Thomas Cook

Lord Faulkner of Worcester Excerpts

Wednesday 25th September 2019 Lords Chamber

[Lord Faulkner of Worcester (Lab)]

My Lords, the reason why the 150,000 Thomas Cook customers are able to be repatriated at no expense to themselves is largely because of the EU package travel directive that was agreed in 2015. Will she give us an assurance that, if the United Kingdom does leave the European Union, the protection given by that directive will continue?

[Baroness Vere of Norbiton]

I believe that that directive has been brought across and is in our law.

Railways: Newcastle and Edinburgh

Lord Faulkner of Worcester Excerpts

Monday 24th June 2019 Lords Chamber

[Baroness Vere of Norbiton]

I thank my noble friend for his intervention. I too am a traveller using South Western Railway and I was disappointed that services were interrupted last week. Obviously, we are encouraging discussions to continue. It is not good that strikes are taking place and that there are poor industrial relations on that particular line. We are doing what we can to make sure that the conversations continue.

[Lord Faulkner of Worcester (Lab)]

My Lords, remaining in the north of England for a moment, the Minister will know that I have tabled a Question about the provision of services between Middlesbrough and Whitby. Despite support from the community rail partnership, Northern railway is declining to put on any extra services. Could I have an Answer to that Question quickly? Perhaps the Minister will write to me if there is a problem with it.

[Baroness Vere of Norbiton]

I will have to write to the noble Lord about services between Middlesbrough and Whitby, but I can say that LNER plans to introduce direct services between Middlesbrough and London in due course. However, I do not know about the services to Whitby.

Transport: Freight Services

Lord Faulkner of Worcester Excerpts

Monday 7th January 2019 Lords Chamber

[Baroness Sugg]

My Lords, as I said, we absolutely are consulting Transport for the North on our funding, and we have committed that £2.9 billion to the trans-Pennine routes upgrade, which is the largest investment in existing railways at the moment. Obviously, the rail system is complex, crossing all parts of the country, and it is important that we co-ordinate it centrally, but we listen to the needs of people in the areas where we are making the investment.

[Lord Faulkner of Worcester (Lab)]

My Lords, does the Minister agree that the construction of a high-speed network is critical to the provision of extra capacity for freight on the entire rail network north of London, and not just to the Midlands but to the north-west and the north-east?

[Baroness Sugg]

I certainly agree with the noble Lord. Our railways are absolutely at capacity—we have seen a doubling of passengers—and we desperately need more space, which is what HS2 will deliver.

Railways: Reliability

Lord Faulkner of Worcester Excerpts

Tuesday 31st October 2017 Lords Chamber

[Lord Faulkner of Worcester (Lab)]

I join other noble Lords in thanking the noble Baroness, Lady Randerson, for securing this very interesting debate. I too welcome the Minister to her first railway debate. I am sure there will be many more and I hope she will be here to take part in those as well. There can be no one in your Lordships’ House who disagrees with the aspiration to improve the quality of Britain’s rail services. I remind the House of my railway-related interests as declared in the register, particularly my chairmanship of the Great Western Railway advisory board. I am also president of the Cotswold Line Promotion Group, and chair of the North Cotswold Line Task Force, which has been set up by Worcestershire County Council and is supported by all local authorities and local enterprise partnerships in the area to act as the catalyst for a better and more reliable train service.

As the noble Lord, Lord Patten, may remember from his days as the Member for Oxford, the principal obstacle to achieving this is the infrastructure, as there are still substantial lengths of single-track railway at both the Oxford and Worcester ends of the line. Short of closing the route altogether, which was talked about in the immediate post-Beeching era, no single decision damaged the reliability of rail services—not just on the Cotswold Line but on routes such as the noble Lord’s South Western Main Line to Exeter—as much as that to reduce a double-track main line railway to single track, because of the delays that inevitably creates at the passing points.

