Oral Answers to Questions

Martin Vickers Excerpts

Thursday 29th November 2012 Commons Chamber

[Norman Baker]

I am always interested in winding journeys from Sussex to elsewhere in the country, so I look forward to being in Lincolnshire again. Wind farms are not a matter for the Department for Transport, as my hon. Friend knows, but I am sure that his comments have been noted, as you would put it, Mr Speaker.

[Martin Vickers (Cleethorpes) (Con)]

I welcome the Minister’s announcement about the A160 and the Immingham bypass. However, many people travelling through Lincolnshire, when they reach the end of the A15, which my hon. Friend the Member for Gainsborough (Mr Leigh) wants to be dualled, will be heading for the county’s premier resort of Cleethorpes, and in order to do so they will travel along the A180, with its original concrete surface. Will Ministers do all they can to ensure that that road is improved in the near future?

[Norman Baker]

I agree it is important to have quieter surfaces where it is sensible to introduce them. The Highways Agency has a policy of replacing concrete surfaces with quieter surfaces, as and when infrastructure needs to be replaced. I encourage local councils to follow a similar policy.

HGV Road User Levy Bill (Ways and Means)

Martin Vickers Excerpts

Tuesday 23rd October 2012 Commons Chamber

[Martin Vickers (Cleethorpes) (Con)]

In order to arrive in the Brigg and Goole constituency, the Minister will travel along the A180, which is heavily used by road hauliers in Stallingborough and Immingham dock in my constituency. One problem is that the A180 has a very old concrete surface that causes great disturbance to local residents. The £18 million to £23 million that he will raise from the measure will more than cover the cost of improvement. I therefore invite the Minister to visit Cleethorpes and Brigg and Goole, and to journey on that rough road.

[Stephen Hammond]

I thank my hon. Friend for that detailed explanation of the problems with the A180. I have no doubt that the chief executive of the Highways Agency will be on to me in the morning to tell me what his plans may be at some stage in the near or distant future for that road. I am bound to reflect that when I was in this role in opposition, I was spokesman for the rail industry, and by the end of it I had a near-encyclopaedic knowledge of almost every rail station and route in this country. I am increasingly finding in government that that opportunity is being extended to me on the road system. I am really looking forward to visiting the A180 on the way to Brigg and Goole. I have no doubt that my hon. Friend will invite me to stop in his constituency as well.

We have had a long and interesting debate this afternoon and we have fully explored the legislation that is the subject of this ways and means resolution. I was delighted that my ministerial colleague was able to introduce the debate earlier and I am also delighted to commend it to the House.

Question put and agreed to.

Resolved,

That provision may be made for charging a duty of excise, to be known as HGV road user levy, in respect of heavy goods vehicles used or kept on public roads in the United Kingdom.

Ordered, That a Bill be brought in on the foregoing Resolution;

That the Chairman of Ways and Means, the Prime Minister, the Deputy Prime Minister, Mr Chancellor of the Exchequer, Mr Secretary Hague, Mrs Secretary May, Mr Secretary Grayling, Mr Secretary Moore, Mr Secretary McLoughlin, Mrs Secretary Villiers, Mr Secretary Jones and Stephen Hammond presented the Bill.

Hgv Road User Levy Bill

Stephen Hammond accordingly presented a Bill to make provision charging a levy in respect of the use or keeping of heavy goods vehicles on public roads in the United Kingdom, and for connected purposes.

Bill read the First time; to be read a Second time tomorrow, and to be printed (Bill 77) with explanatory notes (Bill 77-EN).

Northern Rail Hub

Martin Vickers Excerpts

Wednesday 18th January 2012 Westminster Hall

[Jason McCartney]

Yes. The chairman of the all-party group on rail in the north makes a fantastic point. I was travelling on the train from Honley, where I live, to Stocksmoor on a Saturday afternoon and lots of people were heading towards Sheffield to do their shopping at Meadowhall. Halfway through the journey, the batteries in the conductor’s machine ran out because he was issuing so many tickets. Apparently, that happens all the time and the machine cannot produce tickets then. At a time when we want to get investment in the railways and recover the costs, I find that absolutely ridiculous. There are many issues like that. I hope that we can continue to explore the matter with the all-party group; that would be excellent.

