High Speed Rail (London – West Midlands) Bill

Martin Vickers Excerpts

Monday 28th April 2014 Commons Chamber

[Martin Vickers (Cleethorpes) (Con)]

Mine is another voice from Lincolnshire, but I will give a slightly different emphasis to proceedings. Given that I am a member of the Transport Committee and chairman of the all-party group on rail and that I was a member of the High Speed Rail (Preparation) Bill Committee, I think I have heard more than my fair share of arguments to be able to assess the merits of the proposals. I will not repeat all the arguments in favour—the Secretary of State did that admirably earlier—but I will touch on one or two that seem most relevant.

It is simply not possible to mix high-speed services with slower stopping services and freight. Too often, the demands of the freight industry are ignored in this debate. My own constituency is home to the port of Immingham, where 25% of freight moved by rail starts or ends its journey. All the projections I have seen show a steady increase in freight traffic, which is vital to the continuing economic development of the nation and to my corner of northern Lincolnshire in particular. HS2 will benefit not just London and the cities on the route; without transport connections of the highest quality, the UK as a competitive nation will fall behind our competitors and it is the UK as a whole that would suffer.

Economic success is dependent on good-quality transport connections and regional connectivity. The hon. Member for Wythenshawe and Sale East (Mike Kane) spoke earlier of Edward Watkin, one of the founders of the Great Central railway. Watkin was also instrumental, as a director of the Manchester, Sheffield and Lincolnshire railway, in the development of Grimsby docks, the port of Immingham and the resort of Cleethorpes. Indeed, he is commemorated, as are all the directors of the MSLR and the Great Central, by street names in the Grimsby and Cleethorpes area.

GDP statistics show that English regional cities are currently underperforming compared with those in many western European countries. That is why the good transport links provided by the high-speed network— namely HS2—and the released capacity that such a network offers are essential to encourage prosperity and investment. It is not just the towns along the route that will benefit; there is no way that the potential increased demand to provide better services to areas such as my part of northern Lincolnshire—

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

Order. Just one second. There are a lot of private conversations, and I am struggling to hear. Like me, I am sure that other hon. Members in the House want to hear Martin Vickers.

[Martin Vickers]

The Prime Minister has made it clear that he wants the Humber estuary to become the renewables capital of the UK. That is the Government’s aim, but regular services not just to London but to other major cities are essential to achieving that.

During the past decade, passenger journeys have grown by 50% to almost l.5 billion a year, and that figure will be 2 billion journeys by 2020. As stated in the strategic case, once HS2 has been built, it is forecast to generate £59.8 billion in user benefits, as well as £13.3 billion in wider economic benefits. The HS2 project will create an instant market for construction and civil engineering jobs, and there will be a big opportunity in the manufacturing sector to design and build the rolling stock. Tata Steel’s Scunthorpe works is heavily dependent on the production of rail track. If the Scunthorpe plant is successful in obtaining orders for the project, the jobs of the 250 of my constituents who work there will be made that little bit more secure.

Job creation is vital, but we also need to train our young people if we are to meet the demands of the new industry. I suggest that the proposed HS2 college and training centre should be in northern Lincolnshire.

[Mr Graham Stuart (Beverley and Holderness) (Con)]

Does my hon. Friend agree that if by any chance it was not possible for such a college to be in northern Lincolnshire, East Yorkshire would be the only other place for it? That would indicate how, as he has explained, East Yorkshire and northern Lincolnshire will benefit from HS2.

[Martin Vickers]

Well, of course, anything that happens in Yorkshire is second best to what happens in Lincolnshire. I am very happy for a college to be fairly close to northern Lincolnshire, but one there would be ideal. Northern Lincolnshire is a major centre for rail freight; it is the location of the major supplier to the development of the rail network, namely Tata Steel; and the long history of engineering skills in Gainsborough, Lincoln and along the south bank of the Humber makes it an ideal setting.

If HS2 is not built, not only would that demonstrate a loss of confidence in the UK and its ability to invest in infrastructure, but opportunities will be lost. It would diminish the prospect for better rail services, creating more congested roads. An opportunity to spread the tourism appeal of Britain as a whole, rather than just that of central London, will be lost.

