Rail Manufacturing: Job Losses

Debate between Gavin Newlands and Huw Merriman

Tuesday 16th April 2024 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

My condolences to you and your family, Mr Speaker, on the loss of your father.

Clearly, the news coming out of Derby about the precarious nature of Alstom is grim, not just for the workers and the wider economy of Derby, but for everyone involved in the supply chain across the country, including 24,000 rail supply jobs in Scotland. The fact is that this was predicted; we have all known about it for months. These are skilled, well-paying jobs of the type that we are continually told the UK is in the market for.

Does the Minister accept that the stop-start procurement of new rolling stock is a direct result of the fragmented and disconnected railway system that has placed financialisaton and the Treasury’s miserly attitude to investment above rail’s key role in a decarbonised 21st-century society? Why are rolling stock leasing companies ruling the roost rather than straightforward procurement? How is it possible that the island that invented the modern railway—the 200th anniversary of the Stockton and Darlington railway is next year—could have next to zero train production capacity within a matter of months? We need a proper rail strategy and integration; when will that rail reform be put before the House?

[Huw Merriman]

Again, let us look at the facts. Since 2012, 8,000 new rolling stock vehicles have been manufactured—that is out of a total fleet of 15,600, so it is a relatively young fleet. Taking into account the fact that the fleet tends to last 35 to 40 years, and that it now has an average of 17 years’ service, I hope that the hon. Gentleman will see that there has been a substantial investment in rolling stock from the Government—the UK taxpayer—and from private train operators.

The hon. Gentleman asks when the legislation for rail reform will be brought forward. I am very keen for that to happen, and it is on its journey right now. The Transport Committee, of which he is a leading member, is providing the pre-legislative scrutiny. I very much hope that the Committee will finish its work in time for the summer recess, giving us two months to respond, and that there will be cross-party support in both Houses for what is I believe is sensible legislation that will allow us to deliver rail reform.

Oral Answers to Questions

Debate between Gavin Newlands and Huw Merriman

Thursday 21st March 2024 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I start by thanking Alex Hynes for having done a fantastic job running Scotland’s Railway for seven years. He is departing to become the director general of rail at the Department for Transport, where he will help steer rail reform. And what a job he has! As we have heard, the National Audit Office said that rail reform was not on track. Not only are there £1.5 billion a year in lost savings, but the Department has failed to make planned savings of £4.1 billion from workforce reforms and the establishment of Great British Railways. Cuts of £4.1 billion to the transport budget were nevertheless announced by the Chancellor two weeks ago. Does the Minister agree that his Government are unable to make savings, but all too willing to make cuts?

[Huw Merriman]

No, I do not. I am delighted at the appointment of Alex Hynes, who will become a director general in the Department for Transport. He will put track and train together in the Department, and that departmental section will move out to Great British Railways once the legislation is put in place, so I do not agree at all. The appointment demonstrates that we are getting on with rail reform by appointing the right staff, and we have started on the legislative path.

Mr Speaker, I know I take too long at the Dispatch Box when I talk about the need to fix such contracts, but they are complicated. This session should not be about cheap soundbites; it does not work like that. It should be about getting into the detail. There are sticky contract provisions that the courts will not allow a Government or an operator to break unilaterally. I do wish this House would be a bit more intellectual in its approach to scrutiny.

Oral Answers to Questions

Debate between Gavin Newlands and Huw Merriman

Thursday 14th December 2023 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

The Transport Committee, with which the Minister is fairly familiar, heard evidence last week that, thanks to the cancellation of HS2 phase 2 to Manchester and the inability of high-speed rolling stock to tilt on the remaining west coast main line track, journey times to and from Glasgow could actually increase by up to 24 minutes, even with the £50 billion Birmingham to London branch line complete. Does the Minister think that passengers in Scotland will see that as yet another Union connectivity dividend?

[Huw Merriman]

No, I do not agree. In fact, when that matter came up at the Public Accounts Committee, the official who works on HS2 was able to explain that, where trains tilt, they can do so at certain speeds on the west coast main line. However, that does not actually require a tilting train: any train can go at that speed, provided the speed is on the train. HS2 trains will also have faster acceleration, so I dispute the hon. Member’s point.

