HS2

Diana Johnson Excerpts

Thursday 5th September 2019 Commons Chamber

[Grant Shapps]

That is very effective lobbying. My hon. Friend has already secured a great achievement with regards to the railway on his own Island. He proves that we can do both things simultaneously if we need to.

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

The key rail investment in the north has to be a high-speed link between Liverpool in the west and Hull in the east. Is it not right that any additional resources should be put into that, rather than HS2?

[Grant Shapps]

I would extend that further to Sheffield, Hull, Newcastle and other cities in the north. We can do both things and we will do both things: both upgrading the national rail infrastructure and—the Prime Minister mentioned this in his first speech, which he made in Manchester, so I think it would be a bit churlish not to recognise it—linking northern cities.

Oral Answers to Questions

Diana Johnson Excerpts

Thursday 13th June 2019 Commons Chamber

[Michael Ellis]

As the hon. Gentleman knows, almost £2 billion will have been invested in cycling and walking over the course of the Parliament. Spending on cycling and walking in England has doubled from £3.50 per head to around £7 per head over this spending review period, which is as it should be. Cycling is a highly positive thing for physical fitness, mental health and wellbeing and, of course, the environment. We continue to invest in a way that the previous Government never did.

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

The weekend papers contained a striking photograph of £1 billion-worth of Crossrail trains sitting idly in the sidings. Some 479 drivers are not being used, which I understand costs £25 million a year, and £17 billion has been spent on Crossrail stations that currently have no trains going through them. Meanwhile, why does it take months and months to get any action from TransPennine Express in Hull to replace signs that are covered with gaffer tape? Why do we still have Pacer trains, and why was the electrification cancelled?

[Chris Grayling]

The hon. Lady will know that in the north large numbers of brand new trains are being tested and prepared for launch. She talks about new trains in London, but there are new trains in London, the north, the midlands, the south-west, the east coast main line, and the Great Western main line, as part of a massive investment by this Government in the railways and in better trains across the whole country, including her constituency.

South-Eastern Rail Franchise

Diana Johnson Excerpts

Tuesday 23rd April 2019 Commons Chamber

[Andrew Jones]

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

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

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

[Andrew Jones]

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

East Midlands Rail Franchise

Diana Johnson Excerpts

Thursday 11th April 2019 Commons Chamber

[Andrew Jones]

I am keen to see the Access for All benefits implemented across the network as soon as possible. The detail of that question has been heard by the Under-Secretary of State for Transport, my hon. Friend the Member for Wealden, and she will make contact with the hon. Lady to discuss that issue further.

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

I am really disappointed that the Secretary of State, who was in his place on the Front Bench earlier, was not able to take the urgent question, because franchising is one of the key planks of the Government’s railway policy. It seems to me that, as my hon. Friend the Member for Great Grimsby (Melanie Onn) said, it is failing passengers. Now an award to 2027 has been made, at the same time as the Williams review. How can that possibly make sense?

[Andrew Jones]

The diary of the Secretary of State is not relevant to this point. We have got a bid that delivers more seats, more capacity, more services, reduced journey times and a new fleet of rolling stock. This is not something that is failing: it is a positive thing and the hon. Lady should welcome it.

EU Exit Preparations: Ferry Contracts

Diana Johnson Excerpts

Tuesday 5th March 2019 Commons Chamber

[Alan Brown]

Well, at least the lorries were not polluting the air so much if the drivers were just sitting drinking coffee; I am sure they enjoyed the exercise anyway. This illustrates a key point, however: if the Government are seriously saying that they are ready for a no-deal Brexit, they need to up their game in what they are doing and show some level of competency. I do not see many Conservative Members wanting to justify that exercise or how the Government handled that.

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

I congratulate the hon. Gentleman on securing this debate. Does he share my concerns about the lack of planning for other ports around the country? The Department for Transport and Ministers have been very lackadaisical about making sure that, if there is a no-deal scenario, those ports will be able to operate?

