Rail Services: East Durham Coastline

Grahame Morris Excerpts

Tuesday 1st April 2025 Westminster Hall

[Sir Jeremy Wright (in the Chair)]

I will call Grahame Morris to move the motion; I will then call the Minister to respond. I remind other Members that they may make a speech only with prior permission from the Member in charge of the debate and from the Minister. As is the convention for 30-minute debates, there will not be an opportunity for the Member in charge to wind up.

[Grahame Morris (Easington) (Lab)]

I beg to move,

That this House has considered rail services on the east Durham coastline.

It is a pleasure to serve under your chairmanship, Sir Jeremy. Some hon. Members might be expecting me to start with an April fool’s joke, but after hearing about the state of rail services in my constituency, they will agree that no joke or exaggeration could be more ridiculous than the reality that my constituents face every day.

The service is characterised by delays, no-notice cancellations and dangerously overcrowded trains, particularly during peak periods, which all too often leave passengers stranded on the platform. In London, where the next service may arrive in a matter of minutes, that might not be an issue, but at Seaham and Horden, one cancelled service means at least an hour’s wait. Rail links should promote connectivity, providing opportunities to access education and employment. However, Northern’s failing services mean that my constituents cannot depend on transport links to maintain their employment.

[Chris McDonald (Stockton North) (Lab)]

Does my hon. Friend agree that what he has described not only affects his constituents in Easington, but extends down to my constituents in Billingham in Teesside and prevents our constituents from seeking employment and educational opportunities in the major conurbations of the north-east?

[Grahame Morris]

My hon. Friend’s point is well made. I completely agree: the problem affects not just my Easington constituency, but Hartlepool, Billingham and the Tees valley. Not only does it undermine local opportunities, but it damages our local economy and takes wages out of our community as people are forced to move closer to work or to areas with more dependable transport links.

The community welcomed the reopening of Horden station in June 2020, after a prolonged battle to secure much-needed transport investment, but it was meant to unlock economic opportunities in Middlesbrough, Sunderland and Newcastle. Instead, its unreliability and the lack of additional services have only worsened the pre-existing problems further down the line at Seaham. As a frequent passenger myself, I experience the chaos caused by cancellations and insufficient capacity. My constituents and I simply cannot depend on Northern with its cancellations, delays and dangerous overcrowding, particularly when there are only two carriages at peak times.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for raising the issue. As well as affecting people’s jobs and their ability to get to work, it has an impact on those in the countryside who need transport to get wherever they are going, whether that is for a doctor’s appointment, for work or for a visit to relatives. The impact is compounded for those who live in rural isolation. Given what the hon. Gentleman is outlining, does he feel that a commitment from the Government is needed to sort out the shortcomings of the rail line?

[Grahame Morris]

The hon. Gentleman is absolutely correct.

I welcome the Government’s recent decision to publish train cancellation and delay data, including monthly figures on the worst-performing stations, via the Office of Rail and Road. Holding operators to account is essential if we want things to improve, but the data does not capture the passengers who are left on the platform. Whether it occurs through cancellation or through dangerous overcrowding, the outcome is the same: passengers scramble to find last-minute alternative means of travel. In the past 12 months, 6% of trains were cancelled at Seaham and Horden, including at least one train every day on average, and only two thirds have run to time. With one train per hour, the cancellations and delays have huge impacts.

Northern’s performance is erratic. In September last year, there were 38 cancellations on the route. By October, the number had skyrocketed to 186, which is almost five times as many. By the end of 2024, the situation had further deteriorated, leaving residents with no reliable means of reaching work, school, health appointments or other vital appointments by train. Northern attributed that partially to staff sickness, with driver absences at 17.6% and conductor absences at 16.9%, but questions need to be asked about what is driving such high levels of sickness.

I have met the chief exec and senior officers on several occasions. Their proposed solution of relying on rest-day working is simply not sustainable, and I fear that it will increase staff sickness over the long term. This is a safety-critical industry. We need to ensure that staff are safely rested, not under pressure to work at unsustainable levels. The industry should not be running on voluntary overtime; it must employ enough staff to ensure resilience in the system.

