Scunthorpe Station Ticket Office

Nigel Evans Excerpts

Thursday 20th July 2023 Commons Chamber

[Huw Merriman]

I hear my hon. Friend’s point. I refer, of course, to the fact that there is a consultation. I hope she appreciates the argument I am making that while the staff are there, if they are away from the ticket office and on the frontline, they are accessible, can give information and can make people more secure. She made the point that, if there is a reduction in hours, there will not be a member of staff there. I refer again to the feedback to the consultation, but I absolutely take that point. I do not want to pre-empt anything in respect of the outcome, but her voice is heard in the Chamber and her points are on the record.

Mr Deputy Speaker no doubt wants me to wrap up, so I should get to the end of my speech. I encourage my hon. Friend, all right hon. and hon. Members, and all constituents to respond to the consultation, and I will encourage TransPennine trains and all other operators to take those responses into account as they finalise their approaches. The consultations provide the opportunity to scrutinise the train operating company proposals to ensure that they will work for passengers. Passengers will be able to find out more about the proposals at their local station or online. If passengers want to raise views, they can contact the relevant passenger body, London TravelWatch or Transport Focus. The passenger bodies will consider any feedback from the public on the ticket office proposals. I will meet them shortly to ensure that they have the resources to fulfil their important role.

I believe that the industry’s proposed reforms should enable staff to provide a more flexible, agile and personal service. I reiterate that my hon. Friend should encourage her constituents to engage in the consultation process for Scunthorpe station ticket office, as that is the best way to ensure that their views are considered. Once again, I thank my hon. Friend for securing this important debate on station ticket offices. I wish you, Mr Deputy Speaker, a wonderful summer, and thank all the staff in this great place, including the police who keep us secure. I wish everyone—all the officials who work across Whitehall as well as all our great people inside this building—a wonderful summer. I will be spending three weeks on the railway, following in the footsteps of Michael Portillo, although without the dress sense. I will be looking at what our wonderful railway does and all the people who work on it. I look forward to spending my August with the great railway community.

[Mr Deputy Speaker (Mr Nigel Evans)]

Let me know when you get to Clitheroe, won’t you? I will now put the Question for the last time before the summer recess.

Question put and agreed to.

Rail Services

Nigel Evans Excerpts

Thursday 11th May 2023 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

Before I call the Secretary of State to make his statement on transport, Mr Speaker has given a statement that he has repeatedly made it clear that the House should be told first when the Government are making any important announcements, and he is extremely disappointed that there has been extensive press coverage this morning about these developments.

[The Secretary of State for Transport (Mr Mark Harper)]

Mr Deputy Speaker, that is a very helpful point for you to have made on behalf of Mr Speaker. As you know, I completely agree with that. [Interruption.] I can hear some chuntering from those on the Opposition Benches, but they should understand this. Once we notified FirstGroup of my decision, there was obviously market-sensitive information that it was obligated by law to disclose to the stock exchange as soon as the markets opened this morning and that meant the decision was in the public domain. We issued a press notice, but other than that no other information has been put into the public domain and I have therefore kept all of our remarks until the House was able to be updated. But in market-sensitive cases, I know that Mr Speaker will understand that certain things have to be disclosed to the outside world and cannot wait until they are notified to the House.

I start by thanking the entire transport industry and officials across Government for their professionalism and hard work over the last weekend. Tens of thousands of people travelled to Windsor and central London for the coronation of His Majesty King Charles III and Her Majesty Queen Camilla. Getting the public around efficiently and safely took months of planning and preparation, and special thanks must go to Great Western Railway for putting on additional services as well as Network Rail and South Western Railway, which facilitated the biggest movement of military personnel by the rail industry in more than 50 years for the coronation. It meant that people from across the UK and, indeed, around the world were able to unite in celebration during what was a truly historic moment.

In my most recent oral statement to the House, I made clear the Government’s commitment to deliver a railway that works for passengers, businesses and the taxpayer. Where services are not up to scratch, we are holding operators to account, and where there are systemic weaknesses in the industry, we are pushing ahead with reform. So I wish to update the House today on our progress, starting with the future operator of the TransPennine Express contract.

Since I took office, I have been clear that First TransPennine Express’s service levels have for too long been unacceptable. Passengers, including many hon. and right hon. Members across this House, have faced significant disruption, including regular cancellations and poor levels of communication. The underlying reasons behind this vary, but what is clear is that the twin challenges of covid and industrial action have left their mark. First TPE’s driver training backlog now stretches to nearly 4,000 days, which means that, at any one time, it can only draw upon 80% of its total driver workforce. Add to that a breakdown in relations between the operator and the driver union ASLEF, all told, there simply have not been enough drivers to run the planned timetable. Inevitably, passengers have borne the brunt, facing cancellation rates of up to 23% on Monday to Friday services and gaps in services on some routes of up to six hours. That clearly is not good enough, a point I have made directly with FirstGroup, which owns First TPE, and which the Rail Minister—the Minister of State, Department for Transport, my hon. Friend the Member for Bexhill and Battle (Huw Merriman)—has made in weekly meetings with the Rail North Partnership, where Transport for the North jointly manages First TPE’s contract with the Department for Transport.

We will always hold operators to account for matters within their control. We will give them a chance to put things right, but despite a recovery plan put in place since February, there remain significant challenges underpinned by ASLEF’s distinct lack of co-operation. To achieve the performance levels I expect, passengers deserve and the northern economy needs, it is clear that both the contract and the underlying relationships must be reset. I have therefore decided not to renew or extend First TPE’s contract when it ends on 28 May. Instead, I am exercising my operator of last resort duties and directly awarding a new TPE contract to a public sector operator that will manage it on my behalf.

As Transport Secretary, my obligation, first and foremost, is to secure passenger rail services on which TPE passengers can rely. That requires a new approach, and one that the OLR is best placed to deliver in these circumstances. Most significantly, it provides an opportunity to reset relations between management and all stakeholders—from passengers to trade unions. I have also asked my officials to review services in the north to help drive efficiency and find better ways to deliver for passengers across the region, and I will ask all interested parties, including the northern Mayors and Transport for the North, to engage with the Government on this work.

