Rail Fares

Iain Stewart Excerpts

Wednesday 5th September 2012 Commons Chamber

[Mr McLoughlin]

It sounds as if the hon. Lady knows more about Benidorm than I do. I think there are a number of anomalies in ticket fares. I see them on the train service I use, in that it can cost £170 to use one train, but a train 20 minutes later is a lot cheaper. We need seriously to try to address a number of these problems and to look at how the fares and fare structures used by the rail industry are implemented. I do not accept that everything is fine and fair. In certain areas, consumers have strong cases to make; we should look at them, and I will do so.

[Iain Stewart (Milton Keynes South) (Con)]

Will my right hon. Friend give way?

[Mr McLoughlin]

Yes, I give way to a member of the Transport Select Committee.

[Iain Stewart]

I, too, congratulate my right hon. Friend. He makes an important point about reviewing the whole ticketing strategy. His predecessor announced a consultation on reviewing ticketing, and one proposal that will directly benefit my constituents is a plan to introduce a discounted ticket for passengers who travel frequently but not often enough to warrant a season ticket. There are proposals like this that will cut the cost of using the railways for many of our constituents.

[Mr McLoughlin]

I look forward to working closely with my hon. Friend and to discussing that issue with him.

High Speed 2 (Heathrow)

Iain Stewart Excerpts

Tuesday 17th July 2012 Westminster Hall

[Iain Stewart (Milton Keynes South) (Con)]

It is a pleasure to serve under your chairmanship, Dr McCrea. I add my congratulations to those that others have given to my hon. Friend the Member for The Cotswolds (Geoffrey Clifton-Brown) on securing this important debate. I agree with the thrust of much of what he said.

Let me start by welcoming the Government’s announcement of the western spur link to Heathrow. It will greatly improve Heathrow’s rail connectivity to the west and to some areas to the north. I have slightly higher ambitions for the link than my hon. Friend. If we combined that spur with the electrification of the Great Western line and the extra pass it would create, it might be possible to schedule direct services from the west into Heathrow. I do not have the exact timetable modelling to hand, but I believe that it would be possible.

In conjunction with the welcome announcement of the east-west rail link, which goes through my constituency and will also be electrified, it is proposed that some trains will run from Reading to Oxford and then over to Milton Keynes and Bedford. I see no reason why those services should not start at Heathrow, which would be most welcome in my part of the world. Such a move would boost the connectivity of Milton Keynes and our local enterprise area and be attractive for inward investment. The announcement is certainly welcome and hugely significant.

Let me turn to High Speed 2 and its connections with Heathrow. As a member of the Transport Committee, I have looked at the matter in some detail. For some time, I have taken the view that we must look at our strategic rail and aviation policies as two parts of the same whole. They cannot be looked at in isolation from each other, and I have a number of suggestions on which I hope the Minister will reflect.

One of the ambitions for high-speed rail is to achieve a modal shift from domestic aviation to high-speed rail, which is welcome. If we look at the upgrade of the west coast main line, there is a significant shift of traffic from Manchester to London from air to rail. High-speed rail offers greater potential to achieve that shift in domestic travel, and, as my hon. Friend said, that will free up some slots at Heathrow for longer-haul destinations. However, that is only part of the answer. The number of slots that that will free up is comparatively small in relation to the total and increasing demand on Heathrow. At present, there are 1.25 million journeys a year from Heathrow to Edinburgh; 1 million to Glasgow; and 800,000 to Manchester, with a significant percentage of those transferring to other flights. Heathrow is not the destination for many people. Strategically siting a Heathrow hub to attract more of that domestic aviation market will offer huge potential and relieve some of the capacity at Heathrow.

I urge the Government to have a think at this critical juncture before we commit to the detailed legislation on High Speed 2 and proceed with the aviation strategy. We should not rush in and commit ourselves to one project that we might later regret. I do not expect a detailed answer from the Minister at this point. My hon. Friend the Member for The Cotswolds has mentioned a Heathrow hub, but that is one of many solutions. Others may be available. I urge the Government to use this brief interlude to do a bit of strategic thinking and to ask themselves, “Have we got the detail of this right, or are there better options available?”

Let me give a couple of suggestions to illustrate what I mean. If we look at Birmingham airport in conjunction with Heathrow, there is real potential that together they can be regarded as a split hub or a virtual hub. The hon. Member for Central Ayrshire (Mr Donohoe) has raised the issue of the travel time between different Heathrow terminals. If—it is a big if—High Speed 2 is constructed efficiently, it will not take much longer to travel between Heathrow and Birmingham airport than it does between Heathrow terminals. It will possibly require air site to air site connections that do not involve changing trains somewhere, but it does, none the less, offer huge potential.

