Oral Answers to Questions
Navendu Mishra Excerpts(1 year ago)
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Anthony Browne
My key focus in my decarbonisation of transport role is to ensure a smooth and successful roll-out of electric vehicles. The hon. Member quoted one month’s figures, but overall sales of electric vehicles are up 41% this year compared with last year. Indeed, a greater share of electric vehicles is being sold in the UK than in any of the five major countries in the EU—more than in Germany, France, Italy, Spain and Poland. It really is a record to be proud of. He is right that this is about supply and demand. We have stipulated in the ZEV mandate that 80% of sales should be zero/electric by 2030, but we also need to ensure that there are enough charge points for them. We have spent nearly £2 billion supporting electric vehicles, and we have a whole range of different schemes to deliver that.
Navendu Mishra (Stockport) (Lab)
The Parliamentary Under-Secretary of State for Transport (Guy Opperman)
Nationally, we have substantially reduced fuel duty. Locally, I hope that the hon. Member will welcome the £33 million investment with his local council into the A34, which will help his local residents.
Navendu Mishra
Labour has revealed that the Government’s delay to the phase-out date for the sale of petrol and diesel cars to 2035 is set to cost drivers £13 billion in higher fuel costs. On top of that, petrol prices have already soared and car insurance costs have gone up by an eye-watering 50% in just a year. Where is the Government’s plan to tackle the rip-off prices facing drivers?
Guy Opperman
I suggest that the hon. Member reads at speed the plan for drivers, and goes back into history and remembers Gordon Brown’s fuel duty escalator. Perhaps his constituents do not remember the 6% increase that was introduced by the Labour Government, but my constituents definitely do.
Railway Ticket Offices
Navendu Mishra Excerpts(1 year, 3 months ago)
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Navendu Mishra (Stockport) (Lab)
It is a pleasure to serve under your chairship, Mr Davies. I congratulate the hon. Member for West Dorset (Chris Loder) on securing the debate. I agree with a number of his points but disagree entirely with his characterisation of trade unions. It will come as no surprise that I declare my entry in the Register of Members’ Financial Interests regarding my membership of several trade unions.
Time is limited so I will make only two or three key points. According to the Financial Conduct Authority, there are 1.1 million adults in the UK with no bank account, of whom one in five is aged between 18 and 24. One of the regions with the highest number of unbanked people is Greater Manchester, where my constituency lies. With the proposal to close ticket offices and given the unreliability of station ticket vending machines, how are people who are predominantly cash based meant to purchase tickets? What provision is the Minister proposing? Would not simply keeping the ticket offices be the best solution to any potential problems of creating a more inaccessible rail network? What about part-cash, part-card payments? What about refunds for tickets purchased with cash? There are 467 stations managed by Northern Rail, of which 449 have cashless ticket machines. It seems that people who want to pay with cash or part-cash are excluded from this new, in theory modern railway network. I hope the Minister will address that point.
The ticket offices are the only form of regulated station staffing. If they are closed, there will be no more statutory regulation for staffing at stations. The RMT union tells me that that will undoubtedly mean that train companies proceed with a massive reduction in staffing across the network. Does the Minister accept that such a move will mean job losses for thousands of railway workers? I have three train stations in my constituency: Brinnington, Heaton Chapel and Stockport. Two of those do not have disabled access. The idea that the Government are working towards a more modern network is complete nonsense, because there is no access available.
Navendu Mishra
Unfortunately, my time has run out; I hope my hon. Friend will forgive me.
Rail Ticket Offices
Navendu Mishra Excerpts(1 year, 5 months ago)
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Huw Merriman
Yes—any currently staffed station will not become unstaffed as a result of these changes. As I have said, 43% of stations do not have ticket office staff, but if the stations that my hon. Friend has mentioned are currently staffed, they will not become unstaffed.
My hon. Friend referenced guide dogs. I am very grateful for the meeting I had with the Guide Dogs team, because we know that when it comes to mobility and accessibility issues, what may work for some does not work for everyone. Sight loss is a particular example of that, so I am very keen to continue to work with Guide Dogs to reassure my hon. Friend’s constituents that they will always get the help they need at her local stations.
Navendu Mishra (Stockport) (Lab)
I have several rail ticket offices in my constituency: Stockport, Heaton Chapel and Brinnington. The Minister will know, because I have raised it with him frequently, that Heaton Chapel and Brinnington do not have disabled access, so I am not convinced by the notion that this Government are looking to deliver more for passengers, and I do not think my constituents are convinced either. The ticket offices at all three of those stations—Stockport, Brinnington and Heaton Chapel—seem to be earmarked for closure, and the people who work in those ticket offices will be worried. Some 240,000 people work on the railway; they will be worried that the Government are running the industry into the ground, so I urge the Minister to rethink this proposal. Twenty-one days is an absolutely outrageous period of time for a consultation.
Huw Merriman
Again, I point to the accessibility stats. There was a 68% increase in the number of passengers who needed assistance at stations, so it surely makes sense to free up people who are working behind glass and are unable to provide that assistance—people who may not be as utilised, because fewer passengers are purchasing tickets in that manner. Those people can then go and assist the passengers who need that help the most, which is at the forefront of these changes.
Rail Services
Navendu Mishra Excerpts(1 year, 9 months ago)
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Mr Harper
That is a very well-aimed question, because it demonstrates that, when we have rail strikes, there is an immediate impact on not just passengers but the wider economy. I reiterate that, with a 90% turnout and a 76% acceptance of the offer, Network Rail’s RMT staff have demonstrated that they thought it was fair and reasonable in all the circumstances. They have accepted it, which seems to me to justify the RMT putting a very similar offer to its members working in the train operating companies. I would urge it to do so, and to do so quickly, so that it can call off next week’s strikes. That probably needs to happen by the middle of this week so that we do not damage the passengers, or the businesses that depend on them, any more than they already have been.
Navendu Mishra (Stockport) (Lab)
The people of Stockport have to suffer the extremely poor services provided by Avanti and TransPennine Express. It is extremely frustrating that the Government have decided to extend Avanti’s contract by six months. The Secretary of State pretends that Avanti was an excellent service provider before last summer, but in 2021-22 it had the most complaints of any operator. Why do new figures prove that the Government sanctioned a £12 million dividend for Avanti shareholders, and will the Secretary of State demand that money back?
Mr Harper
I think I am right in saying that the hon. Gentleman is talking about the period before the very poor service last year. However, he will also know that the judgment about whether train operating companies have hit the performance targets they have been given is reached independently, not by me, and I think that is a good safeguard.