While today’s decision will be welcomed by many and while it shows a Government alive to the concerns of passengers, as my hon. Friend the Rail Minister and I have made clear, it would be misguided for anyone to think this is an instant solution. The problems First TPE faced will not disappear overnight. Any operator facing industrial action and a union co-ordinated ban on overtime working will struggle to run a reliable service. So I invite those who have long called for today’s decision, including unions, northern Mayors and colleagues across the House, to work constructively with me and the Rail Minister to fix the underlying problems and help return the service levels to where they should be. The OLR is just the next stop on the line—it is not the terminus station—and once market conditions allow, we intend to subject this and indeed all contracts, both private sector and those under the OLR, to competitive tendering.

There will be some, unfortunately, who use today’s decision to further their ideological ends, and to argue that this justifies all rail contracts being brought under public control. That would be a mistake. The majority of taxpayers do not use the railways regularly, but they could be saddled with the huge costs of nationalisation, only to inherit the industry’s problems with no plan to fix them. Nationalisation is a soundbite, not a solution, and this Government will always be guided by the evidence to help make the best decisions for passengers. That is why, earlier this year, having seen the noticeable improvements on Avanti West Coast, I resisted calls to bring the franchise into public ownership. I extended Avanti’s contract by six months—a decision vindicated, with Avanti-caused cancellation rates at the end of March falling to 1.4% from 13.2% in January, and continuing to improve, despite ongoing challenges.

Let me now turn to industrial action. For months, the Rail Minister and I have worked hard to change the tone of the dispute, and help facilitate fair and reasonable pay offers for workers. In negotiations with train operating companies, the RMT and ASLEF are refusing to even put those pay offers to a vote of their members, despite RMT members who work for Network Rail voting overwhelmingly to accept a similar deal earlier this year. Instead, the RMT has balloted for yet more industrial action and, along with ASLEF, it has cynically called strikes that will cripple the network during the Eurovision song contest this week. We are hosting Eurovision because last year’s winner, Ukraine, cannot. It will be an event attended by displaced Ukrainians who have fled Putin’s war, and the House has just been hearing about that threat, so it beggars belief that unions have chosen to disrupt such an internationally symbolic event—one that not only presents a united front against Russia’s aggression, but shows solidarity with Ukraine’s resistance. So my message on behalf of fed-up passengers is to say to the union leaders, “Call off your strikes, put the fair and reasonable pay offers to a vote and give your members a say on their future.”

With or without the unions’ support, the industry must modernise to avoid permanent decline, and we are building unstoppable momentum towards rail reform, as I set out in my Bradshaw address in February. I have announced that Derby will be the location for Great British Railways’ new headquarters, and today I can report progress against the commitment I made to extend single leg pricing to the rest of the London North Eastern Railway network. Tickets will go on sale from 14 May for travel from 11 June, and it means LNER passengers will benefit from simpler, more flexible and better-value ticketing, removing the frustration that a single ticket can cost almost as much as a return.

In conclusion, since becoming Transport Secretary, my approach has been to listen to the experts, weigh up the evidence and make decisions in the interests of the travelling public. Today’s announcements show a Government tuned in to the concerns of passengers in the north, unafraid to take tough decisions to deliver better services and relentlessly focused on modernising our railways while protecting passengers from the effects of industrial action. That is what the British people deserve, it is what we are delivering and I commend this statement to the House.

[Mr Deputy Speaker (Mr Nigel Evans)]

I call the shadow Secretary of State.

Major Transport Infrastructure Construction

Nigel Evans Excerpts

Friday 3rd March 2023 Commons Chamber

[Greg Smith (Buckingham) (Con)]

Among the numerous issues I have raised in this House over the past three and a bit years, there is one that stands out both for its magnitude and spread across my constituency, as well as for the number of times I have raised it: the impact of major infrastructure projects on rural areas such as mine in Buckinghamshire.

Before I come to my substantive comments, let me say that there is nothing that takes away my firmly held belief that the Government need to see sense and end the colossal waste of money, the unwanted project, ruinous on the taxpayer and destructive of communities, that is High Speed 2. However, I will focus my comments particularly on the impact that such big infrastructure projects have on the people who have to live around their construction.

Those projects are simply not designed with those impacted in mind. No community support scheme can possibly account for the upending of rural life that they bring for residents and businesses alike—and for their local elected representatives. Nothing can prepare those communities for the misery they face on a daily basis.

A substantial element of that misery comes from the appalling state in which these projects have left the rural roads network. I am grateful to my hon. Friend the Minister for coming to see that for himself the other week. Those roads are a lifeline for my constituents to reach work, schools and hospital appointments, yet in places they remain impassable and present a clear risk to all road users.

It is no coincidence that the worst roads are concentrated around the construction compounds, being pounded every day by heavy goods vehicles in volumes and with loads that they were not built to handle. Yet the meagre funds that these projects have been willing to contribute towards their repair, after much wrangling by me, my hon. Friend and neighbour the Member for Aylesbury (Rob Butler) and Buckinghamshire Council, do not even scratch the surface. I am grateful that East West Rail recently agreed to fund the resurfacing of a number of roads in north Buckinghamshire, but there is a huge way to go yet.

That is far from being a good neighbour. Good neighbours clear up after themselves. It is clear that the damage we are seeing could only have come from the constant churn of HGVs in and out of these compounds—compounds that have swallowed up huge amounts of arable land, depriving countless farmers of their livelihoods. To make matters worse, the project’s contractors and management have treated them with contempt, from flooded fields to unpaid bills, unannounced visits and unbelievably long waits for answers to basic questions such as, “When will you come to clear up the litter that your contractors have strewn across my driveway?”