With modest capital expenditure on its runway, Birmingham airport has considerable capacity. It would be perfectly possible for it to be regarded as part of Heathrow—as part of a split hub. I do not think that the detailed planning work has been carried out. Before we get into radical long-term options such as building a third or fourth runway at Heathrow, Boris island or any other option, we should consider much more carefully the potential that we have. I believe that options such as a split hub are possible, but I am not a railway civil engineer; there are people far brainier than me who can determine such things. The option should be considered, because it would find favour with the people at Birmingham airport who are aware of its huge potential.

[Mr Donohoe]

I thank the hon. Gentleman, who is a fellow Scot, for giving way. The biggest problem in transport today is the connectivity between various forms of transport. Unless and until we wake up to the fact that technology is now available to overcome that, all of what he says is meaningless. As somebody who has to travel on a weekly basis, using three or four different forms of transport, I see how much time is wasted every time I have to travel back to my constituency. Until that problem is overcome and is understood by Government, any of the hon. Gentleman’s proposals are of no value whatever.

[Iain Stewart]

In part, I agree with the hon. Gentleman. We must look at journeys as a whole and not as individual component parts. For decades, we, as a country, have not got this right. Improvements could be made in a number of areas, from ticketing arrangements through to big capital investment. Yes, we have to do that, but I am putting forward one idea through which we might be able to achieve better connectivity. A journey from London to New York might involve taking a train for the first part of it. In Germany, such through-ticketing options do exist. The first part of the journey, for example, is on Deutsche Bahn before the passenger transfers on to Lufthansa. Although I agree with the hon. Gentleman, I am more optimistic about the potential to achieve such connectivity.

If High Speed 2 is properly connected to High Speed 1 and the channel tunnel, we will open up the option of achieving a modal shift not only in the number of domestic passengers into Heathrow but in the number of passengers travelling from Heathrow and Birmingham to the near continent, to Paris, Brussels and Amsterdam. It would require careful planning. At the moment, it is estimated that the pivotal point for making a rail journey more attractive than flying is about three and a half hours. That will probably lengthen as business travellers value properly constructed carriages that allow them to do business during the course of their journey. If we look at the total travel time involved in a journey from Birmingham to Paris, there is real potential to achieve that modal shift, which will free up more capacity for longer-haul destinations without having to resort to the radical options of new runways or a completely new airport.

Let me give a few figures. There are 1.3 million flight passengers a year going from Heathrow to Amsterdam, the same number going to Paris and Frankfurt, and 500,000 to Brussels and Dusseldorf. Therefore, significant capacity at Heathrow could be released if we get the planning right.

[Geoffrey Clifton-Brown]

There is another point in my hon. Friend’s equation. Railway stations seem to be located in the middle of city centres, whereas airports are on the outskirts of cities, and sometimes considerably so. There is always the necessity for a different type of journey to get to the airports. If we go directly from the centre of Glasgow to the centre of Paris, there may not be too much difference in time with high-speed rail.

[Iain Stewart]

My hon. Friend makes a valuable point. It is not an either/or situation. The line between Frankfurt and Cologne calls at Frankfurt airport, so people have the option of going either to the city centre or to the main airport.

My hon. Friend has put forward the Heathrow hub as a specific model. I do not have any particular detailed knowledge about whether that is the correct solution, but it is one of several possibilities that should be seriously considered.

In essence, that is my point. I do not want the Minister to come back and reject the Heathrow hub or favour another option. I just urge the Government in the recess, when tempers cool down a little and there is time for a little more blue-sky strategic thinking, to use that natural pause in our strategic transport planning to assess whether we have got this matter right or whether we could make some adjustments to improve the capacity of what we have and what is already planned before we start committing ourselves to more radical options, which have all sorts of other issues surrounding them.

On that point, I will conclude and allow other Members to speak in the debate.

Rail Investment

Iain Stewart Excerpts

Monday 16th July 2012 Commons Chamber

[Justine Greening]

That is a very good point. The electrification will open up a range of possibilities—[Interruption]—and it will massively improve journey times, as well as the quality of service. I can hear hon. Members on the Opposition Benches chuntering, as if somehow we have just made a bad announcement. It is a transformational one. It will drive growth and jobs in south Wales and we should all welcome it wholeheartedly.

[Iain Stewart (Milton Keynes South) (Con)]

As chairman of the all-party group on east-west rail, I thank my right hon. Friend for announcing that her new line is to be electrified. As a diesel route it was due to generate 12,000 new jobs in the region. Can my right hon. Friend set out what additional benefits she expects an electric route to deliver?

