Rail Ticket Offices
Lindsay Hoyle Excerpts(1 year, 1 month ago)
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Iain Stewart (Milton Keynes South) (Con)
The Transport Committee is conducting an inquiry into accessible transport. We have received alarming evidence that the quality and range of assistance to vulnerable passengers has declined markedly since the pandemic. If the redeployment of staff is to be meaningful, it is essential that the new roles and training are designed with the support of campaign groups for vulnerable people. Will my hon. Friend assure me that that will happen?
Huw Merriman
There are 979 regulated, operated stations, but 43% of all stations currently do not have any ticket office facility at all, and people are still able to use those stations to access trains. Ninety-nine per cent of transactions can be completed either online or via a machine. In the event that a machine is not working and there are no staff—a lot of stations, like my own, are staffed for only half the day—a ticket to ride can be acquired and then a ticket can be purchased at the end of a journey. Again, these processes are already in place for those stations with no ticket office. We have those blocks to build on.
Jack Brereton (Stoke-on-Trent South) (Con)
Many people using stations such as Stoke-on-Trent station are infrequent travellers, and many are vulnerable or elderly and need support to buy a ticket. Can the Minister assure me that there will always be someone at Stoke-on-Trent station to provide a paper ticket to those without digital skills?
Caroline Ansell (Eastbourne) (Con)
First, I absolutely understand and respect what my hon. Friend and next-door neighbour is looking to achieve through these innovations, but he will not be surprised that I have already had a deluge of concerned constituents get in touch who are feeling that they are being designed out and are set to be disenfranchised. This follows hard on the change to car parking at the station, which now requires a specific app.
I have already had assurance from Southern that there will be assistance for passengers at Eastbourne from the first train to the last train. Under the proposed changes, there are longer ticket assistance hours than ticket office hours, so at face value this may represent an improvement and an extension of support. However, I can only imagine the complex and quite convoluted conversations at ticket machines that will have to take place about journey planning, and the long line of other passengers waiting to access a service with which they are super-fluent. The consultation is for 21 days, which is a very short period of time. I intend to make a significant contribution to that on behalf of the very many people who will not know how or will not feel empowered to do so. Will the Minister encourage operators to accept that?
Mr Speaker
Order. Can I just say that it might be worth putting in for an Adjournment debate? The question must be shorter.
Huw Merriman
I can give my hon. Friend and neighbour that assurance. Again, I would encourage hon. Members to look at the train operators in their area to see what the plans would mean. A number of train operators have decided to take a number of people from behind the glass counters, who are all working the same hours, and flex their hours—they have the ability to do so—which means there will be wider coverage over the day. One plan I was particularly interested to see was with late-night coverage where there is no such coverage at the moment; these changes will actually provide that coverage. It is coverage not just to sell a ticket on the platform and provide help and guidance, but to provide safety reassurance, an information point and the greeting that people want if they are to be able to use their railway. That is why I am a passionate advocate of these changes, and I believe they will make for a better experience for the passenger over a longer period of the day.
Huw Merriman
I will look back on our notes from that meeting and work out what was said. The train operators have put forward these proposals because they are required to look at their coverage and at how they need to adapt and modernise to give a better passenger experience. I have of course had discussions with them, and one of the examples that I have given over the course of the past three quarters of an hour is that of ensuring that more ticket options are put online and on to machines. I also made sure that my first discussions were with accessibility groups, because I wanted them to be able to give me their views. Yes, I have been involved in the process, and I will look back at the minutes from our meeting in December, assess what was said and write back to her.
Jim Shannon (Strangford) (DUP)
Strangford is the centre of the world, Mr Speaker.
Is the Minister aware that not everyone is completely computer literate or has access to a printer? For example, my 92-year-old mother has the capacity to go to the train station for a day trip, but she absolutely cannot go online because she is a cash person. Where in this decision is the consideration of people such as my mother and others of that generation? Surely customer care and satisfaction has to be key to any decision.
Oral Answers to Questions
Lindsay Hoyle Excerpts(1 year, 2 months ago)
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Mr Harper
The Government remain committed to GBR. As I have said, we have already announced that the HQ will be in Derby. Many of the benefits can be achieved without legislation, and we are getting on with them. It is worth noting, based on statistics published this morning by the Office of Rail and Road, that we still face a massive challenge with the rail industry: leisure is now much more important than commuting and business; and passenger revenue is still 28% down on the pre-pandemic level. A successful railway needs to change to reflect passenger demand, and that is exactly what this Government are going to deliver.
Iain Stewart (Milton Keynes South) (Con)
In the absence of legislation, will my right hon. Friend consider setting up GBR as a shadow authority. That could, for example, end the unsustainable practice of costs sitting with one part of the industry and revenue with another. The rail industry has a great appetite to move forward, so will he consider something like a shadow GBR?
Mr Harper
The hon. Gentleman will know that we have set out a significant amount of rail investment. We will be investing £40 billion overall across the transport portfolio over the next two years, and we do have to make choices about how to spend that money sensibly. The Labour party is making unfunded spending pledges, with £44 billion on rail and, interestingly, nothing on buses or on roads.
Mr Speaker
We now come to a person who will have done 40 years tomorrow, I understand. I call Sir Edward Leigh.
Sir Edward Leigh (Gainsborough) (Con)
Thank you, Mr Speaker. Under the old British Rail, we used to have a direct train to London from Grimsby and the constituency of my hon. Friend the Member for Cleethorpes (Martin Vickers) through Market Rasen. I have been campaigning for that train to be reinstated for 40 years—ever since I was elected as a Member of Parliament. Sometimes I wander down from my home in the wolds and wait forlornly on the platform at Market Rasen, but the train never comes. Will the Secretary of State oblige an old campaigner and give us our train back, please?
Mr Harper
I congratulate my right hon. Friend on his service in the House. This campaign may be coming to a successful conclusion. He has been working closely with the Minister of State, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), and we hope to be able to implement the change in the next timetable update. My hon. Friend is working carefully to ensure that none of the things that have hitherto stopped it will prevent it from happening this time. I hope that there will be a successful conclusion.
Mr Speaker
Make sure he’s not closing the station. [Laughter.] I call the shadow Secretary of State.
Louise Haigh (Sheffield, Heeley) (Lab)
I associate the Opposition with the Secretary of State’s comments. We send our thoughts and prayers to the victims of the terrible tragedy in India.
Over the past year, passengers have faced total chaos on our railways. Cancellations rose to their highest ever levels. Strikes have disrupted countless journeys, while the Transport Secretary still refuses to sit down with the unions. The fourth franchise in five years has just been brought into public ownership. And now we hear that the lucky few who actually manage to get a train will not have the luxury of using wi-fi. The Prime Minister might not be aware of this, given his preference for private jets, but will the Secretary of State at least admit that our railways are fundamentally broken?
Jesse Norman
The hon. Lady is absolutely right that active travel—cycling, walking and wheeling—is probably the single biggest health intervention a human being can make in their lives as a choice of habit. She is right to highlight the importance of supporting it, as the Government have—more so than any previous Government. There are a range of pots, including city region sustainable transport settlements, the road investment strategy 2 and levelling-up fund moneys, into which authorities can bid. Many have done so and will continue to do so highly successfully. That provides a continuing opportunity for them to benefit from these levels of increased funding.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
May I associate myself with the condolences that have been sent to those in India?
In 2021, Ministers set themselves four targets to measure progress in active travel uptake. Three years on, how many of these targets are they confident of meeting? I can tell Members that it is not a single one, according to the Government’s own assessment revealed by the National Audit Office yesterday. The NAO report also uncovered a staggering cut to active travel funding of £166 million, which, by the Government’s own workings, would cost the taxpayer more than £700 million in the long run. Will the Minister finally come clean and confirm whether he will be slashing this vital funding by 60% next year, too—yes or no?
Huw Merriman
I was very pleased to sit down very recently with my hon. Friend, people from HS2 Ltd and Buckinghamshire Council to go through some of the matters that were on his agenda. I know that this is the latest case that he has written to me about. I will look into the detail to ensure that we both have the correct facts, and the next time I am up near Steeple Claydon, which, as he knows, happens on a regular basis, we can perhaps take a look ourselves.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
I, too, convey my condolences to the families of the victims of the harrowing rail disaster in India.
The Government’s management of HS2 could hardly be worse: the budget has ballooned out of all proportion; we are already years behind on the launch of services; the merry-go-round of Ministers has created chaos; and the project at Euston station may never see the light of day. The six-monthly update to Parliament is already months late. We are none the wiser about the promised excellent alternative to the cancelled Golborne link, and we have been waiting years for the review into the best way to run HS2 to Leeds after this Government betrayed the north by scrapping the eastern leg. It appears that trickle-down economics has been replaced by trickle-down incompetence. Rather than the usual woolly ministerial responses of “coming soon to a station near you” and rather than responding to all of these failures, can the Minister answer just one simple question: when will the Leeds area study finally be published?
Mr Harper
The hon. Lady should recognise that, as I said in answer to the previous question, the North East Combined Authority and the North of Tyne Combined Authority were awarded £117.8 million to deliver their ambitious bus service improvement plan. That is the mechanism that we have set up for local authorities to have ambitious plans to work with bus operators to deliver better services for constituents, properly funded from central Government. I hope that they use that revenue and those powers to deliver the improved bus services that she wants.
Simon Lightwood (Wakefield) (Lab/Co-op)
I am pleased that the Government’s latest bus deal lasts longer than the usual three months, but as ever, there are winners and losers. Last year, both Southampton and Swindon applied for zero-emission bus funding. They got nothing. They applied for BSIP funding, and how much did they get, Secretary of State? Nothing. Last month, every council finally received something, but Southampton and Swindon got barely £1 million between them, amounting to a pathetic £2 per person. Can he explain why areas such as Southampton and Swindon have got so little to fix their broken bus systems?
Michael Fabricant
I thank my hon. Friend for his answer —[Interruption.]
Mr Speaker
Order. I was shouting to the hon. Member for Mid Derbyshire (Mrs Latham) not to come past the hon. Member for Lichfield (Michael Fabricant) when he was in the middle of a question. Try again, Mr Fabricant.