A long-standing issue on the route is the lack of rolling stock. Until 2019, believe it or not, we were still served by the old Pacer trains from the 1970s. We now have second-hand ScotRail class 158s and 156s, which have been refurbished. In the north-east, we are more than willing to accept repurposed rolling stock, but only if the service is regular and reliable and if it meets our transport needs.

Another long-standing point of contention is the fact that Northern runs only two carriages, instead of four, during peak periods. The lack of carriages is not just inconvenient; it is a health and safety concern. In previous debates, I have raised the case of a young boy who fell unconscious on an overcrowded train. I cannot imagine the terror of someone watching their child going limp, with their eyes rolling back, and then collapsing, with no escape from an overcrowded carriage.

Overcrowding is still a concern. I happen to be a Sunderland supporter, but when Newcastle are playing, scores of people are left on the platform at Horden and Seaham because the once-an-hour two-carriage train is already crammed with people who got on at Stockton, Billingham and Hartlepool. My constituents are left feeling angry and frustrated.

The issue has been raised repeatedly since I became an MP in 2010, but very little has changed. I therefore welcome the new Government’s commitment to the creation of Great British Railways, because we cannot promote economic growth with failing public transport. We can get our broken railway system finally back on track by ending decades of waste and starting to restore public trust, but there is a lot more to be done.

Northern Rail returned to public ownership in 2020, after the previous franchise had taken millions of pounds in dividends in return for substandard services. There may no longer be dividends rewarding failure, but the service remains substandard. I thank the Rail Minister for meeting me and other colleagues recently to discuss the Government’s plan, which is fantastic, to procure 450 new trains for Northern. That is a very welcome step, but will the Minister confirm how many of those trains will be allocated to the east Durham coastline? Given the isolation that my constituents feel because of unreliable transport, will he prioritise east Durham for the delivery of newly procured trains?

The long-term investment in new rolling stock is essential and fantastic, but its impact will not be felt until at least 2030. Like many people, I believe that we need some interim solutions. In the time remaining, I will outline them, because I have been told time and again—not just by this Government, but by the previous one—to bring solutions as well as problems.

First, Grand Central, the open access operator, has submitted two applications to the Office of Rail and Road. One application seeks to extend its track access agreement beyond 2027, but the other proposes more services, including a new stop at Seaham station, which the current Grand Central service runs through without stopping. That would not only provide additional capacity to Sunderland and Hartlepool, where services are severely overcrowded, but create the first direct link from my constituency to York and London. As the Grand Central service already passes through Seaham, adding a stop would extend the journey by only a few minutes.

The benefits of that additional Seaham stop cannot be overstated. Grand Central is still awaiting a decision, so I ask the Minister kindly to provide an update from the ORR. I understand that the Government might be reluctant to expand contracts for open access operators, given the move towards public ownership and concerns about loss of revenue. To my constituents, however, Northern and Grand Central are not running in competition; they are simply providers of rail services that are desperately needed in my constituency.

My second suggestion is that we increase Northern services from east Durham to Middlesbrough and Newcastle. I was pleased to receive a positive response to my written question on the matter. The ministerial response confirmed that the Rail North Partnership, on behalf of the Department for Transport and Transport for the North, is examining a business case for increasing services at Horden and Seaham by December 2025. It also said:

“The analysis must balance the economic and social benefits of this enhancement with the performance of existing services and the financial impact on taxpayer subsidy.”

I gently remind the Minister that the economic and social benefits of this enhancement to my constituents must not be underestimated. We have very low car ownership in east Durham. For those without access to cars, it is incredibly difficult to get to Newcastle, Sunderland or Middlesbrough without spending hours on buses. People turn down jobs and college places because they simply have no reliable way of getting to them. That is a major barrier to economic growth.