On the hon. Gentleman’s general point about Avanti’s and TransPennine’s performance, and whether it is good enough, I was clear that TP’s performance is not good enough at the moment. If TP does not demonstrate improved performance, all options remain on the table.
Oral Answers to Questions
Navendu Mishra Excerpts(1 year, 11 months ago)
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Dame Diana Johnson (Kingston upon Hull North) (Lab)
Navendu Mishra (Stockport) (Lab)
The Minister of State, Department for Transport (Huw Merriman)
The Department, which manages the TPE contract in partnership with Transport for the North through the Rail North Partnership, is in regular dialogue with the operator, as we seek to stabilise the current service provision and provide passengers with a reliable timetable. Due to high levels of absence, industrial action and much higher than predicted driver departures, TPE will continue to face challenges, even as it restores some services.
Huw Merriman
The contract for TransPennine Express comes up for renewal in May. Anybody who takes that contract on will be faced with the exact same issues we have. Sickness rates are currently at 14%. We have no rest-day working agreement in place, despite it previously being the highest rate offered across the network. A number of drivers have left, some during covid, and while 113 drivers have been recruited, it takes on average 18 months to train a driver through that network. All those issues remain to be fixed, regardless of who the operator will be. I can assure the right hon. Lady that if the operation does not improve, other decisions will be taken in addition to the points I have just raised.
Navendu Mishra
Mr Speaker, as a north-west MP, you will be aware of the disgraceful service level offered by Avanti. My constituents have to deal with TransPennine Express on the one hand and also Avanti, so it is a double whammy for the people of Stockport. It has recently been revealed that between 18 September and 12 November 2022, TransPennine Express pre-cancelled between 250 and 450 trains per week through the use of P-coded notices, meaning that thousands of people were left stranded. P-coded notices were first introduced for cancellations caused by exceptional circumstances but now appear to be used routinely by private rail operators. Does the Minister agree that this is an abuse of the P-coded notice system, and has he been speaking to TransPennine Express about that abuse?
West Coast Main Line: Services
Navendu Mishra Excerpts(2 years ago)
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Virginia Crosbie (Ynys Môn) (Con)
I beg to move,
That this House has considered rail transport services for communities served by the West Coast Main Line.
I am grateful to those from both sides of the House who are here today for this important debate on the west coast main line. I thank the Backbench Business Committee for allowing this debate. It is on a cross-party issue, and the irony is not lost on me that many Members are only here because they could not get a train back yesterday.
The west coast main line rail service has been the subject of some debate in this House already over recent months. Since Avanti became the franchise holder, taking over from Virgin in December 2019, services have been cut, cancellations are rife, staff morale is at rock bottom, and passengers and communities are suffering. Many have voiced their concerns and dissatisfaction with the service that Avanti has been running in questions, letters and conversations with Ministers. I have called this debate because this issue is important. It is important to our communities that we recognise and raise the issues we are all facing as a result of Avanti’s substandard service, and that our constituents know that we are working hard to keep the matter on the Government’s radar. My own community of Ynys Môn has been particularly badly hit, and I would like to give the House some background on why this matter is so important to my constituents.
Holyhead, as a port, has been a key point in the transport of mail from London to Ireland since at least the last quarter of the 16th century. In the early 1800s, the demand for faster delivery meant that mail started to divert via the port of Liverpool, which already had a rail link. It was the introduction of a new rail line in 1848 that saved Holyhead from becoming a backwater. From that point, Holyhead offered the fastest route for mail to Ireland. It was the speed of rail transportation that maintained Holyhead’s route as an important port and town. It remains the second busiest ro-ro port in the UK, with many passengers coming in by train and onward by ferry to and from Ireland.
As a terminus, the railway also brings Holyhead and the rest of Ynys Môn much-needed local employment. The island has one of the lowest GVAs—gross value added—in the UK, and Holyhead is home to some of the most deprived communities in Wales. Before rail was privatised, many local people worked for British Rail, either on the trains or as part of Sealink ferry services. Some are still employed by Avanti, Transport for Wales and Stena Line. Our local shops and services provide for passengers coming in on trains, bringing extra income into the town. Direct trains to London also offer an opportunity for local people growing up in rural north Wales to access the cultural and historic attractions of London, and experience the heady excitement of the big city.
So for Holyhead in particular, the railway is not just something that passes through the town. It has been part of the very fabric of life for 175 years. No one expected this way of life to suffer such a blow from the change of franchise. We all understand that our rail operators, including Avanti, went through very challenging times during the pandemic, and we understand that during it, it was necessary to cut the number of trains running at that time. The problem is that Avanti not only has not picked its game back up, but has allowed its services to deteriorate.
Our rail timetable has been shattered, with direct services between London and Holyhead hacked. Local ferry passenger numbers have been challenged by the lack of through train services from London. This has also stopped my constituents from accessing the cultural, political and historical collateral of the UK’s capital city. Those with mobility needs or travelling with children are particularly disadvantaged by cuts in direct services. Local people who commute from north Wales to other parts of the UK have been severely affected.
Some hon. Members will know from my recent Adjournment debate that Ynys Môn recently experienced another connectivity disaster, when the Welsh Government put in place an emergency closure on the Menai suspension bridge, having allowed the bridge to fall into disrepair. The bridge is one of only two physical links between the island and the mainland. As one constituent who moved to Anglesey to run his business told me,
“with the whole range of transport problems affecting Ynys Mon and the adjoining mainland I am starting to regret my decision to base the core of my business here and I suspect that many others share my view.”
Prior to the pandemic, the Trainline website claimed:
“It is possible to travel from Holyhead to London Euston without having to change trains. There are nine direct trains from Holyhead to London Euston each day.”
But in February this year, we had just one direct train running each way between Holyhead and London. When I wrote to Avanti to raise my concerns, its response was:
“We are currently working closely with Government, Network Rail and industry partners to update our timetable which we hope to move forward with in the next few weeks—this will include the reintroduction of further services to North Wales.”
In June, Avanti said that we would have six direct trains a day in north Wales. That did not materialise, and by August it was axing trains across the whole network and introduced a significantly reduced timetable. As Transport Focus put it,
“The primary aim of introducing a reduced timetable is to ensure a reliable service is delivered to passengers so they can travel with greater certainty without the frustration and inconvenience caused by short-notice cancellations.”
However, in the second half of this year, complaints that I received about Avanti’s rail service from both passengers and staff increased by over 600%. A recent report from Transport Focus found that 28% of Avanti passengers said that they had experienced a change, cancellation or delay to their journey. Just over four in 10 passengers rated Avanti’s communication about delays as good. A quarter of Avanti passengers said that the level of crowding was poor.