Michael Fabricant
Take 2. Mr Speaker, you might disagree with the Minister’s answer and say that the reliability of Avanti is still not that good. Nevertheless, my question is about services from Lichfield Trent Valley station. I wonder when services can be restored whereby we have a decent service on Sundays, particularly early Sunday evenings, both down to Euston and to the north. That used to exist before covid, but those services are no longer on the timetable.
Mr Harper
I am able to tell my hon. Friend that officials in the Department are already working with Chiltern on looking at how we deal with those issues. I know that the rail Minister, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), will be delighted to meet him to give him more detail of the work already under way so that we can deliver a better service for his constituents.
Mike Kane (Wythenshawe and Sale East) (Lab)
Due to the UK’s out-of-date and inefficient airspace, designed in the 1960s, the average flight from Luton to Jersey emits 24% more carbon than necessary. Modernising UK airspace is the quickest and most effective way to save carbon in the UK aviation sector. The process is so slow and bureaucratic that it is going to be the 2060s before this is sorted. Is it not time the Secretary of State stepped up to the plate?
Oral Answers to Questions
Lindsay Hoyle Excerpts(1 year, 4 months ago)
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Mr Holden
Well, Mr Speaker, sadly nothing surprises me when it comes to the Liberal Democrats. I would not be surprised to hear them claiming to do one thing but actually doing another, which is what they do regularly in my experience of local government. No doubt my right hon. Friend will ensure that his local residents are fully aware of any such political chicanery from his local council’s political opponents. I praise the local council there for putting in an extra £9 million, on top of the extra £5.5 million that the Government have provided, to deal with those potholes.
Vicky Ford
It is shocking that Essex Lib Dems voted against more money to fix our potholes. Local Lib Dems also voted for the ultra-low emission zone charge in London, the zoning charge in Oxford, the congestion charge in Cambridge, and the parking charges at Chelmsford’s Hylands. Does my hon. Friend agree that when it comes to local roads, local Lib Dems are much more likely to be flinging out fines than filling up potholes?
Mr Holden
I recently visited my hon. Friend in Chelmsford to see the excellent Conservative councillors there working hard on behalf of local residents, and the stats speak for themselves, with Conservative councils repairing around double the number of potholes when they are in charge, compared with Liberal Democrat-controlled councils. She raises an important point: whether it is ULEZ, which the Lib Dems backed, backing the Labour Mayor in London, or other schemes right across the country, it is Conservatives in local government who are supporting our road network and ensuring that potholes are repaired, and Lib Dems who are at war with the driver.
Tim Farron (Westmorland and Lonsdale) (LD)
Thank you, Mr Speaker, how kind. It would be terrible—wouldn’t it?—if the Government were claiming to be putting more money into potholes, when in reality in the past two years alone, there has been a £534 million reduction in real-terms funding for highways. I am convinced that local election voters in two weeks’ time will make their decisions based on realities, rather than on bluster.
Here is another reality: Cumbria gets 20 million visitors a year, and we are delighted to receive every single one of them. But our highways are in a state, because we do not get a penny from the Government to compensate for any one of the cars that those 20 million people visit us in. Is it time that the Government gave a funding formula to Westmorland and Furness Council, and Cumberland Council, that takes account of the fact that our roads, and indeed our hospitals, doctors services and police services, are used by others, and not just by ourselves?
Mr Holden
I will always be delighted to do so. I was recently in Northern Ireland and drove along some of its brand new roads. I was delighted to see that Northern Ireland is still investing in our highway infrastructure, unlike in Labour controlled Wales.
Louise Haigh (Sheffield, Heeley) (Lab)
Thank you, Mr Speaker. Sometimes you just have to admire the brass neck of the Conservative party. As Chancellor, the Prime Minister personally slashed the pothole budget by £400 million, which is enough to fill 8 million potholes. Lined up side by side, that giant Tory pothole would stretch from here to John O’Groats and back again. Will the Minister accept that after 13 years, the British public see that our roads, like the Tories’ excuses, are full of holes?
Mr Holden
The hon. Lady heard me have a go at the Lib Dems, because Tory councils have filled twice as many potholes. You will be surprised to learn, Mr Speaker, that Conservative councils have filled three times as many potholes as Labour councils, and with an extra £5 billion going in over the next five years, and an extra £200 million this year, I hope the hon. Lady will welcome the Government’s investment in potholes.
Mr Holden
I was delighted to visit Lothian Buses in Scotland recently to see for myself the impact of Scottish policies on the ground. The BSIP—bus service improvement plan—funding here in England has enabled fare caps right across the country. UK Government money is providing the £1 fare cap for under-22s in the north-east and the £2 fare cap in combined authorities in Greater Manchester, West Yorkshire and other parts of the country. On free bus travel, it is about getting the balance right. We want a service that is respected by people when they use it and I am not sure that providing something totally for free is always the best solution.
Simon Lightwood (Wakefield) (Lab/Co-op)
The cross-party Transport Committee recently published its report on the Government’s national bus strategy, which found that the Government are unlikely to meet their target on zero-emission buses. The Committee is disappointed that the Government have not delivered on their promise to publish guidance on franchising and socially necessary services. The long-term future of the bus sector remains uncertain. Labour has a plan to get our buses back on track. What is the Government’s plan? Will it be more dither, delay and short-term sticking plasters?
Huw Merriman
I should be delighted to visit. Taking a leaf out of Michael Portillo’s book, I am hoping to do my own great British railway journeys over the summer. I very much hope to meet my hon. Friend while doing so. Since 2006, Access for All has delivered step-free access to 220 stations. The programme has been a great success, and I am pleased to say that the stations that my hon. Friend mentions are within the portfolio of the 300 stations that we are currently assessing.
Gerald Jones (Merthyr Tydfil and Rhymney) (Lab)
Mr Holden
I thank my hon. Friend for all her work on the frontline in Dover. She has done a huge amount to raise the profile of the issue and to stand up for her constituents and for workers in Dover. She will know of the work on the Seafarers’ Wages Act, which was largely brought forward with her support. I have been disappointed to see some of the recent redundancies that P&O has brought forward locally. I know that she will continue to work with us to champion seafarers’ welfare and will not shy away from ensuring that Britain maintains its role as an international leader in championing the rights of seafarers, including their employment rights.
Mike Kane (Wythenshawe and Sale East) (Lab)
If we want to champion seafarers’ welfare, where is the seafarers’ charter? We have been waiting for it forever.
Earlier this month, disgraced P&O made another 60 people redundant, despite recording a £1.6 billion profit. Can the Minister explain how on earth Peter Hebblethwaite has still faced no sanction in over a year? Does that not show that under the Conservatives it quite clearly pays to trample over the rights of workers?
Mr Holden
As the hon. Member knows, we have worked together on the Seafarers’ Wages Act to tackle exactly the issues that he has raised. With regard to Mr Hebblethwaite, civil action is still being considered and it would not be appropriate for me to comment further at this time.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
The Seafarers’ Wages Act remains a real missed opportunity. Let us look at points six to nine of the Government’s nine-point plan:
“Developing a statutory code for ‘fire and rehire’ practices”?
Nope.
“Taking action against company leaders who break the law”?
Nope.
“Improving the long-term working conditions of seafarers”?
Nope. As the hon. Member for Wythenshawe and Sale East (Mike Kane) asked, where is the seafarers’ charter?
“Encouraging more ships to operate under the UK flag”?
Nope. The figures went down by another 3% last year and are down by 30% since the Tories came to power. Other than the utterly anaemic Seafarers’ Wages Act, what have the Tories ever done for seafarers?
Mr Harper
This Government strongly support devolution, and not just to Scotland, Wales and Northern Ireland, but through what we are doing with combined authorities across England, because we think that having decisions taken more locally is a good thing for the country. The Scottish Government have an enormous number of powers and they should use them widely. I am pleased to see that in the past couple of weeks they are starting to be held to account for their decision making.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
When it comes to railway reform, the Conservative Government seem to know only two approaches—hike up fares and cut railways back to the bone. They are not content with slashing services, cancelling investment and reducing reliability: a leaked Network Rail report reveals that the Government want to cut funding to such a dangerous level that it will be unable to “operate, maintain and renew” tracks and bridges. On top of that, a £3 billion risk fund to help in emergencies such as severe weather will also be cut. Fewer repairs mean more obstructions, risking more delays and accidents and more compensation to private operators. Why are Ministers so passionately committed to making our railways less reliable and ever more expensive? Have the public not suffered enough already?
The Minister of State, Department for Transport (Jesse Norman)
I thank my hon. Friend for that; he has been a great champion of this cause. I absolutely join him in praising Joe Skinner. Let me also praise Cameron Wood in my constituency, who has been equally hard-working in pressing the case for the improvement of disabled access. I know that my hon. Friend has already met the buses Minister, whom I know is keen to get up to Burnley—I would be very supportive of that.
Louise Haigh (Sheffield, Heeley) (Lab)
Last year, the Prime Minister said:
“Smart motorways are unpopular because they are unsafe.”
Yet last week he confirmed that he would leave 400 miles- worth in place. Will the Secretary of State tell the House how many breakdowns were missed by the stationary vehicle detection system on our smart motorway network last year?
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
I thank my hon. Friend for his question. Obviously, my heart goes out to all of those affected, including the family of his friend. My understanding is that there were two incidents in 2021 on the roads in his constituency where a police officer attended and said a contributory factor was a poor or defective road surface. This is up to the local authorities; they have a statutory duty to maintain their roads. There should also be a proper inspection scheme for all of the areas that he talks about. The Department encourages good practice in highway maintenance through our “Well-managed Highway Infrastructure” code of practice. I would be delighted to meet him to discuss road safety further.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
The Government had a relative paucity of ambition on Active Travel before slashing the budget. They now plan to spend less than £1 per head in England outside London, compared with £17 per head in Wales and £50 in Scotland—5,000% more. In the Transport Committee yesterday, the Secretary of State spoke of other Active Travel spending not in core funding, but we have that, too, with the Advanced Manufacturing Innovation District Scotland—AMIDS—levelling-up project and the River Cart walking and wheeling bridge city deal project in my constituency. Without the waffle, what will the Government do to deliver transformational change—
Mr Speaker
Order. I must help Members from all parts of the House. Topical questions must be short and sweet—quick answers, quick questions. Minister, please show us an example.
