Rolling Stock (North of England)

Gordon Birtwistle Excerpts

Wednesday 12th March 2014 Westminster Hall

[Angela Smith]

Indeed. The turnout today draws out an important point in this debate, which is the far-reaching consequences of the weak decisions made by the Department for Transport and its Ministers over the past two or three years, leading to one short-term decision after another and, in turn, leading to consequences that reach far beyond the immediate TransPennine routes, which are, of course, Sheffield-Manchester and Sheffield-Leeds. The consequences reach right out into Scotland.

[Gordon Birtwistle (Burnley) (LD)]

Will the hon. Lady give way?

[Angela Smith]

I will give way for the last time.

[Gordon Birtwistle]

The hon. Lady will appreciate that Network Rail spent about £20 million on the Todmorden curve and another £20 million-odd reconstructing the Cliviger Holme tunnel. We will have a brand-new tunnel and a brand-new rail link from Burnley to Manchester, but we will not have any trains. [Interruption.] Is the suggestion that people walk the line to Manchester? When are we going to get some trains? I am advised that we are going to get them in December—they have should been coming in May—but even that is now in jeopardy. We are putting a lot of pressure on Northern Rail to deliver the trains, even in the state they are in, never mind getting new trains. If we can get the ones it has to run that link it would be good. Will the hon. Lady request that trains be provided?

[Angela Smith]

The hon. Gentleman has encapsulated perfectly the lack of strategic grip that seems to be present in the DFT. Building a curve and new link but not being able to use them illustrates perfectly the stupidity of the position that we are in.

It appears that Northern Rail will receive fewer additional units from the south than it was promised in 2009, when Lord Adonis, the then Secretary of State for Transport, announced a major programme of electrification in the north. Back then, it was proposed that six Class 319 electric trains would be refurbished and transferred from First Capital Connect to Northern Rail in 2013—last year—and that they would operate between Manchester and Liverpool. However, it was recently reported that only three units would now be delivered, behind schedule and un-refurbished. A senior Northern source has been quoted as saying:

“We’ve told DFT we’re less than 10 months away from the proposed start of the electric service, we’re beyond the critical path, they’re not going to get refurbished and we’re not going to be able to operate the full service in the time we’ve got available.”

On top of these important issues there is another important perspective to this debate: just how serious are the Government about devolving power to the regions? The Minister knows well, following encouragement from the Department for Transport, that northern transport authorities have formed the Rail North group, with a view to taking responsibility for Northern and TransPennine services from 2016, and that date cannot come quickly enough for me. The proposed core of this network would cover around 21% of all UK stations. However, Ministers now appear to be rowing back on these proposals.

In November, it was reported that the Government were reconsidering their position, and in January a poorly defined partnership agreement between the DFT and the Rail North group was announced, without much of the devolution that was first promised. It subsequently emerged that the Department may force the Northern Rail operator to raise car parking fees. That move is opposed by the West Yorkshire passenger transport executive and flies in the face of true devolution. Given that the Department decided to move trains from the north to the south and is retreating on its promise to devolve rail network responsibilities, is localism now a phrase without meaning as far as the Government are concerned?

We in the north believe that we need efficient, well-run railways with modern trains providing the capacity that a growing network needs. We need those trains so that our economy can compete with the south—we all know how big that challenge is—if we are to close the north-south gap. On the Northern franchise, however, the average age of the fleet is 23 years, which compares with a national average of 18 years. Many routes are still served by the Pacer railbuses, which make up about a quarter of the fleet. I will not name my source, but I was approached several years ago by someone who asked whether the Pacer trains might have a future in the new country of Kosovo, but the trains may still be required on those Northern Rail services if the Government do not get their finger out.

The Pacer trains cannot be made compliant with disability access regulations without extensive refurbishment, and the oldest units are 30 years old. Under the Disability Discrimination Act 2005 the trains will either have to be made compliant or be withdrawn before 1 January 2020. Ministers have already said that that is

“generally a matter for train operators.”

