Cost of Rail Fares

Olly Glover Excerpts

Thursday 10th October 2024 Commons Chamber

[Olly Glover (Didcot and Wantage) (LD)]

Thank you, Madam Deputy Speaker. I commend my hon. Friend the Member for Woking (Mr Forster) for securing this important debate and thank both him and the Minister for the opportunity to speak.

My hon. Friend eloquently articulated the cost and train service challenges facing his constituents on the south-west main line. Many of them are shared by my constituents in Didcot and Wantage in their commuting experience on the great western main line between Didcot and London Paddington. An annual season ticket on this route, without any London travelcard addition, for the 53 miles in each direction costs £6,300. A peak-hour day return is £81. Sadly, few commuters can benefit from travelling off peak. In part that is because the evening peak period for fast trains lasts from 15.33 until 19.21—nearly four hours. Such a long peak period can create significant overcrowding on the first and last off-peak trains, which is not an effective use of the capacity available.

Given that we are frequently told that travelling volumes are lower than before the pandemic, it feels like a missed opportunity that such harsh rush-hour restrictions have not been reformed. To save money, some of my constituents choose to double their journey time by using slower, local trains instead of intercity ones, which is less than convenient.

As well as supporting my hon. Friend’s calls for fare freezes and wider service improvements, I make two broader observations. First, as so often with rail policy, the key questions for the Government are: how much do they wish our railways to be used, and how much do they wish the railways to deliver their potential for wider economic value? To make the most of the high and generally fixed costs associated with infrastructure and operations, making the ticketing system comprehensible and affordable will help to increase the volume of fare revenue, as well as the yield from each fare.

Secondly, the fact that so many people in the south- east of England have long and expensive commutes by train is surely partly a product of London’s profoundly unaffordable housing market. As so often, transport policy does not, or should not, exist in a vacuum.

Oswestry to Gobowen Railway Line

Olly Glover Excerpts

Wednesday 11th September 2024 Westminster Hall

[Helen Morgan (North Shropshire) (LD)]

I beg to move,

That this House has considered the Oswestry to Gobowen railway line.

It is a pleasure to serve with you in the Chair, Ms Vaz. This is an important subject for my constituents in the lovely town of Oswestry and the nearby village of Gobowen. Oswestry has a population of approximately 17,000 people. It is the second largest town in Shropshire and is of huge importance to the border region, but economic potential there is being stunted by poor public transport, which plagues the whole of Shropshire.

People who live in Oswestry are forced to rely on a bus or car to get to Gobowen railway station just up the road to access connections to larger economic centres, such as Shrewsbury, Liverpool or Manchester. What about someone who does not have a car and works in Chester? They will need to leave home by 7 am to get to the office for 9 o’clock—a journey that takes about 45 minutes in a car. Someone travelling further afield and returning late would need to get a taxi back from the station because the buses do not run outside regular hours, and that is if they can track down a taxi, which is another problem for another debate.

Oswestry was once a proud railway town. The railway station was on the main line of the Cambrian railway and, at one stage, it housed the headquarters of the Cambrian Railways Company. Unfortunately, it was a victim of the Beeching cuts, and there has been no connection to the main line from Oswestry since 1966. That is why the news that the restoring your railway fund would be used to reopen the line between Gobowen and Oswestry was so well received locally; and why the news that the Government wanted to scrap the funding, without even examining the new business case, has been such a huge disappointment. From healthcare and high streets to the environment and the economy, I cannot overstate what a transformational impact reopening the line would have on our area.

Poor public transport removes opportunity. It hinders young people, limiting their options for further and higher education and restricting their access to culture and leisure. In short, barriers to mobility are barriers to social mobility. During a recent visit to the jobcentre in Oswestry, the brilliant staff there told me that the No. 1 barrier to people accessing work is poor public transport. Meanwhile, I have spoken to businesses in Oswestry that have reported real difficulties in recruiting. They need to be able to attract people to work from a much wider area than Oswestry and not just those who have access to a private car. That means we are in the ridiculous situation where employers cannot recruit and jobseekers cannot find jobs to match their skills because of the same problem of poor public transport.