For months, Avanti’s own travel tracker has shown a plethora of delayed and cancelled trains, many of which it has blamed on staff shortages, broken down trains or trains diverted to cover previously cancelled services. Data from the Office of Road and Rail shows that, between July and September, even though it had already removed thousands of services from its schedules, less than half of Avanti West Coast trains ran on time. One in eight was cancelled. That is nearly twice as many cancellations as the UK average. Many of us will recognise the reality of the situation all too well. Travelling with Avanti has become a lottery. A good, pain-free, on-schedule journey is such a novelty that my team celebrate when it happens.
We have been told by Avanti West Coast that the service will return to pre-pandemic frequency. However, a look at its timetable released this week for 11 December to 20 May next year shows just five direct trains each way between Holyhead and London Monday to Saturday, and three on a Sunday. The timetable for today, sitting as it does immediately after a strike day, offers four direct trains from London to Holyhead, with three making the return journey. That was this morning. Even I will admit that five, four or even three direct trains is better than the one we had earlier this year, but planning journeys is still a nightmare. Although Avanti has apparently committed to give us reliable timetables six to eight weeks in advance of travel, when I looked earlier this week, its website still showed no train timetable for some dates in January.
What worries most of us now is not what it says on the timetable but what happens in reality. After months of listening to Avanti’s promises and then suffering when it fails to deliver, I do not view the timetable with a great deal of optimism. How has this come to pass? What has turned a once reasonably reliable train service into what we have today?
Like other operators, Avanti was impacted by the pandemic. It has also been impacted by the nationwide RMT strikes and actions by other unions. However, its problems largely stem from staffing issues. For years, train operators have used staff working overtime to keep all their services running. They have relied on workers doing extra shifts on their day off to help crew trains. Avanti is blaming its problems on staff withdrawing their support for this arrangement, but according to staff, Avanti’s actions since taking over the franchise have led to this point. It has cut staff without replacing them and reduced morale to such an extent that workers have stopped volunteering for extra shifts.
Navendu Mishra (Stockport) (Lab)
On the hon. Lady’s point on staff, my understanding is that since Avanti took over the franchise, it has got rid of 175 catering roles. That is having an impact on the service provided on board in standard class as well as first class. The service that Avanti is providing is significantly worse than what Virgin, the previous franchise holder, provided.
Virginia Crosbie
I thank the hon. Member for that important intervention. He makes a clear point about the services that are being axed. They affect not only the people using the transport but those who are trying to work on the trains and offer a good service.
Mike Whelan, the general secretary of ASLEF, said earlier this year that Avanti
“does not employ enough drivers to deliver the services it has promised passengers it will run. In fact, the company itself has admitted that 400 trains a week are dependent on drivers working their rest days.”
Avanti says that it is working hard to address the problems by recruiting more staff. It says that by the end of December it will have 100 more drivers than in April. But Avanti staff are deeply unhappy and sceptical, as anyone who travels regularly will know.
Many Avanti staff have been working on the route for years. They moved to Avanti from Virgin when the franchise was changed. They have experience of working on the route when it was not perfect but at least functional. Earlier this month, the RMT carried out a survey of Avanti staff that showed that 92% of respondents are either not very confident or have no confidence at all in Avanti’s ability to deliver the improvements that it has been told to make to its services. More than 80% agree that their working lives have got harder since Avanti took over, there are not enough staff on the route and Avanti is mismanaging the workforce.
Avanti’s own staff rated service to passengers at just 22 on a scale of zero to 100. One respondent stated:
“the staffing issues started way before July. Jobs haven’t been backfilled for a long time”.
Another said,
“staff shortages have been an issue for months…Poor management of key contracts have made working for Avanti unpleasant and embarrassing.”
The survey details that frontline staff are on the receiving end of a high level of abuse from frustrated passengers. They say that management is chaotic, there is not enough information about services, and there are too few staff and too many last-minute shift changes. They say they feel disrespected, undervalued, demotivated, stressed and angry.
Navendu Mishra (Stockport) (Lab)
I declare an interest and refer the House to my entry in the Register of Members’ Financial Interests. I congratulate the hon. Member for Ynys Môn (Virginia Crosbie) on securing the debate. This is an issue that impacts hundreds of MPs, because the rail service that Avanti delivers connects us all.
I agree with the hon. Member’s closing remarks. If we were to think of a company that symbolised rip-off rail, Avanti would be the first to come to mind. It has a habit of blaming everyone when it comes to its failure. Poor management, expensive tickets, an unreliable service and trains that are not maintained or cleaned properly are all issues. I hope to cover some of them. I will not take too much of the House’s time.
My inbox is often full of people complaining about cancellations, uncertainty, lost business and students unable to go to their university or college because of the poor service provided by Avanti. It seems that one unifying factor around Avanti is that it is pretty much universally disliked. Whether passengers, businesses, staff members who work on its trains or those who supply the trains, everyone seems to have something to say about Avanti and it is almost always negative.
I know the Minister on a personal level and know that he is a hard-working Member of Parliament. A couple of weeks ago, I raised with him that TransPennine Express, which is experiencing similar problems on the network, is owned by FirstGroup, which owns 70% of the Avanti franchise. The Government should hold FirstGroup to account for the failures on Avanti, which are being replicated on TransPennine Express, because this is simply not good enough. It is not acceptable. I have tabled a number of written parliamentary questions on the subject. The fact is that Avanti has damaged the economy in my constituency as well as the wider north-west region.
In my intervention, I referred to the 175 catering roles that Avanti has axed, but there are even more problems when it comes to catering on trains. The equipment is often faulty, so passengers cannot pay with a card. Sometimes, they only take card and not cash—it depends on the train and what equipment there is.
The trains seem to be frequently understaffed. We have heard about the issues with drivers on Avanti. Having spoken to many people who work for Avanti West Coast, the reality is that senior management are viewed as toxic by members of staff. I prefer to travel by train rather than drive to London. My experience as a customer is almost all negative.
The debate is about west coast main line services, so I will not delve too much into ticket office closures, but my views are on record about ticket office closures and the support that those offices provide to people with mobility issues and those who might need extra help at a station. We need a wider debate next year about the value of ticket offices at railway stations.
A lot has been said about drivers and people who work on the trains, and I want to reference the “Justice for Cleaners” campaign. Last week I was outside the Department for Transport when shop stewards from the RMT handed in a letter to the Department regarding extremely low pay, long hours and the difficult jobs that cleaners do on the railway. Avanti does not have a good reputation. Those who have travelled on its trains will have seen that often they are not clean, they seem to be unhygienic and the toilets are in a terrible state.