Draft Strikes (Minimum Service Levels: Passenger Railway Services) Regulations 2023

Debate between Gavin Newlands and Huw Merriman

Monday 27th November 2023 General Committees

[Gavin Newlands]

ScotRail is owned and operated by the Scottish Government, who have been very clear in their attitude to this legislation: they will not issue work notices. While I am on my feet, I want to quickly ask about Network Rail, which is obviously a reserved issue that comes under the auspices of the Department for Transport, but it operates slightly independently in Scotland. Some of its workforce will potentially fall under a work notice for DFT, but obviously a lot of network in Scotland is used only by ScotRail. How will that work?

[Huw Merriman]

There are interesting parallels. When I talk about train operators, I also mean the operators of last resort: Southeastern, the east coast main line and TransPennine Express. They are under the same control that he referenced the Executive in Scotland having. We, as the Government, will treat those with the exact same autonomy, and will not be autocratic; we will not tell them what they must and must not do. There is talk of this legislation being controlling, but we are demonstrating that we are not being controlling, whereas the hon. Gentleman is demonstrating that he would perhaps intervene, which is obviously a policy matter for him.

Network Rail is, of course, an arm’s length body. It will be down to Network Rail across the whole of Great Britain to determine whether it wishes to use the work notices, when it comes to category B. That will be a matter for Network Rail in Scotland, as it will be in England, and not for me, the hon. Member or the Scottish Executive.

I want to come back to a point that the hon. Member for Portsmouth South and others mentioned: safety. Let me be absolutely crystal clear—this is why we have the safest railway in Europe—that there will be no compromise when it comes to safety and these regulations. Those are not just words. Everyone needs to remember that we already have a minimum service; it is the key route strategy, and it operates right now, but our contention is that it does not operate to the same extent—it is about 20%. Safety is the most important ingredient during a strike day, as it is during a non-strike day. There will be no difference to that, as far as the regulations are concerned; safety will always be paramount in the railways.

Scunthorpe Station Ticket Office

Debate between Gavin Newlands and Huw Merriman

Thursday 20th July 2023 Commons Chamber

[Huw Merriman]

The aim is a redeployment aim, as I understand it from the train operator, but I take the point with regard to hours. My hon. Friend will be aware that I just set out the process. This is a consultation process. Ultimately, it falls back to the passenger groups, who represent passengers, to discuss these proposals with each train operator. If they are not satisfied that, for example, the accessibility requirements will be met, which has to be legally met, they will rescope those changes. If they are not agreed by the train operator and the passenger group feels it needs to be taken further, it will be for the Secretary of State to determine. Her point is well made; I will just leave it there, given this is a live consultation.

Train operators began the passenger consultations on 5 July. This is an industry-led process, with each train operator managing its own station-by-station consultation. I understand my hon. Friend is particularly concerned about the impact of the changes on elderly and disabled passengers. Indeed, my hon. Friend the Member for Darlington (Peter Gibson) made the same point. As part of the ticketing and settlement agreement process, train operators must set out the improvements or alternatives they propose to put in place to support the needs of passengers, and include that in the notice sent to the other operators and the passenger bodies, to which I just referred.

Each operator’s approach must take into consideration the potential impact on individuals with accessibility needs. I recognise that not everyone has access to a smart phone or the internet, and that some passengers will prefer to use cash or to speak to a member of staff. This week, I met with accessibility groups again, to hear their views directly and to encourage them to work with the train operators to help shape these ideas. I also met with the train operators this week, and reiterated the need to ensure proposals worked for every passenger.

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

ScotRail looked at this, in terms of ticket office hours and whatnot, last year. After the consultation, it rowed back from the idea; it was going to close only three ticket offices and to reduce a lot of hours. The Minister said that each operator is looking at individual stations, but I am a little confused. I travel from Glasgow Central on a regular basis. Avanti has plans to close the Glasgow Central ticket office. Even a small percentage of those tickets—the queues go literally from the platform to outside the station—is quite a lot of tickets. The LNER has chosen not to close the Edinburgh Waverley ticket office. With broadly similar ratios in ticket sales, why is one closing and the other still open? What is the difference between them?