Let us take the outstanding Robert Jones and Agnes Hunt orthopaedic hospital near Gobowen: it has such a fine reputation that it has no trouble attracting high-quality staff, but the problem is that it cannot get people to and from their shifts early and late because there is no public transport, so if they do not have a car, the job will not work for them. Reopening the line would include a halt at the hospital. That would help to swell staff numbers and ease access for patients, many of whom are elderly, do not have access to a car and have to rely on the good will of friends to get to appointments on time. The hospital is a national resource: people come from across the country to access the excellent care there, including from the veterans’ centre, and railway access for them would be a huge bonus.

It is not just me who thinks that this is a great project. Feedback from the Department for Transport on the strategic outline business case acknowledged the importance of all of this:

“Oswestry is the second largest employment area in Shropshire, and unemployment in Oswestry is higher than the average in Shropshire. Productivity—the ability to match jobs with labour across North Shropshire—is a particularly pertinent issue. The growth in vacancies has been significant in Oswestry and Gobowen in recent years, which is exacerbated by the low population density and ageing populations of these areas.”

[Olly Glover (Didcot and Wantage) (LD)]

Does my hon. Friend agree that many railway reopenings in the last 20 years have seen significantly higher use than expected? They include the Ebbw Vale line, which achieved year four ridership by the end of year one, Larkhall in Scotland, where demand was 26% higher than forecast, and the Borders railway, which saw a doubling of demand in the first month, compared with plan, and extra coaches and car parking needed.

[Helen Morgan]

I thank my hon. Friend for his really good intervention. It is true that we tend to underestimate the passenger numbers on the newly reopened lines, and the benefits are probably in excess of the business cases that have supported them. I will come to further developments on this line later, so I am grateful to him for making that point.

Public transport is critical to the issue of productivity, growth and matching jobs with people who want to do them, so this line will be really important for job creation, education opportunities and economic growth in a rural area that has huge potential but is currently not meeting that potential. It will also be a huge boost to the regeneration of Oswestry’s beautiful and historic town centre. Oswestry already boasts a large number of independent shops and a relatively low number of vacant units. On the border between England and Wales, the town has a rich cultural history, a large number of native Welsh speakers and the potential to really thrive in the future.

The area surrounding the station is planned to become a transport hub for the town, and the listed station building is undergoing works to ensure that it is structurally sound and fit for the future, but it will need tenants inside it. A fully operating station has the potential to unlock private investment in the area, to regenerate this important transport gateway to Oswestry, only a few minutes’ walk from the centre of town, and to provide crucial facilities, such as public toilets and a café, that would make connecting bus services into the rural area beyond much more viable. One of the big issues that local bus providers have with providing services in the area is that there is not a public toilet for their drivers to use when they stop over. That really hinders the ability for them to provide a decent bus service.

People who live in Oswestry are largely dependent on their car. Linking local bus and rail services will reduce congestion and emissions and open a world of opportunity for those who, for whatever reason, are unable to access a car or drive one. As I said, it is not just me who thinks the reopening is a good idea. The DFT’s feedback on the strategic outline business case was extremely positive, saying that it was a “strong strategic case”, that the

“proposal aligns to various local plans over the past decade”,

and that the

“appraisal outputs presented in the economic case show that all options yield ‘Very High and Financially Positive’ value for money”.

Crucially, the project is expected to bring in more cash than it would cost to set up. That clear value for money is in stark contrast to the three other restoring your railway schemes approved by the previous Government last October, which were judged to offer poor value for money at best. It was the strong business case that persuaded the DFT to commit to funding the project through to delivery. To come to my hon. Friend’s point, when the business case was put together, it did not factor in the likelihood of the new Wrexham, Shropshire & Midlands Railway Company to provide a direct service on the line from Gobowen to London. If that service goes ahead—I very much hope that it will—the benefits for Oswestry will be even greater.

