Oral Answers to Questions

Holly Lynch Excerpts

Thursday 13th July 2023 Commons Chamber

[Huw Merriman]

I thank my hon. Friend—I enjoy all the work that I do with him. I take the point that he makes with regard to Stephen, but I passionately believe that the best help that anyone can give in a rail station is through personal interaction. That is difficult when somebody is behind a glass screen, because they are not able to exit that point and go and help. It was striking that the recent report on accessibility by the Office of Rail and Road showed that demand for passenger assist at stations had increased by 68%. On that basis, and because fewer people are now purchasing tickets from the ticket office—only one in 10—it surely makes sense to put the staff out on the platforms where they can be accessed, and where they can help and reassure people and give them more assistance.

[Holly Lynch (Halifax) (Lab)]

Halifax ticket office is facing closure. We know that one in six journeys on Northern are purchased at a ticket office, which is higher than the national average. There might be more of a case for closing ticket offices if there was not near constant chaos on rail networks in the north. Pretty relentless cancelled and delayed services are not uncommon, with the fragmentation of the tickets on offer resulting in everybody having questions about what service they can get on and when. Why on earth are the Government allowing the closure of the ticket offices?

[Huw Merriman]

This is ultimately a matter for the train operators, but they have taken the view that their staff can be better redeployed across the station concourse platform and barrier, accessing 100% of passengers, rather than the 10% nationally who purchase their tickets from a ticket office. Effectively, this is the railway catching up with the change in passenger behaviour and demand. I very much hope that in Halifax there will be a better service as a result. Some train operators are looking to turn currently unstaffed stations into staffed stations by redeploying, and I again give the commitment from the train operators that no currently staffed station will become unstaffed as a result of these changes.

Rail Cancellations and Service Levels

Holly Lynch Excerpts

Thursday 1st December 2022 Commons Chamber

[Huw Merriman]

I thank my hon. Friend, a former Minister, who has great expertise in and policy knowledge of this matter. He is absolutely right to champion open access. When we can actually drive competition through the system, one tends to see better outcomes and choice for passengers as a result. Open access, as we have discussed before, has some constraints. He certainly believes there is more that can be done, and I agree with him. We are keen—and I have asked my officials to look further at how we can do this—to provide more access for open access, and I am very happy to discuss that with him further.

[Holly Lynch (Halifax) (Lab)]

The Minister has just said that it is not a seven-day-a-week service, but actually it is not an any-day-of-the-week service currently. We have already heard from my hon. Friend the Member for Sheffield, Heeley (Louise Haigh) at the Dispatch Box that almost 40 services have been cancelled on TransPennine Express in just the last 24 hours in the middle of the working week. There is nothing new at all about the driver shortages that have been crippling service provision in the north. Can he be very specific about what the Government are doing to ensure that driver provision is there so that we can unlock the potential of our towns and our cities in the north of England?

[Huw Merriman]

I thank the hon. Member, and she is absolutely right. We cannot be in a situation where we are relying on good will; we need to make sure we have enough drivers in the system. The difficulty we have is that a driver contract for train operators is for 35 hours over four days, which leaves us with that block. We have struggled to get enough drivers through the training course due to covid and the restrictions in the cab, which is why there has been catch-up. This has been exacerbated by covid, but I want to move away from a situation in which we have to rely on good will. I want certainty, because that is certainty for the workforce, for the train operators and, most importantly, for the passengers that their train will arrive. However, it does require such an agreement to be in place for us to deliver the specific measures she has asked from me.

HGV Driver Shortages

Holly Lynch Excerpts

Monday 13th September 2021 Commons Chamber

[Grant Shapps]

First, it is important to say that many of the solutions rest with the sector. It is not simply the Government who need to resolve the supply shortages; as I said earlier, it goes much wider to the maritime industry and others as well. None the less, we have taken early and consistent action that has already increased the number of tests available by 50%; and, as I described, my first meeting in this job was about enabling more people to come into the sector. The measures that I announced to the House through Friday’s written statement and, in particular, the number of testing slots that will become available straightaway as a result, take that faster and will have an impact this side of Christmas.

