Wessex Route Study (Passenger Capacity)

Lord Young of Cookham Excerpts

Tuesday 2nd December 2014 Westminster Hall

[Sir George Young (North West Hampshire) (Con)]

It is a pleasure to serve under your chairmanship, Mr Streeter, and to follow the right hon. Member for Exeter (Mr Bradshaw), who is a fellow former chairman of the all-party group on cycling—I propose to say something about bicycles in a moment.

I congratulate my right hon. Friend the Member for Basingstoke (Maria Miller) on her choice of subject and on the way in which she made her case. My constituents are further west than hers, but they share an interest in increasing the capacity from Basingstoke to Waterloo. I commend her on the commitment to her constituents that she has shown in leading the campaign to drive up the quality of the service from Basingstoke to Waterloo.

As my right hon. Friend and the right hon. Member for Exeter both said, this is a timely debate, as the Network Rail-South West Trains alliance route study has just been published for consultation. It is a good example of how the public and private sectors can work together for the benefit of customers by taking local ownership of a problem and producing a collaborative solution. It is a thorough document running to 159 pages.

To put the debate in context, nearly 20 years ago I went on the first privatised train service from Twickenham to Waterloo. It was at 10 past 5 in the morning on Sunday 4 February 1996. The franchisee was South West Trains, which has retained the franchise. A fare dodger joined us, thinking that the train would be sparsely populated. Sadly for him, there were 100 journalists and 10 revenue protection officers on the train, so his crime was swiftly detected.

I mention that journey to emphasise how the context has changed in the past 20 to 30 years. Before privatisation, the only sources of investment in Wessex rail services were British Rail and the Government. If there was pressure on Government spending, the railways had to bear the pain. Nowadays, HMG are not the only source of investment, although I commend the Minister on the deal his Department has done with the Treasury. We now have rolling stock operating companies and train operating companies, which can invest in station improvements and service development using private funding.

We have also created a railway operating industry, which we did not have before. We have bus companies, airline companies and shipping companies. Train operators from overseas bid for franchises, thereby driving up the quality of the service for rail passengers. That was simply not possible when British Rail had a monopoly. The new system keeps the franchise holders on their toes.

Since winning the franchise some 20 years ago, South West Trains has done much to build on what it inherited. Crucially, it has increased services. We now have two trains that run at off-peak times to Andover. It has also increased capacity, which I will return to in a moment. There has been significant station investment at Overton and Andover, where we have a new newspaper and coffee shop, a refurbished waiting room and a new ticket office. I commend the regular surgeries that South West Trains holds in the House, at which Members of Parliament can discuss issues on behalf of their constituents.

However, South West Trains has become the victim of its own success, as my right hon. Friend the Member for Basingstoke explained. It has attracted more people to the railways, and there are now serious capacity issues. My constituents who return home in the evening often have to stand from Waterloo to Basingstoke because of the pressure on capacity. For those who travel in the morning from Andover, by the time the train reaches Whitchurch and Overton it is often standing room only. There is enormous pressure on seating at off-peak times—for example on Sunday evenings when university students are returning. As my right hon. Friend said, that problem is likely to become more acute. There is a forecast 40% volume growth over the next 30 years. Andover, like Basingstoke, is growing fast, with major expansion towards the east of the town, and both Overton and Whitchurch are likely to have more commuters.

The west of England line will be a vital lifeline when the A303 is dug up. As we heard yesterday, there will be a major improvement at Stonehenge, which I suspect will cause disruption, so people will rely on the west of England line. As the right hon. Member for Exeter said, it is a vital artery to the south-west, and it was the only rail connection during the bad weather a few months ago.

The problem at the moment is the massive constraint on capacity between Basingstoke, Woking and London. That is the key issue addressed by the timely Wessex route study, which rightly takes a long-term view of what needs to be done. I strongly support the measures to speed up journey times and increase capacity on the west of England line from Basingstoke to Salisbury by electrification and investing in faster and better rolling stock. The study proposes possible solutions, including running double-deck trains to Basingstoke and increasing some line speeds to 125 mph—something available for more than 40 years on other lines, such as the Great Western railway line.