[Andrew Percy (Brigg and Goole) (Con)]

Is not another point for our constituents, who do not enjoy very direct rail services to London, that freeing up capacity on the east coast main line will mean that our region—our bit of East Yorkshire and north Lincolnshire, both of which I am proud to represent—will finally be a little bit better connected to the capital?

[Martin Vickers]

I entirely agree. Along with the hon. Member for Scunthorpe (Nic Dakin), we have battled for better services to London for many years. We are perhaps on the point of achieving that through a separate operator. I agree with my hon. Friend that that point is absolutely vital for our corner of northern Lincolnshire.

This is a project that Britain can afford and that Britain simply cannot afford to abandon. I urge the House to support the Bill.

High-speed Rail

Martin Vickers Excerpts

Monday 24th March 2014 Commons Chamber

[Mr McLoughlin]

I fully accept that while huge works are going on at a station, there is disruption, so one of the questions that must be asked in the planning phase that HS2 is currently going through is how we minimise that. Inconvenience was caused at St Pancras for a number of years while redevelopment was going on, but, as I said earlier, nobody doubts that it was worth going through the pain as we have a far better station than we had previously, and I very much hope we can do the same for Euston.

[Martin Vickers (Cleethorpes) (Con)]

As the Transport Secretary knows, my constituency is a major hub for the rail freight industry. The growth taskforce suggested that the Government should invite the rail freight industry to set out how best it can take advantage of extra capacity on the existing network. Can my right hon. Friend outline what plans he has for this?

Rolling Stock (North of England)

Martin Vickers Excerpts

Wednesday 12th March 2014 Westminster Hall

[Martin Vickers (Cleethorpes) (Con)]

I congratulate the hon. Member for Penistone and Stocksbridge (Angela Smith) on securing this important debate, which provides an opportunity for us not only to complain about various aspects of the services that serve our constituencies but to acknowledge the massive investment that the Government have made in the railway network. My constituency is served by TransPennine Express’s Manchester airport station to Cleethorpes service, which is the most important link, as it provides connections at Doncaster and Sheffield to the rest of the network. My constituency is also served by East Midlands Trains, more of which in a moment. Northern Rail provides a Cinderella service between Cleethorpes and Barton-upon-Humber in the sense that it is completely disconnected from the rest of the Northern network.

TransPennine Express’s Manchester to Cleethorpes service uses a combination of Class 170 and Class 185 units. TransPennine Express’s clear intention, restated to me only last week, is to remove the 170 units from that service. Will the Minister clarify that? The 185s are far superior, and the 170s are only two-coach trains. The services at peak times are very overcrowded.

[Andrew Bingham]

As my hon. Friend is aware, that route goes through my High Peak constituency. We are talking about the north today, but the route serves my constituency, which is technically in the east midlands. The route is widely used by my constituents to get to work in Sheffield and Manchester. I am sorry that they do not all go to Cleethorpes, but my constituents use the route, too.

[Martin Vickers]

I thank my hon. Friend for those comments. I recognise that people in his constituency would like to get to Cleethorpes, so anything we can do to improve that will be welcome.

When I spoke to TransPennine Express last week, it assured me that the 170s will be removed, that the 185s will continue and that extended four-coach trains will begin shortly. If the Minister is able to confirm that, or if he is able to get back to me, it would be much appreciated.

Understandably, much of the emphasis has been on the TransPennine Express and Northern Rail services, but East Midlands Trains also serves my constituency. This will be the moaning part of my contribution, because in the almost four years since I have been the Member for Cleethorpes I have made representations to TransPennine Express about the single-car unit that operates between Grimsby and Newark. When people board that train, it is announced that when the train reaches Market Rasen there will be standing room only. Passengers know that the 9.20 from Grimsby, which forms the 9.55 from Market Rasen, and the peak return journey from Lincoln at 17.23 will be overcrowded. The one-car unit is unsatisfactory. That point has been acknowledged by the company, and still, four years later, there has been no improvement. That is beyond reasonable. New units could have been built in a couple of years, let alone shuffling units around the network.