[Holly Lynch (Halifax) (Lab)]

We have heard from the Secretary of State that this phenomenon has absolutely nothing to do with him, but the reality is that last year’s immigration Bill was not accompanied by any alternative domestic skills plan whatsoever, and that has quickly caught up with the Government, who rejected all of Labour’s calls for impact assessments that would have identified critical skills gaps. One of my local businesses told me that its sector is at crisis point and that the HGV driver shortage is making supply-chain issues impossible. What can my local business do to recruit and retain HGV drivers to alleviate these crippling problems right now?

[Grant Shapps]

I am a little confused by the question because I have never said, “This is nothing to do with me.” In fact, I consider it the Department for Transport’s responsibility to propose measures to alleviate the problem, as I have already explained twice. I did that from my very first meeting in this job and I have continued to do it through measures such as the road to logistics programme and adjusting drivers’ hours as well as those I announced to the House the other day. It is the case, however, that 6 million Europeans—many of whom will be drivers—still have pre-settled status, and many will be attracted back by the price mechanism with it being worthwhile to come and drive in this country. I hope the hon. Member joins me in welcoming what I think will help the businesses in her constituency: better pay and conditions for the people who carry out this hard work.

Transport

Holly Lynch Excerpts

Wednesday 5th February 2020 Commons Chamber

[Holly Lynch (Halifax) (Lab)]

We know that asking people to get out of their vehicles and to adopt cleaner methods of transport like rail will be essential if we are to significantly reduce our emissions in the necessary timeframe. We are asking people to make different lifestyle choices, while knowing full well that rail in the north is a toxic combination of unreliable, uncomfortable and expensive, but it is not a big ask.

People in my part of the world are desperate to use trains, as Halifax is almost equidistant between Leeds and Manchester, but we cannot accommodate the demand or provide the service those passengers deserve. Passengers on the Calder Valley line face overcrowding that is uncomfortable at best and dangerous at worst. We are only just starting to see new trains replacing the Pacers, but driver shortages crippled Northern’s ability to operate those services, resulting in delayed and cancelled journeys. Given how long it takes to train a driver and the almost predatory poaching of Northern’s drivers by larger rail operators, there will not be a quick fix to the problem.

In the summer I spent a day with Northern Rail on the Calder Valley line and at Leeds train station, as the best way to understand where the problems are is to spend time with people at the coalface. It was both fascinating and terrifying to see just how fragmented and dysfunctional rail in the north is. My worry is that without investment in enhancing rail capacity across the north, both at the stations and on the tracks, we are setting up any train operating company or model to fail.

How can we both deliver a rail service that is fit for purpose and shrink carbon emissions from transport? I thank Stephen Waring of the Halifax and District rail action group for his unwavering attention to detail on all things rail-related. HADRAG launched its electric railway charter in May 2018.

The “Northern Sparks” report by the North of England Electrification Task Force was published in 2015, and its purpose was to advise the Government on where they should focus their investment. The report recommended full electrification of the Calder Valley line as its first priority. Sadly, there has been no progress to date. I fear that, for all the anguish about the state of the railways in my part of the world, the current proposals lack any sense of ambition. Even the most common-sense, low-key improvements, which have been identified time and again as essential, take far too long to deliver, if they are delivered at all.

Network Rail planned an upgrade scheme back in 2014 to provide two extra through platforms at Manchester Piccadilly and increased capacity at Oxford Road station. The scheme has been with three different Secretaries of State over five years, and still no progress. Without it, we will continue to see delays and cancellations right across the region, not least on the Calder Valley line.

At Leeds station, which has become another crippling bottleneck, a single new platform is being built to increase capacity, but it is not expected to be finished for at least another year. We need to take a good look at why even the most necessary works have taken so long to deliver and at what can be done to speed up the process to ensure Network Rail projects are a reality for passengers without the years of stalling, red tape and endless reviews we are currently seeing.