Indeed, the approach taken by these projects to land acquisition has been poor at best, inadequate at worst. In any case, the land taken from hard-working farmers is land unlikely to be returned in its previous productive state. No one at the project can say when, or how much of, the land taken from farmers under supposedly temporary possession—we all remember income tax was meant to be temporary—will be given back. To any farmer, this signals the end of the road. How can anyone possibly run a business having lost their main asset without knowing when it will be returned?

With every delay the project incurs, another farm risks going under. Over time, this has a devastating effect on the local rural economy, which is underpinned by farming through employment and the custom they bring. Take the Gosses in Quainton, who have been kept waiting months for answers on whether their land will in fact be split in two; or Deanne Wood in Twyford and Andy Hunter in Fleet Marston, both of whom have suffered terrible flooding as a result of HS2’s poor monitoring. Robert Withey’s father sadly passed away under the enormous stress and anxiety caused by the project taking over the family farm. Then there is Joseph Hodges, whose land lies not just in the railway’s path but where the enormous infrastructure maintenance depot will be built in the coming years, a facility which has no place in such a rural location, taking vast swathes of agricultural land away from those who depend on it.

Regardless of what sort of affected business we are talking about, the project has no means to compensate them. What were the proponents of the scheme thinking? It is well established that major infrastructure projects rarely run to time or budget. HS2 takes that to a whole new level, yet has no means to compensate those who have materially suffered under its weight. One example is the Prince of Wales pub in Steeple Claydon, a village which is surrounded by compounds on all sides. With so much construction concentrated in one small area, the seemingly endless road closures that each project supposedly requires have a knock-on effect for businesses that rely on customers travelling between villages, as well as for the hardworking employees of those businesses. When East West Rail shut Queen Catherine Road and HS2 shut Addison Road last year, the Prince of Wales lost approximately £3,000 in turnover a week, which is massive for any small village pub. That is on top of the 50%, 60% and 70% increases in gas and electricity bills we have seen recently. It is further estimated that the upcoming closure of Addison Road from February to the end of July this year will cost that pub another £50,000 in lost revenue, but no compensation is on the table.

The risk of businesses being caught in a perpetual cycle of endless road closures therefore goes far beyond the business itself. It deprives residents of long-standing community assets without any recompense or even so much as an acknowledgement of how devastating such losses are. Take Andy and Dan Price’s coach company Langston & Tasker, whose business by nature relies on the local road network to operate. A contracted provider of school transport for Buckinghamshire Council, they have also been caught in the road closure shuffle. Any roads they use risk covering their vehicles in mud or even often ripping tyres off their rims, yet they, too, have never been compensated for any of the damage undoubtedly caused by both HS2 and East West Rail’s construction vehicles. All the while, schoolchildren continually turn up late, having been kept waiting at the bus stop while HS2 and East West Rail HGVs come speeding past, putting at risk anyone unlucky enough to come face to face with a driver who is more interested in putting his own schedule above the safety of other road users.

For Langston & Tasker, Andy and Dan are having to deal with huge diversions, all of which put significant strain on company finances through added fuel cost and wear and tear: Buckingham Road closed, an additional 92 miles a day, or 460 miles a week; West Street closed, an additional 110 miles a day, or 550 miles a week; Queen Catherine Road closed, an additional 20 miles a day, or 100 miles a week on the bottom line for that bus company; and West Street and Queen Catherine Road closed, an additional 182 miles a day, or 910 miles extra per week for that company. That costs fuel, that costs tyres, that costs them their business.

Behind the scenes, the project’s directors have clearly lost control of their contractors, with one going so far as to seek planning permission for a training centre near Twyford, now downgraded to a storage facility, which I am extremely disappointed to report to House has been granted by the Planning Inspectorate. How on earth can a contractor be allowed to seek permission for something not in the Act, something so substantial and unsuitable for a rural environment, something so close to residents, on top of all the existing disruption that HS2 has brought on this community? This sets the worrying precedent for all rural communities that HS2 or any other major infrastructure project will happily let their contractors, which clearly have no regard for local residents and businesses, run rampant without so much as a slap on the wrist. This simply must change. The presumption must change and be flipped from what is convenient for the contractor to what is in the interests of the local people.

Our roads have suffered under the project’s weight. Across the network we are seeing key routes fall into seemingly terminal decline—key routes that have been taken over by HGVs going to and from compounds. Whether it is HS2, East West Rail or, frankly, any other project making use of the local road network, expectations have not remotely met reality. That is a prime example of the failure to account for the cumulative impact of multiple major infrastructure projects.

Another issue is the enormous burden that these projects place on our local authority—Buckinghamshire Council. Bucks council has valiantly stepped up to the plate and pushed back against these mega-projects when the plans—whether it be road closures, safety concerns over bridges, or unwarranted and, at times, illegal hedgerow or tree removal, harm the interests of residents and businesses across my constituency and the whole country. Time and again critical information has been withheld from the council by HS2 and East West Rail relating to road closures, traffic management and a whole host of other key aspects of construction. All too often the projects do not even talk to each other, let alone the council. That is all to the cost of our council tax payers. Fundamentally, the council should not be put in this position in the first place. The council has been forced to direct more and more resources to deal with something, in the form of HS2, that it did not want in the first place. Certainly, with East West Rail, however much benefit there may be from that particular railway and a new station at Winslow, whenever they happen to be delivered, it simply cannot be worth the detrimental state that contractors have left our entire area in during the process.

Even to this day, HS2 and East West Rail claim they are good neighbours. Yet, just this morning, I learned from residents of Comerford Way and McLernon Way that the track-laying train is due to arrive between 10 pm and 4 am right at the back of their houses. The disruption from that will be immense. No one should have to put up with all these issues from the projects, from cracked foundations in their homes, flooded fields where their crops once grew, roads that become impassable with potholes, and intimidating behaviour from the projects’ security teams. I could go on, but these problems cannot; they must be tackled head-on.