If possible, we would like more carriages during the off-peak period. Often, the trains to Andover have three cars, which are under pressure. I would have thought that more rolling stock was available. Ticketing technology should be utilised. I would like to be able to print my ticket at home, which one can do on some lines, but at the moment one cannot do it on that franchise. I hope that in due course travellers will be able to swipe in and out at both ends of their journey.

One needs to keep an eye on the balance between first class and standard class to ensure that there is not over-capacity in first class and congestion in second class. We need to keep an eye on provision for bicycles—I am sure the right hon. Member for Exeter agrees. The most cost-effective and environmentally friendly way of making a journey is to bicycle to the station, go by train and bicycle at the other end. To do that, the trains must have the capacity to carry bicycles. I hope that will be a provision in the franchise.

We need a rail link to Heathrow from Woking station. There was a proposal, which I think was called air link, when I was in the Department that is now graced by my right hon. Friend the Member for South Holland and The Deepings (Mr Hayes). In the study, it is now called the southern rail access to Heathrow. A lot of travellers from the south-west want to get to Heathrow. At the moment, they must get off at Woking and catch a bus. It would be much more convenient for them to simply get on a rail link to Heathrow. I think the track is there for most of the journey, and I hope that my right hon. Friend the Minister will confirm that that remains a priority.

There are some local issues on which Kit Malthouse, who I hope will be the next Member of Parliament for North West Hampshire, and I are campaigning. There are real constraints on car-parking capacity at Andover, Overton and Whitchurch stations. There are proposals for a two-storey car park at Andover, which is urgently required. We also need more capacity at Whitchurch, where land is available to the north of the station. There is a proposal for a private operator to provide a passenger service from Andover to Ludgershall, perhaps on a steam train. It is supported by my neighbour, my hon. Friend the Member for Devizes (Claire Perry), a fellow Minister in the Department of my right hon. Friend the Member for South Holland and The Deepings. The Ministry of Defence has kept that line working—it is not used very often. I hope that my right hon. Friend the Minister will smile on a proposal to have a privately-run steam train on that branch.

Finally, I want to underline the point made by my right hon. Friend the Member for Basingstoke. We have done as much as we can with the existing infrastructure, and we now need a step change to increase capacity. The study offers a way forward. I hope that my right hon. Friend the Minister, when he winds up the debate, will smile on it and commend it as the right way forward.

--- Later in debate ---

[The Minister of State, Department for Transport (Mr John Hayes)]

What a pleasure it is to serve under your chairmanship, Mr Streeter, and to be Rail Minister for a day! It is not the first time, as I have already performed once in that capacity, but I am delighted to do so again, particularly in response to the Adjournment debate of my right hon. Friend the Member for Basingstoke (Maria Miller). I congratulate her on securing it.

My right hon. Friend has once again shown that she is a great champion of the interests of the people of Basingstoke. She has also brought to the Chamber’s attention some wider issues, which I shall attempt to address in the limited time available. Should I not be able to get to all the matters raised by hon. Members—and there were many—I shall certainly write to them with details afterwards.

I think it was G.K. Chesterton who said:

“The centre of every man’s existence is a dream.”

It was that spirit that led to the creation of this country’s railways; without the vision and the dream, the reality would not have happened. That spirit, vision and passion for railways is needed at the core of future policy. Of course utility matters, but we must not be constrained by facts. We must have a big view of what railways can be, and what we can achieve. I shall attempt to imbue all that I say today with that passion for what railways can be.

My right hon. Friend made it clear that we are going through a railways renaissance. She was right to highlight the doubling in passenger numbers and to say that the prophecies of the prophets of doom at the time of privatisation have been frustrated by the response of the railway industry and passengers to the opportunities provided by rail travel. I was grateful that she brought that to the attention of the Chamber.

Across Great Britain, railways are playing an increasingly important role in economic development, are they not? When we speak of travel and transport, we need to speak of well-being as well as the economic effect, although the economic effect is not inconsiderable. Rail links people to their homes, jobs and recreational pursuits. That is particularly true across the south-east commuter network, including the Wessex route. As my right hon. Friend said, passenger numbers have doubled across the country in the past 15 years, and the Wessex route is no exception.

