliver on the specifications that he hopes for?

[Joseph Johnson]

Absolutely, and the decision means that passengers will benefit from the new trains sooner, and with less disruption, than had we gone ahead with plans to electrify the entire line. The upgrade of the midland main line will support much better journeys, faster journeys in the peak and more seats as a result of the new trains, with further improvements from 2022. Thanks to modern train technology—the bi-modes that we will procure—we will not need to electrify every part of the line to deliver better journeys.

The capacity of services will be increased throughout Lincolnshire, and between Derby and Crewe, and an additional train per hour will run from Corby to London St Pancras. Throughout the week, services will start earlier in the morning and end later in the evening, and more trains will operate on Sundays. Passengers will also benefit from high-quality wi-fi and mobile connectivity, both on trains and in stations. Smart ticketing options will be introduced for leisure and business journeys, including better value-for-money fares for passengers travelling regularly but on fewer than five days a week. The new franchise has specified exemplary passenger satisfaction targets for trains, stations, customer services and dealing with delays.

All those investments will radically improve rail services in the east midlands. However, our plans do not stop there. As we look to the future, we are working collaboratively with bodies such as East Midlands Councils and Midlands Connect to identify more areas where rail investment can unlock new potential in the region. To that end, the Government are supporting Midlands Connect with £12 million of funding to develop a transformational strategy to boost productivity and growth through transport investment.

A further £5 million has been provided to support the development of the proposed midlands rail hub that the hon. Member for Nottingham North mentioned, which seeks to provide a significant uplift in capacity and reduction in journey times between Nottingham, Leicester, Derby and Birmingham. The new east midlands rail hub at Toton will be one of the best connected stations in the region, providing new high-speed links to London, Birmingham, Chesterfield and Leeds. The station will also link to the existing network with routes to Nottingham, Derby and Leicester, connecting those cities in turn to HS2.

The Government’s commitment to continuously improving rail in the east midlands is evident, and the huge benefits that that will bring will be obvious. The measures that I have outlined will transform services across the breadth of one of England’s most dynamic regions.

Question put and agreed to.

Eurozone Financial Assistance

Debate between Chris Leslie and Lord Johnson of Marylebone

Tuesday 24th May 2011 Commons Chamber

[Chris Leslie]

That is an extremely illuminating fact and it would be perfectly legitimate for Members on the Government side, perhaps in private meetings elsewhere, to ask a few more searching questions about what exactly their Front Benchers have been doing in their name. Either the Minister who signed the memorandum was wrong—perhaps she was misled in her understanding or she and her officials were ignorant of the facts—or perhaps she was actually speaking the truth but was subsequently slapped down by the Chancellor.

[Joseph Johnson]

Will the hon. Gentleman give way?

[Chris Leslie]

I will not because I have only a few minutes left.

The situation has changed markedly since last May. The circumstances under which the EFSM was then agreed have altered, casting doubt on whether it is being used appropriately, as many hon. Members have said. Because of the various weaknesses shown by the current Administration in Europe, we have ended up increasingly paying more than our fair share in relation to the EFSM facility, especially as time and again the junior EFSM fund in the bail-out package has ended up shouldering up to a third of the bail-out costs, as some hon. Members have pointed out. We have found that the agreement in May regarding the EFSM sum of €60 billion would represent only 12% of the non-IMF contribution, with the remaining €440 billion being borne by the wider eurozone fund. The British liability for that was going to be only 12.5%, but the proportion contributed from the EU-wide EFSM to the Irish bail-out was greater than the eurozone proportion. The Portuguese bail-out was hardly an improvement, with one third coming from the EFSF, one third from the EFSM and another third from the IMF.

The Minister must explain to the House why the EFSM, which makes up only 12% of the non-IMF contribution, is being drawn upon to the same extent as or more than the EFSF. That forms a crucial part of the motion tabled by Back Benchers. The Minister is under an obligation at least to say why we are using the EFSM to such a high degree. That is incredibly important. It has been in the gift of Ministers to answer that question, but so far they have neglected to do so.

The EFSM was supposed to be a temporary mechanism all along. The failure of the Government to push forward with a permanent mechanism, despite opportunities to do so, is an abandonment of UK interests. The temporary emergency EFSM was only ever meant to be a short-lived interim arrangement. We should have been moving on as quickly as possible to a permanent eurozone-only mechanism. Why has the Chancellor failed to press his European colleagues to sort out a permanent eurozone-only fund more urgently?

The Chancellor attended an ECOFIN meeting on 18 May. The Financial Secretary attended ECOFIN on 8 June last year, the Chancellor on 13 July, the Chancellor again on 7 September and the Financial Secretary again on 30 September, yet the press releases from each of those ECOFIN meetings suggest that not once did Ministers raise the issue of pressing forward with that permanent arrangement. Can the Minister explain why not?