[Alan Brown]

I thank the hon. Lady for that intervention. I assume she is speaking in particular about ports in the north-east of England, and it seems that the Department for Transport has not engaged with any of the Scottish ports either. This is all about mitigating things around Dover, which is fine as Dover is clearly the biggest and busiest port, but one way to mitigate the traffic impact at Dover would be to stop as much traffic as possible travelling from the north to the south and to look at these other ports, and doing some real strategic planning. Strategic planning is severely lacking from the Department for Transport.

Rail Infrastructure Investment

Diana Johnson Excerpts

Thursday 17th January 2019 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

I beg to move,

That this House has considered the Fourth Report of the Transport Committee, Rail infrastructure investment, HC 582, and the Government response, HC 1557.

I am delighted to lead this debate on the Transport Committee’s Fourth Report of this Session, on rail infrastructure investment. I will start the debate as we started our report, by underlining the importance of the UK’s railways. They are a vital part of our national transport network and make a substantial contribution to the economy. Their importance has been recognised by successive Governments of all parties, with billions of pounds invested in rail every year. The importance of our railways is not in question.

However, there are serious challenges for both rail passengers and the industry. While 1.7 billion journeys were made by rail in 2018, it was not an easy year for passengers, who faced disruption and disappointment. Planned improvements—including electrification in south Wales, the midlands and Cumbria, and the opening of Crossrail—have not been delivered, while May’s timetable changes caused unprecedented chaos across the network. This year started with more unwelcome news for rail commuters, with fares increasing by an average of 3.1%.

We must work towards improving services for rail passengers and freight customers. Investment in the network is essential for enabling better services, which in turn provide new opportunities for our constituents and support the development of our towns and cities. That was the focus of our report, and today I will look at three of the main issues it raised.

First, we need to ensure that rail investment and its benefits are shared equally across the country. It is clear that many feel that rail investment is unfairly centralised in a small number of areas, and the Department for Transport has done little to respond to those concerns. Secondly, there are serious questions about what future improvements the Government’s new approach to funding rail enhancements will deliver. To date, more than a year after the new system was put in place, there is a total absence of information about what proposals are even being considered. Thirdly, there remain questions about the future role that electrification will play in improving the UK’s rail network, following the cancellation of the electrification of the midland main line north of Kettering to Nottingham and Sheffield, the Great Western main line to Swansea and Cardiff and the lakes line between Oxenholme and Windermere.

There is long-standing dissatisfaction about the level of investment in the rail network in different regions, and our report looked in detail at the disparity in investment across the country. We considered the issue in the context of the Government’s stated intention to rebalance the economy away from London, exemplified by the northern powerhouse and the midlands engine. From 2012 to 2017, the north-east, the east midlands, the south-west and Wales all received less than 10% of the level of rail investment that went to London. Only the north-west, the south-east and Scotland received even a fifth of the level of rail investment in our capital.

The capital’s size and population mean that it is unsurprising that more is spent in London, in absolute terms, than in other regions. However, there is also a substantial disparity between spending per capita in London, at £773 a head in 2016-17, and other regions, with a low of just £70 per head in my own region, the east midlands. The Institute for Public Policy Research North analysed the Government’s planned transport spending, as set out in the Government’s 2016 “National Infrastructure and Construction Pipeline”, stating that it showed problems not only in the past but in the future and

“a stark gap between London and the rest of the country”,

with £1,900 per capita spending planned in London from 2017 onwards, compared with £400 in the north.

The sense of unfairness felt by many regions across the country has been exacerbated by continued investment in major developments that primarily benefit London. It is hardly surprising that there was real anger when, four days after the cancellation of those electrification schemes, the Secretary of State and the Mayor of London jointly announced an agreement in principle to fund Crossrail 2 at an estimated cost of £30 billion.

The Government have tried to rebut the figures about the regional disparity of investment in our railway. Their response to our report said that

“the planned spending per head figure is within 33% of the national average for all nine English regions. Moreover, the overall figure for the three Northern regions (North West, North East, Yorkshire and Humber) is £1,039 per head, compared to £1,076 per head for the Middle regions (East of England, East Midlands and West Midlands) and £1,029 per head for the Southern regions (London, South East and South West).”