[Justine Greening]

I think it will mean a lower cost railway and lighter trains which are more efficient and reduce maintenance costs. They are more reliable trains and they open up better opportunities for scheduling than we have had in the past with diesel trains. It is a huge investment which will massively impact on my hon. Friend’s local community and it opens up the possibility of seeing whether we can extend that line further towards east Anglia in the coming years.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 28th June 2012 Commons Chamber

[Justine Greening]

The hon. Lady raises an important point about the Metro. We are getting on with that project. As she knows, any transport project, once it gets agreement, needs to follow a number of steps before it is in a position to go ahead. We are pulling forward our investment in the Metro and I hope that the hon. Lady, as someone who represents Newcastle, will greatly welcome that.

[Iain Stewart (Milton Keynes South) (Con)]

Will my right hon. Friend congratulate the east-west rail consortium and the local authorities that have contributed funds that mean that the Bletchley to Oxford and Aylesbury line is in great shape?

[Justine Greening]

I will. It is part of the unprecedented investment that is now going into our Victorian railway network. I believe that the scheme has the potential to make a huge difference, which is why we gave it the green light to go to the next step. I am delighted to see private investment going in alongside public investment and the involvement of local stakeholders and I think that the project will make a huge difference.

Rail-Air Connectivity (South-East)

Iain Stewart Excerpts

Tuesday 26th June 2012 Westminster Hall

[Henry Smith]

I am grateful to my hon. Friend for his intervention. I apologise if my contribution seems a little parochial in its concentration on Gatwick, but the points relating to Gatwick are replicated for other airports, not just in London and the south-east, but around the country.

Over the past few years, Gatwick has lost direct links to Oxford, Birmingham, Manchester, Watford and Kent and, importantly, due to decisions taken by the previous Government, the Gatwick Express is now under threat. On-board ticketing has been discontinued, and 25-year-old carriages have replaced new ones.

[Iain Stewart (Milton Keynes South) (Con)]

I congratulate my hon. Friend on securing this important debate. He has highlighted the important point that the rolling stock that is now used on the Gatwick Express is inadequate for airport passengers because there is insufficient luggage space, and wheelchair access is difficult. The irony is that that stock has replaced purpose-built stock, which has been cascaded elsewhere on the network. I urge my hon. Friend to impress on the Government that when we argue for the Gatwick Express to be a dedicated franchise or part of a broader franchise, there should be flexibility to have appropriate rolling stock to make it an attractive airport link.

[Henry Smith]

My hon. Friend raises an erudite point. It is incredible that purpose-built rolling stock for the Gatwick express is now elsewhere on the network and that, as he rightly points out, unsuitable carriages are used. The matter is even worse because the Gatwick Express starts many of its journeys in Brighton, and by the time those carriages have reached Gatwick station, particularly at peak times, they are already full, and arriving air passengers cannot get a seat on what is supposed to be a dedicated service to London. Additionally, Network Rail is proposing a further stop for the Gatwick Express at Clapham Junction, which would be a retrograde step. It would threaten Gatwick's ability to compete with Heathrow, and because of that, reduce its potential for growth.

Passengers are noticing the trend. Already, the Gatwick Express ranks below its equivalents at Heathrow and Stansted, and is at the bottom of comparative league tables for other services, behind airports such as Heathrow, Hong Kong, Kuala Lumpur and Stockholm. Gatwick is not effectively connected to locations to the east and west of the airport either, with no direct rail service to and from Kent. Trains have to go via London, meaning that the 2 million passengers from Kent who use the airport every year cannot reach it directly.

The new Southern-Thameslink franchise must deliver improvements to the Gatwick Express. In December 2009, the Government announced that they were inviting tenders for new franchises for the south-east region from 2015. The new service will integrate those currently operated by First Capital Connect and Southern, including the Gatwick Express. From 2015, nearly all rail links in and out of Gatwick will be operated by one company, with the exception of a direct link to Reading. We currently have the unique opportunity to address many of the issues.

Preserving the Gatwick Express is a priority. It should be recreated as an all-day, dedicated service between Gatwick and London, to support Gatwick’s role as a key economic driver for London, the south-east and the UK economy as a whole. To guarantee its success, bidders for the franchise should be required to outline a vision of how both the quality of the journey and the range of direct routes to and from Gatwick can be improved. In addition to the invitation to tender for the new franchise including direct express rail services to London from the airport, there must also be a clear requirement for fit-for-purpose rolling stock that caters for the needs of air passengers—so ably pointed out by my hon. Friend the Member for Milton Keynes South (Iain Stewart)—as it is clear from Gatwick’s research that the current stock is not. Gatwick is particularly concerned about the installation of ticket gates at the airport railway station and the removal of on-board ticketing adversely affecting passenger experiences.