[Martin Vickers (Cleethorpes) (Con)]

rose—

[Jason McCartney]

As I said, many other issues surround rail travel but this debate is primarily about the northern hub, which I know my hon. Friend will mention.

[Martin Vickers]

My hon. Friend is making a splendid case, as always, and is speaking up for his constituents. Does he agree that it is fine to increase capacity, but that we must make the process of allowing new operators to access the service much easier and quicker?

[Jason McCartney]

My hon. Friend makes an excellent point. In our part of West Yorkshire, Grand Central has increased its range of services and is stopping in Mirfield just outside Huddersfield. Direct rail services, particularly to London and the south, are an important part of breaking down the north-south divide, and I certainly welcome those developments.

I thank the Minister for being here today. I should like to note a few things that I welcome in her speech to the Northern Rail conference in Leeds in October last year. In that speech, she recognised the role that the railway has to play in bringing prosperity to the north, with which all of us in this Chamber would agree. I also welcome her acknowledgement that the Chancellor has prioritised investment in rail by announcing in the spending review £18 billion of funding for rail. I agree with her comments that rail can deliver not only growth, but a more balanced sustainable economic growth and that it can help to tackle the prosperity gap between the north and south. Crucially, the Minister stated that the Government recognised the benefits that the remainder of the northern hub programme could offer and confirmed that they would be looking “very seriously” at the whole proposal in the run up to this July’s high-level output specification 2 statement. Again, I welcome that.

I should like to put the Minister on the spot, however, and ask her three specific questions. First, will she commit to ensuring that the northern hub project is fully funded, so that the north can enjoy the economic benefits that that would deliver: 20,000 to 30,000 new jobs and £4.2 billion of wider economic benefits? Secondly, given that the Government have rightly funded HS2, which enjoys a benefit-cost ratio of 1.6:1 and that the northern hub enjoys a business case of more than 4:1, does she agree that it makes economic sense to fund the hub fully?

High-speed Rail

Martin Vickers Excerpts

Tuesday 10th January 2012 Commons Chamber

[Justine Greening]

I would have thought the hon. Gentleman would be pleased, because the route that I announced today will see us spend less money in my right hon. Friend’s part of the country. The way in which he has turned what I took to be the incredibly serious issue of this line impacting local communities in an area of outstanding natural beauty into a pure political point is a disgrace. The Secretary of State for Wales, alongside other MPs, has done a damn good job in representing her constituents, and I think she has probably been a lot more effective than he has been in the past.

[Martin Vickers (Cleethorpes) (Con)]

I welcome the Secretary of State’s announcement. Many of my constituents work at Tata Steel in Scunthorpe, where rail production is one of their most profitable lines. Can she give me a categorical assurance that everything possible will be done to ensure that the procurement procedures favour British-based companies?

[Justine Greening]

My hon. Friend will know that one of the things I am committed to doing in my role is to bring about a more strategic relationship, in terms of our procurement, with suppliers in the UK, and non-UK suppliers. I think that puts companies in production in the UK in a good position. There is unprecedented investment going into the railways at the moment. I have just announced the biggest railway infrastructure project that this country has seen in over a century. I think that is good news for Britain, but also good news for jobs and good news, hopefully, for companies like Tata.

Coastguard Modernisation

Martin Vickers Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

I understand the hon. Gentleman’s disappointment. I went to Swansea and, after the driver drove through the picket, went back to speak with everyone on the picket line as well as all the staff. I fully admit that there was a planned shutdown during my visit, just as there was a planned shutdown while the refurbishment took place at Swansea, when Milford covered it for weeks and weeks. I am sorry that he was not fully informed about the number of closures that took place in the past. He is absolutely right that sometimes stations go down without warning, which is why we need a national resilience system, which we do not have today. That is the most important thing.