It might be helpful to begin with if I were to explain that Network Rail’s Wessex route encompasses the long-distance routes of London Waterloo to Portsmouth, Southampton, Weymouth, Salisbury and Exeter. It also serves the north downs line, linking Reading and Guildford to Redhill and Gatwick airport. It is therefore a vital component of the railway network, transporting millions of commuters into London and providing essential links to Gatwick and Southampton airports. I promise the right hon. Member for Exeter (Mr Bradshaw) that I will deal with the south-west part of the network, as I attempt to address the range of matters raised in this important debate.

South West Trains operates about 1,700 services a day, and about 222 million passenger journeys were made on its trains last year. In Basingstoke station alone, there are more than 5 million entries and exits a year. In debates such as these, I like to offer Members rather more than a litany of what we have already done and to give them the prospect of what we intend to do. I am delighted to tell my right hon. Friend the Member for Basingstoke today that South West Trains is currently developing plans for improvements to the forecourt of Basingstoke station. Those works are yet to be guaranteed, but, if approved, they will start next year, with an estimated value of £30,000. We want to make the station as attractive as it can be and that work on the forecourt will do just that.

Crowding on services to Basingstoke and other destinations along the south west main line to London Waterloo, the UK’s busiest railway station, is, as my right hon. Friend said, a continuing challenge. One might say that it is a well-known issue. Ensuring that there is enough capacity on trains is one of the highest priorities for passengers and it is one of the key issues that we are tackling head on. The matter has been raised by a range of speakers in the debate, including my right hon. Friend the Member for North West Hampshire (Sir George Young), my hon. Friend the Member for Winchester (Steve Brine) and the hon. Member for Nottingham South (Lilian Greenwood). I am pleased and extremely proud that the Government have pledged more than £38 billion in support for the rail industry in England and Wales over the period 2014 to 2019. That massive investment will significantly contribute to improving the capacity and quality of the network, which is seeing such a big growth in demand.

I will return in a moment to another aspect of what my right hon. Friend raised. She is right to say that, in anticipating capacity demand, we need to look across government at the effects of other policies: the consequences of our plan for growth and the relationship of that with transport and travel—rail travel, in particular. In that spirit, she will be happy to hear that the investment I described includes a significant commitment to the South West Trains network.

It may be helpful if I explain to my right hon. Friend and other Members the process for delivering capacity improvements, because that was raised by both my right hon. Friend the Member for North West Hampshire and my hon. Friend the Member for Winchester. Essentially, it is a two-stage process. In the first instance, it is necessary to tackle the issues that constrain the suburban network in order to create the extra platform capacity at London Waterloo station. That will allow the industry to address the mainline capacity issues, which will benefit my right hon. Friend the Member for Basingstoke, her constituents and other constituencies. As I pledged earlier, in providing that extra capacity at Waterloo, we will also look at the style and character of that station. In a sense, we raised the bar at St Pancras and King’s Cross and people now expect the look and feel of London stations to match the best. We can do more in those terms at Waterloo.

In September, the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes (Claire Perry), announced the latest capacity enhancement to be contracted with South West Trains. As part of plans to provide capacity for an extra 24,000 peak-time passengers each day, 150 new vehicles are being manufactured by Siemens to be put into passenger use by the start of 2018. However, the hon. Member for Nottingham South—as she said, I know her constituency well—made a good point in saying that we need to ensure that our policy is coherent. We need to be certain that the changes we make to rolling stock are integrated with the other necessary engineering considerations. I will ask officials to look afresh at that to ensure that we are pulling together all the necessary decisions in the way she proposed.

On the introduction of the new fleet, I should say that existing trains will be cascaded, which will provide some additional mainline capacity, including one additional peak service from each of Basingstoke and Woking. That is in addition to the extra 108 carriages that are already starting to arrive and are being put into passenger service, to increase capacity each day by 23,000 at peak times. A similar cascade is also adding capacity to a number of peak mainline services that are not already operating at maximum capacity. That issue was raised during the debate and it is very much part of our thinking.