In the long term, the requirements in the recent rail Command Paper need to be implemented. The paper states that during the next regulatory cycle Network Rail and the broader rail industry should look at how best to improve surface access to major airports. Network Rail should, as part of its development of the south-east’s rail network, take advantage of the new capacity that the Thameslink programme will provide from 2018, to reorganise the way in which lines running though Gatwick are used. Gatwick’s plans for long-term infrastructure improvements deliver a win-win solution for commuters and air passengers alike. The line that supports Gatwick’s direct rail links into London is important for both air passengers and local commuters, and the airport is not suggesting that the needs of the airport outweigh those of the everyday user.

I note that the Office of Rail Regulation has projected that, independently of air travel, passenger numbers on the main line running in and out of Gatwick could grow by 29% by 2026. The office believes that Gatwick airport’s technical proposal would allow for the needs of both sets of users. This is not an either/or choice for the Government, but a solution for all.

The plans that Gatwick has published support the growth of the airport and help to ensure a better experience for the ordinary commuter using the same rail links. They provide adequate capacity for the projected growth of both sets of users, and help to deliver the connectivity that the national economy needs. In essence, they meet the needs of most user groups, and the interests that Ministers should consider.

There would be substantial benefit to the Treasury, too, because air-rail users pay a premium. Gatwick Express users reduce Government subsidies by £27 million every year, lessening the burden on the taxpayer. More users would mean less taxpayer money being spent on the network, and keeping the service as a non-stop one would allow a further £6 million to be saved by reducing journey times.

Direct rail links to Gatwick would help to improve the environment for inward investment in the south-east, because 51% of potential investors cite international transport links as an important factor in deciding where to locate. Easy rail access to airports means better links to key export markets. In the short term, Gatwick’s proposals would greatly assist the airport in marketing itself internationally to airlines operating from emerging markets, because a high-quality, dedicated rail link is key in their decision-making process. In that way, improved rail links would help efforts better to manage the capacity shortages that airports in the south-east face, and which have the potential to hamper our economy.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 19th April 2012 Commons Chamber

[Norman Baker]

I have no idea what the hon. Gentleman is referring to. That is not Government policy and it is not Lib Dem policy either. I am sorry that he seeks to make a political point about something as serious as bus fares. I hope he will take some comfort from the answer I gave, which was that bus fares have fallen in real terms by 4%—unlike under the previous Government, when between 1997 and 2009, bus fares increased by 24%.

[Iain Stewart (Milton Keynes South) (Con)]

Is my hon. Friend aware that in addition to the free off-peak bus pass, Milton Keynes council has introduced a discounted peak bus fare for pensioners?

[Norman Baker]

I was not aware of that development, but I am interested to hear of it. It is becoming clear that under the new localism and devolution proposals advanced by the Government, different approaches are being adopted by local government. Some councils are responding sensibly and creatively to their new freedoms, while others are responding less well.

Rail Ticketing and Overcrowding

Iain Stewart Excerpts

Tuesday 6th March 2012 Commons Chamber

[Alok Sharma (Reading West) (Con)]

I was recently told a story about Lenin and rail travel. In April 1917, ahead of the October revolution, Lenin arrived by train back in Russia at the Finland station in Petrograd. As he stepped off the train, he was asked by some of his waiting supporters, “Comrade Lenin, why did you travel sitting in the First Class carriage?” Lenin replied: “Comrades, after the revolution we will all be travelling sitting in first-class carriages.” The story sounds apocryphal, and my revolutionary zeal is more muted than Comrade Lenin’s. All I want is for my commuting constituents who travel in standard class to be able to sit, and not stand, in standard class.

Rail overcrowding at peak times and high rail ticket prices affect many of my constituents. I get the message from my constituents in my postbag, and I get the message in person as I commute daily from Reading to London. There are broadly three ways to tackle overcrowding and the high rail fares: first, more investment in new rolling stock; secondly, encouraging train operating companies, through the terms of their franchises, to make more effective use of existing capacity and to think more imaginatively about their product offering; and thirdly a reduction in the rail industry’s  overall costs, which will limit future increases in rail fares.