[Martin Vickers (Cleethorpes) (Con)]

The Minister specifically mentioned the importance of the links between the gas and oil sectors in Aberdeen. He will be aware that that is equally important in the Humber, an area where there is likely to be a rapid expansion in the energy sector in coming years. Will he assure me that he is fully satisfied that the expansion will be fully catered for and that it will be kept under regular review?

[Mike Penning]

My hon. Friend raises an important point. I think that he would accept that there is a structural difference between the oil and gas sector and offshore wind. We are working much more closely with the Department of Energy and Climate Change and the Crown Estate, which owns the seabed, than ever before. Under the previous Administration decisions were made and the Department for Transport was then told much later. We will work together closely and address any risks as needed.

Rural Bus Services

Martin Vickers Excerpts

Tuesday 11th October 2011 Westminster Hall

[Brandon Lewis]

I thank the hon. Gentleman for his intervention. I agree that we can do more to look at alternative forms of transport and how they can be funded. If he bears with me, I will come to that in a few minutes, but I absolutely agree with the principle of what he says.

In rural areas, public transport is a lifeline. Equally, however, the problem for local authorities and bus companies is that they have to make an economic case; they have to do the best they can with taxpayers’ money to ensure that it is properly invested. As private companies, bus companies also have to look after their financial interests.

[Martin Vickers (Cleethorpes) (Con)]

My hon. Friend makes some compelling points, and my county of Lincolnshire, which is very rural, also suffers from the circumstances he describes. However, does he agree that bus companies—there are exceptions—too often follow Government or council grants, rather than try to stimulate their own services or provide services based on commercial needs?

High-speed Rail

Martin Vickers Excerpts

Wednesday 13th July 2011 Westminster Hall

[Martin Vickers (Cleethorpes) (Con)]

It is a pleasure to serve under your chairmanship, Mr Gray. I congratulate the hon. Member for Clwyd South (Susan Elan Jones) on securing this debate. I am an enthusiastic supporter of railways in general and of high-speed rail in particular. As my hon. Friend the Member for Milton Keynes South (Iain Stewart) has said, time does not permit development of too many of the economic and environmental arguments, but they are generally proven.

My constituency has much to thank the railways for. When the Manchester, Sheffield and Lincolnshire railway eventually arrived at the coast, it effectively created the resort of Cleethorpes, and the neighbouring port of Immingham. The MSL railway was known as mucky, slow and late, but I am not sure whether that description was affectionate. The key route from Cleethorpes to Manchester is still the main rail route into the resort, but I have a few caveats on which the Minister could perhaps provide some reassurance.

[Mr MacShane]

I am often on that train, although I do not go as far as Cleethorpes, but I know the line well. Is the hon. Gentleman aware that in a fine campaign by the Yorkshire Post, which should be sent to all hon. Members, the whole of Yorkshire articulated that it wants high-speed rail to happen? I hate to play the north against the south, but there is a real feeling that this is a golden opportunity for the north of England, particularly Yorkshire. I hope that opposition to the scheme, even if the scheme has to be modified—the hon. Member for Milton Keynes South (Iain Stewart) has made some perfectly good points—does not derail this important initiative.

--- Later in debate ---

[Martin Vickers]

I accept the right hon. Gentleman’s point. Anything that can advance economic regeneration of the Yorkshire and Humber region is obviously welcome, and anything that we can do to get visitors from his area to Cleethorpes, is also welcome.

Cleethorpes and the area more generally is desperate for a direct route to London, and one worry is that HS2 will suck up all investment resources. The minor infrastructure changes that would improve capacity on the east coast main line, and therefore provide capacity for a direct service to the Cleethorpes area, may be lost. Perhaps the Minister will reassure me on that.