[Huw Merriman]

It is certainly the case that a number of stations are not part of the proposed closures. Just over 70 ticket offices will remain open. Another example is Manchester, where the ticket office at Manchester Piccadilly will not remain open, if these proposals are followed through, but Victoria and Oxford Road ticket offices will remain open. Given that the hon. Member is also the SNP shadow transport spokesperson, I will do him the honour of writing to him so I can set out in more detail exactly why one station has been chosen over another and the methodology. Indeed, perhaps I can put that in the Library for all to read.

As modern ticketing and payment methods are rolled out more widely, we will work with industry to ensure that everyone remains able to buy a ticket. Staff will be available to provide additional support to those who need and want it, including by helping passengers to use ticket machines and providing the type of assistance that my hon. Friend the Member for Cleethorpes (Martin Vickers) said occurs under the current system. In the event that suitable tickets cannot be purchased from the station of departure, passengers will not be expected to travel out of their way to buy a ticket, and will be able to buy en route or at their final destination.

HS2: Revised Timetable and Budget

Debate between Gavin Newlands and Huw Merriman

Tuesday 14th March 2023 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I almost feel sorry for the Minister—almost. Mr Speaker, you will know that the north of England has seen cut after cut not just to HS2, but to any real modernisation of its rail network, with HS2 to Leeds cancelled and Northern Powerhouse Rail cut to the bone. We on the SNP Benches have supported HS2 because we believe increased sustainable connectivity is to all our benefit. However, what we have now is a gold-plated commuter line of just over 100 miles for two cities in the south of this island, costing nearly £50 billion, while the rest of the country is expected to fight for scraps from the table.

Combined with the announcement of slashed funding for active travel, which leaves England, outside of Greater London, receiving less than £1 per person per year—30 times less than Scotland—that makes it clear that the Government regard transport funding outside the M25 as nothing more than a rounding error. Thankfully, we in Scotland have a Parliament and a Government investing in our rail network, investing in active travel and taking transport decarbonisation seriously, so can the Minister tell me in which decade high-speed rail will reach the Scottish border?

[Huw Merriman]

The Government are plainly not committed only to delivery between London and Birmingham, because the entire plan is predicated on a two-year rephasing of the parts going up towards Crewe from the midlands. Beyond that, up to Manchester, the indicative timeline does not change at all. The Bill Select Committee remains in place, as does its brief, so that commitment is there. It is not a commitment just to the south-east, and the hon. Member has certainly got that wrong. The £96 billion integrated rail plan is based solely on the midlands and the north, and that shows this Government’s desire to level up across the midlands and the north, as opposed to spending money in the south-east.

Active travel is not part of this urgent question, but £3 billion will be spent by this Government on active travel during this Parliament. There are levelling-up fund bids that go toward active travel. We are absolutely passionate and committed to the delivery of active travel, and that will continue, as will our delivery of HS2.

Oral Answers to Questions

Debate between Gavin Newlands and Huw Merriman

Thursday 19th January 2023 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

Cross-border rail services run by Avanti and TransPennine Express have been shambolic. Last week alone, TransPennine Express could not point to a single day when it ran the emergency timetable it had promised. On two days, Avanti had only one and two trains on time the entire day running out of Glasgow Central. In contrast, publicly-owned LNER was running a much better service. Is there not a lesson here that the private sector model has failed both workers and passengers and it is time to follow Scotland’s lead and bring rail operators under public control?

[Huw Merriman]

Perhaps another way of looking at it is that on the east coast there is competition with open access, whereas on the west coast there is not. The hon. Gentleman might feel that we are not doing enough on private enterprise and competition. I am rather keen that we look at open access and see whether we can do on the west what has been done on the east. However, he is right that performance has not been good enough. I take your point on Avanti, Mr Speaker; your interventions inspire me to ensure that my weekly meetings on turning around Avanti performance continue—but if that performance is being turned around, I must say a big thank you to the staff who work on the Avanti services day in, day out, because we need to motivate them that this can work. TPE is a little further behind and I think we will be discussing it further. I am keen to work with the hon. Gentleman to get better services on TPE.

[Gavin Newlands]

ScotRail, which is publicly owned and controlled, pays the highest track access charges of any single rail operator, despite repeated requests to complete rail devolution and transfer control of Network Rail to Holyrood. Meanwhile, the Transport Committee heard last week from Mick Lynch, who said:

“When there is a Network Rail strike, they shut Scotland and large parts of Wales. They choose to run the parts that connect to England.”