The decision by TransPennine Express has highlighted the possibility of further emphasising the north-south divide, which might be only a perception, but we all know that perception counts for a great deal in politics. Will the Minister confirm what responsibility his Department has for those decisions? Was the Department consulted? Does the Department have to agree, or is the matter entirely for the rail operators? If the Department has to agree, I sincerely hope that the decision was made by officials, rather than by Ministers. As I said earlier, the decision adds grist to the mill by emphasising the north-south divide. The Government have invested a lot of money in the network, including in the northern part of the network, and we do not want to lose the good will that that has created.

Inter-City Rail Investment

Martin Vickers Excerpts

Thursday 9th January 2014 Commons Chamber

[Martin Vickers (Cleethorpes) (Con)]

It is a pleasure to follow the hon. Member for Luton North (Kelvin Hopkins), who always speaks so knowledgeably about railway matters.

I join others in congratulating my hon. Friend the Member for Redcar (Ian Swales) on securing the debate. It has given us an opportunity to praise the Government for a remarkable and very welcome increase in funding for our rail network—a network which, since privatisation, has seen a staggering increase in passenger numbers and in the amount of freight carried. It has also given Members an opportunity to argue in favour of yet more investment in their constituencies, or, at the very least, the transfer of some of the existing resources to their own areas. I shall say more about that shortly.

My hon. Friend the Member for Redcar spoke of the importance of connections to London and, indeed, to other areas. My constituency suffers badly as a result of its lack of such connections. There was a time, in living memory, when it was possible to get on to a train in Cleethorpes and travel to other major cities such as Leeds, Birmingham and Leicester. I know that Ministers are fully aware of the importance of good transport links to the economic development of all parts of the country, but I must emphasise their importance to more peripheral areas such as northern Lincolnshire.

The Government have recognised the importance of northern Lincolnshire and the wider Humber region as a major centre for the renewable sector, and have demonstrated their commitment to the area by creating the largest enterprise zone in the country and providing support through the recently signed Humber city deal. More recently, the Department for Transport gave Able UK permission to go ahead with its South Humber energy park and associated developments, which should provide thousands of new jobs. That is all good news, but if we are to maximise the benefits to the area, we shall need improved rail connections.

The main passenger services to northern Lincolnshire are provided by First TransPennine Express. There is a good hourly service between Cleethorpes and Manchester airport in each direction, which, with stops at Doncaster and Sheffield, connects with the wider network, but changes are inconvenient and add to journey times. Let me give a couple of examples. Last autumn, I attended the annual dinner of the Grimsby and Immingham Chamber of Commerce and Shipping. One of the guests was the Finnish Ambassador, who expressed his surprise at how long it had taken him to travel to Grimsby from London. Another example can be found in an article in The Sunday Times on 29 December. The journalist A. A. Gill travelled to Cleethorpes last October and in his article he says that he could have flown from London to Moscow quicker than it took him to get from London to Cleethorpes.

The Grimsby-Cleethorpes area needs more direct train services, particularly to London, in order to achieve the full economic potential I mentioned. To give an historical perspective, until 1970 there were two direct trains between the Grimsby-Cleethorpes area and London via the then east Lincolnshire line through Louth, Boston and Spalding through to Peterborough and on to the main line. I remember travelling on the last service train on 4 October 1970. The service fell at long last after a seven-year fight; it was sacrificed to the Beeching plan.

For the following 22 years we retained direct services to London. They ran via Market Rasen and Lincoln. That remains one of the options for a new franchise-holder. Certainly improvements are needed on that line, which is the Cleethorpes to Lincoln line. Most of the services are provided by a single car unit.

[Kelvin Hopkins]

The hon. Gentleman mentioned Beeching, and there are still a large number of corridors that are unused. Does he agree that it is vital to protect those corridors for possible future use, when, hopefully, we invest in even more railways than we have now?

[Martin Vickers]

I certainly agree with the hon. Gentleman and I think that even people who were connected with producing the Beeching plan have since acknowledged that the closure of the east Lincolnshire line was a marginal decision at the time and certainly in today’s climate it would not have been closed. Unfortunately, however, at various points that line has now been blocked off and it would take billions of pounds to reinstate it.