During the pandemic, we all were happy to clap for cleaners and key workers, because they kept us safe and did a difficult job. Sadly, many cleaners across the world lost their lives during the pandemic because of the exposure they faced. Atalian Servest has the contract for Avanti West Coast. It is well known for low pay and long hours. A friend of mine—I would not like to name her—lives in my constituency, and I knew her son. Sadly he is not with us any more. She works as a cleaner on the railway, and I often bump into her on the journey from Westminster back to Stockport. We need to make sure that they get decent pay so that they do not have to rely on food banks. Research by the RMT shows that one in 10 railway cleaners are using food banks. One quarter of cleaners are skipping meals, and one in three are reliant on credit cards to survive. A shocking 84% of railway cleaners are struggling to make ends meet. Those figures are staggering.
A lot is said about collective bargaining, but if we look at the staffing model for the railways, we see that cleaners often tend to be some of the lowest-paid people. Inflation is at almost 11%, thanks to economic mismanagement by the Government, and those people are often on zero-hours contracts or low pay. We need to make sure that they are on a minimum of £15 an hour and get proper sick pay, travel facilities and a decent pension. It is not much to ask for in one of the richest economies in the world that people who clean our trains are paid a decent wage.
I noticed that earlier this week during Prime Minister’s questions, there was a question from a Conservative MP about the shocking state of the Avanti West Coast franchise. The Prime Minister said:
“My right hon. Friend is absolutely right about the unacceptable deterioration in the quality of Avanti’s service.”—[Official Report, 30 November 2022; Vol. 723, c. 898.]
I am glad that the Prime Minister is aware of what is faced by the millions of people who have to travel on Avanti. I know that the Minister sent a comprehensive letter to MPs this afternoon. In my view, it does not go far enough, but I am grateful to him for that correspondence.
As I have the Minister’s attention, I highlight the fact that I wrote to the Secretary of State for Transport on 29 November with a series of questions. I have not received a response. I have tabled a written question seeking a response, so I hope he can help me get a response to that letter.
I will finish on the point that the root cause of the failures with Avanti, but also with TransPennine Express and other rail companies, is privatisation. These firms prioritise profit extraction over public service and connectivity. Avanti has terrible customer service, and it prioritises profit extraction over fair pay for its staff and the people who work on its trains, such as cleaners. Public transport is a public service. Having good public transport links is excellent for our environment, air quality, connectivity, economic growth other such issues. We really do need better.
This might be a rare occasion when I entirely agree with a Member on the Government Benches, but I entirely agree with the hon. Member for Ynys Môn that Avanti should not be allowed to run the franchise beyond April next year. We need to make sure that the Government do not extend the contract and that the franchise goes back into public ownership, so that it is run for people and the planet, rather than for FirstGroup shareholders to feed off. I will finish there. I could say a lot more, and I apologise for stepping out earlier—please forgive me, Madam Deputy Speaker. Once again, I thank the hon. Member for securing this debate, and I look forward to the other contributions.
Ben Everitt (Milton Keynes North) (Con)
I join colleagues in congratulating my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing this debate and the Backbench Business Committee on scheduling it.
Like so many colleagues here today, I am speaking on behalf of thousands of constituents who rely on their rail services, particularly the west coast main line, but are being thoroughly let down and deserve a far better service. As one of the major cities, and indeed the newest city, along the west coast main line, Milton Keynes is served by both Avanti West Coast and London Northwestern Railway. However, even if my constituents are lucky enough even to have a train turn up at all, the trains are often delayed, unreliable and overcrowded. I spend many a journey between Milton Keynes and London sat on the floor in between the carriages. It is a pretty miserable experience, apart from a few weeks ago when I was sitting in what is probably my usual spot on the floor just outside the toilet and I was joined by a bunch of lasses from Milton Keynes who were going to a Halloween party. We managed to strike up some conversation and they were good enough to share their cider. I had a nice journey down and arrived in London with a temporary tattoo, which is gone now. But we should not rely on generosity and community spirit to take the misery out of these journeys.
Many constituents have got in touch to share their poor experience, especially with Avanti West Coast. As Milton Keynes is one of the major community cities into London, my constituents need a punctual and reliable service to get into work, but often they just do not get one. The train service in Milton Keynes is often so bad that my constituents are resorting to driving to London stations such as Cockfosters, which is a 46-mile journey, and then taking the tube into London, rather than taking the train from Milton Keynes. In an extreme case, a constituent has shared that, due to the cancellation of two of the regular morning commuter services, they now pay more than £800 a month for a first-class ticket, just to guarantee that they will get a seat. Without paying for first class, they would face one of those overcrowded journeys that I end up on—and almost more often than not they are still paying for the privilege of being late.
Given Milton Keynes’s important and strategic location in the region, connected by rail to other major cities such as Birmingham and Manchester and well placed within that Oxford and Cambridge arc, any disruption in the rail service causes serious problems to my constituents’ everyday lives: not just difficulties in getting to work, but disruption and delays in visiting friends and family and getting to important appointments. In another case, a constituent has shared that they find the service offered by Avanti “abysmal”, with only one train an hour running from Birmingham and Manchester, down from three an hour. They have resorted to using the coach.
The problem is more than a lack of timing and reliable trains; there is also a lack of accessibility. Another constituent has been in touch, a wheelchair user who shared that, shockingly, the rail service is completely inaccessible to him on his own and often there are no staff available to help. In 2022, it is unacceptable that wheelchair users are left abandoned with no support to use the rail service.
The situation simply cannot continue. Not only does it impact my constituents, but it poses a risk to the growth and the economy of Milton Keynes as a whole. Year on year, Milton Keynes has consistently been ranked as one of the United Kingdom’s fastest-growing economies. In fact, a recent study named Milton Keynes as the fourth fastest-growing economy by the end of 2022, increasing year on year by 3.3% and adding £500 million to the local economy.
However, one of the major factors in that growth is our location and our transport connections. That is why huge local employers such as Santander move their headquarters there. But why would Santander continue to invest in our city, and why would talented people continue to choose to work, live and set up their businesses here when they cannot rely on the train arriving on time or with the capacity to take them on their journey?
Navendu Mishra
Does the hon. Gentleman agree that the Department for Transport should conduct economic analysis of the damage that Avanti has caused to each constituency it serves? I tabled a written parliamentary question on that earlier this year, but the response from the Government was not helpful.
Ben Everitt
Far be it from me to direct my hon. Friend the Minister, but it does seem that the hon. Gentleman has an excellent point. What I assume he is getting at is that the growth of not just Milton Keynes’s economy, but economies around the country is being put at risk by these poor services. Potentially, there may be data out there that we can draw on, though I would not want to draw the Department’s resources too far from the clear focus on improving services, so I will leave that with the Minister to take forward.
