Rail Services from and to Scotland

Lord Walney Excerpts

Tuesday 20th December 2011 Westminster Hall

[John Woodcock (Barrow and Furness) (Lab/Co-op)]

Thank you for that sound advice, Mr Hollobone. May I say at length what a pleasure it is to serve under your chairmanship? I congratulate my hon. Friend the Member for Edinburgh North and Leith (Mark Lazarowicz) on securing the debate and on his excellent speech about a critical issue for, of course, Scotland, but also for the economy of the whole United Kingdom. Throughout the debate, it is important that we keep that in mind.

In recent weeks, we have heard concerning noises from the Scottish Government on the future of not only rail services in Scotland, but cross-border services, as my hon. Friend described. Given the franchise renewal timetable—two of the three major cross-border operations are due to be re-let in the next 24 months—this is a timely moment to discuss Government policy on cross-border rail services. He expressed the importance of the subject well.

On a personal level, as a twice-weekly user of the Euston to Glasgow service to return to my constituency, I am very aware of how well used and often overcrowded such services are. Although the train may be overcrowded this evening and a little late, the journey back home to my constituency for Christmas will be made all the sweeter for having had the chance to take part in the debate today, so, again, I thank my hon. Friend and congratulate him on securing this debate on the last afternoon before the Christmas recess.

It is important to talk about the improvements made to both lines into Scotland over the past decade. They were often made at a greater cost than should have been the case, but were improvements nevertheless. Despite the overruns and pain for passengers arising from the west coast main line upgrade, the end product was reduced journey times to Glasgow, with a more reliable service, operated by modern trains. One hundred and six extra Pendolino coaches, which were ordered under the previous Government, will arrive in the UK to provide extra seats on the route, and Lord knows they are needed at peak times.

The number of trains has steadily increased on the east coast route, with a half-hourly service to Edinburgh, which my hon. Friend mentioned, running for much of the day. The major timetable change, announced by the Labour Government last year, cut journey times and reintroduced a Flying Scotsman service, which takes just four hours between the capitals. The CrossCountry and TransPennine Express services into Scotland have benefitted from new rolling stock and increased frequency. Nevertheless, significant shortcomings in cross-border services remain, which is why the Scottish National party Government’s policy to cut Scotland off from the rest of the UK is so worrying. As an aside, it is also worrying that no SNP Members are here for a debate that affects the links between Scotland and the rest of the UK and that is directed at the alarming decision their colleagues in Government in Holyrood have brought forward and seem set to plough ahead with.

Even now, overcrowding on some trains limits the capacity for the modal shift that we would like from domestic air travel to rail. Walk-on fares are high and the cheapest deals sell out quickly. Passengers have to endure periods of very poor reliability, leading this week to the Office of Rail Regulation taking enforcement action against Network Rail due to poor performance on those routes. Ministers need to address those concerns when they make decisions on the future of the west and east coast franchises.

The proposals for a 14-year franchise on the west coast do not require extra capacity to be provided before 2026 and Ministers have scaled back the size of the inter-city express programme, designed to provide new trains and extra seats on the east coast. I am afraid that all that points to lack of clarity and ambition for cross-border services over the next couple of decades.

As ever, my hon. Friend led the charge on high-speed rail to Scotland. He made his case strongly, as he always does. It is important that we are clear that Scotland will benefit if we secure the scheme that is on the table, but still, unfortunately, remains in doubt—that is, a new high-speed line right the way through to Manchester and Leeds. With through-running on to the existing network, that will reduce journey times from London to Edinburgh and Glasgow by at least an hour. By bypassing the most congested parts of the east and west coast main lines, HS2 can allow for a step change in the frequency of cross-border services, which I am sure everyone in today’s debate would want to see. That is why we are continuing to urge the Government to introduce a single Bill on the full route to the north of England, rather than simply for the route to Birmingham, as is currently planned.

I know that the Minister will be particularly grateful for potentially having considerable time to wind up today and deal with where she is on that issue at length. She can perhaps give us a preview of the forthcoming announcement on HS2, which we all expect and hope will be made early in January. Ministers claim to be committed to the fully shaped network, but we need more than words. As mentioned on the issue of going all the way up to Scotland—it is the same for going up to the north of England—the principle remains that the business case for high-speed rail is far stronger if it extends to Manchester and Leeds. The benefits that that would bring to Scotland are a key part of that case.