Apologists for the Governments at the time—both Labour and Conservative—argued that, as the railways were thought to be in terminal decline, taking out excess capacity and eliminating alternative routes were inevitable and necessary cost-cutting measures. What utter nonsense that was, and how short-sighted. While none of us who were working in the industry then could have foreseen the astonishing growth in passenger demand over the past two decades, just a small degree of foresight in the 1970s and 1980s—particularly leaving infrastructure in place rather than ripping it out—could have saved hundreds of millions of pounds today as Network Rail battles to restore capacity and reopen routes such as that from Oxford to Cambridge through Milton Keynes.

That leads me to High Speed 2, the project conceived by my noble friend Lord Adonis and supported steadfastly by all transport Ministers after him, and by an overwhelming majority of Members of this House and the other place. In my view, the argument in favour of High Speed 2 has now been comprehensively won, and we look forward to the publication of the hybrid Bill which will take the railway north from Birmingham towards the end of the next decade. When we weigh up the arguments, we should take account of what we know about High Speed 1, Britain’s first high-speed line, from London to the Channel Tunnel through Kent. As recently as last September, Visit Kent published a report to mark the 10th anniversary of the line. It found that since 2010, leisure journeys to Kent via High Speed 1 had increased ninefold, from 100,000 to 890,000 in 2016, and that the total economic impact of HS1 on the visitor economy in 2016 alone was valued at £72.7 million. For every High Speed 1 leisure journey made to Kent in 2016, £81.65 was added to the local economy. Since 2010, High Speed 1’s activity has led to the creation and support of 5,766 tourism sector jobs in Kent. These are real facts relating to a real railway, so when we hear about projections for High Speed 2 we need to take those into account and realise what the benefits to the Midlands and the north of England will be when the railway gets there.

The other really significant point to make about High Speed 1 is its astonishing reliability. In 2017, the average delay affecting all operators, including the high-speed domestic Southeastern services as well as Eurostar, is just six seconds per train—the sort of reliability figure that the Japanese railways achieve regularly with their high-speed trains. So, the lesson for High Speed 2 is that a new railway is a reliable railway. It is also a popular railway which attracts customers in greater and greater numbers and provides the capacity which our conventional main lines can no longer offer because demand has grown so much. Above all, these railways demonstrate, and provide the proof, that railways are central to economic growth and prosperity.

We have had a number of briefings for this debate. I particularly commend that of the Railway Industry Association, which points out that passenger numbers have doubled in the last 20 years, that the rail industry employs 240,000 people and contributes £11 billion gross added value to the economy, and that with a vibrant rail industry at home, we are now again able, as we did in the past, to sell our railway expertise abroad. As the Prime Minister’s trade envoy to Taiwan, I have had the privilege of leading a railway industry delegation to Taiwan, where there is huge interest in buying British expertise. I anticipate that I shall do that again in January. However, you need a vibrant rail industry at home before you can be credible when you are selling your expertise abroad.

This has been a good debate, and everybody has been reasonably positive. I learned more about the railways of north-east Lancashire than perhaps it was necessary to know, but it was great all the same to listen to the noble Lord, Lord Greaves, speak about that. I support his aspiration to take the Colne line through to Skipton. Indeed, I am a member of the pressure group that is attempting to do that. I look forward very much to hearing what the Minister has to say on her first outing at the Dispatch Box.

Railways: Northern England

Lord Faulkner of Worcester Excerpts

Monday 10th July 2017 Lords Chamber

[Lord Callanan]

The noble Lord is right: I do have an extensive list. However, I do not see that one on it, but I will write to him on that particular case.

[Lord Faulkner of Worcester (Lab)]

My Lords, I remind the House of my railway interests in the register. The Minister will be struck by the support that exists all over the House for the reopening of rural railway lines. Can I draw his attention to the report by the Association of Train Operating Companies in 2009, which looked at communities with more than 15,000 inhabitants, and at the potential for reopening services where they used to exist? There were 14 lines of the highest priority where there was either an existing freight line or a disused line. No Government have yet acted on that report, so will the Minister now please have a look at it?

[Lord Callanan]

I will certainly have a look at the report, now that the noble Lord has drawn my attention to it.