The train operators are having their arms tied behind their back by decisions made in DFT that do not give franchisees the security they need to secure deals with the rolling stock companies. Because of the shortage of diesel trains in the UK—this is the other big issue—Pacer trains, which are unsuitable, may have to remain in service for longer than they should.

--- Later in debate ---

[Gordon Birtwistle (Burnley) (LD)]

I congratulate the hon. Member for Penistone and Stocksbridge (Angela Smith) on securing this debate—it is really good to have it. I refer again to the major investment we have had in Burnley, which I raised in my earlier intervention, at the Todmorden curve and the Holme tunnel at Cliviger. We have a brand-new, £7 million station, and £20 million was spent on fitting the Todmorden curve back in so that there is a direct link between Accrington and Burnley and Manchester, which will bring much financial growth to that part of Lancashire. The opportunity has also been taken to refurbish the tunnel at Cliviger. The total bill for that would be about £50 million. We are grateful for that work. It took a long time to persuade the Government to do it and this coalition Government have done it.

Our problem now is that the trains that should have turned up at the beginning of May—I was looking forward to riding on the first one to Manchester—will not arrive on time. They might arrive at Christmas, but it might not even be then. Will the Minister give us some indication of when the first train will travel on this brand-new track to Manchester?

My hon. Friend the Member for Southport (John Pugh) raised the state of Northern Rail trains. My wife regularly travels from Burnley to Leeds. At present, she has to rely on the bus because the line is closed while the tunnel is relined. Only recently, on the way back from Leeds, the York to Blackpool train broke down in an attractive part of no man’s land. The whole train was packed—no one could move on it. The guard apologised for the state of the train, but the passengers had to wait an hour for the next train to come along and literally push that train through Burnley, Blackburn and Preston and on to Blackpool where it could be repaired. Is that the way to run a modern railway system? Is that what the people of this country pay for?

The train my wife uses to go to Leeds used to cost £6, but now it is nearer £16. The price has nearly trebled, yet the service quality has gone down and down. Is the Minister proud of how we now run the railways in this country? If he is happy with that, so be it, but he should tell us so that we know where we are. If not, will he tell us what he will do about it? I am not happy to see £50 million of taxpayers’ money spent on a brand-new station and a brand-new link to Manchester, which we have all asked for for years—the Prince of Wales supported the project at one time—and the £20 million-odd spent on the tunnel, which had to be done, when we do not have any trains to ride on. I urge the Minister not to send us the old buses that we used to have—some of those are so old that they still have the registration plates they had when they ran around Preston. Can we have something a little more modern? At this moment in time I will accept a continuation of the wrecks we have at present just to get that on that line to Manchester.

[Several hon. Members]

rose—

Rail Investment

Gordon Birtwistle Excerpts

Thursday 25th November 2010 Commons Chamber

[Mr Hammond]

Network Rail is considering the section of line from Clapham Junction into Waterloo, and I will discuss its plans with it over the coming months and years. My hon. Friend might like to know that I have been told this morning that when the work at Farringdon is completed, Farringdon will overtake Clapham Junction in terms of train movements.

[Gordon Birtwistle (Burnley) (LD)]

Like many north-west MPs, I travel on the Glasgow to Euston Virgin Pendolino trains, which are heavily overcrowded during the main journey times. I understand that new rolling stock has been delivered for these trains, but Virgin Trains is not allowed to use it until the Government give it permission to do so. Will the Minister give Virgin permission to use those extra carriages, which are in stock, to alleviate the overcrowding on that line?

[Mr Hammond]

There seems to be a little bit of misunderstanding about this. The new Pendolino carriages have not been delivered. An acceptance test train will be delivered—in 2011, I believe—and acceptance trials will be required for certification of the additional train carriages. Virgin Trains Ltd is contracted to integrate those carriages into the Pendolino train sets, independent of what happens at the termination of the Virgin franchise on the west coast, so that work will go ahead.