I was mentioning the services on the Lincoln-Cleethorpes line provided by a single unit. When passengers get on the conductor says. “When we reach Market Rasen, passengers will have to stand. Please make sure that all seats are clear.” East Midlands Trains acknowledges that the service it provides with that single unit is inadequate, but apparently there is such a shortage of units that it is unable to improve on it.

The Government have an excellent record on electrification. Electrification of the route from Manchester to Sheffield is edging nearer and the possible extension through to Doncaster is being considered. If that becomes a reality, which it must, then completion of the final 50 miles into Immingham, Grimsby and Cleethorpes must surely be worthy of inclusion.

Immingham is a major centre for railways; indeed, it was the railways that built it. It was a creation of the Great Central Railway just over 100 years ago in 1912. Today, measured by tonnage, around 25% of the freight moved by rail starts or ends its journey in Immingham, much of it of strategic importance—oil, coal and the like. That, together with the growing potential for passenger traffic, must make a case for, at the very least, a feasibility study into the viability of electrification of the final section of the south Trent-TransPennine line, the Doncaster to Immingham and Cleethorpes section.

Despite considerable capital investment over recent years the main route from Cleethorpes to Doncaster, which covers just 50 miles, takes 70 minutes. We must do better than that, particularly since we describe the trains on that route as TransPennine Expresses.

In this afternoon’s earlier debate on rural communities I heard my hon. Friend the Member for Gainsborough (Sir Edward Leigh) refer to the Saturdays-only service from Sheffield through Gainsborough and Brigg to Cleethorpes. This line was the Great Central main line and yet it has come to this—a once-a-week service. It provides a shocking service not only for my hon. Friend’s rural community, as he said, but for the industrial centres around Immingham and Grimsby and for the east coast premier seaside resort of Cleethorpes.

[Ian Swales]

I am sure that it will be no consolation to my hon. Friend that I have just done the maths in my head and discovered that the rest of the trans-Pennine service is no quicker than the service he has just described.

[Martin Vickers]

I have experienced that full journey on a number of occasions, and I have to agree with my hon. Friend on that.

I was describing the Saturdays-only service on the Gainsborough to Cleethorpes line. It begins its journey in Sheffield. I believe that that service illustrates the need for more flexibility in the franchise system. Northern Rail operates the service and, because of the type of services it operates, it is highly dependent on public subsidy. I would have thought, however, that if it had any sort of commercial drive behind it, it would see the possibilities in that route. It is already running a train to Cleethorpes on a Saturday, and it would surely be even more viable to run the service on a sunny summer Sunday as well. There should be some incentive to try to expand the market in that way.

My constituency contains 10 railway stations, the largest port complex in the country and an international airport, yet it has no trains to London. It does not even need investment to provide such a service; it just needs the Minister’s say-so. It just needs him to insist on it being part of the new east coast franchise, or to give the go-ahead to one of open access providers such as Alliance Rail, which is currently exploring the possibility of providing such a service.

The debate pack states:

“Inter-city rail investment covers a wide-range of projects, including electrification, line enhancements, service improvements and new rolling stock.”

My constituents would be happy with just a little progress under each of those headings. I should like to draw the Minister’s attention to one urgent enhancement that is needed on the east coast main line, which is plagued by the wires being brought down in high winds. I know that the Department has committed £1.2 billion to transform the line, but I am not aware that the upgrading of the electric wires is included in that. My understanding is that a relatively modest investment in certain sections of the line could deal with the problem to some extent.

There are electrification plans for the Great Western line, which provides services into Wales, and the northern hub will greatly enhance services in the north-west. My hon. Friend the Member for Redcar has described the needs of the north-east. My plea is, of course, for northern Lincolnshire and the Humber region in general. As I have said, the area has great economic potential, but if we are to maximise that, we need better rail and other transport connections. We need to close down the arguments about nationalisation, even if only in the context of the east coast main line. Privatisation has revitalised what was a dying industry. Let us also get on with HS2. The Cleethorpes to Manchester services run via Meadowhall, which would provide our link into HS2. However, that 70-mile journey to Meadowhall currently takes about 90 minutes. My plea is for direct services to London—an absolute necessity—and for a feasibility study into the electrification of the final section of the south TransPennine line between Doncaster and Immingham, Grimsby and Cleethorpes.