The Minister of State, Department for Transport (Jesse Norman)
The Government are spending £3 billion on this area over the current spending period. Active Travel England is making an enormous difference to the quality of schemes throughout England. Significant amounts of money are going in through the levelling-up fund and through City Region Sustainable Transport Settlements and other schemes, so we believe that we are on track to meet our targets.
Gavin Newlands
On a point of order, Mr Speaker, in answer to my hon. Friend the Member for Glasgow South West (Chris Stephens), the Minister said, “If we look at the number that have been ordered alone: for zero emission bus regional areas, the ZEBRA scheme, 1,342”, but, as was discussed in the Transport Committee yesterday, that number is not correct. In the ZEBRA scheme, there have been 503 buses ordered, only six of which are on the road, and 792 are funded. The Minister was talking about the total funded, and one of the big issues is that funding is not being delivered. I appreciate that this is not a question for you, Mr Speaker—
Mr Harper
Further to that point of order, Mr Speaker, it may be helpful for the House to know that we had a detailed question and answer session on this yesterday when I was giving evidence to the Transport Committee. It is a complicated matter and I committed to write to the Committee to set out the details in full. I will arrange for a copy of that to be placed in the Library of the House for the benefit of all hon. Members so that they can see the facts.
Mr Speaker
I thank the Secretary of State. We will leave it at that, since we at least have the answer.
Rail Services
Lindsay Hoyle Excerpts(1 year, 5 months ago)
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The Secretary of State for Transport (Mr Mark Harper)
With permission, Mr Speaker, I wish to make a statement on the progress the Government are making in improving rail services for passengers.
Let me begin by saying how pleased I am that, today, members of the National Union of Rail, Maritime and Transport Workers at Network Rail have voted to accept a 5% plus 4% pay offer over two years. Seventy-six per cent. of members voted to accept the offer, on a turnout of nearly 90%, showing just how many of them wanted to call time on this long-running dispute.
From the moment I became Transport Secretary, the Rail Minister and I have worked tirelessly to change the tone of the dispute. We sat down with all the rail union leaders and facilitated fair and reasonable pay offers. Now, all Network Rail union members have resolved their disputes, voting for a reasonable pay increase and accepting the need for a modern railway.
But not every rail worker is being given that chance. Despite the Rail Delivery Group putting a similar fair and reasonable offer on the table on behalf of the train operating companies, the RMT has refused to put it to a vote. It refused to suspend last week’s strike action even to consider it. Such a lack of co-operation is disappointing—and what does it achieve? It deprives the RMT’s own members of a democratic vote, denies them the pay rise they deserve and, most importantly, delivers more disruption to the travelling public.
My message to the RMT is simple: call off your strikes, put the RDG offer to a vote and give all your members a say because it is clear from the vote today—the “overwhelming” vote, in the RMT’s own words—that its members understand that it is time to accept a deal that works, not only for their interests, but for passengers.
Let me turn to the steps we are taking to help passengers and fix the issues on the west coast main line. Members will know that rest-day working, or overtime, is a common way for operators to run a normal timetable. However, last July, drivers for Avanti West Coast, who overwhelmingly belong to the ASLEF union, simultaneously and with no warning stopped volunteering to work overtime. Without enough drivers, Avanti had little choice but to run a much-reduced timetable, with fewer trains per hour from London to destinations in the midlands and the north. Passengers, businesses and communities along vital routes up and down the west coast main line rightly felt let down, facing cancelled services, overcrowded trains and poor customer information. Put simply, it has not been good enough.
While the removal of rest-day working was the main contributing factor, my hon. Friend the Rail Minister and I repeatedly made it clear to Avanti’s owning groups, Trenitalia and First Group, that their performance needed to improve, too, because we should always hold train operators to account for matters within their control. That accountability should come with the chance to put things right. That is why my predecessor, my right hon. Friend the Member for Berwick-upon-Tweed (Anne-Marie Trevelyan), extended Avanti’s contract by six months in October. She rightly set a clear expectation that performance had to improve—no ifs and no buts.
I am pleased to say that not only was Avanti’s recovery plan welcomed by the Office of Rail and Road, but it has led to improvements on the network, with weekday services rising from 180 to 264 trains per day, the highest level in over two years, and cancellation rates falling from around 25% to an average of 4.2% in early March, the lowest level in 12 months. Nearly 90% of Avanti’s trains now arrive within 15 minutes of their scheduled time, over 100 additional drivers have been recruited, reducing reliance on union-controlled overtime working, and it is very pleasing to see Avanti’s new discounted ticketing scheme benefiting passengers on certain routes.
As you would expect me to say, Mr Speaker, there is much more still to do to ensure that Avanti restores services to the level we expect and to earn back the trust that passengers have lost, but we should welcome those improvements and recognise the hard work undertaken to get to this point. The Rail Minister in particular has overseen weekly meetings on Avanti for months and kept hon. Members from both sides of the House regularly informed. He deserves credit, along with Avanti, for that turnaround.
October’s extension was not popular, least of all in parts of this House, but it was the right decision and Avanti is turning a corner. Its recovery so far has given me sufficient confidence to confirm that today we will extend its contract by a further six months, running until 15 October. However, that short-term contract comes with the expectation that it will continue to win back the confidence of passengers, with a particular focus on more reliable weekend services, continued reductions in cancellations, and improvements in passenger information during planned and unplanned disruption. My Department will continue to work closely with Avanti to restore reliability and punctuality to levels that passengers have long demanded and have a right to expect.
I realise some hon. Members will also want to hear about TransPennine Express. I will update the House separately about TransPennine Express ahead of the contract expiring at the end of May, but let me be clear: its current service levels are, frankly, unacceptable and we will hold it to account on its recovery plan. We have made it clear that, unless passengers see significant improvements, like we have on Avanti, all options regarding that contract remain on the table.
I spoke earlier about holding operators to account, but if we stand here and rightly criticise poor operator performance, we should also recognise that across the industry train operating companies have few levers to change it. Avanti, like others, relies on driver good will to run a reliable seven-day-a-week railway. Like others, it is at the mercy of infrastructure issues out of its control. In fact, seven separate infrastructure issues affected Avanti’s performance in the first week of March alone.
Outdated working practices and track resilience are why predictable calls for nationalisation wildly miss the point. Any operator would face those constraints and struggle to run a reliable service. Ideological debates about ownership are therefore a distraction, like wanting to paint your car a new colour when what it needs is a new engine. Only fundamental reform will fix rail’s systemic issues, which is what the Government are delivering, bringing track and train together under the remit of Great British Railways, taking a whole system approach to cost, revenue and efficiency, and freeing up the private sector to innovate and prioritise passengers. Having set out my vision for rail last month, very soon, I will announce the location of the headquarters of Great British Railways, another clear sign of the momentum we are building on reform.
We are getting on with the job of delivering a better railway. It is why we are finally seeing improvements along the west coast main line, as we continue to hold Avanti to account. It is why we are making progress on rail reform. It is why we will always defend the travelling public from unnecessary strike action. And it is why we will always play our part in resolving disputes in a way that is fair to rail workers, the travelling public and the taxpayer. Unlike others, I am not interested in pointless ideological debates about privatisation and nationalisation. The Government are focused on gripping the long-standing issues facing the industry for the benefit of its customers—freight customers and passengers—taking the tough but responsible decisions in the national interest, and building the growing, financially sustainable and modern railway Britain deserves. I commend this statement to the House.
Mr Harper
The hon. Lady must have been listening to a completely different statement; what she just said bears very little relationship to either facts or the things I set out. Let me take her points in turn. I am pleased that she welcomed the acceptance by RMT members of the deal on Network Rail, and that—she obviously did not say this—she recognises that my approach since I became Transport Secretary has clearly been the right one, having helped lead to the situation we are in today. I did not expect her to pay me any credit for that, but I note that she welcomed the result.
The hon. Lady said that the Avanti figures speak for themselves, and they absolutely do. Weekday services have risen in the new timetable since December to 264 trains a day. The cancellation rate that she talked about was last year; the most recent rate is down to 4.2%, the lowest level in 12 months. That is a clear improvement. I have said that it needs to be sustained, which is why Avanti has an extension only until October. Some 90% of its trains now arrive within 15 minutes of their scheduled time, which is not good enough—it is in the pack with the other train operating companies, but at the bottom of the pack. I have been clear that Avanti needs to deliver improvement in the next six-month period. But the figures do speak for themselves: they demonstrate an operator that is turning things around but still has more to do, which was exactly what I said in my statement.
I was clear that TPE’s current service levels are unacceptable and that no options were off the table. I am interested in the hon. Lady’s focus on guarding taxpayers’ money. If I have added this up correctly, she and her Front-Bench colleagues have made unfunded promises of £62 billion of rail spending with no demonstrable means to pay for them. I am afraid that she will have excuse me for finding her professed concern for the taxpayer a little incredible.
Finally, I was surprised that the hon. Lady does not seem to have noticed that far from talking about the status quo, last month I set out in detail a clear set of proposals for reform to bring track and train together in Great British Railways, which I reiterated in my statement. That is what we will continue doing: not having an ideological debate about who owns the railways but talking about delivering better services for passengers. That will remain our relentless focus.
Iain Stewart (Milton Keynes South) (Con)
May I start by welcoming the resolution of the industrial dispute? I congratulate my right hon. Friend and the Rail Minister on their constructive work to bring that about.
In his statement, my right hon. Friend rightly pointed out that there are many reasons behind train cancellations and delays, including infrastructure works and failures, industrial action and the weather, as well as those that are the responsibility of the train operating companies. Would it not help scrutiny and accountability of those operators—not just Avanti and TransPennine Express, but all operators—to have available a clear breakdown of the reasons behind poor performance, so that we can hold to account those who are responsible for which bits of the delays?
Mr Harper
I would say two things about that. I will look carefully at whether there is more we can do to show the public clearly and transparently the reasons for delays, so that they can understand their cause. To some extent, I do not think that it is that important to passengers, because they do not really care whether the train operating company or Network Rail has caused the problem—they want it to be fixed. My hon. Friend makes the case for reform. It is exactly why we need to bring together the guiding mind on track and train operators—to join up the system, make better decisions for passengers and, ultimately, deliver a better service, which is what passengers are interested in.