There has been some local opposition. Some people have argued that we could just run a shuttle bus, seemingly unaware that there already is one. But the shuttle bus has not worked: it does not run in the evening or early morning; it is frequently delayed by congestion on the A5, which has to be crossed to get to the station; and sometimes it just does not turn up at all. It certainly will not unlock the economic regeneration of the transport hub in the centre of Oswestry that the rail reopening promises. It is also really expensive to travel by bus and train, because people need two different tickets. Perhaps most importantly, whether it is for an urgent appointment at the orthopaedic hospital or an overnight shift at nearby Derwen college, people cannot trust a bus that will not get them there on time.

I welcome this week’s announcement that local authorities will be given the powers to franchise their own bus services. If that happens in Shropshire, we will see huge benefits across the whole of my constituency—for the many villages that have no service at all, and towns such as Market Drayton and Ellesmere, for which reconnection to the railway is desirable but not realistically possible. But we cannot pin our hopes on that. Given that the funding for all this brilliant new public transport remains unclear and uncommitted, it seems highly unlikely that Shropshire’s Conservative-run council will take on the revenue strain of start-up bus services. The council forecasts that it will balance its books this year by using up all its reserves, unless it can find a further £38 million of cuts, which would be on top of £58 million last year and £30 million already delivered this year.

The ambition should also be to link rail and bus services, so that people can genuinely consider leaving their car at home because the alternative is reliable, convenient and affordable. The Oswestry to Gobowen line uses a railway line that is already there. It obviously needs to be upgraded if it is to be usable once more, but because it has not been built over, there is space for a footpath or cycle path to go alongside. The benefits of active travel are well documented, and they could be exploited here if the scheme goes ahead.

The project has a capital cost of between £5 million and £15 million, and ongoing operating costs of £196,000 per annum. Critically, it is forecast to be cash-positive over the appraisal period. Local critics have highlighted the potential disruption caused by it crossing the A5, but it is important to emphasise that nobody is proposing to run a slow, steam heritage train over a major level crossing. The proposal involves very little disruption and many benefits. Indeed, it is difficult to see any justification for axing the project.

The Government have said that they want to grow the economy, improve education, clear NHS backlogs and clean up the environment, but they are potentially blocking a scheme that would help to achieve all those objectives. Shropshire is one of the worst-served counties in England for public transport, with only one bus route running on a Sunday in the whole county, and the loss of more bus miles since 2015 than any other county in England. There are huge barriers in place to realising Shropshire’s potential, and the project would help to remove one of them. It would enable local businesses to find quality candidates for the vacancies that they cannot fill, it would remove a huge barrier for those without a car who are seeking work beyond the boundaries of their immediate area,and it would enable young people and those wanting to develop new skills to access a far greater range of educational provision.

It would also unlock investment and regeneration in an important regional town centre. We cannot regenerate growth, jobs, skills and investment if a town is isolated from the rest of its region. That is why the previous Government promised to fund the project, and why the new Government should, too. I urge the Minister to come to Oswestry to see the wonderful potential of this historic market town and the additional value that the railway would bring to it. She should urgently reconsider the decision to remove funding from this fantastic project.

Passenger Railway Services (Public Ownership) Bill

Olly Glover Excerpts

Committee of the whole House
Tuesday 3rd September 2024 Commons Chamber

[Jen Craft (Thurrock) (Lab)]

Thank you, Madam Chair. It is the honour of my life to address this House as the Member of Parliament for Thurrock, my home, and to speak in this important debate on the future of our railways. I congratulate the hon. Member for South West Devon (Rebecca Smith) on her passionate speech, which was infused with pride for the community she serves and a strong commitment to her new role, particularly to help the people of Dawlish to rebuild after the flooding and to speak up for those who have experienced the care system. I also congratulate my hon. Friend the Member for Dunfermline and Dollar (Graeme Downie) on such a brilliant speech, which was infused with peacocks and train puns, which I will not try to outdo. I will steam ahead, get back on track and diesel-power on with the main body of my speech!