The problem is that, while we recognise the importance of maintaining a good service on the line, we need to take things forward. We need to improve. I welcome the fact that the Government are putting pressure on Avanti to improve its services. We have heard in this debate about the short-term extension of the contract until April 2023—I note that there is no particular enthusiasm for anything more than a short-term extension at this point. That extension is not rewarding failure; it is a clear and urgent message to Avanti that it must improve its service and its performance or face losing the franchise.
I have spoken to Avanti recently. It is positive that it is getting the point because, importantly, it has apologised and accepted that its service is not good enough. I understand that changes are on the way, with nearly 100 additional drivers added to the service between April and December this year, so we could see slight but welcome improvements to the service. However, this is very early days and my constituents and I are incredibly wary. I urge the Government to continue to actively monitor the service on that line and, more importantly, to hold the company to account, so that if we do not see drastic improvements to the reliability, punctuality and frequency of the service, that contract is removed. If we do not make those changes, Milton Keynes and other stops along the west coast main line risk being left behind. With so many opportunities for growth and success coming to the new city of Milton Keynes, it would be a real tragedy if all those benefits were put at risk due to a failing train operator.
Gavin Newlands (Paisley and Renfrewshire North) (SNP)
I thank the Backbench Business Committee for facilitating this afternoon’s timely debate. The hon. Member for Ynys Môn (Virginia Crosbie) started the debate powerfully, and I do not disagree with a word she said. In fact, I do not disagree with pretty much anything anyone said, other than the comments of the hon. Member for Aberconwy (Robin Millar) about the Union and how it binds us all together. He failed at the last minute to get consensus across the Chamber. The hon. Member for Ynys Môn started well by talking about the importance of Holyhead not only to her local economy but to the wider Welsh economy, and how much Avanti’s terrible service has impacted that economy and her constituents.
On Monday, every single Avanti train leaving Glasgow for London was late, in most cases by at least half an hour. Five trains were more than an hour late. The passengers on those trains were actually the lucky ones. Anyone looking to travel in the afternoon from Scotland’s biggest city to England had a choice of two trains, both leaving late and arriving even later. Every other service was cancelled or terminated at Preston, which is a fine Lancashire city but about 237 miles from Euston. Lest any apologists for Avanti try to rely on the seasonal weather as an excuse, the first train on the previous Thursday was nearly two hours late arriving. The passengers on the last train arrived at Euston close to 1 am, more than six hours after they departed.
Avanti has set the west coast main line back decades, which is not hyperbole. I checked the British Rail timetables from 1982, 40 years ago, and the journey times that Avanti is now delivering almost daily are slower than the locomotives that were the backbone of the nationalised rail network in 1982.
Any criticism of Avanti or TransPennine Express in my speech is of upper management and executives, not the frontline staff, who, like everyone who has spoken in this debate, I have always found to be exemplary in their professionalism and courtesy. I am not just saying that because I am one of the many Members who will be seeking to get home on Avanti west coast main line services this evening. These services should be the Crown jewels of the British rail network, but instead they are straight out of the pound shop bargain bin, although not at a price to match.
TransPennine Express is just as bad as Avanti, and in some ways worse. On Monday it managed to run three of its seven timetabled services from Glasgow Central. Only one of four services made it to Manchester airport. Anyone looking to travel to Manchester after lunchtime was out of luck, as there were no trains at all. I put it to TransPennine Express’s chief executive at yesterday’s Transport Committee that, in the three weekdays prior to the strike action, only one of 12 scheduled trains made it from Glasgow to Manchester airport. That includes last Friday, when TransPennine Express managed a single train to Manchester before 5 am, after which there were zero services to England’s second biggest urban area from the biggest urban area in Scotland. It is almost as if all we have heard over the past 30 years about the benefits of rail privatisation and the wonders of the free market have been hot air and blether.
At least trade unions give advance notice that their actions will mean train cancellations and disruption, so travellers can make alternative arrangements and amend their plans. Avanti and other train operators can, and often do, wait until the very last minute before pulling the plug, leaving the trains that remain in service overcrowded, late and dirty, with the staff running them bearing the brunt of passenger frustration and anger.
It is clear from Avanti, TransPennine Express and the remaining privatised parts of the rail network that the system has completely and utterly broken down. The fragmentation of operators and network infrastructure has led to a system of little accountability and no cohesion, with long-term thinking left to outsiders and the occasional individual. Private operators have no incentive to provide a public service and every incentive to wring every penny out of its operations until the next rider on the gravy train takes over the contract. For months, the Government tried to maintain the line of laissez-faire non-intervention, before scuppering negotiations by adding conditions that they knew were guaranteed to send workers back to their trade union reps. We have a rail system in England that is edging closer and closer to collapse.
Navendu Mishra
The hon. Member referenced the term “fragmentation” earlier, and Avanti often talks about the fact that it does not have enough drivers available for its services. If we had a unified public transport system that was designed to serve our communities and our planet rather than private rail operators, perhaps we could have a system where, if there was a shortage of drivers in one part of the country, they were licensed to drive trains in other parts of the country.
Gavin Newlands
That seems to be an eminently sensible suggestion, which I hope Ministers can take up. GBR, which I will touch on later in my speech, seems to be no more, but I hope that the Government look at all the factors in our entire rail network in the round. That is a perfectly good suggestion.
Collectively, the privatised rail network is letting Scotland and the north of England down—I should also say north Wales; my apologies for not doing so. What is the economic impact on communities relying on the west coast line? How much badly needed growth in our regional and national economies is being sacrificed at the altar of free market gospel? What opportunities for developing freight and pushing a modal shift from road to rail are being lost and decarbonisation gains unrealised? How much more imbalanced is the UK economy becoming every day that the west coast line remains a shambles?
The Transport Committee heard from Avanti and TransPennine Express yesterday morning. I almost felt sorry for them trying to defend the indefensible—almost. I asked them if they thought that the travelling public believed that they should continue to operate train services. They at least had the good grace to dodge the question rather than admitting that passengers trying to use their services would probably just as soon see the Chuckle Brothers running them as TPE and Avanti. They at least have the excuse that they are only in it to make money. The UK Government have a wider responsibility.
Just six months ago, the then Transport Secretary, the right hon. Member for Welwyn Hatfield (Grant Shapps), told the House that his flagship project, Great British Railways, was how
“we are transforming the industry”.—[Official Report, 15 June 2022; Vol. 716, c. 318.]
The Chairman of Network Rail now says:
“I have stopped using those three words...it was clearly the invention of Boris Johnson, Andrew Gilligan and Grant Shapps”.