Transport Infrastructure

Martin Vickers Excerpts

Tuesday 17th December 2013 Commons Chamber

[Mr McLoughlin]

If the hon. Gentleman takes time to reflect and to look at the various appointments to the commission, he will see that we have taken incredibly seriously the environment and our environmental commitments.

[Martin Vickers (Cleethorpes) (Con)]

I invite my right hon. Friend to expand a little on the role of regional airports. Will he give an assurance that the Government will recognise the important role that smaller regional airports can play, not just in easing the burden on traffic to the south-east but in providing economic growth to areas such as the Humber region?

[Mr McLoughlin]

I cannot add very much to what I have said already. I agree with my hon. Friend, but it is difficult for some regional airports to attract new services. That is one of the big changes that we have seen as far as the aviation industry is concerned, and I am keen to do anything I can to encourage those regional airports to be able to provide more services.

Aviation Strategy

Martin Vickers Excerpts

Thursday 24th October 2013 Commons Chamber

[Martin Vickers (Cleethorpes) (Con)]

I suppose it was inevitable that the debate would be dominated by London and the south-east, but I remind the House that the northern economy is very dependent on improved communications, including better air services. I shall concentrate on the role of regional airports and, from a constituency point of view, Humberside airport, in economic regeneration and development locally.

First, as a member of the Transport Committee, I should put my cards on the table about Heathrow. I was not a member when the Committee conducted the inquiry prior to the report, but I broadly agree with its recommendations. The Chair of the Committee might be somewhat reassured by that.

The Humberside area has been designated and recognised by the Government as a potential area for major economic development. To give a couple of examples, they have shown their support for the area by halving Humber bridge tolls and creating the largest enterprise zone in the country. Only a month ago, the Prime Minister highlighted the area in his party conference speech.

We need better services in the area. Whatever happens in London and the south-east, getting them will be a long job. All hon. Members recognise that, and Governments make a habit of kicking it into touch. That point has been made clearly. Regional airports have a role to play in that respect. The Minister has been to Humberside more than once, and will know that Humberside airport would be ideally located if only there were better connectivity between the various modes of transport. A railway line runs within a quarter of a mile of the airport terminal, but there is no air-train connection. That is worthy of consideration—I have made that point regularly to the local enterprise partnership, local authorities and the like.

In the minute I have left, I should like to talk about the impact of air passenger duty, which is particularly relevant to regional airports. I have a note from Paul Litten, the commercial director at Humberside airport. He recognises that the tax is required, but says that

“it would be better to encourage airlines to move to smaller regional airports and take advantage of space, flexibility and customer demand but having a much lower APD amount for”

such airports. He says that

“if you use the logic of the congestion charge in London, then where there is a large demand, you should continue to tax; but apply a lower rate to those areas that need development.”

In other words, he says we need a smaller tax for regional airports. Finally, he says:

“Let me know if this makes sense.”

It makes sense to me, so perhaps the Minister could tell us in his reply to the debate whether it makes sense to the Government.

High Speed Rail (Preparation) Bill

Martin Vickers Excerpts

Wednesday 26th June 2013 Commons Chamber

[Martin Vickers (Cleethorpes) (Con)]

I rise to support the Bill. I am in favour of expanding our high-speed rail network. I respect hon. Members who represent constituencies that will be directly affected, and it is right that they fight for the best interests of their constituents. I have the advantage of representing a constituency that is in no way affected. Even the increased capacity, which is the prime motive for the development of a new network, will be of minimal benefit.

[Andrew Bridgen]

My hon. Friend says that his constituency will be in no way affected. Unfortunately, it will be, because his constituents—this is true of every constituency—will initially receive a bill for £75 million, rising to a possible £100 million.