I would like to begin by talking a little about my predecessor, Jackie Doyle-Price. Although our politics are different, she served our community for 14 years and was a vocal campaigner against violence towards women and girls, both in this country and internationally. She highlighted the role that rape and sexual violence play as a weapon of war, and the lifelong impact that these appalling crimes have on women and girls here in the UK. She was a strong supporter of SERICC, the groundbreaking rape and abuse service based in my constituency, which found her a listening ear and a vocal advocate for its work. I will ensure that I will carry on that relationship and continue that work.

I would also like to thank the former Member of Parliament for Barking, Margaret Hodge, who gave me my first job in politics and taught a newly graduated, idealistic young woman that politics is more often than not about who gets the potholes filled, the grass verges cut and people’s individual problems solved than the big issues of the day. Moreover, she taught me that being a visible, vocal advocate for one’s constituents is the fundamental job of being an MP. In doing so, she defeated the extremists of the British National party by demonstrating that politics can be a force for good—work that I was extremely proud to play a part in at the time, and something that I will continue to take forward, to counter the threats from extremism and populism that our communities face today. She has also shown kindness and support as I, like many others who are new in this House, struggle to navigate the early days of this unique role.

It is an incredible privilege to have the honour of representing my home in this place. Thurrock has had representation from across this House since its creation in 1945, but this is the first time that someone born there has addressed the House as its Member of Parliament. I am that much unfairly maligned of creatures—a true Essex girl. I prefer Dr. Martens to white stilettos, but I am extremely proud of the county of my birth and the history of our community and the people who live there.

Thurrock has a fighting spirit, having played an important role in the decoy operations prior to the Normandy landings in the second world war. It provided a muster and departure point for those leaving to take part in the D-day operations. Several hundred years earlier, Tilbury is where Queen Elizabeth I rallied her troops before fighting the Spanish armada, famously declaring:

“I know I have the body of a weak and feeble woman; but I have the heart and stomach of a king, and of a king of England too”.

The Empire Windrush landed at Tilbury docks in 1948, bringing those who answered the call to help restore and rebuild our country after the second world war. A permanent exhibition, “Tilbury bridge walkway of memories”, is a moving testimony to those who came. Unfortunately, it is currently closed as a side effect of the Tilbury to Gravesend ferry ceasing to operate for the first time in nearly 600 years, something my hon. Friend the Member for Gravesham (Dr Sullivan) and I are determined to rectify.

Further down the river, we can find the Purfleet heritage centre which, among its extensive collection of local military memorabilia, also hosts an exhibition honouring the contribution of the Gurkha regiments to our armed forces, reflecting the significant Gurkha and Nepalese community who have chosen to make Thurrock their home. The museum is well worth a visit, although I would take with a pinch of salt anything one of the volunteer guides says about the etymology of Purfleet and its deriving from an exclamation of Elizabeth I, “My poor fleet”.

The towns of Tilbury and Purfleet are just two of the many that make up Thurrock. Aveley, Ockendon, Stifford Clays and Chafford Hundred all have their stories to tell. One reason I am so pleased to be making my maiden speech today as part of the debate on the Passenger Railway Services (Public Ownership) Bill is that one of the uniting factors of all of these towns is the role they play as key commuter locations for jobs in the City of London and the docklands—journeys that are primarily made using the rail network. The public ownership of our railways, delivering a better service and better value for taxpayers’ money, will make a daily difference to the lives of many of my constituents, and, indeed, to many of my friends and family.

I would not be here without the support of many people, but in particular my family: my children, my mum and dad, my husband Ali—a stronger or kinder partner you would struggle to find—and my in-laws Mike and Sue. It really does take a village.

I would like to share my own personal story about my motivation for being here, beyond the love of my community and my desire to serve. Almost seven years ago, I found out that the baby I was carrying had Down’s syndrome—a rug-pulling, life-altering moment which I did not realise, but wish I had, would be the making of my family and the start of a truly incredible journey. As the actress Sally Phillips says, the special educational needs and disabilities parent club is the one no one wants to be in, but once you are there you realise that all the best people are there. However, the world does not work for families like mine. It does not work for children like mine, and it does not work for people like me and my daughter. When I received her diagnosis, I made her a promise that I would do everything I could to make her life easier. Little did I realise that it would lead me here.