Let us take each of those in turn. I know that the Government recognise very clearly the difficulties faced by rail commuters, which is why they are investing in new rolling stock. I welcome the huge investment in the sector across the country—the largest level of investment in rail, I understand, since the Victorian era. As an example, last November, the Minister announced funding for an additional 48 carriages on First Great Western services running through Reading and the Thames valley, and into London Paddington. By August, Reading will have seen 1,500 extra standard-class seats available during the morning peak and around 1,700 extra standard-class seats during the evening peak hours, which will be good news for many of my commuting constituents—and, I have to say, for me too.

The Chancellor’s decision in the autumn statement to cap rail fares at RPI plus 1% was also welcome recognition that rail commuters need help at a time when household budgets are stretched. The median average gross annual salary in Reading is around £28,000. A season ticket from Reading to London, including the London underground, costs just under £5,000 a year. For many, rail fares take up a very large proportion of after-tax income. That is why getting value for money is absolutely key for rail commuters. Season tickets can cost thousands of pounds, so value for money should very much include being able to get a seat on the train.

Let me turn to the more effective use of existing capacity. Ahead of this debate, I wrote to the train operating companies that operate both first and standard-class services to ask about their policies to deal with overcrowding. That included a request for any statistics they may have on overcrowding, and in particular any information on the number of occasions in the past 12 months when services were deemed to be overcrowded. I also asked about the train operators’ policies on declassifying first-class carriages for use by all passengers when no seating is available in standard class, and for any statistics they may have on the number of times over the past year when a declassification took place.

Some of the conclusions from the responses were surprising. In at least one operator’s franchise agreement, no definition of “overcrowding” is specified, suggesting a lack of consistency across franchises. Most operators were unable to supply any detailed statistics on overcrowded services over the past year. For most operators, individual train managers make the decision to declassify a carriage or a whole train. Again, however, save for one operator, it appears that no data are collected on how many times declassifications have occurred over a 12-month period. From my experience of rail travel over the years, and not just the commute on the Reading-to-London line, I have never once been on a train that has been declassified. Perhaps I have just been spectacularly unlucky.

With many franchise agreements coming up for tender this year and next, and with a rail Command Paper and a fares review imminent, I have some suggestions that the Minister may wish to consider. First, let us aim for longer franchises, which will help operators to fulfil the requirement for more investment in new rolling stock. There also needs to be less prescription on the minutiae of franchises and more focus on measures that matter to passengers. Industry sources have told me that in some cases the format of draft agendas for meetings between train operating companies and the rail regulator have been dictated in franchise agreements. I am not sure how that benefits passengers. There should be more of an obligation to measure overcrowding regularly, against set objective parameters, and to publish these measurements, perhaps on a monthly or quarterly basis. I understand that an annual assessment is made of overcrowding at peak times on the Reading-to-Paddington line. However, that is not necessarily sufficient, given that only passengers on the morning commute, from 7 am to 10 am, are counted. In Reading, some of the most overcrowded trains leave between 6 am and 7 am.

Each operator should clearly set out its declassification policy, and there should be an obligation to record and publish—again, on a monthly or quarterly basis—how often trains or individual first-class carriages are declassified. That level of transparency will undoubtedly help commuters and passenger groups to determine how well train operators are responding to the challenge of overcrowding. Perhaps we should also consider setting out in franchises a minimum ratio for the number of standard-class seats on peak-time trains compared with first-class seats. It is absolutely right that anyone who pays the premium for a first-class ticket should enjoy a premium service. However, there is nothing more disheartening than walking through several relatively empty first-class carriages to reach some very crowded standard-class carriages, with passengers standing in aisles and vestibules. This is not about penalising high-paying first-class passengers, but about getting train configurations right at peak times.

In its response to my queries, South West Trains noted that it offers expectant mothers who travel with a weekly, monthly or longer season ticket the opportunity to apply for a free first-class upgrade if no standard-class seats are available during their journey. I would like to see that extended across the entire rail network; indeed, it could be included in rail franchise agreements at little cost to the train operating companies. That would represent a common-sense approach. Also, where this does not currently happen, I am sure that the scheme could also be extended to include disabled passengers without operators incurring prohibitive costs.

With changing work patterns, and an increase in working from home or more than one location, it also needs to be recognised that not all business commuting requires people to travel every day of the week. Some of my constituents might travel to London only three days a week, and not always on the same three days. However, the only choice they currently have is between buying a weekly season ticket and buying more expensive daily tickets. That does not represent value for money. We need train operators to offer more value-for-money ticketing options, and smart ticketing is very much part of the answer.