[Martin Vickers]

My hon. Friend makes a fair point, but similar points could be made about every item of Government expenditure. Ultimately, the increased capacity will benefit the more provincial towns and peripheral areas of our country. The network is operating to capacity. We heard from the Secretary of State that the west coast main line would be at capacity in the early 2020s, and similarly the east coast main line, which has an impact on my constituency, will soon be full.

People have talked about blight, but speed is essential. Yes, there can be blight on individual properties and so on, but if that is to be the case, the sooner we get a decision on routes, compensation and so on, the better. Speed is also essential for the economy. We have heard, quite understandably, that connectivity is important to the development of our towns and cities, and that has been proved by countless reports over time. If Hudson and the other Victorian rail moguls had had to operate to timetables as stretched as that for HS2, I doubt whether the network would have developed to anything like the extent it did and from which this country benefited in the late-19th and 20th centuries.

The Minister has just scuttled out of the Chamber. Perhaps he suspected that I was about to mention that increased capacity would allow additional services to Cleethorpes and elsewhere—but that is for the future. If we are to rebalance the economy to the benefit of the north of England, it is important that we have this increased capacity and connectivity. I can understand the arguments against it. The cost is phenomenal, and, as my hon. Friend the Member for North West Leicestershire (Andrew Bridgen) pointed out, my constituents will have to bear some of that cost. [Interruption.] Does my hon. Friend the Member for Northampton South (Mr Binley) wish to intervene?

[Mr Binley]

indicated dissent.

[Martin Vickers]

No. Sorry, he looked, er—[Hon. Members: “Keep going!”] I’ll keep going, right. I think what he, er—I’ve lost my track now, I should say.

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

You’ve lost your train of thought.

[Martin Vickers]

Thank you, Mr Deputy Speaker. I will try to get back on line.

I am very supportive of where the Government are going with this. I was talking about rebalancing the economy. The economy of my own area in northern Lincolnshire is highly dependent on rail. We talked about the importance of freight earlier. Some 25% of freight tonnage moved throughout the country starts or ends in my constituency at Immingham, so I hope that the increased capacity will provide greater opportunities not only for passengers, but for freight. I therefore support the Government and, sadly, will oppose the amendment.

East Coast Main Line

Martin Vickers Excerpts

Wednesday 5th June 2013 Westminster Hall

[Martin Vickers (Cleethorpes) (Con)]

It is a pleasure to serve under your chairmanship, Dr McCrea. I congratulate the hon. Member for Middlesbrough (Andy McDonald) on securing this useful debate. We can sing the praises of East Coast—I am happy to do so as someone who uses its services every week; it does not provide a bad service at all—but the idea that this is some way towards being a golden age compared with GNER, which first took over the line and provided an excellent service, is a myth.

As I have said, I am happy to congratulate East Coast, which gets us here every week, usually on time. Passengers want a clean, reliable, safe and reasonably priced service. When they sit back in their seat, they do not care whether the track is operated by Railtrack, Network Rail or a private operator, or whether their seat is in a private coach or a publicly owned one.

[Grahame M. Morris (Easington) (Lab)]

To set the record straight, is it not the case that both GNER and National Express had to hand back the franchise, but this nationalised, directly operated rail service has handed £602 million back to the Treasury?

[Martin Vickers]

The fact that there is one failure—whether in the private sector, the public sector or wherever—does not automatically indicate a flaw in the system. The hon. Member for Jarrow (Mr Hepburn) said that the change would be privatisation for privatisation’s sake, but the opposite is equally true: do we want nationalisation for nationalisation’s sake? That is certainly what Opposition Members seem to want.

In his opening remarks, the hon. Member for Middlesbrough referred to Northern Rail, but to compare it with East Coast is to compare apples with oranges—a regional operator with an inter-city one. Northern Rail provides a perfectly adequate service in my constituency, between Cleethorpes and Barton-on-Humber, but it does not serve such great metropolises as York, Darlington and Doncaster. The station at Thornton Abbey—in a beautiful, idyllic setting—actually serves two farms and an ancient ruin, and I think it had 13 passengers during 2009. East Coast is fine; it provides a perfectly adequate service, but it does not dash up and down between Newcastle and King’s Cross, so there is no comparison whatever.