I am here to serve my community, to speak up for the home that I love and the people who live there. If by being here I can make a difference to the lives of children and families such as mine, I will consider it a job well done, however long my constituents may opt to keep me.

[Olly Glover (Didcot and Wantage) (LD)]

I speak in support of amendment 20, tabled by my hon. Friend the Member for Bath (Wera Hobhouse), which would create an independent body to ensure that scrutiny and transparency are at the heart of the public service train operating contracts the Government propose to award. With the end of competitive tendering of franchise contracts, which historically, despite their flaws, have contributed to some improvements to cost control and passenger growth, it will at least ensure that quality and accountability are present in the process, and will be important. I welcome the Government’s desire to improve our railways, but it is important that there is accountability and to remember that public ownership and direction have historically caused problems as well as improvements. Although the majority of current train operating contracts are in the private sector, since the pandemic they have been subject to even more significant direction and sometimes micromanagement by the Government than before.

My journey into London today shows how the public versus private debate is not all that is needed to improve our railway. At Didcot Parkway this morning, only one out of three ticket offices was working and two out of four ticket windows were closed. That led me to miss train number one as a result of private sector problems, and I was prevented from catching the next couple of trains as a result of public sector problems, namely Network Rail signalling problems. Again, the ideology is less important than the delivery.

--- Later in debate ---

[Wera Hobhouse]

I agree with everything that my hon. Friend is saying, and I thank him for giving way. I just wanted to congratulate the hon. Member for Thurrock (Jen Craft) on her maiden speech. We should not forget that there are so many new Members. It was such a wonderful speech, and I wish the hon. Lady, and her daughter, all the best on her journey. I am sure that my hon. Friend will want to mention her speech at the end of his own.

[Olly Glover]

My hon. Friend is absolutely correct, and I am sorry I omitted to do that earlier. The passion expressed by the hon. Member for Thurrock and her tribute to her constituency were very clear, and it was touching and moving to hear about her child and her family. I know that she will be a great champion for special educational needs and disabilities provision.

Let me end by saying that I hope the Government will extend their passion for public ownership to the investment in rail infrastructure that we in Oxfordshire need, and from which, as many other Members have said, the rest of the country will benefit.

[Jonathan Hinder (Pendle and Clitheroe) (Lab)]

I congratulate my hon. Friend the Member for Thurrock (Jen Craft) on her maiden speech. I am not sure I can compete with one that ranged from Essex girls to Elizabeth I, but I will do my best.

It is an incredible honour to stand here today as the newly elected Member of Parliament for Pendle and Clitheroe, where I grew up; the place that made me. As the Member for a significantly redrawn constituency, I want to begin by paying tribute to both my predecessors, Andrew Stephenson on the Pendle side and Nigel Evans on the Clitheroe side. Andrew Stephenson, most recently a Health Minister following a number of other Government roles, was a widely respected constituency MP who worked hard for Pendle for 14 years. Nigel Evans was a parliamentarian for 32 years who loved working in this place. He served as its Deputy Speaker in two spells, and brought great distinction to his role. I wish them both well for the future.

I also want to pay tribute to two of my Labour predecessors, Gordon Prentice and Sydney Silverman. Gordon was the Labour MP for Pendle from 1992 to 2010; he was a principled, independent-minded MP, whose work on “right to roam” legislation improved access to our countryside for all. Sydney Silverman, MP for the predecessor seat of Nelson and Colne for 33 years, stands as a true giant of parliamentary history for his leadership in the campaign to abolish capital punishment. It is an honour to follow in the footsteps of two men who fought so passionately for justice and human dignity.