The other brief point that I want to make in my allotted two and a half minutes concerns the supply chain. I am encouraged by what the Secretary of State said after the Bombardier announcement about how we must ensure that the supply chain involves British manufacturers, if possible. Many of my constituents who work at the steel works in the neighbouring constituency of Scunthorpe are under threat of redundancy. Tata Steel in Scunthorpe has benefited greatly in recent years from the worldwide renaissance of railways, and I would like some reassurance. Perhaps the Minister can build on what the Secretary of State said about ensuring that the benefits of production are retained in this country.

Oral Answers to Questions

Martin Vickers Excerpts

Thursday 23rd June 2011 Commons Chamber

[Norman Baker]

I understand the hon. Gentleman’s concern, of course, but the fact of the matter is that the Humber Bridge Board applied for an increase. I decided unilaterally to have a public inquiry, where people’s representations could be heard. The inspector came back with a clear recommendation in support of the board’s application for an increase, and there is no reason for Ministers to take a contrary view. What I would say, however, is that there has been no increase in the toll since 2006.

[Martin Vickers (Cleethorpes) (Con)]

Notwithstanding the decision of the Humber Bridge Board this week to implement the recommended increase from 1 October—just six or seven weeks before we anticipate the review being completed—does the Minister agree that, irrespective of the outcome regarding the tolls, the governance of the bridge clearly needs revising so that residents and the local community have a clear spokesman? At the moment, councillors are almost forbidden from taking part.

[Mr Speaker]

Order. We are immensely obliged to the hon. Gentleman.

Severe Weather (North Lincolnshire Rail Network)

Martin Vickers Excerpts

Tuesday 21st December 2010 Westminster Hall

[Martin Vickers (Cleethorpes) (Con)]

It is a pleasure to serve under your chairmanship, Mr Gray. Unfortunately, this debate is not about a pleasurable subject, because it is about something that has caused considerable hardship and inconvenience—to put it mildly—to my constituents.

Surprisingly, there are 11 railway stations in my constituency although, sadly, there were no trains running through them for between eight and 11 days earlier this month. There two stations in the constituency of Great Grimsby, and one in Brigg and Goole—or two if one counts the Saturday-only service through Brigg that serves that constituency and the feeder stations for routes into my constituency. My hon. Friend the Member for Brigg and Goole (Andrew Percy) told me that he hoped to attend the debate and raise some specific points with the Minister, and perhaps that will happen.

It might be helpful if I provide a brief outline of those rail services and put into context their importance to my constituency. None of the 11 stations are major junctions. People go to Cleethorpes because, as I have said in previous debates, it is the premier resort on the east coast. They go to Immingham because it is, by volume, the UK’s largest port. They visit Barton-upon-Humber to look at the magnificent nature reserves or to marvel at the Humber bridge, just as the Minister did this time last year when she heard what a big issue the level of tolls across the bridge had become.

First TransPennine Express operates an hourly service between Cleethorpes and Manchester airport, connecting with the east coast main line at Doncaster. In most circumstances it is a good service, and the company should be congratulated on succeeding in building up the number of passengers using that route. East Midlands Trains runs services between Newark North Gate station, which is also on the east coast main line, and Grimsby Town, some of which go to Cleethorpes. In addition, a service between Cleethorpes and Barton-upon-Humber links to a connecting bus service that crosses the Humber bridge to Hull. The Barton line is an excellent example of a community coming together to support and promote local services. The group Friends of the Barton Line works in partnership with the local authority and has made great strides.

All those services were affected for a period of up to 11 days. Who is responsible for the network? Network Rail has primary responsibility for the industry’s performance, including “seasonal preparedness.” I find that phrase rather quaint, but it comes from “The Resilience of England’s Transport Systems in Winter”, which was published just two months ago. I am sure that the Minister has become rather familiar with that document over the past few weeks.