During the same period, Network Rail will carry out major enhancement and renewal works in and around the Waterloo area at a cost of several hundred million pounds. The signalling system that covers much of the suburban network needs to be renewed, as my right hon. Friend the Member for North West Hampshire said. As part of that project, a new turn-back facility will be created so that an additional four services can operate at peak times from Hounslow to Waterloo.

By 2017, Network Rail will have carried out works to bring the remaining four platforms at the former Waterloo International terminal back into full operational use for scheduled domestic services, restoring a vital piece of the south western route infrastructure to domestic use. The availability of those extra platforms is essential to the plans to extend platforms 1 to 4 at Waterloo. Those platforms serve the main suburban routes and, once extended, they will be able to accommodate 10-car-length trains. That will remove the last constraint that has for many years hampered plans to increase mainline suburban capacity beyond trains with a maximum of eight cars.

All that takes time, and considerable effort in planning, to minimise impact on passengers. That point has been made and I recognise that people will have concerns—these are major engineering schemes and, as they are implemented, we need to ensure that disruption is minimised. There will be some disruption, however, so we have made it clear to the south-western railway that it will have to deliver high-quality communication to its passengers about what that will mean to their daily journey as it makes its plans.

However, I have every confidence that the long-term capacity uplift will be warmly welcomed by passengers and the prospect of better services will make short-term disruption more acceptable. My experience is that, when people know where they stand, they can adjust their arrangements accordingly, but it is important that we get the information out. I will endeavour to ensure that Members in affected areas are informed of the changes at the earliest opportunity so that they can act as one of the conduits for the dispersal of that important information. We will look at other mechanisms as well.

I understand that, even with this investment, some of the capacity issues on the main line remain and that that is a source of some frustration for my right hon. Friend the Member for Basingstoke and other Members. I therefore turn to the process for securing further investment in the railway.

To begin with, it may be useful to explain that major investments in the railway are funded on the basis of five-year funding cycles known as control periods, as hon. Members have mentioned. We are currently in control period 5, which began earlier this year and will run until 2019. During this control period, the Government are providing Network Rail and the rest of the rail industry with more than £16 billion to upgrade and enhance the networks in England and Wales. It is from that funding pot, known as the Government’s rail investment strategy, that many of the capacity enhancements I have already referred to will be financed.

The right hon. Member for Exeter asked specifically about services to his area. As he knows, although the rest of the Chamber may not—you will know this, Mr Streeter, given your local expertise—Exeter has two routes to London. The great western line is being upgraded during control period 5. That will include a number of resilience improvements, but I will ask that they are considered closely again to take account of some of the points that he made. The second route, via Salisbury, enjoys less demand and has less capacity. I think, however, that the route study needs to consider longer-term options to increase capacity, with more passing places and options for electrification of that route. As a direct result of this debate and the right hon. Gentleman’s overtures, I will ensure that we look at that closely and communicate those thoughts to him.

My right hon. Friend the Member for North West Hampshire, speaking with all the expertise from his own involvement in this Department as a distinguished Minister many years ago, before I entered the House—I was going to say “when I was a child”, but that would be something of an exaggeration—raised any number of fascinating matters. I will make all kinds of commitments to him, because if one is the Rail Minister for the day, one can do just that. The civil service will be shaking in its boots as I make this speech.

[Sir George Young]

Go for it.

[Mr Hayes]

Ongoing developments for cycle space provision should be part of all franchises, in my judgment, and from today they will be.

The business decisions of train operators on the issue of first and standard class balance has been raised by a number of hon. Members, including my hon. Friend the Member for Winchester. We need to ensure that we make best use of space on trains. That use will vary from time to time and I do not want to make any prescriptive judgment, but discussion of that issue needs to take place regularly, based on a proper analysis of use. If, as has been described, some carriages are empty and others are full to the point of bursting, we need to respond to that situation.

The argument about Heathrow southern access was a really good one. We need to have a new study on that issue, which should begin this autumn and which should be published as soon as possible, ideally—indeed, at the latest—by early next year, and we need to consider what more can be done.