All major infrastructure projects based in rural areas must recognise their impact on local communities and take their responsibilities seriously. The Department for Transport must recognise this glaring flaw. Countless businesses in my constituency are demanding compensation for unreasonable and unfair treatment from all levels of the project, from contractors to senior management. No one has been willing to step up and take responsibility for the human impact that this ever-worsening situation is causing. Indeed, HS2 and East West Rail are both operating in isolation from reality—the reality of people’s lives and livelihoods, of public safety, of businesses going under, and of billions of pounds of taxpayers’ money that the project is consuming. That cannot be allowed to continue.

As we see in the news today talk of delays and ways to try to claw back some of that money, I urge the Minister, when he responds, to give a cast iron guarantee from that Dispatch Box that, as those cuts and delays are looked at, not one cut and not one delay will impact on my constituents or anyone affected by the construction of this project, not least in the mitigations that have been promised, such as the bund at Twyford. This project, HS2, East West Rail and all other infrastructure projects must be held better to account, and they must decide to change their behaviour in favour of local people and away from their own convenience.

[Mr Deputy Speaker (Mr Nigel Evans)]

Mr Butler has been given permission by the Member in charge of the Adjournment debate and the Minister responding to make a short contribution, and I have been informed.

Midlands Metro Extension

Nigel Evans Excerpts

Thursday 26th January 2023 Commons Chamber

[Shaun Bailey]

And fish as well, as my right hon. Friend points out.

If we get this right, it will unlock a real opportunity to see the best of the Black Country and galvanise our communities. Whether people love it or loathe it, HS2 is a key part of the broader infrastructure journey for the west midlands. The metro extension from Wednesbury to Brierley Hill—should it be completed—will allow communities in the Black Country to access that infrastructure, with routes through to Curzon Street and on to the HS2 line. That means that my constituents in the Black Country and Sandwell, as well as those in Dudley, will have access to what is being billed as one of the key parts of our infrastructure journey—an infrastructure revolution, particularly for communities in the west midlands.

We must also look at the jobs case, with a predicted 393 temporary construction jobs on site each year across the proposed construction period, an estimated total of between 2,000 and 5,000 new jobs, and an increase in gross value added of between £0.7 billion and £1.5 billion. Clearly that case has been made. It has been made powerfully and endorsed by the West Midlands Combined Authority, which is completely behind the project and understands its importance to the region.

We must ensure that delivery happens, and I must highlight some concerns about that. The current Wednesbury to Brierley Hill track cost £41 million per kilometre to construct. The WMCA reported last year that the cost of the six to eight mile track has gone up from £448 million to £550 million, and we currently have a £290 million shortfall. Infrastructure costs money—we know that. There is a lot I could do with £448 million. I could have 20 lovely levelling-up funds, for example, in my towns. But we must ensure that when money like that is on the table, we see the delivery. There is so much contingent on this line of the metro coming online that we must ensure that it happens.

There is frustration within my communities about the delays and the uncertainty around the extension. My community knows that this project is vital to unlock the untapped potential of the Black Country. I am a loyal member of my party, of course, but my loyalties are not to the combined authority, a Mayor, or anyone in particular; they are to the communities of the Black Country, and to Tipton and Wednesbury in particular. Those communities want this project to be done, but a critical analysis of where we are with it is really important. My constituents are paying for the delays to it through increased congestion on their roads and increased difficulty getting around—I will highlight that point in a bit more detail in a moment.

I support the broader vision of this project, and when the Mayor of the West Midlands calls for investment zones on the Wednesbury to Brierley Hill line, I support that call 100%. He is absolutely right. The Mayor understands that although the metro extension is one part of that, there has to be secondary investment as well. There has to be an offering for people to use the line from Wednesbury to Brierley Hill, and to want to get on it, and that means vibrant local economies in areas along the line in Wednesbury, Tipton, Brierley Hill and Dudley.

I pay tribute to the Conservative administration in Dudley, who have done a fantastic job over the years in banging the drum for that borough and securing investment into their towns. If we could replicate that in Sandwell, gosh only knows what we could do, but we have a bit of catching up to do. We finally have councillors on Sandwell Council, which is positive after years of not having any. The truth is that the potential of the extension is there to be unlocked, but delivery needs to happen.

Turning to the broader need for investment in our infrastructure, the point I want to make to my hon. Friend the Minister is that while the metro is obviously a key part of our infrastructure journey in the Black Country—pardon the pun—I do not want him to forget the other key components. Some 70.4% of my constituents drive. I have been making quite a lot of noise—as he knows, because I keep collaring him about it—about an area in my constituency called Great Bridge and a roundabout we call Great Bridge island. There are some lovely lions on the island. It is congested to the point where, frankly, someone is going to get killed. It comes off the A41 expressway from West Bromwich from a dual carriageway to a single-track road, and then extends up to Horseley Heath and Burnt Tree. The carnage on that road at peak times is ridiculous. My office is based in Great Bridge and I live about a mile directly up the road. At peak time, that journey can take me 40 minutes because of the congestion on the roundabout.

These may sound like parochial issues, but they are the issues that my community in Tipton care about. They cannot pick their kids up on time. They cannot get to work easily. We have many fantastic manufacturing exporting businesses, but this is starting to impact on how they get their goods out. It may sound like a parochial, get-a-petition-up local issue, but the broader economic impacts are there to be seen.

I need to make this point, too: the metro extension will not eradicate congestion on the roads. Anyone who suggests that is not being up front. It will not do that and nor should it be sold like that, because that is not the point of the metro extension. It will not do that when there is such a large number of people in my constituency who use their cars. We need to ensure that alongside the metro, there is a real plan for our roads in the Black Country. The number of A roads in my constituency is significant and they are in areas one would not expect them to be in—for example, off residential areas and near schools. We therefore need to ensure that alongside the metro—running in tandem with it, or parallel to it—is an effective roads strategy and investment in the Black Country. My hon. Friend the Minister was in Wednesbury today. Unfortunately, I was unable to join him, but I know he will visit Great Bridge and the island at some point. He might even stand on the island, Mr Deputy Speaker—you never know what delights we may have for my hon. Friend. When he does come to Tipton, he will see for himself the impact.