Network Rail has badly let down my constituents and those in the neighbouring constituencies of Louth and Horncastle, Brigg and Goole, Gainsborough, Great Grimsby and Scunthorpe, all of whom use the lines that run from Newark North Gate and Doncaster to Cleethorpes. It seems, however, that Network Rail does not want to explain what went wrong. On 7 December, after a week in which there had been no trains, I faxed a letter to the acting chief executive of Network Rail and asked how many snow ploughs were available for use in northern Lincolnshire, and where the two routes to which I referred came in his company’s priorities. I advised him that I intended to raise the issue in the House and that, along with hon. Members from neighbouring constituencies, I would like to meet him or one of his senior executives to discuss the situation to consider how things could be improved, should the bad weather reoccur. I followed up that fax with a hard copy of my letter last week, but sadly I have received no reply. I am sure that the Minister has had more success obtaining such information, but that does not excuse the chief executive’s apparent contempt for his customers in Lincolnshire.

My constituents are asking what efforts Network Rail made to clear the line. They recognise that main lines will take priority and that essential freight routes must be cleared, especially when they are needed to get coal supply to power stations. What exasperates them, however, is that much of the country’s coal supply arrives at Immingham docks. If freight can get through, why not passenger trains?

I have some questions for the Minister. How many snow ploughs are available for use in northern Lincolnshire, and when were they utilised on the lines I have mentioned? Were offers from freight operators to use their locomotives with snow ploughs refused by Network Rail? Were coal and freight services maintained in and out of Immingham throughout the most difficult conditions, and if not, on what date did those services resume? Were points permanently set for Immingham at Brocklesby junction and, if so, was that because no point heaters were in use? Are there plans to install such heaters? Without the heaters, manual labour will be required, although presumably that did not happen—quite reasonably, passengers would like to know why.

Although Network Rail is chiefly responsible for the long period without trains, the train operators are not entirely innocent. If freight trains were running, why was First TransPennine Express operating only a shuttle service between Manchester and Sheffield? Northern Rail ran its stopping service between Sheffield and Scunthorpe, so why could First TransPennine Express not run services that far or, better still, to Barnetby? I acknowledge that three of its units were marooned at Cleethorpes, but a restricted service could, and should, have operated.

Why were there no alternative bus services? The M180 and A180 between Doncaster and Grimsby and Cleethorpes were open for all except part of the worst day or two. If the roads are open, are rail operators not duty bound to provide buses as an alternative? We accept that Network Rail must prioritise its efforts, but what are those priorities? Where does Cleethorpes sit in the priority list?

Until now, I have referred to the lines from Newark North Gate and Doncaster, but the worst affected service was that between Cleethorpes and Barton-upon-Humber, which was suspended on 1 December and did not resume until late afternoon on 11 December. Somewhat bizarrely, that service is operated by Northern Rail—I say bizarrely because a glance at the network map shows that that line is completely disconnected from the rest of the Northern Rail network.

Sadly, we have seen personal tragedies and inconveniences, to put it mildly. Perhaps the saddest case, as reported in the Grimsby Telegraph, was that of a pensioner who was found dead at Thorpe park caravan park in Cleethorpes. He had tried in vain to get home to Doncaster, but the icy weather had halted the trains and he was unable to make it back to his caravan. There is no definite evidence to link one situation with the other, but if that gentleman had made his way to Cleethorpes station and got on the train to Doncaster, clearly he would be alive and well.

I recognise that many individuals employed by the railway companies and Network Rail have worked hard to maintain services. However, my constituents and businesses in the area have been badly hit and let down by Network Rail. We expect better in the future, and I hope the Minister will provide us with reassurance about some of the points I have made. As I mentioned earlier, passengers are completely exasperated by the situation. Some can see trains passing from their homes but, for whatever reason, none of them are passenger trains.

Barnetby station is in the constituency of my hon. Friend the Member for Brigg and Goole. It is a remote station on the edge of the Lincolnshire wolds, and everyone accepts that access is difficult. However, Network Rail has offices there, and it is a local centre for workmen. It cleared a pathway past the railway station to get the workmen to work yet, for no apparent reason, no effort was made to allow passengers along that stretch. Barnetby railway station serves Humberside airport, which was operating reasonably well most of the time, and greater efforts should have been made in respect of that vital connecting route.

