Network Rail

Mark Pawsey Excerpts

Thursday 2nd February 2012 Westminster Hall

[Mr Binley]

I thank the hon. Gentleman for that contribution, which I am sure the Minister has noted. My particular favourite is to ensure that High Speed 2 comes into being and is taken further, to Manchester and Leeds, because there is no doubt that transport systems cannot operate efficiently under the current pressures. That is one reason why we have the problems that we do, and it is one reason why the track is constantly in need of maintenance and repair, which makes the hold-ups even worse. We simply have to relieve that pressure. That is why I am a major supporter of High Speed 2. I argue that we should do our best to bring it forward as quickly as possible. I do not want to see High Speed 2 up and operating in 2030; I would much rather hear the Minister say, “We can make a target of 2024.” If the Chinese can put up a hotel in 14 days, we can do a little better than 2030.

I pay tribute to London Midland, because it has achieved a modicum of success, but that needs to be seen alongside the pressure. I feel for London Midland. I think it has many faults, but it is battling against a difficult situation. I make the point again that Rugby has been a problem in recent months. Rail travellers hate to get off at Northampton to circumvent Rugby by bus or, equally, to circumvent Milton Keynes going the other way.

[Mark Pawsey (Rugby) (Con)]

I am distressed to hear my hon. Friend describe Rugby in such terms. We have a brilliant rail service and a fast-growing town, so I hope that he would look a little more kindly upon my constituency.

[Mr Binley]

We are on the other end of your line, mate, and I can tell you that the service is not as good as you argue. Otherwise, all my constituents would not be as up in arms and as dissatisfied as they are. My hon. Friend knows very well that we use quite a bit of the same line, and I do not believe that two towns so close together can have such differing views on the quality of rail transport in their area.

I turn to the problems specific to Northampton. The Government wish Northampton to be a growth area and have said that they want Northampton to build 56,000 extra houses by 2026, which will mean a population increase of 120,000—a 50% growth—yet where those people will work is a major question. Many of them will come from the south-east, especially London, thus alleviating the housing problems of that area. Consequently, commuting will become even more important. My guess is that there will be at least another 12,000 to 14,000 regular commuters on the link from Northampton through Milton Keynes down to Euston.

Commuting is becoming prohibitively expensive for the people of Northampton. As I have said, we will have 120,000 additional residents, at least 12,000 of whom will commute to London for work, yet the cost of an annual season ticket from Northampton to London is now £4,756, and a staggering £5,628 for those who need to go further on the underground. That does not take into account £815 in parking charges. All that is more than a quarter of the disposable income of a person on a £30,000 salary.

Many people will ask whether they can really afford to look to London to continue to provide them with employment. Many of them might even decide that it is not worth being employed at all, given the cost of commuting to a job in London. The major reason why people are moving to Northampton to fill the houses that I have talked about is that they cannot afford houses in London and the south-east. These people are the service workers of our great city. They provide vital services, but they are not highly paid. They do not work in the City, making millions on small money transactions—by small, I do not refer to volume, but to the difference between buying and selling. They are not those sort of people; they work in our restaurants, retail outlets and offices. Although £30,000 is a reasonably good salary in Northampton, if people have to pay a quarter of that to travel to their job, that is a pretty bad deal that needs to be looked at seriously.

Let me turn to the problem of the McNulty review. It seems that the Government for ever think that rail increases are a battle between the taxpayer and the consumer, but there is a third element: the service provider. McNulty was open about his concerns about the cost base of the rail providers and talked about prices being 30% more expensive per passenger kilometre than other rail systems in a comparative group. They ought to be out of business, for God’s sake! No business can operate effectively at a 30% higher cost base and expect its consumers to continue to support it. Usually, they would simply go to another supplier, but therein lies the problem.

--- Later in debate ---

[Mark Pawsey (Rugby) (Con)]

I add my congratulations to my hon. Friend the Member for St Albans (Mrs Main) on securing the debate, because, following on from my hon. Friend the Member for Northampton South (Mr Binley), the activities of whichever body is responsible for the management of our railway network have a significant impact on many of my constituents in Rugby, not only those who are commuters, travellers and users of the network, but those who live close to the railway. I shall talk about issues affecting that latter group in a moment.

The railway is important to the town of Rugby and its surrounding villages. The west coast main line runs through it. Our 50-minute service to Euston is operated by Virgin, and other trains, which take slightly longer and stop more regularly, are operated by London Midland. I do not have as much experience in the House as many other Members present, so I cannot outline history in the same way, but I intend to address three matters that affect the railway in Rugby that have been drawn to my attention in the 18 or so months since I became a Member of Parliament, two of which relate to the upgrade of the west coast main line that started in 2003 and was completed in 2008. Many of my constituents have told me about the massive disruption that they have experienced throughout that period.

I want to talk first about one of the major projects that Network Rail ran: the improvements at Rugby station that took place between 2006 and 2008. After listening to the account of my hon. Friend the Member for Reading East (Mr Wilson), it seems that his constituents are going through much of the disruption and uncertainty that my constituents went through over a period of two years. The improvements that have taken place are highly welcome. Notwithstanding the remarks of my hon. Friend the Member for Northampton South, the first impressions of Rugby have been transformed. It no longer seems to be an ugly, unattractive town where arrivals have to pass down a dark and dingy tunnel. People now arrive at a modern and vibrant building that exemplifies all that is good about the town of Rugby as a go-ahead and positive location for business.

[Mr Binley]

May I confirm that Northampton is on a loop line? Although the main line from Rugby works very well indeed, the loop line from Rugby through Northampton and down to Milton Keynes does not. If my hon. Friend could pay a little heed to that, I would be very grateful.