Alan Brown (Kilmarnock and Loudoun) (SNP)
While the Secretary of State was finishing writing his statement before coming to the House, Avanti was doing what it does best—causing more chaos to the west coast. I was glad that I got the London North Eastern Railway down, rather than Avanti. Avanti was far and away the worst-performing company for cancellations in period 11 and the second worst in period 12, according to Office of Rail and Road tables. It was beaten in period 12 only by TransPennine Express. Coincidentally, both franchises involve FirstGroup. By contrast, ScotRail is by far the best performing major operator for cancellation percentages, and it runs eight times as many trains as Avanti.
Since the much heralded Government intervention, ORR data for periods 8 to 11 shows that the number of trains arriving on time is lower, and hovers around 32% to 35%. The Secretary of State talks about facts, but the fact is that still only a third of trains are arriving on time. Does he really think that merits coming to the Despatch Box and bragging about a turnaround? Even on Avanti’s 15-minute threshold for arrival, performance has been consistently lower than in earlier years. In period 10, a quarter of trains arrived outside that 15-minute window. Period 11 was only marginally better. Yet again, ScotRail significantly outperforms it. LNER has had its own issues, but it still outperforms Avanti by some distance. There is no shareholder dividend system for ScotRail or LNER. Despite the Secretary of State saying that there is ideological battle on this issue, why are the Government still so opposed to nationalising rail companies and giving them public sector ownership?
The Secretary of State mentioned discounted ticketing, yet no one north of Preston benefits from that, so passengers in Scotland are paying full whack for services that barely exist to cross-subsidise tickets for trains that stop 200 miles away. Scottish commuters have seen plans to shelve the Golborne link for HS2, with no replacement identified, and further delays to the Euston link. Even when HS2 comes into being, our trains will be slower on the west coast main line than Avanti’s are at present. Despite the rhetoric about rhetoric, is it not the case that this Government just do not care?
HS2: Revised Timetable and Budget
Lindsay Hoyle Excerpts(1 year, 5 months ago)
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Huw Merriman
I thank my hon. Friend the Chair of the Transport Committee for his questions. I will provide some answers, but there will no doubt be further detail to discuss as we go through the session.
On my hon. Friend’s question about the increased project costs, they chiefly relate to the opening section of the line in phase 1, which is the part that is under construction at the moment. We are spending about £600 million a month on phase 1 construction, which is at its peak. He rightly talks about inflation; the Office for National Statistics shows that construction inflation is running at about 15%, which is why we have an issue with costs. He is right to say, however, that we need to bear down on costs. Yesterday, I met the chief executive of HS2 Ltd. I am delighted with the appointment of the chairman, Sir Jon Thompson, who has a background in finance. Certainly, it is within HS2’s requirements to ensure that, where we have inflationary pressures, it fills the gap by bearing down on costs.
My hon. Friend asked what finishing Old Oak Common to Curzon Street “as soon as possible” means. As I stated in my opening remarks, we expect that, by 2033, passengers and communities will benefit from high-speed rail services between those two stations. He asked about the reason for the Euston delay. Euston was always scheduled for delivery after the opening of phase 1, which is why we are prioritising Old Oak Common. We will not proceed with construction at Euston in the next two years, due to affordability and profiling issues, but we will use that time to work with partners to ensure an affordable and deliverable design.
My hon. Friend asks for detail on HS2 east, the integrated rail plan and the Leeds route study. I will be writing to him on the back of the integrated rail plan report this month and further information will be tabled in the six-monthly HS2 report, which is due in May. On the Leeds route strategy, it has been cleared by the Department and we expect it to be published soon.
My hon. Friend is right to say that the industry needs certainty, and I believe he asked whether we can be certain that this is the last change to the project. Although the pandemic and Putin’s illegal invasion of Russia were not anticipated, we expect these HS2 plans to be the plans that deliver it from London to Manchester.
Louise Haigh (Sheffield, Heeley) (Lab)
Eighteen months ago, the Government slashed Northern Powerhouse Rail, binned HS2 to Leeds and sold out the north of England. Here we are again: huge changes affecting billions in investment and jobs announced at 5 pm on Thursday—minutes before the House rose.
We now know why the Secretary of State was desperate to dodge scrutiny: I have a leaked document written by his most senior officials that blows apart his claims and lays bare the consequences of the decisions he has hidden from. His chief justification for the delays to HS2 was to “balance the nation’s books”, but his Department admits what he will not—that the delays themselves will increase costs. It admits that they will cost jobs and that construction firms could go bust; it cannot rule out slashing high-speed trains that serve Stoke, Macclesfield and Stafford altogether; and it suggests that HS2 could terminate on the outskirts of London until 2041.
Is it not time that the Minister came clean that this absurd plan will hit jobs, hurt growth and cost taxpayers even more? As his own officials ask,
“you have already changed the design once, which wasted money. What will be different this time?”
Even the Government have lost faith in this Government, and little wonder. Is there anything more emblematic of this failed Government than their flagship levelling-up project that makes it neither to the north nor to central London? Last year they crashed the economy, and once again they are asking the country to pay the price. Does this announcement not prove once and for all that the Conservatives cannot fix the problem because the Conservatives are the problem.
Huw Merriman
To make it absolutely clear, we remain committed to the delivery of HS2 from London Euston up to Manchester. The extra time that can be afforded—that was a great conversation I had with the council leaders and Mayors—will be used to assess and improve the design, if necessary, but we will not be taken off the track of London Euston to Manchester. I look forward to more contributions from my hon. Friend, who knows I am committed to delivering transport in his area, and I do see HS2 as part of that solution.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
I almost feel sorry for the Minister—almost. Mr Speaker, you will know that the north of England has seen cut after cut not just to HS2, but to any real modernisation of its rail network, with HS2 to Leeds cancelled and Northern Powerhouse Rail cut to the bone. We on the SNP Benches have supported HS2 because we believe increased sustainable connectivity is to all our benefit. However, what we have now is a gold-plated commuter line of just over 100 miles for two cities in the south of this island, costing nearly £50 billion, while the rest of the country is expected to fight for scraps from the table.
Combined with the announcement of slashed funding for active travel, which leaves England, outside of Greater London, receiving less than £1 per person per year—30 times less than Scotland—that makes it clear that the Government regard transport funding outside the M25 as nothing more than a rounding error. Thankfully, we in Scotland have a Parliament and a Government investing in our rail network, investing in active travel and taking transport decarbonisation seriously, so can the Minister tell me in which decade high-speed rail will reach the Scottish border?
Lilian Greenwood (Nottingham South) (Lab)
I was 45 when the Tory-led Government gave HS2 the go ahead. Since then, as the Minister knows, it has been repeatedly chopped, changed and delayed. I will be 57 next week. How old will I be when it gets to Nottingham?
Huw Merriman
Mr Speaker, it is another trap I do not wish to walk into, beyond saying that with regard to the plans going eastward, which will allow for much faster services to London and Birmingham from Leicester and Nottingham, we will set out more detail both in the response I have to give to the Chairman of the Transport Committee on that aspect of HS2 east and in the parliamentary report. We announced that in the integrated rail plan, which did change matters. It is important that we now give better delivery, so we can indicate timescales and costs.
Oral Answers to Questions
Lindsay Hoyle Excerpts(1 year, 5 months ago)
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Mr Holden
I thank the hon. Member for his question. Plymouth City Council receives £85,000 a year through the bus service operators grant and has been allocated a total of £599,000 in emergency and recovery funding for bus services since March 2020. I would be delighted to look at that further, and look forward to visiting Plymouth in the near future.
Simon Lightwood (Wakefield) (Lab/Co-op)
In 2020, the Government promised to deliver 4,000 zero-emission buses in this Parliament, but just 341 have been ordered, and only six are on our roads. At this rate, it will take 23 years to meet that target, and we will not get diesel buses off our roads completely until the end of the century. With manufacturers ready to deliver a brighter, greener future for Britain’s buses, when will the Minister get out of first gear and match their ambition?
Mr Holden
The hon. Member has clearly missed our announcement this morning of extra buses across the country—an extra £25 million going into York, Norfolk, Portsmouth, and the West Yorkshire Combined Authority and delivering 3,452 zero-emission buses, to date, on that 4,000 target, so we will definitely get there before the end of the Parliament.
Mr Speaker
I did not hear Chorley in that, but maybe the Minister will talk to me later.
Matt Western (Warwick and Leamington) (Lab)
The Minister of State, Department for Transport (Jesse Norman)
Thank you, Mr Speaker. It is great to see you in such robust form this morning, if I may say so.
A technical consultation on the zero-emission vehicle mandate design’s features was held between April and June of last year. Responses to that consultation are currently being analysed, and the Government will publish their response, alongside a final consultation on the full regulatory proposal, and an accompanying cost-benefit analysis, in the near future.
Jesse Norman
As my right hon. Friend will be aware, the Government’s plan is for more than 300,000 charge points to be in place by then. That will be led largely by the private sector, and we meet regularly with all the charge point operators. Their plans are escalating and will be massively supported and benefited by the zero-emission vehicle mandate. With that, and technological advances, we anticipate that there will be ample opportunity for people in rural areas to use electric vehicles.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
Last year, UK car production slumped to a 66-year low. The covid pandemic, supply chain shortages, and chaos at Dover have left this key industry fighting for survival. Manufacturers are crying out for a shred of certainty, but far from supporting them and the 150,000 workers they employ, this Government are leaving them in a state of limbo. With less than a year to go before it takes effect, why is the Minister still keeping the design of the zero-emission vehicle mandate a well-guarded secret? When can manufacturers expect finally to get some clarity from the Government to allow them to plan for the future?
Jesse Norman
The hon. Lady wildly overstates the issue with regard to electric vehicles. In 2022, we had the second largest market across Europe for electric vehicles, which demonstrates the level of energy and support we are giving the industry, including £2 billion of public money. We consult closely with both large car manufacturers and small manufacturers, who have quite different interests in many different ways. They will be quite comfortable with this important mandate when it comes out, and they will be because we have consulted extensively on it with them over the past two years.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
Although we support a zero-emission vehicle mandate to accelerate the switch to zero-emission driving, the Government need to get a grip on it. Businesses—be they manufacturers, dealerships or fleet purchasers—cannot plan, and consumers are in the dark. That chimes with the overall approach to zero-emission driving, with just over 7,000 EV charging installations last year when 33,000 are required annually to meet the 300,000 target. Will we hear more about the mandate, the charger network expansion and equalising the VAT levied on home charging versus street charging in the upcoming Budget?