Finally, the failings of rail in the north are in no way the responsibility of frontline staff. The vast majority of Northern Rail’s workforce are good people who are doing their best in an incredibly challenging operating environment. I am pleased that the Secretary of State was able to reassure them, when Northern was taken into public ownership, that their jobs are safe and that improvements to staff facilities will be forthcoming.

If we are to meet our targets for decarbonisation and end our contribution to global emissions by 2050, adopting rail in a serious way will be the most obvious route to driving down transport emissions. By investing in rail infrastructure, we can simultaneously unlock the potential of the north. People want to use trains, so we will not have an uphill struggle to change behaviour, as there is clearly already demand. It is up to this Government to rise to the challenge and deliver a rail service that is both good for passengers and good for the planet.

Active Travel

Holly Lynch Excerpts

Tuesday 9th July 2019 Westminster Hall

[Holly Lynch (Halifax) (Lab)]

It is a pleasure to serve under your chairmanship this morning, Mr Bailey, and I congratulate the hon. Member for Witney (Robert Courts) on securing this debate and on his passionate and articulate opening remarks. As the MP for Halifax, right in the heart of Yorkshire, I am truly blessed because our cycling routes and footpaths have so much to showcase. They featured in the Tour de France, and the now annual Tour de Yorkshire—my hon. Friend the Member for Barnsley Central (Dan Jarvis) has been a passionate advocate for that.

Today I wish to advocate one infrastructure scheme—the Queensbury tunnel. The campaign proposes to convert a disused railway tunnel that was constructed in 1878 but closed in the 1950s into a cycle route to connect Bradford with Calderdale. The tunnel is a magnificent feat of Victorian engineering. It is about one and a half miles long, and at the time it was the longest tunnel on the Great Northern railway. We are the masters of up-cycling our heritage in Yorkshire, and restoring and repurposing that historic tunnel for the modern world as part of a regional cycle route would offer a positive environmental impact, as well as an economic one, as there would be yet another Yorkshire gem for cyclists, and visitors more broadly, to come and see.

Despite all that promise, however, the tunnel is currently slated for abandonment by its custodian, Highways England’s historical railways estate. The campaign therefore has a sense of urgency. We could soon find that the tunnel is lost for ever, and that that incredible example of Victorian engineering is scheduled to be filled in with concrete. To restore the route would cost around £16 million. That sounds like a lot, but the tragedy of the abandonment proposal is that such work is likely to cost in the region of £5 million pounds—money that would be funded by the taxpayer but provide no local benefit at all. Latest extensive research suggests that to invest in the tunnel’s restoration would return £2.31 for every £1 invested.

An alternative future for the tunnel would be transformational. Restoring the tunnel with a cycle path would place it at the centre of a cycle network that connects Halifax to Bradford and Keighley, and would boost sustainable travel. It would add another landmark structure to the Great Northern railway trail, making it one of the most spectacular foot and cycle paths anywhere in the country. It would further enhance our area’s cycling credentials, becoming both the longest continuous incline in England, and the longest re-used railway tunnel. I encourage the Minister to come and visit that tunnel if at all possible. I have no doubt that if he spends five minutes with the wonderful campaigners, Norah McWillams and Graeme Bickerdike, whose passion for the tunnel is infectious, he will be left with little option but to consider investing in it and in its future at the heart of Yorkshire’s cycling heritage.

[Several hon. Members rose—]

Oral Answers to Questions

Holly Lynch Excerpts

Thursday 19th October 2017 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Paul Maynard)]

I was more than happy to meet a cross-party delegation of Northamptonshire and Bedfordshire MPs this week to discuss this very issue. We have located the information that my hon. Friend desires, and I will place it in the Library and write to him.

[Holly Lynch (Halifax) (Lab)]

T8. If High Speed 3 connected Leeds and Manchester via the Calder Valley line, that would be an absolute game changer for my part of the world. Given that the Secretary of State was keen to spend time in my constituency during the general election campaign talking about how important rail was to the area, will he update the House on whether and when that connection could become a reality?