Pendle and Clitheroe is an area that has a rich history, stunning natural beauty, and a strong sense of community spirit. From Barnoldswick, Barrowford, Clitheroe, Colne, Earby, Nelson, and Whalley to our villages that stretch to the edges of the Ribble Valley, the Pennines and the Yorkshire Dales, every part of the constituency has its own unique identity. At its centre stands Pendle Hill, a landmark that unites us, dominating the landscape on both sides of this new constituency. Pendle Hill is not just famous for its witch trials, though they often steal the spotlight. It has also been a source of inspiration for radicals and non-conformists who have left their mark on history. It was on Pendle Hill that George Fox experienced the vision that led to the founding of the Quakers.

We can also claim Katharine Bruce Glasier, a formidable Christian socialist and founding member of the Independent Labour party, who lived in Earby and championed the rights of working people. Then there is Selina Cooper, a hero of the suffrage movement, who emerged from working in the mills from the age of 12 to lead the charge for women’s rights.

Pendle was a powerhouse of the industrial revolution, driven by its iconic cotton mills, and the same grit and ingenuity that saw our mills thrive continues today in world-class engineering firms such as Hope Technology. Its track bikes, designed and manufactured in Barnoldswick, were ridden by Team GB to break a world record three times and secure a gold medal at this year’s Olympic games.

But while we celebrate our past and present achievements, we must face the challenges of today. Pendle has the highest rate of child poverty in the entire country, so I will be focused on the material needs of ordinary people in my constituency: reducing the cost of living, rebuilding our public services, revitalising our high streets and supporting our local businesses to create good, meaningful jobs. I will champion our local farmers so that we can boost food security and sustain the rural economy that forms an important part of my constituency.

I want to touch on my background as a former police inspector. We saw the best of British policing just a few weeks ago. In the face of violent disorder aimed directly at them, our officers showed great courage, professionalism and restraint. They worked long, hot shifts in full riot gear—many on their cancelled days off—with thousands of other officers redeployed at a moment’s notice to plug the gaps in day-to-day policing. I want to express my deepest gratitude to Lancashire police, and to thousands of my former colleagues nationwide, for their service to our country. Where others seem intent on undermining our police, I look forward to being an outspoken advocate for policing in Parliament.

The demands on policing have grown dramatically in recent decades, with increased reporting of domestic abuse, sexual offences and fraud, while policing has also felt the strain of other public services that have been run down and are not fit for purpose: the criminal justice system, mental health services and children’s care. As we rebuild our public services—and we will—we need to simplify the policing mission, which has become blurred and, frankly, too broad. Let us decide what we really want from our police, which means deciding what we do not want our police to do, and where policing stops and other public services are better placed to step in. If we can provide that clarity of purpose for our officers, we can create a better police service that is more focused on preventing and investigating crime.

I am delighted to be making my maiden speech during a debate on taking the railways into public ownership, and I commend my right hon. Friend the Transport Secretary for the speed with which she has set to work in her new office. But on the subject of speed, in my constituency, the Clitheroe to Manchester train takes an hour and 20 minutes to travel a mere 30 miles. The Colne to Preston train takes an hour and 15 minutes to travel just 25 miles. Both offer one diesel train per hour, and they are totally unreliable.

While public ownership is by no means a cure-all, this Bill is a crucial first step in creating a reliable, well-integrated railway that serves every part of our country. Regional inequality in our country is stark, and we need serious investment in infrastructure, such as by reinstating the short rail link between Colne in Lancashire and Skipton in Yorkshire, if we are to see small towns in the north of England thrive and prosper. I believe that public services should be in public ownership, and the railways are no different, so I am delighted to support this Bill.

In conclusion, let me finish by saying to every one of my constituents in Pendle and Clitheroe: whether you voted for me or not, I will be your champion. I will fight for you. It is my privilege to serve you.

Passenger Railway Services (Public Ownership) Bill

Olly Glover Excerpts

2nd reading
Monday 29th July 2024 Commons Chamber

[Olly Glover (Didcot and Wantage) (LD)]

I congratulate you on your election to the Chair, Madam Deputy Speaker. I also congratulate the Secretary of State for Transport and her colleagues on their appointments, and I wish them all the best.