Jesse Norman
The hon. Lady will be aware that there have been noise-related restrictions on major airports including Heathrow for many years and, more recently, noise maps and noise action plans at Heathrow. Of course, we recognise the seriousness of this issue. It is worth saying that technology is already making a significant difference—new aircraft models make 30% to 50% less noise on take-off and landing—but we intend to consult later this year on proposals for the next night-flight regime, beginning in October 2025.
Mike Kane (Wythenshawe and Sale East) (Lab)
The Secretary of State made no commitment on the production of sustainable aviation fuel in the UK at a recent airports conference. This week, the Minister for aviation in the other place said at a pilots reception that airspace modernisation was stuck in the muck. The Government’s Jet Zero Council has achieved exactly what it said on the tin: zero. Labour has a plan for a cleaner, greener future. Get your finger out, Secretary of State!
Iain Stewart (Milton Keynes South) (Con)
May I draw my right hon. Friend’s attention to the Transport Committee’s report published today on alternative fuels? One of our recommendations is to build on the work the Government have already done on SAF by introducing a contracts for difference model, which would help to make the UK a world leader in this technology.
Jesse Norman
I am grateful to my hon. Friend for his report and the work he is doing as the new Chair of the Transport Committee. We are aware of the calls for CfDs. He may have seen the report published by Philip New on this issue. We are already working on not merely the mandate but a clearing house to support testing and certification. Of course, we will continue to look at the question of CfDs, but the mandate and the work we are doing towards that remains the Government policy, and rightly so.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
Decarbonising aviation is difficult, and no one would say otherwise, but there are quick wins to reduce carbon, such as airspace modernisation, which is likely to cost under £30 million, and sustainable aviation fuels, which will be the bridge fuel until future forms of propulsion are introduced. The Government have provided some funding for SAF plants in England and Wales, but the support is dwarfed by support offered elsewhere. Without a CfD model in place to support SAFs, the Government will not get their five plants operating by their target date, and they are nowhere near their long-term targets for SAF use, are they?
Mr Holden
I was delighted to visit recently the site near my hon. Friend’s constituency. Great investment is going into the road to link Windy Harbour to Skippool. That is something that I know he has been campaigning for, alongside our hon. Friends the Members for Fylde (Mark Menzies) and for Blackpool North and Cleveleys (Paul Maynard).
As part of the 2021 spending review, the Department worked hard with the highways sector to develop a strong and evidence-based case to the Treasury for a long-term highway maintenance settlement. I assure my hon. Friend that I will continue to make every effort this time, pushing equally strongly—perhaps even more strongly —for sustainable funding for our highways. However, it is worth reflecting on the fact that more money is an important factor, but how we decide to spend it is also very important. I look forward to campaigning with him for a council that can really deliver for the people of Blackpool over the coming months.
Mr Speaker
Based on these answers, I hope we are not going to have this for the next two years.
Stephanie Peacock (Barnsley East) (Lab)
Highway maintenance funding continues to be cut for the remainder of this Parliament, resulting in over a tenth of our roads falling into poor condition. When will the Minister finally bring our roads up to the standards that people expect?
Paul Howell
Modernisation takes many forms and, in my constituency of Sedgefield, we eagerly await the modernisation of infrastructure through Ferryhill station’s bid under the Restoring Your Railways scheme, which will be the first stage on the Leamside line. We also have Hitachi Rail, which has played a significant role in levelling up the north-east since the factory was opened by the Conservative Prime Minister David Cameron in 2015. Hitachi has created 800 highly-skilled jobs in the region since that factory opened, and is also driving vital innovation in battery and digital technology to modernise the railways. I ask my right hon. Friend to confirm that his Department will make prompt decisions on the business cases under Restoring Your Railways.
Mr Speaker
Order. [Interruption.] No, I will decide when you sit down. Sit! We are meant to be asking questions, not make a War and Peace statement before we get there. Come on, quickly.
Paul Howell
Apologies, Mr Speaker. To conclude, I ask my right hon. Friend to visit my constituency and see these outstanding opportunities.
Mr Harper
The hon. Lady will know that we have electrified 1,200 miles of the rail network in Great Britain since 2010, and that work continues. We clearly think that electrifying the rail network is important for our net zero commitments, and we will continue to make progress. I hope she will welcome that.
Louise Haigh (Sheffield, Heeley) (Lab)
TransPennine Express has been providing unacceptable levels of service to the north and the midlands for years—well prior to covid—and now they are at truly dire levels. The operator of last resort has made it clear to the Transport Committee that it has capacity and can bring TransPennine Express under its remit. Is the Secretary of State confirming that for ideological reasons he will refuse to step in and provide a better service to the north and the midlands?
Sir Robert Neill (Bromley and Chislehurst) (Con)
If the Minister had been on the 8.27 from Chislehurst today, he would not have seen very much by way of improvements, that is for sure, because it ran late, as ever. Is not the problem that, because of the loss of direct services on the Hayes line into Charing Cross and equally the cutback in direct services on the north Kent line into Cannon Street, unsustainable numbers of people are having to change trains at London Bridge? I have seen the chaos there, and I have actually stood outside the station, because it has had to be closed on occasions. It is not safe, Minister. At some point, somebody will get injured or killed as a result of this.
Sir Robert Neill
Will the Minister please get officials to sit down with south-east London MPs and get this sorted out?
Huw Merriman
Of course, I am very sorry about that issue. As my hon. Friend points out, there was a points failure, which caused issues in terms of crowd controls at London Bridge. I have spoken to Network Rail and it is looking to work with Transport for London, which of course has experience of overcrowded tubes, and we will learn lessons from that. However, I also hope that he will have heard about the changes we are making. The timetable change was brought in to try to add more resilience and to reduce cancellations, but we have got issues with Network Rail infrastructure and of course we have industrial action. All those matters I seek to resolve.
Huw Merriman
That is patently not the case, because during that debate I made it quite clear that consultations would be better than they had been. I also made it quite clear that I would listen and, if the case were made to change the timetable, I would do so. This morning—obviously, earlier than the lines that have been written—we announced that these changes had been made. In fact, the very first individuals to be made aware of that were the MPs. They have had that information first; it is important to me that they receive that information first. We will continue to listen and learn. We had to make savings on Southeastern, and £10 million was taken off. The savings are because season tickets collapsed to 32% of pre-covid levels. If the hon. Member is pledging to fund the railway no matter what and make no changes—
Mr Speaker
Order. Minister, I think we have got the message. Can I just say to Members that this is about equality in going from one side to the other? I know it is important, and I am sure if you catch my eye during topicals you may have a chance of getting in then, but do not glare at me because I am trying to be politically right for both sides.
John Spellar (Warley) (Lab)
Keynes said, “When the facts change, I change my mind.” It is quite clear that patterns of business travel have changed dramatically post covid, yet when I asked the Minister this week about the balance between first class and standard class travel in the north and the midlands, not only did he not know, but he did not even seem to be interested. Will the Minister now, with these changing business patterns, re-examine the case for HS2, or is he just frightened of the answer?
Huw Merriman
I was up in the north-east, in Tyne and Wear, last week, where it was a pleasure to meet the Tyne and Wear Metro Nexus team as they unveiled their new Class 555 trains, and I wish them well in that endeavour. Hitachi was one of the bidders for that and of course over 1,000 carriages have been built at the Newton Aycliffe plant, including orders for Great Western, TransPennine Express, East Midlands Railway and West Coast. I will happily write to the hon. Lady to give her the answer she seeks, but I assure her that I am supportive of all our great railway manufacturers in this country.
Louise Haigh (Sheffield, Heeley) (Lab)
Last month I was delighted to visit the Hitachi Rail manufacturing facility in Newton Aycliffe, where 800 highly skilled employees are delivering world-class manufacturing excellence. They told me that they need certainty from the Government, but briefings, leaks and rumour about the future of HS2 are pouring out of this Department. Will the Minister categorically deny that his Department is working on any plans that would slash what is left of the eastern leg and leave Yorkshire and the north-east permanently entirely cut off by cutting high-speed platforms at Euston?
Huw Merriman
I hope I am not the one the hon. Gentleman does not like. I can assure him that if he checks his box, he will find an invitation from the roads Minister, the Minister responsible for this at the Department for Transport, the Under-Secretary of State, my hon. Friend the Member for North West Durham (Mr Holden), to meet him and the team from Wales. I hope that he will then be very happy indeed and that we meet his expectations.
Mr Laurence Robertson (Tewkesbury) (Con)
Clive Efford
Yes, Mr Speaker. In his answer to me, the Minister of State, Department for Transport, the hon. Member for Bexhill and Battle (Huw Merriman) mentioned that he was sending a letter to Members who were affected by the changes that he had announced. When I looked at my emails later, I noted that that communication had been sent at the exact moment I sat down after asking my question, which denied me the opportunity to quiz the Minister further about his announcement. While the off-peak services to Charing Cross are welcome, he has not dealt with the overcrowding at peak times. I do not know how I can obtain redress for this, Mr Speaker, but at least I have put it on the record.
Huw Merriman
Further to that point of order, Mr Speaker. I have heard what the hon. Member has said, and I shall be happy to meet him if he wants to discuss the matter further. However, I feel pleased that I have been able both to write to him and to address his concerns in the Chamber.
Seafarers’ Wages Bill [Lords]
Lindsay Hoyle Excerpts(1 year, 6 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr Speaker
With this it will be convenient to discuss the following:
New clause 2—Implementation and monitoring—
‘(1) Within six months of this Act being passed, the Secretary of State must publish a report on the implementation of, and monitoring of the effects of, this Act.
(2) The report must include—
(a) an assessment of the impact of this Act on—
(i) roster patterns,
(ii) pensions, and
(iii) wages of seafarers;
(b) a statement as to whether further legislation will be introduced by the Government as a result of the findings of the assessment under paragraph (a);
(c) a strategy for engaging with trade unions for the purposes of monitoring the implementation of this Act, including in reference to conventions of the International Labour Conference;
(d) a strategy for monitoring the establishment of minimum wage corridor agreements with international partners of the United Kingdom, insofar as any such agreement ensures that any non-qualifying seafarer is remunerated for UK work at a rate that is equal to or exceeds the rate that would otherwise be required under this Act;
(e) an assessment of the interaction between this Act and existing international agreements or international maritime law, including reference to any litigation that has arisen as a result of this Act.