[Iain Stewart (Milton Keynes South) (Con)]

I congratulate my hon. Friend on securing this debate. He has made some excellent points that I heartily endorse. Does he agree that, as well as assisting commuters from Reading or Milton Keynes travelling into London, smart ticketing would assist inward investment to our respective constituencies for passengers who want to travel there on business, albeit not necessarily on a weekly basis?

[Alok Sharma]

My hon. Friend is absolutely right. Smart ticketing will make a huge difference to his constituents and mine. He is known as a great champion of the commuters in his constituency.

In the autumn statement, the Chancellor announced a £45 million investment to extend smart ticketing across the south-east. As my hon. Friend has just pointed out, smart ticketing could make a massive difference to passengers, and enable train operators to offer multi-ticketing options. For example, the three-days-a-week commuter could benefit from a pay-as-you-go system, but paying the reduced season ticket price, or buy 12 journeys for the cost of 10.  There are many permutations that would bring more value for money for passengers.

If franchise agreements are to last for 15 years, they need to be flexible enough to cope with changes to technology, and I hope that that will be factored in. Train operators should also be encouraged to innovate in the way that train classes are categorised. Perhaps some lessons could be learned from the airline industry in that regard. In that industry, many operators now offer a range of options, including premium economy, and I do not see why that could not be replicated across the railways. As an example, Chiltern Railways is experimenting with the option of a new premium economy business zone, which allows passengers to upgrade by paying a supplement of £20. The upgrade includes a guaranteed seat and access to wi-fi, without the extra unnecessary and costly frills of first class. The new service can be purchased without having to buy a separate ticket or pay a full first-class fare. That represents the sort of imaginative approach that I would like to see considered in new franchise agreements.

I am happy to stand corrected, but I understand that it is not currently possible for the same operator to offer differential fares on the same line.  Let us take the Reading to Paddington line as an example.  A fast service takes 30 to 35 minutes, and a local stopping train takes about an hour, yet there is no difference in ticket pricing between the two services. One could imagine, however, that a significant fare discount for those using only the locally stopping service would be an attractive option for some commuters. In any such scenario, it would be important to ensure that those using the fast services did not suddenly see a huge uplift in their fares. Additionally, for the services to be viable, sufficient rolling stock would need to be available to cover both route options adequately.  Longer franchises and the consequent greater requirement for operators to invest in new rolling stock could eventually present an opportunity for them to consider differential pricing.

Finally, I want to cover the reduction of overall industry costs that would in turn lead to reduced pressure on ticket price rises. The McNulty review concluded that UK rail was the most expensive in Europe, compared with some benchmark countries. The review also found scope for industry costs to be reduced by 30% by 2018-19, reflecting the fact that passengers and taxpayers in the UK currently pay an average of about 30% more in fares and subsidy than those in comparable European countries. McNulty noted that the key barriers to efficiency in the sector included the fragmentation of the industry and the current franchising and fare structures. I have already commented on franchising and fare structures, and I agree that industry fragmentation can be a barrier. The planned operational alliance between South West Trains and Network Rail on trains operating out of Waterloo is one way of getting industry players to work more closely together for the ultimate benefit of passengers, and, if it works, it could be a model for others to follow.

I acknowledge the good work that the Government have already done to tackle overcrowding and rising rail fares, but there are imaginative solutions that train operators could adopt to provide much more value for money for rail commuters. I am looking forward greatly to the publication of the Government’s rail Command Paper and fares review and, of course, to the Minister’s response this evening.

Oral Answers to Questions

Iain Stewart Excerpts

Thursday 23rd February 2012 Commons Chamber

[Mrs Villiers]

The hon. Lady will have heard of the proposals being taken forward to improve gauge clearance to Teesport, and we are working on a number of other schemes and projects to improve rail freight connectivity with our major ports. Despite the deficit and the pressing need to reduce spending, our work on the strategic freight network has continued, and we propose to continue it in future.

[Iain Stewart (Milton Keynes South) (Con)]

Has my right hon. Friend had an opportunity to quantify what extra capacity there will be for freight transport on the classic rail network following High Speed 2?

[Mrs Villiers]

HS2 has done some major studies on that. I do not have the numbers in front of me, but it is clear that one of the major benefits of HS2 will be to free up paths on the existing north-south network for freight, and indeed for other passenger services, relieving the current congestion problems.

Civil Aviation Bill

Iain Stewart Excerpts

Monday 30th January 2012 Commons Chamber

[Dr Julian Huppert (Cambridge) (LD)]

I do not want to disappoint the House but I am not going to speak in great detail about Cambridge international airport and the wonderful services it provides. Hon. Members can come on some other occasion to hear about that.