Alongside the metro extension, there are what I would call secondary investment needs—for example, the investment zone promised in the autumn, although I know we have not heard much about that. Whatever form that takes, it is really important that we have some sort of contingent secondary investment alongside the metro extension to Brierley Hill. I can think of some examples from the autumn: for example, the redevelopment of Wednesbury centre and the fight that continues to redevelop Tipton shopping centre. Many people in Tipton remember what Owen Street was like back in the day, when you could literally get anything you wanted. It is getting back to where it needs to be, but it needs a push, and hopefully the metro extension can do that. Great Bridge is a fantastic town and there is a fantastic high street in Tipton, but investment is needed to lift up the façade. Again, the metro will hopefully do that. Dudley Port and the Rattlechain and Coneygre road sites provide employment and jobs, leveraging our fantastic industrial infrastructure in the Black Country.

We need to ensure that there is a long-term operational model for the metro. I will be honest that I have been disappointed in the metro over the past 12 months. We have had cracks on the fleet, proposed strikes and other issues. Of course—we have to be up front with ourselves—the metro is quite heavily subsidised by the Government. It is absolutely vital that Midland Metro Ltd, which runs the metro, ensures there is operational delivery that works. I have been comforted somewhat, particularly with the issues with cracks on the fleet, that it acts quickly, but that should not be happening multiple times.

I also have to say that their engagement with me was somewhat lacking, until I had to have a bit of a moment, and then I finally got someone to talk to me. That is not good enough, and it trickles down from the combined authority too. It is vital that in our communities we are all joined up, and I find that sometimes with the project that is just not happening. We need to ensure that we have an operational model for the metro that works and focuses on offering a great service.

I have polled my constituents about their thoughts on the metro, and there is real affection for it. They value the fantastic customer service they receive from operatives on the metro, such as the conductors and drivers. I met some fantastic individuals when I visited the midlands metro depot in Wednesbury in my constituency who are really passionate about serving the community.

It is fantastic that Midland Metro employs roughly 80% of its staff from the Black Country, but if there is to be long-term sustainability moving forward, we must ensure that Midland Metro’s operational model works and is commercially viable. That is the only way. It requires all stakeholders to be brought in and to communicate with one another. As I say, it is vital that the combined authority and Transport for West Midlands understand that too, so that we can move away from a model that sees quite heavy subsidies to the metro.

The broader point about transport infrastructure feeds quite well into the current dialogue around devolution. This is obviously a matter devolved to the West Midlands Combined Authority, and we have seen the advent of trailblazer devolution deals. Our Mayor has said much about the need for fiscal freedoms for combined authorities and the end of what he has termed the “begging bowl culture”. I actually agree with the Mayor on that. I think it is a sensible approach, but that perhaps there is a middle ground.

There will always be projects, particularly infrastructure projects such as the metro extension, where a degree of bidding and Government support is still needed, because those are massive projects. The freedom to be a bit more agile is very important, particularly when it comes something like the metro extension. However, with fiscal freedom comes fiscal accountability. On the delivery of such projects, if fiscal freedom is going to come, the combined authority needs to accept that it is accountable when the delivery does not match.

The truth is that the metro still offers a great opportunity, more so because the project itself is ingrained now into the regeneration story of the Black Country. It cannot stand alone though; we need to ensure that other investments are covered. I have harassed my hon. Friend the Minister about needing a roads plan for the Black Country. I fully appreciate that that is a devolved matter, but I also know that the Minister is doing fantastic work on our roads. He is the leading light in his Department on these issues. I can see him furiously agreeing with me.

There needs to be a roads strategy for the people who use our roads and want to collect their kids from school or go to work and not spend 40 minutes trying to travel a mile. There needs to be an understanding as to how we can truly leverage this to maximise secondary investment. That means investment in our town centres. I appreciate that that is not in the Minister’s portfolio, but I think it is none the less pertinent to the debate.

We absolutely need investment in areas such as Tipton and Wednesbury. That will ensure that once again there is a Black Country-wide strategy on this line and that we maximise the opportunities there. We also need an operational model that sees actual profits from the metro itself for long-term sustainability. That requires all stakeholders to come together. It requires the top of the chain to engage more effectively with stakeholders on this and to understand that we all have a role to play. We also have to scale our ambition and realise that the metro extension is by no means a panacea for the infrastructure challenges that we have in the Black Country today. We all know that.

I appreciate that many of these matters are devolved and that my hon. Friend the Minister really just oversees delivery, but I want to make sure of a number of things. First, will he guarantee that he will come and see the real capital of the Black Country, namely Tipton, to ensure that he understands the need to press on devolved administrations the importance of having real sub-regional strategies? We build these combined authorities, which is great, but there are sub-regions within them that have their own acute needs. Will he ensure that, as we continue to devolve further power and give further funding and resource to this project, it is scrutinised effectively? And will he instil with his colleagues, particularly in the Department for Levelling Up, Housing and Communities, the need, where there are large infrastructure projects, to ensure that secondary investment runs parallel to them?

As I said in my maiden speech what seems like a long time ago—I think it was actually this month three years ago—my communities in Tipton and Wednesbury spent 50 years being forgotten. I made them a promise that I would ensure that their voice was always heard in this place and that they were never forgotten again. The delivery of this project sends a message to those communities that they have not been forgotten, that they are a priority and that we realise, in this place and in the combined authority, that there is opportunity in the Black Country that can be unleashed. Delivery so far has been wanting. We have a chance, as does the combined authority, to ensure that we get through and deliver the project and that we unlock the potential of the beating heart of this country, the Black Country—as far as I am concerned, Mr Deputy Speaker, the best part of the United Kingdom.

[Mr Deputy Speaker (Mr Nigel Evans)]

After the Ribble valley.