(3) The report must be laid before each House of Parliament.’
New clause 4—Directors of companies operating services to which this Act applies: personal liability for non-compliance of operator—
‘(1) A director of a company operating a service to which this Act applies (the “operator”) commits an offence where the operator has committed an offence under—
(a) section 5(1); or
(b) section 6(5)
of this Act.
(2) A person guilty of an offence under subsection (1) is liable—
(a) on conviction on indictment, to a fine, or
(b) on summary conviction, to a fine not exceeding the statutory maximum.
(3) Where a person is guilty of an offence under subsection (1), the court may make a disqualification order against that person if that person is registered as a director of any company registered in the United Kingdom.
(4) The maximum period of disqualification under subsection (3) is 15 years.’
New clause 5—The role of the Maritime and Coastguard Agency—
‘(1) The Secretary of State must prepare a report on the role of the Maritime and Coastguard Agency (MCA) in enforcing the provisions of this Act.
(2) The report in subsection (1) must include assessments of—
(a) the extent to which the MCA has sufficient resources to undertake such enforcement, and
(b) the efficacy of such enforcement.
(3) The Secretary of State must lay this report before both Houses of Parliament before the end of the period of twelve months beginning with the day on which this Act is passed.’
Government amendment 1.
Amendment 30, in clause 1, page 1, line 9, after “Act” insert—
‘“place in the United Kingdom” includes energy installations within the UK Exclusive Economic Zone.’
Amendment 24, in clause 3, page 2, line 5 , leave out “120” and insert “52”
Government amendment 25.
Amendment 31, in clause 4, page 3, line 30, at end insert—
‘(c) pension and other payments to be made that formulate a part of seafarer remuneration in relation to a service to which this Act applies.’
Amendment 32, page 3, line 40, at end insert—
‘(9A) The national minimum wage equivalent must not be adjusted to account for accommodation, food, or other items exempted from being charged to seafarers under international convention.’
Amendment 40, page 3, line 42, leave out from “Kingdom” to end of line and insert
‘, its territorial waters and the UK Continental Shelf.’
This amendment would ensure that the legislation is in line with the existing regulations providing entitlement to the NMW for seafarers working from a UK port to an offshore oil and gas installation on the UK Continental Shelf and returning to a UK port.
Amendment 33, page 3, line 42, leave out “or its territorial waters” and insert
‘, its territorial waters, or within the Renewable Energy Zone as specified by The Renewable Energy Zone (Designation of Area) Order 2004.’
Government amendments 2 to 7.
Government motion to transfer clause 6.
Government amendments 8 to 10.
Government motion to transfer clause 7.
Government amendments 11 to 15.
Amendment 34, in clause 11, page 8, line 9, after “regulations” insert
‘, where the minimum surcharge to be imposed on an operator shall be no less than 300 per cent of the difference between the amount calculated as the national minimum wage equivalence for the operator and the amount in total paid by that operator’
Government amendments 16, 26, 17, 18, 27, 19 and 20.
Amendment 36, in clause 13, page 10, line 15, at end insert—
‘(e) where there is need to provide crew with access to necessary welfare facilities or undertake crew repatriation.’
Government amendment 28.
Amendment 37, in clause 15, page 10, line 30, after “may” insert
‘following consultation with relevant stakeholders’
Government amendment 29.
Amendment 38, in clause 16, page 11, line 11, leave out subsection (3) and insert—
‘(3) A statutory instrument containing (whether alone or with other provision) regulations made by a Minister of the Crown under any of the following provisions may not be made unless a draft of the instrument has been laid before, and approved by a resolution of, each House of Parliament—
(a) section 3 (power to request declaration);
(b) section 4 (nature of declaration);
(c) section 7 (imposition of surcharges);
(d) section 9 (refusal of harbour access for failure to pay surcharge).
(3A) Any other statutory instrument containing regulations made by a Minister of the Crown under any provision of this Act is subject to annulment in pursuance of a resolution of either House of Parliament.’
Amendment 41, page 11, line 11, leave out subsection (3) and insert—
‘(3) A statutory instrument containing regulations under this Act may not be made unless a draft of the instrument has been laid before, and approved by a resolution of, each House of Parliament.’
Government amendments 21 to 23.
Mr Holden
It is a pleasure to report to the House, to move Government new clause 3, to speak to the other amendments and to be able to listen to the important debate we will have on the Bill’s remaining stages. Over the past few months, the Bill has been subject to scrutiny and debate not only in Committee but through the ongoing debate in this House and in the other place. I am pleased that we are moving forwards together towards seeing this important legislation on the statute book and seafarers seeing the benefit of increased wage protection. I will first introduce the new clause and a number of the amendments introduced by the Government.
The first group—amendments 5, 6, 7, 9, 10 and 23 —relates to the powers to request information from harbour authorities to monitor their compliance with their duties under the Bill. New clause 3 provides the Secretary of State with the power to require harbour authorities to provide information for the purpose of establishing whether, or to what extent, they are complying with their duties under the Bill. In practice, this power will be used by the Maritime and Coastguard Agency. Subsection (2) of the new clause provides an indicative list of the sort of information the MCA might require in order to establish whether a harbour authority is complying with its duties, including information about equivalence declarations and surcharges. It will be an offence for a harbour authority to fail to provide the information required in the manner and within the period specified by the Maritime and Coastguard Agency, to provide false or misleading information, or not to inform the Secretary of State within four weeks if the information becomes false or misleading. The penalty for this offence is an unlimited fine in England and Wales and a fine not exceeding level 5 in Scotland and Northern Ireland.
This new clause is necessary following amendments made in Committee that mean that harbour authorities are now under a duty to request declarations, impose surcharges or refuse access to their ports in the circumstances set out in the Bill. It is a criminal offence for a harbour authority to fail to comply with these duties. The new clause will therefore ensure that the Maritime and Coastguard Agency has the necessary information to carry out its enforcement role and to bring prosecutions if necessary, in line with its powers of enforcement of operators in clause 6.
Government amendments 5 and 23 and subsection (3) of new clause 3 all relate to savings for data protection regulation, making it clear that the Bill is not intended to override any existing data protection obligations. Subsection (3) of new clause 3 provides that a requirement to provide information
“does not require a harbour authority to provide information to the extent that doing so would cause the authority to breach the data protection legislation”.
The data protection is defined by amendment 23 as having
“the same meaning as in the Data Protection Act 2018”—
that is, all relevant UK data protection legislation.
Amendment 5 makes it clear that the data protection saving in clause 6(3) applies in relation to the UK’s data protection legislation as well as to the data production laws of other countries or territories. In new clause 3(3) and clause 6(3), the amendments clarify that in determining whether the provision of information would cause a breach of the data protection laws, the requirement imposed by subsection (1) of the clause is to be taken into account. This is to make it clear that the disclosure of information may be authorised when pursuant to a legal obligation.
It is an offence under clause 6(5) of the Bill for an operator to fail to provide information required to the Secretary of State or, in practice, the Maritime and Coastguard Agency. However, at present clause 6 does not specify the time within which this information is to be provided, as several hon. Members pointed out in Committee. Amendments 6 and 7 will therefore make it explicit that the Maritime and Coastguard Agency can specify the period within which the information must be provided, and that it is an offence for the operator to fail to provide the information within that period and in the manner specified. The same applies for requests for information from harbour authorities under new clause 3. These amendments will provide greater clarity for harbour authorities and the Maritime and Coastguard Agency.
Amendments 9 and 10 are linked to new clause 3 in that they extend MCA enforcement powers in consequence of Government amendments made in Committee to impose duties and corresponding criminal offences on harbour authorities. These amendments will extend the powers in clause 7 for inspectors to board ships or enter premises for the purpose of establishing whether harbour authorities are complying with their duties or to verify information provided under new clause 3. These amendments will allow the MCA properly to enforce the duties on harbour authorities and to bring prosecutions where necessary if the duties are not being complied with.
The next group of Government amendments relate to new offences for false and misleading declarations. As currently drafted, an operator commits an offence under clause 5 in two broad circumstances: first, where it provides an equivalence declaration and the service is operated inconsistently with that declaration at the time that it is provided, or from the beginning of the relevant year if that is later; and secondly, where an operator provides a declaration and subsequently starts to operate the service inconsistently with the declaration and fails to notify the harbour authority of that fact within four weeks.
Clause 5 does not currently cover circumstances where a declaration is provided during or after the relevant year, and the service was operated inconsistently with the declaration for a period of that year in the past, such that the declaration is false or misleading at the time it is provided. This is why I have tabled amendments 2 and 3, which create a new criminal offence where an operator provides a declaration that is false and misleading in so far as it concerns the operation of the service before the declaration was provided.
Amendments 4 and 8 are consequential on this new offence and extend the Secretary of State’s enforcement powers to include establishing whether a declaration is false or misleading. In practice, enforcement will be carried out by the Maritime and Coastguard Agency. Amendment 4 extends the purposes for which the Maritime and Coastguard Agency may require an operator to provide information under clause 6 to include establishing whether an equivalence declaration is false or misleading in so far as it concerns the operation of the service before the declaration was provided.
Amendment 8 extends the power in clause 7 to provide that inspections of ships or premises may be carried out for the same purpose. Related to that, amendments 11 to 14 provide that harbour authorities must impose surcharges on an operator if they have reasonable grounds to believe that an equivalence declaration provided by the operator is false or misleading about the time before the declaration was provided. That mirrors the approach taken when an operator provides a declaration and the harbour authority has reasonable grounds to believe that the service is or was being operated inconsistently with that declaration, ensuring that surcharges are imposed in both circumstances.
Taken together, these amendments strengthen the enforcement of the Bill and will mean that operators that seek to pay their seafarers a rate lower than the national minimum wage equivalent cannot avoid the consequences through such dishonest means.