However, it is understandable that my hon. Friend has focused his concern today on the “Rail 2014” document produced by Transport Scotland. As he said, obviously, the bulk of its contents deals with internal Scottish services. The threat of having fewer trains calling at fewer stations is certainly worrying for the constituents of my hon. Friends here today.

[Mark Lazarowicz]

I wanted to intervene on my hon. Friend before he moved off the subject of high-speed rail. Will he consider again the fact that it is of absolute importance that detailed planning for HS2 going to Scotland takes place at this stage, rather than waiting until the second hybrid Bill is going through the House? If we do that, bluntly, the chances are that high-speed rail will not go to Scotland for two or three decades. That would not be good enough.

[John Woodcock]

I hear—as do all hon. Members—the case that my hon. Friend has consistently made on that. The Government’s commitment to take the line only up to Birmingham and to legislate for that is alarming. Certainly, there is an opportunity here. Without delaying the building work and the commencement of construction by a single day, the Minister could easily create a single hybrid Bill that would legislate to take high-speed rail all the way up to Manchester and Leeds. She may want to say what the timetable implications are for the suggestion that my hon. Friend has made.

The cross-border services set out in the consultation document are remarkable. It is astonishing that a Scottish Government who claim to represent the whole of Scotland are suggesting the removal of through-services from London and other parts of England to towns and cities north of Edinburgh. That will force passengers to change at Edinburgh Waverley, with all the particular difficulties that my hon. Friend has laid out so well.

Under those plans, the roll-call of Scottish places that would lose their direct London trains is damning: Inverness, Dundee, Perth, Stirling, Falkirk, Kirkcaldy, Montrose, Arbroath, Aviemore, Pitlochry and Stonehaven. My hon. Friend the Member for Dumfries and Galloway (Mr Brown) has rightly raised concerns about the possible loss of the Glasgow to Carlisle through-service. That concern would be felt in my county of Cumbria to the same extent as it would in his constituency and beyond. By my count, under the proposals that the Scottish SNP Government have introduced, just five locations in Scotland would retain long-distance services into England.

As has been mentioned, those services are important to businesses across the north of Scotland—as much to the oil industry in Aberdeen as, for example, to bed and breakfasts in the Cairngorms. The direct service is appreciated by older people, by those with limited mobility and, indeed, by families with young children or heavy luggage. I recognise that this is outside the confines of the debate, but if we could have a direct service through to my constituency of Barrow and Furness, the prospect of being able to negotiate the buggy and a week’s worth of luggage would be greatly improved for many more people than me.

Returning to Scotland, obviously the content of the consultation is the responsibility of Scottish Ministers, who seem dangerously relaxed about restricting key transport links between Scotland and the rest of the UK. UK Ministers also have a responsibility. We welcome the Chancellor’s decision announced in the autumn statement to offer match funding to the Scottish Government to fund a replacement fleet of vehicles for the threatened sleeper services. In winding up, I hope that the Minister can tell us whether the Scottish Government have responded to that offer, whether she has made any direct representations on that issue and how the matter is progressing. Beyond that, can she let hon. Members know whether the UK Government will be responding to the Transport Scotland consultation?

[Mark Lazarowicz]

Would it not be an irony if new sleeper stock were purchased but there were no sleeper services to operate as a result of a change in the franchise? My hon. Friend might recall—although possibly not—that, a few years ago, trains were going to provide direct services from Scotland and the English regions through to the continent of Europe. Those trains were never used for that purpose and, for a while, they ended up on the London to Leeds services. I do not know what has happened to them now, but would it not be an irony if money were spent—£100 million—on new sleeper rolling stock that was not actually used for that purpose?

[John Woodcock]

It would be more than an irony; it would be a travesty. My hon. Friend is right to emphasise the continued importance of sleeper services. Although airports have expanded and capacity has increased, the sleeper service remains a hugely important way of connecting London with Edinburgh, Glasgow and beyond. We need to find a way to retain it, and it is alarming that the proposals will potentially withdraw it. Will the Minister therefore answer our questions about the sleeper services? Will she also tell us whether the through-trains to Aberdeen and Inverness will be protected when Ministers publish the requirements for the east coast franchise? Will she reaffirm the Government’s commitment to the bi-mode part of the inter-city express programme, which is key to allowing through-running to continue?