Luton Flightpaths

Nigel Evans Excerpts

Monday 9th January 2023 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. I should point out that the debate must end promptly at 10.38 pm.

[Mr Djanogly]

If the noise policy changes are made, as my hon. Friend says they will be, will they be retrospective?

Bus Routes: Local Consultation

Nigel Evans Excerpts

Tuesday 20th December 2022 Commons Chamber

[Dean Russell]

Absolutely, and it is important for accessibility as well. People with disabilities have spoken to me about their own concerns. All the buses are accessible, but if a bus does not turn up or stops in a place that is not itself accessible, the problems are exacerbated.

I am conscious of the time and I want to hear the Minister’s response, so I will try to speed up and make sure that we arrive at our destination—the end of the Adjournment debate—before Christmas. I know that the Government are investing a lot in transport, and I am not trying to be political or to do nothing but criticise.

Hertfordshire County Council has been given £29.7 million for the bus service improvement plan as part of the £3 billion bus back better strategy, which is great news. The allocation of funding has been broken up for the next three years across five towns including Watford, and I am very grateful for that. Half of it is capital to invest in the buses themselves, and the other half is revenue to invest in ticketing. I understand that funding can also be used for new services or to enhance current successful services, but I think we should look at the less successful services, and ask why they are less successful and whether we need to support them further. I realise that funding cannot be used to subsidise services that are non-commercially viable or withdrawn, but, again, if we know the reasons why they are not working, perhaps we can find ways to support them.

We have had some other recent successes. The W19 bus route, which is mostly run commercially by Red Rose Buses, was set to be withdrawn on 26 December. but that was opposed by Carpenders Park’s Conservative county councillors Reena Ranger and Chris Alley and district councillors Rue Grewal, Shanti Mara and David Coltman, working with me. After listening to the views of residents, they submitted some great evidence to Hertfordshire County Council, asking it to save the W19 bus. I am pleased to say that they agreed to increase the funding fivefold to save the W19. The revised timetable is to be registered imminently and the details will appear as soon as possible on the Intalink website. For any residents who might be listening, the service will be renumbered as the 346 and 346A to denote the clockwise and anti-clockwise routings. The key point is that when we have engagement, we can have successes, and it is important that people are listened to.

I will start to round up, as I am conscious of giving the Minister time to respond. When organisations change timetables, it has a major impact on bus users. What might be low user numbers on a spreadsheet could mean the loss of important routes for working people, hospital visits being missed, people being late, careers being impacted and people not being able to pick up their kids on time. There are so many impacts.

I have several asks for the Minister. Will he consider implementing a legal requirement for all companies, commercial or public, that provide a public transport service to ensure local engagement before services are changed or cancelled? Will he highlight the importance of communication and reliability of service? Overall, residents would be happy in some instances with a reduced but reliable service rather than regular cancellations and unannounced diversions. Will he consider supporting the Driver and Vehicle Standards Agency to increase the availability of testing appointments for essential services such as the bus service and ambulance drivers, to address the driver shortages, as we saw with the HGV driver shortages? I know about that because my father was an HGV driver, and it is a noble profession.

I am conscious that this is a debate for all areas, even though there can be local issues. I am grateful to the Minister staying late for this final Adjournment debate before Christmas. As I am the last Back-Bench MP to speak before Christmas, may I also take a moment to say thank you to all the staff, to all Members across the House, to the Speaker’s team, to my own team—Victoria, Abigail, Michelle and Jayne—to all the activists who work all year round to help to put us in this place, to my amazing constituents for putting me into this place and finally to my family and friends in what has been a challenging year for many. Hopefully we will have a much more successful new year.

[Mr Deputy Speaker (Mr Nigel Evans)]

I would not put money on you being the last Back Bencher to speak, because Jim and Lisa are still here.

West Coast Main Line: Services

Nigel Evans Excerpts

Thursday 15th December 2022 Commons Chamber

[Huw Merriman]

I do, and I accept that we are not talking gimmicks here; we are talking about detailed descriptions of what the line actually does, but also about what it can do to enhance the north Wales economy and community. I absolutely do get that.

To conclude, I thank my hon. Friend the Member for Ynys Môn and all right hon. and hon. Members for contributing to this important debate. Passengers on the west coast main line have had a torrid time, and we owe it to them to deliver a vastly improved service. The additional drivers, the move away from voluntary working and the new timetable afford the opportunity to turn matters around. I am determined to play my part. I expect Avanti, the unions and everyone connected with this to join me and ensure that this line delivers once again.

[Mr Deputy Speaker (Mr Nigel Evans)]

This must be a Christmas miracle. We have had a debate on the west coast main line, and not only was it not cancelled at short notice, but it has not even run late. A miracle indeed! The final word goes to Virginia Crosbie.

Rail Cancellations and Service Levels

Nigel Evans Excerpts

Thursday 1st December 2022 Commons Chamber

[Huw Merriman]

I am very happy to meet my hon. Friend. He talked about other colleagues in the GTR network and that includes me, because that is an operator in my constituency. We recognise that improvements are needed from GTR, and officials are working with GTR in that regard. That is important; I recognise that although this urgent question is about cancellations to the north, we should be talking about service improvements that need to be made to the entire network.

[Mr Deputy Speaker (Mr Nigel Evans)]

I thank the Minister for responding to the urgent question for almost 45 minutes.

[Jeff Smith]

On a point of order, Mr Deputy Speaker.

[Mr Deputy Speaker]

If it relates to the preceding business, I will take it.

[Jeff Smith]

Thank you, Mr Deputy Speaker.

I thank those hon. Members who pointed out the slip of the tongue in my question to the Minister. Apparently, I said that the West Midlands Mayor was late for a meeting with the Secretary of State; I meant, of course, the West Yorkshire Mayor. I would not want to impugn Andy Street’s timekeeping, so I am grateful for the opportunity to correct the record. I am not criticising Tracy Brabin’s timekeeping either: the fault, as usual, lies with TransPennine Express.

[Mr Deputy Speaker]

Thank you very much. That is now on the record.