I hope that the Minister responds to some of my points. Network Rail has let down my constituents, who deserve better, so I hope that she can provide some reassurance.

[The Minister of State, Department for Transport (Mrs Theresa Villiers)]

It is a pleasure to serve under your chairmanship, Mr Gray, even if this is a rather melancholy subject for debate this morning. I congratulate my hon. Friend the Member for Cleethorpes (Martin Vickers) on securing the debate. He shows his dedication by ensuring that his constituents’ concerns are raised right up until the last moment that Parliament is sitting before the Christmas recess. No sloping off home early for my hon. Friend, who made a powerful speech on the severe problems on the railways in northern Lincolnshire, which occurred as a result of the extreme weather conditions at the end of November and during the first days of December, including a distressing incident reported in his local papers.

I will attempt to answer as many of my hon. Friend’s questions as possible, but he will appreciate that these are primarily operational matters for Network Rail. I have been able to get some answers out of Network Rail in advance of the debate, but I will have to come back to him on some of the matters that he has raised, which are new and specific, having gone back to Network Rail.

I am concerned that my hon. Friend has not yet had a response from Network Rail to his own representations. I hope that it will remedy that in the near future.

Looking at the general picture, there can be no doubt that the severity of both the current weather episode and the one on which my hon. Friend primarily focused is highly unusual and outside the normal expected pattern for UK winters. The volume of snow and the extreme cold mean that these incidents are out of line with weather patterns that we have come to expect in UK winters over recent years. Much of northern Europe has been affected in a similar way to the UK. Even countries that are more used to dealing with extreme cold have experienced major disruption.

In Switzerland, for example, the same band of weather caused severe problems to the road and rail networks, and the international airport at Geneva was shut for 36 hours. Similar events occurred in parts of Germany and Scandinavia.

Although various parts of the UK experienced some significant disruption to transport networks, my hon. Friend is right to say that rail services in his constituency were particularly badly hit by the problems that occurred at the beginning of this month. I understand and share his concerns about the impact that this crisis had on his constituents, and on businesses and the economy in his constituency.

For the sake of passengers and our economic prosperity, we need to ensure that transport operators and the Government work as hard as they can to secure the best service that is practicable and deliverable in difficult circumstances caused by extreme weather.

In October, before the onslaught of the winter weather, an independent review was published, as my hon. Friend said, on resilience of transport services in winter conditions. The review, led by David Quarmby, set out a series of recommendations that the Government and transport operators agreed to act on. The review emphasised the importance of smoother introduction of emergency railway timetables. It also highlighted the fact that contacts between local authorities and the rail industry should be improved with regard to road access to stations.

As the bad weather set in, my right hon. Friend the Secretary of State asked David Quarmby to conduct an urgent audit of transport operators’ performance in England and their compliance with his earlier recommendations. The audit, which was published this morning, emphasises the importance of improving the information given to passengers in the event of disruption. For example, David Quarmby concluded that the rail industry is over-dependent on electronic provision of information. He feels that such systems do not, on their own, provide passengers with sufficient advice and help, nor can they properly demonstrate to passengers that those running transport systems really care about their plight when serious problems occur. We intend to work closely with train operators and Network Rail to respond to the recommendations made in the audit.

I would like to look in a little more detail at how events unrolled in north Lincolnshire at the beginning of the month. During the week of 28 November, cumulative snowfalls of up to 2 or 3 feet over several days were experienced across much of north Lincolnshire and north-eastern England. That initially resulted in delays and cancellation of train services in my hon. Friend’s constituency, and then the closure of several rail routes, as we have heard.

Passenger and freight services were unable to operate for several days in the Grimsby and Cleethorpes area. North Lincolnshire is served by three passenger operators—East Midlands Trains, Northern Rail, and TransPennine Express—all of which were badly affected by the snow. Northern Rail services on the Barton-on-Humber branch were suspended from 1 to 11 December. East Midlands services between Lincoln, Cleethorpes and Grimsby were suspended between 1 and 8 December. The TransPennine Express route from Manchester to Cleethorpes was completely shut on 1 and 2 December, and from 3 to 7 December it operated only between Manchester and Sheffield. Three of TransPennine’s diesel units were stranded in their maintenance depots at Cleethorpes, which meant that, until the route and depot tracks were cleared of snow, TPE had insufficient resources to serve the Cleethorpes to Manchester route, with negative consequences for passengers across the Pennines.