Ultimately, Scots and citizens in all parts of the UK will lose out if the SNP’s great railway robbery goes ahead. Over the years, SNP Members, who are not here today, have often been known as the Tories’ little helpers. It is now time for the Conservatives and their Liberal Democrat friends in the Government to show that they will not let themselves be the SNP’s little helpers as it pursues its agenda of cutting Scotland off from the rest of the UK.

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[Mr Russell Brown]

I thank the Minister for the information she has just given us. Is there a finite time for which that offer of money will lie on the table, after which she will need to say that it is no longer there? In her interaction with the SNP Government in Edinburgh, she will discover that they will prevaricate on a whole host of issues and that they tend to put one obstacle in front of another. Does she therefore have a finite time for how long that offer of money will lie on the table?

[John Woodcock]

Good question.

[Mrs Villiers]

That is a very good question. I am not aware that the Chancellor or the Department for Transport have set a time limit for the Scottish Government to respond, but rapid consideration of this important decision would be welcome, not least because of the support for sleeper services, which was mentioned by both hon. Members who have spoken. It behoves the Scottish Government to get a move on and make a decision on this. The Westminster Government have put their money where their mouth is in expressing support for the sleeper service and potentially allocating £50 million to support its long-term future. It is now for the Scottish Government to step up to the plate and decide whether they are prepared to match that funding or lose it.

Ultimately, the running of the sleeper service will be a decision for the Scottish Government, because it is part of the ScotRail franchise, which is devolved to the Scottish Government. Ultimately, Westminster will not take the decision. As I said, I recognise the concern felt north of the border about this proposal and others made by the nationalists in the Scottish Government. I hope the disadvantages of such proposals will be thoroughly considered when the Scottish Government ultimately decide whether to match the funding we have offered and include sleeper services in the upcoming ScotRail franchise.

The Government are committed to a range of other improvements on our rail network to support and improve cross-border services. As the hon. Member for Barrow and Furness (John Woodcock) said, the west coast main line was given a £9 billion upgrade under the previous Government to deliver faster and more frequent services. As he said, the delivery was somewhat painful for passengers, but real improvements have now started to be delivered. In addition, west coast passengers will benefit from 106 extra Pendolino vehicles, a number of which are already in operation, with the rest coming on stream over the next 12 months or so. The intercity express programme will provide a new fleet to replace the diesel 125 high-speed trains on services between London, Aberdeen and Inverness. It will also potentially replace the electric 225s on the east coast line if the franchise operator wishes to go ahead with that.

Significant improvements are being made to the infrastructure on the east coast line as part of Network Rail’s control period 4 programme, which is funded by the Government. These include major work on the joint line via Spalding and Lincoln to provide a diversionary route for freight and free up space for more passenger services. The long-awaited Hitchin flyover is also going ahead, as are major power supply upgrades to improve services for all passengers on the line, including those on cross-border services.

Those improvements will make a real difference to rail passengers travelling between Scotland and England. Although they are important, as the hon. Member for Edinburgh North and Leith outlined, they will not be enough on their own to deal with the long-term demand for inter-city transport capacity that our economy is expected to generate in the next 20 years. We expect rapidly rising demand for inter-city travel to outpace any measures we can realistically or practically take to boost capacity, given the constraints on existing lines.

That is why the Government have, this year, run a five-month public consultation—one of the biggest ever carried out—on proposals for a new high-speed rail network. The proposals would provide a step change in capacity and help bring our major conurbations much closer together. Our proposal for a Y-shaped national high-speed rail network would link London, Birmingham, Manchester and Leeds, with connections to the west and east coast main lines from the proposed new line. Those connections are crucial to today’s debate because they would allow the through-running of high-speed rail services on to the west and east coast so that passengers could reach Edinburgh and Glasgow without having to change trains.

The Y-shaped network, plus the ability for trains to run off it and on to the existing network, would, as we have heard, cut journey times between Scotland’s two biggest cities and London to about three and a half hours. That is an hour less than many of today’s services. Such journey time reductions could give significant connectivity and economic benefits to Scotland. I know that those things are important to many in Scotland, including, I am sure, the constituents of the hon. Member for Edinburgh North and Leith.