Luton Train Station Redevelopment

Nigel Evans Excerpts

Monday 28th November 2022 Commons Chamber

[The Minister of State, Department for Transport (Huw Merriman)]

It is a pleasure to respond to my first Adjournment debate. I congratulate the hon. Member for Luton South (Rachel Hopkins) on securing today’s debate on Luton station in her constituency. I know her constituency well—she rumbled me as an Arsenal fan, but it is fair to say that my nearest top-quality football team would have been Luton, as I was brought up in Buckinghamshire. I have family who live near Luton and, I am pleased to say, are big Luton Town supporters. I wish the team well in their bid for premiership promotion.

This is an exciting opportunity for me to talk about the work that we are delivering across the rail network to enhance stations and bring them into the 21st century. As the hon. Member rightly said, stations act as a gateway to towns and cities, and connect people to new opportunities for work, education and employment. We share her belief that stations must therefore be inclusive, accessible and fit for purpose.

I know that Luton has ambitions for its station to be a gateway to the town, not only to provide a positive first impression for visitors, but to enhance the ambience in and around the station for its residents and rail users. It will also provide an additional reason for potential future investors and businesses to choose Luton. On that basis, I would be happy to come and see the hon. Members for Luton South and for Luton North (Sarah Owen) in their Luton constituencies to see it for myself. As the hon. Member for Luton South said, it is only 25 minutes from London, but it might be even closer if I go and see my mum at the same time.

I assure the hon. Member that Luton is being actively considered in our plans for growth. The Government have demonstrated our commitment to invest in the town. We are delivering accessibility improvements at Luton station, as well as enhancements to bus services across the town and beyond. We are also improving road access to London Luton airport and investing in regenerating Luton’s town centre. I will explain further details of our plans for growth in Luton.

On the Access for All programme, our first priority at Luton station is accessibility. No passenger should be inhibited from accessing the opportunities presented by rail travel, whether as a result of a disability or struggling to carry pushchairs or luggage up the station steps. That is where the Access for All programme comes in.

With £383 million available across England and Wales until 2024, Luton station, as the hon. Member pointed out, is set to receive Access for All funding to provide accessible routes to all four of the station’s currently inaccessible platforms. To her question, the project is currently in design stage and is due to complete by 2024. I understand that there was a delay due to a lack of planning consent, but if the council agrees and we start next year, we should be able to complete by 2024. I assure her that I will write to her about the specific points that she raised. Our Access for All programme will have delivered more than 300 step-free accessible routes, and smaller accessibility improvements, at more than 1,500 stations by 2024.

We will also continue to invest more widely in Luton town centre. In 2021, Luton Borough Council received £20 million from round 1 of the levelling-up fund to fund the first step in redeveloping the area around Luton station and the entrance to the town centre. This project will set a new standard for redevelopment and provide confidence to the private sector to unlock other key sites that are ripe for development. This will build on the improvements already in place, such as the busway and interchange adjacent to the station and the improved access to the town centre. I know these public realm improvements are all part of the wider masterplan ambition for Luton to create a hub for business and employment, leisure and entertainment.

Through the local growth fund, we have invested £4 million for the development of the Hat district in the town centre, close to the station, providing over 130 new jobs and more than 1,700 new opportunities for skills-based learning; £1.2 million to improve road capacity around Luton airport, which will also enable the development of 800 new homes and the creation of 750 new jobs; and £800,000 towards new bus stops and access points on the Dunstable to Luton busway.

We are also providing—if the hon. Lady does not mind my giving out the shopping list—over £19 million as part of Luton’s bus service improvement plan to deliver enhanced bus services across the town. I hope that makes it clear that we are making massive investments across Luton’s transport network. In addition, my Department is providing the council with around £10 million for the maintenance and small improvements of Luton’s highways for the period 2022 to 2025.

Turning back to rail specifically, I would now like to talk about some of the national programmes that my Department is championing, and that Luton and the surrounding communities could directly benefit from. However, before I do that, I should recognise the plea of the hon. Member for Luton North about Leagrave station. I do not know whether it will be possible to fit in a visit at the same time, but I will look into that application, and see where it currently sits and where we go from there. I know what it is like to be disappointed with applications, because I have had many myself.

More centrally, where communities are not yet served by rail, we are building new stations accordingly. The new stations fund has already delivered eight new stations across England and Wales—most recently, Bow Street station in 2021, with five new stations due to open in 2023 at Portway Parkway, Reading Green Park, Thanet Parkway, Marsh Barton and White Rose.

We continue to make good progress on our commitments in the 2021 plan for rail, which set out how the railway must specifically evolve to meet the needs of its customers. As part of this plan, we are committed to a comprehensive accessibility audit of rail network facilities. Once the audit is completed, publicly available data will enable passengers to better plan their journeys and will enable us in Government to make better investment decisions to bring the entire rail network into the 21st century. We are already 90% of the way to completing this audit of Great British mainline stations, ahead of schedule, and we expect the remainder to be completed by spring 2023. I very much hope that the hon. Members for Luton South and for Luton North will work—I know they will—with local authorities and the rail industry to leverage these opportunities for investment in rail in and around Luton.

The autumn statement recommitted to transformative growth plans for our railways. We are investing significant amounts in rail enhancements across Great Britain to grow and level up the economy and to spread prosperity and opportunity. We will review the rail network enhancements portfolio, and announce the update once this work is complete.

Finally, I am aware of the strong aspirations of the hon. Members for Luton South and for Luton North for a full redevelopment of Luton station. Their advocacy on behalf of their constituents is admirable and genuinely felt and meant. I was concerned to hear that aspirations for full redevelopment may have previously delayed investment in accessibility at the station. I pledge to work with them to work out how we can ensure delivery of the accessibility points while also keeping in mind their aspirations for wider regeneration.