On the issue of car-parking capacity, it is important that we identify demand and sites for car parks, and I am more than happy to commit to working with local councils to do that. Perhaps we just need to drop a line to those local authorities to remind them of our willingness to have that kind of dialogue, particularly where we know, from Members across the House, that there are pressing problems. There is a history at certain stations of parking issues, so perhaps we can initiate some new thinking on that.

When they think of railways, everyone thinks of Stephenson; some, with a more curious turn of mind, think also of Hodgkinson; and all romantics—such as you and me, Mr Streeter—think of Jenny Agutter and John Betjeman, do we not? We think of “The Railway Children” and Betjeman’s advocacy of the romance of rail. To that end, I would be very happy to facilitate contact with Network Rail to allow the steam train that the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes, who has ministerial responsibility for rail, has pressed for. Indeed, the case for that train was amplified today by my right hon. Friend the Member for North West Hampshire. Let us allow this to happen, and in that spirit let us look again at the historic estate. We have many old railway stations, some of which could be brought back into use. We also have many glorious signal boxes; more of them should be listed. Let us once again be bold and ambitious to have our dream of the romance of rail, and turn that dream into a reality.

My right hon. Friend talked about the capacity issue. Of course, his area will benefit from the commitment to increase capacity at Waterloo during the period between 2014 and 2019, and from proposals to “grade separate” working junctions in control period 6. I will come on to that in a moment, because it is important to say first that the process for identifying possible investments and upgrades for the next control period—between 2019 and 2024—began recently. As such, there are opportunities for my right hon. Friend, other Members and the public in general to contribute to this process and to influence the Government’s next rail investment strategy.

When these drafts are issued, it is important that right hon. and hon. Members understand that they can play a part in shaping the final outcomes. When I last spoke on railway matters, I emphasised that these things are not set in stone. The whole process is by its nature consultative, and drafts should not be deemed to be the final word on these matters, but instead a catalyst for fresh thinking, with right hon. and hon. Members playing a vital role in the process.

I return to the specific part of the railway under discussion today. Network Rail recently published its draft Wessex route study for just that kind of consultation. It highlights the network constraints in the area of Basingstoke, which include a mix of speed limits and the confluence of several lines. Due to its location on the south-west main line, Basingstoke suffers from the convergence of several routes further up the line at Woking, as my right hon. Friend the Member for Basingstoke suggested.

For those reasons, two of Network Rail’s emerging priorities for the next control period are, as I said earlier when dealing with my right hon. Friend’s questions, to “grade separate” the junctions at Woking and Basingstoke. For the benefit of those Members who do not speak in railway terms, as I myself did not until very recently, that term refers to the lifting, via a bridge, or dropping, via a tunnel, of a track over or under another, which means that trains moving in one direction do not get in the way of trains going in the other direction, preventing some of the frustrating stopping and starting with which many rail travellers are familiar.

In addition, the draft route study sets out options for the possible introduction of double-decker trains between Basingstoke and London; such trains were mentioned earlier in the debate. Although they are a common sight in other European countries, they have not really appeared on the British rail network, partly due to the height of some of our Victorian tunnels and bridges. As I have said, because I value the historic estate I would not want to see those tunnels and bridges being disregarded. Nevertheless, while the introduction of double-decker trains would necessitate the adaptation of the network, Network Rail is of the view that they may be a viable option on certain lines, and I am sure that my right hon. Friend and her constituents would relish the chance to lead the roll-out of such exciting technology on their line, becoming early beneficiaries of the additional capacity that it would bring.

Let me reiterate that these ideas are some of the emerging views for control period 6. The draft route study has been articulated and published by Network Rail, based on the information available to it at the time the route study was published. Indeed, the document acknowledges that the dominant issue is the need to provide sufficient capacity in peak periods, and consequently it has focused on developing choices to address that issue where needed, such as options to increase peak main-line capacity through use of new technology and “grade separated” junctions.

To that end, Network Rail is working with Transport for London, local authorities along the route and other stakeholders better to understand their views on these matters. My right hon. Friend the Member for Basingstoke eloquently and clearly outlined the other pressures that are likely to affect capacity. I know that she is concerned that the housing growth that is planned in and around her constituency will have a dramatic impact on that demand-supply balance.