However, those figures are based on a selective analysis. By aggregating regions, variations in the midlands, the north and the south are masked. For example, Yorkshire and the Humber received just £729 per head, the north-east £822 per head and the south-west £851 per head.

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

As usual, my hon. Friend makes a powerful case for the report that her Committee has produced. She just referenced the funding for Yorkshire and the Humber. The Department for Transport seems to put its head in the sand whenever it is challenged on these regional disparities. Given that the new Rail Minister is a Yorkshire MP, does she think that we might now see a recognition that the north has not had its fair share, and that we will now start to get our fair share?

[Lilian Greenwood]

My hon. Friend has been an outstanding advocate for the north and its need for rail investment. The Minister is a newish Rail Minister, but I know that he previously served in the Department for Transport. We had discussions in the past, when he was the Minister responsible for buses, and I always found him genuinely prepared to listen. I hope that he brings the same approach to his new role.

In January 2018 IPPR North assessed the Government’s analysis of regional spending and stated that it excluded spending in the pipeline for after 2020-21, meaning that the analysis omitted some £42.5 billion of planned investment, 40% of which—£19.8 billion—is earmarked for London. The Government have therefore presented, even if accurate, a rather skewed picture of how planned transport spending will be distributed across the country in the coming years.

Seaborne Freight

Diana Johnson Excerpts

Tuesday 8th January 2019 Commons Chamber

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

I have never seen a Minister bluster and bluff quite as much as this Minister has today. Following everything that the Secretary of State has heard from the shadow Secretary of State and the Chair of the Transport Committee, does he not have one iota of concern about the contract being let to this shyster?

[Chris Grayling]

Mr Speaker, that is an inappropriate thing for any Member to say, and I am not going to respond to it.

Train Operating Companies: Yorkshire

Diana Johnson Excerpts

Wednesday 19th December 2018 Westminster Hall

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

It is always a delight to follow my hon. Friend the Member for Keighley (John Grogan), and I particularly agree with his comments about Northern, which were very well made. I congratulate my hon. Friend the Member for Dewsbury (Paula Sherriff) on securing this timely debate. She set out very clearly the appalling statistics of what has been happening over the past six to nine months in Yorkshire and the suffering that passengers have had to endure.

I want to talk specifically about TransPennine and First Hull Trains. Both companies are part of FirstGroup, which made millions in profit in the last financial year. I will give some experiences of passengers. The first reads:

“Happy Bank Holiday weekend, TransPennine Express. I’m sure we’ll have a good one too when my husband eventually gets on your train service from Leeds to Hull. He’s still sat on the platform. It’s the fifth night in a row, and he has missed his son’s bedtime.”

I have also had constituents write to me to say that they are moving away from Hull because of the unreliability of the service when they want to commute to Leeds. On overcrowding, which has become an issue over the past year:

“If you want intimacy but you’re too scared to seek it out, take a TransPennine Express train instead, and press yourself against four strangers for two hours.”

TransPennine Express decided earlier this year as part of its timetabling changes that it would increase the length of the journey from Hull across to Manchester by adding four additional stops. When questioned about this by the Hull and Humber chamber of commerce, TransPennine apparently said that the

“timetable development will enhance connectivity to and from Hull.”

It actually adds about 15 additional minutes to the journey. There was no consultation or discussion—TransPennine just decided to do this themselves. This does not fit with the northern powerhouse—connectivity between the great cities of the north. It should be reducing journey times, not increasing them.

When we three Hull MPs asked to meet Leo Goodwin, the head of TransPennine Express who has a pay package of £360,000, he would not. In fact, when we had the meeting with the chamber of commerce, we empty-chaired him: we had a chair with his name on, because he would not come and talk to us. We shamed him into coming to explain to us why TransPennine had taken that action. It is clear that there are cancellations and there is late running, and people are being squashed in like sardines on the service from Leeds.