Oral Answers to Questions
Lindsay Hoyle Excerpts(1 year, 7 months ago)
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Louise Haigh (Sheffield, Heeley) (Lab)
In March 2021, in the middle of the pandemic, the previous Secretary of State promised buses so frequent that people would not need a timetable and said that the Government would
“not only stop the decline”—
in bus services, but—
“reverse it”. —[Official Report, 15 March 2021; Vol. 691, c. 50.]
Since then, have bus services increased or decreased?
Jesse Norman
I am grateful to the hon. Gentleman for raising the question. I myself have not recently spoken to the infrastructure board in Northern Ireland, but I shall make a point of doing so in the near future.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
This week, I and colleagues hosted leading figures from across the car industry. They are desperate for the UK to lead the world in electric vehicles, but they are banging their head against the wall at the state of the charging infrastructure. In 2019, there were 33 electric vehicles per rapid charger; today there are almost 90 vehicles per charger. Given how critical the charging network is to confidence in the EV market, why on earth are there yet more delays to the botched roll-out of the rapid charging fund? Will the Minister consider using binding targets to speed up the roll-out?
Huw Merriman
I am aware that the study needs to get out so we can look at how to get High Speed 2 trains up to Leeds, and so we can look at the other impacts on Leeds. There have been discussions in the Department this week about how to move that forward. I expect the report to be out very shortly.
Iain Stewart (Milton Keynes South) (Con)
My hon. Friend the rail Minister will be aware that services on the Marston Vale line serving my constituency are currently suspended because Vivarail, which maintains the rolling stock, has gone into administration. The replacement bus service is far from ideal, which is causing significant difficulties for my constituents, especially young people going to school and college. Will my hon. Friend assure me that he is doing everything he can to ensure the earliest possible reinstatement of that rail service?
Huw Merriman
The most important thing for me is to make sure that the service is turned around. If the team at Avanti can turn that service around, then that will be a matter that we will look at when it comes to renewal of the contract. If matters within its control cannot be turned around, then of course that will lead to a different decision. Again, the timetable change of 11 December is difficult to assess, but it has involved 40% more services than in the summer, and all of that has taken place without rest-day working, because more drivers have been recruited and trained. I hope the hon. Member will join me in encouraging everyone at Avanti to deliver on that extended service. If it succeeds then we all succeed, Mr Speaker.
Mr Speaker
Just to say that the Minister ought to try travelling on the line, because it is an absolute disgrace.
Wendy Morton (Aldridge-Brownhills) (Con)
Key to improving services is actually providing services, as the rail Minister will be aware, and schemes such as Restoring Your Railway reversing the Beeching cuts. Will my hon. Friend continue to work with me and West Midlands Mayor Andy Street to deliver a station for Aldridge? The track is there. Mr Speaker, we must be one of the few constituencies across the country that currently has no train station at all.
Huw Merriman
My right hon. Friend makes a great campaign point, which I hear. Mayor Andy Street met the Secretary of State for Transport this week. We are passionate to ensure that we can deliver the services that she needs in her constituency and that are needed across the midlands as a whole.
Huw Merriman
I am keen to visit as many projects and potential projects as I can to help see the potential and how we can realise it. When I am in that part of the country, I would be very happy to visit. On the levelling-up fund bid, as somebody who was disappointed first time around but has managed to get better news the second time, I would encourage the hon. Member to continue to apply. If one works hard with people of all political colours in the local community, one will be amazed by what can happen.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
Neither passengers nor hard-working staff are happy with the lamentable state of our railways on this Government’s watch. They have bumped up ticket prices twice as fast as wages have grown, yet passengers are experiencing delays and cancellations to most services at Britain’s busiest stations, with experts declaring that our rail system is broken. So what is their plan to fix the mess they have made? If the Financial Times is correct, their big solution is to impose even more devastating funding cuts of more than 10% on train operators. Forget managed decline: in 2023 it looks more like freefall decline. Rather than this veil of secrecy over steep service cuts, can the Minister confirm how much of a cut he is imposing?
Huw Merriman
The hon. Gentleman will be aware that passenger numbers are at about 80% of where they were pre-pandemic. The timetable is at about 90%, so it continues to run ahead of passenger numbers. Taxpayers more broadly have put in £31 billion over the last two years to support the railway, and there will be a further £11 billion required for the year to come. We have a balance between those who use the railways, continuing to ensure that they can do so, and those who fund the railways and the difficulties they have in meeting their tax bills. I look forward to his optimism and enthusiasm in working with me to ensure that railway services improve, as I am determined they will.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
Cross-border rail services run by Avanti and TransPennine Express have been shambolic. Last week alone, TransPennine Express could not point to a single day when it ran the emergency timetable it had promised. On two days, Avanti had only one and two trains on time the entire day running out of Glasgow Central. In contrast, publicly-owned LNER was running a much better service. Is there not a lesson here that the private sector model has failed both workers and passengers and it is time to follow Scotland’s lead and bring rail operators under public control?
Huw Merriman
As the Secretary of State said earlier, I will be speaking to the Office of Rail and Road about P-coding, because I feel it needs a good look. P-coding makes a lot of sense, to ensure that passengers are told on the day they travel whether the train will be operating. If rosters have not been put together because of staff shortages, that makes absolute sense, but the current levels on TPE give me concern, so I assure the hon. Gentleman that I will look at that. P-coding has been used a lot across the network due to the weather-related issues, where we have known that we cannot operate services the following day and want to let passengers know in advance. Finally, I assure him that performance-related fees, which take up the largest part of train operator payments, do of course take into account P-coding, as we would with other cancellations.
Louise Haigh (Sheffield, Heeley) (Lab)
The Minister must surely agree that this is simply not good enough. In November, he assured us that the new timetable would be deliverable. This week, the results are in and the service has never been worse. This morning alone, at least 123 services have been cancelled or disrupted on TransPennine Express. He cannot pretend that the management are blameless in this farce. The north cannot afford to continue like this any longer, so will he strip TransPennine Express of its contract and bring it under the operator of last resort?
Mr Holden
I also represent a rural constituency, although in a different part of the country. What I would say to my hon. Friend is that we have made big progress in recent years, with more than 300,000 new slots available due to the extra 300 driving examiners we have hired since the pandemic. Waiting lists are coming down for driving tests, and rapidly, and we hope to achieve pre-pandemic levels within the next few months.
Simon Lightwood (Wakefield) (Lab/Co-op)
Nationwide, almost one in 10 bus driver positions is vacant, hitting vital services across the country hard, but Ministers are asleep at the wheel, with no action plan to tackle it. Currently, the DVSA requires a provisional bus licence to start training, but with huge paperwork delays, 20% of applicants give up before their training begins. Will the Minister listen to calls to speed up this glacial process to allow applicants to begin their theory tests while they wait for their provisional licences?
Mrs Elphicke
When there are delays at the port of Dover, whether due to weather, strikes or the French, the impact on local jobs, businesses and residents is absolutely enormous. I welcome the £45-million levelling-up fund investment in our local campaign to keep Dover clear. I thank my right hon. Friend for that. Will he join me in thanking the Conservative leaders of Kent County Council and Dover District Council, and the excellent leadership at the port of Dover?
Mr Speaker
Order. This is topical questions. Other colleagues want to get in. Tell me who you do not want to get in, because that is who you are depriving.
Mr Harper
I will give a pithy answer. I am grateful to my hon. Friend for all her campaigning work. Dover is a strategic port for the United Kingdom. This project will ensure that we can meet our requirements and keep that flow of trade and traffic going. I am pleased that we have been able to get that money to help the port of Dover.
The Minister of State, Department for Transport (Huw Merriman)
We have already written to our stakeholders and we will be launching a consultation. The results of that consultation, in terms of how the Strikes (Minimum Service Levels) Bill would work across the network and whether we would look at a proportion of the timetable or parts of the network, will be determined only when it has been completed. That is the right way to take the process forward.
Anthony Browne (South Cambridgeshire) (Con)
Oral Answers to Questions
Lindsay Hoyle Excerpts(1 year, 9 months ago)
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Mr Holden
National Highways’ suicide prevention strategy sets out a vision that no one should attempt to take their own life on our roads, and everyone who does is a tragedy. I would be delighted to meet my hon. Friend to see whether there are further things we could do to prevent such events occurring in the future.
Mr Speaker
Although Elliot Colburn is not here, will the Minister answer question 2 to allow us to bring in the shadow Minister?
Elliot Colburn (Carshalton and Wallington) (Con)
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
Transport in London is devolved to the Mayor of London and Transport for London, which includes decisions about the London ultra low emission zone. It is the Mayor of London and TfL’s responsibility to consult and ensure that residents and businesses are fully engaged with the ULEZ and that their feedback is properly considered and responded to.
Gill Furniss (Sheffield, Brightside and Hillsborough) (Lab)
One way to build local support for promoting electric vehicles is by incentivising the switch to electric vehicles, but at the pace the Government are going, the UK is set to miss the target for 300,000 charge points not by one year or two years but by 17 years. This risks stalling the switch, and this week we learned that, far from charging ahead, this Government are slipping back, with rapid charging fund trials delayed.
Mr Harper
I am glad the hon. Gentleman mentioned the covid pandemic, because that has caused a number of issues for a range of transport providers. We are still seeing that bus users have not returned to using buses since the covid pandemic, and that puts those bus services under tremendous financial pressure, which is exactly why we put the support in place to deal with the pandemic. We have extended it through to the end of March, as he knows, and we will keep that under review, depending on what the situation requires. I know how important buses are, but the impact of the pandemic on buses and rail services is a challenge, and the important thing is to encourage people back to using buses to grow revenue and make sure the sector is financially sustainable.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
There is no point in making promises to level up communities through transport if Ministers announce yet another punishing rail fare rise next month. A 3.8% rise, like this year, would mean £129 more for an annual season ticket between Chester and Manchester, and 8% would mean Swindon to Bristol commuters paying £312 extra. The retail price index figure—the usual figure used for rail fare rises—of 12.3% would burden Dover to London passengers by an additional £909 every year. Given that the rail recovery is fragile and given the Conservative cost of living crisis, does the Secretary of State agree with me that now would be the worst possible time for yet another brutal rail fare rise?