[Mark Pawsey]

Absolutely. My hon. Friend will expect me to stand up for my constituents who receive a good service. It is very important that we maintain that service, whether or not high-speed eventually takes place.

My hon. Friend the Member for St Albans referred to the accountability of Network Rail in the costing and management of its projects. Although we have a great new station at Rugby, there are very serious questions about how much it cost to deliver. Some of those questions were aired on the BBC “Panorama” programme on 16 January, when reporters were advised by the Office of Rail Regulation that soaring costs were an oversight, but that it was not possible to determine by how much the project had overspent. Our local newspaper, the Rugby and Lutterworth Observer, spoke to a member of the Rugby rail users group who talked about setbacks in the construction process leading to train services being stopped simply because Network Rail was unable to complete its work on time. The hon. Member for Hayes and Harlington (John McDonnell) drew attention to that issue.

We have got a new station, but the second matter regarding the changes at Rugby is the noise nuisance from the new track that has arisen since the works upgrade on the west coast main line. I have met Network Rail staff and approximately 25 residents to try to resolve that matter. In most cases, we are talking about residents who have lived in the area for many years. They had got used to living with the railway before the upgrade and were familiar and comfortable with the noise.

Many of the works that took place in Rugby were intended to enable trains to pass faster through Rugby station. Of course, the faster that trains travel—the higher the speed that they run at—the more noise is generated. In the district of Hillmorton, there are two separate noises: first, the absolute noise that the trains make; and secondly, a distinctive one-off thud is heard each time a train passes. I will come to that in a moment.

On major noise levels, my constituent Peter Bayliss invited me into his garden to listen to the noise. He showed me hand-held sound meter readings of between 89 and 90 dB for trains passing through at great speed. That was not previously a problem because, under the old alignment, trains slowed down to pass through the station. There appears to be no resolution to the issues faced by Mr Bayliss and his neighbours.

[Kelvin Hopkins]

The M1 goes through my constituency and I have persuaded the Government to build noise barriers, which have made a considerable difference. Would noise barriers help in the hon. Gentleman’s constituency?

[Mark Pawsey]

I thank the hon. Gentleman for his advice. We are continuing to talk about the problem, but we are effectively being stonewalled by Network Rail.

The thud has been the subject of correspondence between me and Mr Higgins, the chief executive, who has been mentioned. My most recent letter from Mr Higgins in that regard was dated 27 January. I was invited into a resident’s upstairs room, so that I could understand the impact of that noise disturbance. I will not detain hon. Members by telling them which room the lady constituent invited me into, but I was able to hear a very distinctive thud each time a train passed. The lady told me that the noise wakes her regularly in the morning. I use the line regularly, and as a passenger, I can identify the sound. The noise comes from something that I understand is called a switch and cross, which is a device that allows trains to maintain their speed. In his letter, Mr Higgins tells me that there is absolutely no fault with the equipment. That is something my constituents will have to live with.

In both instances, my constituents had come to live with the railway over many years and were comfortable with it. There has now been significant change. I do not think that Network Rail has taken that on board. There is little prospect of remediation for my constituents.

[Kelvin Hopkins]

I am sorry about that. Another suggestion is a floating slab track, whereby the track is insulated from the source of the noise and the vibration is taken out of the ground. That is another very good method of noise reduction.

[Mark Pawsey]

I thank the hon. Gentleman for his advice and guidance, but I would have hoped that Network Rail would refer those things to me when I presented the problems to it. In each case, neither remedy has been proposed. Network Rail should be more responsive to a broader group of people, not only those who use the railway and its operators, but those who live by it. As a result of the improvements to the west coast main line, those people have had their quality of life significantly impaired.

My hon. Friend the Member for Northampton South referred to his enthusiasm for HS2. Those who live close to the line or who are disrupted by the building of high-speed rail will be massively compensated for the disturbance and there will be all sorts of remedial measures. Unfortunately, I am talking about an upgrade to an existing line and my constituents will not receive those benefits.

The third issue that I should like to raise is access to the west coast main line during construction of the Rugby western relief road by Warwickshire county council. That long-awaited road, which was designed to relieve traffic pressure in our town centre, eventually opened to traffic on 10 September 2010. The works required the demolition of a road bridge at Parkfield road and the construction of a new bridge on a different alignment. For a variety of reasons, the history of that road’s development shows that it was not a successful project. The costs rose from the original estimate of £36.5 million to a final out-turn of around £60 million, with a substantial delay in delivery.

A report prepared by the county council draws attention to the reasons for both the increased cost and the delay. A substantial reason given was that problems arose in gaining access to Network Rail land to get necessary works done. There was some difficulty in getting—again, this is a technical term—forms A and B approved by Network Rail. That led to uncertainty in predicting when certain works could start, which, in isolation, added a cost of £2.3 million to the project. In addition, the reprogramming of some work in the diversion of a 25 kV power supply added £635,000 to the project.

The entire issue was the subject of a letter from the leader of Warwickshire county council to the then Secretary of State for Transport dated 5 September 2011. That letter refers to the need for a works agreement with Network Rail before any work can be carried out and to the delays in getting that agreement. I understand that a template is being negotiated by the County Surveyors Society. In this instance, gaps have been left that have led in turn to issues of contention.

The problem is that Warwickshire county council felt obliged to accept the terms imposed on it by Network Rail, which was the dominant partner in the arrangement. The county council certainly believes that Network Rail was less than constructive in enabling the bringing forward of a project that would give broader economic and community benefits. The county council has called for a review to establish more equitable terms, with regard to the wider public interest. Will the Minister comment on that? I raise the point today to support such a review.

Rail connections are very important in my constituency and, as we have heard, in the whole country. We clearly need efficient management of our track. I hope that the issues raised today will lead to improvements in how we operate and maintain this essential public service.