A small but significant improvement would be to amend the timetable of the semi-fast Northern service between Middlesbrough and Newcastle. Since 2023, that two-hourly service, which is often a four-carriage train, has skipped Seaham and Horden despite high demand. The time saved by bypassing those two stations is between four to six minutes, but adding those stops would provide immediate relief to my constituents, with an additional train every two hours. All three of those solutions—Grand Central’s additional stop, increasing Northern services, and minor timetable adjustments—are needed while we await the arrival of new rolling stock beyond 2030.

If we are serious about local growth in east Durham, people must be able to travel out of their towns and villages to work, study and access local amenities—pubs, restaurants, cafés, medical facilities and shops. I wrote to the Secretary of State in January and February outlining these issues, and I would welcome the opportunity to meet Ministers to discuss them further.

The people of east Durham have waited far too long for a reliable rail service. They have endured overcrowding, cancellations and an outdated network that fails to meet their needs, and while I warmly welcome the Government’s commitment to procuring new trains and increasing services, some short-term action is also required. Reliable transport is not a luxury; it is a necessity for jobs, education and economic growth. I urge the Minister to prioritise east Durham and to work with me and other colleagues to ensure that Seaham and Horden finally get the rail service they deserve.

[The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)]

It is a pleasure to see you in the Chair, Sir Jeremy, and I congratulate my hon. Friend the Member for Easington (Grahame Morris) on raising the important subject of rail services along the east Durham coastline. I also thank other Members for their contributions today.

The Government’s mission for growth is our No. 1 priority. We are kick-starting economic growth across the country. This means more and better jobs and more money in people’s pockets, but as I am sure my hon. Friend recognises, we cannot have good and stable growth without a rail network that performs for his constituents in Easington and everyone across the north-east and the country.

Let me be clear: I am as frustrated as my hon. Friend by the poor service his constituents have experienced using Northern. He mentions overcrowded services, and I fully understand that passengers get frustrated when they regularly have to stand on trains, but I assure him that the Department requires its operators to plan services and rail timetables to meet passenger demand. We issue operators with guidelines on loading, including on standing time, and for most of the north that is currently 20 minutes.

However, services need to be operationally resilient and to provide value for money for the taxpayer as well as a reliable service for passengers. That means that it is not possible to guarantee every passenger a seat on every service, as that would require operators to maintain significantly larger fleets to meet demand at peak times, with trains then standing idle for much of the time. That being said, Northern, like all operators, takes its safety obligations seriously, and if my hon. Friend sends me more details on the specific safety cases he mentioned, I will be happy to take them up with Northern and write back to him.

None the less, it has been made clear to Northern’s management team that its current performance is not acceptable. That is why the Rail North Partnership, through which the Department for Transport and Transport for the North jointly manage Northern’s contract, issued the operator with a notice of breach of contract. We have required Northern to produce a detailed plan to improve its services for passengers, including the constituents of Easington.

That plan will require Northern to follow the necessary steps to match the Government’s ambition for transport across the north. Northern must resolve long-standing disputes with the National Union of Rail, Maritime and Transport Workers conductors to deliver a passenger-focused railway that runs seven days a week, whether on a Monday morning or a Sunday afternoon. It must develop its fleet and train crews and strengthen resources across engineering, control and operations. I also agree with my hon. Friend about the importance of resilience when staff go off sick, which is in Northern’s improvement plan.

[Grahame Morris]

I am grateful to the Minister for seriously addressing the issues that I raised, and I hope that he will address my other two principal suggestions. It is all very well talking about resilience, but people’s travel plans are formed by their experience. We are trying to grow the railway and the local economy, but when individuals go to the railway stations at Seaham or Horden with their families to go shopping in Newcastle or Middlesbrough and they cannot get on the train, that experience colours their judgment. The next time, instead of standing there in the rain for an hour, they will choose an alternative method; they will take the X10 or find some other means of getting there. We really need to up our game and provide frequent and regular services from these stations.

[Simon Lightwood]

I agree, which is why the Government are placing passengers at the heart of our plan for Great British Railways. I hear what my hon. Friend is saying very clearly.