There are also benefits in relation to air-to-rail switch, which is worth mentioning in this context. Experience shows that when rail journeys come down to three or four hours, they become more competitive with air services. The coalition Government’s proposal for a direct link to Heathrow as part of phase 2 of the Y network would provide important connectivity benefits to Edinburgh and Glasgow, with a seamless and effective connection to our major hub airport.

[John Woodcock]

The right hon. Lady has mentioned the benefits of the Heathrow spur in the context of going all the way to Scotland. Has she not seen, for a long time, the value of going via Heathrow in the first phase, rather than building an extra spur afterwards at greater overall cost to the taxpayer?

[Mrs Villiers]

I think that there is consensus between the parties that it is essential to have a connection to Heathrow. The Government’s proposal to include a spur as part of phase 2 would provide a top-class link to Heathrow, which would be great for passengers in both Scotland and England. As to the route that the Opposition have been considering, although they chose not to submit it to the consultation, I believe that others have submitted routes that are more or less identical, and I assure the hon. Gentleman now, as I have before, that all the route options presented for consultation will be rigorously assessed before the Secretary of State makes her decision on High Speed 2, and, if she goes ahead, before she makes her decision on the route.

There is a detailed process—and it is right that it is very formal—to ensure that every person who contributed to the consultation will be listened to, and that their representations will be dealt with fairly. The shadow Minister invites me to pre-empt the Secretary of State’s decision on that. He knows that that would not be a terribly wise career move. I assure him that she will announce her decision soon, but he will just have to wait for her to make the announcement. It would be unwise of me to pre-empt it with one of my own.

[John Woodcock]

It would be good if the Minister could say a little more about whether the proposal for a single Bill is under active consideration. There is cross-party consensus on that, so would not it make more sense, in relation to both the business case and the stability of the project, to lock in a single Bill now, and take things forward together?

Given that we have time, perhaps I may make a second point. In opposition, the right hon. Lady was in favour of going to Heathrow as part of the first phase. That must count for something, must it not?

[Mrs Villiers]

I always have been, and continue to be, strongly supportive of a connection between HS2 and Heathrow. I am also strongly supportive of a thorough, evidence-based consideration of all the options on routes, which is exactly what the Secretary of State is undertaking. I imagine that, as we debate, she is probably poring over the detailed submissions summarising the consultation, which provide her with all the information that she needs to take a decision on whether to go ahead with the project as a whole, and, if so, on the best route. I am confident that she will take the right decision. As I have said, the shadow Minister will have to wait just a little longer to hear that. He well knows that the coalition’s plans and proposals include a direct link to Heathrow in phase 2.

On the hybrid Bill, again, as we have had many opportunities to debate, the Government have concluded that the best way to take HS2 forward as efficiently and rapidly as possible is by two separate hybrid Bills—one for the first phase in the west midlands and one for the second phase to Manchester and Leeds. There are pros and cons about the procedures either way, but changing course now and suddenly deciding on a hybrid Bill to accommodate both phases might slow down the project. I think it would be risky. What is important is that once the Secretary of State has made a decision we should take whatever steps are needed to press ahead promptly with implementing it. I hope that the cross-party consensus that the shadow Minister has mentioned repeatedly will prove useful in proceeding with high-speed rail if that is the outcome of the Secretary of State’s deliberations.

Of course, the goal set out in the coalition agreement is to deliver a genuinely national high-speed rail network. It is therefore a timely moment to consider the impact on Scotland. Although the Y network that we propose would bring important benefits to Scottish passengers and the Scottish economy, because of the journey time savings that we have talked about and the relief of capacity pressure that the shadow Minister referred to, we still recognise the strong support for extending the proposed new high-speed line north to Scotland in the future.

The Government share the aspiration of the hon. Member for Edinburgh North and Leith for high-speed rail one day to extend north of the border all the way to Edinburgh and Glasgow. He will appreciate that, constitutionally, the Scottish Government have responsibility for the rail infrastructure north of the border, including funding it. However, if we go ahead with HS2, phases 1 and 2, we will certainly expect to work with the Scottish Government on identifying and considering options for expanding the proposed high-speed network in the future. I assure him that there is no need to wait for completion of either phase before serious work is started in relation to potential further expansion of the network.