[Chris Grayling]

There is a two-stage programme of modernisation for rail in the north, despite the nonsense that the shadow Secretary of State was talking earlier. Initially, we are replacing every single train in the north. We have modernised the Calder Valley line and are about to launch the modernisation of the main trans-Pennine route between Leeds and Manchester.

Of course we have done other things, such as electrifying the railway line from Liverpool to Manchester and creating the first ever link between Manchester Victoria and Manchester Piccadilly. A whole range of things is happening. What we said at our conference and will be confirmed at the Budget is that we will set aside funding to create the links between HS2 and Northern Powerhouse Rail. I am now waiting for the detailed Transport for the North proposals for Northern Powerhouse Rail. In the short term, we modernise the trans-Pennine route, and in due course we will build Northern Powerhouse Rail to ensure that we have those better links for the future.

Oral Answers to Questions

Holly Lynch Excerpts

Thursday 17th November 2016 Commons Chamber

[Andrew Jones]

It is impossible to think that Huddersfield would be left off the map on any occasion. Obviously, we are investing in transport in all parts of our country, including connectivity in the north, and between Oxford and Cambridge.

[Holly Lynch (Halifax) (Lab)]

10. What estimate he has made of the level of overcrowding on the Caldervale line between Leeds and Manchester.

[The Parliamentary Under-Secretary of State for Transport (Paul Maynard)]

I am very aware that that is a busy line, which is why we are seeking to ensure that the new northern franchise tackles overcrowding with investment in new rolling stock that will increase capacity by 37% on peak services into our northern cities. There will be the improvements on the line that the hon. Lady seeks.

[Holly Lynch]

I am grateful to the Minister for that response but, further to the comments made by other hon. Members from the region, HADRAG—the Halifax District Rail Action Group—tells me that two morning trains from Halifax to Leeds have been cut from four carriages to two, leading to quite serious overcrowding. Services connecting our major northern towns and cities are essential to delivering the northern powerhouse, so will the Minister tell me what he is doing to avoid the crush that we are seeing on those commuter services?

[Paul Maynard]

I recognise that we have a number of issues with trains arriving in Manchester and Leeds with passengers standing because of issues with capacity. That needs to change, which is why in the new northern franchise we have ensured that the pacers will be removed, and we are investing in new carriages that will mean more seats for passengers. We are also investing specifically in the Caldervale line. We have just completed work on the west section, and we will start on the east section in the new year. I hope that the hon. Lady will start to see improvements on that particular network soon, not least because that will help to improve connectivity to Bradford as well, which will bring joy, I am sure, to my hon. Friend the Member for Shipley (Philip Davies).

Oral Answers to Questions

Holly Lynch Excerpts

Thursday 29th October 2015 Commons Chamber

The Secretary of State was asked—

[Holly Lynch (Halifax) (Lab)]

1. What the implications are for his Department's policies on vehicle emissions regulation and low-emission vehicles of Volkswagen Group’s use of defeat devices.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

The current differences between laboratory testing and real-world emissions are unacceptable. The UK has been actively pressing Europe to address this problem, and the agreement we secured in Brussels yesterday to introduce real-world testing in 2017 is an important milestone. However, we will continue to press at EU level for a comprehensive approach on emissions testing that restores consumer confidence and delivers our wider air quality and climate objectives. In addition, we will continue our programme of support for ultra-low emission vehicles.

[Holly Lynch]

Volkswagen’s new CEO has said that all the affected vehicles will be fixed by the end of 2016, but the UK managing director has said that this might not be deliverable. What assurance can the Secretary of State give that he is working with Volkswagen to ensure that the affected vehicles will be fixed by the end of 2016?

[Mr McLoughlin]

I will be looking to Volkswagen—which, it has to be said, has acted disgracefully in this whole episode—to ensure that it lives up to the expectations that it promised originally, and we will be working to make sure that that does happen.