I will start by giving the House a commitment that I will not make any laboured or tedious comments about curly British Rail sandwiches. I welcome the fact that the new Government are giving legislative time to transport at this early stage, given that it is a vital policy area that is often neglected—some might even consider it a Cinderella topic for this House. It is a positive contrast to the previous Conservative Government, who presided over industrial relations chaos, utterly incomprehensible contract extensions for failing train operators such as Avanti West Coast—which many Members have been plagued by—and CrossCountry, and a lack of any meaningful fares or industry reform.

I am one of few Members of this House to arrive here following a career on the railways. I pay tribute to the hon. Member for Smethwick (Gurinder Josan), and I commend him for his excellent speech praising the diversity of his seat. I have had the privilege of visiting Soho train maintenance depot during my career on the railways in the west midlands. I would like to give some insights from my professional experience working both for state-owned Network Rail and private sector train operating companies.

It is important for everyone in this debate to remember that nearly all the infrastructure and the operation of a third of all daily train services are already publicly owned. The previous Labour Government rightly took action following the safety and financial failures of private sector Railtrack by creating Network Rail in 2002, which was quickly able to tackle safety and performance issues. However, my experience of two stints working at Network Rail for a total of 10 years is that, as a very large, publicly owned organisation, at times, silo working and bureaucracy can be barriers to achieving results.

Some of the issues facing Network Rail either in or near my constituency include infrastructure reliability problems on the great western main line, severely overrunning engineering works affecting the Botley Road and many local residents in Oxford, and a very long construction processing for Reading Green Park station. It is important to note that being in the public sector does not inherently make everything better. In the privatised train operating companies that I worked for, some of the main barriers to progress were the result not so much of them being private sector, but the lack of incentive to invest due to short franchise or contract terms, and micromanagement by the Department for Transport and the Treasury.

In September 2013, I joined London Midland—a train operator that notionally was in the last year of its franchise. That meant that key investment decisions were deferred, such as on-train wi-fi, timetable improvements and car park enhancements. It felt as if I was caught in a “Star Trek”-style temporal paradox, since when I left London Midland in May 2017 it was still in the last year of its franchise, as no decisions had been made about the franchising process. That is an example of how the potential private sector benefit to the railway has often not been realised because of the flawed approach to franchising, rather than the nature of the private sector.

There are examples of positive private sector contributions, perhaps the most significant of which is the benefit of Chiltern Railways’ 20-year franchise, which saw investment in new stations at Warwick Parkway and the Evergreen upgrade of the Chiltern main line, both of which delivered significant passenger benefits and were genuinely heavily funded by the private sector. Had we had more long-term franchises like that, things might be very different today.

The Bill will not tackle the issue of trains being owned privately and leased back, often increasing the whole cost to operators. The current leasing arrangements can also create perverse incentives on rolling stock retention as a result of cliff edges imposed by lease durations and renewal dates. This has created shortages of capacity on a number of parts of the network in recent years, as short-term financial decisions have been taken to avoid rolling stock lease extensions—for example, on Southern with class 455 trains and Great Northern with class 365 trains.

Government plans to leave freight and open access operators in private hands may indicate inconsistency with the view that the private sector cannot deliver good services. Most seriously, the state versus private sector debate does nothing to tackle the lack of clear vision for what the Government want the railway to achieve or deliver. As other Members have said, fares continue to be complicated and often expensive. There is a lack of integrated timetables within the railway and with other transport modes, and the role of the Office of Rail and Road regulator needs examination.

I am therefore pleased that the new Government have further plans that I hope will address those points. I implore them to move beyond the public versus private debate and focus on what current and prospective rail users need. Doing so will be crucial to achieving a real focus on customer service, which is needed to grow patronage and achieve modal shift, so that the railway can thrive as part of a wider, sustainable and efficient transport system.

[Madam Deputy Speaker (Judith Cummins)]

I call Laurence Turner to make his maiden speech.