My hon. Friend specifically raised concerns about the resilience of Brocklesby junction. This has been identified as an issue to be addressed and was flagged up as a concern before the period of severe weather. I understand that this important junction will be renewed at the next practicable opportunity. However, that is expected to be Christmas 2011, because a period of closure is obviously necessary to enable those works to be carried out. The works will include replacing the junction with modern track and fitting point heaters to the remaining unheated points, increasing the resilience of the junction.

I am advised that, throughout the period of disruption, the affected train operators remained closely in touch with Network Rail, working to clear routes as quickly as possible. However, their efforts were hampered by further falls of snow, freezing temperatures and reduced staff levels as their staff struggled to get to work on the disrupted road network.

Network Rail has access to a fleet of purpose-built, heavy-duty snow ploughs, together with a fleet of railway engines fitted with smaller ploughs. To respond to my hon. Friend’s questions, a number of locomotives fitted with snow ploughs were operating in the Lincolnshire area. However, in some places the snow was deeper than the snow ploughs were capable of clearing. Network Rail has a limited number of heavy-duty Beilhack snow ploughs, one of which was brought to the area on 3 December. It commenced snow clearance, but unfortunately became derailed that same evening because compacted ice had accumulated in the rail tracks at Garden Street level crossing due to council snow-clearing operations. The plough was put back on the rails, but from that point all level crossings unfortunately had to be cleared by hand.

I am afraid that I do not know the answer to my hon. Friend’s question about the offers from freight companies, but I will seek to find it out from Network Rail and will let him know.

The problems faced by those trying to get the railways operating again were compounded by the fact that many roads in the area were impassable during the period. That made it difficult to get teams of engineers and workers to the places they needed to be to clear snow and repair damaged infrastructure. I am told that, despite repeated requests, bus and coach operators were not willing to provide replacement bus services in such difficult conditions.

[Martin Vickers]

I acknowledge the obvious difficulties that bus operators faced at that time, but many out-of-town buses were operating. For example, the one from Cleethorpes and Grimsby to Hull, via the bridge, was operating. Clearly, there was adequate access, particularly to the A180/M180.

[Mrs Villiers]

My hon. Friend makes a strong point. One of the lessons that we need to take away from this episode of severe weather is that we need to ask the train companies whether they are being rigorous enough in their efforts to provide rail replacement buses.

Another point to highlight is that some of the consequences of a severe freeze can be felt after the thaw sets in. Ice and snow in the quantities experienced at the beginning of December can damage rolling stock and electrical equipment, which can require time and resources to repair. That can heavily affect train availability for some time after a weather event. It can therefore be prudent in some situations temporarily to suspend a service to avoid ongoing problems with reliability after lines reopen.

With heavy snowfall in the north-east of England, south Yorkshire, Durham, Derbyshire, Humberside and Lincolnshire, the rail industry was stretched to its limit during this period of bad weather. In such situations, I am afraid, Network Rail and the train operators have some difficult decisions to make on the deployment of those limited resources.

In deciding which routes are reopened first, priority is generally given to the busiest and most strategically important. Network Rail’s decisions on prioritisation are made by implementing key route strategies, which are designed in advance of adverse weather. I certainly hope that my hon. Friend’s representations to Network Rail will be taken on board as it looks at and revises its key route strategies.

The aim of such strategies is to focus limited resources where they can produce the maximum benefit for the national economy and for overall transport imperatives. My hon. Friend acknowledged the importance of keeping vital freight routes open so that our power stations can generate the electricity we need to keep our homes warm as the winter bites. That requires a constant flow of fuel and other resources. As he has told us, the port of Immingham is crucial, and Network Rail placed a priority on keeping freight flows—particularly power station coal trains—moving through the snow.