After all the fanfare, all the hype, a contest to decide its headquarters and the Transport Secretary of the time intervening to slap his name on the report that proposed it, GBR is dead in the water before it even began.
Given that the so-called Williams-Shapps review, as I suppose we should technically call it, stated clearly that GBR
“will be the single guiding mind and leader that the railways currently lack”,
one has to ask the question: without GBR, who will be the single guiding mind? Where is the leadership? Perhaps the new Rail Minister, who I get on well with, will be that leading mind. We shall see. The rail network is too important to leave to a Transport Secretary who, in recent weeks, has been a “here today, gone tomorrow” figure. Yet without some kind of arm’s length entity running and controlling our railways, we are doomed to short-termism and a strategy designed to get us through to the end of the latest crisis. Bringing the west coast operations under direct public control, as the Scottish Government have with ScotRail, would be a first step towards a rational and forward-thinking model of ownership and operation.
Scotland’s railway operates at arm’s length from the Government through Transport Scotland, but allows for greater integration with the Government’s political objectives. Even without the devolution of Network Rail, which we have called for in this place many times, the Scottish Government—and, to be fair, previous Scottish Executives under Labour and the Liberal Democrats—have expanded and transformed rail in Scotland and are still going full steam ahead with a programme of electrification that will, within just over a decade, help to fully decarbonise Scotland’s railway.
As with any public service at a time of economic crisis, there will be issues, but the settlement of disputes with ASLEF and the RMT at ScotRail earlier this year shows that, once again, the apparently radical tactic of Ministers treating trade unions and workers as partners rather than mortal enemies benefits everyone. I commend that approach to Government Members, mainly because it appears to be working. However, we are lucky in Scotland to have decades-long political consensus on how our railway should develop and the powers to make those choices happen.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
I am grateful to the Backbench Business Committee for allowing this important debate, and I congratulate the hon. Member for Ynys Môn (Virginia Crosbie) on securing it. Given that the west coast main line is, in the words of the Minister’s own Department,
“one of our most important rail corridors”,
it was crucial for the House to have the opportunity to discuss the state of the line’s services—or, more accurately, lack of services—on this Government’s watch.
While there are numerous challenges across the line, as we have heard today from one Member after another, the bulk of the issues faced by passengers comes from just two operators. Let us look at suspect No. 1, Avanti West Coast, with 33% of services running on time. That is its current record, and it means two thirds of passengers being left out in the cold on platforms—two thirds of passengers who are late for their commitments or, even worse, never make them; two thirds of passengers who have been let down by Avanti’s shocking rail services. Instead of acknowledging the shortcomings of these operators, the Government have rewarded Avanti’s ongoing failures with a new contract extension, much to the consternation of Conservative Members. That contract was paid for out of the pockets of the very passengers who are being let down by Avanti, again and again.
Figures show that, last year alone, £12 million in dividends was paid to Avanti, the country’s worst-performing operator. Why is that? Why are the Government prepared to make hard-working passengers pay for a service that is delayed or cancelled almost as often as it is on time? One would be forgiven for thinking that having removed thousands of services from its schedules in August, reducing the number of trains between Euston and Manchester Piccadilly from one every 20 minutes to one every hour, Avanti would be capable of producing a more reliable network. Sadly, even expecting that minimal level of service has been wishful thinking. Instead, those who rely on the busiest main line in the country face the reality that one in every eight Avanti west coast trains are cancelled. It is utterly absurd that millions of people, let alone numerous local businesses, cannot rely on these services.
Local metro Mayors have repeatedly raised concerns with the Government about the devastating impact the rail chaos is having on the northern economy, cutting people off from jobs, cutting businesses off from opportunities and cutting towns off from investment. Rewarding rail operators that obstruct northern growth is a far cry from the Government’s levelling-up agenda, which promised to better connect our towns and cities. The Government’s willingness to reward failure appears to be the common policy choice for west coast main line operating companies.
That brings us on to suspect No. 2: TransPennine Express. Six years ago, TransPennine Express blamed staff shortages, rest day working and driver recruitment for its failing services. Today, it is peddling the same old tired excuses. It therefore comes as no surprise that the Government plan to reward it with an eight-year contract in May. Some may be overly generous and say that the Government are incapable of recognising failure, but when we see how they are managing our public services across the board—from our health services and our schools to our borders—it is clear that they are simply doubling down on their failures and are happy to leave hard-working members of the public to pay the price. The Government have come up with a litany of excuses on behalf of west coast main line operating companies—excuses that do little to reassure those impacted by shambolic services.
Instead of making excuses, the Government should be looking at operators who are getting it right. On the east coast main line, as was explained earlier, more services are being delivered on time, with fewer cancellations. The Government have a responsibility to ensure that Britain’s rail infrastructure rivals that of our global partners. Instead, because of years of Tory failure to properly invest in our network, they have left our country with a second-rate infrastructure and rail services in crisis. To build the rail network that Britain needs, if the Government are not willing to strip franchises, they must at the very least place failing operators on a binding remedial plan to restore services for the British public, with clear penalties that discipline failure, not reward it. The new Rail Minister—the Minister of State, Department for Transport, the hon. Member for Bexhill and Battle (Huw Merriman), for whom I have a great deal of respect, especially in his previous role as Chair of the Transport Committee—has himself admitted that he absolutely sees the urgency of the current situation. If that is the case, why is he not taking urgent, decisive action?
Perhaps now would be a good time for the Minister to also come clean on whether the Transport Secretary is blocking an offer on rest day working that could stabilise rail services in the short term. The spokesman for the SNP, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), highlighted how the Transport Secretary, at the very last minute, torpedoed talks and an agreement that would have prevented strikes, but we shall leave that to debate another day.
The Government have demonstrated time and time again that they cannot be trusted to follow through on their promises, and now Avanti is following suit.
Navendu Mishra
I am often confused, because the Department for Transport often comes across as the public relations department for private rail operators, rather than as a Government Department resolving disputes and their root causes. Does my hon. Friend feel the same?
Huw Merriman
My right hon. Friend is experienced in this place, and he will perhaps be aware that I cannot give a percentage. All I can say is that the rail regulator and Network Rail’s project management office have reviewed the recovery plan, and they are content, while recognising the challenges that the operator faces, that matters within Avanti’s control look to be within its control, and therefore it should be able to roll the timetable out. Indeed, with 100 extra staff and not working on rest-day working practices, Avanti should be confident, and I am confident as well, but I cannot give him a percentage figure, I am afraid; I can just give him my optimism.
Huw Merriman
I will not, because I want to make some progress, if the hon. Gentleman does not mind.