Mr Harper
I am glad the hon. Gentleman raises that question because he flags up a very important issue. There are only two places that revenue can come from in the rail sector—the passenger, through the fare box, or the taxpayer. I am very well aware of the challenges facing people with the cost of living and inflation, but we also have to make sure that the cost does not fall on taxpayers, many of whom never use rail services. One of the things we will do as we are making this decision is to weigh up exactly those two things—the pressure on the passenger through the fare box but also the burden that falls on the taxpayer. We will balance those, and when we have made a decision, we will announce it in the usual way.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
I welcome the Secretary of State and, indeed, his whole team to their places, particularly the new Rail Minister—the Minister of State, Department for Transport, the hon. Member for Bexhill and Battle (Huw Merriman) —who has gone from a colleague and a friend to an adversary in just a few weeks.
Last week’s Budget slashed funding for the Department for Transport by 30% in cash terms over the next three years. At a time when investment in net zero transport and boosting regional connectivity is more important than ever, to abandon a key part of national investment is reckless and irresponsible, and it will cause further damage to the economy. What representations will he make to his Cabinet colleagues in the Treasury about reversing these cuts and putting transport funding on a proper footing?
Huw Merriman
My hon. Friend is a true champion for rail in the north-east, and I know that he has been campaigning for the reopening of the line. I agree that the northern powerhouse means the entire north and not just parts of the north; that is the culture that I see. I commit to meeting him, Transport North East and other bodies that he wishes to invite for further discussion. However, I remind the House that funding budgets are tight for the Department for Transport and that not every single project that Members will want to see can be brought forward.
Louise Haigh (Sheffield, Heeley) (Lab)
I warmly welcome the new Secretary of State and the entire ministerial team—and in particular the former Chair of the Transport Committee, the hon. Member for Bexhill and Battle (Huw Merriman), who I am sure will bring his expertise and experience to the team. Of course, the problem for him and the benefit for the Opposition is that we know what he really thinks. [Laughter.] Has he managed to persuade the Secretary of State that the integrated rail plan under-serves the needs of the north and lets down those who require change the most?
Mr Harper
I thank my hon. Friend, the Chairman of the Foreign Affairs Committee, for her kind words. On the priority for spending on transport in rural areas, I represent a rural constituency myself, of course, and am well aware of the extra challenges in rural areas. We will take those matters into account as we develop our plans, following our settlement in the autumn statement.
Louise Haigh (Sheffield, Heeley) (Lab)
As we have heard in concerns raised by Members on both sides of the House, a crisis facing millions of people across the country right now is the total absence of reliable and affordable bus services. How much of the promised bus service improvement funding has actually been handed to local authorities? When will the Secretary of State reopen applications to cover the 60% of the country that did not get a single penny in the initial round?
Peter Dowd
I welcome the team to their places.
National Highways is planning to plough a road through the much-loved and used Rimrose valley, the only substantial green space in my very urbanised constituency, at a cost of up to £365 million—and that was before the current inflationary crisis kicked in. Perhaps the money could be better used to level up my constituency more constructively, rather than being allocated to a project that is at least 25 years out of date. So will the Department ask Highways England to scrap these plans, which are unwanted and unnecessary, and which will simply exacerbate—
Mr Speaker
Order. You all want to get in. This is topical questions and you have to be sharp and punchy. Come on, Secretary of State, you will give an example.
Mr Harper
Let me try to give a short, punchy reply. National Highways is well aware that there are a range of opinions and views about its proposals for the A5036, and it is committed to working with all stakeholders to try to achieve the right result for all. I am sure that it will have heard the hon. Gentleman’s clear opinions expressed in this House.
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
I thank my hon. Friend for his question. I can confirm that the Government’s proposed junction 10a of the A14 to the east of Kettering continues to be developed by National Highways as part of the pipeline of schemes being considered for development as part of RIS3.
Mike Kane (Wythenshawe and Sale East) (Lab)
Earlier this year, the then Transport Secretary said of the P&O scandal:
“we will never support those who treat workers with such callousness”—[Official Report, 30 March 2022; Vol. 711, c. 842.]
I now have evidence that its competitor, Irish Ferries, pays its seafarers just £5.50 an hour, yet in September Ministers awarded it a contract worth tens of thousands of pounds. How can the Government condemn the scandal of seafarers’ pay and then hand over taxpayers’ money without conditions to a company whose business model is based on poverty pay?
Mr Holden
I have had similar issues in my North West Durham constituency with Arriva over the past few months. It is looking at some of these plans and, as part of the bus service improvement scheme, £163.5 million will be heading to the north-east. We are just finalising the details on that and looking at how we can improve transport services in the future. I look forward to working with the hon. Lady and other colleagues across the region to deliver that.
Mr Speaker
I welcome the new Chair of the Select Committee on Transport, Iain Stewart.
Iain Stewart (Milton Keynes South) (Con)
Thank you very much, Mr Speaker.
I welcome the Chancellor’s announcement last week that capital transport investment will be a central pillar of the Government’s growth agenda. May I ask my right hon. Friend the Secretary of State when he will be able to set out a little more detail on which projects he will be prioritising, and make a bid for the next stages of East West Rail to be among the early ones?
Huw Merriman
We have had six excellent shortlisted bids, one of which of course is Derby. The Government remain committed to reform of the railways. We will be looking at all the options, and that includes looking at bringing forward legislation to make this happen and revealing the winning bid at that time.
Chi Onwurah (Newcastle upon Tyne Central) (Lab)
The work, business, leisure, family and educational lives of my constituents are being hugely undermined by atrocious bus services. I heard the Minister’s response to my hon. Friend the Member for North Tyneside (Mary Glindon), but the previous Secretary of State promised to meet me to discuss this as a matter of urgency. Will this Secretary of State keep her commitment and meet me?
Mr Holden
I thank the hon. Lady for her question; I will certainly meet her. I know how important bus services are, and I will also be meeting, hopefully in the near future, local authorities across the north-east so that we can hopefully deliver that £163 million for them as well.
Dr Neil Hudson (Penrith and The Border) (Con)
I, many constituents and countless people up and down the land struggle each week with the poor and unreliable service provided by Avanti West Coast. People are missing interviews, appointments, family events and social occasions. Can the Minister give the latest Government assessment of Avanti’s performance and confirm that nothing will be ruled out, including stripping it of its contract if it does not lift its game?
Huw Merriman
I am sorry for my hon. Friend’s experience and that of his constituents. We are working very hard with the Avanti team to get more services restored. In December, with the good will of the unions and the workforce, we will see an increase in weekday services from the current 180 to 264, which would be a greater number than before the unions decided not to work to the rest day agreement, which is something I very much regret. I am committed to ensuring that Avanti services improve, which I know is important to you, Mr Speaker, and all Members of the House.
Avanti West Coast Contract Renewal
Lindsay Hoyle Excerpts(1 year, 10 months ago)
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Kevin Foster
I have met FirstGroup to discuss the overall position of its franchise. It should be remembered that FirstGroup is also involved in running the Great Western Railway franchise, which runs fairly successfully in the south-west and Wales. Other parts of its operation are going relatively well, are well managed, are delivering good outcomes for customers and are supporting our agenda of growing the rail network. For example, GWR operates the Dartmoor line that was opened last year.
On TransPennine Express, we recognise that a number of factors have affected performance. Again, quite a lot of training is needed following the backlogs caused by covid and related to the line upgrades. It is clear that TransPennine Express services need to improve quite substantially. Again, we look to work with FirstGroup to get the type of improvement plan we want to see.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
I thank my hon. Friend the Member for Lancaster and Fleetwood (Cat Smith) for securing this urgent question because Avanti West Coast’s continued abject failures are simply unacceptable. Over the course of its contract, Avanti has had the fewest trains on time, more complaints than any other operator and a wholesale failure to train new drivers, which has led to the mess we have to endure today. Despite this, Avanti has been rewarded with a contract extension. The Tories, as usual, are rewarding failure, yet there are gaping holes in the improvement plan announced alongside the contract extension, which will prolong passenger misery.
On the busiest main line in the country, at the busiest time of year, there is not a single bookable weekend service between November and Christmas—not one. The service reductions that the Government signed off were supposed to increase reliability, but they have done the exact opposite. Can the Minister explain today when services will be available to book and why the Transport Secretary failed to demand that as a condition of handing over millions in taxpayers’ cash? Avanti is being paid precisely the same management fee as under the previous contract, even though hundreds of services are not running—why? Travelling across the north is also becoming next to impossible. Today, more than 40 services on TransPennine Express have been cancelled. As my good friend the Mayor of West Yorkshire, Tracy Brabin, lamented to me:
“It’s chaos and the Government must intervene.”
So why are they planning to hand TPE an eight-year contract for this service in May? Perhaps the Minister can enlighten the House as to whether they are preventing a deal between TPE and the workforce which could improve services in the short term?
Today, what the public need to hear from the incoming Government—yet another Government—is a serious plan to get travel across the north back on track; they need to hear a plan to restore services. If the Government cannot get that, they must withdraw the contract, because passengers are sick and tired of excuses.
Kevin Foster
Yes, I will. In fact, I have already spoken to some of Avanti’s most senior management and made that point, particularly following representations from hon. Members. I also reinforced it in a meeting I had with FirstGroup more recently, and it has an overall interest in the Avanti operation.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
There are 14 trains scheduled this Saturday from Glasgow to Euston, but last Saturday only three actually ran, and yesterday saw more than 15% of Avanti’s Glasgow services cancelled. People in Scotland and the north of England are being treated as third-class citizens. I doubt that the laissez-faire attitude of the Department for Transport when it comes to industrial relations at Avanti would last five minutes if home counties commuter services were being slashed in the same way. When are Ministers going to roll up their sleeves and get involved? Was Mick Lynch not right when he said in evidence to the Transport Committee that Scottish Government politicians:
“have an attitude where they want to resolve the issue, whereas sometimes when we meet politicians down here they want to exacerbate the issue and make us their enemy.”
And that was before the Government tabled their utterly regressive Transport Strikes (Minimum Service Levels) Bill; Tory party ideology is impacting taxpayers and passengers yet again.
The six-month extension is seen by everyone as kicking the can down the road. What work is ongoing right now to ensure that the DFT and Directly Operated Railways Ltd are ready to “take back control” of a key piece of cross-border infrastructure, and we follow the lead of Scotland in ending the disastrous experiment of privatisation?