Changes to the regulatory framework of civil aviation are long overdue and the changes in the Bill are broadly welcome. The Bill builds on the findings of the 2008 Pilling review, which noted in particular the need to bring the legislative framework up to date. Work on the proposals began under the previous Administration and is being carried forward by the coalition, so the measures clearly have cross-party support, which I welcome. We in the Liberal Democrats particularly welcome the Government’s aspiration to put passengers at the heart of airport operations and the sections of the Bill that help to accomplish that. For too long, transport policy has been based on the top-down, central control of large systems. An effective transport system, whether for airports, trains or anything else, should be passenger-focused and should be viewed from the bottom up, so the new duty on the CAA to focus on end users is extremely welcome. Having said that, I would like to see more in the Bill about environmental considerations and I would be interested to hear whether a duty to consider such issues could be put into clauses 1 and 2, because the environmental performance of the aviation industry matters.

I should also like to know a bit more from Ministers about the measure that puts a duty on the CAA regarding

“the need to secure that all reasonable demands for airport operation services are met”.

I should particularly like to know what is reasonable. Is it reasonable for me to expect there to be flights from Cambridge international airport to any destination I choose? I presume not, but what would be a reasonable expectation?

I welcome the reforms to the air travel organisers’ licensing regime, which was put in place back in 1982. Since then, the way in which we buy holidays, and what those holidays involve, has changed dramatically. It is entirely appropriate for the Secretary of State to have the power to extend the scope of ATOL to give passengers the assurances they deserve, and it is clearly absurd that only a small proportion of holidays are covered currently and that many consumers are simply unaware whether they are protected or not. However, I am concerned that some organisations might still be excluded under the proposed changes, and I hope that it might be possible to consider going somewhat further. I believe that the Transport Committee is talking to ATOL tomorrow—

[Iain Stewart (Milton Keynes South) (Con)]

indicated assent.

[Dr Huppert]

I am grateful to see the hon. Gentleman nodding, and I hope that some of the information the Committee produces can be taken into account in the Bill.

There are some welcome provisions in the Bill that will open up Government data concerning airports. Having open public data is a key aim of the Liberal Democrats and of the coalition’s programme for Government. The CAA will be given the power to enable airports to publish data to assist passengers or potential passengers in making informed choices. The best way in which the Government can drive up standards is by empowering individuals to make informed choices, and that is what these measures will achieve. The new power for the CAA to publish information about the environmental impact of aviation is also welcome. The real costs of airplane emissions are often hidden, and the Government have a duty to make them known as a first step towards making sure that something can be done to reduce them.

Most of the changes in the Bill have been subject to extensive consultation over the many years of its gestation. Papers from the previous Administration and the coalition Government have generally had positive feedback and the recent draft Bill was broadly welcomed by the industry. However, there are some aspects of the Bill that I hope will be considered in more detail in Committee. First, it seems slightly odd that there are new powers for information regarding the environmental impact of aviation to be published but that there is no commensurate duty for the CAA to do anything about the issue after publishing that information. The CAA will have a new power to publish information to benefit passengers and a duty to work in their interests. I therefore think that the power to publish information about the environment should be matched by a duty to act on that information.

--- Later in debate ---

[Iain Stewart (Milton Keynes South) (Con)]

I draw the House’s attention to my entry in the Register of Members’ Financial Interests.

I welcome the chance to contribute to the debate. As a member of the Transport Committee, I was involved in the pre-legislative scrutiny of the Bill. I warmly welcome it and agree with the overall objective of overhauling and modernising the system of economic regulation, which is too rigid and in need of reform. Other Members have spoken about that in detail, and I will not repeat the points that have been made, but I particularly welcome the fact that the interests of passengers will be the top priority of the CAA. It is very important to stress that point.

I wish to focus my comments on part 2 of the Bill, and specifically the clauses that will give the CAA the power to require all airports to publish information for the benefit of passengers. I strongly support that and believe that it is vital, in the interests of competition, that the correct information is easily available to passengers. As well as weighing up the performance of airlines on the convenience of flight times and on price, they should be able to weigh up the performance of airports when they make their decision about which mode of transport to choose and which airport to use.

I fully appreciate that not all air passengers have freedom of choice about which airport to use, because their geographic location may restrict them to one particular airport or their destination may be served by only one realistically close airport. However, a large number of passengers have a choice of which airport they go to.