My hon. Friends the Members for Milton Keynes North and for Delyn called for the decision to award a short contract to have a “keep options open” status, and they are right to say that. An extension to the contract at this stage will not preclude transferring the contract to the operator of last resort at the end of the extension term.
I will respond to what the hon. Member for Stockport said in exchanges with the hon. Member for Slough, who then brought up the TransPennine Express franchise. I was asked specifically why the Secretary of State was blocking an offer to resolve issues at TPE. I am happy to tell the hon. Member for Stockport that the Secretary of State signed off an offer for rest-day working to be put back to ASLEF on TPE, because that rest-day working agreement was not extended at ASLEF’s request at the end of last year. That offer was made, so he will be pleased by the Secretary of State’s input, but it was rejected by ASLEF despite being equally the most generous at time and a half. I will work on the basis that he will call for ASLEF to take a refreshed view on that situation.
That leads me nicely on to workforce reform; my right hon. Friend the Member for Tatton and my hon. Friend the Member for Aberconwy both touched on industrial action. The way that passengers use the railway has changed. With more people working at home, we need to ensure that rail is put on a sustainable footing. The railway is losing up to £175 million of revenue each month as a result of fewer passengers post pandemic. That cannot continue. Passengers rightly expect a regular, reliable service seven days a week, but as we have found with Avanti, current shift patterns and voluntary weekend working for railway staff make that vision almost impossible.
Getting stuck in endless disputes will not solve any of that, or bring back the passengers that the railway so badly needs. The only solution is for everyone to come together and agree a new way forward. Contrary to what has been said, the Secretary of State and I have met the trade unions and heard their concerns. We helped to facilitate a fair offer that delivers a pay increase more generous than those in the private sector are gaining and that guarantees no compulsory redundancies. More than a third of RMT members voted to accept Network Rail’s proposal, despite being instructed not to. There is clearly an appetite among workers to strike a deal and I welcome today’s decision by the Transport Salaried Staffs Association—the second-largest union—to do just that. We urge the RMT to reconsider and to return to the negotiating table with the employers.
We have a once-in-a-generation opportunity to rebuild a world-leading network. The result will be a thriving rail industry that continues to support Britain’s economy and society for generations to come. The hon. Member for Stockport urged me, through the hon. Member for Slough, to get involved. I can tell him that after this debate, I will be sitting down with Mick Lynch from the RMT and the employers to try to facilitate some form of agreement.
Navendu Mishra
The Minister is being generous in giving way. On his point about the workforce, I encourage him to comment on low pay, zero hours and the treatment of cleaning contractors who work on the railway. Inflation is at almost 11% and they deserve fair pay and a decent pension.
Huw Merriman
I will look into that and get back to the hon. Gentleman, because the stories that he shared need investigating. My constituent, who is also on a zero-hours contract, is concerned because every day that the trade unions go on strike on the railways, she loses her wages. She contrasted her wages with some of those taking strike action. I hope that we can work together in that spirit of compromise.
It is vital that we invest in infrastructure in the long term. The Department is investing £54 million to improve the power supply on the west coast main line at Bushey near Watford, which will create additional reliability and support the introduction of new bi-mode rolling stock for use on partially non-electrified routes, such as those in north Wales. In control period 7 between 2024 and 2029, we will invest more than £44 billion in the existing rail network to support Network Rail’s operations, maintenance and renewal activity. Network Rail’s business planning processes for control period 7 will focus on how the railway can contribute to long-term economic growth; support levelling up and connectivity; meet customers’ needs; and deliver financial sustainability.
As all right hon. and hon. Members have said, the west coast main line is critical to the national network today, but it is also important to the future of the railways. For example, on completion of High Speed 2 phase 2a, new HS2 trains will join the existing west coast main line to create direct services to places including Liverpool, Manchester, Preston, Carlisle and Glasgow.
Turning to the name change, my hon. Friend the Member for Aberconwy has made his pitch. All I can say is that, with a name such as mine, I am very much attracted to the idea, although I am sorry to say that my family came from south Wales rather than north Wales. However, that will not hold back the appetite for work.
Rail Cancellations and Service Levels
Navendu Mishra Excerpts(2 years ago)
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Navendu Mishra (Stockport) (Lab)
The parent company of TransPennine Express is FirstGroup and Avanti West Coast is a joint venture with 70% ownership by FirstGroup. Does the Minister see the link? Gross mismanagement by FirstGroup is causing utter chaos in my constituency and damaging the economy of Stockport and the wider north-west region.
Huw Merriman
I am aware of that. I am also aware that the lead negotiator for the train operators is the chief executive of FirstGroup and that those two entities have had those specific issues targeted against them while other train operators perhaps have not. Again, my tone and my message is to try to bring all parties together so that we can improve the service for our passengers and give them more confidence. If we are not careful—this applies to everybody involved in rail, including me—people will give up on rail, and that will cause us even greater challenges in funding the timetable that we have. It is in the interests of management, shareholders—they continue to benefit if revenues grow—and absolutely the workforce and the passengers that we turn this around. We will do that only by working together.
Avanti West Coast
Navendu Mishra Excerpts(2 years, 3 months ago)
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Navendu Mishra (Stockport) (Lab)
(Urgent Question): To ask the Secretary of State for Transport to make a statement on the future of Avanti West Coast railway services.
The Minister of State, Department for Transport (Trudy Harrison)
The current west coast franchise agreement is due to expire on 16 October. As with all contract awards, the Government will act in accordance with the Railways Act 1993 section 26(1) franchising policy statement, and a decision has yet to be taken by the Secretary of State. Given the market and the commercially sensitive nature of the outcome, further information cannot be provided at this time.
Like all operators, Avanti has used a degree of rest-day working to operate its timetable. In essence, this means that drivers have been volunteering to work the additional shifts over and above their contracted hours. The industry arrangement has been in place for many years, to the benefit of the drivers, the operators and indeed the passengers. Avanti has a rest-day working arrangement that remains in place with the ASLEF union, which represents about 95% of the drivers.
However, on 30 July this year Avanti experienced an unprecedented, immediate and near total cessation of drivers volunteering to work passenger trains on their rest days. This left Avanti unable to resource its timetable and, in the immediate term, resulted in significant short-notice cancellations. Avanti has reduced its timetable in response to the withdrawal of rest-day working. Reducing the timetable provided better certainty and reliability for passengers as it reduced the number of short-notice cancellations.
The Department continues to work closely with Avanti to monitor performance, while Avanti continues to review the demand data and the position regarding train crew availability to inform options to reliably increase services. An increase in services between Manchester and London remains an absolute priority and Avanti will continue to look for opportunities to support passengers and businesses along the route.