In Hull, we feel like we are the end of the line and often forgotten. We are not getting new trains; we are getting refurbished trains as part of the TransPennine refurbishment stock. The city of Hull does not have a direct train to Manchester airport, but Scarborough—a small and important town—does. We now have longer journeys across the Pennines due to the changes that TransPennine made, and we do not have a direct service from Hull to Liverpool—the area that we know is the spine of the northern powerhouse.

I would like the Minister to respond to our requests. We think that we should have a half-hourly additional express service from Hull and a direct link to Manchester airport. I also want to mention TransPennine Express, because it runs Hull station on behalf of Network Rail. We have been voted the ninth-worst station in the UK by Passenger Focus. We had £1.4 million spent to improve facilities that were supposed to be for city of culture in 2017, but which did not finish until 2018. We have smaller waiting rooms, smelly toilets and gaffer tape over the signage in the station. We have a Christmas tree that was put up and then surrounded with bollards and hazard tape. The lack of pride that TransPennine has in our station just beggars belief. We have had no station manager for months; we have had remote management from Huddersfield.

[Paula Sherriff]

I have a similar problem at Dewsbury. We do not have any toilets in our stations, and TransPennine Express have suggested that my constituents and passengers using the station should use the pub nearby. For cultural and other reasons, many people are not comfortable going into the pub to use the bathrooms. Does my hon. Friend agree that it is a disgrace that a very busy station should not have any toilet facilities in this day and age?

[Diana Johnson]

I absolutely agree with my hon. Friend. There are real questions for the Department for Transport about whether TransPennine is meeting its franchise specification.

We were really proud in Hull to get the open-access operator Hull Trains in September 2000—we had to fight to do so. It has been a brilliant flagship open operator service since 2000, but it has really deteriorated in the past 12 months. It has only four trains, which are constantly being taken off to be repaired. They are class 180s—people who know about these things have told me that they are not fit for purpose for the route that they travel every day on the east coast main line. Customers are so frustrated at the cancellations and the services that stop at Peterborough or Doncaster. They do not feel that Hull Trains is giving them fair information in good time.

My hon. Friend the Member for Kingston upon Hull West and Hessle (Emma Hardy), who unfortunately cannot be here this morning, has asked me to say that Hull Trains is due to get new trains at the end of 2019, which is very welcome. However, we think that First Group needs to put pressure on to get those trains to us sooner. The past 12 months have been disastrous for Hull Trains’ customer relations. We need those trains in Hull as soon as possible. The managing director told me that she might be able to get an additional train from somewhere else after Christmas. That is welcome, but Hull Trains really needs to sort itself out. I am pleased that the Minister, a Yorkshire MP, is in his place, and I hope we will start to see some real changes over the next few months in rail services in the north.

Oral Answers to Questions

Diana Johnson Excerpts

Thursday 22nd November 2018 Commons Chamber

[The Minister of State, Department for Transport (Jesse Norman)]

My hon. Friend will know, because we have met on many occasions and discussed this matter in the Chamber, that the Department is very focused on concerns in the south-east. Highways England is carrying out works on the M20 smart motorway scheme between junctions 3 and 5. That work is about relieving congestion and improving journeys. Of course, some disruption is inevitable—that goes with major programmes of road investment—but I will ask Highways England to investigate the effect of the current roadworks, and in particular the timing of the overnight closures on the M20.

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

If the Government really are serious about Northern Powerhouse Rail, will they commit to giving it precedence over Crossrail 2? Will they also commit to starting with the route from Hull to Leeds, as that part of the track has had very little investment over the years?

[Chris Grayling]

We remain absolutely committed to Northern Powerhouse Rail. I have been clear that the two projects—Crossrail 2 and Northern Powerhouse Rail—must march in lockstep. The hon. Lady will be aware that we have just provided an additional £40 million for the continuing development of Northern Powerhouse Rail. Transport for the North is working on the business case right now. We provided for passive provision for Northern Powerhouse Rail in the structure of HS2, so the necessary junctions will be there. We are very committed to the project.