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[Mrs Villiers]

Mr Hollobone has given us great latitude to wander far and wide in the debate, but I am afraid that I do not have a very detailed knowledge of the history of the construction of the M6. I assure the hon. Gentleman that it is always wise to learn lessons from what has gone wrong with previous transport projects. I reiterate the importance that we place on playing our part to supply a high-quality transport network for the country as a whole. As I have said, infrastructure matters north of the border are rightly devolved to Transport Scotland, but we recognise the importance of our decisions on high-speed rail taking into account fully the interests of the economy and passengers in Scotland. That is why we are happy to engage with Scottish hon. Members and the Scottish Government. We need to view, with careful scrutiny and perhaps some scepticism or reservation, the promises that Scottish Ministers are now making about high-speed rail. It is difficult to judge whether their promises on funding are watertight, but we certainly welcome the enthusiasm with which they support the principle of high-speed rail.

Before moving on to through services on the current network, I will respond to the shadow spokesman’s criticism that the Government were somehow insufficiently supportive on high-speed rail. I remind the hon. Member for Barrow and Furness that we were the first to champion the benefits of high-speed rail. Indeed, we were doing so when Labour’s 30-year strategy for the railways, published in 2007, had no place at all for high-speed rail.

One of the other key issues raised by the hon. Member for Edinburgh North and Leith was the controversial consultation document issued by Transport Scotland on the service pattern for the new ScotRail franchise to be let from 2014 onwards. As we have heard, that has posed a question on whether services north of Edinburgh should be a matter for the Scottish franchisee. As we have heard, that would mean cross-border services terminating at Edinburgh Waverley, with onward connections to Aberdeen and Inverness provided by ScotRail. That proposition has been dubbed the “Edinburgh Hub” by Transport Scotland.

As we have heard, the Scottish Government make three assertions on the effect of that change. First, they assert that it would return greater revenue to the Scottish franchisee and reduce taxpayer subsidy—that might be a controversial claim. Secondly, they claim that moving to just one operator would improve resilience—that ought to be carefully tested. Thirdly, they claim that the change would give the ScotRail franchisee more freedom and flexibility in timetabling and running services. Fourthly, they claim that there are advantages in vesting control over services north of Edinburgh in a Scottish franchisee with no reliance on services specified by the Department for Transport.

One of my concerns is whether that is an ideologically-driven proposal motivated by a wish to control as many rail services in Scotland as possible. I would be very concerned if that was a motivating factor behind Transport Scotland’s fairly startling proposals. It is very important for the decision to be made on a clear and calm assessment of the potential effects of such a change.

The proposals generated considerable opposition and debate in Scotland. We have had discussions with the Scottish Government and Transport Scotland about the implications of such a change. As hon. Members might recollect, this issue has cropped up before. In considering whether to proceed with the intercity express programme, the Westminster Government looked at whether east coast services should terminate at Edinburgh, so that they could all be provided by electric trains. We decided against a rolling stock option that would have required passengers to change trains at Edinburgh, because we were concerned about the implications of such a change. That is the conclusion that we reached, so, as the hon. Gentleman invited me to say, I certainly would have reservations about the Scottish Government’s proposal.

If, following the consultation, the Scottish Government decide that they would like this change to take place on the east coast line, we would of course consider their proposal in accordance with our mutual respect agenda. However, hon. Members have been clear in outlining the disadvantages of such an approach, which, as I have said, would have to be very carefully considered. It is disappointing that no one is here to defend the nationalists’ position or explain why they have chosen to consult on such a controversial proposal.

[John Woodcock]

I appreciate what the Minister is saying, but if she feels so strongly, would it not make more sense, for good governance, to be clear now that the proposal is not a goer? We would not need to go through the consultation, wait for a response and see whether something comes through. If she made it clear that this is not something that she would accept, it would allow people to go forward with greater clarity.

[Mrs Villiers]

I think that that would be unwise, because the Government take devolution very seriously. We are talking about rail services provided in Scotland. It is certainly not at all unreasonable for the Scottish Government to wish to have an input in how those services are run. At this stage, it would be inappropriate for the coalition to start dictating the outcome of a consultation on the ScotRail franchise. I will therefore confine my remarks to saying that we would have reservations about a route down which we did not chose to go in relation to the IEP, but we will listen to the Scottish Government if they choose to pursue that further.