Navendu Mishra
I am grateful to you, Mr Speaker, for granting this urgent question. It is disappointing that the Secretary of State is not here, as this issue impacts millions of people in our constituencies.
Many of us saw the chaos at Manchester Piccadilly, London Euston and several other stations over the summer as Avanti West Coast slashed its timetables and suspended ticket sales at short notice, cutting key towns and cities off from each other. Now, in September, the problem has persisted and the chaos continues to blight the lives of thousands of people not only in my constituency but across the north-west of England and other parts of the UK. Avanti says that this has been caused by “unofficial strike action” and
“the current industrial relations climate”—
phrases that serve only to abdicate management responsibility for ensuring that the trains are properly staffed.
ASLEF and National Union of Rail, Maritime and Transport Workers members across the country have indeed recently been on strike in defence of their pay, terms and conditions—I pay tribute to those members for doing so—but their strike action has no bearing on the fact that Avanti has a business model that expects train drivers to work their rest days as a way of maintaining the service, rather than having sufficient staffing levels.
We know that there have been underlying problems at Avanti for a long time. Figures from the Office of Rail and Road for the first three months of the year show that Avanti’s performance was already behind that of other franchises, such as those on the great western and east coast main lines. The company was paid £17 million in performance and management fees from the public purse in just two years, including for “operational performance”, “customer experience” and
“acting as a good and efficient operator”.
Anyone who has been on Avanti trains knows that that is absolutely untrue.
Now, customers are unable to purchase return tickets when seats for one leg have not been released, forcing people to buy two singles or open returns at greater cost; there continues to be a lack of clarity and certainty around the release of tickets; and many outlets still say “sold out”, leading people to believe there are no tickets left. My constituents, and all those who use this vital service, need and deserve clarity. We have seen poorer performance, with the threat of the closure of ticket offices, yet higher fares. It simply does not add up.
The previous Prime Minister and his Government preached levelling up, but by failing to address this crisis the Government are causing huge economic damage to Stockport, Greater Manchester and other areas across the north. As cleaners, guards, drivers and other rail staff work hard to provide a good service, the company and its management continually let the public down.
Did the former Secretary of State, the right hon. Member for Welwyn Hatfield (Grant Shapps), approve the decision to cut Avanti’s timetable? Could the Minister tell the House who is incurring the revenue loss following the cuts to Avanti’s timetable—the train operator of the taxpayer? When will the Department for Transport come up with a proper plan to end this chaos so that the route is properly up and running again? Rail passengers deserve much better.
I am very grateful to you, Mr Speaker—thank you.
Future of Rail
Navendu Mishra Excerpts(2 years, 7 months ago)
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Navendu Mishra (Stockport) (Lab)
It is a pleasure to serve under your chairship, Sir Charles, and to take part in this debate. I congratulate my good friend, my hon. Friend the Member for York Central (Rachael Maskell), on securing the debate.
We hear a lot from the Government about the decarbonisation agenda, and it is important to highlight that we can cut congestion on the road, as well as noise and air pollution, by investing in good quality public transport across the country. My constituency of Stockport is in Greater Manchester, and unfortunately the rail capacity through Stockport is currently insufficient to operate any extra services. The rail network around Stockport and south Manchester is among the most congested in the country. The Government have to address that issue to ensure that decades of under-investment is reversed and that people in my constituency and across Greater Manchester get good quality public transport options.
I associate myself with the comments that my hon. Friend the Member for York Central made about transport workers and transport unions. They do a really good job in difficult circumstances. The pandemic has not been easy for any of us, but people in that sector do a very important job with long hours and low pay, and we are grateful to them.
Two businesses based in my constituency provide services to the rail industry: Sella Controls, in Manor ward, which I visited last year, and Lundy Projects, a few minutes’ walk from my constituency office, which I visited only a few days ago. Rail electrification has to go far beyond the Government’s current ambition. Lundy Projects is a specialist company that focuses on signalling and electrification. I want to see more skilled, well-paid, unionised jobs in my constituency, and the Government should come forward with investment.
In Manchester, Mayor Andy Burnham is doing a very good job with the Bee Network, which integrates walking, cycling, trams and buses into integrated systems similar to those in London. It is a long time coming, because people in my constituency in Greater Manchester have suffered from a disintegrated public transport system at very high cost, so bus franchising is a good move. I will not go into that too much because we are here to talk about trains. We all love trains, so I will stick to trains rather than going on about buses.
I will come to a conclusion in just over a minute, but I thank two groups in my constituency: the Friends of Heaton Chapel Station, who visited me last week in the Palace of Westminster and who I was pleased to give a tour to, and the Friends of Davenport Station. The platforms at both stations lack tactile safety tiles, which is a serious issue. Unfortunately, we recently had a fatality on the railway network. The Government must come up with a timetable to ensure that all train stations have that provision, so that people with disabilities or visual impairments are not injured.
There are four stations in my constituency, but the main Stockport station on the mainline to Birmingham, London and Manchester, is not in a good shape. Platforms often flood, the roof leaks and the lift is often broken, which makes staff members’ lives difficult as well as creating discomfort and inconvenience for passengers. We need a significant capital investment in the station, so I hope the Minister will address those issues at Stockport train station.
Finally, the Greek Street bridge has come to the end of its life and needs to be replaced. We need a new bridge that will safeguard the future of the Metrolink tram system coming into Stockport, which provides better integration with Manchester and wider areas. I could go on, but I will leave it there, Sir Charles. I hope the Minister will address these issues.
P&O Ferries
Navendu Mishra Excerpts(2 years, 9 months ago)
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Robert Courts
The hon. Lady is not drawing direct comparisons. As I understand it, this is not a company that is at risk of immediately ceasing operations, so the parallel she seeks to draw is not entirely accurate. I can be absolutely clear that, while commercial decisions have to be taken by companies, they should engage with people, they should consult, they should discuss things with them, and, at all times, they should treat them with the respect that they deserve.
Navendu Mishra (Stockport) (Lab)
The news today is terrible for the workers and their families, and I pay tribute to them and to the RMT union. I notice that the Minister did not answer the question of my good friend, the hon. Member for Easington (Grahame Morris), regarding the Prime Minister being on tour in west Asia and being in the United Arab Emirates—DP World is based in the United Arab Emirates. Has the Prime Minister had a discussion with DP World or any of the proprietors regarding the situation? If not, why not? Does he also agree that it was short-sighted and unreasonable of the Government to block the private Member’s Bill of my hon. Friend the Member for Brent North (Barry Gardiner) on banning fire and rehire?
Robert Courts
The hon. Member will have noticed that this announcement was made only this morning, so, clearly, this is something that has come as a shock to the entire House. I hope that that clears up that matter for him.