Does the Minister agree that Scottish rail passengers get a second-class service in this UK system? Is it not time that he turned over responsibilities to a Government who have recently settled two rail disputes?

[Huw Merriman]

When there is industrial action on the scale that we have seen impacting Network Rail, we implement the key route strategy, which sees about 20% of the network remain open. That can be patchy, because we tend to focus on the areas that are strategically important for freight. That is our driving mechanism for determining when lines open. I would like to see more open, and of course there may be legislation around the corner that will allow that to occur—the hon. Gentleman will no doubt be happy with that outcome.

Rail Cancellations and Service Levels

Debate between Gavin Newlands and Huw Merriman

Thursday 1st December 2022 Commons Chamber

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

Over the past two days, TransPennine Express has managed to run a total of 42% of its timetabled cross-border services from Glasgow Central. That is from a timetable that was already slashed, as TPE struggled to provide even a basic service to passengers. Add to that the Avanti shambles and cross-border services are a disaster. It simply is not good enough, and there are real implications for the cross-border economy.

Two separate industrial disputes involving ScotRail and the Scottish Government have been resolved this year, in contrast to the ongoing disputes across talks that have dragged on for months and are only now involving Government Ministers. The RMT’s general secretary Mick Lynch said yesterday:

“In Scotland and Wales, RMT has settled similar disputes with the support of the governments there but where companies are controlled by the DfT, time is running out.”

Previous Ministers have stood at the Dispatch Box and told us that disputes were for the talks and Network Rail to resolve, but clearly that stance is no longer fit for purpose. This Government are letting down Scotland and the north of England, and it is now well past time for rail to be fully devolved to Scotland. Will this welcome new and shiny team at the DFT meet me to discuss how we advance that?

[Huw Merriman]

This shiny rail Minister will always happily meet the hon. Member. I have always enjoyed working closely with him in our previous roles, so I am happy to discuss matters with him. He talks about the ministerial approach, and I think it should be put on the record. Yesterday, the Secretary of State for Transport travelled up to the north to meet the northern mayors to discuss these issues. We want to work collaboratively with all those who can influence change. The Secretary of State’s trip yesterday demonstrates that we do not just talk about it—we actually want to deliver on it, as well. Both the Secretary of State and I have talked of the need to reach some form of agreement. We have not used the language that might have been expected or heard in the past. We want to work closely. We have both met Mick Lynch and his counter at the Transport Salaried Staffs Association. I am due to meet again with Mick Lynch, the trade unions, the train operators and Network Rail, so that will be the employers and the trade unions, with a Minister in the room, not to negotiate, but to try to facilitate some form of end and to allow this change to come through. I will happily meet the hon. Gentleman and all across the piece so that we can make a difference and get this settled.

Crime (Overseas Production Orders) Bill [ Lords ] (First sitting)

Debate between Gavin Newlands and Huw Merriman

Committee Debate: House of Commons
Tuesday 18th December 2018 Public Bill Committees

[Huw Merriman]

I will be brief because the hon. Gentleman said much of what I wish to say, but I wish to endorse it. The amendment would make the clause consistent with the Police and Criminal Evidence Act 1984 and apply it to all journalistic information, rather than just confidential information. I would be pleased if the Minister considered such a provision.

The point has been made—perhaps I can extend it—that such a measure would also save a lot of time and administration. If journalists are given an opportunity to negotiate with more notice, we will not find that matters reach the stage where it is too late. I am led to believe that the procedure works very much on a negotiation basis. On that basis, I think this measure is fair and consistent with domestic matters, and that it will also make for more administrative justice through our court process. I therefore support the sentiments behind the amendment, and I hope that the Minister will consider it.

I say gently to Opposition Members that, to a certain extent, and judging by what the Minister said earlier, we could perhaps have flexibility in this area and make the Bill work better if they do not seek to drive a coach and horses through the Bill with an amendment that is completely outside its scope and could potentially take it to pieces. I make those gentle points to those on both Front Benches.

[Gavin Newlands]

The hon. Member for Torfaen made his points with force and alacrity, and I shall not seek to detain the Committee by repeating them. However, in supporting the hon. Gentleman, I urge the Minister to listen not only to those on the Opposition Benches, but to those on his own Back Benches, to concede the principles of the amendment, and to table Government amendments on Report. If he does not do so, we will.