First Great Western Rail Franchise

George Eustice Excerpts

Tuesday 20th December 2011 Westminster Hall

[George Eustice (Camborne and Redruth) (Con)]

I congratulate my hon. Friend the Member for Truro and Falmouth (Sarah Newton) on securing this debate, which is important to all of us in the far south-west. I want to touch on three key matters: first, the franchising system, and particularly the duration of the franchises; secondly, some of my concerns about the consequences of electrification for those of us in the far south-west; and thirdly, the sleeper service.

I welcome what the Minister said about the commitment to 15-year franchises. The matter was causing some concern in the industry because there had been speculation that the Government might be backing away from that. It is incredibly important with issues such as transport to make a long-term commitment to provide the right environment for investment. A couple of years ago I attended a speech by the former Secretary of State for Transport, Lord Adonis, who said that, although transport is invariably about long-term infrastructure investment decisions, in the past 50 years, Britain has had some 45 different Transport Secretaries. That shows how difficult it is to maintain a long-term perspective. The hon. Member for Plymouth, Moor View (Alison Seabeck) pointed out some of the problems with privatisation, and a key one was that it encouraged too much short-termism, short-term franchises and a system for sweating assets instead of investing in them for the future.

The Conservative party recognised that when in opposition, and for some years we have been committed to the idea of longer franchises. We recognise the benefits of vertical integration in which train companies are encouraged to invest for the long term. Such a step will be welcome in the industry.

As we know, the line will not be electrified all the way to Penzance in the foreseeable future, but the Government are committed to progressively electrifying the south-west line and the first phase of that will be the electrification of the line to Newbury. In order to accommodate that, I understand that the Government are considering investing in bi-mode trains that run on electric wires when they are in an electric area, and then switch to diesel when they are not. The concern, however, is that the trains currently selected for such a use do not have diesel engines that are sufficiently powerful to deal with the gradients west of Newton Abbot. When Brunel designed the track into Cornwall he came up with an interesting way of using tracks that could deal with steeper gradients, while at the same time designing trains that could work on those gradients. It would be a sorry state of affairs if after all these years we end up with trains that cannot work on such gradients.

The Government say that they will continue to use high-speed diesel trains on the Penzance line. What will happen, however, if the line is electrified to Taunton, Exeter or even Plymouth? How long will it be before people say that since the line has been electrified that far, we can no longer justify diesel trains that go all the way to Penzance? How long will it be before those of us who live in Cornwall arrive at Exeter and hear the words, “All change please, this train terminates here” before we get off and are invited to board a rickety old train that no one else in the country wants to use? It is important to think ahead, and unless the entire line is going to be electrified in the foreseeable future, we must invest in bi-mode trains that are capable of going all the way to Penzance. That will mean that, even if the line is electrified as far as Exeter, the rest of us will not have to change but can remain on the same train.

I know that the Minister used the sleeper service to Penzance while in opposition, so she will know what a crucial link it is for those of us in Cornwall. At a time when we are trying to discourage excessive flights, particularly domestic flights, the sleeper service provides a vital link for the business community. The sleeper service beats flying by a country mile and is the only service that enables someone to work in London until 11 o’clock, and then get on the train and be in Cornwall in time for an 8 o’clock meeting the following day. It is also the only service that will get someone into London from Cornwall in time for an early morning meeting. Last time the service was threatened, a vociferous and successful campaign was led by the late Sir Eddie George—I signed his petition to preserve the service. I now use the sleeper service almost every week and I would recommend it to anyone; it is the most civilised way to travel to Cornwall and the staff are superb. It would be a real failure if we were to lose it.

Last time the sleeper service was under threat, there was some suggestion that the issue was not only its financial viability, but that Network Rail wanted to do engineering work overnight and found the sleeper train rather inconvenient. It should not, however, be beyond the wit of man to deal with that issue and park the train somewhere while engineering works take place. I would like some reassurance from the Minister on that point.

We must think carefully about the type of bi-mode train in which we invest for the future, and if we cannot significantly reduce the journey time to west Cornwall in the foreseeable future—it is a five-and-a-half or six-hour train journey—we must ensure that the experience is as comfortable and enjoyable as possible. That is why we need a franchising system that encourages investment in the long term. I am concerned that, by being too prescriptive about minimum standards, the Railways Act 2005 encourages a kind of Dutch auction. We need a competitive system where companies compete to offer a better service, and where that is given more weight than the amount of money tendered. I hope that the Minister will take those points on board.