Confidence in the Secretary of State for Transport

Diana Johnson Excerpts

Tuesday 19th June 2018 Commons Chamber

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

One thing that the Secretary of State has managed to do is to unite those on both sides of the Pennines—which is actually quite remarkable—in our view that it is time for him to go. Lancashire and Yorkshire do not normally get on that well, but we are united in this regard. Ministers will know that in recent weeks the great newspapers of the north have been united on their front pages in calling for the Secretary of State to go. ITV has also joined in recently. The Yorkshire Post and my own newspaper in Hull, the Hull Daily Mail, have made it very clear that we cannot carry on like this and that enough is enough.

We have heard a lot in recent weeks about the timetabling fiasco, particularly in relation to Northern, but as a Member of Parliament for the north, I want to look more broadly at what this Government have said about their commitment to the northern powerhouse and to the connectivity between the eastern and western parts of the north to bring together the great cities of the north. We know that, despite all the words we hear every time a Minister gets up to talk about this, the reality on the ground is very different. We know that the investment going into the north pales in comparison with what is going into London, which gets five times as much. We know that Transport for the North, which Ministers always talk about, is only a consultative body. It does not have statutory powers. It cannot do what Transport for London is able to do to bring in investment.

In recent years, we have also had the fiasco of the electrification of the lines across the Pennines. Hull was actually missed off the first plan that was put forward, and we had to put together our own plan, using private sector funds, in order to be part of the electrification scheme. That proposal went into the Department for Transport and then, several years later under the current Secretary of State, it was refused.

There is confusion about future electrification across the Pennines. We thought the line was going to be electrified, but the Secretary of State seems to have just discovered bimodal trains, which have been around for quite a long time. In addition, when the House was considering commercial space travel recently, I noted that it seems there will be commercial space flights before the line to Hull gets electrified.

Timetabling has been discussed a lot today, and one of the big issues is that for some strange reason Hull was given slower trains across the Pennines when the new timetable was agreed. The whole idea was that the changes would speed things up and connect cities, but Hull finds itself with trains that take 15 to 20 minutes longer to get across to Manchester. When the new rolling stock comes in as part of the TPE franchise, Hull will get not new trains but refurbished trains. However, Scarborough—I am not casting aspersions on the fact that a previous Rail Minister represents Scarborough—now has new and faster trains across the Pennines. How come the great cities of the north are being treated like that? I remind the Rail Minister of the three things that we would have expected the Secretary of State to support in Hull: a half-hourly express service across the Pennines as part of the northern powerhouse; a direct train to Liverpool; and a direct train to Manchester airport. I found out last week that Llandudno has a direct train to Manchester airport—good on Llandudno —so why does Hull not have one?

We have heard the dogma as to why franchising is continuing, but I want to discuss open-access trains. We had to fight hard to get Hull Trains, an open-access operator, to provide a direct service to London, but it is in meltdown, and I have heard nothing from the Department for Transport or the Secretary of State about that. Our rolling stock constantly breaks down, we do not have enough spare capacity, and drivers are trained only on the class 185s, which are unfit for the route down to London. FirstGroup, the parent company, does not seem to be doing anything about the fact that Hull Trains’ reputation, which was good in the city, is taking a nosedive, with people feeling that it is no longer a reliable service, but there has been nothing from the Department on that.

Looking at the franchise that the Department and the Secretary of State are involved with, TransPennine runs the station in Hull and has spent £1.4 million on it, but we are still among the top 10 worst stations in country. It has managed to build some small, smelly toilets to replace the old ones and some new retail units, which have remained empty for weeks. Every morning, I walk through Canary Wharf to get to Westminster, and I see Canary Wharf station, which cost £500 million and has a roof garden. Of course, private money has gone into that project, but we cannot even get a toilet attendant at Hull station. I want to highlight to the Secretary of State and the Minister the stark difference between the north and the south. This is like a “Carry On” film; it is a farce. The Secretary of State must take responsibility. The buck stops with him and he should go.