The improvement plan aims to tackle the resilience issue by ensuring that the operator develops a structure, from governance to process, that enables the business to better manage staff sickness. I agree with my hon. Friend that the railway industry’s reliance on rest-day working to operate services is not sustainable. That is why the Rail Minister in the other place has instructed Northern to ensure that it recruits and trains to its full complement so that overtime can be used for additional tasks, such as training, rather than running services.

I am ambitious for Northern to get back on the path to delivery by meeting the steps in its improvement plan, which will result in a more reliable service for passengers and my hon. Friend’s constituents. Northern’s overall cancellations are at more than 8%. That is not acceptable, and I share Members’ frustrations. That is why the improvement plan also sets a clear target for Northern: 90% of all its trains should arrive within three minutes of the time listed on the timetable, and cancellations should be below 3%.

I turn to services, because I note my hon. Friend’s comments about the semi-fast Northern service between Middlesbrough and Newcastle. I assure him that the stops chosen reflect the aspirations for a semi-fast service between Middlesbrough and Newcastle, and were chosen in collaboration with Transport for the North and its members. I gently remind my hon. Friend that Transport for the North and its members have never requested additional stopping services on the Durham coastline. The current infrastructure could not support a two trains per hour stopping service as well as one train per hour on a semi-fast service. Given the line’s capacity constraints, including freight traffic and shared use with the Tyne and Wear Metro, adding stops at Horden and Seaham would require remodelling to assess its operational viability.

[Grahame Morris]

Will the Minister give way?

[Simon Lightwood]

I am going to make progress. My hon. Friend will forgive me.

I also note my hon. Friend’s support for new proposed services from Grand Central, and I recognise the important role that Grand Central has played in improving connectivity and choice for passengers in the north-east. That is why the Department has provided support in principle to Network Rail’s consultation on the application from Grand Central to extend its existing access rights for an additional 11 years. However, capacity constraints on the east coast main line mean that we cannot support Grand Central’s separate application to operate additional services. That was set out in our letter to the regulator on 4 February. I note that some of those services would call at Seaham, which is in my hon. Friend’s constituency.

I direct my hon. Friend to the improvements that the Government have already made to Northern connectivity and capacity. Although Northern’s procurement of new trains is at an early stage, and at this point I cannot say in detail where any of them will be running, I assure my hon. Friend that the new trains will have greater capacity and, over time, they will replace almost the entire Northern fleet, including those on the Durham coastline.

In Sunderland—home to the best football team in the world, as I am sure my hon. Friend will agree—we are carrying out the biggest overhaul of the railways in a generation to put passengers first and to deliver punctual, high-quality services. Grand Central trains already run to London five times a day on weekdays and four on weekends. That will only improve from December this year, when Grand Central will run an extra service to replace the withdrawn service from London North Eastern Railway.

Meanwhile, a regular metro service also provides connectivity to Newcastle, where two LNER trains per hour go to London. That will increase to three per hour from December this year. LNER continues to operate one return service from Middlesbrough to London, and although additional services to Middlesbrough are heavily dependent on changes to local station infrastructure, I remain ambitious for improvement.

I assure my hon. Friend that the Department remains supportive of a role for open access services where they provide improved connectivity and choice for passengers. However, we must ensure that they are a good use of taxpayer money and do not negatively impact the operation of the network. It must be noted that although the Department reviews open access applications as part of a standard process, access to the rail network is a matter for the regulator, and no decision on the applications from Grand Central has yet been made.

As I mentioned the east coast main line, I will reassure my hon. Friend about the Government’s commitment to invest in rail. The east coast main line will take advantage of a £4 billion investment when the timetable changes in December. That will mean 16,000 more seats daily between London and Newcastle, an hourly LNER service between both cities, more local trains north of Newcastle, new trains between Sheffield and Leeds, more services between Reading and York, and provision for additional services connecting Middlesbrough, Sunderland and Newcastle, and Nottingham and Lincoln. Again, I thank my hon. Friend the Member for Easington for securing this important debate, and I thank hon. Members for their brief but important contributions.

Question put and agreed to.