I offer the example of Milton Keynes to illustrate that point. It does not have a local airport as such, but if I choose to visit family in Scotland, I can either choose to drive up, get the train or fly from four or five airports that are within easy travelling distance. I can use Birmingham, Luton, Heathrow or East Midlands, and even London City is not a huge travelling time away. I have used all those airports to fly up to Scotland, and their performance has varied enormously. I have had some very good experiences and some fairly hellish ones, and I found out about the airports’ performance by trial and error.

I will not name and shame the airport that was poor —[Hon. Members: “Go on!”] I shall resist the temptation, but let us just say that there was a song about it a few years ago. I do not know whether the bad experience I had was just on an off-day for the airport or whether it was part of a longer-term performance issue. Proper information should be available about the performance of an airport over time—for instance the time it takes to get through security and the time it takes passengers flying in to get through passport control. Scottish National party Members are not in their place, but I very much hope that flights from Scotland will not require passport control, as they wish. There should also be information on other issues, such as airport charges that contribute to the cost of a ticket and charges affecting passengers using the airport. Some airports levy a charge on those simply dropping travellers off at the front gate, and some charge for the little plastic bag we must put our liquids in, whereas others give them out for free. Information on such things is valuable for passengers when they are evaluating which airport to use.

Other information that should be included are airports’ records on dealing with things going wrong, be that bad weather or strikes. Airports perform differently, and passengers booking some time in advance wish for some reassurance that their interests will be looked after if things go wrong.

The requirement to publish environmental information is important, and I am glad to see it in the Bill. I am open minded about whether there should be a specific duty on environmental performance, but it is important that information on environmental performance is published so that people can choose to weigh it up when deciding how they will travel and from which airport. Transparency is the best guarantor of the objectives we want, and it is incredibly healthy to promote competition.

I am aware that different organisations have responsibility for delivering the different aspects I have described. Some aspects are the responsibility of the airports and some are the responsibility of the airlines. Different Government Departments have different duties: immigration and passport control is the duty not of the Department for Transport but of the Home Office. Due weight should be given in the published information to which part of the airline industry is responsible for providing the different services. I support the Transport Committee recommendations on those points.

As valuable as that information is, it should not be over-bureaucratic and it should not impose too great a burden on airlines or airports. I would make one suggestion: the new aviation consumer advocate panel, the role and remit of which are a little unclear at the minute, could decide what information was relevant to the interests of the passenger and what imposed too much bureaucracy and cost on airlines and airports.

I shall share one further concern: the balance of needs between current and future passengers. For all the reasons I have explained, it is important that information is available to passengers. However, it is clearly in the interests of passengers in the long term for an airport to invest heavily in new infrastructure, even if there is a short-term cost in disruption. Any information that is published should be value added in some way to show performance over a long period, not just as a snapshot.

The Bill is a good one and I welcome it. I hope the Government reflect on my suggestions as the Bill progresses through the House, but I am happy today to give it my full support.

Northern Rail Hub

Iain Stewart Excerpts

Wednesday 18th January 2012 Westminster Hall

[Stuart Andrew]

It has nothing to do with me; it is up to the Minister.

Thinking about the economy, my constituency comprises old mill towns. The mills have now gone and people now travel much further to go to work. We have excellent, vibrant cities and towns in the north of England. We have a horrible reputation of wearing cloth caps and so on, but some vibrant work is going on.

I am proud that Leeds, Harrogate, York, Wakefield and Bradford are working together in the Leeds city region, ensuring that they are making the best of what we have. The chamber of commerce has now linked together with Leeds and north Yorkshire. But we need to work even more widely, so that Leeds, Liverpool, Manchester, York, Sheffield and Hull can take up the opportunities that are there. However, there is an obstacle: the current network is struggling. There are more passengers on our railways, more cars on our roads and more freight on the motorways. We need to make it easier to get around.

My mother visited me recently and wanted to get over to Chester to see the rest of her family. Trying to plan her journey from Leeds to Chester was ridiculous, because she would have had to make a number of changes and spend a long time on platforms waiting for connecting trains.

Not so long ago, when I went on a Select Committee visit to Wrexham, I thought I would be good and get the train back to Leeds. It took me four and a half hours on five different trains, by which time all the officials from the Select Committee had got back to London. It is ridiculous that I cannot make a journey that would take an hour and a half by car in a similar time on the train.

[Iain Stewart (Milton Keynes South) (Con)]

My hon. Friend touches on an important point, because if we are serious about wanting to achieve a modal shift from car to rail, we have to look at the whole journey time. If I visit him, I can get quickly from Milton Keynes to Manchester by train, but it takes as long again to get from Manchester to Leeds, so it is actually quicker for me to drive up. If we want to achieve that modal shift, we have to look at the whole journey time.