I am happy to criticise East Coast when it makes mistakes, which it did when it redesigned its timetable last year.

[Stephen Phillips]

On the timetable, does my hon. Friend agree that although the increased frequency and number of trains is welcome, the lack of joined-up thinking between those trains and local ones has caused constituents real problems that East Coast needs to deal with? If the line is retendered, the Minister must ensure that that factor is included in the tendering process, as I hope my hon. Friend agrees.

[Martin Vickers]

I welcome that intervention by my hon. and learned Friend, who highlights a particular problem. My point is that the station in my home town of Cleethorpes has been removed from the timetable—because there is no through train to it, it is no longer shown as having a connecting service. I think that Middlesbrough was another destination that was removed from the timetable. Regrettably, despite my protests, East Coast did not correct that in its new summer timetable.

The Government show every sign of moving ahead with the new franchise to a good timetable, which I welcome. I hope that the company will put in place services that British Rail removed in 1991, namely the direct services from King’s Cross to Cleethorpes, which I know the Minister is keen to restore in the new timetable.

[Karl MᶜCartney]

Does my hon. Friend agree that spending some money on electrifying the line between Newark and Cleethorpes might well give the east coast an option for diverted trains? The west coast has a multitude of such options whereas the east coast does not.

[Martin Vickers]

My hon. Friend raises a valid point. The important thing for the Cleethorpes constituency in relation to electrifying the line is that 25% of the country’s rail freight, when measured by tonnage, starts or ends at Immingham dock. The line must therefore be a potential candidate for electrification.

The hon. Member for Middlesbrough used, as I suspect all politicians do occasionally, selective statistics, especially ones that were critical of private operations. For example, he omitted the statistic that showed that the west coast main line, in private operation, generates more passenger income than the east coast main line— £820 million in 2011-12 compared with £587 million on the east coast main line.

I hope that the Minister will confirm that we are going ahead with the new franchise, that we are on course to deliver it and that the new franchise will deliver a better service than the existing east coast main line, which is, to be honest, just treading water at the moment. I know that the Minister will also want to ensure that there is a service to Cleethorpes.

Oral Answers to Questions

Martin Vickers Excerpts

Thursday 25th April 2013 Commons Chamber

[Mr Burns]

I thank the hon. Gentleman for raising a valid and interesting point. He is absolutely right that that will have to be looked at. Fortunately, we have time on our side. I can assure him that between now and when High Speed 2 begins operating on phase 2 in 2032-33, this will be looked into fully in order to avoid the very problems he identifies.

[Martin Vickers (Cleethorpes) (Con)]

As well as connections to York and the north-east in the new franchise, it is equally important that areas such as Grimsby and Cleethorpes are served in order to aid economic regeneration. Can the Minister assure me that he will give serious consideration to a direct service to that area in the new franchise?

[Mr Burns]

I seek to give my hon. Friend a partial reassurance, because I cannot prejudge at this stage in proceedings what might be in any franchise document, but I can say that there will be full consultations with relevant stakeholders and others before the document is finally put together so that all the issues, desires and wish lists can be fully considered.

Rail Franchising

Martin Vickers Excerpts

Tuesday 26th March 2013 Commons Chamber

[Mr McLoughlin]

As for where the headquarters will be, that will depend on the case that is put forward by the various companies that I hope will compete for the franchise. The hon. Gentleman is right: two franchises collapsed under the previous Government, so that and this Government have both had some problems with franchising. I hope we have learnt our lessons. The rail industry has become a lot better at competing for these franchises.

[Martin Vickers (Cleethorpes) (Con)]

The Secretary of State rightly spoke of the innovation and ambition that he expects from the new franchise companies. Can he assure me that that innovation and ambition will extend to providing services off the east coast main line, most notably to Cleethorpes?

[Mr McLoughlin]

I am certainly willing to discuss in greater detail with my hon. Friend the services to his constituency, which I know have been very badly disrupted because of earth movements, which must be put right; the work is taking longer than we would have hoped.