To do that, some rail junctions, including Brocklesby, were set for a specific route and then not moved for several days. That helps to protect the integrity of the rail network and it can keep critical freight flows moving. Unfortunately, there is no getting away from the fact that one consequence of the decisions needed to protect freight supplies was that lesser used, conflicting routes were subject to longer closure periods. Unfortunately, that included the Grimsby and Cleethorpes routes.

It is a grave concern that severe weather can leave passengers without rail services for such a prolonged period, as my hon. Friend highlighted. I can assure him that the Government will keep up the pressure on the rail industry to ensure that all practical and reasonable steps are taken to ensure that lines remain open where possible and that services continue. To achieve that, it is vital for us to work closely with the industry to plan effectively for and cope with winter weather conditions on the railways.

Throughout the crisis, officials in the Department were in constant contact with Network Rail and the train operators—before, during and after the severe weather episode. The Secretary of State has written to all train operating companies about winter preparedness. Meetings and conference calls have been held between Ministers and the industry to assess the response and progress towards restoration of normal services. That close co-operation continues during the current harsh weather conditions.

We are on course for the coldest winter since 1910. Extreme weather events will always cause disruption to the transport system, no matter how well prepared we are. However, we have now had three successive years in which the winter has contained exceptionally harsh periods. The question we need to ask now is whether that indicates that there is a long-running trend that we can expect to become the norm for this country’s climate. If so, we need to reassess our approach and the resources we devote to winter preparedness. That is why my right hon. Friend the Secretary of State has asked the Government’s chief scientific adviser, Sir John Beddington, to assess whether the past three years indicate a long-term change in our climate.

I reassure my hon. Friend, however, that I and my officials at the Department for Transport will continue to work hard with the rail industry to try to minimise future disruptions to train services in north Lincolnshire, and indeed across the network as a whole. We are obviously gravely concerned about the disruption that we witnessed during the episode referred to in the debate and the disruption on the east coast main line today.

It is also important to acknowledge railway workers, including those in my hon. Friend’s constituency, and congratulate them on their hard work and dedication during the recent severe weather. Track workers and other staff have had to struggle on through horrendous conditions to keep as much of the network running as possible. I gather that, in a number of cases, staff slept at their work location for up to three days to ensure that they were able to do their next shift. I am sure the whole House will join me in paying tribute to the efforts made by transport professionals across the nation to try to keep the country moving despite one of the toughest winters for 100 years.

Winter Weather

Martin Vickers Excerpts

Thursday 2nd December 2010 Commons Chamber

[Mr Hammond]

The hon. Gentleman says that the airports in the south of England are closed, but as of a few minutes ago, when I came into the Chamber, that was not my information. My information was that Gatwick was closed, but Heathrow was operating, albeit with delays. The problem, as the hon. Gentleman knows, is that airports have to operate with a primary focus on safety, and when heavy snow is falling it is not possible to operate the runways safely. I gave the figures earlier for the amount of clearance that occurred at Gatwick yesterday. Vast amounts of snow were moved off the runways and taxiways, but the airport is still not able to operate. If there is any measure that could or should have been taken over the past few days that would have kept Gatwick airport open, that is what we need to focus on, but even Geneva airport has been closed this week.

[Martin Vickers (Cleethorpes) (Con)]

All train services into my constituency are currently cancelled. Bearing in mind that the same routes serve the strategically important port of Immingham, through which much of the country’s coal is imported for power stations, can the Secretary of State assure me that improvements will be made to the services?

[Mr Hammond]

I cannot give my hon. Friend any immediate assurance that improvements will be possible on that line. I understand that the problem in that case is drifting snow, and it will take some time to clear the line and reopen it. I can tell him and the House that my right hon. Friend the Secretary of State for Energy and Climate Change has told me that he is confident that coal supplies are adequate and that we need see no interruptions to power supplies as a result of the present cold snap.