I want my right hon. Friend to know today that I understand that concern, and that the Government appreciate the point she made about the importance of ensuring that wider policies are fully taken into account when capacity on this line is being planned. The case she has made has been heard by the Government and will be built into our further considerations.

Cycling

Lord Young of Cookham Excerpts

Thursday 16th October 2014 Commons Chamber

[Sir George Young (North West Hampshire) (Con)]

I congratulate the all-party group on securing this debate, which is the third such debate in this Parliament. I was precluded by ministerial office from contributing to the earlier two, although I attended them, but I am now unconstrained.

I pay tribute to the work of the all-party group on cycling, The Times, British Cycling, Sustrans, Living Streets, CTC and all the other cycling organisations that have helped to propel cycling up the political agenda. A substantial number of cyclists in North West Hampshire have e-mailed to ask me to support the campaign, which I do.

I also pay tribute to the Minister, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), who is replying to the debate and who himself travels regularly on two wheels—as, indeed, I do. I commend him for the way in which he has responded to the campaign and engaged with the key stakeholders. Within the Lycra suit of public expenditure constraint, no one could have done more than him. I also commend the progress made by the coalition Government in recent years under the leadership of my right hon. Friend the Secretary of State for Transport. I am delighted that they are both present. They have both been pedalling hard and I urge them to press even harder on the pedals in the remaining months of the Parliament. For example, we have an autumn statement coming up soon, and it would be helpful if the Chancellor were able to mention cycling in that statement and how it might be supported in the future.

I want to make a brief contribution by putting in perspective this ongoing campaign by MPs to get a better deal for cyclists. On 11 July 1975, nearly 40 years ago and before some contributors to this debate were born, I initiated an Adjournment debate on cycling, along with our former colleague Anthony Steen. The two of us took over the APPG, which had been free-wheeling for many years, in order to raise the profile of cycling. The debate took place at 4 pm on a Friday—that was when we had the Adjournment debate in those days—and I quoted Ernest Marples, who said in 1968:

“there is a great future for the bicycle if you make the conditions right. If you make them wrong there isn’t any future.”

I presented the Minister who was replying, Denis Howell, with a cyclists charter: a bicycle unit in his Department; cycle lanes through the royal parks; more proficiency courses for children; a direction from the Department that, in all new development, provision should be made not just for the cyclist of today, but to encourage the cyclist of tomorrow, by separating his journey from that of the motorist; the identification of cycle priority routes; a 10-second start at traffic lights; and more provision for bicycles on trains, with more covered parking spaces at stations.

Unlike what is going to happen today, the response from the Minister was disappointing. My suggestions were described by the then Minister as “interesting”. This was before the time of “Yes Minister”, but I knew enough about Whitehall to realise that “interesting” meant “absurd.” The very first point he made was that cycling was dangerous, and I am afraid that that coloured the whole response to the debate.

I was told that differential timing at traffic lights would be a costly operation, and the Minister did not know how the motoring public would take to it. Although British Rail was a nationalised industry at the time, the Minister washed his hands of the idea, saying that he hoped I would do better with my campaign than Ministers. On cycle lanes—or traffic lanes, as he called them—I was told it was difficult to provide them in the middle of Birmingham, Manchester or London. On a cycling unit, he said:

“I cannot accede to the request that my Department should set up a separate cycling advisory unit…We already have a traffic advisory unit.”—[Official Report, 11 July 1975; Vol. 895, c. 1026.]

Undeterred by this response, Anthony Steen and I set up a parliamentary bicycle pool, years ahead of Boris. For £5, Members could join and borrow a bicycle for their journey around the capital. We had a good response, particularly for the photo opportunity in New Palace Yard which launched the scheme. Jo Grimond was good enough to join us. Members who had not been on a bike since they did a delivery round took again to two wheels.

It was not an unqualified success. At midday, Members would take out a bicycle and cycle off to their lunch. Owing to the generosity of the hospitality extended by their hosts, on a few occasions they did not return by bicycle, and my fleet had to be retrieved from London’s finest eating establishments. In 1979, when there was a change of Government and I became a Minister, I could not find anyone to run the pool. So, in the first of the Thatcher privatisations, we sold the pool to the Members.