Luton now has an opportunity to become fully accessible in the short to medium term, with benefits to a wide range of users. I hope the hon. Member for Luton South will support those works. In relation to her aspirations for a wider regeneration of the station, I urge her to work with local authorities, the local enterprise partnership and the rail industry to develop a business case for such works, including identifying funding sources for their delivery. Once again, I thank the hon. Member for securing this debate on the redevelopment at Luton station, and I look forward to working with both hon. Members to see how that can be delivered.

[Mr Deputy Speaker (Mr Nigel Evans)]

I congratulate the Minister on his maiden speech from the Dispatch Box.

Question put and agreed to.

Hammersmith Bridge: Restoration Funding

Nigel Evans Excerpts

Tuesday 28th June 2022 Commons Chamber

[Fleur Anderson]

I absolutely agree with my hon. Friend. We have just had a debate on Government failure, and this is Government failure 101. Not keeping a major transport route open in our capital city and letting it stay closed for so many years—and who knows how much longer—is a Government failure. They need to step up with the funding, and I will be outlining more information about that.

Hammersmith bridge is a very unusual bridge, and this is why it requires special attention from the Government. It is a grade II listed structure and part of Great Britain’s engineering heritage. It is also one of the world’s oldest suspension bridges, and only five years younger than the Brooklyn bridge in New York. It is unique, having been built out of cast iron, wrought iron and wood. No Government, surely, would allow the Brooklyn bridge to stay closed, so why let Hammersmith bridge do so? It has suffered from over seven decades of deterioration and corrosion. This corrosion, along with the fact that the bridge was designed for the needs of the 19th century, is what makes Hammersmith bridge one of the most expensive bridges in Britain to repair. When warnings of its possible imminent collapse forced its closure, I perfectly understood that the engineers faced huge challenges.

Transport for London has estimated that the repair bill could be between £141 million and £161 million. By comparison, the cost of repairing other Thames bridges is far smaller. For example, Chiswick bridge cost £9 million to repair, and Albert bridge cost £9.7 million. In those cases, Transport for London largely funded the works, paying between 85% and 100% of the costs. The responsible council was not left to foot the bill in the way that Hammersmith and Fulham Council is being asked to do. The bridge is a special case, both historically and financially, and it needs a different funding package from the Government.

Overall, there needs to be a change in bridge policy in London. Lambeth Council has five bridges, but is responsible for none of them. Southwark bridge and London bridge are managed by a trust. Two railway bridges are managed by Network Rail, but Hungerford railway bridge is managed by Westminster. The policy is all over the place. I think it might be time to look at the inequity of bridge responsibilities in London, because it is clear that the system is failing us over Hammersmith bridge. But we are where we are, and there is currently an agreement that the Government, Transport for London and Hammersmith and Fulham Council will fund it.

The Mayor of London has repeatedly sought to meet the Transport Secretary to discuss this and a range of London transport funding issues, but these requests have all been refused. Twenty meetings with Transport for London have been cancelled by the Department for Transport or the Treasury since the last TfL funding deal was agreed. The last time the Transport Secretary and the Mayor of London spoke and discussed Transport for London funding was on 30 May 2021. That is shocking to hear, as Londoners are being let down by this Government. We need them to work with the Mayor, and I hope to hear more of that from the Minister later. We are talking about a national transport route, and the Government must lead the way in funding and reopening it. If a toll is going to be made necessary because the Government will not fund the bridge, has the impact on Putney residents been factored into that business case?

What has Hammersmith and Fulham Council done? Can we say that the buck stops with it? Last November, the council submitted a full business case to the Department for Transport for the stabilisation works, at a cost of £8.9 million, which was £21 million less than the TfL stabilisation plan, so this is a major saving to the taxpayer. To speed up the repair programme, the council decided in December to make the cash available up front, rather than wait for the DFT and TfL governance processes to sign off their shares, as that process is simply too cumbersome. That enabled works to begin several months early. The DFT did not sign off on its one-third share until 22 March this year, many months later, showing that the Government are dragging their feet. The phase 1 stabilisation programme was able to get under way on site in February. It will stop the risk of collapse and prevent future closures to pedestrians, cyclists and river traffic, which I, of course, welcome. On 7 March, Hammersmith and Fulham Council signed off a further £3.5 million investment so that it could crack on with all the essential expert studies required to obtain Government and TfL funding through the full business case. That includes essential concept design work, geotechnical studies, crowd loading assessments and traffic modelling. I understand that the council and the DFT officials are working together on completing the business case, but when will that be done? Will funding be ready to go as soon as that is completed and approved, so that we do not have any more delays?

The latest investment of £3.5 million by the council to deliver those essential studies has again been paid for by the council up front, rather than having to wait for the DFT and TfL governance processes to kick in. This signing off of money, at its own risk for the council, in order to expedite bridge works is a situation that the council says cannot continue. I understand that the impasse is now the memorandum of understanding, which would confirm the one shares payable for the council, the DFT and TfL, but that it has not been signed. The latest draft version was sent by the council to the DFT on 14 September 2021, but it has not yet received a response from Ministers or their officials. So I hope that I will not hear, “The buck stops with Hammersmith and Fulham Council” from the Minister again. The Government need to recognise the huge impact of this closure on people in Putney and beyond, and they need to take far more proactive and urgent action.

I shall finish with some questions for the Minister. When is the next meeting of the taskforce? When will Secretary of State sign the memorandum of understanding to enable the next phase of the works to continue as fast as possible? What is the hold-up on that? Has an assessment of the impact of a proposed toll, or of any other financial proposals, on routes through Putney been carried out? Would the Government consider underwriting the full works? When will the building of the temporary bridge start? How long will it take? Is there a deadline from Ministers for the completion of this project, as we would certainly like to see that there is and that it is as soon as possible? I ask again, and I will keep asking, what have the Government done, what will they do and when will Hammersmith bridge reopen?

[Mr Deputy Speaker (Mr Nigel Evans)]

Sarah Olney has asked permission from the mover of the motion and the Minister to make a short contribution in this debate. Both have agreed and I have been informed.