We have some way to go before we reach the status of Holland, which I visited along with the APPG a few years ago. There, a typical cyclist was a mature lady in ordinary clothes bicycling slowly—the exact opposite in every respect of a typical cyclist in London, although that is beginning to change.

I agree with what the hon. Member for Dudley North (Ian Austin) said about joined-up government and the benefits to other Departments of a regeneration of cycling, including on climate change, obesity and cutting the cost of travel.

[Nia Griffith (Llanelli) (Lab)]

I very much agree with what the right hon. Gentleman says about encouraging people who might not see themselves as Lycra cyclists to take part. Although we all want dedicated cycle areas and tracks, lone cyclists can feel very vulnerable along some of those made from back lanes or railway tracks. Does he agree that in the cycle delivery plan we need to examine strategies for increased visibility in those areas, so that young women in particular do not feel afraid of using them?

[Sir George Young]

The hon. Lady makes a good point; better lighting is important not only for the security of the cyclist, but so that they can see what is on the path ahead of them. I am sure the Minister will focus on safety in his reply.

From the modest acorn we planted 40 years ago, today’s all-party group has grown and gone from strength to strength. Today’s debate is better informed and better supported; only three Back-Bench speeches were made back then. I commend the campaign and the support it has received from all sides, and I can think of no better Minister to respond than my hon. Friend the Under-Secretary of State for Transport, the former pairing Whip.

[Ian Austin]

Will the right hon. Gentleman give way?

[Sir George Young]

That was a peroration, but I give way to the chairman of the all-party group.

[Ian Austin]

Before the right hon. Gentleman finishes, I wanted to thank him, on behalf of the group and all Members here, and to recognise the enormous contribution he has made in Parliament to cycling throughout his time as an MP. He has achieved a huge amount, his work has been an inspiration to the rest of us and we are very grateful for it.

[Sir George Young]

I blush and I sit down.

West Coast Main Line

Lord Young of Cookham Excerpts

Monday 15th October 2012 Commons Chamber

[Mr McLoughlin]

I thank the hon. Lady for her reasoned response to my statement.

The last Labour Secretary of State for Transport was not a Member of this House, but he said some very interesting things. Lord Adonis said:

“Ten year franchises, with the possibility of longer contracts should bidders make sensible and affordable proposals, will allow operators to invest and suggest new innovations.”

At that point the Labour party increased the minimum for franchises to run to 10 years, with an option of 22 years. There is therefore a long-standing position that longer franchises can work, including to the benefit of passengers, which it is important they should do.

The hon. Lady mentioned a number of points. One of the things that I was keen to do, on hearing of the problems we were facing in the Department, was to get to the answers as quickly as possible. That is why I set up the inquiries as quickly as I possibly could. I believe that Mr Laidlaw is perfectly capable of bringing his expertise to bear and showing us—[Interruption.] The hon. Lady ought to wait until he has done the inquiry before prejudging it, because at least we have taken the action to get the inquiry under way. I think that is the right way to go.

The hon. Lady talks about the reduction in members of staff in the Department. There has indeed been a reduction. Bearing in mind the economic climate in which we found ourselves, that was absolutely necessary and I make no apologies whatever for that. I am determined to see that the provision of services to the customers who use the west coast main line—of which there are many, with many constituencies involved—is carried out continuously, and that is why I believe Virgin are the best people to carry that forward.

[Sir George Young (North West Hampshire) (Con)]

The House is grateful to my right hon. Friend for coming here at the earliest opportunity to explain what has gone wrong and to describe the action that he proposes to take. I welcome that. Does he recall that, at the beginning, franchising was done not by his Department but by an independent, arm’s-length body? Twenty-four franchises were issued in some 18 months, none of which was subject to a legal challenge, and this led to the major investment in the railways to which he has referred. Franchising was subsequently brought in-house to the Department. Can he confirm that the Brown review will consider whether franchising should continue to be the job of his Department or whether we should revert to the initial model?